Cirrus

R

ralphbrynard

New Member
Wondering if anyone here flies em regularly and wants to know what they think? Also, if you happen to be in DFW, could I bum a ride one of these days???????:D
 
I fly em. I like em. get in touch with your local sales/demo guy, they are happy to show off the airplane (and give you a ride).
 
Who wants to go in with me on an STC to toss a PT6 on one? ....or a Garrett. You know. For cool-factor.

I'm thinking like 800shp............:eek:

-mini
 
They'll make you a horrible pilot and the chute is a crutch for pansies who don't know how to make an emergency landing.




Also, GoJets.


:edit: :sarcasm:
 
I have over 1200 hours in them. Love the plane.
The plane will not make you a bad pilot! People who are lazy and don't do their due diligence as a pilot, make bad pilots.
 
I was just curious about the performance specs (rate of climb, cruise speed, engine HP, fuel burn, etc...)

I generally fly a 2002 piper warrior II. That airplane is seriously under powered and not very aerodynamic. I would be really interested in going for a ride with someone or scheduling a demo flight!

Although I would agree that the airplane probably does do alot of work for you as a pilot, I still think it would be awesome to fly one.
 
African_Swallow said:
It's a great plane. However, for very good reasons the transition course is required to get the insurance.

-A.S>
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I never understood the "requirement" for the transition course.

It's a freakin' high performance single engine technologically advanced airplane. It has the same engine as a Cessna 210 and, depending on the year, the same avionics as a new Piper Warrior or Cessna 172. Big deal.

It pulls hard to the left. Put in more right rudder.
The standby alternator comes on at 1700 RPM. If the light doesn't go out, get it fixed.
You use 50% flaps for takeoff. Don't forget to put them down.
Don't pull the chute above 133 KIAS. There's a placard to remind you.
It's got dual GNS430s or a G1000 system in the newer ones. There's simulators for both.

At the end of the day, it's got 3 wheels, 2 wings, a tail, and an engine. Not unlike every other single engine airplane out there.

It's a CYA thing for Cirrus...and a money maker to boot. Nothing more, nothing less.
 
TFaudree_ERAU said:
I never understood the "requirement" for the transition course.

At the end of the day, it's got 3 wheels, 2 wings, a tail, and an engine. Not unlike every other single engine airplane out there.

It's a CYA thing for Cirrus...and a money maker to boot. Nothing more, nothing less.
Click to expand...


REALLY? This statement is not quite accurate.

Unlike EVERY other production aircraft, the parachute is a requirement for certification. The stability of the aircraft in slow flight, stall, and spin recovery were so far out of the envelope that it could not be certified without the chute.

Not arguing that it's not a good plane but you have to compare apples to apples.
 
dustoff17 said:
REALLY? This statement is not quite accurate.

Unlike EVERY other production aircraft, the parachute is a requirement for certification. The stability of the aircraft in slow flight, stall, and spin recovery were so far out of the envelope that it could not be certified without the chute.

Not arguing that it's not a good plane but you have to compare apples to apples.
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That is 100% factually false.

Cirruses have been spun for the JAA certification and recovered using normal recovery inputs.
 
OldTownPilot said:
That is 100% factually false.

Cirruses have been spun for the JAA certification and recovered using normal recovery inputs.
Click to expand...

I don't know anything about the certification but the SR-22 is just as simple and easy to fly in slow flight, stalls, and incipient spins as the 172.
 
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