Londonderry, NH – Pro Star Aviation completed its first Starlink installation on a Falcon 2000 in early January. This marks the first time the aircraft has been modified following the release of Dassault’s OEM-designed Supplemental Type Certificate (STC) for the platform. The STC is the first OEM-developed Starlink retrofit solution available to independent service centers supporting the Falcon fleet.

Unlike other Starlink retrofit options delivered by third-party providers, the Dassault-designed solution features a streamlined installation that integrates seamlessly with the aircraft’s structure while preserving its aerodynamic profile. The system delivers the same high-speed, low-latency connectivity that operators expect from Starlink while maintaining a design approach consistent with Falcon aircraft.

“The design is sleek and elegant, much like the Falcon aircraft itself,” said Jeff Shaw, Pro Star’s Director of Sales & Marketing. “Because the antenna location and installation architecture are consistent across multiple Falcon platforms, it creates a practical solution for service centers and operators alike.”

Building on the initial Falcon 2000 installation, Pro Star has already completed its first Starlink installation on a Falcon 7X, with a second installation scheduled for completion by the end of the month.

As demand for high-speed connectivity continues to grow, Pro Star Aviation is expanding its Starlink installation capability across multiple Falcon platforms, providing operators with a standardized retrofit path through the authorized service center network.

Pro Star Aviation, headquartered at the Manchester-Boston Regional Airport (KMHT) in New Hampshire with locations in Grand Rapids, Michigan (KGRR), and Portland, Maine (KPWM), is a recognized leader in maintenance, modernization, engineering, and aircraft sales solutions for business aviation. A factory-authorized service center for Dassault Falcon Jet, Embraer, and Pilatus, Pro Star provides disciplined MRO services and extends its technical capabilities across avionics upgrades, in-flight connectivity solutions, and special mission aircraft modifications. With proven capacity to manage complex projects and provide targeted solutions for unique operational requirements, the company stands apart through its engineering depth, certification expertise, and rapid AOG support. Pro Star is part of the Laughlin Family Aviation Group, founded in 1948, and has additional operations in FBO, airline services, and aircraft de-icing. https://www.prostaraviation.com

For additional information, please contact:
Jeff Shaw, Director of Sales & Marketing
603-627-7827
jeff@prostaraviation.com

Last January, I attempted to predict what the coming year might look like for business aviation. As post-COVID growth began to subside in 2024, I anticipated a year defined more by consistency than expansion. That expectation largely proved accurate, with flight activity remaining steady throughout 2025, consistent with industry forecasts predicting only marginal year-over-year growth. 

I did, however, highlight two clear caveats to this general trend: the continued rise of LEO technology and the growing challenge of parts obsolescence. Both factors had a meaningful impact on the industry, particularly in driving maintenance demand, as parts availability remained strained and LEO connectivity adoption rapidly accelerated. What I did not fully anticipate in my predictions was the extent to which shifting and unpredictable tariff policies would disrupt the aviation landscape in 2025.

While the tariffs themselves were not entirely unexpected, the pace and variability of their implementation created challenges that were difficult to model in advance. Ever-changing timelines, fluid percentages, and evolving country-specific rules significantly impacted cost and availability of aircraft and parts, particularly for platforms manufactured outside the United States. This instability made accurate pricing and delivery forecasting extremely difficult and, in some cases, delayed aircraft deliveries that had previously been considered straightforward. 

Fortunately, however, as 2025 came to a close, much of that uncertainty began to subside. Many aviation-related components were exempted under existing trade agreements, and previously problematic tariffs (most notably those affecting Swiss-manufactured aircraft) were eliminated, restoring a degree of predictability heading into 2026.

Looking ahead to 2026, I expect many of the core themes from 2025 to persist. Business aviation utilization is likely to remain relatively stable, extending the flat utilization trends seen over the past year rather than entering a new growth phase. Parts obsolescence will most certainly remain a central challenge. As I noted last year, components are becoming obsolete more quickly, largely due to reliance on commercially available products with shorter practical lifespans. 

