The practical jet age arrives.

By Paul Dye

If you say “personal jet” in the lobby JSX-1 flew as a proof of concept air- so in April we headed down to Moriarty,
of a typical general aviation FBO, images plane several years ago, and astounded New Mexico, the home of test pilot Bob
of a Cessna Mustang, Eclipse 500, or the community as the first such design Carlton’s Desert Aerospace, to complete
maybe the up-and-coming Cirrus Vision since the BD-5J. Monnett took what the necessary transition training and give
will come to most people’s minds. Forget he learned from the fixed-gear JSX-1 the little jet a workout. The training pro-
those people. Let’s talk really personal— and refined the design to produce the gram devised by Carlton and Sonex (and
we’re not just general aviation, we’re JSX-2—the current design. An airplane approved by the FAA) is thorough, yet
Experimental aviation! How about a with up to two hours’ endurance, it is not not complicated, and prepares one well
single-seat cocoon with one jet engine just an airshow performance wonder; it for their first flight in the jet (see sidebar
and an unrestricted view out front— is a practical, fun machine that provides on page 21). The airplane flown for the
now that is personal. And where can you enough margin (in fuel, speed, structure, test was the JSX-2 prototype, currently
find that formula? In the new SubSonex and forgiving flying qualities) that the on tour with Carlton flying airshow rou-
from Sonex Aircraft, LLC. This single- dream of a true personal jet is now in tines for aviation fans around the coun-
engine Experimental jet features a reli- reach of anyone that can afford to build try. For a prototype, we were impressed
able, easy-to-install powerplant, and the a mid-level homebuilt. You wouldn’t with its fit and finish, and while a few
factory is already shipping ultra-quick- want to make it your only transporta- improvements are still in the works, it is
build kits to customers. tion machine, or a “daily driver/do-all” representative of what the first custom-
The SubSonex began as a dream in the plane—but as a way to unwind in the ers are building in workshops right now.
mind of Sonex founder John Monnett— sky, it would certainly fill the bill.
a dream for a personal sport jet that could KITPLANES® was given the oppor- Construction
be flown by someone with average to tunity to be the first independent orga- Structurally, the SubSonex appears to
good pilot talent and skill. The SubSonex nization to fly the jet for an evaluation, have a great deal in common with its

8 KITPLANES August 2015 www.kitplanes.com & www.facebook.com/kitplanes

Photos: Paul Dye, Richard VanderMeulen, Paul Bertorelli KITPLANES August 2015 9
The Siren Smell
of Kerosene
The personal jet has been a dream of anyone
who grew up thinking that airplanes would
always be getting faster, flying higher, and
going farther—all the while becoming more
maneuverable and more capable. Here are
a few of the Experimental jet kits that have
popped up in the aviation world over the years.
1973—BD-5J: The mother of them all. Jim
Bede’s BD-5 graced the cover of the October
1971 issue of Science and Mechanics, and
orders started coming in by the hundreds,
then thousands. The jet version was James
Bond’s escape vehicle in the movie Octopussy.
SubSonex quickbuild kits under construction in Sonex’s Oshkosh facility. Despite the
Due to build complexity, cost, and a relatively caché of being a jet, the construction is familiar to anyone who has built a Sonex.
high accident rate, there are only a few BD-5Js
flying today. piston-powered Sonex brethren. The behind the pilot. The “Y-tail” (two rud-
1992—BD-10: With the BD-5’s troubles all-aluminum structure is conventional dervators and a small rudder that forms
centering around engine availability issues, in every way. Pop rivets are used for the stem of the “Y”) appears to be built
Bede chose the ubiquitous General Electric J85 primary assemblies, and I saw few cases just the same as the tails on the Waiex
turbine and built the world’s first “supersonic” where solid rivets were used or required. and Xenos—proven designs from
(the plane actually never exceeded Mach 0.83) Most of the aluminum panels are flat or Sonex. This tail works perfectly for the
Experimental around it for his second jet kit. have a single curvature—very few com- SubSonex, as the jet exhaust goes right
Five aircraft were built—three crashed killing pound curves were evident, and if they between the panels.
their pilots, and the two remaining are not were, I expect that those parts are pre- The landing gear on the SubSonex
currently flightworthy. formed by Sonex. The basic box struc- has got to be one of the smallest set
1999—ViperJet: Originally conceived ture includes aluminum angles at the of retractable wheels I have ever seen
of as a pusher-prop jet lookalike, driveshaft corners, with flat panels such as the side on a human-carrying airplane. Inge-
issues (which also plagued the prop version and bottom riveted to those to provide a niously designed by John Monnett,
of the BD-5) led the Hanchette brothers rigid cocoon. the gear features two wheels on each
to install a turbojet powerplant. The The outer wing panels are removable maingear truck and a single wheel on
prototype was underpowered, but a later for transport (and Sonex offers a trailer the steerable nosegear. While many
version had the oomph (and fuel flow). See that is custom-configured to transport (if not most) new tricycle-gear aircraft
Doug Rozendaal’s pirep, “ViperJet Redux,” the jet). Since there is no fuel in the are electing to go with free-castering
in the March 2009 issue of KITPLANES®. The wings, putting the airplane together nosewheels and differential braking
company web site is defunct. and taking it apart is fairly simple. The for steering, Monnett decided that
2004—Comp Air Jet: For a mere $1.2 fuel tank is poly and sits in the fuselage a single brake master cylinder was
million (and that’s 2004 dollars!) you can
have your very own business jet. Ron Lueck, The Y-tail is the perfect configuration for
president and CEO of Comp Air, says that a single-engine jet. The high thrust line
although they haven’t sold any kits, factors is noticeable, but easily managed.
like the economic recovery, low fuel prices,
and affordable used turbines have prompted
more inquiries about this poor man’s G650.
—Eric Stewart

ViperJet

10 KITPLANES August 2015 www.kitplanes.com & www.facebook.com/kitplanes

The simple box-like construction might
almost make a builder wish there was a
non-quickbuild option.

lighter than two, and that steering the

nosewheel was a lighter alternative.
The result is an airplane that steers just
fine at all speeds from a slow taxi to the
90+ mph rotation.
The brakes are custom-built into the
mainstruts and actuate on disks on one
wheel on each side. We understand that
a design change to include a brake on the
other wheel is in the works; this should
increase the available braking capability
quite nicely.
The gear is retracted and extended
via a pneumatic system that includes
an air pump behind the pilot and very
small air lines running down to each
wheelwell. The gear goes up and down

Two batteries behind the nose cone provide

plenty of power for starting.

