New Personal, Very Light And Light Jets

According to frequent press releases by the Polish manufacturer, the $2 million LAR1 has been making rapid progress toward an “imminent” maiden flight—the identical status it had when announced in June 2013. If the aircraft flies, if it is certified, and if it is placed in production, it will offer the private owner an interesting combination of four seats, ease of handling, operation from grass airfields of moderate length, automobile-like cabin, wings detachable for economical storage, and a parachute rescue system. The LAR1 has a single, spine-mounted 1,910-lb.-thrust Williams FJ33-5A turbofan, a range of 1,200 nm, cruising speed of 380 kt. and certified ceiling of FL 280

The engineering arm of Russia’s second airline, S7, plans to expand into aircraft manufacture within three years. S7’s owners also control the new Epic company and propose the six-seat, carbon-fiber Victory mono-jet as launch product. However, a potential source of friction is that China’s CAIGA thought it had acquired the rights from the old Epic— even assigning it the name, Starlight 100. Only two Victory aircraft were built in the U.S. during 2007-09, and no effort was made toward certification. Williams withdrew support for the original FJ33 engine, forcing a nominal switch to the P&WC PW617.

The 714 is dead; viva the longer (by 31 in.) and wider (by 3.5 in.) cabin 716! Stratos listened when potential customers said the prototype was a bit claustrophobic for six, so the first of the enlarged machines will be completed by the middle of next year. This will be the 716X kitplane that will, Epic-like, pave the way to an FAA-certified model at an unspecified date.

Although first flown as recently as Nov. 21, 2016, at Roberts Field Airport, Redmond, Oregon, the Stratos was publicly launched in May 2008, a few months before the onset of world recession—hence, its protracted journey into the heavens. Pratt & Whitney Canada supplies the power: a 2,900-lb.-thrust JT15D-5 in the prototype 714 and the 716X kit, and a PW535 with 3,400-lb. of thrust in certified aircraft. That Stratos stratification also applies to avionics: a Garmin G3X Touch to begin with; G3000 or G5000 for certification. Autopilot is standard in both.

Results of over 200 hr. of 714 testing confirm it will carry full passengers over 1,200 nm, or four over 1,500 nm, both at 400 kt. and cruising up to FL 410. Landing speeds and distance requirements are considerably below twin jets, making many more airports accessible.

The leisurely return of Ed Swearingen’s eight-place SJ30 to production (two previous owners of the company built only four production examples between them) has been underway since SyberJet took control in April 2011 and built a new facility at Cedar City, Utah. By May 2018, an SJ30 testbed had been converted with the Honeywell SyberVision avionics suite comprising four 12-in. LCDs, paving the path to certification and deliveries next year.

Two Williams FJ44-2A turbofans power the baseline SJ30i, while the more powerful FJ44-3AP-25 comes in the SJ30x. Despite its age—it flew in 1991 and was certified in 2005—the $8.3 million SJ30i delivers high performance, including Mach 0.83 maximum cruising, FL 490 operating ceiling and an NBAA IFR range (at Mach 0.76) of 2,500 nm with three aboard. The first five aircraft will be the 30i model, completed at the company’s old San Antonio plant; thereafter, the SJ30x will be available, featuring enhanced performance and payload, plus pressure refueling.