There is no other aircraft quite like the Cirrus Vision SF50. It is a single-engine jet — which most serious jet buyers would tell you is a contradiction in terms. It has a parachute bolted to the nose, which pulls the entire aircraft to the ground in an emergency. It costs $3.1 million new, roughly the same as the cheapest Cessna Citation CJ. And it has outsold almost every other business jet in its price class for the past four years running.
We track 301 Vision SF50 transactions in our database. The average sale price is $2.8 million. The average time on market is 120 days — liquid, but not frenzied. Here is what the data shows, and what you need to know before buying one.
## What Makes the Vision SF50 Different
The SF50 was certified in 2016 as the world's first single-engine personal jet. Cirrus designed it deliberately for owner-pilots stepping up from the SR22 Turbo: same Garmin Perspective avionics, same CAPS parachute philosophy, same Cirrus design language — but a Williams International FJ33 turbofan instead of a Continental piston.
The aircraft seats seven: the pilot, four passengers in the main cabin facing forward, and up to two more in a rear-facing bench at the back. In practice, most operators configure it for four or five. Cabin volume is 170 cubic feet — comfortable for a light jet — with 24 cubic feet of interior baggage and 30 cubic feet in the tailcone locker.
The single engine is the headline controversy. For pure redundancy, two engines are mathematically safer. Cirrus's argument is that the CAPS parachute system compensates: in any unrecoverable emergency, you pull the handle and the entire aircraft floats down. It has saved over 120 lives in the piston fleet. On the SF50, the CAPS canister sits in the nose cone. Whether you find this reassuring or unsatisfying depends on your background.
The G2 generation added Garmin's Safe Return Autoland system, which can land the aircraft automatically at the nearest suitable airport if the pilot becomes incapacitated. The G2+ includes the same as standard.
**→ [View current Cirrus Vision SF50 listings on Sprinkle](https://sprinkle.com/aircraft/for-sale?mid=2450&model=vision-sf50)**
## The Three Generations: What Changed
There have been three distinct versions of the SF50. Understanding the differences directly determines what you pay.
### G1 (First deliveries: late 2016)
The original. The FJ33-4A engine gave a cruise speed of around 295 knots true at optimal altitude. Maximum operating altitude was 28,000 feet. There was no autothrottle, and the cabin was noticeably louder than what followed — some 4 to 6 dB louder than the G2, according to owner reports.
G1 aircraft sold new from around $1.96 million. Today on the used market, G1s typically trade between $1.75 million and $1.95 million depending on airframe hours and avionics fit. A 2016 example with 1,805 hours is currently listed at $1.85 million; a 2018 with 1,100 hours is asking $1.77 million.
Important caveat: G1 aircraft cannot be upgraded to G2 performance specifications. If you buy a G1, you live with 28,000 feet and 295 knots.
### G2 (First deliveries: January 2020)
The G2 was a meaningful upgrade, not a facelift. Cirrus modified the engine to the FJ33-5A with a new thrust schedule from 24,000 feet to 31,000 feet. The result: maximum operating altitude rose to FL310, cruise speed improved to 311 knots true at FL280 and 305 knots at FL310 — seven knots faster than the G1. Autothrottle was added. Lithium-ion batteries replaced the older lead-acid units. The cabin was quieter by 3 to 4 dB.
The G2 also arrived with updated avionics and new cabin appointments. Most importantly for buyers today: several G2-era features are retrofittable — Safe Return Autoland, the Hot/High performance package, Gogo WiFi, and Auto Radar can all be added after the fact.
G2 aircraft trade between $2.2 million and $3.0 million. A 2019 with 670 hours is currently listed at $2.2 million; a 2022 with 290 hours is asking $3.3 million. Production year matters enormously within the G2 range.
**→ [Browse Cirrus Vision SF50 G2 listings](https://sprinkle.com/aircraft/for-sale?mid=2449&model=vision-sf50-g2)**
**→ [Cirrus Vision SF50 G2 Training Manual — procedures, systems overview & limitations](/aircraft/manuals/cirrus-6/cirrus-sf50-vision-jet-g2-250/training-manual)**
### G2+ (Current production)
The G2+ keeps the FJ33-5A but with an optimised thrust profile that delivers up to 20% more performance on takeoff — specifically for hot and high airports. Gogo InFlight WiFi became standard rather than optional. The other notable engineering change: fuel burn dropped to 49 gallons per hour versus the G2's 55 GPH, a 10.9% improvement that adds up to meaningful savings over a year.
G2+ aircraft trade between $2.75 million and $3.9 million. A new G2+ lists from Cirrus at around $3.1 million to $3.7 million depending on options. A 2024 with 125 hours is currently asking $3.7 million; a 2020 G2+ with 715 hours is listed at $2.85 million.
**→ [Browse Cirrus Vision SF50 G2+ listings](https://sprinkle.com/aircraft/for-sale?mid=2448&model=vision-sf50-g2+)**
## Real Prices: What 301 Transactions Show
Our transaction data covers SF50 sales tracked across the global market. Here is how average prices have moved by production year:
| Model Year | Avg Sale Price | Transactions |
|---|---|---|
| 2016 | $1.62M | 24 |
| 2017 | $1.82M | 28 |
| 2018 | $2.01M | 56 |
| 2019 | $2.73M | 53 |
| 2020 | $2.80M | 51 |
| 2021 | $3.13M | 21 |
| 2022 | $3.07M | 39 |
| 2023 | $3.52M | 12 |
| 2024 | $3.68M | 8 |
The 2018-to-2019 price jump — from $2.01M to $2.73M — reflects the G2 premium landing in the market even before G2 deliveries started. Buyers were paying up for newer G1 aircraft in anticipation. The 2021-2022 plateau, followed by the 2023-2024 rise, tracks continued demand for the current G2+ configuration.
