BeechTalk - BT - SR22TN

Username Protected · **Posted:** 13 Jul 2015, 20:40

Nice write-up Joe. Congrats.
All I will say is don't stop doing your gear down check before landing. It is a good habit to keep :pilot:

Username Protected · **Posted:** 13 Jul 2015, 21:43

Username Protected wrote:

I'll betcha $50 you'll be back in a Bo at some time in the future. I'll betcha a $100 that you'll regret selling your Bo.

Don't think so.... :sad:

Username Protected · **Posted:** 13 Jul 2015, 22:27

Username Protected wrote:

Tony and Nate,

I'm planning on the full transition training. This last week was some initial training to meet insurance requirements and let me start building some hours. I'm limiting myself to some pretty high personal minimums until I get more time/training in the plane.

Username Protected · **Posted:** 13 Jul 2015, 22:34

Username Protected wrote:

I agree with your statement on the side stick. I flew my friends SR22 and the stick was a non factor.

TN
• TN, as well as built in Oxygen, was a must have on my next plane. Fuel management could not be easier; full forward mixture on all take offs, then lean to 17.5 at cruise. On the return flight, we noticed higher CHT’s so continued to lean down to 16.5 and then 16 just to see the impact; it ran very smoothly this far lean of peak

So at 13,000 what was your TAS 17.5 gph? What kind of CHT temp.

Have you flown it higher and what TAS and FF do you get?

CURIOUS.

Michael,

If I recall correctly, we were seeing 184kias at 13K. I believe FF was 17 or 16.5 to keep CHT's in the 350-360 range. I will be spending some time getting better records on this the more I fly it.

Username Protected · **Posted:** 13 Jul 2015, 22:39

Username Protected wrote:

What does a good G3 cost with average times? With Avidyne? With Garmin?

Jesse - Jack is in the right ballpark in the $275K to $350K range. Finding the right combination of equipment, hours and logs were important to me.

Username Protected · **Posted:** 13 Jul 2015, 22:42

[/quote]
Congrats Joe and I have to say I am very jealous. You bought exactly the config I'm looking for..how'd I miss it? Having TN in my S35 I can't be without the capability ever again.[/quote]

John - for a while I considered putting TN in my S35, but with all the other features of the Cirrus, I chose to go that route. The idea of TN really appealed to me; the ability to fly higher offers smoother rides, as well as the safety of extra glide range.

Username Protected · **Posted:** 13 Jul 2015, 22:42

Username Protected wrote:

I'll betcha $50 you'll be back in a Bo at some time in the future. I'll betcha a $100 that you'll regret selling your Bo.

Too early to tell. I hope you are not right though...

Username Protected · **Posted:** 13 Jul 2015, 22:45

Username Protected wrote:

Nice write-up Joe. Congrats.
All I will say is don't stop doing your gear down check before landing. It is a good habit to keep :pilot:

First landing in training I did my "gear down" comment as a joke; got an approving smirk/nod from the instructor. GUMPS in the Cirrus can get trimmed down to GMS, but I like the idea of always considering it.

Username Protected · **Posted:** 13 Jul 2015, 22:46

Very respectable speeds at 13 K. Please keep the transition updates coming.

It would be nice to know what you get at 15,000 to 19,000 TAS and what the FF is.

BTW what do you set your prop at in cruise? TAT 550 A36 is 2500 Cruise.

If I recall correctly, we were seeing 184kias at 13K. I believe FF was 17 or 16.5 to keep CHT's in the 350-360 range. I will be spending some time getting better records on this the more I fly it.

Username Protected · **Posted:** 13 Jul 2015, 22:48

Username Protected wrote:

Michael,

If I recall correctly, we were seeing 184kias at 13K. I believe FF was 17 or 16.5 to keep CHT's in the 350-360 range. I will be spending some time getting better records on this the more I fly it.

WOW

If you are seeing 184 KIAS at 13K and 16.5 gph I am selling the Bo tomorrow. You did mean KTAS ?

Username Protected · **Posted:** 13 Jul 2015, 23:01

Username Protected wrote:

Michael,

If I recall correctly, we were seeing 184kias at 13K. I believe FF was 17 or 16.5 to keep CHT's in the 350-360 range. I will be spending some time getting better records on this the more I fly it.

WOW

If you are seeing 184 KIAS at 13K and 16.5 gph I am selling the Bo tomorrow. You did mean KTAS ?

Username Protected · **Posted:** 13 Jul 2015, 23:11

Username Protected wrote:

Nice write-up Joe. Congrats.
All I will say is don't stop doing your gear down check before landing. It is a good habit to keep :pilot:

First landing in training I did my "gear down" comment as a joke; got an approving smirk/nod from the instructor. GUMPS in the Cirrus can get trimmed down to GMS, but I like the idea of always considering it.

Username Protected · **Posted:** 14 Jul 2015, 07:41

Congrats Joe! :thumbup:

But you should have kept the S35 too, it's eye candy you know.

Username Protected · **Posted:** 14 Jul 2015, 08:25

Username Protected wrote:

Congrats Joe! :thumbup:

But you should have kept the S35 too, it's eye candy you know.

It's going to a good home!

Username Protected · **Posted:** 14 Jul 2015, 09:27

[quote="Michael Apodaca"]Very respectable speeds at 13 K. Please keep the transition updates coming.

It would be nice to know what you get at 15,000 to 19,000 TAS and what the FF is.

BTW what do you set your prop at in cruise? TAT 550 A36 is 2500 Cruise.

This (was) our '07 SR22 G3. As you will notice, I'm a tad high on MP, but for all practical purposes the photo is a good depiction of what to expect at 19,000.

Attachment:

2015-02-19 14.36.22.jpg

GS

SR22TN - My Transition Experience