This year has been one of those 'piston twin blues' years for the Seneca and I. She's been in an out of the shop now since early October for annual, avionics upgrades, multiple bugs, engine failure, etc. I think we're getting closer to finding root cause on the engine failure but as of today, she's STILL in the shop. When she works, I love her but the laundry list of bugs seems never ending this year.

I've just about lost my mind dealing with it as the airplane has become an essential part of the business now and not simply a toy or hobby. I need to fly to support the business. I have a C182 that is a VFR only flyer (lousy avionics, no GPS), so it's not a reliable IFR backup. I've also borrowed a rental Seneca a few times as a backup when mine was not available. However, I really need a more reliable IFR backup or a different bird.

Up until recently, I thought my next step would be into a bigger, pressurized twin but this recent experience with the Seneca has me concerned about the thought of spending even MORE time and energy maintaining an even more complex piston twin. I just don't have time for that right now and began shifting gears towards something simpler.

I came very close recently to just buying an SR22 G3 before the end of the year to take advantage of the tax savings but decided I was just rushing it too much. Instead, I found a rental option that's based about 45 minutes away (quite inconvenient). It's a 2014 SR22 G5 that I began transitioning training in yesterday. My plan is to rent it to get a feel for how the SR22 will do for the majority of my business trips. I also plan to fly Angel Flight trips this year and will test it for those missions as well. If it works out, I will probably buy an SR22 G3 to make my primary business flyer and keep the Seneca for family trips and as an IFR backup to the SR22.

I've flown in an SR22 a few times and have done quite a bit of research on it. I've always loved it and have had a long-term desire to get one. Yesterday was the first time I flew an extended training flight in one.

Wow.

I flew (3) approaches both with and without autopilot almost all in actual IMC and even in light icing conditions (TKS system performed flawlessly). Given that I've had no formal training on one, I couldn't believe how easy and intuitive it was to fly. I nailed all three approaches, nailed both landings and had absolutely no difficulty in any phase of flight. It was as natural and intuitive a flying experience as I ever had. Given that the weather conditions were as nasty as they were (VERY windy, IMC, light icing with a large storm system bearing down on us), I expected it to be more challenging.

In short, I was absolutely amazed. I can't wait to fly it again.

Pics...

That's beautiful, Don. You'll have a blast!

Yep you nailed it.

I loved flying the SR22. Ergonomically, everything was just where I expected it should/would be.

I also love my Bo

Different reasons for each.

Just FYI - that sleek efficient airframe performance falls off fast with ice. IMO you cannot "carry" ice like you may be used to.

Don't mess around, even with FIKI.

Don,

You know it is against all regulations to drink or take drugs within 8 hours of flying. But obviously you don't care. How else can I understand your gushing about what everyone here knows is a POS?

Tim;
Interesting comments regarding icing and the SR22 - I have an acquaintance who did transition training in Duluth with the factory and stated he flew for 1.5 hours in constant IMC with light/moderate icing and the FIKI TKS kept the wings and air frame virtually ice-free. He said he had no detectable deterioration in flying characteristics or performance. It made a believer out of him.....has your experience been different??
Bill

Wow Tony - - even flying/owning a SR-22T G5 and a big smiley face at the end of your post doesn't save you from a dislike to your post by some zealot!
Maybe the joke went.........

Don - I've always wanted to fly a SR-22. Your rented ride looks very nice.
Congrats - - and enjoy!

Just FYI - that sleek efficient airframe performance falls off fast with ice. IMO you cannot "carry" ice like you may be used to.

Don't mess around, even with FIKI.

Nice plane, but Don, if you rely on your plane for business and travel, this is just a thought:

If you sell the twin (I know, it's lousy times for it) and the C182, combine the funds into an earlier turbine twin (or single, if you can find one in that price range) you will get your dispatch rate up. It's all weather, solid systems and you'll be able to use it for work to a degree not really possible with most piston singles or twins. Yes, it will cost you a little more, but having a plane that doesn't break down as much and can cope with adverse conditions is perhaps worth a little extra? You can get into MU-2's and Turbo Commanders for very little money these days and the upkeep seems to be on par with some of the legacy, cabin class twins.

I agree Matt that the Cirrus isn't an airframe that you want to 'carry' ice with. That goes for any laminar wing as they don't handle ice well. That said, the FIKI TKS system on the Cirrus is exceptionally effective and the coverage is so good and the airframe so clean that it's very difficult to find any point of reference for accumulation anywhere on the airframe. The airframe doesn't have to 'carry' ice since the system is so effective at eliminating all ice.

Still conservative planning and having good 'outs' are still prudent as no system is 100% effective and can still fail.

