Page 12 - TTFebruary2018

but not twitchy. Once at our cruise altitude of FL280, power was reduced to 39 percent of thrust, yielding a 286 TAS and 66 gph fuel burn at -37 Celsius OAT.
En route, we turned on the Enhanced Vision System. Especially useful at night or in low-visibility, the infrared camera allows the pilot to spot wildlife on the runway, or to pick up the runway environment during a black-hole approach. We were able to clearly depict the Missouri River valley leading to Sioux City, as well as the town itself.
Although Sioux City natives may correct me, I have never landed at KSUX when it wasn’t windy. This day didn’t disappoint. We set up for the RNVA Rwy 17 approach and the FMS calculated my Vref to be 79 kts., about the same speed as an SR22. In spite of the bumpy, windy conditions, the plane was responsive and easy to slow down and keep on the centerline. Due its high-lift wing and composite structure, the Vision Jet handles turbulence firmly. SR pilots will also
love the way the Vision Jet lands: the attitude is nearly the same, and the trailing link gear makes for a smooth arrival using less than 3,000 feet of runway.
On the return trip to Kansas City, we tried out some of the safety features that will be important to single- crew operations and owner-pilots. The Garmin Electronic Stability & Protection system (ESP) will keep the jet out of the edges of the envelope when the autopilot is disengaged. If it senses a high rate of speed, it will nudge the nose up to avoid exceeding Vmo. It will also push the nose down in high angle-of-attack attitudes, and level the wings if bank angle becomes extreme. And like the SRs, there is a blue LVL button that engages the autopilot and brings the aircraft back to level flight. The aircraft also has a stick shaker/pusher for stall protection and an emergency descent mode if the system detects a cabin altitude that is too high. All these automated features – in addition to the CAPS – points to Cirrus’ commitment to safety.
Back on the runway in KC, I reluctantly made the turn onto the first available taxiway. One word came to my mind over and over: fun. This jet is simply fun to fly.
Training & Service
New owners will be required to obtain an SF50 type rating. Cirrus has designed a transition program for its piston owners that begins six months before delivery with an evaluation f light to assess instrument skills. From there, they are given an individualized “prescription” to sharpen skills or augment experience. They are also introduced to computerized ground school courseware to begin learning systems.
The training facility, which will be fully operational in April 2018, will house one full-motion simulator and two f light training devices (with room for up to four FTDs.) Cirrus anticipates initial training will take 10 days, but offers an “accordion”-type training program that can compress or stretch depending on the customer’s needs and previous experience. Owners also have the option of training in their aircraft, but are encouraged to take advantage of the sim training.
“Because of the jet’s simplicity, docile characteristics and cockpit common- ality to the SR22, transitioning to the Vision Jet is not a huge leap for many of customers. Most won’t be required to fly with a mentor,” said Bergwall.
Cirrus offers three levels of warranty programs, the highest being an all-inclusive, prepaid mainten- ance program that includes scheduled and unscheduled maintenance of airframe, engine and avionics. The top tier also includes annual flight training, and Cirrus indicated that several lenders are willing to finance the program. Currently, Cirrus has a company-owned service center in Knoxville and three additional ones operated by partnering companies. The company said it will continue to grow its service network as the population of Vision Jets grow.
Currently, inspection intervals are every 100 hours, with engines set at every 300 hours. The company said
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