Page 10 - Volume 16 Number 1

Test FlightAfter completing the before-start checklist, we found engine starts to be fairly straightforward. Ignition is activated, followed by engaging the appropriate starter button until N2 reaches approximately 13%, at which point the thrust lever is brought out of cutoff to the idle detent. Once the started engine is stabilized, the same procedure is repeated for the opposite engine.One of the unique before-taxi procedures of the Premier IA is the built-in test of the flight control systems. The roll assist, spoilers, and lift-dump systems are typically locked in the down position when the aircraft is secured. To release them from the locked position, operators must be diligent in their test of these systems prior to taxiing out; otherwise, they will be inoperable in flight.With the performance calculator function on the FMS-3000, operators can enter all pertinent atmospheric and weight conditions to calculate appropriate takeoff and landing speeds and distances. On this day, we had a departure airport elevation of approximately 1,400 ft MSL, temperature of 39°C, and a takeoff weight of 12,000 lbs. Balanced field length for the day’s flight was 4,912 ft. with V1, VR, and V2 speeds of 111, 114, and 122 knots, respectively.With an IFR clearance in hand, the FMS flight plan loaded, and the Beech Field airport diagram on the Multi-Function Display, we proceeded to taxi out. After a short taxi test was complete, it was time to take off. Brakes applied, I slowly brought thrust levers up to full attention, noticing that the throw distance required to travel from idle to full power was a bit longer than what I had experienced in other light jets; not good or bad, just different. Once takeoff thrust was achieved, I released the brakes and began the roll. Due to its relatively high wing sweep and wing loading, the Premier uses a bit more runway than other8 • TWIN & TURBINElight jets. However,acceleration is brisk once airborne. While the high wing loading on the Premier provides for longer takeoff runs, it also delivers one of the smoothest rides in its class.During climb, temperatures went from ISA +26 at the departure altitude to ISA +4 at FL410. Despite the warm temperatures aloft, the Premier climbed to its maximum cruise altitude in just under 27 minutes, burning 700 lbs of fuel. Once at 41,000 feet, we accelerated to 435 knots true airspeed, burning 860 lbs/hr. For flight planning purposes, most Premier operators should expect about 1,200 lbs of fuel for the first hour, 900 lbs of fuel the second hour, and 800 pounds the third hour.Obtaining maximum speed for the Premier IA requires a descent from FL410, down to FL330, wherea true airspeed of 451 knots can be experienced on a standard day. Expect a fuel burn of 1,200 lbs/hr at FL 330.After the maximum speed test, it was time to see how quickly the Premier IA could get down. With thrust at idle and speed brakes deployed, we easily achieved an 8,000-fpm descent rate down to 16,500 ft, where we evaluated handling qualities. At 250 KIAS, I completed a series of steep-bank turns, evaluating roll force and roll stability. While roll forces were relatively high, as compared to other light jets, I found control to be very manageable.After testing lateral-directional stability, it was time to evaluate slow flight characteristics. Extending landing gear and flaps, I reduced thrust to achieve our calculated Vref of the day, 115 KIAS. SlowJANUARY 2012