120-483: The Cirrus Vision SF50 , also known as the Vision Jet , is a single-engine very light jet designed and produced by Cirrus Aircraft of Duluth, Minnesota , United States. After receiving deposits starting in 2006, Cirrus unveiled an aircraft mock-up on 28 June 2007 and a prototype on 26 June 2008. It made its maiden flight on 3 July 2008. Development slowed in 2009 due to lack of funding. In 2011, Cirrus
240-480: A 10% increase over 2020 and a single VLJ delivery more than in 2019. The Cirrus Vision SF50 is the most-delivered VLJ with 514 total from 2016 through 2023 and most-delivered per year since 2018, and the Eclipse 500 has the most deliveries in a single year with 161 in 2008. When these smaller jets were first mooted, there was much interest in the fact that they would not have a lavatory on board, with articles discussing
360-505: A 14.7:1 glide ratio , allowing it to glide 75 nmi (139 km) from its FL 310 ceiling to sea level. In August 2020, the Vision SF50 received FAA approval for the installation of its Safe Return autoland system by Garmin, the first jet aircraft to do so. The system is activated with a cabin-ceiling switch and will determine the nearest safe airport, navigate to it, complete a landing and stop, all without human input. AVweb describes
480-403: A 235 kn (435 km/h) long-range cruise speed. Aviation Week & Space Technology notes Cirrus has succeeded in producing the “lowest, slowest and least expensive” jet and noted that high-lift airfoils emphasize low-speed performance over top-end speed with a turboprop-like V MO of 250 kn (463 km/h) IAS or a 0.53 M MO and a FL 280 ceiling. This review reported
600-402: A 300 kn (560 km/h) cruise speed around 25,000 ft (7,600 m) with a Williams FJ33 and a whole-airplane parachute recovery system. Cirrus described it as the "slowest, lowest, and cheapest jet available." In early 2007 the company gave deposit holders a drawing of the aircraft in the form of a jigsaw puzzle , one piece at a time. On 27 June 2007, the puzzle was completed and
720-421: A 68 US gal (257 L)/h - 456 lb (207 kg)/h fuel burn at its 307 kn (569 km/h) TAS maximum cruise speed (at 5,575 lb (2,529 kg), FL280, ISA+6 °C) and 49 US gal (185 L)/h fuel burn at 270 kn (500 km/h). Like an early 1970s Citation 500 , aerodynamic drag limits it to V MO in a 300–500 ft/min (1.5–2.5 m/s) descents , for which it
840-537: A US$ 50,000 deposit. In November 2009, following additional test flights, development slowed again due to the lack of capital, delaying deliveries past 2012. Cirrus’ leased space in the ex-Northwest hangar in Duluth closed around this time as well, caused by shrinking sales. By January 2010, the prototype had accumulated 236 hours, while the certification and delivery timeline was reliant on cash flow, as 428 orders were backlogged and growing by one or two per week. By early June,
960-507: A deep stall. Two Velocity aircraft crashed due to locked-in deep stalls. Testing revealed that the addition of leading-edge cuffs to the outboard wing prevented the aircraft from getting into a deep stall. The Piper Advanced Technologies PAT-1, N15PT, another canard-configured aircraft, also crashed in an accident attributed to a deep stall. Wind-tunnel testing of the design at the NASA Langley Research Center showed that it
1080-448: A dive. In these cases, the wings are already operating at a higher angle of attack to create the necessary force (derived from lift) to accelerate in the desired direction. Increasing the g-loading still further, by pulling back on the controls, can cause the stalling angle to be exceeded, even though the aircraft is flying at a high speed. These "high-speed stalls" produce the same buffeting characteristics as 1g stalls and can also initiate
1200-477: A helicopter blade may incur flow that reverses (compared to the direction of blade movement), and thus includes rapidly changing angles of attack. Oscillating (flapping) wings, such as those of insects like the bumblebee —may rely almost entirely on dynamic stall for lift production, provided the oscillations are fast compared to the speed of flight, and the angle of the wing changes rapidly compared to airflow direction. Stall delay can occur on airfoils subject to
1320-408: A high angle of attack and a three-dimensional flow. When the angle of attack on an airfoil is increasing rapidly, the flow will remain substantially attached to the airfoil to a significantly higher angle of attack than can be achieved in steady-state conditions. As a result, the stall is delayed momentarily and a lift coefficient significantly higher than the steady-state maximum is achieved. The effect
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#17328513588761440-409: A lower speed. A fixed-wing aircraft can be made to stall in any pitch attitude or bank angle or at any airspeed but deliberate stalling is commonly practiced by reducing the speed to the unaccelerated stall speed, at a safe altitude. Unaccelerated (1g) stall speed varies on different fixed-wing aircraft and is represented by colour codes on the airspeed indicator . As the plane flies at this speed,
1560-417: A multi-engine non-centreline thrust aircraft), or from less likely sources such as severe turbulence. The net effect is that one wing is stalled before the other and the aircraft descends rapidly while rotating, and some aircraft cannot recover from this condition without correct pilot control inputs (which must stop yaw) and loading. A new solution to the problem of difficult (or impossible) stall-spin recovery
1680-454: A new company, which would be advised by Merrill Lynch . On 26 July, Alan's brother and fellow Cirrus co-founder Dale Klapmeier came out in support of his efforts and said that Alan was the only person Cirrus would consider letting take over the jet program. Cirrus stated that financing the project was necessary to complete certification and commence production, either at the company or with Alan Klapmeier. However, on 31 July, Alan announced that
1800-528: A piston twin, like the Beechcraft Baron or Piper Seneca ; a Piper Meridian , SOCATA TBM or Pilatus PC-12 high-performance single-engine turboprops; or a very light jet . The $ 2.3 million typically-equipped SF50 benefits from its operating simplicity and roomy cabin compared to the $ 2.25 million Piper M500/M600, the fast TBMs and the Epic E1000 , or the nearly $ 5 million, larger capacity aircraft, such as
