Cirrus Debuts SF50 G3 Vision Jet With Advanced Avionics and Enhanced Comfort
It was in the middle of a flight to explore the capabilities, handling, and operating envelope of the Cirrus SF50 G3 Vision Jet that it happened. Ensconced at FL 220, a modest height for a jet with a max operating altitude of FL 310, with the features of the Garmin Perspective Touch+ automation gracefully keeping the aircraft in the proper groove in the sky, I finally had time to simply look around and enjoy the experience. My overall impression was that the large flight deck and cabin windows allowed me to see much more of the sky, the world, and the airframe of this jet than I ever have in an airplane that didn't have a bubble canopy. The air was dead smooth, and despite a ground speed north of 300 knots, it felt as if the flying machine were suspended in the sky, with the earth turning beneath us. I was seated as comfortably as I have been in any aircraft, savoring the extent of the view when it hit me. This Article First Appeared in FLYING Magazine If you're not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats. Subscribe Now I was on a magic carpet, every bit as luxurious and capable as those of ancient tales. All that remained was for adventures to begin as it carried me forward. Vision Jet Development How did a general aviation manufacturer get here, delivering over 700 of the first general aviation, single-engine, single-pilot personal jets with the Cirrus Airframe Parachute System (CAPS)? Cirrus did it the same way musicians get to Carnegie Hall, with practice, hard work, progressive thinking, and a plan for the future. Cirrus succeeded where at least seven other companies did not. Even before the Vision Jet became hopeful drawings, the manufacturer was designing its SR Series (SR20, SR22, SR22T) with flight decks, performance profiles, and sophisticated avionics with the goal of making it realistic for a competent SR pilot with significant IFR experience to step up into its planned but as yet undesigned jet. In 2007 Cirrus principals Dale and Alan Klapmeier began publicly talking about "the jet" that was being designed in what they called the company's "Moose Works" in Minnesota. It was to be similar to the SR series and capable of being stored in the same 40-by-40 hangar that could house a Cirrus SR22. READ MORE: We Fly: ScaleWings SW-51 Is So Real, It's Surreal READ MORE: We Fly: Pilatus PC-12 Pro An early prototype was flown in 2008, a bad time for general aviation overall, so it was not until 2014 that there was enough capital to build and fly a conforming prototype. In 2016 the first production SF50 flew, the jet received FAA type-certification, and deliveries began. Since then, Cirrus has shown that pilots with experience in high-performance, piston-engine airplanes can step up into the SF50, pass the type rating practical exam on the first try, and safely operate the jet in the real world. Cirrus has also made upgrades to the Vision Jet, most notably with the G2 in which it upped its maximum altitude from FL 280 to FL 310, bumped max cruise up to 317 ktas, and installed the Garmin Perspective Touch+ integrated flight deck. Along the way, "Safe Return Emergency Autoland," Garmin's Autoland, was added and payload and performance boosted. G3 Vision Jet Model In February, Cirrus announced and began deliveries of the G3 Vision Jet with some 30 enhancements, primarily to increase the capabilities of the avionics, visibility of the plane, and comfort for those in the cabin. Without attempting to go into all the G3 improvements, I'll look at some that grabbed my attention. From an operational and pilot workload perspective, the ATC Data Link (Cirrus also uses the acronym CPDLC for Controller-Pilot Data Link Communication) system, allowing text communications between a controller and the jet, is way up there in providing support to a pilot. The pilot initiates contact with ATC through the CPDLC and starts receiving clearances, new radio frequencies, altitudes and routes via text message. A tone alerts the pilot to an incoming message. The pilot reads it, decides if it can be complied with and, if so, taps the Wilco and send buttons. If unable to comply, the pilot can say so and explain why, just as we do now via voice—except this is faster. Plus, the message is saved, so the pilot has, for example, the route clearance written out in much better handwriting of their own. Ergonomic leather seats are notably comfortable on the Cirrus SF50 G3 Vision Jet. [Credit: Erin Armstrong] If desired, the pilot can tell the system to load the clearance into the Garmin automation, setting up the route, initial altitude, and additional information. The pilot then just confirms that everything loaded correctly and activates the change. En route, a call to change frequencies doesn't take up airtime, the pilot sees the frequency written (less chance of loading it incorrectly), punches Wilco and send to confirm receipt and compliance, and has the new frequency loaded into the appropriate comm radio in either the standby or active position. It's delightfully easy, and there's no back and forth with a controller trying to get the numbers right. Another new feature is a time-saver anyone operating an aircraft should like—all databases are automatically updated while the Vision Jet is parked with Cirrus IQ Pro Advanced. Alerts-linked checklists are almost a third hand for a single pilot when something out of the ordinary pops up. In the event the electronic alerting system advises them of an abnormal or emergency event, it also pulls up the appropriate checklist—no more pulling out a thick binder and finding the appropriate one. As the pilot deals with each checklist item, they use the scroll wheel to track and then click on it, and the cursor moves to the next item. That continues until the checklist is complete and the situation has been handled or it's time to put the jet on the ground—and the electronic checklist provides guidance for that as well. Having used Garmin's Taxiway Routing and 3D SafeTaxi in other aircraft, I'm glad to see that safety feature in the Vision Jet. No matter how many times I've gotten into a Vision Jet, I am always mildly surprised how big the cabin is. For the G3, Cirrus has made even better use of the space. Until now, the SF50 could hold five adults and two kids—one adult in the center of the rear bench seat flanked by the two children. All the passenger seating has been reworked. The rear bench seat now holds two adults, one on each end, with space and a restraint system for a child between them. Although the passenger seats still use the same attach points, they have been upgraded in a fashion that gives 2 inches more legroom for the rear seat and smoother operation of the middle seats. Use of new foam makes what I always thought were comfortable seats even more so. As Cirrus was developing the SF50, it was also considering appropriate training for the required type rating. If it's a jet, the PIC must have a type rating in it, which involves a check ride to ATP performance standards with an examiner satisfactory to the FAA. Planning for pilots stepping up from its SR series, Cirrus decided to keep the Vision Jet training in-house, at its Knoxville, Tennessee, Vision Center containing two full-motion Level D flight simulators. Cirrus personalizes type training by working with the new owner-to-be beginning several months before the formal type rating training is to begin. Delivery of the aircraft is not tied to the training schedule, reducing pressure during training. The Basics Powering the SF50 is a Williams International FJ33-5A jet engine developing 1,846 pounds of thrust. Maximum operating altitude is FL 310, where its max cruise is 317 ktas while burning 65 gph. At that height the pressurization system generates an 8,000-foot cabin altitude. Maximum ramp weight is 6,040 pounds with max