Cirrus SF50 Vision Jet G2/G2+
Williams International FJ33-5A, 1846 lbf thrust (single turbofan). FADEC-controlled with health monitoring.
The Cirrus SF50 Vision Jet is the world's first single-engine personal jet. It's certified for single-pilot operation, equipped with a whole-airframe parachute (CAPS), and small enough to base at the same fields a Bonanza or SR22 lives at. Cirrus has delivered more than 600 of them since first delivery in late 2016, which is a remarkable result for a brand-new clean-sheet jet program.
Owning one is different from owning anything else in general aviation. The acquisition cost starts around $1.9 million for the earliest used examples and runs north of $3.5 million new. The maintenance model is dominated by Cirrus's JetStream program, a power-by-the-hour structure that fixes most of your engine and inspection costs at a per-hour rate. There's no rental market to fall back on. There's no instructor-pilot economy. And the type-rating process is meaningful. This page covers what the Vision Jet actually costs to own, what JetStream covers, and where the airplane gets out-competed.
History
Cirrus announced the Vision Jet concept in 2006 as 'the-jet' and showed a flying prototype in 2008. Then the program nearly died. The 2008 financial crisis hit Cirrus hard, and the company's Chinese acquisition by AVIC in 2011 gave the jet program the capital to keep going. First customer delivery was December 2016, ten years after the initial announcement. The first 100 deliveries took until early 2018. The fleet has been growing roughly 100 aircraft a year since.
The original aircraft, in retrospect, came out at FL250 service ceiling and 300 KTAS cruise. Cirrus delivered roughly 95 of these G1 aircraft before introducing the G2 in 2019. The G2 brought a higher service ceiling (FL310), revised seat design, and improved range. The G2+ followed in 2021 with another performance bump: more thrust on takeoff via a Williams software update, autothrottle, and a third-row seating layout that made the cabin meaningfully more usable for families. Production G2+ aircraft have been the volume seller since 2022.
The Vision Jet is positioned as a step-up from a high-performance piston single (SR22T, TBM 700) rather than a replacement for an entry-level jet (Mustang, Phenom 100, M2). It's slower than those competitors and has shorter legs. What it has instead is the lowest single-pilot type rating workload of any pure jet, the only whole-airframe parachute in the jet world, and the most active manufacturer ownership community in aviation.
Variants
Vision Jet G1 (2016-2019)
2016-2019First-generation aircraft. About 95 delivered. Service ceiling FL250, slower climb. Cabin layout less refined than later variants. Used market starts here, with G1s typically $1.9 to $2.3 million in mid-2026.
Vision Jet G2 (2019-2021)
2019-2021Service ceiling raised to FL310. Improved seats, better cabin trim, modest range increase. Used market typically $2.4 to $2.9 million.
Vision Jet G2+ (2021-present)
2021-presentCurrent production aircraft. Autothrottle, more usable third-row seating, takeoff performance improvement. New from Cirrus runs $3.5 million and up depending on options and configuration. Used examples trade at strong premiums to G2 due to thrust upgrade availability.
Performance
The Vision Jet cruises at 305 KTAS at FL280 and burns about 67 to 70 gph of Jet A in cruise. That's not fast for a jet (a Phenom 100 will run 380 KTAS, a King Air 350 will keep pace below FL280 on twin turboprop reliability) and it's not range-leading either. Maximum range with reserves is about 1,200 nm in still air, realistically more like 900 to 1,000 nm with weather routing and headwinds. Most owners plan around 800 to 900 nm legs.
Useful load is the usable-cabin tradeoff. With full fuel (300 gallons usable), the airplane has roughly 350 to 450 pounds for people and bags depending on equipment and configuration. That's two adults and overnight luggage. Four adults plus weekend gear means offloading fuel and accepting shorter legs. The G2+ third-row layout helps the family use case but doesn't change the weight math. Service ceiling is FL310 (G2 and G2+) which is enough to get over most weather but not the highest altitudes.
Powerplant
The Williams FJ33-5A is a single-spool turbofan rated at 1,846 lbf of thrust. It's the only certified engine in this size class and one of the few small jet engines ever certified for single-engine operation in a passenger-carrying airplane. Williams International published TBO of 4,000 hours with a 2,000-hour hot section inspection per the Williams FJ33 published service interval. The engine is FADEC-controlled and demands very little pilot management compared to a piston engine.
Real-world reliability has been strong but the fleet is young. The oldest Vision Jets have just crossed 6,000 hours of operation, which is past first overhaul for early-delivery aircraft. Most owners run on Cirrus's JetStream program, which we cover in the cost section below. Off-program engine work is rare enough that pricing data isn't well-established outside of Williams's quotes.
Cost of ownership
Vision Jet ownership economics are dominated by three numbers. JetStream enrollment. Insurance. And the airframe-related calendar items like CAPS repack. Get those three under control and the airplane is more predictable than a high-performance piston twin.