1920-419: A pitch up when applying thrust . Although some deposits had been refunded during the economic recession, Cirrus still had nearly 400 orders and anticipated first deliveries in 2012, subject to capital funding. On 2 September, Cirrus announced its price: US$ 1.39M for deposit holders, equipped similar to a Cirrus SR22 GTS, US$ 1.55M with a US$ 100,000 deposit before the end of the year, and US$ 1.72M after that, with
2040-401: A privacy curtain - at the expense of one passenger seat, and the proposed Adam A700 design had a seven-seat configuration with rear lavatory with a privacy curtain. The Cessna Mustang also has an emergency toilet, but it is located between the cockpit and cabin. The Embraer Phenom 100 offers a fully enclosed lavatory with a solid door. The 2015 Honda HA-420 HondaJet has a full lavatory at
2160-432: A range of weights and flap positions, but the stalling angle of attack is not published. As speed reduces, angle of attack has to increase to keep lift constant until the critical angle is reached. The airspeed at which this angle is reached is the (1g, unaccelerated) stalling speed of the aircraft in that particular configuration. Deploying flaps /slats decreases the stall speed to allow the aircraft to take off and land at
2280-482: A risk of accelerated stalls. When an aircraft such as an Mitsubishi MU-2 is flying close to its stall speed, the sudden application of full power may cause it to roll, creating the same aerodynamic conditions that induce an accelerated stall in turning flight even if the pilot did not deliberately initiate a turn. Pilots of such aircraft are trained to avoid sudden and drastic increases in power at low altitude and low airspeed, as an accelerated stall under these conditions
2400-493: A small loss in altitude (20–30 m/66–98 ft). It is taught and practised in order for pilots to recognize, avoid, and recover from stalling the aircraft. A pilot is required to demonstrate competency in controlling an aircraft during and after a stall for certification in the United States, and it is a routine maneuver for pilots when getting to know the handling of an unfamiliar aircraft type. The only dangerous aspect of
2520-523: A spin if there is also any yawing. Different aircraft types have different stalling characteristics but they only have to be good enough to satisfy their particular Airworthiness authority. For example, the Short Belfast heavy freighter had a marginal nose drop which was acceptable to the Royal Air Force . When the aircraft were sold to a civil operator they had to be fitted with a stick pusher to meet
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#17328513588762640-401: A stall is a lack of altitude for recovery. A special form of asymmetric stall in which the aircraft also rotates about its yaw axis is called a spin . A spin can occur if an aircraft is stalled and there is an asymmetric yawing moment applied to it. This yawing moment can be aerodynamic (sideslip angle, rudder, adverse yaw from the ailerons), thrust related (p-factor, one engine inoperative on
2760-399: A sudden reduction in lift. It may be caused either by the pilot increasing the wing's angle of attack or by a decrease in the critical angle of attack. The latter may be due to slowing down (below stall speed ) or the accretion of ice on the wings (especially if the ice is rough). A stall does not mean that the engine(s) have stopped working, or that the aircraft has stopped moving—the effect
2880-431: A usual US 40 ft (12 m) Tee hangar . The wing spar is made of pure pre-preg carbon fiber plies, cured in a high-pressure, high-temperature autoclave , while most of the other major airframe parts are made of low-pressure, low-temperature cured carbon fiber sandwich construction , around a honeycomb core, including hand layup of outer pre-preg carbon fiber plies. High-strength metal alloys are used for
3000-418: Is 19% higher than V s . According to Federal Aviation Administration (FAA) terminology, the above example illustrates a so-called turning flight stall , while the term accelerated is used to indicate an accelerated turning stall only, that is, a turning flight stall where the airspeed decreases at a given rate. The tendency of powerful propeller aircraft to roll in reaction to engine torque creates
3120-653: Is 60 US gal (230 L)/h at 309 kn (572 km/h) TAS. On July 20, 2021, Cirrus announced the G2+ variant of the Vision Jet, with a 20-percent increase in takeoff performance and Gogo Inflight WiFi. The model also has a slightly longer range and increased payload. In 2023, its equipped price was $ 3.25M. All current G2+ models and later G2 models include the Cirrus Safe Return emergency autoland system by Garmin . In July 2008, SATSair , an air taxi company that
3240-438: Is a condition in aerodynamics and aviation such that if the angle of attack on an aircraft increases beyond a certain point, then lift begins to decrease. The angle at which this occurs is called the critical angle of attack . If the angle of attack increases beyond the critical value, the lift decreases and the aircraft descends, further increasing the angle of attack and causing further loss of lift. The critical angle of attack
3360-429: Is caused by flow separation which, in turn, is caused by the air flowing against a rising pressure. Whitford describes three types of stall: trailing-edge, leading-edge and thin-aerofoil, each with distinctive Cl~alpha features. For the trailing-edge stall, separation begins at small angles of attack near the trailing edge of the wing while the rest of the flow over the wing remains attached. As angle of attack increases,
3480-417: Is dependent upon the airfoil section or profile of the wing, its planform , its aspect ratio , and other factors, but is typically in the range of 8 to 20 degrees relative to the incoming wind ( relative wind ) for most subsonic airfoils. The critical angle of attack is the angle of attack on the lift coefficient versus angle-of-attack (Cl~alpha) curve at which the maximum lift coefficient occurs. Stalling
3600-517: Is fitted with an autothrottle , an updated flight deck and upgrades to the aircraft cabin. The cruise speed is increased from 304 to 311 kn (563 to 576 km/h) and its base price is raised to $ 2.38 million, reaching $ 2.75 million with options. The second generation production starts with serial number 94. Cabin pressurization is raised from 6.4 to 7.1 psi (0.44 to 0.49 bar) and improved insulation cuts cabin noise by 3 dB. At FL 310, ISA and 5,457 lb (2,475 kg), fuel flow
3720-549: Is held at max continuous thrust, unlike most current jets. The publication also states that the large wraparound windshields and sloping nose provide excellent forward visibility and a spacious cabin, although the engine noise is quite prominent, requiring active noise-cancelling headphones for all occupants. Approach speeds are reported to be comparable to the single-engine turboprops , but cruise and range are below some of them. The FJ33's FADEC lessens pilot workload, but changing thrust produces considerable pitch coupling, due to