In 2026, waiting for a part to fail before addressing it is simply no longer a viable strategy. Flight departments that anticipate and schedule replacements for potentially obsolete components will reduce the risk of unplanned downtime and ensure that aircraft will remain operational. In short, proactive planning is essential for operators moving forward.

There is also no denying the momentum of LEO technology entering the new year. While competitors like Gogo are working toward certifications, with new forces like Amazon Leo (previously Project Kuiper) planning to enter the market, Starlink continues to remain the clear front-runner. This is really due to the head start the company has, as aviation-specific solutions for newcomers in the LEO space remain years away from widespread adoption. For operators in 2026, the timing of installations will be critical. 

As this technology continues to grow in popularity, it makes sense that installations will continue to expand throughout the year. While this, of course, is a positive for the industry, limited MRO capacity and inventory issues are going to make it more difficult to schedule downtime to adopt the new technology. Just a year ago, it was not uncommon to schedule a Starlink installation within a couple of weeks. In 2026, a similar installation will likely take months of planning. This again signifies the importance of pre-planning and proactivity for aircraft operators this year.

For Pro Star, 2026 will continue to be defined by strategic evolution across facilities, aircraft types, and connectivity solutions. The Grand Rapids location will further establish itself as a Pilatus Center of Excellence, while Pilatus work in Manchester will increasingly be replaced with Falcon and larger-cabin aircraft support. This shift reflects the growing demand for more complex maintenance and upgrade services coming into the new year.

Connectivity adoption will also remain a central focus. By the end of Q1 in 2026, every aircraft type within Pro Star’s supported portfolio will have a viable LEO solution available. Many routine maintenance events will include companion connectivity installations, allowing operators to address multiple needs during a single downtime period. This integrated approach will help to minimize unplanned disruptions and improve scheduling efficiency for flight departments. Operators who coordinate in advance will see the most reliable results, while Pro Star will continue to position its facilities and teams to meet the increasing complexity and demand across its aircraft portfolio throughout the coming year.

For much of our 25-year-plus history, Pro Star has been a collaboration of specialized businesses, each excelling in its own domain. In 2025, however, something shifted. This year marked the first truly concerted effort to bring the full breadth of the Laughlin family of companies together under a unified umbrella. It was a year not just defined by growth, but by alignment. Aircraft sales, manufacturing, maintenance, special missions, and new facilities were no longer operating as parallel efforts but as parts of a singular, more integrated operation. This resulted in greater internal clarity, a more cohesive customer experience, and a strong foundation built to support continued growth in the years ahead.

One of the most prominent milestones was geographic expansion. For decades, Pro Star has operated primarily out of its Manchester, NH location. In 2025, the opening of the Grand Rapids, MI facility marked the company’s first major brand expansion, expanding Pro Star’s reach to the western edge of its Pilatus territory. In its first year of operation, the Grand Rapids hangar was frequently booked to capacity—a true testament to the teams on the floor and behind the scenes who made it happen. Just as importantly, the Michigan location elevated Pro Star’s national presence, reinforcing its credibility and awareness across the industry.

That growth was supported by deliberate internal investments in both leadership and operations. In Manchester, Pro Star strengthened its operational leadership structure with the addition of Wayne Tibbetts as Operations Director. Coming from Bombardier, Wayne brought deep OEM experience and immediately added structure, efficiency, and oversight to production operations. Additionally, Pro Star expanded planning and sales capabilities with dedicated experts for individual OEMs. This ensured that customers would be supported by teams with focused technical and operational knowledge. 

A major enabler of this alignment was technology. In 2025, Pro Star implemented a common ERP and CRM platform, Quantum, across locations, including Northeast Air. Though a major effort, it now provides real-time visibility into production, inventory, scheduling, and analytics across the organization. This resulted in improved predictability, better coordination between sites, and a more consistent customer experience from quote to delivery. 

Our newly centralized approach was especially evident in our sales and planning departments. Historically, these departments just served the Manchester location. With our concerted effort to unify locations, the sales and planning teams introduced a more streamlined quoting and workflow process this year, allowing technical teams to stay focused on maintenance and installations while ensuring customers receive clear expectations and reliable schedules. It’s a shift that benefits everyone: fewer bottlenecks, better communication, and a steady, predictable flow of work. 