JetStream is Cirrus's power-by-the-hour program. As of mid-2026 the rate runs roughly $400 to $550 per hour depending on utilization and contract terms. That covers scheduled engine work (HSI and full overhaul), most engine-related unscheduled work, recurring inspections, ADs, and Williams/Cirrus support coverage. It does not cover fuel, oil, hangar, insurance, the CAPS repack, or pilot-induced damage. Almost every Vision Jet in the fleet is on JetStream. The few off-program owners we've seen typically have specific reasons (international ferry operations, charter operators on their own program) and not cost optimization.
Fuel runs $5.50 to $7 per gallon for Jet A in 2026 prices. At 70 gph cruise burn, that's $385 to $490 per hour just in fuel. Add JetStream at $475 average and you're at $860 to $965 per hour before fixed costs.
Insurance is the wildcard. First-time jet owners with no type-rating background and no comparable-airplane experience can pay $25,000 to $45,000 a year for their first year of coverage. Established Vision Jet owners with 200-plus hours in type pay $12,000 to $20,000. Brokers familiar with the type are essential.
Acquisition cost in mid-2026: G1 used aircraft start around $1.9 million and run to about $2.3 million for the best examples. G2 used aircraft range $2.4 to $2.9 million. G2+ used aircraft are limited (most are still on first-owner registration) and typically trade in the $3.0 to $3.4 million range when they do appear. New from Cirrus is $3.5 million and up depending on options and connectivity packages (Gogo, Starlink). Delivery wait times for new aircraft are typically 12 to 24 months.
| Fixed cost | Range | Frequency |
|---|---|---|
| Hangar (jet-capable field) Jet hangars in major metros run well above this. Plan on the high end if you're in a top-25 metro area. | $800–$2,500 | monthly |
| Annual inspection (typical, on JetStream) Most engine items covered by JetStream. The annual still covers airframe, avionics, and pilot-pay inspections. | $8,000–$18,000 | annual |
| Insurance (established owner, 200+ hrs in type) | $12,000–$20,000 | annual |
| Insurance (first-year owner, no type background) | $25,000–$45,000 | annual |
| Type-rating training (initial) Cirrus Vision Center is the primary provider. Recurrent training annually runs another $6,000 to $10,000. | $18,000–$35,000 | per-event |
Estimate the cost for your situation
Defaults are pre-filled for the Cirrus SF50 Vision Jet G2/G2+. Tweak fuel price, hangar, insurance, and hours to match your scenario.
Common issues & gotchas
Avionics software currency and updates
moderateGarmin Perspective Touch+ requires regular software updates and database currency. Update costs are folded into Cirrus's connectivity and database packages, which typically run $3,000 to $6,000 a year. Older G1 aircraft have had more update friction than newer aircraft as Garmin and Cirrus deprecate older software baselines.
Cabin pressurization seal wear
moderateThe cabin pressurization door and window seals are wear items. Replacement intervals vary but are commonly addressed at annual inspection. JetStream coverage on these items varies by contract.
Single-pilot type rating attrition
moderateThe Vision Jet has a higher accident rate per flight hour than the SR22 family did in equivalent fleet maturity. Most accidents have been pilot-related (loss of control in IMC, runway excursions). Insurance underwriters have responded with strict experience requirements and recurrent training expectations. Plan on annual recurrent training as a hard requirement, not an option.
Brake and tire wear at jet-traffic fields
lowVision Jets land hot relative to their tire and brake sizing. Tire and brake costs run higher than they would on a comparably-sized turboprop. Plan on tire replacement every 200 to 400 cycles and brake replacement every 300 to 600 cycles depending on operating environment.
Resale market volatility
lowThe used market for Vision Jets has been more volatile than for established aircraft like the SR22. Prices ran up sharply in 2021-2022 and have been correcting since. Buyers in 2026 should expect more price discovery than they would on an SR22 or M600.
Who it's for
Good fit for
- ✓ Owners stepping up from an SR22T or TBM 700 series who want jet performance with familiar Cirrus systems
- ✓ Pilots flying 150 to 400 hours per year on 500 to 900 nm legs
- ✓ Family owners who value the cabin layout and CAPS parachute over outright speed or range
- ✓ Pilots committed to annual recurrent training as a non-negotiable part of ownership
- ✓ Owners who want to base at a non-jet-traffic field (the Vision Jet works at most general aviation fields, unlike many entry-level jets)
Less good for
- ✗ Buyers who need 1,500 nm range with reserves (look at a Phenom 100EV or HondaJet)
- ✗ Owners flying four adults plus weekend luggage regularly (range gets short fast)
- ✗ Cost-optimizers comparing to a comparable-utility turboprop like a TBM 900 or M600
- ✗ Pilots without a structured plan for annual recurrent training and currency
The verdict
The Vision Jet sits in a category Cirrus created. There's no direct competitor with a single engine, an airframe parachute, and a small enough operating footprint to base at typical general aviation fields. If those three things matter to you, the alternatives are all step-up turboprops (TBM 900, M600, PC-12) or step-up twins (Phenom 100, M2). The Vision Jet is slower than the small twins and shorter-range than the high-end turboprops. It costs more to operate than a TBM and meaningfully less to operate than a Phenom 100. The single-pilot workload is the lowest of any pure jet.