Cirrus Vision SF50 - Misplaced Pages Continue
3840-480: Is increased when the wing surfaces are contaminated with ice or frost creating a rougher surface, and heavier airframe due to ice accumulation. Stalls occur not only at slow airspeed, but at any speed when the wings exceed their critical angle of attack. Attempting to increase the angle of attack at 1g by moving the control column back normally causes the aircraft to climb. However, aircraft often experience higher g-forces, such as when turning steeply or pulling out of
3960-421: Is increased. Early speculation on reasons for the crash of Air France Flight 447 blamed an unrecoverable deep stall, since it descended in an almost flat attitude (15°) at an angle of attack of 35° or more. However, it was held in a stalled glide by the pilots, who held the nose up amid all the confusion of what was actually happening to the aircraft. Canard-configured aircraft are also at risk of getting into
4080-423: Is made entirely of composite material , a first for a production jet. The enclosed cabin is 5.1 ft (1.56 m) wide and 4.1 ft (1.24 m) high. It can seat up to seven occupants. The cockpit, second and third rows each seats two and an extra seat slides between the second and third row, but the third row is only large enough to accommodate children. It has a 300 kn (560 km/h) cruise speed. Access to
4200-447: Is provided by the ballistic parachute recovery system. The most common stall-spin scenarios occur on takeoff ( departure stall) and during landing (base to final turn) because of insufficient airspeed during these maneuvers. Stalls also occur during a go-around manoeuvre if the pilot does not properly respond to the out-of-trim situation resulting from the transition from low power setting to high power setting at low speed. Stall speed
4320-433: Is reduced by the wing and nacelle wakes. He also gives a definition that relates deep stall to a locked-in condition where recovery is impossible. This is a single value of α {\textstyle \alpha } , for a given aircraft configuration, where there is no pitching moment, i.e. a trim point. Typical values both for the range of deep stall, as defined above, and the locked-in trim point are given for
4440-536: Is the same even in an unpowered glider aircraft . Vectored thrust in aircraft is used to maintain altitude or controlled flight with wings stalled by replacing lost wing lift with engine or propeller thrust , thereby giving rise to post-stall technology. Because stalls are most commonly discussed in connection with aviation , this article discusses stalls as they relate mainly to aircraft, in particular fixed-wing aircraft. The principles of stall discussed here translate to foils in other fluids as well. A stall
4560-423: Is very difficult to safely recover from. A notable example of an air accident involving a low-altitude turning flight stall is the 1994 Fairchild Air Force Base B-52 crash . Dynamic stall is a non-linear unsteady aerodynamic effect that occurs when airfoils rapidly change the angle of attack. The rapid change can cause a strong vortex to be shed from the leading edge of the aerofoil, and travel backwards above
4680-548: The Boeing 737 MAX groundings , the FAA felt that this was serious enough to issue an Airworthiness Directive grounding the entire SF50 fleet on April 18. Unlike the 737 MAX, the electronic stability control system in the Vision Jet could be overridden with pilot inputs, and all three reported incidents resulted in safe landings. On April 22, Cirrus was shipping new corrected AOA hardware sensors to operators for replacement. The screws securing
4800-675: The Citation , the U.S. Federal Aviation Administration demanded a second pilot and various design changes, resulting in an MTOW of 10,350 pounds (4,690 kg). Other attempts to create small jet aircraft in this class in the 1970s and 1980s were the Gulfstream Aerospace FanJet 1500 and the CMC Leopard . After a flurry of interest in the Small Aircraft Transportation System (SATS) and air taxi markets in
4920-576: The Collier Trophy , known as the most prestigious aerospace engineering award in the United States — the Eclipse 500 in 2006 and the Cirrus Vision SF50 in 2018. VLJs are intended to have lower operating costs than conventional jets, and to be able to operate from runways as short as 3,000 feet (910 m), either for personal use or in point-to-point air taxi service. In the United States ,
Cirrus Vision SF50 - Misplaced Pages Continue
5040-550: The Douglas DC-9 Series ;10 by Schaufele. These values are from wind-tunnel tests for an early design. The final design had no locked-in trim point, so recovery from the deep stall region was possible, as required to meet certification rules. Normal stall beginning at the "g break" (sudden decrease of the vertical load factor ) was at α = 18 ∘ {\textstyle \alpha =18^{\circ }} , deep stall started at about 30°, and
5160-605: The Pilatus PC-12 or Cessna Denali . In April 2018, the design was named the 2017 winner of the Robert J. Collier Trophy for the "greatest achievement in aeronautics or astronautics in America" in the past year. The trophy was awarded for "designing, certifying, and entering-into-service the Vision Jet — the world's first single-engine general aviation personal jet aircraft with a whole airframe parachute system". Other accolades received by
5280-531: The Small Aircraft Transportation System is aimed at providing air service to areas ignored by airlines . Florida -based air taxi provider DayJet , which on October 3, 2007 began its Eclipse 500 service, planned to operate more than 1,000 of the VLJs within five years, and had stated in mid-2007 that it planned to operate 300 Eclipse 500s serving 40 regional airports in the Southeastern United States by
5400-477: The critical (stall) angle of attack . This speed is called the "stall speed". An aircraft flying at its stall speed cannot climb, and an aircraft flying below its stall speed cannot stop descending. Any attempt to do so by increasing angle of attack, without first increasing airspeed, will result in a stall. The actual stall speed will vary depending on the airplane's weight, altitude, configuration, and vertical and lateral acceleration. Propeller slipstream reduces
