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The Beast Horus is a single-seat carbon-composite microjet developed by Beast Aero as a personal aircraft rather than a military or airline type, combining jet performance with light-aircraft simplicity and soft-field capability. It is presented as a real-world design still in development, and has become known to simmers through a detailed freeware Microsoft Flight Simulator recreation that lets pilots experience its aerobatic, high-speed character long before any prototype takes to the sky.
The Horus is a single-seat Microjet from Beast Aero, conceived not as the smallest or fastest aircraft in its class but as the best all-round package achievable in a personal jet. It blends jet cruise speeds with docile low-speed handling, soft-field operation and aerobatic capability, aiming to occupy a niche between light piston aircraft and dedicated jet trainers. The type is aimed at private pilots seeking an owner-flown jet with genuine cross-country range and the ability to operate from unimproved strips.
Beast Aero describes the Horus as a project built on idealism, dreams and carefully checked physics, with the stated aim of pushing the boundaries of what is possible in a single-seat Microjet. The aircraft is still a developing design, with the manufacturer tracking its progress through a published project status showing how much of the prototype airframe has been completed. The design has attracted attention in the flight simulation community, where it is described as a precursor to the real aircraft, with the simulator model itself evolving as the physical project develops.
The Horus has a wingspan of 5.8 m (19 ft), a length of 5.2 m (17 ft) and a wing area of 4.3 sq m (46 sq ft). Projected weights are an empty weight of 180 kg (400 lb) and a maximum take-off weight of 380 kg (840 lb). The wing employs a sophisticated, near-elliptic planform in which profile, sweep and incidence vary continuously along the span; the airfoils are evolutions of the 64-215 section at the wing root, 63-315 in the aileron area and 63-012 on the tail, reworked with modern methods to provide up to 30 percent more lift at equal or lower drag than the parent sections. The landing gear uses trailing links with long-stroke shocks for soft-field capability and improved landing behaviour, paired with brakes said to be a third stronger than competing designs. The engine is closely integrated into the airframe to reduce cruise drag and extend range, and airbrakes are fitted to allow steeper descents and shorter landing rolls. Safety design includes a cockpit safety cell rated to exceed 26G in a frontal impact with an integrated roll-over bar, a wing spar built for 9G sustained aerobatic loads with ultimate failure only above 13.5G, a ballistic rescue system, and a self-sealing fuel bladder housed within the protected safety cell rather than in the wings. The cockpit is arranged on hands-on-throttle-and-stick principles, with essential mission controls grouped to the left, secondary controls in the centre and backup instruments to the right; flaps auto-retract after take-off, landing lights switch to a wig-wag pattern above 100 kt, and airbrake deployment or TOGA thrust can be selected directly from the thrust lever. The seat uses a combination of memory foams for comfort and crash energy absorption, and the fuselage cross-section is shaped to maximise head and elbow room without increasing wetted area, giving what is claimed to be the widest cockpit in its class. The cabin is designed to accommodate pilots between 150 and 210 cm in height and 55 to 120 kg in weight.
Published performance figures give a stall speed of 57 kt (105 km/h, 64 mph), a cruise speed of 230 kt (426 km/h, 261 mph) and a maximum speed of 300 kt (555 km/h, 340 mph), with a service ceiling of 18,000 ft. Normal operating speed is limited to 250 kt for VFR purposes; the wing structure permits higher speeds, but turbulence encountered above this limit can generate G-forces in excess of 4G. Range is quoted at 550 nm. The aircraft is stressed for aerobatics at 9G, with an ultimate spar failure point above 13.5G. Stall behaviour is described as gentle and progressive, with a stall speed comparable to slower piston aircraft and ample reaction time before full stall, aided by the optimised wing sections and elliptic planform.
As a design still in development, the Horus has not yet entered operational service; it is intended for private ownership and personal flying, covering roles from economical cross-country cruising to short-field operation from grass strips and aerobatic flying. Beast Aero positions it as a jet-powered alternative to a four-seat piston aircraft in terms of cost, but flown solo and with a markedly different performance envelope.
The Horus is modelled for Microsoft Flight Simulator as a freeware add-on created by Scheny, presented as a window into the real-world development project rather than a purely fictional design. The simulator version carries over the type's Formula One-inspired aerodynamics and carbon-monocoque-style construction, and reproduces its aerobatic character, letting pilots cruise at up to 300 KIAS and fly aerobatic sequences from short, unimproved strips. Modelled details include a click-and-drag canopy handle and a taxi light intensity switch, both refined through ongoing updates, and the model uses angular deflection limiting on the joystick as speed increases, a technique the developers compare to the control laws used on Airbus airliners, to compensate for the limitations of typical simulator joysticks. Livery and interior elements were designed by Carlos Z. of CZR Design. Users report it as an enjoyable, characterful aircraft to fly and sightsee in, though some note the add-on remains a work in progress alongside the real aircraft's own development.
