Hot and high-density altitude operations can affect all aircraft, and turbines are no exception. Light jets particuarly can be impacted, and summer operations (even at airports we don’t consider mountainous) can be a challenge. Working with Williams International, Cirrus just released the Vision Jet G2+, which addresses some of these limitations, offering significant performance improvements when operating in such situations. Twin & Turbine was offered an opportunity to fly the G2+ this summer.
Previously, I have written articles on the G2 and its innovative Safe Return Autoland update. Those flights took place around low elevation airports in the Eastern United States. Since this upgrade was specifically focused on increased performance at higher density altitudes, I wanted to fly the aircraft to some of my frequent mountain destinations.
Matt Bergwall, director of the Vision Jet product line, flew the second production G2+ out to my home airport Montgomery-Gibbs (MYF) in San Diego. We planned a flight from KMYF to Big Bear (L35), Flagstaff (FLG), then onto Scottsdale (SDL). Both Big Bear at 6,752 MSL and Flagstaff at 7,014 MSL would be a good test of performance with temperatures well above ISA. The G2+ also offers GoGo’s AVANCE L3 inflight connectivity service – the first “personal jet” aircraft to do so.
Matt and I did our preflight check of the Vision Jet at the new Crownair FBO at Montgomery, joined by my son, Tigre. Except for the “+” on the jet’s logo, you can’t tell any differences from the previous G2. All of the performance changes are within the operating parameters of the Williams International FJ33-5A engine. This is the third iteration of the FJ33-5A installed in the Cirrus Vision Jet, all of which produce 1,846 lbs of thrust at sea level. The second version in the G2 improved the climb performance and high-altitude capabilities, allowing Cirrus to raise the service ceiling to FL310 from FL280, providing slightly more range and capabilities. The G2+ iteration, starting with serial number 288, adds to that capability a 4 to 20 percent improvement in takeoff and initial climb performance (with the larger increases at higher altitudes).
On the first legs, Tigre sat in the middle passenger row and served as our videographer. Even at his height (6 feet, 6 inches), the cabin environment provided more than adequate comfort. The far aft row seats offer limited height and legroom but are suitable for children and young adults. The rear outboard seats also have a weight limitation of 90 lbs each. The G2+ offers additional interior finishing options and includes USB-C ports for occupants as well.
If you haven’t had the opportunity to sit in a Vision Jet, the cockpit is very comfortable, and the panoramic view is unsurpassed. As I mentioned in my first Twin & Turbine article, the Lee Aerospace CoolView windows block 99 percent of harmful UV and 82 percent of infrared frequencies so you can enjoy the expansive view without getting sunburned.
Matt guided me through the checklists for the starting sequence, which is straightforward. The large Garmin G3000 PFD and MFD displays are accompanied by horizontal-oriented Garmin Touch Controllers (GTCs) – the primary method of controlling the G3000 avionics suite. The orientation and placement of the GTCs are easily accessible by the pilot or co-pilot. Our first leg was a VFR flight from MYF to L35. Cirrus is constantly improving upon its aircraft, and my sound level readings in the cockpit reflected a slight improvement over my previous testing in the G2. While not as quiet as other light jets, the sound level is acceptable using the Bose A20 headsets.
Big Bear Lake and the surrounding area is a beautiful area to fly into as well as mountain bike, ski or hike. At an airport elevation of 6,752 feet and a runway length of 5,850 feet, its location and the surrounding mountains are perfect for conducting flight instruction and evaluating high-altitude aircraft performance. Approaching Runway 26, we were afforded a great view with the lake in the background. Our approach speed was approximately 90 KIAS. The trailing link gear facilitated our smooth landing, and I found the Cirrus Beringer brakes to work extremely well.
We taxied back for departure, a perfect day to evaluate high-altitude takeoff performance. With an OAT of 28 degrees Celsius, our density altitude was 9,700 feet. With takeoff flaps and full takeoff power (N1 – 98.6, N2 – 96), we began our departure on Runway 26. With a Vr of 85 KIAS, I rotated in 24 seconds using less than 2,700 feet of runway. At approximately 5,500 pounds, we were below the maximum takeoff weight of 6,000. Comparing this value with the performance of the original G2, there was at least a 25 percent improvement, more than Cirrus’ initial estimates with the new engine configuration.
