Cirrus

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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They were part way through the spin testing when they convinced the FAA that the chute was an "equivalent level of safety" for spin recovery. As someone else mentioned, the JAA did spin it, and it recovered just fine.

Even with the chute, they had to demonstrate stall recovery, and anyone who does a PPL in it has to demonstrate them on a checkride.

I'd like to know where you got your information.
 
Blame the insurance company for requiring the up-grad training. I have made a few bucks doing this for the locals that can afford bigger and better. Isn't it great that the FAA says OK but the insurance comapnies say "not on our dime. You need XX hours dual before we will policy the craft."
 
I have about 100 hrs in the SR22 and it's a very capable XC aircraft. I've enjoyed the time and find that there are pros and cons with it just like any other airframe.
Slow flight and stalls are a non event. The airplane doesn't like to go slow but Mooneys, Columbia/Cessnas, and Lancairs don't like slow either.
I dislike the whole insurance requirement but it is what it is.
I'm all for the Garrett conversion, this would put the AWE in awesome with a turbine in it.
 
sr22driver, what insurance req's are you talking about? I did my PPL in an SR20 and don't remember hearing anything about it. :dunno:

I loved my time in the SR20. For the PPL, it was overkill, but for cool factor, it was perfect. Great XC bird witha 135 knot cruise at 85% pwr. The wing is not a "climbing" wing, and in turn it's kind of a hog to get to altitude. It's also very sensitive to heat, so all my training in it here in Phoenix pushed it to the limit. I remember my first XC Solo and a VERY shallow climb out of RYN watching the oil temp light flickering at me...for a 20 hour pilot, it was nerve racking! She hate's starting hot too....but same goes for any fuel injected engine...
 
ozziecat35 said:
sr22driver, what insurance req's are you talking about? I did my PPL in an SR20 and don't remember hearing anything about it. :dunno:
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Ozzie;
Since your PPL was done in a Cirrus you were instructed by someone who had been through CSIP "The Cirrus Standardized Instructor Program". Negating the need for you to endure a "checkride for insurance purposes" to fly a SR20, if you decided to go and find a SR22 that you wanted to fly you would then need the ride.
FAA says that a high-performance/complex endorsement is all that is required. However if you want to be insured in the aircraft then you have to jump through the hoops that Cirrus and the insurance companies have devised.
The reason behind the BS reqs is that a few individuals crshed their airplane and died after pulling the chute while outside of the design envelope.
I have no problem with an initial ride to demonstrate competency or X amount of hours in said airplane to do the same.
What I do have a problem with is that I have to get yearly training from a CSI. Though they have been through a "standardized" program there is no real standard when it comes to what must be taught for recurrency or initial for that matter how many hours or how much it will cost to do said training.
That, is the main reason I am nudging the owner to consider a Matrix, well that and I think the Matrix is a sexy damn airplane.
 
Mike H said:
In!

I got, like $4.39
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We're on our way. Can you imagine the amount of money we can make when we convince the insurance companies that we're the only ones capable of providing "transition" training since, as the company that bolted the damn thing to the front of it, we're the only ones that know the plane well enough?

I like where this is going....

-mini
 
minitour said:
We're on our way. Can you imagine the amount of money we can make when we convince the insurance companies that we're the only ones capable of providing "transition" training since, as the company that bolted the damn thing to the front of it, we're the only ones that know the plane well enough?

I like where this is going....

-mini
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I'm still in too by the way...
 
I say get those two little jets, mount them on the wings like the HondaJet, and get multi time!:beer:
I've got a 20 coming out of annual, thinking about it!
 
ComplexHiAv8r said:
I say get those two little jets, mount them on the wings like the HondaJet, and get multi time!:beer:
I've got a 20 coming out of annual, thinking about it!
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Why not? Our airplane is powered by a pair of these.

ZD228_Mini_hair_dryer_908.jpg


-mini
 
sr22driver said:
Ozzie;
Since your PPL was done in a Cirrus you were instructed by someone who had been through CSIP "The Cirrus Standardized Instructor Program". Negating the need for you to endure a "checkride for insurance purposes" to fly a SR20, if you decided to go and find a SR22 that you wanted to fly you would then need the ride.
FAA says that a high-performance/complex endorsement is all that is required. However if you want to be insured in the aircraft then you have to jump through the hoops that Cirrus and the insurance companies have devised.
The reason behind the BS reqs is that a few individuals crshed their airplane and died after pulling the chute while outside of the design envelope.
I have no problem with an initial ride to demonstrate competency or X amount of hours in said airplane to do the same.
What I do have a problem with is that I have to get yearly training from a CSI. Though they have been through a "standardized" program there is no real standard when it comes to what must be taught for recurrency or initial for that matter how many hours or how much it will cost to do said training.
That, is the main reason I am nudging the owner to consider a Matrix, well that and I think the Matrix is a sexy damn airplane.
Click to expand...

I got insured in SR series with about 5 hours of instruction by a factory demo pilot and a 3 touch n goes. No formal course, no CSIP or recurrent required.
 
OldTownPilot said:
That is 100% factually false.

Cirruses have been spun for the JAA certification and recovered using normal recovery inputs.
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You're right about that. They did recover. They recovered for FAA testing too.

They also have nice paint jobs. What did paint have to do with the all of this? Nothing, but neither did your comment.

The fact is; chute required to certify..... that was my point.
 
dustoff17 said:
You're right about that. They did recover. They recovered for FAA testing too.

They also have nice paint jobs. What did paint have to do with the all of this? Nothing, but neither did your comment.

The fact is; chute required to certify..... that was my point.
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Wait wut?

You're conceding to the fact that they recovered from a spin for certification testing, but the chute was required for certification?

I'm cornfused
 
dustoff17 said:
You're right about that. They did recover. They recovered for FAA testing too.

They also have nice paint jobs. What did paint have to do with the all of this? Nothing, but neither did your comment.

The fact is; chute required to certify..... that was my point.
Click to expand...

lol_wut.jpg
 
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