Photograph by Mike Fizer
Collection Gift Guide: Maximum Microjet
December 1, 2006
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
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