TYPE: Light business jet.

PROGRAMME: Announced 30 October 1986 as SA-30 Fanjet; Gulfstream Aerospace, Williams International and Rolls-Royce announced they were joining programme in October 1988 and aircraft renamed Gulfstream SA-30 Gulfjet; Gulfstream withdrew from programme 1 September 1989; place taken by Jaffe Group of San Antonio, Texas, and aircraft renamed Swearingen/Jaffe SJ30; now a Sino Swearingen project. First flight of prototype (N30SJ) 13 February 1991 (with FJ44-1 engines).
Certification originally intended in 1995 but delayed pending development of increased performance SJ30-2, as described, which features fuselage stretched by 1.32 m (4 ft 4 in), wing span increased by 1.83 m (6 ft 0 in), increased wing dihedral, revised wing/fuselage fairing, increased fuel capacity and more powerful FJ44-2A engines. Prototype (N30SJ, modified from SJ30 prototype) first flown (original engines) 8 November 1996.
FJ44-2A engines installed and flown for first time on 4 September 1997; total of 270 flight hours accumulated with these engines (or 370 hours overall in SJ30-2 configuration) by late April 1999, including operation at speeds up to M0.83 and maximum altitude of 13,105 m (43,000 ft), 1.8 g turns at 12,495 m (41,000 ft), verification of stall and engine-out minimum control speeds, stability and control tests, engine operating tests throughout the flight envelope, simulated icing tests, yaw/damper/rudder bias system testing and handling trials with simulated flight control failures including trim runaways and asymmetric speed brake deployment. N30SJ withdrawn from use in mid-1999.
Static and fatigue tests on a representative section of primary wing joint completed February 1999, to 150 per cent of limit load in 230,000 loading cycles. Risk-sharing partner Gamesa Aeronautica of Vitoria, Spain, manufactured fuselages and wings of five certification test airframes; first of three production conforming flying prototypes (c/n 002/N138BF) rolled out at San Antonio 17 July 2000 and first flown 30 November 2000; public debut at the NBAA Convention in Orlando, Florida, 9 September 2002, but destroyed in crash near Del Rio, Texas on 26 April 2003; 003/N30SJ (second use of registration), first flown 6 March 2003 and 004/N404SJ, first flown 17 October 2003, were each scheduled to complete 400 flight hours during the test and certification programme; No. 005 added to test programme to replace 003, having previously been earmarked as initial customer delivery aircraft; and will serve as autopilot, interior and function/reliability certification airframe c/n TF-2 and TF-3 are static test and fatigue airframes respectively, last-named being the final airframe to be assembled in Texas; TF-2 transferred to Sino Swearingen static test facility at San Antonio 8 March 2001, with static tests scheduled for completion by mid-2002. The 1,500 hour flight test programme was scheduled to culminate in FAA certification in FAR Pt 23 Commuter category and first customer deliveries in early 2004 prior to the loss of the first conforming prototype.

CUSTOMERS: More than 150 orders placed by customers and distributors in Brazil, Canada, France, Germany, Mexico, South Africa, Sweden, United Kingdom and USA by September 2002, representing planned production to mid-2005.

COSTS: US$5.495 million (2003). Estimated direct operating cost, based on 1,000 n mile (1,852 km; 1,150 mile) stage length, US$601.15 per hour (2003).

DESIGN FEATURES: High-speed and high-altitude cruise with long-range capabilities, plus good slow speed handling; highly efficient swept wing planform.
Proprietary, computer-designed aerofoil sections. Wing sweep 32° 36', dihedral 2° 30'.

FLYING CONTROLS: Conventional and manual. Electrically actuated variable incidence tailplane, trim tab on rudder, aileron force bias spring for trimming in roll axis; single ventral fin under tail for yaw damping; slotted Fowler trailing-edge flaps actuated electrically; hydraulically actuated full-span leading-edge slats, single electrohydraulically actuated spoiler/lift dumper panel on each wing ahead of flap.

