The one Dynon used to certify their stuff thats currently listed caught my eye.Crap....a near perfect Seneca just showed up.
The one Dynon used to certify their stuff thats currently listed caught my eye.Crap....a near perfect Seneca just showed up.
Me too...except for all the Dynon stuffThe one Dynon used to certify their stuff thats currently listed caught my eye.
Read the logs first. Not really liking what I see on the left engine.Time to schedule the pre-buy.
Read the logs first. Not really liking what I see on the left engine.
200 extra pounds and a little slower for the 5 and 6, except for the later 6s which are faster. Oh and 150 kias 1/2 flap speed .I have time in a G3 SR22TN. They’re as fun as you can get with the “power lever” and a side stick. I don’t really see a huge capability difference post-G3. Get a G3 and use the savings for chute repacks and turbo rebuilds.
Or move up here and buy 1/2 an MU2 or Cessna 501![]()
if you want to spend lots of money AND pick up chicks, go cirrus. if you just want to spend a lot of money, stick with the lance.
Agree to disagree. If you only want to travel take delta. Otherwise the feel matters.I like the comments about how Cirrus has no feel. I guess the only nerve endings those pilots have are in their hands. Because they never sense any other feedback from the plane outside of the yoke. I have hand flown an SR20 and SR22 a lot. The reality is, Cirrus is a travel plane. It is designed to get you there in maximum comfort. Skip the chute factor, it is one of the most comfortable planes for pilots and passengers in the price points it operates. Never forget, the first and last impression of a plane is entry/exit. And Cirrus is a lot better than most competitors there. Then once in, you have actual shoulder room, and there is nothing wacking the passenger or blocking them. The side yoke is out of the way.
In terms of the side yoke, it frees up incredible space in front of the pilot. Making it much easier to actually see the panels in front of you, more comfortable, better able to write ATC instructions on a kneepad... The list goes on.
For FIKI you want a G3 or latter model. It would be rare, but for your mission I would suggest a FIKI non-turbo model. You are likely not often into the O2 levels, and removing the turbo and built in O2 options will save hundred or more pounds of UL.
Check with Lifeline if they have other members using Cirrus; and see if this impacts your selection.
Not sure where the 25K chute repack number is from. But that is higher than most of the posts I have seen on COPA.
If actually serious about a Cirrus, spend the few bucks and join COPA.
Tim
Good advice. I have an Ovation3 with no factory O2. I often fly 13-18k and have a very useful portable Aerox M bottle. When I don't need it, I can save the weight of the factory O2. I live in Vegas and fly X-C alot. I haven't yet said "I wish I had a turbo". The O3 does great hot and high for TO and performs really well up to about 16k-17k. Above that it definitely feels the altitude. I have TKS inadvertent which I have had to use on occasion. As I mentioned in an earlier post, I have an old service injury on my left side that makes the Cirrus side stick very uncomfortable after a while. Cirrus are solid planes.I like the comments about how Cirrus has no feel. I guess the only nerve endings those pilots have are in their hands. Because they never sense any other feedback from the plane outside of the yoke. I have hand flown an SR20 and SR22 a lot. The reality is, Cirrus is a travel plane. It is designed to get you there in maximum comfort. Skip the chute factor, it is one of the most comfortable planes for pilots and passengers in the price points it operates. Never forget, the first and last impression of a plane is entry/exit. And Cirrus is a lot better than most competitors there. Then once in, you have actual shoulder room, and there is nothing wacking the passenger or blocking them. The side yoke is out of the way.
In terms of the side yoke, it frees up incredible space in front of the pilot. Making it much easier to actually see the panels in front of you, more comfortable, better able to write ATC instructions on a kneepad... The list goes on.
For FIKI you want a G3 or latter model. It would be rare, but for your mission I would suggest a FIKI non-turbo model. You are likely not often into the O2 levels, and removing the turbo and built in O2 options will save hundred or more pounds of UL.
Check with Lifeline if they have other members using Cirrus; and see if this impacts your selection.
Not sure where the 25K chute repack number is from. But that is higher than most of the posts I have seen on COPA.
If actually serious about a Cirrus, spend the few bucks and join COPA.
Tim
I learned in Cessnas. I like the "feel" of the Cessnas. Others say they are like an SUV. I guess I must like SUVs too. When I first started flying the Cirrus I didn't like the side stick. After flying a few hundred hours I appreciate it and prefer it to other planes I've flown (Stinson, Decathalon, Cessnas and 201 mooney).Agree to disagree. If you only want to travel take delta. Otherwise the feel matters.
I want to circle back here. Ice in a piston single isn’t something I want to deal with. FIKI is there for an emergency, not a planning factor.…I wish I could go faster and have some ice protection….
I’ve flown lots of different aircraft. Lots of them flew differently. I enjoyed them all.Flew one once for a few minutes. It didn't feel like flying. Maybe it was the disconnect with the controls or the SUV interior. After a few minutes I just wanted to get out of it. Can't explain it, I love flying. I think I felt less safe in this weird-to-me vehicle.
Maybe flying older aircraft left me with no way to connect with this thing.
It was a strange sensation that I just wanted out of it as soon as possible.
