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 Post subject: Re: Cirrus SF50
PostPosted: 24 Apr 2018, 21:04 
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You have low weather in your red parantheses. Replace weather (sometimes an issue) with flying over 2-3-4 countries (for some, always an issue) where a stop due to fuel could trigger the need for landing permits and delays due to immigration or other issues. Range is trump in this situation every time.


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 Post subject: Re: Cirrus SF50
PostPosted: 24 Apr 2018, 21:20 
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Yeah, if I were to stop in Canada, in addition to higher fuel prices, would have to APIS and clear customs. That would cut into the convenience. Other places I have found range awesome is when flying at night. Many FBO's close early, and I have even found that in certain parts of the country, some are closed on Sundays. Widespread convection which is easy to navigate in the flight levels becomes a little more stressful when you have to descend into IMC with embedded convection for a fuel stop. Areas of high winds, blowing dust, low level turbulence, may involve large swaths of land, flying above that also nice. ;)

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 Post subject: Re: Cirrus SF50
PostPosted: 24 Apr 2018, 23:07 
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...and the only one I have flown that I thought had "enough" power was the F-2G Corsair with 4360 cubic inches and 3000+ horsepower. It had enough... I never once used all of it.


F-2G Super Corsair, my favorite plane of all time. There is one nearby, maybe you have flown it?


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 Post subject: Re: Cirrus SF50
PostPosted: 25 Apr 2018, 11:10 
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The true question becomes, "How far will it go in 4 hours?" If you want something that goes further, do yourself a favor and get something that goes faster.


Yep. Or "where can I go for a weekend trip?"

I laugh when people discuss the time difference between planes for a 100 nm or even a 200 nm flight. To me a 100 nm trip I'm driving. Oh sure, I'll do a fly-in get together or $100 hamburger run to fly or shoot some approaches for practice, but a real trip that short? I do it in the car. Maybe somewhere with mountains or water in between the locations making the drive much longer it might make sense to fly.

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 Post subject: Re: Cirrus SF50
PostPosted: 11 May 2018, 17:25 
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I heard something yesterday about an SF50 losing power due to an icing incident. Cant find any info on google. Anyone heard what happened?

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 Post subject: Re: Cirrus SF50
PostPosted: 11 May 2018, 22:16 
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N881VC there is a good page of details on Face Book, Private Jet Pilots.

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 Post subject: Re: Cirrus SF50
PostPosted: 11 May 2018, 22:32 
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Username Protected wrote:
N881VC there is a good page of details on Face Book, Private Jet Pilots.

So.....what happened?

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 Post subject: Re: Cirrus SF50
PostPosted: 11 May 2018, 22:37 
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Engine issues and returned to land. Discovered oil on Fuselage. Check the Flightaware path of the tail#

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 Post subject: Re: Cirrus SF50
PostPosted: 11 May 2018, 22:46 
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 Post subject: Re: Cirrus SF50
PostPosted: 11 May 2018, 22:48 
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Check the Flightaware path of the tail#

Uninterrupted descent all the way to the runway at 1000-2000 FPM descent. Descent rate decreases as speed decreases. The diversion to KHUF occurs exactly when the descent occurs.

That's about what I'd expect for a power off glide profile.

Mike C.

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 Post subject: Re: Cirrus SF50
PostPosted: 11 May 2018, 23:22 
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http://archive-server.liveatc.net/khuf/ ... -0200Z.mp3

"As long as we can make the runway, we will be okay. Oil pressure is good at idle".

Sounds like an oil problem but not an engine shutdown, then a flight idle descent to landing.

Mike C.

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 Post subject: Re: Cirrus SF50
PostPosted: 12 May 2018, 18:00 
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To me a 100 nm trip I'm driving.
Maybe. I do HPN-OWD regularly (136 nm direct). I save maybe 30 min each way door to door. What I lose, though, is the risk I'll get stuck in traffic, which drives me crazy. Friday or Sunday afternoon in the summer it can be 4-5 hrs, vs. about 3 with no traffic. Seems reasonable and more enjoyable to fly.


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 Post subject: Re: Cirrus SF50
PostPosted: 13 May 2018, 15:47 
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Engine issues and returned to land. Discovered oil on Fuselage. Check the Flightaware path of the tail#

My sources say that the oil cap was not secured.

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 Post subject: Re: Cirrus SF50
PostPosted: 13 May 2018, 17:52 
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Engine issues and returned to land. Discovered oil on Fuselage. Check the Flightaware path of the tail#

My sources say that the oil cap was not secured.


That was my guess as well. I would assume that if you have triggered a low oil pressure warning that damage could have been done to the motor and it will have to be inspected? At least with a Citation, it is recommended to shut it down with such a warning. Maybe with a single engine jet you leave it running for a last burst of power before it seizes?

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 Post subject: Re: Cirrus SF50
PostPosted: 13 May 2018, 18:10 
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Engine issues and returned to land. Discovered oil on Fuselage. Check the Flightaware path of the tail#

My sources say that the oil cap was not secured.


Williams has had a few different oil cap lock designs to try and fool proof the cap. Guess they have to keep on trying.
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