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The TST-14 BonusJet glider is currently the go-to aircraft for transition training into the SubSonex. Along with their engine commonality, the landing picture on both aircraft is nearly identical.
Back at the airport, the TST-14J does things foreign to traditional glider pilots, such as go-arounds and touch-and-goes! It is necessary to practice landing with power, as the TJ-100’s 36 lbs. of residual idle thrust discourage landing in a 1,200-lb. aircraft with 56 feet of wingspan, although spoilers address that issue adequately. If desired, power-off landings are an option (with engine stowed or extended). Either way, flying the TST-14 will make you a better pilot, forcing you to use good crosswind technique and manage your energy state, improving your traditional twin-and-turbine flying.
Those that come into the BonusJet course with an existing Glider Rating can opt for a checkride to receive a permanent Letter of Authorization (LOA) for the BonusJet. The LOA is essentially the same as a jet- aircraft Type Rating, in that it appears on your pilot Certificate by aircraft type. It’s unlikely you’ll ever earn a “Type Rating/LOA” any cheaper or quicker than in the BonusJet. In fact, if you already operate a small jet, a checkride in the BonusJet can satisfy your annual FAR 61.58 requirement, at a fraction of the cost of doing it in your Citation or Phenom!
When A Dual Checkout Isn’t An Option
With the PBS TJ-100’s 247 lbs. of thrust propelling the project, Sonex Aircraft moved its SubSonex single-seat microjet design from the prototype stage (as the JSX-1) into a production configuration (the JSX-2), then onto the airshow circuit (flown by Bob Carlton) and into the hands of customers. As of this writing, Sonex had two factory-demonstrator JSX-2’s flying; Carlton’s airshow steed (Serial #001) based in Moriarty, NM, and Serial #002, based at the Sonex factory in Oshkosh, WI. The first customer-assembled JSX-2 SubSonex (#003) has been completed and has begun its flight test program, while at least a half-dozen more are in various stages of construction.
So, how does one go about learning to pilot a jet that requires FAA authorization to fly, but doesn’t have an instructor’s seat or simulator? It’s not as tough or scary as one might imagine. While many builders will elect to hire
JULY 2016
TWIN & TURBINE • 7