Define your mission *including* budget. Sounds like lots of... 600nm? ... solo flights, some compassion flights, very cross country.I've been dabbling in changing planes over the past 8 months. That's what happens after you drop tons of money into avionics. You waste it and go to another plane, right? Currently I fly a PA32R (Piper Lance) and I do so because of how much it carries. However, as I've switched companies and can now fly myself for work, I wish I could go faster and have some ice protection. My biggest limitations are hangar width and opex. I'd love to have an Aerostar but I'd be bankrupt in 5 years and don't have a hangar big enough to store it. I'd love to have a PA46 (Malibu....not Meridian) but the hangar issue comes into play again. They don't make them that wide here. I looked at Senecas but everything on the market is junk and I'm not convinced I want to be in a twin.
So now I'm looking at SR22T G5s. The problem is I don't want to give up the useful load. I could go without the T but flying up higher gives better speed. Those usually come with AC and that helps kill the useful. I'm seeing mostly 1100 pounds. My current plane gets 1430.
I get torn between my mission. 60%-70% of the time I don't need 1430. But sometimes I do need it for LifeLine Pilots flights and they specifically call me when they have a heavy one that is harder to fill. But on the flip side, I mostly fly solo. Having the AC would be nice too. As I get older, I hate sweating when flying more and more.
I've actually never flown in a Cirrus (well...not a piston. got to fly in the jet twice) so I need to do that. Really this post is just me rambling on. You're welcome to reason me one way or the other. Heck I was looking at a $900k TBM 700 the other day. I've hit full on midlife crisis really.![]()
Meh... You want real speed in a turbo, use the dang turbo and go to FL250. Just be aware that you may trade 5000 feet and a 120kt groundspeed with a 30 knot headwind for 25,000 feet and a 120kt groundspeed with a 100 knot headwind. You'll sure look cool while you're not going any faster though.Won't I be 40 knots faster up in the teens? At my typical 4 hour flight that's almost an hour saved, no? Maybe I can't math properly today.
Ages ago I had a fair amount of time in a student’s P210. At the time it was a virtually new aircraft and was almost magical in its ability to cruise in comfort in the flight levels. I think this was taken while I was preflighting it in Lock Haven.For your mission, that P210 makes a lot of sense if you're always flying long legs.
I am a lot of cross country. As an example, here are the tach time entries per leg from my last bit of flying:Define your mission *including* budget. Sounds like lots of... 600nm? ... solo flights, some compassion flights, very cross country.
So I've never done oxygen. But if I made the Doc Bruce DIY system, couldn't I put a humidifier inline with it to help? Has anyone tried that? They sell humidifier bottles for concentrated O2 medical setups. Surely this could help.Breathing oxygen sucks. It's completely dry, 0% humidity, and will turn your sinuses into the Sahara desert, except lit on fire, within a half hour.
I've only had occasion to use it once. My system is just a medical tank & regulator with oxymizer cannulas. I used it for about 2 hours and didn't find it uncomfortable at all other than having tubes running across my face & behind my ears, but I think you'd get used to that. I don't see why a humidifier wouldn't work though other than the hassle of filling it and not spilling it.So I've never done oxygen. But if I made the Doc Bruce DIY system, couldn't I put a humidifier inline with it to help? Has anyone tried that? They sell humidifier bottles for concentrated O2 medical setups. Surely this could help.
I want to circle back here. Ice in a piston single isn’t something I want to deal with. FIKI is there for an emergency, not a planning factor.
If that’s your mentality, good. If it’s FIKI for dispatchability, that’s turbineland in my book.
This.I use a portable O2 system with cannulas all the time. I turn it on anytime I’m flying above 8k. It was a game changer for me and my wife! I can fly at 8-14k for 4+ hours and feel perfectly fine. Without oxygen, I always had a headache and felt fatigued after a few hours above ~ 8k. I’ve never had any issue with dryness.
My training / reading tells me that FIKI is to get out of trouble, get out of icing, get through it as fast as possible if you find yourself in it. It's not for purposely and for an extended period of time flying in icing conditions.I disagree. It is all about knowing your options and what the plane is capable of. A FIKI Cirrus in New England will have a much higher dispatch rate and require less schedule adjustments than a non-FIKI plane.
On the flip side, I have not flown schedule constrained in a very ling time. So, personally since I almost never fly without my spouse and she does not like IMC, I would only use the FIKI aspect if I screwed up.
Tim
There's a fly-in at 6Y9 this weekend. Oh wait, grass, 2600'In the next Midwest POA meet I can bring one and we can take a lap on the pattern lol ... you'll probably love it
My training / reading tells me that FIKI is to get out of trouble, get out of icing, get through it as fast as possible if you find yourself in it. It's not for purposely and for an extended period of time flying in icing conditions.
Depending on the specific airframe, Cirrus offers either an inadvertent icing or full FIKI package with up to 2+hrs of fluid.My training / reading tells me that FIKI is to get out of trouble, get out of icing, get through it as fast as possible if you find yourself in it...
Just curious, but a demand system or steady flow? I don't fly anything all that high, but in the 8-10 range it does sound like a good idea. (And sorry for tangent)I use a portable O2 system with cannulas all the time. I turn it on anytime I’m flying above 8k. It was a game changer for me and my wife! I can fly at 8-14k for 4+ hours and feel perfectly fine. Without oxygen, I always had a headache and felt fatigued after a few hours above ~ 8k. I’ve never had any issue with dryness.