On the technical front, 2025 was a year of ‘firsts’. Pro Star completed and initiated a number of milestone projects this year, including:

Willingness to push into new territory was also evident in Pro Star’s evolving approach to federal contracting. Rather than viewing the federal market solely through the lens of special missions modification, Pro Star took a more holistic approach—integrating maintenance, installation, and long-term support capabilities. While work remains on certifications and infrastructure, 2025 helped to identify gaps, test processes, and build the internal muscle needed to compete more effectively within the federal marketplace.

Underlying all of this progress was a renewed commitment to our identity. To reflect the consolidation of the Laughlin family companies and to celebrate more than 25 years in the business, Pro Star undertook a comprehensive rebrand in 2025. New logos, uniforms, a refreshed website, updated collateral, and trade show materials were not just cosmetic changes—they were outward expressions of a more unified organization. For the first time in our history, Pro Star’s full range of capabilities are being showcased together as one cohesive unit. While there is always more to come, 2025 positioned Pro Star Aviation to move into 2026 stronger, more connected, and more intentional than ever before. This year wasn’t just about doing more, it was about doing things together—and that may be the most important milestone of all. 

November 21, 2025 – Londonderry, NH – Pro Star Aviation is expanding its in-flight connectivity expertise with the addition of the Challenger 300 Series and Falcon 2000 Series to its growing list of Starlink installation accomplishments. This month, the company is completing its second Challenger installation, following the delivery of a Challenger 350 earlier in the year. The STC is OEM-approved by Bombardier, covering the full Challenger 3 Series with models: 300, 350, and 3500.

This December, Pro Star will begin one of the very first Falcon 2000 Starlink installations, with delivery expected by early 2026. This installation is part of an OEM-developed Service Bulletin solution from Dassault that includes the Falcon 7X, 8X, 2000, and soon, the 900 Series.

Starlink’s Low Earth Orbit (LEO) satellite network delivers high-speed connectivity across the globe. This type of in-flight connectivity is rapidly becoming the new standard for business aviation. With these additional aircraft models, Pro Star Aviation continues to strengthen its role as a trusted provider of advanced, OEM-supported connectivity solutions for operators seeking modern in-flight performance. 

Pro Star Aviation, headquartered at the Manchester-Boston Regional Airport in New Hampshire with locations in Grand Rapids, MI, and Portland, ME, is a recognized industry leader in the maintenance and upgrade of business and government aircraft. The company is a factory-authorized service facility for Dassault Falcon Jet, Embraer, and Pilatus. Pro Star has gained national recognition specializing in avionics upgrades, in-flight connectivity solutions, special mission aircraft modifications, and aircraft sales. With proven capacity to manage complex projects and provide targeted solutions for unique operational requirements, Pro Star consistently meets the highest standards of performance and reliability. Pro Star is part of the Laughlin Family aviation group of companies, which was founded in 1948 and has additional operations in FBO, airline services, and aircraft de-icing. https://www.prostaraviation.com

For additional information, please contact:
Jeff Shaw, Director of Sales & Marketing
603-627-7827
jeff@prostaraviation.com

LEO internet, whether it be Starlink, Galileo, Gogo, or even a carry-on solution, still remains the most discussed upgrade in business aviation today. In fact, it is still the number one thing I am asked about on a day to day basis. Of course, this is to be expected, given how revolutionary this connectivity is to our field as a whole. It is not dissimilar to the introduction of the iPhone in 2007, and how that forever changed the cell phone industry. It is a quantum leap forward. Despite this, however, there are still certain factors that can muddle the installation of this technology. It is not a problem of supply or demand; instead, the real conundrum is the lack of approved solutions, and the surprise complications that can come with installing a simplified system.

Starlink, for example, has generally been marketed and engineered as a plug-and-play solution. The system does not interact with the aircraft’s flight systems, entertainment systems, or its existing Wi-Fi network. In theory, all you need to install it is a power connection and a place to mount the antenna. But, there is a catch to this. While the system may be fairly simple, the aircraft itself is not. Aircrafts are not merely a blank canvas. Each individual aircraft has a collection of pre-existing mods, antennas, and integrated networks. This is where the installation of LEO technology can get somewhat tricky.