5520-507: The landing gear and other concentrated stress areas, while the primary flight control surfaces and wing flaps are aluminum , with mechanical flight controls . The stall speed at MTOW with landing gear and flaps down is 67 kn (124 km/h) IAS, while the Vso is 64 kn (119 km/h) IAS at the 5,550 lb (2,520 kg) max landing weight, with Vref at 83 kn (154 km/h) IAS or lower, similar to an SR22. The aircraft has
5640-425: The weight of the aircraft plus extra lift to provide the centripetal force necessary to perform the turn: where: To achieve the extra lift, the lift coefficient , and so the angle of attack, will have to be higher than it would be in straight and level flight at the same speed. Therefore, given that the stall always occurs at the same critical angle of attack, by increasing the load factor (e.g. by tightening
5760-562: The "Moose Works”, a parody on Lockheed Martin's Advanced Development Programs dubbed the " Skunk Works ". The jet was announced by Cirrus in June 2006 at the Cirrus Owners and Pilots Association meeting. At the October 2006 NBAA Convention, Cirrus detailed its single jet program to solicit US$ 100,000 deposits from potential customers, targeting a price below $ 1 million and a 2010 certification, for
5880-491: The $ 1.96 million jet then numbered 550 and Cirrus intended to produce up to 125 aircraft per year. The second conforming test aircraft flew in November 2014. The third and final conforming test aircraft made its first flight on 20 December 2014. In February 2015 the city of Duluth, Minnesota committed US$ 6M and had asked the state of Minnesota to contribute US$ 4M to build a US$ 10M factory that would be leased to Cirrus to produce
6000-445: The 1950s Morane-Saulnier MS.760 Paris , has been retroactively suggested as being the first VLJ, as it seats four with a single pilot and is smaller than modern VLJs. The production of MS.760 differs from modern business jets in having a sliding canopy for cabin access rather than a door; a six-seat version with an enclosed cabin and a conventional door was canceled after a single prototype was built. Two unbuilt Cessna aircraft of
6120-518: The 1950s and 1960s would have met the definition of a VLJ. The first was the 407, a four-seat civil version of the T-37 jet trainer proposed in 1959; however, the 407 never progressed past the mockup stage due to insufficient customer interest. The second was the Fanjet 500, which had an MTOW of 9,500 pounds (4,310 kg) and a single pilot as originally envisioned in 1968; however, as the aircraft evolved into
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#17328513588766240-600: The European market, Cirrus received EASA certification at the May 2017 EBACE . A video of the Cirrus Airframe Parachute System (CAPS) being tested in-flight with a piloted SF50 prototype was published by Business Insider in May 2017. By July 2017, seven customer aircraft had been delivered and one per week were being produced. On 19 December 2018, Dale Klapmeier announced that he would leave his position as CEO of
6360-552: The SF50 production aircraft. In mid June 2009, L-3 Communications sued Cirrus for US$ 18M over the cancellation of its previously selected avionics. In 2009, during the height of the Great Recession , progress on the program slowed significantly. By the end of June, Cirrus co-founder and former CEO Alan Klapmeier proposed buying the project from the company and its major shareholder Arcapita , to speed up development and produce it under
6480-482: The US Federal Aviation Administration registry. As of December 2023, the Vision SF50 has been the most-delivered business jet every year since 2018. The Vision SF50 is a low-wing cantilever monoplane powered by a single Williams FJ33-4A-19 turbofan, producing 1,900 lbf (8,500 N), mounted above the rear fuselage. It has a V-tail and retractable tricycle landing gear. The design
6600-404: The V S values above, always refers to straight and level flight, where the load factor is equal to 1g. However, if the aircraft is turning or pulling up from a dive, additional lift is required to provide the vertical or lateral acceleration, and so the stall speed is higher. An accelerated stall is a stall that occurs under such conditions. In a banked turn , the lift required is equal to
6720-528: The Vision Jet as both a great airplane and a significant one by how well "the design resonates with the intended buyer". At FL270 and ISA +15 °C it cruises at 270 kn (500 km/h) and consumes 57 US gal/h (216 L/h). At the same FL270, ISA +15 °C, a review in Flightglobal reported a fuel consumption of 59 US gal/h (223 L/h) at Mach 0.46, 287 kn (532 km/h) and 45 US gal/h (170 L/h) at Mach 0.38 and
6840-500: The Vision Jet was awarded the Collier Trophy for the "greatest achievement in aeronautics or astronautics in America" during the preceding year, being the first certified single-engine civilian jet. From June 2006 to July 2008, the design was developed under the project name "The Jet", or "The-Jet by Cirrus". On 9 July 2008, Cirrus announced the marketing name of "Vision SJ50", with "V" for the V-tail and "SJ" for "single-jet". By March 2009,
6960-448: The Vision SF50 and some industry experts have suggested that the jet could help revive the air taxi industry. Very light jet A very light jet ( VLJ ), entry-level jet or personal jet , previously known as a microjet , is a category of small business jets that seat four to eight people. VLJs are considered the lightest business jets and are approved for single-pilot operation. The first small jet-powered civil aircraft,
7080-597: The aircraft from recovering from the stall. Aircraft with rear-mounted nacelles may also exhibit a loss of thrust . T-tail propeller aircraft are generally resistant to deep stalls, because the prop wash increases airflow over the wing root, but may be fitted with a precautionary vertical tail booster during flight testing , as happened with the A400M . Trubshaw gives a broad definition of deep stall as penetrating to such angles of attack α {\textstyle \alpha } that pitch control effectiveness
7200-805: The aircraft include: the Flying Editors' Choice Award 2017, de:Fliegermagazin Best Plane of the Year 2017, Plane & Pilot Plane of the Year 2017, Popular Science 100 Greatest Innovations of 2017, Flying's Innovation Award 2018, and the 2023 Edison Awards Gold prize in Air Mobility. On April 16, 2019, Cirrus issued a mandatory Service Bulletin to replace the angle of attack (AOA) vane within five flight hours after three reported incidents where stall warnings and stick shakers were activated by automated systems in normal flight. After similar problems led to
