It also doesn’t pass the “interior looks like my car” test.

Several more years minimum for a certified version. Even if they increase the altitude limitation for the initial experimental version, it won't go above FL280 (here in the US at least) because experimental aircraft are RVSM-limited. In other countries that might not be the case.

Those performance numbers sound great but we will see how they pan out in production aircraft with real world performance. I don't know if there will be room for a radar in the nose with a parachute, avionics bay, nose gear assembly and landing lights up front but we will see. The newer digital radars don't have a large footprint so hopefully they can swing it.

Lots of hurdles left to overcome but it does look interesting. But before anybody starts hyperventilating and writing the deposit check, just remember the Panthera was flying for a lot of years before they finally got their act together and even now, it's just available as an exhibition experimental. The same was true for the Vision jet. These things always take much more time and cost more money than any marketing video suggests...

That was never technically true, RVSM for an Experimental wasn't forbidden, just so expensive that I never heard of anyone doing it. But that is no longer the case since a rule change in Jan 2019. The FAA maintains a list of planes qualified for RVSM under the new rules at https://www.faa.gov/air_traffic/separat ... _SEC9A.pdf
On that list there are 3 Epic LTs, Experimental-Amateur Built, and maybe more E-AB as well.

Maybe I missed it, but is it pressurized?

[Edit] I was answering for the wrong airplane!

According to https://www.flightglobal.com/business-a ... 59.article

"Metal Master, based in Podgórzyn, southwest Poland, recently completed the final strength tests of the LAR-1’s detachable wing – described by Ładziński as “one of the aircraft’s key features” – and cabin pressurisation tests are almost finished."

Sometimes evolution beats revolution. .
I believevtheylooked at what is and have made it better. I the Polish government backs them, the could have a winner.

Looks like it would make a good UAV.

LOL. Reads like The Onion...

"But its most impressive number is the 250-knot true air speed, which its designers say makes it the world’s fastest business jet among single-engine very light jets and turboprop aircraft."

Apparently they don't have Internet in Poland.

Mike C.

"It also requires just a private pilot’s license, says the company, rather than the instrument rating, commercial license, and type rating most jet pilots have to earn."

They apparently have different rules in Poland. As well as some of the cheapest Jet-A (that actually may be true) and maintenance costs to come up with the projected hourly rate.

Hadn't even heard about this jet until my brother excitely sent me the link. I told him to save his money and look at a SETP instead.

However, if they did manage to get the empty weight down to 1,543 pounds, that would be a serious game-changer. I suspect that may be the weight with wings detached, however (different definition of empty weight in Poland?)

You're assuming that the production model will fly with the nose in front.

Somewhat surprisingly, this jet has shown up on Aircraft Cost Calculator (which I take with a grain of salt anyway).

https://www.aircraftcostcalculator.com/ ... aris+LAR01

As suspected, more reasonable estimates of the per-hour cost are in the $900 range, twice what is mentioned on the Flaris website and about the same as Aircraft Cost Calculator quotes for the Cirrus SF50.

However, maybe in Poland it could cost $450 an hour to operate, with lower costs for fuel, maintenance, hangar, etc.

The website specs today differ from what Mike listed at page 1. Weight increased, etc.

Item - Cirrus - Flaris - Diff w/ early by Mike
Engine - exactly - the - same
Empty lbs - 3550 - 1984 - +441
Gross lbs - 6000 - 4078 - +778
Cruise knots - 311 - 415 - +35
Wingspan - 38'7" - 28'6"

So, basically what they're claiming here is aerodynamics so clean that their stubby wing provides an acceptable landing and climbing performance, while obviously beneficial for cruise speed.

But the airplane sure has grown, while keeping the same engine.