KITPLANES August 2015 11

(Left) The landing gear indicators are LEDs located above the simple toggle switch. (Center) The steerable nosegear is custom built by
Sonex and fits the jet perfectly. (Right) The maingear features two tires per side—just like the space shuttle. To improve stopping power,
John Monnett has a new design in the works for the brake system.

fairly quickly when the pilot throws the learn to shade the indicator panel with The top-mounted engine is attached
toggle switch on the panel. Three green your hand when checking that the gear structurally with two bolts. This allows
LEDs indicate that the gear is down and is down. for easy maintenance and a simple load
locked, and three red ones indicate that A small camera (actually an automo- path. The canopy is a tip-over and in
it is retracted. A small pressure gauge tive backup camera) is installed on the the current kits is pre-fitted and ready
located behind the pilot’s head indicates underside of the nose, looking back- to go—a huge time-saver for most
the pressure in the system; it is viewable ward. The image can be displayed on everyone. In the cockpit, plastic side
in flight, but not part of the normal scan. the EFIS screen if desired to make sure panels close out the mechanisms for
It is checked only if the pilot suspects a that the gear is actually extended. This controls on each side and make for a
problem. The LEDs can be a little tough is a good backup to the green LEDs, but comfortable environment for the pilot.
to see in direct sunlight, but you quickly we never had to use it in flight. The large single-screen MGL EFIS is in

PBS TJ-100 Turbojet Engine

What makes a jet a jet is…well, the jet! The first thing people ask
when a new jet aircraft is announced is, “What engine is it using?”
The SubSonex became practical with the introduction of the TJ-100
engine from PBS Velká Bíteš of Czechoslovakia. Based on the hot
section of a long-time Soviet APU, the TJ-100 is compact (just 24.6
inches long and 10.7 inches in diameter), weighs just 45 pounds, and
produces 247 pounds of thrust at full throttle, burning a variety of
jet fuels (Jet A-1, JP-5, or JP-8).
So far, the engine has proven reliable in the SubSonex and
BonusJet. From a pilot perspective, you do a visual preflight to Specifications
make sure that the turbine blades are in good shape and the intake Thrust: 110 daN (247 lbf)
area is clean. You check the oil and make sure that the itty-bitty Length: 625 mm (24.6 in)
dipstick shows the tiny quantity to be in limits. And then you get in Outside diameter: 272 mm (10.7 in)
the cockpit and let the Full Authority Digital Engine Control (FADEC) Total weight: 20.6 kg (45.4 lb)
do the rest! Electrical power output: 750 W, 28 V
Engine operation is as simple as powering up the computer Fuel: JET A-1, JP-5, JP-8
with the engine power (or master) switch, then taking the Start/ Specific fuel consumption min: 1.09 kg/daN/h (1.09 L/h)
Stop switch to Start (in the BonusJet) or advancing the throttle to Oil: 3 cST / 5 cST
the start position (in the SubSonex). Verify that the oil pressure is Operation Range
good, the EGT is in limits, and that the engine is stable, and you Flight Altitude: 0–8000 m (0–26,000 ft)
are ready to go. Flight Speed: < Mach 0.8
Visit www.desertaerospace.com/turbines.html for additional Start Altitude: 0–4000 m (0–13,000 ft)
information. Starting Speed: < Mach 0.4
—P.D. Operating Temperature: -30 ~ +50° C (-22 ~ +122° F)

12 KITPLANES August 2015 www.kitplanes.com & www.facebook.com/kitplanes

 Visit Us At
The large handle is for flaps and brakes; EAA AirVenture
the small one on the quadrant is the Booth# 2104-05
throttle.

easy reach, and its position is excellent

for viewing.
All in all, a builder will find that
the SubSonex is conventional and
much simpler to build than a typical
homebuilt because there are no engine
baffles to fit and build, the powerplant
systems themselves are so simple as to
be mostly hooking up connectors, and
the most complex wiring will probably
be for avionics—and if you go with the at David Clark Company, there’s only one way
factory setup, that is mostly plug and to make headsets that last — put quality fIrst.
play as well. We think the next headset you purchase should be the last one you own.
That’s why every David Clark headset we make has to pass the highest quality
In the Cockpit standards. And why our headsets long outlast their warranties, and out-perform
The SubSonex cockpit is comfortable the expectations of pilots who wear them. Get more than what you pay for. Get
for this average-sized human (5 feet 8 a David Clark headset. Call 1-800-298-6235 or visit www.davidclark.com.
inches, 170 pounds). Bob Carlton, the
factory test pilot, is three inches taller,
and reports not feeling cramped. Com- ENJOY YOUR FLIGHT

paring it to other single-seat aircraft, I Made In USA

felt it was a little wider than the RV-3 or © 2015 David Clark Company Incorporated
Onex, and about the same as the newer ® Green headset domes are a David Clark registered trademark. W W W. D AV I D C L A R K . C O M

Panther. Sonex provides plastic side

panels in the kit—an unusual luxury
item for small homebuilts—and yet 230-31278 H10-13 4625X7125 KP.indd 1 5/6/15 3:03 PM
these don’t intrude on the usable space.
You’re not going to play handball in the
cockpit, but I suspect that most pilots
won’t feel crowded.
Once you settle yourself in, the first
thing you might notice is the lack of a
stick between your legs. The SubSonex
departs from traditional Sonex designs
by having a side-stick controller on the
right side. There is a nice rest to stabilize
your forearm, and the overall system is
quite comfortable.