7320-460: The aircraft mock-up was unveiled the following day. Starting at this time it became described as a "personal jet". In September the L-3 SmartDeck avionics package was selected for the jet development. On 27 December, Cirrus Design leased a 189,000 sq ft (17,600 m) former Northwest Airlines hangar at Duluth International Airport in which to build the design. By 22 May 2008,
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#17328513588767440-496: The aircraft was re-designated "Vision SF50", as it uses a single- fanjet engine. By April 2016, Cirrus was calling it the "Vision Jet" and on 28 October 2016, it was certified by the FAA under the name "Model SF50". The company began initial development on the jet in 2003, led by Cirrus founders the Klapmeier brothers and their vice president of advanced development Mike Van Staagen, at an offsite Duluth, Minnesota location they called
7560-425: The angle of attack exceeds the critical angle, the lift produced by the airfoil decreases. The information in a graph of this kind is gathered using a model of the airfoil in a wind tunnel . Because aircraft models are normally used, rather than full-size machines, special care is needed to make sure that data is taken in the same Reynolds number regime (or scale speed) as in free flight. The separation of flow from
7680-438: The angle of attack must be increased to prevent any loss of altitude or gain in airspeed (which corresponds to the stall angle described above). The pilot will notice the flight controls have become less responsive and may also notice some buffeting, a result of the turbulent air separated from the wing hitting the tail of the aircraft. In most light aircraft , as the stall is reached, the aircraft will start to descend (because
7800-519: The cabin is through a clamshell door on the left hand side of the fuselage . The SF50 is designed for a life limit of 12,000 flight hours. This is not a type certification limit. The SF50 is the first jet to come with a whole-aircraft ballistic parachute , the company's CAPS , deploying from the aircraft's nose. The SF50 is intended to be a step-up aircraft for pilots who have flown the Cirrus SR20 , SR22 and other high-performance light aircraft , and
7920-575: The civil requirements. Some aircraft may naturally have very good behaviour well beyond what is required. For example, first generation jet transports have been described as having an immaculate nose drop at the stall. Loss of lift on one wing is acceptable as long as the roll, including during stall recovery, doesn't exceed about 20 degrees, or in turning flight the roll shall not exceed 90 degrees bank. If pre-stall warning followed by nose drop and limited wing drop are naturally not present or are deemed to be unacceptably marginal by an Airworthiness authority
8040-521: The company had 400 refundable deposits of US$ 100,000. The prototype was first shown publicly at the annual Cirrus Owners and Pilots Association Cirrus Migration on 26 June 2008. The Vision Jet was first flown on 3 July 2008 at the Duluth airport. It was then flown at AirVenture Oshkosh later that month. By 3 December, the prototype had flown 120 hours, exploring the whole center of gravity envelope, testing engine in-flight shut-down and restart and aerodynamic stall characteristics. The right side door
8160-552: The company in the first half of 2019. By the end of 2018, 88 aircraft had been delivered, including 63 that year, while 540 orders were backlogged. Cirrus increased production to over 80 aircraft in 2019 and plans to produce 100 in 2020. By October 2019, the US market represented 85% of deliveries, but that was predicted to drop to 75% in 2020, as the number of international deliveries continues to grow. Since August 2020, Cirrus has offered an optional emergency autoland system by Garmin , which
8280-574: The company introduced in October 2019. It initiates at the push of a button and is built into the G3000 integrated avionics for the new G2 model. The system is the 3rd certified in general aviation (and 1st ever on a jet), along with the Piper M600 and Socata TBM 940. Cirrus calls the technology "Safe Return". Offered for $ 170,000 including extra equipment, it allows landing on runways over 5,836 ft (1,779 m). By 4 April 2023, 439 Vision Jets were on
8400-417: The crash of the prototype BAC 1-11 G-ASHG on 22 October 1963, which killed its crew. This led to changes to the aircraft, including the installation of a stick shaker (see below) to clearly warn the pilot of an impending stall. Stick shakers are now a standard part of commercial airliners. Nevertheless, the problem continues to cause accidents; on 3 June 1966, a Hawker Siddeley Trident (G-ARPY),
8520-479: The critical angle of attack is reached (which in early-20th century aviation was called the "burble point"). This angle is 17.5 degrees in this case, but it varies from airfoil to airfoil. In particular, for aerodynamically thick airfoils (thickness to chord ratios of around 10%), the critical angle is higher than with a thin airfoil of the same camber . Symmetric airfoils have lower critical angles (but also work efficiently in inverted flight). The graph shows that, as
8640-404: The deep stall after deploying the anti-spin parachute but crashed after being unable to jettison the chute or relight the engines. One of the test pilots was unable to escape from the aircraft in time and was killed. On 26 July 1993, a Canadair CRJ-100 was lost in flight testing due to a deep stall. It has been reported that a Boeing 727 entered a deep stall in a flight test, but the pilot
8760-444: The downwash pattern associated with swept/tapered wings. To delay tip stall the outboard wing is given washout to reduce its angle of attack. The root can also be modified with a suitable leading-edge and airfoil section to make sure it stalls before the tip. However, when taken beyond stalling incidence the tips may still become fully stalled before the inner wing despite initial separation occurring inboard. This causes pitch-up after
8880-621: The early 2000s, the VLJ sector underwent significant expansion. Several new designs were produced, such as the Embraer Phenom 100 , the Cessna Citation Mustang , and the Eclipse 500 . However, following the late 2000s recession the air taxi market underperformed expectations, and both Eclipse Aviation and air taxi firm DayJet collapsed. In December 2010, AvWeb's Paul Bertorelli explained that
9000-530: The end of 2008. DayJet ceased operations on September 19, 2008. Many models are under development or awaiting certification, while others have failed. Six have so far made deliveries to customers: The Cessna Citation Mustang was the first production VLJ, first delivered in November 2006, and discontinued in May 2017, and the Cirrus Vision SF50 is the first single-engine production VLJ, beginning deliveries in December 2016. Business jet sales suffered due to
