I'm going to ask the question I asked a while back and received no answer to...

If a person wants a new airplane that can go at least 250kts in pressurized comfort, what are his options?

As far as I can tell, the SF50 is the cheapest option out there by a pretty good margin. It's faster than the Meridian at about the same price. The Eclipse is $700k more expensive and beyond that there's not much.

Assuming they can keep the price around the $2.2M mark, they will sell them just because there's not a lot of competition in that segment, and I do think there's demand.

As someone I know has said, "300kts will change your life", and I bet there are a bunch of people who agree and want a new airframe.

Robert

"I spent about 50 hours going through the material to get ready for Transition Training."

"What followed was 5 and a half more days of flying, lots of ground lessons, sim time"

"Beginning the second day I was pretty frustrated with the experience because 1) I was required to do some flying that is pretty basic and 2) because I wasn't IFR proficient when I showed up due to my layoff from flying."

"it took me all week to get where I was half way satisfied with IFR performance. The plane was great but there is a lot to remember how to do."

Based on how long and intense that training was for a fixed gear non pressurized piston single, the type rating class for the SF50 is going to last 4 to 6 weeks for someone similar to Tony. If Tony thinks there is a "lot to do" in an SR, he ain't seen nothing yet.

No offense to Tony, but if it takes you a week to fly IFR half way decent in a very stable and docile piston single, you aren't jet material, at least, not yet.

Mike C.

No, just the opposite, I think they all can manage two jet engines if they can manage one engine on the SF50.

The folks who think they can't manage two jets engines are more in line with your statement.

If they can't manage two jet engines, then they can't manage one.

Mike C.

And that is different than SF50 training how?

You have all those factors plus more powerful, faster, more systems, more procedures, more emergencies, harder to hand fly, turbine engine management, flight levels, landing gear, etc, etc, etc....

Mike C.

Mike - why do you assume that all prospective SF50 owners are incompetent fools who can't fly an airplane?

I find it particularly ironic coming from a pilot who made the successful transition from a 210 to an MU2. Why do you think you're so much better of a pilot than these unknown SF50 owners?

Robert

Still one of the most interesting blogs on BT these days.

Of course that's just my opinion.

Mike

Still one of the most interesting blogs on BT these days.

Of course that's just my opinion.

Mike

Mike,

I put you back to zero.

Tim

Mike C.,

My reference to Tony's training was so you might get an idea. Obviously you did not.
You really need to attend the Cirrus training or talk to some Cirrus certified pilots. The Cirrus class was designed around the Jet Type standards; not around traditional PPL PTS.

Cirrus learned the lessons that Beech, Cessna and the blue sky VFR pilot has forgotten. A plane designed for travel needs well trained pilots flying to ATP and Jet Type standards. The result is the huge delta in the the change of fatal rates for the Cirrus. (You need to look beyond number accidents to include hours to get a rate).

I therefore expect the Cirrus SF50 training program to designed to the same standards. BWTDIK; I only went through the program.

Tim

For the record, I haven't downgraded anyone, today.

Lol, who cares who downgrades what on Beechtalk? If buttholes had wings, Beechtalk would be an airport.

There are a LOT of very useful bits of info passing back and forth, making this a tremendously useful forum, but this is no place to be sensitive. I bet I'll get slammed for saying this. Let's see if we can get my "likes" to negative. Ha!

I'll upgrade you too since it makes you happy...

Cirrus will not have a choice. The SF50 training program will need to go through a lot of FAA review the way the Eclipse training program did. I expect the early SF50 training to be tough with the examiners giving little flex in the PTS standards.

It will be interesting to see how they adapt some of the twin turbojet training and checking for the SF50. Will an engine shutdown and restart be required? What will be the training and checking for engine failures before the chute deployment altitude? You will not have V1 cuts, or SE approaches and go arounds, to train for but you will have new procedures due to the single engine and chute.

All twin jets.

Some number of pilots being piston single flyers prior, particularly for the Eclipse crowd.

No penalty for being a twin even to those pilots.

Look at the good record that resulted. I doubt Cirrus will match it with the SF50.

Mike C.