Development and Design
The Comp Air Jet emerged from the ambitious vision of Aerocomp Inc. co-owners Steve Young and Ron Lueck, who announced the project on 11 February 2002. The company had established itself in the experimental aircraft market since the late 1980s, initially manufacturing composite floats for seaplanes before transitioning to kit aircraft production around 1987 with models like the Aerocomp Merlin. By 2002, Young and Lueck were ready to tackle their most challenging project yet: creating an affordable business jet for homebuilders.
The design objectives were revolutionary for the homebuilt market. The CA-J was conceived as an eight-seat, pressurized business jet that amateur constructors could complete in six to eight months with professional assistance. The aircraft featured proprietary carbon-fiber hybrid sandwich composite construction, a technology Aerocomp had refined across their product line. The low-wing configuration incorporated subtle aerodynamic refinements, including a 2-degree leading-edge sweep and 7-degree trailing-edge sweep.
Prototype Testing
Following the display of a fuselage mockup at Sun 'n' Fun in April 2002, development proceeded rapidly at Aerocomp's Merritt Island, Florida facility. The prototype took to the skies on 10 July 2004, departing from Merritt Island Airport for a 37-minute maiden flight that reached speeds of 157 knots without retracting the landing gear. The aircraft required approximately 2,000 feet for landing, demonstrating reasonable field performance for a jet aircraft.
Test pilot operations continued at Space Coast Regional Airport in Titusville, where the prototype accumulated over 30 hours of flight testing. The aircraft demonstrated its pressurization system, designed to maintain a 10,000-foot cabin altitude at the maximum service ceiling of 29,900 feet. On 11 January 2005, the prototype returned to Merritt Island Airport, marking the end of the active flight test program.
Powerplant and Performance
The CA-J utilized a factory-remanufactured ZMKB Progress Ivchenko AI-25 turbofan engine, a Ukrainian powerplant originally developed in 1967 for the L-39 Albatross trainer and Yak-40 regional airliner. The AI-25 produced 15.12 kN (3,400 pounds) of takeoff thrust and 11.12 kN (2,500 pounds) for cruise operations. Over 2,400 AI-25 engines were manufactured during its production run from 1967 through the 1990s, establishing a reputation for reliability in Soviet civil and military applications.
Aerocomp designed the aircraft to accommodate alternative powerplants, including the Pratt & Whitney JT12-8 and CJ610 engines, with future compatibility planned for Williams International and Agilis turbofans. The aircraft carried 1,817 liters (480 US gallons) of fuel, fed to the rear-mounted engine through fuselage-mounted inlets.
Market Position and Pricing
The Comp Air Jet entered a virtually non-existent market segment in 2003, as no other manufacturer offered a homebuilt jet kit. Aerocomp priced complete kits at $399,000 including the engine, with estimated completion costs reaching $600,000. The company opened its order book in April 2002 and initially targeted kit deliveries for the first quarter of 2004.
The spacious cabin measured 70 by 68 inches and could accommodate seven passengers plus the pilot in various configurations. This represented significantly more interior volume than contemporary single-engine turboprops while offering true jet performance and pressurization capabilities.
Production Challenges and Company Evolution
Despite initial enthusiasm, the Comp Air Jet never progressed beyond prototype status. No confirmed production kits were delivered to customers, and development effectively ceased around 2005 following the completion of flight testing. The complexity and cost of jet aircraft construction proved challenging for the amateur-built market segment.
By 2008, Comp Air Aviation had secured $150 million in financing and announced plans to split into two companies—one focused on experimental kits and another pursuing certified aircraft like the Comp Air 9 and 12. The company set certification targets for 2010, but these goals were not achieved. Steve Young and Ron Lueck shifted their focus to more conventional turboprop designs that found greater market acceptance.
Legacy and Impact
While the CA-J Comp Air Jet failed to achieve commercial success, it represented a significant milestone in homebuilt aviation as one of the first serious attempts to bring jet technology to amateur constructors. The project demonstrated the technical feasibility of kit-built jets while revealing the market and regulatory challenges that would continue to limit such aircraft.
The prototype's limited flight test program provided valuable data for future homebuilt jet projects, though no examples remain airworthy today. The single prototype accumulated approximately 30 hours of flight time before being retired, with no museum preservation documented. The aircraft's primary historical significance lies in its pioneering role in expanding the boundaries of amateur-built aviation into the jet age, even as commercial realities prevented its widespread adoption.