9120-413: The engine's location. Aviation International News reported a 60 US gal (227 L)/h fuel burn at 293 kn (543 km/h) TAS (FL280, ISA +12 °C). The author reported that it can carry two people and baggage over 1,000 or 1,200 nmi (1,900 or 2,200 km) at 300 or 240 kn (560 or 440 km/h) TAS (NBAA IFR range). Upgrading from a single-engine piston aircraft meant either
9240-472: The first half of 2016 due to in-flight ballistic parachute testing. In March, it was announced that in-flight parachute deployment tests were not required by the Federal Aviation Administration for certification. On 5 May 2016, the first production aircraft flew and certification was then forecast for June. The Williams FJ33 -5A engine was approved by the FAA on 6 June 2016. Certification
9360-593: The jet, to avoid the company moving the manufacturing operation elsewhere. In April 2015, confident the certification would be on schedule and no modifications needed, Cirrus started production of the first of its 550 orders for the design. In September, the Cirrus Perspective Touch glass cockpit by Garmin was finalized, featuring one primary flight display and one multi-function display , with three smaller touchscreen controllers located underneath. By January 2016, certification had been delayed from 2015 to
9480-464: The late 2000s recession. The General Aviation Manufacturers Association reported in November 2010 that third quarter business jet sales were down 20.3% over the same period in 2009, with light jets suffering the most. In 2020, business jet deliveries slowed again due to the COVID-19 pandemic , with a 20% decrease over the previous year. However, the industry bounced back the following year, in 2021, with
9600-432: The lift to fall from its peak value. Piston-engined and early jet transports had very good stall behaviour with pre-stall buffet warning and, if ignored, a straight nose-drop for a natural recovery. Wing developments that came with the introduction of turbo-prop engines introduced unacceptable stall behaviour. Leading-edge developments on high-lift wings, and the introduction of rear-mounted engines and high-set tailplanes on
9720-413: The locked-in unrecoverable trim point was at 47°. The very high α {\textstyle \alpha } for a deep stall locked-in condition occurs well beyond the normal stall but can be attained very rapidly, as the aircraft is unstable beyond the normal stall and requires immediate action to arrest it. The loss of lift causes high sink rates, which, together with the low forward speed at
9840-485: The matter in The New York Times and items on NBC Nightly News . Some manufacturers argued that for short flights of 300 to 500 miles (480 to 800 km) and 40 to 80 minutes' duration, the lavatory issue was not a problem and air taxi service companies said that it was not a concern for most of their passengers. Despite this, the Eclipse 500 had the option of an electric flush, remove-to-service lavatory with
9960-409: The mean angle of attack of the wings is beyond the stall a spin , which is an autorotation of a stalled wing, may develop. A spin follows departures in roll, yaw and pitch from balanced flight. For example, a roll is naturally damped with an unstalled wing, but with wings stalled the damping moment is replaced with a propelling moment. The graph shows that the greatest amount of lift is produced as
10080-704: The mid-2000s, before the Great Recession diminished the market appeal of the category. Most of those projects, which included the Piper Altaire , Diamond D-Jet , Eclipse 400 and VisionAire Vantage , were all shelved. As of 2016, the only maintained aircraft are the Cirrus Vision SF50 , which was type certified that year and put into production, and the Stratos 714 , which at the time expected certification in 2019. Single-engine VLJs are expected to compete with single turboprop aircraft. Two VLJs in history have won
10200-470: The most-delivered business jet . Powered by a Williams FJ33 turbofan, the all- carbon fiber , low-wing, seven-seat Vision SF50 is pressurized , cruises at 300 knots (560 km/h; 350 mph) and has a range of over 1,200 nautical miles (2,200 km; 1,400 mi). For emergency uses, it has both a whole-airframe ballistic parachute and autoland system. Reviews have compared its performance to high-performance single- turboprop aircraft. In 2018,
10320-434: The next generation of jet transports, also introduced unacceptable stall behaviour. The probability of achieving the stall speed inadvertently, a potentially hazardous event, had been calculated, in 1965, at about once in every 100,000 flights, often enough to justify the cost of development of warning devices, such as stick shakers, and devices to automatically provide an adequate nose-down pitch, such as stick pushers. When
10440-430: The normal stall, give a high α {\textstyle \alpha } with little or no rotation of the aircraft. BAC 1-11 G-ASHG, during stall flight tests before the type was modified to prevent a locked-in deep-stall condition, descended at over 10,000 feet per minute (50 m/s) and struck the ground in a flat attitude moving only 70 feet (20 m) forward after initial impact. Sketches showing how
10560-453: The offer did not meet Arcapita's or Cirrus’ expectations. In August, he left the company while Dale remained, effectively ending the formal 25-year business partnership between the Klapmeier brothers. By July 2009, 200 hours of flight tests had been completed and the resulting design changes had been incorporated, including an X-tail , simpler and lighter flaps , and handling changes to induce
10680-449: The pilot has actually stalled the aircraft. This graph shows the stall angle, yet in practice most pilot operating handbooks (POH) or generic flight manuals describe stalling in terms of airspeed . This is because all aircraft are equipped with an airspeed indicator , but fewer aircraft have an angle of attack indicator. An aircraft's stalling speed is published by the manufacturer (and is required for certification by flight testing) for
10800-459: The plane's 12 audio amplifier circuit cards overheating. No injuries were reported and the issue had already been addressed with 97% of the fleet of over 170 at the time of the grounding. On January 8, 2019, the improved G2 was announced, adding RVSM allowing a ceiling of 31,000 ft (9,400 m) and improving range to over 1,200 nmi (2,200 km), or allowing 150 lb (68 kg) more payload over 800 nmi (1,500 km). It
