j1b3h0
Line Up and Wait
Brand new SR22t. Flew from Livenomore to Monterey. Warm and pleasant weather. Just thought I’d jot down my impressions - The airplane was very slick, with a modern metallic maroon and silver paint and fancy scissor doors. The interior was like a new Lexus combined with a Falcon 7X. The pilot’s seat adjustment doesn’t merely move closer to the panel-it moves the seat higher, too. I’m a shade under 5’11” and when close enough to comfortably work the rudder pedals my noggin was uncomfortably close to the roof (within an inch). The side control was natural to get used to, and the controls felt Mooney-ish. Heavy spring in pitch, aileron was direct but not light. Brakes and (hence steering by brake) was easy and predictable. I fell in to a habit I got used to flying Turbo Commanders, instead of tapping or riding the brake to keep the airplane from weathervaning, I just held a rudder to the floor while taxiing, which elicited a comment from Beth the nice CFI demo pilot. Thought I used the rudder too much. True, I’m sure but I own a Stearman, so...before I speak to the actual flying I should mention that a lot of focus is necessarily aimed on programming the Garmin glass: the airplane was equipped with a version of the G1000. Not only were there prompts like one might receive before driving a Prius, all normal and non-normal checklists are conducted by scrolling and acknowledging by pushing the enter button. I found all this a little tedious, not being used to programming the FMC like it requires a type-rating, for an airplane no faster than a Bonanza, but I admit I’m an old school grump.
On takeoff the airplane accelerated about the same as similarly powered machines. The pitch attitude is fairly nose-low and the side stick control heavy, but has a ‘chinese Hat’ pitch trim button that was sensitive enough that made it easy to adapt the the controls. We climbed out between 120-130KIAS. There are flaps to retract, but no gear, no fuss engine management, and the fancy glass panel made it easy to fly very precisely, if you’re used to glass which I am. In cruise @ 5500ft at 79% power we putted along at about 170 true, burning 17gph. A little slower than my V35A on a little more gas. The airplane doesn’t build speed in the descent like the Bonanza so slowing is easy and half flaps can be extended at 150kts. I found it interesting that power adjustments are to a percentage, rather than MAP or RPM. Beth warned me the she has been very entertained during landings with airline pilots flying the Cirrus, and true to form, I fugoided in the flare while attempting to full-stall it on to the runway. Wasn’t pretty but hey it was on the centerline. When I spoke with Beth earlier I mentioned that for $925K a guy like me might rather have an immaculately cared for Merlin IIIB, or dash ten Turbo Commander, and take 5-9 of my friends for a 310kt cruise. She understood but told me they’re selling about one new Cirrus a day despite my value concerns.
Clearly Cirrus has a very successful business model and, now that they’re involved in training folks who buy their product, the sky is the limit, so to speak. As a tool to travel, the SR22 is well equipped to battle the elements, what with its turbo and FIKI certification. But to me there is what an airplane can do (the SR22R can do plenty - good payload, fly high and fast and with the Garmin suite, present a great deal of info to the person in the hero-chair) and then there is the way an airplane feels to the person flying it. On that score my Bonanza wins, hands down.
On takeoff the airplane accelerated about the same as similarly powered machines. The pitch attitude is fairly nose-low and the side stick control heavy, but has a ‘chinese Hat’ pitch trim button that was sensitive enough that made it easy to adapt the the controls. We climbed out between 120-130KIAS. There are flaps to retract, but no gear, no fuss engine management, and the fancy glass panel made it easy to fly very precisely, if you’re used to glass which I am. In cruise @ 5500ft at 79% power we putted along at about 170 true, burning 17gph. A little slower than my V35A on a little more gas. The airplane doesn’t build speed in the descent like the Bonanza so slowing is easy and half flaps can be extended at 150kts. I found it interesting that power adjustments are to a percentage, rather than MAP or RPM. Beth warned me the she has been very entertained during landings with airline pilots flying the Cirrus, and true to form, I fugoided in the flare while attempting to full-stall it on to the runway. Wasn’t pretty but hey it was on the centerline. When I spoke with Beth earlier I mentioned that for $925K a guy like me might rather have an immaculately cared for Merlin IIIB, or dash ten Turbo Commander, and take 5-9 of my friends for a 310kt cruise. She understood but told me they’re selling about one new Cirrus a day despite my value concerns.
Clearly Cirrus has a very successful business model and, now that they’re involved in training folks who buy their product, the sky is the limit, so to speak. As a tool to travel, the SR22 is well equipped to battle the elements, what with its turbo and FIKI certification. But to me there is what an airplane can do (the SR22R can do plenty - good payload, fly high and fast and with the Garmin suite, present a great deal of info to the person in the hero-chair) and then there is the way an airplane feels to the person flying it. On that score my Bonanza wins, hands down.