KITPLANES August 2015 13

 On the left side is a hefty handle
with detents and a safety latch. Pull-
ing back on the handle increases flap
deflection, and pulling all the way back
activates the brakes. As with all Sonex
designs, there is no differential braking.
The safety latch on the handle must be
squeezed to move the lever out of the
flaps-up position.
While the left hand falls naturally to
the combo lever, that’s not the throttle.
The throttle is actually a fairly small
handle on a quadrant mounted up
near the canopy sill. This quadrant is
the standard controller provided with
the PBS TJ-100 turbojet engine, and
includes a spring-loaded idle stop. The
The SubSonex panel is dominated by a single EFIS screen. Very few switches are required
engine is started by moving the throttle for the rest of the plane’s operation. The engine monitoring panel is in the center console.
through the spin-up positions, then
popping it past flight idle. are the master, fuel pump, engine main On the right side of the center console,
The canopy latch is located behind the power, and instrument master switches. you’ll find a big red T-handle for the
throttle, and is a little stiff—but this is a The large MGL screen dominates the Ballistic Recovery ’chute and the Moun-
good thing because you sure wouldn’t middle of the panel, and on the right, you tain High oxygen system outlet.
want to accidentally release the swing- find a controller for a cabin heater (not Everything you need and nothing
over canopy in flight. In addition, the yet installed in this aircraft) and switches that you don’t—that’s the theme in the
latch has a safety pin that is inserted for strobes and position lights. A push- SubSonex. It is, after all, a day VFR air-
after closing to make sure that it won’t to-talk switch sits atop the sidestick. plane (at this time), and that simplifies a
be moved accidently. The center console includes the stan- lot. The FAA is still trying to get its col-
Moving across the front panel, you’ll dard red Sonex trim wheel, the 2 ¼-inch lective heads wrapped around the idea
find remarkably few controls for a tur- MGL com radio, controls for the oxy- of a jet aircraft that doesn’t normally fly
bine aircraft. The landing gear switch gen system, and—most importantly— IFR, but frankly, this airplane is plenty
and indicator lights are in the upper left the display module for the engine. This of fun to have around without trying to
of the panel. This switch controls the module shows rpm and EGT on vertical burden it that way. In any case, the Sub-
pneumatic gear. The pilot will occasion- light bar displays, as well as status lights Sonex hasn’t been used for cross-country
ally hear the air pump cycle to maintain for the engine, oil pressure, generator, flight yet, and until that need arises, the
system pressure. Beneath the gear switch and the automatic protection system. cockpit is perfect for what it does.

14 KITPLANES August 2015 www.kitplanes.com & www.facebook.com/kitplanes

No one knows your factory engine better than the factory that built it in the first place.
Only Lycoming can rebuild your engine to factory-new specifications that come with a
zero-time log book, a two-year factory warranty, and increases to your airplane’s value.
There is no comparison.
Visit your local distributor or call Lycoming at 1-800-258-3279 and ask how you can
save up to $5,000 on a rebuilt engine*. Learn more at Lycoming.com.

*Certain restrictions apply. Exchange engine

core requirements will be dependent upon the
selected offer. Contact your distributor or visit
Lycoming.com for more details.

© 2015 Avco Corporation. All rights reserved.

 Sitting in the cockpit, it feels like hand, the SubSonex is started with a Getting into the airplane requires a
you can almost reach out and touch single move of the throttle lever, the little help. Because of its size and the
the wingtips, but the little cocoon feels cockpit has very few switches, and the placement of the landing gear, it will sit
quite substantial and compact, not at all construction is typical Sonex—simplic- on its tail with no one in the cockpit.
flimsy, and ready to go flying! ity personified. There is nothing truly While it is OK for it to sit on the tail-
complicated about the SubSonex. In skid, it is not OK for it to bang on the
Flying the SubSonex fact, pilots just figure that there must skid, so it is important to counterbal-
The SubSonex is an interesting mix of be a catch because it is a jet. Allow me ance the plane by having someone push
complexity and simplicity. On the one to let you in on a little secret: If you down on the nose while the pilot enters.
hand, we all know that jets require are reasonably sharp enough to handle Current operating technique includes
careful attention to procedures, precise anything more complex than a basic three lead-filled shot bags placed in the
speed control, and measured responses trainer, you can probably learn to han- leg wells to hold the nose down when
to off-nominal situations. On the other dle this machine. no one is aboard. These get removed

An Interview With the Monnetts

John and Jeremy Monnett, the father and son team that runs Sonex components are specific to the package and greatly simplify its
Aircraft and brought the SubSonex to market, sat down with us to answer installation and operation. It is in production and deliverable.
a few questions about the latest addition to the already established line Jeremy: The PBS TJ-100 engine has done everything the com-
of kits coming out of their Oshkosh-based company. Their comments give pany promised and then some. The fully integrated package of the
us a window into the how and why of the SubSonex itself—as well as the TJ100 keeps wire runs and harnesses short and simple compared to
obvious joy they get out of making it available to the aviation community. other hobby engines requiring external ECUs (Engine Control Units).
KITPLANES®: How long have you been thinking about a personal jet KP: You first flew the JSX-1 a couple of years ago. What are the
project? What was the genesis of the idea? design differences between the JSX-1 and JSX-2?
John: Ever since I saw the BD-5 back in the ’70s, I dreamed of having John: JSX-1 was basically a down-and-dirty concept prototype. It
a little jet, knowing full well that at the time, it was not affordable. was originally fitted with a single mainwheel, which proved to be a
Jeremy: I’ve been attending the airshow at Oshkosh since its bad idea…to say the least. Fitting it with tricycle gear and eventually
earliest days and I was very young. There are a handful of airshow acts a retractable nosegear allowed us to evaluate and explore the perfor-
that I remember just about every detail. The BD-5 Silver Bullet Team mance and handling envelope. JSX-2 shares the basic geometry, but
was always a highlight for me as they zoomed past the crowd. I always has been refined to include a larger cockpit, fully retractable gear,
wondered what it would be like to fly one. This project is 100% my more fuel capacity, rotationally molded fuel tank, and removable
father’s idea, and I have been working along with the rest of the team external wing panels.
to bring his vision to reality. KP: Fitting everything you need to make a flying airplane into a
KP: From the time you thought of doing a personal jet, did the small package is difficult. Did you have to leave anything out of the
configuration change in your mind? Or did it turn out to look like your JSX-2 that you would like to have in there?
original concept? John: I did not leave room for a smoke tank, and that has been a
John: Actually, Pete Buck and I looked at several configurations for challenge for airshow work.
a very light jet as another niche aircraft following the E-Flight electric KP: Did the airframe for the JSX-2 evolve from the JSX-1 and the
project. The possible availability of larger model-airplane turbines Sonex? Are there any similarities between the Sonex/Waiex/Onex
allowed us to pursue the viability of the project. So, the search was on structure and the SubSonex, or is the SubSonex a clean-sheet design?
for an engine that could produce a minimum of 150 pounds of thrust. John: Both JSX-1 and -2 share the same simple construction philoso-
KP: Airplanes are frequently designed around an engine; did the phy as Sonex’s other models—a box with a round nose and canopy—
design idea go through multiple engine concepts? What were they? but do not share any of the same airframe parts. The geometry is
John: I found and bought a Heward engine that promised to deliver closely related to a scaled Waiex.
the required thrust. We designed and built the single-wheel JSX-1. Jeremy: In its simple planform, JSX-2 is identical to JSX-1 except
Unfortunately, the Heward did not have a controller or operating for the wider cockpit, which has made for an extremely comfortable
system. Our E-Flight electric team set out to design a controller for the cabin for most every sized individual. Our design team learned a great
prototype. Heward went out of business…End of story, until I met Bob deal about proper V-tail design from the Waiex, and that experience
Carlton at AirVenture. He was flying the PBS engine and steered me transferred readily to the SubSonex series.
in their direction. We received very good cooperation from PBS and KP: The BRS is something that adds a lot of appeal to many pilots.
purchased a PBS TJ-100 engine. What was the motivation for including that in the basic aircraft?
KP: What do you like about the engine you chose? What features John: The BRS was a logical choice for a couple of reasons. It is
make it a good choice? difficult to bail out of a small aircraft with the cockpit configuration
John: The PBS is a fully developed engine package. Not only like JSX-2, and parachutes are uncomfortable and take up space. The
the engine itself, but the controller, instruments, and fuel system configuration of the JSX-2 allows a no-nonsense installation near the

