Seven-seat single-engine personal jet · Light business jets · production 2021–2025 · See its reach on the 3D globe
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A Cirrus Vision Jet G2+ costs approximately $2.82m (€2.61m) to $3.37m (€3.12m) to buy at 2023 market values, and about $297k (€275k) a year to own flying 80 hours, roughly $3,713 (€3,438) per flight hour all-in. It seats 7, cruises at 311 kt (358 mph) and has a published range of 1,275 nm (2,361 km), needing about 3,399 ft (1,036 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The Vision Jet is the aircraft that made single-engine, owner-flown jet travel real: a V-tailed personal jet with the CAPS parachute and Safe Return autoland, designed for a piston or turboprop owner to step up without a type rating on a heavy jet. The G2+ improved climb and cabin. Its honest limits are the limits of the concept: modest range, real runway requirements and a maximum-fuel payload that shrinks with a full cabin. For the right mission and the right step-up owner, few alternatives offer the same blend of simplicity and jet travel.
The Vision Jet is a single-engine personal jet with a distinctive V-tail and a top-mounted Williams FJ33 turbofan. It is remarkably easy for a piston pilot to step into, and it is built around safety, with both the CAPS parachute and the award-winning Safe Return autoland that lets a passenger land the aircraft at the push of a button.
An accessible transition does not create piston-level economics. Engine and airframe programme terms, recurrent type training, insurance, subscriptions, pressurisation, ice protection and specialised service all remain material. Payload, runway and range interact sharply with passengers and reserves, so every recurring full-cabin trip needs a route-specific performance check rather than the maximum published range.
Owner-pilots stepping up from an SR22 who value the latest safety technology, simple operation and ramp presence over outright speed and range.
Charter operators or owners who need to fly long legs nonstop, or who expect high-speed jet cruise and heavy payload.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 2,727 kg |
|---|---|
| Useful load | 1,117 kg |
| Landing distance | 918 m |
| Maximum operating altitude | 31,000 ft |
| Stall speed | 67 KCAS |
| Engine | Williams International FJ33-5A turbofan |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 7 |
| Realistic payload with mission fuel | 1,585 lb (719 kg) |
| Published planning range | 1,275 nm (2,361 km) |
| Practical planning radius (4 people) | 854 nm (1,582 km) |
| Cruise speed | 311 kt (358 mph) |
| Runway need | ~3,399 ft (1,036 m) |
| Landing gear | Retractable tricycle |
| Pressurised | Yes |
| Fuel | Jet A-1 |
| Fixed annual base | $189k (€175k) |
| Direct cost per flight hour | $1,350 (€1,250) |
The simplest route into owner-flown jet travel, but maximum-fuel payload, runway performance and cabin size remain limiting.
Indicative cash costs at 2023 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $243k (€225k) | $6,075 (€5,625) | $4.28m (€3.96m) |
| 80 h / year | $297k (€275k) | $3,713 (€3,438) | $4.55m (€4.21m) |
| 120 h / year | $351k (€325k) | $2,925 (€2,708) | $4.82m (€4.46m) |
| 180 h / year | $432k (€400k) | $2,400 (€2,222) | $5.23m (€4.84m) |
Every figure above is built from a $189k (€175k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $1,350 (€1,250) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $346k (€320k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Cirrus Vision Jet G2+ cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 2023 market price for a Cirrus Vision Jet G2+ is $2.82m (€2.61m) to $3.37m (€3.12m). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Cirrus Vision Jet G2+ works out at roughly $297k (€275k) annually, which is about $3,713 (€3,438) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $1,350 (€1,250).
Published range is 1,275 nm (2,361 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 854 nm rather than the brochure figure.
Beyond a pilot certificate, a Cirrus Vision Jet G2+ requires type rating. This aircraft is turbojet-powered, so 14 CFR 61.31(a) requires a type rating for the specific type regardless of weight. Expect a formal initial course at a training provider and recurrent training every year, both of which insurers normally make a condition of cover. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 3,399 ft (1,036 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.
Direct comparisons against the models buyers most often weigh against this one.