SNORE. I felt comfortable in the fastest airplane I could afford.

The SF50 will depreciate and it will put downward pressure on all piston sales. I could see everyone getting out of the piston game. Used SF50 will also put downward pressure on old twin turboprops. If you can pick up a used SF50 for $800K in a few years forget it. That's all there will be.

Why did you buy a piston plane??

Because it was all I could afford.

Always gonna be a market for long range TP twins and singles. A Turbo Commander that does 2000nm at 290kts will beat any SF50 on a trip above 1000nm. You know this - that's why you have a PC12. Because it has legs. Range beats speed.

Baloney, Lots of TP and multiengine planes can be haad for the price of a Bonanaza A36.

Always gonna be a market for long range TP twins and singles. A Turbo Commander that does 2000nm at 290kts will beat any SF50 on a trip above 1000nm. You know this - that's why you have a PC12. Because it has legs. Range beats speed.

I couldn't afford a KingAir at the time. Even if acquisition was the same the OpEx were wwaaaaaaay higher for the KA.

The price of entry might be the same, but the price to keep and fly it is not.
You will find many people by to much airplane and then cannot afford to maintain it.

Tim

Guess that why you bought a PC12 and not a CJ2? Opex cost.

Sure would be easy to purchase a faster plane when you have PC12 money.

There wont be enough SF50 produced to have any impact on the used plane market.

Best post in at least 150 pages.

Perhaps the question is "are there any piston single/twin drivers considering one of these?

It doesn't appear that they are marketing this to existing jet owners, let alone jet pilots that fly for someone else. Sure the Cirrus jet looks slow to the macho man who got to drive a "real" jet on the government or company ticket. But these guys aren't likely ever going to buy a new jet anyway.

The guys who are spending 900K+ for a new Cirrus may very much like to go faster & higher in a quiet jet. If you're use to cruising around at 180kts and 9000' then 300kts and FL250 looks pretty damn good. Id rather own one SF50 than a couple of SR22's.

Its great to have options, this plane isn't for legacy pilots.

One of the things that has been taunted about fairly pedantically is training. The assertion is made that the upgrading piston pilot who would be stupid enough to buy a single engine Cirrus jet may be doing so, in part, because of trepidation regarding training requirements to fly a jet.

I believe that there are a great many pilots who content themselves with twin turbo props of 12,500 lbs or less because they don't want to take on the rigor of training and a check ride, much less the onerous annual training requirements. Still others fly single engine pistons because they are uncomfortable with the training twins require. I think these lines of thinking are normal. Some do not, perhaps on the theory that everyone needs to be able to look down his nose at someone...

I have given a great deal of thought to this subject because I am older, busy and well informed.

Getting a type rating for the typical jet, in the typical fashion requires an enormous amount of time. Not only is this expensive in terms of the time away but it is hard to come by. I find as I age that I do not have the stamina I once had but have a large enough ego to admit it. The descriptions of 2 weeks at Flight Safety sound like hell on earth - especially considering how mentally and physically fatigued I was after 5 days at Cirrus two years ago. Having talked to a number of people who have done it, of my general age, its not something I look forward to. I recently flew a CJ1 with a friend 10 years older than me who got his rating 4 years ago and who told me "its the hardest thing I've ever done". This from someone who is an elite bicycle athlete and who has accomplished many difficult physical and mental feats in his life.

Part of the attractiveness of the Cirrus Jet, for someone like me, and someone who has previous experience with Cirrus training, is we know how good it is. And we know how well it will be tailored to our needs. I just reviewed the first of the ground school videos Cirrus has produced and it is excellent. All of it will be finished and online by June. Having just taken another of their interactive courses (on FIKI) I know they are excellent and designed to teach adults in a way that helps them learn. Yes, you can produce complex manuals and require memorization and call it a day. But educational technology provides better ways and Cirrus is making use of it.

Nothing about getting a jet type rating is easy. But I think Cirrus understands that to sell small, personal jets in quantity they need to make it easier. I think they are well on their way.

I dont think rich SE pilots make million dollar decsions based on hangar costs.

Dream come true! It turned into a nightmare for eclipse owners!

Cost will not be the lowest if its stuck at FL250 and 300kts.

No ME training! You think a type rating will be easier?

You dont care about FL410 because you dont understand the impact on cost and performance

Not more complicated as a SR22? How longs the training going to be and what are ongoing training requirements? That will give you a clue.

I am not angry. Its history repeating itself.

You're saying nothing. What's your point?

What's a "Rich SE Pilot"?

Cirrus has made many successful planes. Eclipse remains to be seen.

FL250 at 300 knots is awesome.

ME training is the easiest I've done.

FL410 doesn't do much good in a short range airplane. It's unnecessary in the SF50.