Page 8 - TTFebruary2018

For all its advanced systems and carefully considered pilot ergonomics, you get what you pay for when it comes to performance. Cirrus makes no bones about what the little jet can and can’t do. Its sweet spot is “800 pounds and 800 nm,” with a top altitude of FL280. But what it lacks in range/payload, it more than compensates with its spacious cabin, ease of operation, low operating costs and its striking ramp presence.
Background
When Cirrus began to consider “what’s next” in the early 2000s, they focused in on a logical turbine step-up from the SR22. The design philosophy was straightforward: keep it simple, keep it safe, keep it economical, and make it familiar through its Cirrus-like cockpit ergonomics and flight deck technology.
“In the $2 to 3 million range, you have a big open space between our piston airplanes and turbine airplanes. That’s where we are aiming for the Vision Jet to fit,” said Matt Bergwall Cirrus director, Vision Jet Product Line. “Our customers are people who are early adopters who are leaning forward. The Vision Jet was designed with them in mind.”
Why a single turbofan rather than a turboprop? Bergwall cited the design goal of simplicity. “It was the most natural solution. Our customers want to get away from a prop and are ready to get into an actual jet. One highly reliable, fuel- efficient turbofan equipped with FADEC is not only simple
to operate, but helps us get to the price point and direct operating costs we were aiming for.”
What started as a secret project in a Duluth, Minnesota garage eventually resulted in its first public unveiling in 2007. Then the economic downturn hit, leaving Cirrus short on cash to devote to the aircraft’s development, as well as manufacturing assets such as tooling. According to Bergwall, Cirrus never shelved the project, but chose to slow it down. Engineers still assigned to the project focused on taking risk out the aircraft and their sole flying prototype continued to fly. In 2011, Cirrus was purchased by China Aviation Industry General Aviation, which provided sorely needed capital and allowed the Vision Jet team to resume development in earnest.
At last, the aircraft was certified in October 2016, with first three deliveries at the end of 2016. The company delivered 30 aircraft in 2017 and expects to double that in 2018. With a backlog of 600 orders, Cirrus hopes to continue to increase its production rate, ultimately delivering around 100 Vision Jets per year.
Assembly of the all-composite aircraft is being completed at Cirrus’ Duluth manufacturing plant, with composite parts manufactured at its Grand Forks, North Dakota, facility. Owners get to meet their new jet at Cirrus’ Vision Center in Knoxville, Tennessee. In addition to a customer delivery facility, the Center will also be where customers will undergo
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