From: Christopher N20CD
Date: 10/21/99
Time: 4:02:58 PM
Guys,
I figured you are all pretty hungry for some real life SR20 experiences. Here comes some "stream of conscience" stuff from number 2.
First, I had approximately 250 hours total time when I took delivery of my Cirrus, I am now at 350 (ok, you do the math). I cannot fly this aircraft enough. I have a friend who recently bought an older Archer after having flown with me quite a bit over the last few months claims that I have spoiled him, On long trips we all look forward to using my plane.
Since I took delivery I have flown from Boston to: Washington, DC (2) Montreal (3) Quebec City (1) Cleveland (1) Martha's Vineyard (10) Hyannis (9) Falmouth (2) Nantucket (5) Westchester (4)
and lots of other places in between. The bottom line is that this plane is capable and gives you so much information that it is far more comfortable to fly. When the weather starts to change or the ride get bumpy, I don't get that sinking feeling I used to get in a 172.
The aircraft has an incredible smooth ride. Its hard to explain, and I do not understand the mechanics behind it, but this plane feels like a much bigger plane when you get into the Moderate turbulence (you may not want to tell your passengers to stare at the wingtips, however, as they definitely look like a sea gull flapping its wings).
My performance has been good, but not exceeding the specs. I cruise at 150-155 below 7,000 feet and 160 +/- 1 to 2 knots at 7,500 and above *. My fuel burn is between 10.0 and 11 mostly driven by altitude, higher is remarkably better in this plane. My climb rate at full load is 700 fpm +/-, but with full fuel and just me in the plane I can get 1,000 easy (even with two passengers). manuevers in this plane make you look like a better pilot than you are. It is very smooth and predictable. Put it into a turn and it tracks like its on rails. I use the autopilot to trim the plane and then take it back if its a short flight. Once its trimmed (which is someshat tricky manually) the plane flies straight and level (without turb).
The spectator factor is still huge. It is flattering and can provide for hours of chat time, but can get in the way of on time departures. Most are interested, some end up buying (I'll take that dinner anytime you want, Bruce) and some tell you why they woudl still rather have their Saratoga. I have not had one person insult the aircraft other than a guy in MN who asked if it was a kit, I told him I can't assemble the new vacuum I bought, so I had to have the guys at Cirrus put it together for me. I told him they were actually an autobody shop, but that I trusted them because they had a lot of nice cars out front. He left me alone after that.
Controller are just now starting to remember me (in the Northeast). Most are very interested. it is surprising how many GA fans there are in the world of ATC. I have always found ATC people to be the nicest most conciensous group of professionals I've ever encountered, particularly when I'm asking for a progressive taxi at Logan!
The flight dynamics and handling characteristics are like no plane I ever flown. Predictable, smooth, clean, responsive. It just doesn't have any of that disconnected feel, ever.
The visibility is unparalleled in GA. I had a couple of pilots out of a King Air up the other day at Westchester (If people ask me, I'll take them up, so if you see my plane, and I'm not around, leave me a note). One guy sat in the back and marvelled at the visibility, they both fell in love with the ARNAV and the one who got to fly, loved it and quickly had the handling down.
The only limitations I have encountered so far are:
1) I had trouble climbing through 16,000 on an average temp day in September. What I ended up doing was leveling off, gaining speed and then climbing again.
2) The Sumps are a pain in the ass, particularly the drain (packplenty of rags). I don't know of any way that they could be made to be less so, its just a bitch.
3) It takes a long time to master landing this plane! Seriously, it took me 50 hours to get to the point where I can comfortable land well most every time.
4) My DG precesses like a bastard! - Cirrus has said they will look at it when she goes back to MN for my Bose headset installation.
Landings - Sidebar This plane lands like no other GA plane that I know of. You don;t flare until your about 10 feet off the runway and then its a slow gradual flare. Too little and you'll bounce like a son of a bitch (I had to abort a landing at Logan once) too much and she'll stall above the ground (ouch that hurts). The good news is that once you get it, its easier to control than most other GA planes and is VERY predictable.
High cross winds are really not that tough in this plane. Good amount of crab, land with the windward main wheel touching first, straighten out and then let the nose wheel straighten out, then take your flaps out, pull the nose up and lay on the brakes.
This plane has very powerful brakes and you will grease the runway if your not careful.
Take off and landing performance has been very much as published in the POH, maybe even a little better. I have landed twice at Falmouth (2,300 ft) with full fuel and two passengers. I did not ahve a lot of runway to spare, but it was controlable. Take off requires short field technique with load, if you are light, you probably will not need it.
Other Yes, you can take off without flaps (again, oops), your vertical climb performance will suffer.
Note of advice, don't take out the take-off flaps until you see a steady 700 fpm, otherwise you will quickly see a 0 to negative climb until the aircraft stabilizes. For short field or fields with obstructions, leave them in longer.
A message for those with non-flying friends. This plane has the power to convert the timid. The impressive look of the aircraft and its panel will get them in and the ride and comfort will get them to go up a second time.
Thats all for now!
Christopher