Many owners and operators expect their new internet system to work with what is already on their aircraft. That often means integrating it with their CMS (Cabin Management System), keeping the existing antennas, and using their current WAPs (Wireless Access Points). But, in the same ways that the iPhone completely reinvented its industry, LEO technology is changing connectivity. It simply is not meant to be integrated with everything else. In fact, forcing it to do so can actually undermine its performance, increase certification complexity, and result in a longer downtime. This also likely means a higher cost as well. Here, the idea of the ‘bait and switch’ really comes into play.

Oftentimes, when an aircraft owner calls to ask for a quote, without specifics, we will do our best to offer up a ballpark figure for the installation. Once the specifics roll in, however, this number can be subject to change. For instance, if an owner wants their LEO system integrated with their CMS or they want to keep their existing Ka antenna intact, it is only natural that the workload, and therefore, price, will rise. In this way, the initial ballpark price may suddenly feel like a bait and switch. The reality is, though, that the specifics of a given operation, especially when trying to integrate a LEO system with an aircraft’s existing technology, can greatly change how much time and effort needs to go into an install.

Additionally, aircraft only contain so much physical space to contain this technology. These LEO antennas are quite big. Installing them often requires relocating or even outright removing existing hardware. Of course, this all specifically depends on what, exactly, an owner is looking to do with the LEO technology, and how far they want to try and integrate it with the systems that are already present. Nevertheless, this kind of work will mean more engineering, more labor, and, as previously stated, more downtime. None of this is likely to be accounted for within the initial ballpark quote. So, while the fluctuation in cost may seem like a bait and switch, in reality, it is born out of a misalignment between how LEO systems are designed to be installed, and how operators expect them to work.

There are ways, however, to mitigate this misalignment, which will ensure, to some degree, that the initial quote will more closely reflect the end price. The biggest takeaway here is to ask the right questions, and to make clear to the MRO how you want the installation to be done. What do you want to integrate? What existing antennas or mods should remain? These factors are fundamental in determining how much downtime and money will be spent on completing the LEO installation. In this way, while LEO technology is certainly simpler than other connectivity systems, that does not always mean cheaper, especially when it comes to retrofitting it into a pre-existing, complex system.

For business jet owners, the availability of LEO connectivity like Starlink and Galileo can be quite enticing. Naturally, this leads to a big question that has come up a lot for us at Pro Star since LEO technology’s arrival on the business aviation scene. The question is: Can I remove my existing SATCOM to install new connectivity? This question, however, is not so simple to answer. In fact, it actually opens up a rabbit hole of many varying possibilities and outcomes. While LEO technology’s high speed, low latency internet can be exciting, when it comes to replacing your current SATCOM system, it is not simply about upgrading your aircraft; it’s really about understanding what your existing system does, what regulations may apply, and if replacement is even possible in the first place.

To determine this, we have to understand the differences between individual SATCOM systems. Many aircraft have SATCOM systems that serve multiple roles. Some provide passenger internet connection, while others are critical for cockpit communications and ATC compliance. The question of whether or not you can replace your current SATCOM system fully depends on what this system is doing for your aircraft and what requirements might apply. In order to understand what options an aircraft owner might have; it is important to differentiate between the separate types of SATCOM systems.

Broadly speaking, SATCOM systems fall into three categories. Legacy systems like Iridium and Inmarsat “SwiftBroadBand” represent one of these categories. These systems provide low band-width data, voice communications, and cockpit connectivity.  Oftentimes, these systems are used for flight deck safety functions, including ATC datalink, https://www.ainonline.com/aviation-news/business-aviation/2023-07-03/getting-yes-cpdlc. While some of these legacy systems can provide passenger internet, it is not their primary function, and it simply will not deliver at the same speed as LEO connectivity. Because these systems primarily provide functions that are required for specific flight operations, newer technology like Starlink or Galileo will not be able to fill these roles.

