Power off 180 in Cirrus

[woutlaw]

At the risk of interjecting at least a tiny bit of useful information into the entertainment stream, my book says power-off landings (in training) need to be done with full flaps.

So, a better question might be "What is the flap setting for a power-off 180 in a Cirrus?"

Obviously, none or 50% until the landing is assured but you'll want full flaps in before touchdown. It's been a while since I did my CSIP training, but I think this is to give you a little wiggle room against a tail strike.

Oh, and they slip great.

And if you've never had somebody show you 0% flap landings in the thing, go get that done before you try to teach it. They're fun, kinda like landing a jet I guess, but easy to whang the tail if you get it wrong.

It really is just another airplane. I've given up trying to understand what all the fuss over the things is about.

 

[jhugz]

It really is just another airplane.

x2

Let's all read that out loud...

 

[crazyjaydawg]

It really is just another powered parachute.

Fixed it

useful information is not allowed in a Cirrus thread...back to our regularly scheduled comedic thread jacking

 

[BeRich]

Fixed it

useful information is not allowed in a Cirrus thread...back to our regularly scheduled comedic thread jacking

:rotfl::rotfl::rotfl::rotfl:

(that was my super helpful contribution to this thread)

 

[msmspilot]

This thread is way too much fun to start taking it seriously now guys!

By the way, I was going to go do some power off stalls in a Seminole, what power setting do you all think would be best for THAT?

I suggest idle on one of them. But not at the same time. You don't want to let them both get too cold and hesitate. If you have one at 50-60% power, and the other at idle, you know that you have power to recover.

 

[msmspilot]

A picture for this thread:

 

[Autothrust Blue]

The other time is if you're doing it for proficiency rather than for checkride prep.

:yeahthat:

I actually think this maneuver ought to be on the private checkride. But I digress.

 

[mshunter]

A picture for this thread:

Best picture EVAR!

 

[Boris Badenov]

My response: "pull the chute." I mean that's what I would tell the examiner.

Is it wrong that I stopped reading the thread after this post? Check plus.

 

[scooter2525]

FWIW, I recently got checked out in a Cherokee six. We practiced a few to see the flying characteristics of the aircraft. Wasn't going for a rating or currency, so there are times to do a power off 180 outside of a rating.

 

[ppragman]

FWIW, I recently got checked out in a Cherokee six. We practiced a few to see the flying characteristics of the aircraft. Wasn't going for a rating or currency, so there are times to do a power off 180 outside of a rating.

How do you like it?

I've got a little over 1000hrs in the PA32. And ehh. The Saratoga (the PA32-301) is a wayyyyyyy better machine. The 207 is better too, but the 207 glides crappier than either one. The PA32-300 is fairly doggy with a full load, and doesn't glide very well, but it does carry quite a load.

 

[Boris Badenov]

Jesus, Pat, how often do you glide these things? Time to have a serious chat with MX?

 

[ppragman]

Jesus, Pat, how often do you glide these things? Time to have a serious chat with MX?

Every time I could cross midfield on the super bear arrival and do a power-off-270. Or in the 207 pretty much every time it was warm enough outside and I could safely bring the power back and do a spot landing. In Juneau I basically lived in constant fear of losing a motor (because there's essentially no place to land in some places) and tried to get good at judging how far I could dead stick it in and make a specific point on the runway at MCA.

Only issue I ever had engine maintenance wise was what I think was a clogged injector on takeoff out of Juneau. That got my attention, but certainly didn't require any gliding.

 

[TwinCessnaDriver]

Forgive my disbelief.....but.....as an owner of a metal airplane with two engines, I can't for the life of me figure out why people buy plastic airplanes with one engine and a parachute!?! :dunno:

Maybe someone can enlighten me. OP? Anyone?

 

[scooter2525]

How do you like it?

I don't. It's a block of metal attempting to move in the air. I have a fair amount of time in 210's and I can't for the life of me figure out why a plane with similar rated horse power is so slow. Payload is good, but flying at 6,000 feet and +15 ISA, the plane is slowwwwwwww. I'll stick with a 99. Now THATs a bird, huh boris?

 

[jhugz]

Now THATs a bird, huh boris?

Not cool dude, that child he just beat up is on you.

 

[scooter2525]

Not cool dude, that child he just beat up is on you.

Pin it on D. He taught B where to find the best baby seals.

 

[Fly_Unity]

Forgive my disbelief.....but.....as an owner of a metal airplane with two engines, I can't for the life of me figure out why people buy plastic airplanes with one engine and a parachute!?! :dunno:

Maybe someone can enlighten me. OP? Anyone?

Maybe because it can fly almost twice as high as your twin cessna, just as fast, half the fuel, half the workload, half the maintenance.

 

[TwinCessnaDriver]

Maybe because it can fly almost twice as high as your twin cessna, just as fast, half the fuel, half the workload, half the maintenance.

My 310 is has TSIO-520's. So I don't buy your argument that a Cirrus is gonna fly twice as high.


Just as fast? Some models of Cirrus. Half the fuel. Yes. Half the maintenance? No way. I know the guys down at Clearstar in Addison (Cirrus Shop). I hea the horror stories related to Cirrus maintenance, first hand.

Half the workload? If I get overwhelmed on an approach I just shut down one of my engines and fly it like it's a single!

It's certainly not price. 300-600k for a turbocharged cirrus. 140-180k for a turbocharged 310. 200k and your into a very nice pressurized 340.

 

[ComplexHiAv8r]

Maybe because it can fly almost twice as high as your twin cessna, just as fast, half the fuel, half the workload, half the maintenance.

Yep, but I will say 1/4 the maintenance. I have had the plane (I didnt' say bird....damm, just did) going on 5 years. Total, and I mean TOTAL maintenance to date is.....drum roll please.... just over $9000. That is under $2000 a year. That is annuals, and ALT problem (ok, 2), and a few minor other items. That does include a $400 battery I just got (it was the original one too!). Admit A LOT of issues when I got it, but the Factory handled that. That included them sending personnel out to the Cirrus Service Center to work on it. It was used, but still under warranty when I got it.

I looked at a Duchess besides a 182 for my mission. Cost of operations and insurance won out. On Insurance, I started at just under $2000 the first year, now down to $1200/yr. Overall been a GREAT business choice.

NOTE, this is the SR20 (200hp) model.

Oh, and I do run lean of peak.... file 125-130kts, 6000-8000 somewhere in the 8.5-9.5gph. I have had it up to 10,000, it likes 8000.

Half the workload? If I get overwhelmed on an approach I just shut down one of my engines and fly it like it's a single!

If I get overwhelmed on the approach I can just pull the chute and walk away from the landing...:rawk:


Would I like a twin, YES. Can I justify one...No. Could for the SR22 either.