**→ [See the full Vision SF50 price guide on Sprinkle](https://sprinkle.com/aircraft/price-guide/cirrus-vision-sf50)**
## The Real Ownership Costs
The purchase price is the start of the conversation, not the end of it. Based on published operator data, here is what annual operation looks like:
### Fixed Annual Costs (~$180,000/year)
| Cost | Annual |
|---|---|
| Pilot salary | $115,297 |
| Crew training | $6,540 |
| Hangar | $13,392 |
| Insurance | $14,428 |
| Miscellaneous fixed | $30,000 |
| **Total fixed** | **~$179,657** |
The pilot salary assumes an employed professional pilot. Many SF50 owners are owner-pilots who fly themselves, which eliminates the biggest line item — but adds the cost of your own type rating and recurrent training, typically $15,000-$25,000 per year for a jet.
### Variable Hourly Costs (~$732/hour)
| Cost | Per Hour |
|---|---|
| Fuel | $223 |
| Maintenance | $124 |
| Engine overhaul reserve | $135 |
| Crew/landing/handling | $225 |
| Miscellaneous | $25 |
| **Total variable** | **~$732/hour** |
For an owner-pilot flying 150 hours per year, that is roughly $290,000 in annual operating costs on top of the purchase price. At 200 hours, approximately $326,000.
Fuel is the most controllable cost. The G2+ burns 49 GPH. At $6.50 per gallon for Jet-A, that is around $319 per hour in fuel — or roughly $48,000 per year at 150 hours. The G2's 55 GPH works out to $8,000 more per year at the same utilisation.
According to AvBuyer analysis, the G2+ has a higher variable cost ($989/hour) compared to the G2 ($787/hour), largely due to parts costs associated with maintenance. This is a real consideration for buyers choosing between a well-equipped G2 versus a newer G2+.
## The Range Reality
Cirrus quotes maximum range at 1,171 nautical miles with full fuel and available payload. That is the number you see in press materials. The more relevant number for most missions is four passengers with IFR reserves: approximately 622 nautical miles.
That covers most domestic missions comfortably — New York to Chicago, Los Angeles to San Francisco, Dallas to Houston and back with fuel to spare. It is not a transcontinental aircraft. London to Paris, yes. London to Edinburgh and back, yes. London to Rome non-stop, no.
For buyers coming from turboprops — the TBM series or the PC-12 — the SF50 trades some payload-range capability for jet speed and the simplicity of a single power plant and type rating. The question is whether 90% of your missions fit within 600 nautical miles.
Cruise altitude of FL310 puts the SF50 above most turboprop traffic and above most weather. That is a genuine operational advantage over the aircraft it competes with on price.
## Who Should Buy a Vision SF50
The SF50 makes the most sense for an owner-pilot who:
- Flies primarily day VFR or straightforward IFR missions under 600 nm
- Is stepping up from a Cirrus SR22 or SR22 Turbo and wants continuity in systems and philosophy
- Values the CAPS parachute as genuine risk mitigation rather than a marketing feature
- Predominantly operates from airports at sea level or moderate elevation
- Has no need for more than four or five passengers on a typical trip
- Wants a personal jet without the overhead of a fractional or management company
The G2+ specifically suits buyers who regularly depart from high-elevation or hot airports — Denver, Albuquerque, Tucson, Aspen. The 20% additional takeoff performance is not theoretical in those environments; it is the difference between a comfortable margin and a constrained operation.
## Who Probably Should Not
The SF50 is harder to justify for buyers who:
- Need range beyond 600 nautical miles regularly (the Phenom 100EV or Citation CJ1+ are worth examining)
- Operate with professional crews rather than owner-flying (the economics shift significantly)
- Regularly fly six or more passengers (the cabin does not accommodate that comfortably)
- Are fundamentally uncomfortable with single-engine operations in IMC, regardless of the parachute argument
On the final point: the CAPS parachute changes the risk calculus, but it does not change the physics. A Cirrus SR22 pilot comfortable with the aircraft's emergency procedures will find the SF50 a natural extension of that mindset. A pilot transitioning from conventional twins will need to make a conscious choice.
**→ [See what Vision SF50s are currently listed for](https://sprinkle.com/aircraft/for-sale?mid=2450&model=vision-sf50)**
## The Market in Brief
As of early 2026, approximately 183 G2 aircraft and 422 G2+ aircraft were in operation worldwide. North America accounts for 88% of the fleet, with South America (6%) and Europe (5%) making up most of the remainder.
The G2+ is the dominant transaction today. Industry data shows G2+ averaging around 12.8 transactions per month; G2 roughly 2.9. If you are selling a G2, expect a smaller buyer pool and longer marketing time.
Our 120-day average time on market suggests the SF50 is liquid — sellers are not waiting a year for a buyer — but the buyer base is specific. Condition, avionics fit, and generation all matter to the relatively small pool of qualified buyers.
For the most current pricing by hull, condition, and hours, the Sprinkle price guide pulls from our full transaction database:
**→ [Cirrus Vision SF50 Price Guide on Sprinkle](https://sprinkle.com/aircraft/price-guide/cirrus-vision-sf50)**