Page 10 - Volume 20 Number 7

an appropriately-rated pilot to flight test their SubSonex, simply to protect their investment, transitioning into the SubSonex is enjoyable, educational, and relatively stress-free, especially for pilots accustomed to operating complex/high-performance aircraft.
First, complete Sonex’s T-Flight Training Program in the two-seat Sonex Sport Trainer, to get the feel for the flight controls and sample the airfoil characteristics. Second, log some dual instruction in a two-seat TJ-100 powered aircraft, to experience the engine operating principles and techniques. Currently, the best option is Bob Carlton’s TST-14 BonusJet glider course in NM, although other options may become available in time.
The author (center) poses with retired ATC Specialist and Regional Airline Captain and current BonusJet instructor, Billy Hill (right), and retired FAA Inspector and current BonusJet/SubSonex DPE, Bob O’Haver (left), after his TST-14 BonusJet permanent LOA checkride.
After a flight with a DPE in the engine training aircraft (a full-blown LOA checkride is an option, but is not required), you can receive a temporary (30-day) LOA to fly your SubSonex and practice for your permanent LOA checkride. Thereafter, you’ll be off on a quasi fighter-pilot experience that will have you grinning from ear to ear.
Pilot-in-Command: Logging Microjet Time
As sole occupant and, by default, sole manipulator of the controls, you’ll be logging microjet PIC time even before becoming officially rated in the SubSonex. While I had thousands of turbine hours going in, the BonusJet and JSX-2 were the first single-engine jets I’d ever flown. Even so, no real surprises were encountered. In fact, the whole process was low-key, relatively stress-free, and great fun.
The JSX-2 cockpit is laid out in a logical, ergonomic fashion that meshes well with its relatively simple operation. All controls fall readily to hand and the large combination Primary Flight Display (PFD) and Multifunction Display (MFD) will please pilots accustomed to advanced avionics and instrumentation. The controls are light and responsive, which may take a few minutes of adjustment if all your recent experience is in cabin-class twin/turbine aircraft. Fortunately, the side stick is controlled with just the wrist, which helps limit any over-controlling tendency. While ailerons become heavier as airspeed increases, in all fairness that only becomes noticeable within the SubSonex’s top-end speed range (200-250 KIAS) and even then the forces remain lighter than any cabin-class aircraft I’ve flown.
Standard maneuvers, such as steep turns, slow flight, and various types of stalls, offer no significant surprises. Even though the JSX-2 is well-mannered in slow flight, the pilot must be proactive when behind the power curve, recalling that a jet engine’s available thrust doesn’t change in proportion to its operating speed. For example, reducing RPM just 6%, from max climb (98%) to max cruise (92%), results in a 25% drop in available thrust.
8 • TWIN & TURBINE
JULY 2016