28 Mar 2024, 19:09 [ UTC - 5; DST ]
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Post subject: Re: Cirrus SF50 Posted: 25 Jun 2017, 20:46 |
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Joined: 02/26/13 Posts: 1373 Post Likes: +442 Location: KSEF
Aircraft: Be-24 Beech Sierra
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I was watching just that in amazment. I need 25 more posts to reach 1300 posts, this here SF-50 may just do it. I am surprised though that it has fuel range issues. One wonders about why the Plastic Boys couldn't get it even somewhat right in terms of rage/performance, since it is a clean sheet design. (and I kinda liked it when I saw it)..!
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Post subject: Re: Cirrus SF50 Posted: 25 Jun 2017, 20:59 |
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Joined: 11/06/10 Posts: 11885 Post Likes: +2848 Company: Looking Location: Outside Boston, or some hotel somewhere
Aircraft: None
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Username Protected wrote: :lol: I was watching just that in amazment. I need 25 more posts to reach 1300 posts, this here SF-50 may just do it. I am surprised though that it has fuel range issues. One wonders about why the Plastic Boys couldn't get it even somewhat right in terms of rage/performance, since it is a clean sheet design. (and I kinda liked it when I saw it)..! Actually, read the comments from Cirrus. They hit the range/UL they wanted. Just not what many on BT believe is useful. Tim
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Post subject: Re: Cirrus SF50 Posted: 25 Jun 2017, 20:59 |
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Joined: 02/26/13 Posts: 1373 Post Likes: +442 Location: KSEF
Aircraft: Be-24 Beech Sierra
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Username Protected wrote: That is my understanding as well Mike. Since we have all seen, and heard, of pilots landing safely while exceeding this limit I wonder how the manufacturer actually determines the certified limit to be? There is no certified crosswind LIMIT. It is just what the test pilots have demonstrated in whatever crosswind they had. They often do not go searching to find the aircrafts true limit.
I demonstrated with an FAA guy on board a 30 kt cross wind in my Sierra and got chewed that my first try was not smack dub on the center line, to which it took inhuman strength not to say I don't care about the center line I care about the coffee and the bathroom. I think it gusted even more than 30 but again did not want to dwell on the issue, was on my best behavior.
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Post subject: Re: Cirrus SF50 Posted: 25 Jun 2017, 23:52 |
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Joined: 12/10/07 Posts: 7975 Post Likes: +6844 Location: New York, NY
Aircraft: Debonair C33A
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Username Protected wrote: Actually, it's the horizontal component of lift cancelling crosswind drift. Available bank angle at touch down is the limiting factor. On take off one could conceivably have too little rudder authority but there is no published take-off crosswind value. For you big boys with jet engines hanging under the wings, bank angle is the limit. For us bug smashers (and that includes SF50), bank angle is virtually unlimited, but there is not enough rudder to keep the nose straight down the runway after we banked into the wind.
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Post subject: Re: Cirrus SF50 Posted: 26 Jun 2017, 08:39 |
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Joined: 04/26/13 Posts: 19766 Post Likes: +19431 Location: Columbus , IN (KBAK)
Aircraft: 1968 Baron D55
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Username Protected wrote: For you big boys with jet engines hanging under the wings, bank angle is the limit. Yes, but it's not (just?) the engines hanging down that limits the bank angle; MD80s, Citation X, etc. all are bank limited because of their swept wings. With the nose up in the flare, those tips can get very close to the ground. There isn't a lot of margin for bank before one drags. I suppose that a four engine airplane like a B747 or A380 might risk scuffing an outer cowling too, but it's the wing tip that's likely to suffer on most swept wing jets.
_________________ My last name rhymes with 'geese'.
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Post subject: Re: Cirrus SF50 Posted: 30 Jun 2017, 20:17 |
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Joined: 02/13/10 Posts: 20103 Post Likes: +23514 Location: Castle Rock, Colorado
Aircraft: Prior C310,BE33,SR22
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Username Protected wrote: Where is Mike C? Probably in Duluth, taking delivery of his SF50...