There are also systems like Viasat and Inmarsat Ka. At a first glance, these systems and their capabilities are more closely aligned to Starlink. These systems provide aircraft with high-speed internet for passengers, including VPN access and enabling real-time video conferencing. Unlike the previous category, these systems are primarily for business use and entertainment rather than essential cockpit and safety functions. Depending on what an owner may be looking for in their connectivity, a newer system like Starlink may actually be a suitable replacement for these SATCOM systems.

Finally, there are LEO systems, like Starlink or OneWeb’s Galileo. While these systems offer, by far, the quickest and most expansive connectivity of the three broad categories, there are still factors to consider when looking at replacing the legacy systems with these newer technologies. As discussed previously, there are certain functions, like cockpit communications and compliance, that technologies like Starlink are just not capable of replacing. Additionally, as these LEO systems are still relatively new, their integration into business jets is still evolving. Depending on the needs of an owner’s aircraft, however, Starlink or OneWeb may be a suitable replacement for their older system. Switching to a new system like Starlink is not simply about personal preference; it’s really about making sure that the aircraft remains compliant and operational. While Starlink may be a great addition to an aircraft, it is not a suitable replacement for everything. There are certain key questions that need to be considered when it comes to replacing a pre-existing SATCOM system: Does the current SATCOM system provide required cockpit communications?, Is the aircraft subject to regulatory requirements?, Does the new system have comparable coverage?, and How complex will the installation/replacement be? Of course, there are several additional questions and factors that are crucial to consider when seeking to replace a SATCOM system. Consulting with an expert in the field is always a good idea when it comes to something as complex as this. Though replacing older technology with newer technology may seem fairly straightforward, every aircraft is different, and when it comes to replacing SATCOM, there is no one-size-fits-all solution.

Since the dawn of in-flight connectivity, network congestion has been a serious concern in the aviation community. Historically, geosynchronous satellites and ATG networks have struggled to combat significant congestion, especially when in busy, concentrated areas like major airports. Each of these different systems of connectivity has been plagued with their own problems that have been extremely difficult to overcome.

Lately, however, the game has been completely changed by the introduction of LEO satellites such as Starlink and Galileo “OneWeb.” While this advancement has rapidly changed the state of IFC, there are still many people voicing their concerns that this, too, could fall victim to the old issues that afflicted connectivity before. With the presence of LEO technology, however, the old arguments around network congestion simply don’t apply anymore.

It is certainly understandable to be skeptical of new technology, especially after experiencing issues with past technologies that, at first, seemed promising. Gogo’s ATG network is a good example of this. While the network started strong, and seemed to offer a solution to network congestion, it quickly became overwhelmed. The plain fact of the matter is, there are certain innate differences to LEO satellites that will prevent this from occurring. One major difference between LEO and GEO satellites is the LEO satellites ability to move.

A big reason for GEO satellite based congestion stemmed from its fixed position relative to the Earth. Because its spot beam is resigned to a single location, flying over high traffic locations has frequently caused network congestion for business jets. Terrestrial-based networks have faced the same issues for similar reasons. It is not unlike using your cell phone at a crowded concert or sports event. With too many people trying to connect to one single tower, network congestion is inevitable. This is yet another problem that LEO technology has an answer for. Because LEO satellites are not fixed, it is much easier for them to avoid congestion. Even if they face network congestion, the sheer number of them allows them to offload congestion from one satellite to another. The static GEO satellites simply do not have this capability. Additionally, both the GEO satellites and the bespoke aviation ATG network are extremely difficult to upgrade due to cost. This is yet another problem that LEO technology has an answer for.

The benefit to LEO satellites is that they are inherently replaceable. With a lifespan of roughly 5 years, their business model requires them to replace the satellite once it is decommissioned, often multiple at a time. This allows LEO companies to always allow for as many satellites as they need. Additionally, it gives them the opportunity to fix potential issues by incorporating newer elements of technology. In this way, LEO satellites are able to constantly innovate and consistently stay ahead of network congestion, as problems will always be addressed promptly.

