![]() The trailing link gear facilitated our smooth landing, and I found the Cirrus Beringer brakes to work extremely well. ![]() Our approach speed was approximately 90 KIAS. Approaching Runway 26, we were afforded a great view with the lake in the background. 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. While not as quiet as other light jets, the sound level is acceptable using the Bose A20 headsets.īig Bear Lake and the surrounding area is a beautiful area to fly into as well as mountain bike, ski or hike. 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. Our first leg was a VFR flight from MYF to 元5. The orientation and placement of the GTCs are easily accessible by the pilot or co-pilot. 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. Matt guided me through the checklists for the starting sequence, which is straightforward. 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. If you haven’t had the opportunity to sit in a Vision Jet, the cockpit is very comfortable, and the panoramic view is unsurpassed. The G2+ offers additional interior finishing options and includes USB-C ports for occupants as well. The rear outboard seats also have a weight limitation of 90 lbs each. The far aft row seats offer limited height and legroom but are suitable for children and young adults. Even at his height (6 feet, 6 inches), the cabin environment provided more than adequate comfort. On the first legs, Tigre sat in the middle passenger row and served as our videographer. 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). The second version in the G2 improved the climb performance and high-altitude capabilities, allowing Cirrus to raise the service ceiling to F元10 from FL280, providing slightly more range and capabilities. 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. All of the performance changes are within the operating parameters of the Williams International FJ33-5A engine. Except for the “+” on the jet’s logo, you can’t tell any differences from the previous G2. Matt and I did our preflight check of the Vision Jet at the new Crownair FBO at Montgomery, joined by my son, Tigre. The G2+ also offers GoGo’s AVANCE 元 inflight connectivity service – the first “personal jet” aircraft to do so. 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. We planned a flight from KMYF to Big Bear (元5), Flagstaff (FLG), then onto Scottsdale (SDL). 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. 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. Those flights took place around low elevation airports in the Eastern United States. Previously, I have written articles on the G2 and its innovative Safe Return Autoland update. Twin & Turbine was offered an opportunity to fly the G2+ this summer. 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. Light jets particuarly can be impacted, and summer operations (even at airports we don’t consider mountainous) can be a challenge. Hot and high-density altitude operations can affect all aircraft, and turbines are no exception. ![]()
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