I knew it was a great bird beforehand but for someone who flies a lot of IFR, especially in nasty weather, the SR22 is a dream. No gushing involved. It's simply fact.

I understand the enthusiasm now even better than before. I wish I was capable of buying a new G5 as you did Tony.

Tim, I agree about "not messing around in ice", but... What makes you say that "you cannot "carry" ice like you may be used to"?

A FIKI plane should NOT CARRY ICE... Unless you are in trouble... It does not matter the make and type.

Adam, turbine is where I certainly need to be and where I'm clearly headed some day. However, I've run the numbers a hundred times and they always tell me the same thing. I'm not yet ready.

The C182 and Seneca are both partnerships and I own them both very cost-effectively. I have 7 partners on the C182 and 2 partners on the Seneca. I can keep both, buy an SR22 G3 and still have substantially less total costs compared to any turbine I would consider. A partnership in a turbine would be ideal but the pilot pool here in NW Ohio is so small that I have had a difficult time finding any interest.

As soon as I can afford a turbine, that will be my next step.

Don,

All kidding aside....

I'm delighted that you are enjoying flying the SR22! I knew you would if you had the opportunity. My earlier post was obviously tongue in cheek and I've always said and believed that most Cirrus detractors don't know what they're talking about and just need to go fly the plane.

The FIKI system is awesome and keeps virtually the entire airframe clean in my experience. I did fly for 1.5 hours in Duluth during training in moderate icing with virtually no degradation in performance and a clean airframe on landing except for the boots, a little spinner accumulation (1/4 inch max on the very tip) and a little on the ends of the wing tips.

Since then I've been in ice a few times with the same results. It's not an all weather plane though and I flew to Florida this week on the airlines because I did think the weather was too marginal even for FIKI. For darn sure you don't want to get in SLD.

The earlier point about running the system before entering icing is critical. The TKS will help shed accumulated ice but that takes awhile. The POH says to turn the system on as part of preflight. Do it outside! But do it. BUT, if you test the windshield spray BE SURE the doors are closed! On my plane it can take 5 minutes to get everything wetted out from a standing start in the air. Also, when you first turn it on I find it coats much faster to put it on MAX for a minute or so first.

While I have droned around in the clag with the system running I still think it's wise to treat it as an "inadvertent" system and use to get through a layer, not stay in it. One thing to also note is that using it on approach can screw up forward vis as the spray from the prop slinger coats the windshield too well. The POH says have it off 2 minutes before landing and it can be a toss up whether visibility is made worse by the spray or the ice but generally the ice stays off pretty well in that time.

If you're going to fly the plane I really recommend taking the transition course from a CSIP. The plane is designed to be flown like a larger plane with highly organized methodology and you're not likely to get that with a typical instructor. ALSO - note well, the plane is NOT approved for FIKI if the pilot has not taken the Cirrus Icing course within 24 months of the flight!

I don't disagree with you Tim. In ice in an SR22, any ice accumulation should be avoided. I look at icing in the Seneca and SR22 very differently as a result of the airframe and the differences in the systems.

The Seneca will carry ice well and has plenty of excess power to cope with it and a non-laminar wing which isn't as sensitive to ice build-up. The tail on the Seneca however is very sensitive to icing and will stall in flair if there's too much ice. So, I watch the tailplane on the Seneca very carefully. Given that is has boots, time spent in icing isn't a big consideration as long as the boots are doing to job. In regards to 'outs' if I have any difficulties, I'm likely able to climb in any situation even with a big ice load due to its gobs of excess power and turbos. The biggest risks I have in the Seneca is failure of the various systems: wing boots, tail boots, vacuum, windshield hotplate and (4) separate electric prop deice boots.

In the Cirrus, ice accumulation should be avoided and any accumulation that can't be shed with the TKS system should cause one to immediately exercise an 'out'. Time spent in icing is a consideration due to the finite amount of deice fluid on board. Excess power available isn't nearly as much as the Seneca, so there are limitations on climbing out of icing, especially in a NA SR22. I would be more cautious about heading into known icing conditions down to minimums in an SR22 than I would be in the Seneca as a result of the differences between the two.

One has to have a good understanding of the capabilities and limitations of each and go into these conditions carefully, with a solid plan of 'outs' and contingency plans if conditions are worse than forecast or if systems aren't working properly.

If I end up with an SR22 and the Seneca, I would see the Seneca as the primary choice on flights where I may encounter ice as I feel it's better equipped to handle it and has more 'outs' available.

I'll be interested to learn, after you've flown in ice a few times in the SR22, if you still feel that way.