Another problem that traditional satellite systems have faced is the limited number of users they can support. ATG networks, for instance, were initially designed with a specific user pool in mind, mostly for aviation-specific use. This meant that when this small capacity was reached and eventually surpassed, the network became heavily saturated, with essentially no room to grow or modify. Again, this issue just simply does not apply to LEO technology. LEO satellites like Starlink were designed to have mass-market appeal. They were not specifically intended solely for aviation, which means they have the capacity to support tens if not hundreds of millions of users. The demand for aviation connectivity, in comparison, is not even a drop in the bucket to what they can support. This essentially nullifies network congestion for business aviation.

While skepticism for this new technology may be historically founded, comparing LEO technology to some of the problems faced by its predecessors is like comparing apples to oranges. LEO satellites are operating on an entirely new architecture, which allows for them to easily surpass many of the connectivity problems that aviation has faced for the past several decades. There is no denying that the future of satellite connectivity has arrived. With adaptations and improvements essentially built into the LEO business model, aviation connectivity will likely never be plagued by network congestion again.

With 2024 behind us, the inevitable question of what the new year will bring hangs in our minds. For business aviation flights, the common expectation has been quite similar to last year. Now that the industry has largely recovered from the pandemic, it only makes sense for the post-COVID growth to eventually plateau. That seems to be what we are seeing for this upcoming year. A January 24, 2025 article in Private Jet Card Comparisons indicated “North American private jet flight segments are expected to increase by 0.2% in 2025, according to the annual ARGUS TRAQPak forecast.”

So, at the very least, it is likely that business aviation growth should stay on par with last year. This trend would be expected to translate to the aircraft maintenance and upgrade marketplace as well. I have reason to believe, however, that other underlying factors of the industry may drive demand to a higher level than anticipated. There are two primary reasons for this: parts obsolescence and the continuous rise of LEO technology. While, perhaps, for opposite reasons, both of these factors are sure to greatly impact the amount of demand facing the industry this year.

First, the never-ending issue of parts obsolescence continues to complicate lead time and parts availability, which in turn, affects an owner’s ability to easily schedule maintenance and upgrades. This industry has also long relied on a ‘just in time’-esque inventory system, where parts are only ordered when needed. Though business aviation has survived off of this model, it is clearly impractical, and it can lead to unpredictable and inefficient downtime for maintenance and upgrade projects. This issue is entirely exacerbated by the limited number of MRO facilities
with the capacity to meet the demands for aircraft maintenance and upgrades. This is why I expect little to no growth in this sector of business aviation. Even though, I do predict that the prominence of LEO technology and parts obsolescence may create a larger demand than flat number of flight hours would predict.

While LEO technology is still early in its evolution, when it comes to our industry, this technology is practically in its infancy. Clearly, Starlink stands at the forefront of this innovation for aviation, however, Gogo will soon be joining the marketspace too, with other startup companies soon to follow. Because this technology is so new, it makes sense that installations will continue to expand throughout the year. While this is a positive for the industry, limited MRO capacity and inventory issues are going to make it more difficult to schedule downtime to adopt the new LEO technology.

Just a year ago, it was not uncommon to be able to schedule a Starlink installation within a couple of weeks. Now, however, it is unlikely to get into a facility within a couple of months or more. This highlights the severity of the issue. This has created a scenario in which the demand for installations and aircraft maintenance is strong enough that unplanned upgrades or maintenance visits will result in much longer lead-times than in the past. This issue of demand exceeding supply is something that I don’t see being corrected within the near term.

Now the real question is: How can aircraft owners avoid these delays in uptime over the course of this new year? To me, the answer is quite simple: proactivity. Finding a facility that can accomplish all of the maintenance, upgrades, and installations needed in a single downtime period and on a timetable that works for the owner is going to be paramount in 2025. Pre-planning is the key to ensuring the needs of aircraft operators will be accommodated in a timely manner. In fact, many MROs have already booked well into quarter 2, if not the whole year. For an aircraft owner in 2025, acting in advance will be the only way to guarantee that maintenance can be done in a timely manner.

