As I slide into the pilot’s seat of the A700, Adam Aircraft’s test pilot, Dan
Brand says, “If you take the left seat, you will have to start the engines.” For some jet
and turbine aircraft, the starting procedure can be complex, and a mistake can damage an
expensive power plant. But the Adam’s starting sequence has been simplified, and in a minute,
I have its twin Williams FJ-33 turbofans whistling as the Avidyne navigation displays
come on line.
After a quick check of the control and trim systems, we are cleared for
takeoff. Advancing the throttles presses us back in our seats, and we quickly reach a rotation
speed of 85 knots. The aircraft takes off and is easily trimmed for a climb speed of 150
knots at 3,500 feet per minute. The effortless acceleration and smooth jet buzz from the
Williams turbofans will certainly sweeten the deal for any pilot contemplating a step up to jet
power.
The VLJ, or very light jet, is the hottest development in general aviation.
If the projected sales figures are to be believed, more than 3,000 of these small six- to
eight-passenger jets are already on order.
Adam Aircraft’s entry into the VLJ market is the A700 ($2.25 million), an
all-carbon-fiber composite, twin-boom, twin-engine, 6+2 passenger VLJ. Its roomy interior
features club seating and a civilized aft-mounted lavatory, isolated by a sliding door,
rather than the midship-mounted commode of other VLJs. This alone should make the A700 a
popular aircraft for operators taking it on longer trips.
The Adam A700 VLJ is powered by twin Williams FJ-33 turbofan engines and has a
maximum cruise speed of 340 knots at 38,000 feet. (Click image to enlarge)
On the ramp, the A700 makes quite a style statement, with its air stair door,
twin tails, and a full-width elevator arcing over and behind the engines. The sleek nose
houses a huge luggage compartment that can accommodate multiple golf bags. Roomy interiors
and aesthetics aside, the single-pilot A700 will deliver the dream of jet flight to many
owner-pilots. Just how difficult will it be for a pilot to make the transition from pistons and
props to jet engines? I was about to find out.
At once, the aircraft inspires confidence. The side stick controller is
properly weighted and offers accurate feedback and feel of the aircraft.
Arriving at our cruise altitude, the A700 is easy to trim as it reaches
cruise speed. I perform some steep turns and lazy eights, finding pleasing handling
qualities. The performance is impressive as well, with a maximum cruising speed of 340 knots
(392 mph) and a range of 1,100 nautical miles (1,265 statute miles), plus reserves.
Back in level flight, Brand reaches over and pulls back the throttle on the
right engine to demonstrate the A700’s single-engine performance. This simulated emergency
proves to be a nonevent, as asymmetric thrust is minimal, requiring only light rudder pedal
pressure to keep the aircraft under control. At 8,000 feet, I easily initiate a climb of
750 feet per minute, using only 80 percent thrust from the remaining engine.
Returning to the airport, the A700 was easy to manage as we entered the
Camarillo, Calif., landing pattern at 135 knots. Lowering the gear, flaps, and turning to the
final approach, I find that it is important to stay on top of the airspeed. Jets have a few
seconds of throttle lag, so if a slowing trend is detected, power must be immediately
adjusted to maintain the target airspeed of 112 knots. This may require a larger movement
of the throttles than is normal for pilots accustomed to the immediate response of
pistons and propellers.
Though interrupted by a gust of wind, my arrival is not at all jarring,
because the Adam has a strong, trailing link gear to soften even the most ham-fisted landing.
For a high-time pilot of a single-engine plane that has retractable landing
gear, the A700 will initially feel a bit heavy, requiring faster pattern and approach
speeds. When compared to traditional turbocharged piston engines, however, it is still easy to
handle, and its power plants are more easily managed. For the twin-engine driver making the
step up, the jet will actually feel easier to fly while offering the security of two reliable
turbofans.
Adam expects certification late this year, and has already received orders
for 286 A700s. Though the majority of the aircraft will be flown by air taxi and jet
operations, at press time, more than 60 of them are scheduled to go to owner-pilots.
Adam Aircraft
866.232.6247
www.adamaircraft.com