Buy it if you want a jet that flies like a Cirrus and lands at the same field your Bonanza lives at. Don't buy it if you're looking for fastest-and-furthest in the category. The Phenom 100EV is the better answer for that mission, at noticeably higher operating cost and a meaningfully different ownership experience.
Cross-shop these
- Cirrus SR22T →
The Cirrus piston you'd be stepping up from. Half the cruise speed, half the range, roughly a third the per-hour cost. The Vision Jet is the obvious upgrade path for SR22T owners outgrowing piston performance.
- Daher TBM 900 →
Single-engine turboprop alternative. Faster than the Vision Jet (330 vs 305 KTAS), longer-range (1,700 nm vs 1,200), but louder and without CAPS. Operating costs are roughly comparable on JetStream/ESP enrollment.
- Piper M600 (PA-46-600TP) →
Other single-engine turboprop competitor. Slower than the TBM and Vision Jet but cheaper to acquire (~$2.8 to $3.5M new) and meaningfully cheaper to operate. Better choice for buyers cross-shopping turboprop economics.
- pilatus-pc-12-ng
Larger single-engine turboprop. Bigger cabin, better short-field performance, longer range. Roughly 2x the acquisition cost of a used Vision Jet but the cabin and utility are in a different class.
Type club
Cirrus Owners and Pilots Association →COPA is the type club. The Vision Jet has its own active subforum and the organization runs Vision Jet-specific recurrent training events. Annual dues are about $90. Underwriters often discount premiums for COPA membership and Cirrus Embark training participation.
Frequently asked
How much does a Cirrus Vision Jet cost? +
New from Cirrus, a G2+ runs $3.5 million and up depending on options and connectivity. Used pricing in mid-2026: G1 aircraft start around $1.9 million, G2 aircraft run $2.4 to $2.9 million, and G2+ aircraft trade $3.0 to $3.4 million when they're available.
What's the Vision Jet's fuel burn? +
At typical cruise (FL280, 305 KTAS), the Vision Jet burns about 67 to 70 gph of Jet A. Climb fuel runs higher (90 to 100 gph) for the first 10 to 15 minutes. Plan on 75 gph block fuel for a typical 2-hour flight.
What is Cirrus JetStream and do I need to enroll? +
JetStream is Cirrus's power-by-the-hour program covering engine maintenance, scheduled inspections, and most unscheduled engine work. Rates run about $400 to $550 per hour depending on utilization and contract terms. Almost every Vision Jet in the fleet is on JetStream. Off-program ownership exists but is rare and typically only makes sense for specific operational profiles. Most owners and most insurance underwriters expect JetStream enrollment.
Does the Vision Jet require a type rating? +
Yes. The SF50 has a single-pilot type rating administered through Cirrus Vision Center and other approved providers. Initial training runs $18,000 to $35,000 depending on the provider and includes simulator and aircraft time. Plan on 10 to 20 hours of training and a checkride before you can act as PIC. Annual recurrent training is required for most insurance policies and runs $6,000 to $10,000.
How does CAPS work on the Vision Jet? +
Same concept as the SR22. A whole-airframe parachute lets the airplane descend at a survivable rate after deployment. The system requires a repack every 10 years at $20,000 to $25,000. Deployment is a one-way decision: the airplane is typically a total loss after CAPS activation, though every CAPS deployment in the fleet history (across SR-series and Vision Jet combined) has resulted in survivable outcomes for the occupants.
Is the Vision Jet good for first-time jet owners? +
It's the most accessible single-pilot jet on the market. The workload is the lowest of any pure jet. Cirrus's training and support infrastructure is the best-developed in the industry. That said, transitioning from a piston single to any jet requires real preparation, structured training, and a sustained commitment to currency. The Vision Jet's accident rate has been higher than the SR22's at comparable fleet maturity, mostly driven by pilot-related causes. Plan on the training and currency commitment being a meaningful part of ownership, not a one-time event.
Data sources
- Engine: Cirrus Vision Jet spec + Williams FJ33
- Fuel burn 65%: AOPA + AIN Vision Jet pilot reports (long-range cruise ~60 gph at FL280 / 293 KTAS)
- Fuel burn 75%: Cirrus SF50 POH cruise + AIN (max-cruise FL280 ~69-70 gph / 304 KTAS)
- Oil consumption: Williams FJ33-5A maintenance manual + Vision Jet owner community (low oil consumption typical of small turbofan)
- Engine TBO: Williams FJ33-5A TBO is 4000 hr (5000 hr on TAP Blue MPI program). Each major inspection is technically mandatory under Williams TC data.
- Prop TBO: n/a (single-engine jet, no propeller)
- Engine overhaul: Williams FJ33-5A overhaul/Major Periodic Inspection off-program estimate $500-700k per engine (FJ44 4000-hr overhaul cited at $550k+, FJ33 similar order of magnitude)
- Prop overhaul: n/a
- Airframe reserve: planephd Cirrus Vision SF50 + Conklin & de Decker (airframe-only reserve incl. APU, ex-engine; CAPS amortization separate)