Flight International — 22 August — 4 September 2017

26 | Flight International | 22 August-4 September 2017 flightglobal.com

COVER STORY

❯❯ SAS). Lateral directional stability issues
in V tail designs are typically compensated
for by an active yaw damper (YD). For any
number of aircraft, there is a pilot-observed
limitation prohibiting take-off or landing with
the YD engaged. In the Vision Jet, the YD is
automatically engaged climbing through
200ft above ground level (AGL) and disen-
gaged descending through 200ft AGL, as de-
termined by GPS position data.
To provide needed stability and control
near the runway, the yaw SAS steps in. Con-
trolled by the autopilot, its operation is trans-
parent to the pilot and allows for cross-con-
trol inputs in crosswind landing scenarios.
The pre-flight inspection was straightfor-
ward and no more involved than that for any
light aircraft.

Access to the cabin is through a large clam-
shell door that incorporates steps in the lower
half to ease entry. The forward left-hand seat
was slid fully aft on its tracks, allowing me to
sit directly in the command seat. Once belted
in with the three-point harness, I slid the seat
forward, allowing Bergwall and Cirrus safety
pilot Jason Dillion to enter the cabin.
Bergwall strapped into the forward right-
hand seat, with Dillion siting in the second
row. The flight deck is well-arranged in a
somewhat unique manner. The forward
panel is dominated by two 14in (35cm)
GDU1400 display units, including one for
the primary flight display (PFD) and the

other for the multifunction flight display

(MFD). Aft of the screens is a bolster, hous-

ing switches as well as three touchscreen

controllers. The autopilot control panel and

single thrust lever (TL) are placed on the

centre console. In what I found to be an out-

standing feature, all emergency controls are

located on the overhead-mounted “emer-

gency panel”. Most prominent among them

is the CAPS actuation handle.

HIGH-PRICED SALOON

Engine start controls, just forward of the side-

stick, seemed more like the ignition button for

a high-end Audi or Jaguar car than a turbine-

powered aircraft. Once cleared by ramp per-

sonnel, the engine knob was turned to “RUN”

and the engine button pressed to initiate the

start sequence. The full authority digital en-

gine control system made the Williams Inter-

national FJ33-5A’s start sequence essentially

automatic, with the pilot only monitoring for

any abnormalities.

Time to idle engine speed was about 30s

with inlet turbine temperature peaking at

650°C (1,200°F), well below its limit of

1,000°C. The flaps were set to the interme-

diate 50% position, and the parking brake

released for taxi to Fresno’s runway 29L.

Initially I found taxiing the Vision Jet tricky

as it has a fully castering nose wheel. I

would have expected an aircraft in this cat-

egory to have nose-wheel steering, but Berg-

wall assured me that upgrading Cirrus pis-

ton pilots are quite used to this scheme.

Prior to entering the active runway, Berg-

wall reviewed take-off contingencies. In the

very unlikely event of engine failure our

course of action would be determined by our

altitude. Below 1,000ft AGL? Land straight.

Between 1,000 and 2,000ft? Deploy the CAPS.

Above 2,000ft? Initiate an air start while turn-

ing towards an emergency landing field.

Once cleared, I advanced the TL to the full

forward take-off (TO) detent. On the hot 35°C

day, TO power stabilised at 62% of standard

day rating, as indicated on the thrust display

on the engine indication system (EIS). I first

used differential braking to maintain runway

centreline, with the rudder becoming effec-

tive around 40KIAS (74km/h). At 90KIAS a

firm aft pull was needed to establish the 5°

nose-up TO attitude. Pitch force changes

caused by gear and flap retraction were easily

countered with sidestick-actuated pitch trim.

At 3,000ft AGL, in a clean configuration and

above obstacles, I retarded the TL to the maxi-

mum continuous thrust (MCT) detent.

CLEARING THE SIERRAS

After an initial climb speed of 150KIAS was

established, I engaged the autopilot. The TL

was left in the MCT detent as we climbed

above the Sierra mountains en route to Den-

ver’s Centennial airport. Passing 20,000ft, the

climb profile transitioned to a constant Mach

speed of 0.313. Our TO weight had been

2,692kg (5,935lb), just below its maximum of

2,722kg. Temperatures during the climb were

Perspective Touch cockpit is

based on Garmin 3000; overhead

are all of the emergency controls

Lower parts of “X-tail” are moveable

fins, part of the autopilot-controlled

yaw stability augmentation system

The full authority digital

engine control system made

the engine start sequence

essentially automatic