Just curious if any operators are on here. Would love to know what real world performance is like.

Can you actually put 4 adults in it and go anywhere into a headwind?

Check the AFM

https://www.dropbox.com/s/vmrech6jy4ij8 ... 2.pdf?dl=0

150 pages of emergency and abnormal procedures.

Citation V has 35 pages, MU2 has 24 pages.

Where is all this simplicity that having one engine is supposed to provide?

Mike C.

150 pages of emergency and abnormal procedures.

Citation V has 35 pages, MU2 has 24 pages.

Where is all this simplicity that having one engine is supposed to provide?

Mike C.

150 pages of emergency and abnormal procedures.

Citation V has 35 pages, MU2 has 24 pages.

Where is all this simplicity that having one engine is supposed to provide?

Mike C.

150 pages of emergency and abnormal procedures.

Citation V has 35 pages, MU2 has 24 pages.

Where is all this simplicity that having one engine is supposed to provide?

Mike C.

Diagrams. There. Must. Be. Diagrams.

No way.

Read them.

Every system designed to make things simpler when everything works creates more complexity when they don't.

Mike C.

The CAPS section is interesting:

The recommended CAPS activation speed is one that is less than 135 KIAS and 145 KTAS, whichever is lower, which will result in immediate parachute deployment once the CAPS handle is pulled. It is important for the operator to make all reasonable efforts to slow to the minimum possible airspeed prior to CAPS activation. This is necessary to minimize loads on the airframe and aircraft occupants and increase the chances of a successful outcome.

If CAPS is activated at speeds higher than 135 KIAS and 145 KTAS, whichever is lower, the system is designed to delay deployment of the parachute until the autopilot slows the airplane to the parachute deployment envelope. Do not attempt to overpower or disconnect the autopilot. The time required for the autopilot to slow the airplane from 250 KIAS to the parachute deployment airspeed has been demonstrated to be approximately 15-24 seconds. Flying at a slower airspeed when CAPS is activated will reduce this time.

If the airspeed is still above the maximum deployment speed approximately 30 seconds after CAPS activation, the system will automatically deploy the parachute.

An original motivation for the CAPS system was midair or inflight airframe failure. The above suggests it will be unlikely to help in those cases since airspeed will not be under control and waiting 30 seconds could easily be far too long with a broken airframe.

Mike C.

I want to love all planes but I do not understand why anyone would buy a vision jet. I have yet to fly one but have sat in one. So maybe there is some magic that happens in the air.

There is some odd emotional thing that drives people to buy them that I do not understand.

Isn’t it limited to FL280 still?

Seems like for the money there are way better solutions out there.

The only thing I see that it does well is become a gateway plane to real Jets. I bet the trade up percentage is pretty large.

Mike

I wondered how well CAPS would work on a jet. I assume a CAPS deployment at 250 KIAS will also result in a broken airframe, or parachute.

It’s seems the AFM is saying CAPs does not work in a jet. Haha

Another system that makes you fell good but does not actually work in the real world.

[admin edit]


Mike

There was a Cirrus crash several years ago near our place at Tahoe. The pilot was trying to fly from Reno to the Bay Area. The aircraft encountered severe icing over the Sierra Nevada range (near the Donner Ski area) and was loosing altitude quickly. Apparently the plane was at relatively high speed because when the CAPS system was deployed, it ripped the aircraft to pieces and parts rained down below. There is definitely a “too fast” for that system. Sounds like they addressed that issue in the Vision with a “smart” AP that takes control when you pull the chute. Maybe the newer Cirri have that too, I don’t know. While envelope control and all that smart circuitry like auto landing systems are really cool, anytime a machine has full control authority over the pilot it bothers me a bit. I guess you can always pull the breaker (but sometimes even professional pilots don’t shut off systems when they should…like in the 737Max fiascos). When all else fails, fly the plane (and yes, I know that sometimes that doesn’t work either…not knocking the parachute, the market has spoken and pilots & passengers want them, but they are not necessarily a get out of jail free card in aviation).

And IT’S BUTT UGLY!!!

It's a relatively easy transition from an Sr22. I doubt there are many VJ buyers that aren't sr22 owners.
The G1 wasn’t RVSM so limited to 280. The G2 ceiling is 310.
I own an Sr22 but from a value proposition the VJ makes no sense. Even at 50% off I wouldn’t buy one. The 501e2 cost about a third the price and has twice the capability for a marginally higher cost per nm before depreciation. Include depreciation and it turns into a joke…