_________________ Arlen Get your motor runnin' Head out on the highway - Mars Bonfire
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Post subject: Re: Cirrus SF50 Posted: 01 Jul 2017, 22:53 |
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Joined: 01/06/08 Posts: 4665 Post Likes: +2678
Aircraft: B55 P2
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>300 pages of replies, so I probably missed it. I'm curious, with a target cruise speed of ~300 KTAS, wouldn't a turboprop have made more sense? I would have thought that would give better climb and lower fuel burn.
Apologies if this was discussed in detail earlier.
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Post subject: Re: Cirrus SF50 Posted: 02 Jul 2017, 01:14 |
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Joined: 11/11/12 Posts: 1560 Post Likes: +809 Location: san francisco (KHAF)
Aircraft: C55 baron
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Username Protected wrote: Apologies if this was discussed in detail earlier. Just a bit
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Post subject: Re: Cirrus SF50 Posted: 02 Jul 2017, 05:22 |
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Joined: 03/09/13 Posts: 910 Post Likes: +449 Location: Byron Bay,NSW Australia
Aircraft: CE525,PA31
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Username Protected wrote: Here is a pic of our client Dr. B taking delivery of his new Vision Jet a couple of days ago. He hasn't rested, been wearing it out with all the flights https://flightaware.com/live/flight/N519ABAndrew
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Post subject: Re: Cirrus SF50 Posted: 19 Jul 2017, 22:14 |
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Joined: 04/16/10 Posts: 2031 Post Likes: +886 Location: Wisconsin
Aircraft: CJ4, AmphibBeaver
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I'm starting to understand.......
300kts or so....(a few turbo-props are faster and go further) FL 280 and Below.....(no rvsm manual required) 1000-1200nm range....(reasonable) 4-6/7 place seating (curious of the range with 6-7 peeps and bags?) Price point is appealing, even at $1.9m ish
This is a great pathway for cirrus customers looking to stay on the cirrus bandwagon.
I'm still a bit skeptical of real world performance in the ATC system. If this bird is sluggish in the climb, how accommodating will ATC be to get it up in the flight levels where it will need to be to realize any speed and range?
Having spent a few years flying in the 20's, this is where the fugly weather tends to be. I fear the outcomes of the chest beating "I have a jet" bravado to push the limits of aircraft and pilot capability. I hope Cirrus goes above and beyond in training for these fortunate clients.
I like my CJ that goes to the upper 30's or so......yes, I needed to develop an RVSM manual, but it wasn't difficult to do so. Goes about the same distance carrying similar passenger counts. Goes a bit faster, and has a potty for emergencies. Burns more, but goes faster and climbs faster and goes higher, above all but nastiest of CB's.
Yes, mine is used, and doesn't have touch screen. But it has heated leading edge anti-ice. Lots of redundant systems, excellent service and support, and lots of pathways for upgrading.
I like the cirrus jet. I think it will be successful by measuring units on order and units delivered. I also think that the customers will be quickly yearning for more.
Time will tell.
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Post subject: Re: Cirrus SF50 Posted: 21 Jul 2017, 21:57 |
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Joined: 04/26/13 Posts: 19766 Post Likes: +19431 Location: Columbus , IN (KBAK)
Aircraft: 1968 Baron D55
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Username Protected wrote: I also think that the customers will be quickly yearning for more. And that will be called the SF55. Anyone think Cirrus plans to stop here?
_________________ My last name rhymes with 'geese'.
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Post subject: Re: Cirrus SF50 Posted: 22 Jul 2017, 07:58 |
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Joined: 01/29/08 Posts: 26431 Post Likes: +13064 Location: Walterboro, SC. KRBW
Aircraft: PC12NG
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Username Protected wrote: I also think that the customers will be quickly yearning for more. And that will be called the SF55. Anyone think Cirrus plans to stop here? With all the "personal drones" in the works..... I think Cirrus should stick with building "personal airplanes". There are already a dozen new twin engine VLJ's on the market competing for the same buyers.
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