16 KITPLANES August 2015 www.kitplanes.com & www.facebook.com/kitplanes

 After his first flight in the SubSonex, the
author (left) is debriefed by test pilot Bob
Carlton. First impressions? The jet is fun
and not difficult to fly!

when the assistant pushes down for the

pilot to enter.
Once I stepped over the cockpit sill and
slid my legs in place, it was apparent that
the cockpit has ample room for more
than just an average-sized human. Fas-
tening the five-point harness was easy,
and since the current airplane is used
for aerobatic routines at airshows, it is

CG without the hazard typical of low-wing lightweight aircraft of injur- John: Those who share the dream, understand the mission, have
ing the pilot and passenger when deploying the ’chute. qualifications—and the money—for a toy!
KP: John, you flew both the JSX-1 and the JSX-2. Can you describe KP: Are you making changes and improvements to the kit? Or do
how they are the same and how they differ? you think you’ve finalized the configuration?
John: Both aircraft fly pretty much the same. I am impressed by John: As with all Sonex designs, we are constantly striving to
how easy and solid they are to fly…much like a Sonex…on steroids! improve the design, its features, and the builder’s experience.
KP: Both John and Jeremy, describe your first flight in the jet. What Jeremy: I would call the configuration finalized. Keep in mind that JSX-2
were the emotions you felt, this being a long-term goal? is a second-generation aircraft—actually third if you count the major gear
John: As with any new design flight experience, euphoric emo- change of JSX-1—and had a few minor changes to assemblies to simplify
tions are shadowed by legitimate concern until proven unfounded. them for the kit market. At this time, no major changes are planned for
To realize the dream of becoming a jet pilot—even at the age of the kit. The documentation package is quite simple, with many isometric
70—defies description. I have been spoiled and have little ambition assemblies taking advantage of our 3D design tools and capabilities.
to get behind a spinning propeller again! KP: The quickbuild kit looks pretty complete. What is the most chal-
Jeremy: I felt comfortable when entering the cockpit…which lenging part of the build, in your opinion?
surprised me. I know the aircraft from the inside out and have John: The quickbuild kit does most all the real challenging tasks,
watched and studied lots of camera footage of Bob Carlton flying including the canopy.
it…there’s comfort in familiarity. The BonusJet TST-14 training Jeremy: The Sonex engineering team has been involved with the FAA’s
program was also huge in having me ready for what to expect. I National Kit Evaluation Team (NKET) process and worked to maximize the
felt relief once the wheels left the ground in having a simple and value of the kit and level of completion while staying compliant with the
stable aircraft to fly—just like the rest of the Sonex fleet. After spirit and intent of the Experimental/Amateur-Built aircraft rules.
landing, I felt extreme pride in my father and the rest of the Sonex KP: Is there much fabrication of parts by the builder, like the other
Aircraft team and satisfaction in achieving something that no other Sonex designs, or are most of the pieces formed, and the build is
microjet designer has before: a high-performance aircraft capable mostly assembly tasks?
of doing fully aerobatic maneuvers and still a lower-time pilot can Jeremy: The E/A-B SubSonex quickbuild kit is very comparable
be comfortable flying it. to the Sonex, Waiex, and Onex quickbuild kits with the wings and
KP: Describe some of the design challenges that you faced with the fuselage at a high level of completion, and the tail and control surfaces
JSX-2. Were there any design goals that you had to give up along the way? requiring some fabrication and all assembly.
John: The biggest design challenge was designing for a production KP: What’s Next? Has Sonex Aircraft got any designs warming up in
package that will ensure builders’ success. the bullpen behind the jet?
KP: Does the jet meet your original design goals for speed, payload, John: I won’t go there…We are always working on several concepts,
and performance? How about handling? but won’t reveal them until they are reality.
John: Yes! Jeremy: I agree about loose lips sinking ships. We are always work-
KP: I understand that you have sold and shipped a number of JSX-2 ing on new designs and new concepts and that’s what makes our com-
kits already. Can you tell us how many are on their way to customers? pany and design team special. I will say that we do not plan, or desire,
John: Seven have been delivered to date. to come out with new things that compete with our proven products.
KP: How big of a market do you expect for the SubSonex? At $130,000 KP: Feel free to expound on anything else you’d like to say!
for the airframe kit with engine, it is within the financial reach of many John: I hope you have as much fun flying SubSonex as I do!
who build Experimentals; who do you think might pick this airplane Jeremy: Ditto!
instead of building a similar-priced airplane from another manufacturer? —P.D.

KITPLANES August 2015 17

 Subsonex
Kit Price . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $130,000
Estimated completed price . . . . . . . . $150,000–$200,000
Estimated build time . . . . . . . . . . . . . . . . . . . . . . . 300 hours
Number flying (at press time) . . . . . . . . . . . . . . . . . . . . . . . . 1
Powerplant . . . . . . . . . . . . . . . . . . . . . . . PBS TJ-100 turbojet

