All your IFR training was &quotpartial panel&quot

Guest Discussion
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I think all who attended would agree that the SBA fly-in was a good one, especially with Ian and Tom from CD attending adding 2 SR20’s to make a total of 8 I believe. My thanks to them for taking the time and effort to attend. No Lancair plane(s) this time–not that I would have objected, as I admire aggressive marketing anyway…

After lunch Ian held forth with a Q&A session which was lively and I think well-appreciated. Perhaps such an occasional “town meeting” format for customers and depositors would be a good thing for CD to do again now and then.

Tina & I flew down from PAO in the 260se with Jim Fallows. WX was all fine VFR until arrival; SBA was ~1600 overcast with coastal stratus until about 1 pm. Some were able to sneak underneath from east or west and fly the shoreline, but I’m too chicken for that. So, we did the VOR-DME/GPS approach to Rwy 25. This was of no particular challenge but occasioned the following observations which interested me, at least…

First, it’s a whole lot more relaxing when one has another instrument pilot in the right seat (thanks, Jim!). I’m a bit of a worrier and fuss-budget when I do any approach in actual conditions, and this was my first time experiencing the benefits of a second pilot who could “brief” the approach and provide a second pair of eyes on the instruments. Highly recommended!

Second, as an experiment we set up the approach on both the GNS430 (#1) and KX155 + DME (#2) and compared the course guidance quality. Remarkably, when the KX155 CDI needle was centered (4 miles outside the FAF), the GNS430 showed us at least 0.15-0.2 miles to the left of the little pink line which is the desired course! Made me appreciate the true meaning of the description “non-precision approach.” So, we then scorned the KX155/DME and flew via the GNS430. The digital track readout can easily be kept within +/- 1 degree, much better than any heading indicator (or any multi-kilobuck HSI for that matter). You would have to have a few hits on the bong to lose situational awareness with the GNS430!

The new age is here, folks, and I sure don’t miss what it replaced. Now, flying instruments the old-fashioned way–HI, CDI, VOR/LOC/DME/ADF quailfies as “partial panel work!”

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After lunch Ian held forth with a Q&A session which was lively and I think well-appreciated. Perhaps such an occasional “town meeting” format for customers and depositors would be a good thing for CD to do again now and then.

Any intersting or new tid-bits from Ian? You know, the usual stuff like gross weight increase, etc., etc

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Any intersting or new tid-bits from Ian? You know, the usual stuff like gross weight increase, etc., etc

Ian would not say too much about the gross weight increase except that at some point new SR20s will have an increased gross weight, and that to retrofit this to earlier SR20s will require some changes, some of which may cost money. One of the unexpected issues is that the brake manufacturer has apparently reduced the approved weight that the current brakes will stop, to 2900lbs. So any increase will either require brake replacement (along with wheel pants) or it will be in the form of increased takeoff but not landing weight. So not much is certain on that.

Ian did say that the projected weights for the SR22 are very real - based on weighing the prototype aircraft, so we will not see any creep in empty weight of the SR22 (if anything, it will improve).

Other issues, like air conditioning, may get some attention after the SR22 certification is done. This is on schedule to go to the FAA on October 15, for an expected approval date of November 15. No guarantees on that, but Ian was fairly confident.

PRoduction of the SR22 will commence soon after certification, so first deliveries could be in January.

Order of delivery will be determined by contract date, whether you have an SR22 or an upgraded SR20 position.

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CLYDE

Any talk or predictions about electronic or other types of fuel/Ignition systems (FADEC) from Ian for the sr20. ?

                 dan
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CLYDE

Any talk or predictions about electronic or other types of fuel/Ignition systems (FADEC) from Ian for the sr20.

Not specifically for the SR20, but the general response to this type of question was that once it became available as a certified engine, then Cirrus would begin the engineering to adopt it. Ian did say that Cirrus saw themselves as a technological innovator so they would definitely look at adopting Diesel or FADEC engines, but that until they were certified, they could not even begin their own work.