The upgraded G3000 avionics in the Vision Jet G2 is no exception. These are significant changes for a jet that was released just two years prior.Īs Cirrus owners, we know that Cirrus not only installs the latest technology but also maximizes the capabilities. Their newest jet also includes additional cabin noise attenuation, optimization of the bleed air environment system, additional interior options, removal of small vortex generators called boundary layer energizers (BLE), and an updated Garmin G3000 avionics suite with auto throttle and enhanced auto pilot. This higher ceiling was achieved by FADEC changes to the Williams International FJ44-5A, as well as improved pressurization. Th G2, released in December 2018, is now RVSM-certified and has a 31,000 feet service ceiling which provides an additional 100 nm of range. The first Vision Jet was delivered in December 2016 and now over 160 have been delivered, and over 250 pilots trained. It was great to now have the opportunity to fly Cirrus’ latest aircraft. I had first seen the Vision Jet (then named The Jet) in Duluth during the unveiling in 2007 as an initial position holder. I wasn’t in my SR22, I was in the left seat of N149VB, the Cirrus Vision Jet G2, with Matt Bergwall, director of Vision Jet Product Line in the right seat at Knoxville airport (KTYS). My left hand instinctively grasped the side control, the battery switches were directly in front of me, the flaps selector easily accessible, and my right hand dropped down to control the power. I have another Cirrus Vision Jet G2 review in Twin & Turbine – April 2019 as well as my article on Cirrus’ autoland capability in the December 2019 issue of Twin & TurbineĮnjoy my other aviation articles in Twin & Turbine, and other publications (AIN, COPA, MMOPA) The True Vision
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