10920-461: The potentiometer shaft to the AoA vane shaft were not properly torqued, and by May 2019, the fleet of over 100 had been returned to service. Cirrus again issued a mandatory service bulletin on 7 February 2020 and the FAA grounded all SF50 jets on 14 February, after a cabin fire occurred on the ramp of Santa Monica Airport on 27 December 2019. Cirrus determined that the fire's probable cause came from one of
11040-419: The prototype had flown 600 hours in almost 600 flights and the company was ready to build the composite construction tooling required for a conforming prototype, expected to fly in late 2013 for type certification testing. By February 2013 the company was hiring staff to produce the aircraft, now priced at US$ 1.96M. In April, the new prototype roll-out date was announced for 2013. Certification flight testing
11160-473: The real life counterparts often tend to overestimate the aerodynamic stall angle of attack. High-pressure wind tunnels are one solution to this problem. In general, steady operation of an aircraft at an angle of attack above the critical angle is not possible because, after exceeding the critical angle, the loss of lift from the wing causes the nose of the aircraft to fall, reducing the angle of attack again. This nose drop, independent of control inputs, indicates
11280-493: The rear of the aircraft with flushing toilet, full sink and closing door. Stall (fluid dynamics) In fluid dynamics , a stall is a reduction in the lift coefficient generated by a foil as angle of attack exceeds its critical value . The critical angle of attack is typically about 15°, but it may vary significantly depending on the fluid , foil – including its shape, size, and finish – and Reynolds number . Stalls in fixed-wing aircraft are often experienced as
11400-422: The separated regions on the top of the wing increase in size as the flow separation moves forward, and this hinders the ability of the wing to create lift. This is shown by the reduction in lift-slope on a Cl~alpha curve as the lift nears its maximum value. The separated flow usually causes buffeting. Beyond the critical angle of attack, separated flow is so dominant that additional increases in angle of attack cause
11520-458: The stall and entry to a super-stall on those aircraft with super-stall characteristics. Span-wise flow of the boundary layer is also present on swept wings and causes tip stall. The amount of boundary layer air flowing outboard can be reduced by generating vortices with a leading-edge device such as a fence, notch, saw tooth or a set of vortex generators behind the leading edge. Fixed-wing aircraft can be equipped with devices to prevent or postpone
11640-502: The stall speed by energizing the flow over the wings. Speed definitions vary and include: An airspeed indicator, for the purpose of flight-testing, may have the following markings: the bottom of the white arc indicates V S0 at maximum weight, while the bottom of the green arc indicates V S1 at maximum weight. While an aircraft's V S speed is computed by design, its V S0 and V S1 speeds must be demonstrated empirically by flight testing. The normal stall speed, specified by
11760-437: The stalling behaviour has to be made good enough with airframe modifications or devices such as a stick shaker and pusher. These are described in "Warning and safety devices". Stalls depend only on angle of attack, not airspeed . However, the slower an aircraft flies, the greater the angle of attack it needs to produce lift equal to the aircraft's weight. As the speed decreases further, at some point this angle will be equal to
11880-404: The term very light jet has lost favor in the aviation industry: "Personal jet is the description du jour. You don't hear the term VLJ—very light jet—much anymore and some people in the industry tell me they think it's because that term was too tightly coupled to Eclipse, a failure that the remaining players want to, understandably, distance themselves from." Single-engine designs were popular in
12000-467: The then-US$ 1.72M jet had 431 orders, with deposits becoming non-refundable at the beginning of that year. A conforming prototype was expected to be completed by the end of 2010 and fly by the end of 2011, targeting a mid-2013 certification date, while developing the "high-risk" full-aircraft parachute system . In April 2012, Cirrus's new owner CAIGA invested enough in the project to secure its development, previously estimated at $ 150 million. By July 2012,
12120-423: The turn) the critical angle will be reached at a higher airspeed: where: The table that follows gives some examples of the relation between the angle of bank and the square root of the load factor. It derives from the trigonometric relation ( secant ) between L {\displaystyle L} and W {\displaystyle W} . For example, in a turn with bank angle of 45°, V st
12240-505: The upper wing surface at high angles of attack is quite different at low Reynolds number from that at the high Reynolds numbers of real aircraft. In particular at high Reynolds numbers the flow tends to stay attached to the airfoil for longer because the inertial forces are dominant with respect to the viscous forces which are responsible for the flow separation ultimately leading to the aerodynamic stall. For this reason wind tunnel results carried out at lower speeds and on smaller scale models of
12360-412: The wing is no longer producing enough lift to support the aircraft's weight) and the nose will pitch down. Recovery from the stall involves lowering the aircraft nose, to decrease the angle of attack and increase the air speed, until smooth air-flow over the wing is restored. Normal flight can be resumed once recovery is complete. The maneuver is normally quite safe, and, if correctly handled, leads to only
12480-411: The wing tip, well aft of the c.g. If the tip stalls first the balance of the aircraft is upset causing dangerous nose pitch up . Swept wings have to incorporate features which prevent pitch-up caused by premature tip stall. A swept wing has a higher lift coefficient on its outer panels than on the inner wing, causing them to reach their maximum lift capability first and to stall first. This is caused by
12600-434: The wing wake blankets the tail may be misleading if they imply that deep stall requires a high body angle. Taylor and Ray show how the aircraft attitude in the deep stall is relatively flat, even less than during the normal stall, with very high negative flight-path angles. Effects similar to deep stall had been known to occur on some aircraft designs before the term was coined. A prototype Gloster Javelin ( serial WD808 )