Last month, I took a look at the progress Starlink has made over the past 6 months and the excitement its connectivity has generated in business aviation. As an MRO, we have been booked solid with upgrading connectivity solutions and maintenance for aircraft owners. Pro Star is not alone in this, in fact, many MROs are busy with connectivity installations, cabin management upgrades, and operational upgrades. While this is great for business aviation as a whole, all of these aircraft modifications become pointless if the plane can’t fly. This is where I fear many owners may be overlooking something that could very easily ground their business jet. The standby indicator, while not as glamorous or alluring as Starlink’s top-rated connectivity, does pose a serious risk to aircraft dispatch reliability. Most of the current standby indicators are primarily made by Meggitt, L3Harris, and Thales. Unfortunately, most of the units that are in the vast majority of business jets are no longer supported. Even aircraft still under factory warranty may have obsolete standby systems.

We at Pro Star have already faced first-hand the struggles that this obsolescence has created in the field. Recently, we had a relatively new aircraft, a Falcon 2000LXS, in our hangar for a pre-purchase inspection. After our inspection, the new owner bought the plane; it’s very first flight after leaving our hangar, the aircraft had a standby indication system failure. For the next several days, the plane was AOG. During this time, the owner reached out to us as a Falcon service center to locate a replacement for the standby indicator. We were not alone in this search. In addition to our team, the aircraft manufacturer, the management company, and the actual owner were all looking. Eventually, we found a replacement on the used market. Unfortunately, the replacement unit was just as old as the one that failed, and it is not likely to be a long-term solution to this problem. This is not the only issue at play here. The headline here is really this: We are a Falcon Jet Service Center, and we can’t get these parts. It’s not just Pro Star, either; all Falcon Jet Service Centers and, by extension, most of the maintenance for even modern business jets are having difficulty supporting these units.

The standby display system is a required flight instrument, it must be installed in accordance with a Type Certificate, Supplemental Type Certificate, or a Service Bulletin and fully functioning in order to dispatch the aircraft. This does not leave a lot of room for compromise. So, what can a business jet owner do to combat the obsolescence of the standby indicator? The most feasible option is to replace it with an upgraded version of the one that is currently in the aircraft, and if possible, to salvage what’s left of the old system components. Typically, this consists of the standby indicator, a battery, and some sort of air data module. Some of these components tend to cause less issues than others. In fact, it is really the display and their associated sensors that are the real problem. The batteries, generally speaking, are fairly easy to maintain. Even the obsolete standby batteries often have plug and play replacements available.

When it comes to picking standby system manufacturers, it can certainly be tricky. The primary manufacturers of standby units that aircraft manufacturers use (i.e., Meggitt, L3, Thales) don’t all have drop-in replacements for the legacy units. While L3 does offer a select amount of drop-in replacement options such as the GH-3900 and the EFD-750, these options are often limited to aircraft that already have L3Harris units. This is due to a lack of accessibility in terms of approvals and, in some cases, a different form factor in the replacement unit. When it comes to Meggitt and Thales, Garmin is really your only option for a solution. Garmin’s GI-275, in many ways, is comparable to the EFD-750 from L3Harris. The difference, however, is the range of accessibility it can offer. The GI-275 is a universal unit that can fit into multiple types of aircraft, with STC options readily available. These details are further divulged in the links provided for this blog. The real quandary is, even with options for units that are reasonably affordable, widely available, with STC availability for almost any aircraft, people just don’t think to replace it until they have a failure. Harkening back to the Falcon 2000LXS, when you have a failure, there is no readily available replacement option. This is why it may be better to include this within the budget to be replaced like any other consumable during your next annual maintenance. In the wake of waning support for the unit and its status as a flight requirement, there is no reason not to be proactive with this equipment. The last thing any owner wants is their jet stuck on standby.

Garmin: https://www.garmin.com/en-US/newsroom/press-release/aviation/garmin-gi-275-receives-stc-for-dassault-aviations-falcon-7x/

AOPA: https://www.aopa.org/news-and-media/all-news/2023/january/19/garmin-gi-275-cleared-for-business-jet-service

Business Air News: https://www.businessairnews.com/hb_news_story.html?release=91847