STRUCTURE: All-metal with chemically milled skins on fuselage.

LANDING GEAR: Retractable tricycle type, manufactured by Integrated Aerospace of Santa Ana, California, with twin wheels on each unit. Trailing-link oleo-pneumatic suspension on main units. Hydraulic actuation, main units retracting inward and rearward into fuselage, nose unit forward. Hydraulically steerable (±60°) nose unit. All wheels 41 cm (16 in) diameter. Main unit tyre pressure 10.76 bar (155 lb/sq in), nosewheel tyre pressure 2.14 bar (31 lb/sq in). Standard air-cooled power braking; dual ABS anti-skid.

POWER PLANT: Two 10.23 kN (2,300 lb st) Williams FJ44-2A turbofans flat rated to 72°C, pod-mounted on pylons on sides of rear fuselage. Six fuel tanks: one in each outer wing (total 1,055 litres; 278.8 US gallons; 232.1 Imp gallons); two wing hopper tanks (total 103 litres; 27.2 US gallons; 22.6 Imp gallons); centre wing tank (199 litres; 52.7 US gallons; 43.9 Imp gallons); and fuselage (torsion box) tank (1,440 litres; 380.3 US gallons; 316.7 Imp gallons) for total of 2,797 litres (739 US gallons; 615.3 Imp gallons) under FAR Pt 23 certification, or 2,487 litres (657 US gallons; 547 Imp gallons) under JAR 23 certification. Fuel is burned sequentially to maintain aircraft centre of gravity. Single refuelling point in fuselage tank. Oil capacity 3.4 litres (0.9 US gallon; 0.75 Imp gallon) per engine.

ACCOMMODATION: Pilot and one passenger (or co-pilot) on flight deck. Main cabin separated by a bulkhead; six passengers seats comprising club four and two forward-facing seats; aft-facing seats recline and have lateral tracking capability; forward-facing seats have full berthing capability; lavatory, separated from main cabin by a half-cabin height partition with fan close-out, has belted, side-facing seat that is approved for occupation during take-off and landing. Full-height refreshment centre and foldaway tables, dual cupholders and cabin environment controls standard; recessed storage area aft of lavatory, with foldaway coat hooks, optional. Airstair passenger door with light at front on port side. Emergency exit over starboard wing. Baggage compartment aft of main cabin, with external access via port side door under engine nacelle. Two-piece birdproof electrically heated wraparound windscreen.

SYSTEMS: Cabin pressurised to 0.83 bar (12.0 lb/sq in), maintaining sea level pressure to 12,500 m (41,000 ft); cabin heated by engine bleed air; cooled by a vapour-cycle system. Hydraulic system (207 bar; 3,000 lb/sq in) for actuation of leading-edge slats, airbrake/lift dumpers and landing gear extension/retraction. Two 300 A 28 V DC engine-driven starter/generators and static inverters. Redundant frequency-wild alternators provide power for windscreen heating. Wing and engine inlets anti-iced by engine bleed air; tailplane has pneumatic de-icer boots, de-icing system. Oxygen system has 646 litre (22.8 cu ft) capacity.

AVIONICS: Honeywell Primus Epic CDS as core system.
Comms: Honeywell Primus II radio system; optional 8.33 kHz spacing.
Radar: Honeywell Primus 331 colour weather radar.
Flight: Dual IC-615 integrated avionics computers with combined flight director, autopilot and FMS/GPS function; dual RVSM-compatible Honeywell AZ-850 micro air data computers; ADF, DME. Options include TCAS 2000, second FMS/GPS integrated with IC-615, second ADF, second DME and lightning sensor system.
Instrumentation: EFIS cockpit comprising two Honeywell DU-180 flat panel 203 x 254 mm (8 x 10 in) active matrix colour LCDs, for PFD and MFD functions, with third optional.