While the reduced runway requirements were impressive, high-altitude operations are equally important in the departure climb. The second segment climb performance can make the difference in whether you can meet the departure gradients. Our climb rate was 10 to 15 percent above the G2’s predicted rate of climb by my calculations. While technically you can operate at takeoff thrust for 5 minutes, Cirrus recommends reducing to Maximum Continuous Thrust (MCT) within two minutes for reduced engine maintenance costs. A good recommendation for any turbine engine.
We then headed over to Flagstaff to test the high-altitude performance, air work and a missed approach. We climbed up to FL310, where we flew over the desert at 310 KTAS consuming 64 GPH (429 PPH). The 7.1 PSID pressurization system held our cabin at 8,000 feet. Along the way, we also wanted to test GoGo’s AVANCE L3. Matt had used it earlier to file our flight plan during our flight to Big Bear. The coverage along our route to Flagstaff was intermittent, which we later learned was due to a localized temporary signal degradation. When I did connect, we measured a maximum download transmission rate of 2 Mbps.
The AVANCE L3 system also provides a moving map capability, and the onboard entertainment option may be available in the future. The L3 is in the Connectivity Package, which is also included in the Elite Package – a combined offering of most of the available options and purchased by almost all owners. The nose-to-tail Cirrus Jetstream support program also includes a bundle of internet data usage, varying from 14,000 MB to 30,000 MB depending upon the contracted annual hours and term length. Owners will be able to purchase additional bandwidth as well. Pilots can control the use by a convenient switch located on the left side panel, allowing them to manage their data budget.
Approaching Flagstaff, it was time for some of my favorite flying – stalls and steep turns. As I found in my earlier Vision Jet flights, the plane is extremely well balanced with benign stall characteristics and very easy to fly in any configuration or bank angle. It simply handles like a very fast Cirrus SR22. In order to do steep bank turns, I had to hold the autopilot interrupt to prevent Garmin’s stabilization feature (ESP) from reducing my bank.
While I’m a strong proponent of pilots mastering hand flying their aircraft, the automation offered by Garmin in the implementation of the G3000 automatic flight control system (AFCS) goes well beyond the simple term autopilot. The AFCS offers traditional autopilot functions, the always-on stabilization features described above (ESP), and both an FMS and manual selected autothrottle system. I fly jets frequently in very busy airspace in Southern California and find the autothrottle capability very useful to hold specific speeds requested by ATC or required by the procedure itself.
After the air work, it was time to test out this capability again in the Vision Jet. We headed to CALGU, the IAF for the Flagstaff ILS 21 approach. With the autothrottle selected and engaged in the FMS mode, all I had to do was ensure the FMS was programmed correctly and select the appropriate altitudes until we were cleared for the approach. The autothrottle is intelligent enough to adjust for both charted and uncharted holding patterns if necessary. As our airspeed slowed below 190 KIAS on the base leg from CALGU to ZAMAB (IF), I deployed 50 percent flaps. As we became established on the localizer, and with one dot above the glideslope, I lowered the gear. At glideslope intercept, the autothrottle slowed us below the full flaps speed of 150 KIAS, so 100 percent flaps were selected.
The Vref on the Vision Jet varies from 76 KIAS at 4,500 lbs to 89 KIAS at gross weight. The G3000 also features an AOA indicator. The AOA “green donut,” which provides confirmation of the proper Vref and automatically adjusts according to landing configuration and weight, is useful for landing. The autothrottle kept us slightly above the Vref until DA, at which time I pressed the GA (Go Around button), raised the flaps to 50 percent, and the AFCS smoothly moved the throttle to takeoff power and advanced the FMS to the missed approach procedure. All that was left was for me to raise the gear and the remaining flaps. Nothing could be simpler – or safer.
With the missed procedure completed, I reprogrammed the FMS for Scottsdale and sat back for another smooth flight in the Vision Jet, enjoying the panoramic view of Arizona.
Summary
The base price of the Cirrus Vision Jet G2+ is $2.5 million, slightly above the previous G2. Cirrus is working on a performance upgrade path for the existing G2 fleet, as well as the installation of GoGo’s AVANCE L3. Expect those upgrades to be available in 2022. The complexity of performance enhancements may not be a cost-effective solution for the G1s.
The Cirrus Vision Jet is unique and enjoyable to fly, and the latest model is no exception. When comparing my actual flight experience to the preliminary performance data for the G2+, our flights exceeded those values. Pilots of the Vision Jet G2+ will find the number of available airports augmented, fuel and passenger loads increased at higher density elevations, and higher climb rates – expanding their operational envelope.