12720-415: The wing. The vortex, containing high-velocity airflows, briefly increases the lift produced by the wing. As soon as it passes behind the trailing edge, however, the lift reduces dramatically, and the wing is in normal stall. Dynamic stall is an effect most associated with helicopters and flapping wings, though also occurs in wind turbines, and due to gusting airflow. During forward flight, some regions of
12840-618: Was lost to deep stall ; deep stall is suspected to be cause of another Trident (the British European Airways Flight 548 G-ARPI ) crash – known as the "Staines Disaster" – on 18 June 1972, when the crew failed to notice the conditions and had disabled the stall-recovery system. On 3 April 1980, a prototype of the Canadair Challenger business jet crashed after initially entering a deep stall from 17,000 ft and having both engines flame-out. It recovered from
12960-434: Was 25% owned by Cirrus, ordered five Cirrus Vision SF50s, intending to add them to its fleet of Cirrus SR22 piston aircraft. SATSair subsequently ceased operations on 24 October 2009, prior to taking delivery of any SF50s. Florida -based charter company Verijet operates a fleet of ten G2 Vision Jets, with a total of 25 SF50s expected by the end of 2022. Other air taxi operators have expressed an interest in potentially using
13080-404: Was able to rock the airplane to increasingly higher bank angles until the nose finally fell through and normal control response was recovered. The crash of West Caribbean Airways Flight 708 in 2005 was also attributed to a deep stall. Deep stalls can occur at apparently normal pitch attitudes, if the aircraft is descending quickly enough. The airflow is coming from below, so the angle of attack
13200-462: Was bought by CAIGA , a Chinese enterprise that funded the project a year later. The first conforming prototype subsequently flew on 24 March 2014, followed by two other prototypes that same year. The test flying program resulted in the US Federal Aviation Administration awarding a type certificate on 28 October 2016. Deliveries started on 19 December 2016, and by July 2020, 200 jets had been delivered. From 2018 through 2023, it has been
13320-464: Was decided by the company that pilot training would be required in the aircraft type certificate, like the Eclipse 500 . However, this was not written into the final type certificate. The aircraft's base price was US$ 1 million in 2008 and its equipped price was anticipated to be US$ 1.25 million for 2011 deliveries. On 31 March 2009, Cirrus confirmed that the Garmin G1000 avionics had been selected for
13440-473: Was delivered on 19 December 2016, against 600 outstanding orders. The first customer delivery ceremony was held in the new $ 16 million, 70,000 sq ft (6,500 m) finishing center in Duluth, where Cirrus employs more than 750 people. By April 2017, Cirrus planned to deliver 25 to 50 aircraft that year and 75 to 125 in 2018. A production certificate was awarded on 2 May, to produce more with no individual inspections. As 15% of its orders are intended for
13560-442: Was developed initially for personal use and not for the corporate or air taxi industries. However, by 2019, the jet was FAR part 135 approved for air taxi operators. Early versions were certified for 28,000 ft (8,534 m) and later ones to 31,000 ft (9,449 m). The design has urethane deicing boots and an optional lavatory , a single-piece carbon shell will contain cabin pressurization and it should fit in
13680-420: Was first noticed on propellers . A deep stall (or super-stall ) is a dangerous type of stall that affects certain aircraft designs, notably jet aircraft with a T-tail configuration and rear-mounted engines. In these designs, the turbulent wake of a stalled main wing, nacelle-pylon wakes and the wake from the fuselage "blanket" the horizontal stabilizer, rendering the elevators ineffective and preventing
13800-578: Was lost in a crash on 11 June 1953 to a "locked-in" stall. However, Waterton states that the trimming tailplane was found to be the wrong way for recovery. Low-speed handling tests were being done to assess a new wing. Handley Page Victor XL159 was lost to a "stable stall" on 23 March 1962. It had been clearing the fixed droop leading edge with the test being stall approach, landing configuration, C of G aft. The brake parachute had not been streamed, as it may have hindered rear crew escape. The name "deep stall" first came into widespread use after
13920-414: Was planned to be 1,200 or 400 lb (540 or 180 kg) with full fuel, based on an expectation of owners often flying long trips solo. Range was targeted for 1,100 nmi (2,037 km) and maximum cruise speed for 300 kn (556 km/h). An FAA type certificate was to be applied for by mid-December 2008, with EASA certification delayed by uncertainty over positioning in the European market. It
14040-415: Was replaced by an emergency egress hatch to save weight on production aircraft. Based on test flights and computer models, the aerodynamic design was modified to increase performance and improve the engine thrust angle. The production aircraft was planned to have a more pointed nose, larger belly section, redesigned wing-root fairing, reduced tail sweep and a larger or dual ventral fin. The aircraft's payload
14160-501: Was scheduled to start in 2014. In October 2013, three test aircraft were under construction, the first deliveries were scheduled for 2015 and the order book now held 500 deposits. By then the first conforming aircraft was to fly in early 2014. By February 2014, 800 hours of test flying had been completed. On 24 March 2014, the first conforming prototype flew. The prototype was displayed at the Oshkosh Airshow that summer. Pre-orders of
14280-491: Was then planned for the end of the same month. By July, the SF50 had over 600 orders, the four flight test aircraft had flown more than 1,700 hours and certification had been delayed to the fourth quarter of the year. On 28 October, after a ten-year development process marked with myriad technical and financial challenges, the SF50 earned its type certificate from the FAA. The design became the first civilian, single-engine jet to be type certified. The first customer Vision SF50
14400-402: Was vulnerable to a deep stall. In the early 1980s, a Schweizer SGS 1-36 sailplane was modified for NASA 's controlled deep-stall flight program. Wing sweep and taper cause stalling at the tip of a wing before the root. The position of a swept wing along the fuselage has to be such that the lift from the wing root, well forward of the aircraft center of gravity (c.g.), must be balanced by
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