AIRFRAME
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ft 6 in
Wingspan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 ft
Wing area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.0 sq ft
Fuel capacity . . . . . . . . . . . 40 gal (usable with safe foam)
Maximum gross weight . . . . . . . . . . . . . . . . 1000 lb utility,
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 lb aerobatic
Typical empty weight . . . . . . . . . . . . . . . . . . . . . . . . . . 500 lb equipped with a secondary safety belt at all three landing gear—a backup to
Typical useful load . . . . . . . . . . . . . . . . . . . . . . 500 lb utility, which we also fastened—it was there, the gear position lights. Additional
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 lb aerobatic so why not use it. Once harnessed in, preflight tasks include setting the fuel
Load Factor . . . . . . . . . . . . . . . . . . . . . . . . +4.4/-2.2 G utility,
there was plenty of room to swing computer with the current quantity,
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+6/-3 G aerobatic
Seating capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 my head around to see the pneu- checking the battery voltage, and set-
Cabin width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 in matic pressure gauge behind my head ting the parking brake for the start. The
(which does not need to be monitored large combined flap and brake lever on
PERFORMANCE routinely). Visibility in all directions the left side currently has a few pinch
Max level speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265 mph
except straight back was excellent, and points, but I was told that the design
Cruise speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240+ mph
Maximum rate of climb . . . . . . . . . . . . . . . . . . . . . . 1600 fpm controls fell easily to hand. has already been changed to allow more
Stall speed (landing configuration) . . . . . . . . . . . . . 58 mph The prestart routine involves pow- room for larger hands.
Stall speed (clean) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 mph ering up the MGL EFIS, setting the The start sequence begins when you
Takeoff distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1200 ft altimeter, and preparing to record power up engine electronics and check
Landing distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2500 ft
data (if required). One unique step is the display with the lamp test feature.
Range (30-min reserve) . . . . . . . . . . . . . 480 statute miles
Specifications are manufacturer’s estimates and are based on the
to bring up a video window to have a Next comes the fuel pumps and a check
configuration of the demonstrator aircraft. look at a nose camera that looks back to make sure the pressure comes up

The SubSonex Kit–What You Get

The SubSonex JSX-2 is sold as a quickbuild kit with a base price of • All fiberglass parts and molded ABS plastic fairings.
$130,000. Among the many options is an ultra-quickbuild upgrade, • AeroConversions elevator trim system.
which includes pre-built tail and control surfaces, and pre-installed • ABS molded cockpit side panels in black.
windshield components. The ultra-quickbuild upgrade can only be • Textured nylon upholstery in black or gray.
used with aircraft licensed in the Experimental Exhibition category. • All required hardware.
It does not comply with the E/A-B “major portion” rule. For a sum-
mary of the differences between the two categories, visit Optional Equipment
http://tinyurl.com/qcqtpqu. • Experimental Exhibition category upgrade with pre-built tail and
control surfaces, and pre-installed windshield components: $5,000
Standard Equipment • Cabin heat system: $1,500
• SubSonex E/A-B Quickbuild Kit: Includes pre-built fuselage, wing and • Aveo PowerBurst all-in-one wingtip LED light units (includes nav,
pre-installed canopy. position, and strobe lights): $479
• PBS TJ-100 turbojet engine with all control and monitoring acces- • Mountain High Oxygen System: $1,680
sories including throttle control, engine monitoring instrument, and • Leather upholstery with heated seat in black, gray, or tan: $500
pre-wired harnesses. • MGL/SubSonex Instrument Package—includes: MGL iEFIS Explorer
• BRS full-aircraft parachute recovery system, harnesses, and installa- package with all sensors, harnesses, and fuel level probe; MGL V6
tion hardware. Com VHF transceiver with harnesses and antenna (controllable by
• Parts to build and install tail and control surfaces, including cockpit iEFIS unit); Sandia STX 165R remote-mount Mode-C transponder with
controls, pushrods and cables. harnesses and antenna (controlled by iEFIS unit): $8,518
• Parts to trim and install windshield. • Triton TC 167 fully-enclosed trailer with side door and modifications
• Retractable landing gear, wheels, and brakes including cockpit for SubSonex Jet (SubSonex kit will be packaged in trailer for
controls, pre-wired harnesses, and required installation items. delivery): $7,000
• All fuel system parts and plumbing. —Courtesy of Sonex Aircraft, LLC

18 KITPLANES August 2015 www.kitplanes.com & www.facebook.com/kitplanes

above 4.0 psi. The start is accomplished
by advancing the throttle from the stop
position to the first detent—there you
can hear the separator spooling up.
After about two seconds, the voltage
stabilizes, and you go one more notch
to the slow-spin position—you can
then hear the compressor beginning to
turn. Again, the voltage stabilizes and
you go to the high-spin position, then
when a few more seconds have elapsed,
you depress the flight idle plunger and
advance the throttle to the 50% posi-
tion—ignition kicks off shortly, and the
pilot monitors voltage, fuel flow, and
EGT to make sure the computer does
everything properly.
Procedures call for one to two min-
utes of engine warmup, and if you have
already latched the canopy and are
ready to go, you can advance the throt-
tle to break away and begin rolling for
the runway. It takes a fair amount of
throttle to get rolling—then you want
to retard it right away to flight idle to
prevent rampant acceleration. Speed
is modulated by pulling back on the
brake handle. Braking effectiveness is a
bit limited on this particular airplane,
and Sonex knows this; they are already
working on brake modifications, which
should make speed control while taxiing
much easier.
Once you have completed the start
sequence and are rolling toward the
runway, you’ll find there is remarkably
little left to do before takeoff. Check
the flight controls one more time, scan
for traffic, disable limit monitoring
for the engine (to prevent a potential
automatic shutdown at a bad time),
and as you roll onto the runway, slide
the brake/flap handle all the way for-
ward, steering onto the centerline
with your feet. Advance the throttle
smoothly to about 90%, let it stabilize
as the airplane accelerates, advance it
to full power, and watch the airspeed
climb—quickly!
The tiny wheels are up to the job of
supporting this airplane, but as you
reach rotation speed of about 90 mph,
you might wonder how much more they
can take. The answer is plenty, but they
get sounding pretty frenetic as you ease

KITPLANES August 2015 19

back on the stick. Easing is important nearly 1500 feet above the airport—well increasing that to 60°. Once I got over
to prevent over-rotation, and patience clear of traffic and headed to the practice 45°, opposite aileron was required to
is rewarded with a smooth liftoff and area. This procedure was with the engine keep the bank from steepening—some-
acceleration. The intensifying wheel throttled back to 92% (maximum con- thing the SubSonex shares with most
rumble beneath you is a good cue that tinuous power) once above 300 feet agl. constant-chord, low-aspect ratio wings.
it’s time to lift off, and as it goes away, Pitch stability in the climb was good, There was plenty of control authority to
an equally good cue to throw the switch with fairly light forces. I was advised to keep the airplane tracking in roll and
to retract the gear. The three green lights keep the trim full nose up during climb, yaw, and little effort was required to
go out, the sound of the gear in motion primarily because the spring bias system maintain altitude. Sitting well up front,
comes and goes, and the three red gear- doesn’t add much force, and the sensi- with little beyond your feet for refer-
up lights come on—just about the time tive pitch channel requires little force to ence, it pays to frequently glance at the
you accelerate past gear retraction speed hold speed. This actually worked quite attitude indicator on the primary flight
and start really covering ground. well, and I found no hunting or insta- display (PFD) to make sure you aren’t
160 mph is a good speed for climb, bility across a wide speed range. It is not gaining or losing altitude.
giving a nice rate and good penetration strongly stable however—but this really Rolling out on a heading was a
at the same time. Jet engines produce helps you point it wherever you want to piece of cake (the smooth morning air
more power the faster they go, so speed go—including up! making it even easier), but even the
is important for a good climb. I found Once level in the practice area, my afternoon bumps didn’t make the task
that if I flew a reasonable pattern at 160, first task was to do some 360° turns, first difficult. With the area cleared of traf-
by the time I was on crosswind I was with 30° of bank, then at 45°—and then fic by steep turns, I slowed the airplane

