AOPA Turbine Pilot Magazine - January 2012 - 62

behind the seats that is quite adequate for gear for two; maximum weight is 70 pounds. Once inside, the canopy is closed and latched before startup. An inflatable seal helps cut noise once the Lycoming has been lit off and is rumbling contentedly. Then, the avionics are powered up, and the AHRS of the Horizon 1 system is given time to align. Runup is conventional, with pitch trim set for takeoff (there is no rudder or aileron trim) and flaps set at 15 degrees. Flaps make a big difference in takeoff distance. One shortcoming of the airplane is a lack of published performance data; suffice to say that the ground roll on a flaps-up takeoff will eat up most of a 4,000-foot runway. Takeoff is what you would expect from a power loading of eight pounds per horsepower—a fix for any acceleration junkie. Once the throttle reached the stop and I’d fed in plenty of right rudder to keep us on the centerline, it was time to slide in the ram air control knob on the right side of the quad-

rant to bypass the air filter and give us about two more inches of manifold pressure. Seated with eyes only a few feet above the ground, the rotation speed of 80 knots felt far faster. I raised the nose to what felt to be a steep climb attitude, and the airplane continued to roll some distance before flying off at just above 100 knots. I raised the gear right away, first moving the handle aft to open the gear doors and then up to complete the sequence. Approaching best rate of climb speed of 125 KIAS, the flaps came up and the rate of climb went through 2,000 fpm. Later, letting the speed build to a cruise climb of 200 KIAS, I was amazed to see the rate of climb still a solid 1,000 fpm. Rough ride Returning to current events from my thoughts of yesterday’s flying, there is

a narrow, dissipating line of weather ahead, promising a rough ride. A call to ATC gives us a block altitude to 14,000 feet. Without touching power I pitch up slightly and less than four minutes later am level at 14,000 feet, still doing well more than 230 KTAS in a nonturbocharged airplane. Amazing. Yesterday we’d flown at 6,000 feet at 245 KTAS. Fast down low, fast up high. The altitude keeps us in the clear, and the speed makes short work of the weather below us. Within 10 minutes we are descending back to 10,000 feet, where we remain clear of clouds until ATC starts us down for the ILS into Tulsa. The light controls mean that flying the ILS requires a great deal of concentration and a fair amount of work, because the SX does not stay where you put it. Runway in sight and over the threshold, I select full flaps and slow to 95 knots (the same as a P–51).

Think you can handle this stuff? A three-blade Hartzell prop swung by a 300-horsepower Lycoming powers the aerobatic SX300 to a more than 240-knot cruise.

AOPA PILOT •

62 • JANUARY 2012

AOPA Turbine Pilot Magazine - January 2012

Table of Contents for the Digital Edition of AOPA Turbine Pilot Magazine - January 2012