28 | Flight International | 22 August-4 September 2017 flightglobal.com
COVER STORY
actuated pitch trim rate was too slow to
relieve the changing pitch forces. Bergwall
suggested I use the pedestal-mounted, man-
ual pitch trim wheel instead, which ironi-
cally was too effective and caused me to
overcorrect. Many aircraft have variable
trim rates, some simply based on flap posi-
tion. Cirrus may find that a variable-speed
pitch trim system will enhance the Vision
Jet flying experience.
With 100% flaps, our approach speed was
85KIAS, equivalent to the reference landing
speed plus 10KIAS. This was perhaps the
slowest approach speed I had ever flown in a
jet aircraft, one that allows the Vision Jet to fit
in with piston aircraft at small airfields.
On final, 30% indicated thrust held our ap-
proach speed. With the TL at idle at about
20ft, I started a slow flare manoeuvre. Initially
a tad high, I milked the Vision Jet down to the
runway, where the trailing link main landing
gear ensured a soft touchdown. Toe-actuated
wheel braking quickly slowed us for runway
turnoff and taxi to transient parking. During
the taxi I found having the thrust above idle
gave me enough momentum to negotiate cor-
ners with differential braking and the caster-
ing nose wheel. After shutdown, I noted the
926nm (1,715km) flight had taken 2h 57min,
while burning 715 litres (189gal) of fuel.
RESIDENT SAFETY
Dusk was approaching as we started the FJ33
engine for our flight to Little Rock. The wind
had shifted since our arrival and we taxied to
runway 17L for take-off.
Pacing on take-off was similar to my first
one in Fresno, the higher elevation being
compensated for by the cooler temperatures
and lighter gross weight. Dillion was based in
Denver and would not be continuing with us
on our journey. The climb to 27,000ft took
around 26min, where MCT power was left
for high-speed cruise at 173KIAS to Little
Rock. A fuel flow of 54gal/h gave us M0.441
and resultant true airspeed of 273kt.
Nearly 2h at cruise altitude gave me time
to reflect on the SF50’s strengths. The Per-
spective Touch avionics package is one of
the strongest, most capable systems I have
experienced in any jet except for current
large cabin offerings. One unique feature, es-
pecially at this price point, is a daylight/in-
frared enhanced vision system, which pre-
sents the forward infrared view on the MFD,
and should increase situational awareness in
low light and obscured conditions.
The Vision Jet’s safety features also set it
apart. Resident in the Perspective Touch
package, pressing the blue “LVL” button will
roll the aircraft wings level and hold alti-
tude. Additionally, the autopilot’s electronic
stability and protection feature prevents roll
as well as slow- and high-speed exceedanc-es. The extremely reliable FJ33 turbofan
should not be overlooked as a safety im-
provement over a piston engine. And if all
else fails, Cirrus’s CAPS should save the day.CHEAP JET?
The descent and landing at Little Rock was
uneventful, save for my making the last tight
90° turn into the ramp parking spot.
Some have commented that the Vision Jet
is the “cheapest” jet on the market, and nothing
could be more irrelevant. There is nothing
“cheap” about the Vision Jet. It is a well-made
aircraft with many strengths from an estab-
lished manufacturer that has striven to improve
safety in general aviation. If flying higher, farther
and faster is your goal, there may be better – and
more expensive – options available. But if you
are an established Cirrus pilot looking to move
up into something larger and faster, the Vision
Jet will suit you to a “T”.
Or should I say a “V”? ■❯❯
Piggyback placement of FJ33
engine needs no inlet ductingSF50 is lowest-price jet on
the market, but there is
nothing “cheap” about it