20 KITPLANES August 2015 www.kitplanes.com & www.facebook.com/kitplanes

The Road to SubSonex PIC
The FAA is always a little uneasy when it comes to the word “turbine.” With the rating safely tucked away, the DPE will contact the local
Despite the SubSonex being a single-engine sport plane, the fact that FSDO for a Letter of Authorization for the pilot in the SubSonex. This
it has a turbine engine means that they won’t let just any private pilot letter allows the applicant to fly the SubSonex for a period of 60
walk up and fly it. Special training and licensing is required, and that days for the purposes of proficiency flights, practice for the practi-
training has to be specific to each type of aircraft. It can be especially cal test (for a permanent authorization), and for the practical test
tricky when the aircraft in question is a single-seater, since authoriza- itself. Flight training in preparation includes familiarization flights
tion has to be given to fly the airplane before the pilot has demon- in the BonusJet with the spoilers deployed and the pilot controlling
strated their ability to do so. In the case of the SubSonex, the airframe glidepath with the throttle. This exercise gets the pilot used to the
and handling qualities are not that different from many light sport spool-up lag inherent in pure turbojets, such as the PBS TJ-100. Once
planes, and it holds little surprise for anyone with time in the Sonex, that familiarization is complete, it is time for the pilot to strap into
Onex, Mustang, or many of the RVs. But the FAA wants pilots somehow the SubSonex for their first flight!
to train on the PBS TJ-100 turbojet and learn the little things that make The final checkride for a permanent authorization is done the modern
turbine-powered aircraft different. way—with a GoPro camera mounted in the cockpit, and a list of required
Enter the BonusJet TsT-14. A self-launching sailplane that uses the maneuvers to be performed on the pilot’s kneeboard. The examiner tells
same engine and engine control system as the SubSonex, it has two the applicant what he needs to see, and the applicant then takes off and
seats, allowing inflight instruction on the operation of the jet. In addi- flies the program. The video from the GoPro is analyzed post-flight, and
tion, it can be used to provide new turbine pilots with training on the pilots who do everything to the required tolerances are issued a perma-
spool-up times required from pure turbojets, and help them learn to nent authorization on their license to fly the SubSonex.
anticipate power changes, especially on final approach. So who can take the course? Legally, anyone with a private license
The training program developed for the SubSonex takes a private pilot (Airplane Single-Engine Land) or better. There is some debate on the
through the necessary training in the BonusJet to get an authorization need for an instrument rating; although the Letter of Authorization
to fly that specific type—the Experimental equivalent of a type rating. (LOA) is for VFR only, there are those in the FAA who believe that the
This training is provided by Desert Aerospace at its Moriarty, New Mexico, instrument ticket is required for anyone flying a jet.
facility and includes both ground and flight instruction. Their curricu- If the student does not hold a glider rating, they can’t act as PIC of
lum is thorough and comprehensive, and the web site outlines about the BonusJet, and don’t need the actual checkride in that aircraft (this
eight hours of ground instruction and six hours of flight time before the path has not yet been explored as we go to press, since everyone who
checkride. This is not a fixed time, however. Depending on the student’s has gone through the process has had a glider rating), but can have the
experience and comfort in the airplane, it can be less—or more. Although LOA for the SubSonex based on their satisfactory training on the engine
a glider rating is not absolutely required, it will likely take considerably operations in flight.
longer for a student to get comfortable with the BonusJet if they have While the SubSonex is not overly challenging to fly, we’d recommend
never flown something with long skinny wings and lots of adverse yaw. that pilots have a solid background in flying light, sensitive aircraft and
Assuming that student has a glider rating, the training ends with a be comfortable with a wide speed range. No matter your experience, as
checkride administered by an FAA Designated Pilot Examiner (DPE). The long as you feel comfortable getting started, the careful team at Desert
ride consists of air work, engine operations (such as inflight shutdown Aerospace will guide you into the world of jets at a pace appropriate to
and re-light), and a number of landings. If the ride is successful, the stu- your experience level.
dent receives a new license authorizing them to act as PIC of the TsT-14. —P.D.

Graphic: Jeremy Monnett KITPLANES August 2015 21

down to see how it stalled. Power on,
power off, clean, or dirty—the stall was
not a problem. This is not a swept-wing
fighter, and the behavior was again very
much what you would expect from
a short-wing sport plane. There is no
real rolling torque applied to the air-
plane at slow speeds, and while it did
tend to fall off on a wing at the buffet,
it seemed random whether it would go
right or left. Recovery was simple and
straightforward, with little loss of alti-
tude. Deep stalls and spins were not on
the agenda, and we understand that
spins are on the test plan in the near
future, so there was no need for us to
rush the process.
With no room for a standard smoke tank, Carlton designed a conformal fiberglass con-
For now, we felt it was prudent to
tainer that fits in place of the seat cushions for airshow work. It is quickly removable for
leave the aerobatics to airshow per- normal flying.
former and SubSonex test pilot Bob
Carlton, although a few mild lazy eights as I was established. This is the current turn the PDB on and verify the red
showed no uncivilized habits. It would gear extension speed, so once leveled off, light). Drop one notch of flaps at low
have been nice to stay up in the clear I threw the switch and the noise level key, abeam the touchdown point. Slow
New Mexico sky all day—but there were increased as the wheels stuck out into to about 110 and set power as required
landings to be evaluated and I was burn- the airflow. Three green lights rapidly to maintain a nice glide path to the
ing fuel, so it was time to start a descent appeared—a welcome sight on any first runway. Fly the pattern wider than you
and head for the runway. Preflight brief- evaluation flight. would for your typical short-wing sport
ing emphasized a stabilized approach Pattern operations are fairly simple: plane—this is not an RV, and you don’t
from a reasonably sized pattern, so I Make sure the gear is extended on want to be dropping in from a high,
planned a wide downwind entry and downwind and disable the automatic steep approach. Jets like nice, stabi-
got the speed down below 125 as soon protection for the engine (this means lized approaches that give you plenty of

22 KITPLANES August 2015 www.kitplanes.com & www.facebook.com/kitplanes

time to get the speed and power right.
I tried for about a mile on final for my
approaches; clearly, with experience,
this can be shortened up a bit.
Glideslope control is important—
you don’t get instant power response
from the jet. Although the lag is not
terrible, it is noticeable, so any devia-
tion where you think you are going
low needs to be corrected right away. If
you find yourself chasing the throttle
back and forth, it is probably a good
sign that your approach is not stable,
and a go-around would be appropri-
ate. Too much speed is also going to be
a problem; the airplane just won’t slow
down since there is always that residual
thrust that you can’t get rid of. There’s
no big constant-speed prop to act as a
speed brake here—just smooth power. I
slowed to 100 mph on base and pulled
on another notch of flaps to add drag,
then brought it down to 95 mph on
final; this gave me a good feel between
too fast and too slow, with a little extra
energy if I needed it.
Pilots are cautioned that if they
don’t like what they see on approach,
a go-around decision should be made
early—not just inches off the pavement.
It takes several seconds to get enough
thrust out of the engine to arrest the
sink rate and establish a climb, and
the effects of the top-mounted engine
is a downward-pitching moment when
it really gets going. There is plenty of Finally, an articulating
control authority to handle the pitch- videoscope at an
down, but it can be a surprise the first affordable price
time around, and it is best handled
with a little altitude between you and
the pavement. I performed a go-around
early in the evaluation flights, just to
experience the effect, and once I’d felt
it, became comfortable with what is
required. It’s really a characteristic of 2400 Articulation
the configuration rather than a fault—
but it does mean that you need to stay
ahead of the airplane (as with all high- 6mm Probe #ATS-VS22
performance singles). The ATS Voyager videoscope records onto an SD card and features an articulating tip that swings
Crossing the threshold at 85 mph 2400 to reach every inspection point. To insure that you get a crystal clear image it features an extra
seemed about right to minimize float, set of LED lights that successfully eliminates the glare and spots when looking through the mirror.
and then it was just a matter of feeling For more information visit www.aircraft-tool.com
for the runway in a very low-slung air-
plane. Keep on flying it after you think AIRCRAFT TOOL SUPPLY
you should have touched down—you “Serving the aviation industry for over 40 years”

KITPLANES August 2015 23

are probably still a foot in the air (unless
you are used to flying tiny gliders). The
touchdown itself was generally smooth,
with no hint of bounce. The nose came
down on its own almost immediately,
and then it was up to the brakes. Make
sure that the throttle is at idle; there’s
no need to add any more energy into
the equation.
The current flap/brake lever is a bit
tight for even an average-sized hand,
but with a little practice, you can get
your pinky on the safety catch and pull
back with the whole hand to get brakes.
Keep on braking because this is going Smiles seem to be one constant among those who have flown the SubSonex. Carlton
to take a while. John Monnett has a (left) and Dye find it hard to stop grinning when talking about the jet.
design for a separate brake lever in the
works, and this should make things for the airplane, suggested pumping the lever and the throttle at idle. Thought
much better. But for now, a longish brake handle, and this worked better you were done braking, huh? Nope—
runway is desirable. Touching down on on my last flight. Steer with the rudder not until you get to the hangar!
speed makes a big difference as well, of pedals, and no, pushing on them harder Shutdown is as simple as the start:
course—on slower landings I used a lot won’t make you stop any quicker—they push the detent button in and slide the
less pavement to get stopped. If you’re are just rudder pedals, not brakes! When lever to the stop position and listen to it
still rolling, keep braking! It’ll stop. Bob you feel that you can make a nice 90° spool down. The control unit will keep
O’Haver, the Designated Pilot Exam- turn, go ahead and turn off the runway, motoring the engine two minutes more
iner (DPE) authorized to issue ratings then taxi with your hand on the brake for cooling, so expect to hear it continue

24 KITPLANES August 2015 www.kitplanes.com & www.facebook.com/kitplanes

to turn. When the spinning stops, you
can power down the rest of the airplane
according to the checklist. Stop any
recording on the EFIS, turn the mas-
ter off, and you’re done. You can open
the canopy while the engine is cooling
down, a recommended practice in New
Mexico, even in the early spring; that big
piece of Plexi collects a lot of heat!

Lasting Impressions
The SubSonex is not a hard airplane to
fly at all—just different in a few ways.
You need to have some speed to get a
good climb, and you need to be aware
of the time it takes to spool up the
engine on approach in case you find
yourself low. A shallow approach can
be nice and stabilized.
Slow flight in the airplane is comfort-
able because this jet actually has some
wing; I have flown many homebuilts
with bad stall characteristics, but this
is not one of them. Because you are sit-
ting ahead of the wing, and there is very
little ahead of you, sight references for
turns and other maneuvers are sparse—
a quick glance at the attitude on the
screen is a good idea.
It would be nice if the MGL EFIS had
a velocity vector (flight path indicator)
like other systems; this is generally the
quickest way I know to make sure you
aren’t climbing or diving when sight
references fail you. Nevertheless, I was

Print and Digital

able to make my way through a couple
of 60° banked turns in some pretty good
bumps while keeping the altitude plus
or minus 100 feet.
The main areas of improvement are
already being worked on by Sonex. Beef-
ier brakes and a modified brake handle
will make ground handling and rollout
more comfortable. You couldn’t ask for
simpler systems operations: the engine is
on, off, or throttled. There’s no mixture
to monitor or prop pitch to play with.
The design is pretty mature, and while I
am sure there will be additional changes
as more pilots finish their ships and
begin to fly them, I would be happy to
fly the current airplane regularly if I had
one available. For those Sonex customers
receiving the first few SubSonex kits— Either Format – Great Savings!
you’ve got a lot of fun ahead of you. Subscribe Now at www.kitplanes.com/subscribe
KITPLANES August 2015 25
BonusJet—an Airborne Simulator
Training people to fly a new single-seat airplane has always been prob- goes through the necessary sequence of spin-up, ignition, rollback, and
lematic. By definition, the first time a pilot flies one, they are going to throttling to get to a stable idle. After a minute of warm up, make sure
be alone. In many cases, a two-seat version can be specially built. Other that the oil pressure light is out and you’re ready to fly. An automatic
times, a two-seat airplane with similar characteristics to the single protection system monitors the engine and will shut it down if limits
can be found in which to train. In the case of the SubSonex, a creative are exceeded. A push-button switch overrides the system for takeoff
solution was found in an unlikely airplane—the BonusJet, a two-seat, and landing to prevent sudden loss of power. For critical flight phases,
self-launching sailplane with the same PBS TJ-100 turbojet engine as the engine is deemed more expendable than the pilot and passenger.
the SubSonex, but radically different flying characteristics and speeds. The fuel system consists of two wing bladder tanks that hold a total
The SubSonex has a wingspan of 18 feet, while the BonusJet’s impres- of 24 gallons of fuel. The two tanks feed a header tank, which feeds
sive span is almost that in meters. And while the SubSonex redlines at the engine. There are three fuel lines that exit the wingroots inside the
a hair under 300 mph, you can’t operate the BonusJet at more than 81 cockpit and connect to the cockpit’s rear bulkhead and then pass to the
knots with the engine running. engine bay. Since sailplanes routinely sit with one wingtip touching the
Still, the BonusJet, developed by Bob Carlton of Desert Aerospace, earth while on the ground, fuel will flow from the high side to the low,
has unique properties which make it an effective tool on the way to fly- so the fuel quick disconnects have to be detached after landing, and
ing the SubSonex. Aside from it having the same engine, the view from then re-attached before the next operation. This is not a “kick the tires
the low-slung cockpit is remarkably similar, and the delayed response and light the fire” cross-country, everyday machine—it takes a little
to throttle inputs inherent to a turbojet is a good match for what the preparation and careful checklist work to fly safely.
pilot will experience in the SubSonex. Having the chance to experience
these things with a good instructor in the seat behind gives confidence Taking Wing
to the pilot who has to strap into the little jet solo for the first time. Once through the checklist with canopy fastened and ensuring that
your passenger is ready to go, the process of beginning a flight is
As Simple as Practical simple: Signal your wing runner with a twirl of a finger and take the
Carlton’s redesign of the Bonus self-launcher included a new trapezoidal engine switch to “Start.” Monitor engine parameters as it goes through
engine pylon that is operated by a single jackscrew to raise or lower the the automatic start sequence. It takes about as long to read that as is
engine. Linear actuators pop the doors open and closed with the activa- it does to happen—so you want to be ready and rehearse where your
tion of a single cockpit switch. Most pilots I know can deal with a toggle eyes go after confirming each step. If all is normal, the engine will
switch labeled “Up” and “Down,” and it truly is that simple. A sequencer whistle along merrily in just a few seconds.
includes a cool-down timer so that when the engine shuts down, two Once a minute warm up is completed, signal your wing runner that
minutes must elapse before the motor will be allowed to stow—but you are ready to taxi. Taxiing is another cooperative effort—the pilot
the pilot can throw the pylon switch to “Down” concurrent with engine advances the throttle and touches the brake to control speed, but the
shutdown. The system will provide the necessary time delay. wing runner steers. From a good start position, slowly move the throt-
This simplicity is matched by the engine operation itself: The tle to 100% and get ready to steer with your feet, keeping the wings
controls consist of a switch labeled “Start” and “Stop,” and a throttle. level with ailerons once the runner releases you. Raise the nosewheel
With the throttle at flight idle (about 50%), throw the switch to “Start” just a few degrees at 40 knots. As you establish that attitude, it will
and watch the battery volts, fuel flow, and EGT as the engine computer fly right off. Accelerate in ground effect to 65 and maintain that, while

The key to the BonusJet is the PBS TJ-100 engine—in this installation using a bifurcated The instrument panel on the BonusJet
nozzle to avoid the vertical fin on the Bonus airframe. is standard glider—except for the jet
engine monitoring panel at the bottom.

26 KITPLANES August 2015 www.kitplanes.com & www.facebook.com/kitplanes

The throttle is the black handle, the speed brake is the blue. The The compact engine incorporates a 60-amp starter/generator in
green handle is the trim lever, and we never moved it more than the center/hub section.
one notch from the center position.

bringing the power back to 98%. The engine limits are five minutes at simply make your descent slower and—if you are high—fly with the
full throttle, 30 minutes at 98%, and unlimited at 92%. spoilers all the way out to get down.
Once aloft and clear of the airport, normal air work proved the Bonus- This sometime-glider-pilot has occasionally landed far short of the
Jet’s capability as both a sailplane and a powered aircraft. Stalls, slow desired parking spot and run out of energy on the runway, leading to an
flight, and steep turns are part of the transition, and once you get your ignominious long push of the glider down the pavement by foot. Not so
feet and hands coordinated, you can fly with precision. Those who have with the BonusJet’s engine running—once planted with spoilers out,
never flown a high-performance, long-winged sailplane will discover you can add power and taxi so long as you keep the wings level with
their unique handling characteristics. Acclimatization to the effects of aileron (assuming you have some airspeed). The very effective Beringer
adverse yaw, the flexibility of the structure, and the slower overall speed brake on the mainwheel can modulate speed to bring the aircraft to a
range (redline is 111 knots) takes some time. There is little pitch change stop precisely where you want it—with the wingtip in your waiting
with power, and we flew with the trim always within a three-notch range. support crewmember’s hand. Shutting down the engine, giving it a
You can shut down the engine, allow it to cool for two minutes, and then minute or two to cool down, and then making sure that you disconnect
stow the engine and pylon with a throw of a switch anytime you wish. In- the fuel lines to prevent fuel from flowing between wing tanks secures
air relights are even simpler—you can unstow and start the engine with the aircraft after flight. Once again, the checklist is important.
no delay—and have power up and ready to go in about thirty seconds.
A Great Transition Trainer
Back to Earth Despite the obvious differences between the BonusJet and the
Landing a “glider” under power is not really complicated—you just SubSonex, it turns out that the one prepares you well for the other.
have to remember that you have at least 45 pounds of thrust all the And even if the SubSonex is not your goal, the BonusJet training
time. The procedure is actually quite simple: Pull the throttle to flight program is available to anyone who would like to add that first turbine
idle (50% RPM) at low key, abeam the touchdown point, and fly it to rating to their license—for a reasonable amount of money. For more
landing like a glider, managing the glideslope with the spoilers. Fifty information, go to www.desertaerospace.com. J
percent power is nowhere near enough to take off or climb, so it will —P.D.

Bob Carlton, founder of Desert Aerospace The author about to go up for a training mission with instructor Bill Hill in the back seat.
and creator of the BonusJet.

KITPLANES August 2015 27