AVWeb's article on the Columbia 300

http://www.avweb.com/articles/colum300/

(Next week’s article will be a summary comparison of the SR20 vs. DA40 vs. Columbia, I believe) - M.

While this article on the Columbia 300 reads ok, the article on the SR20 sounded like a laudatio. Had he compared the SR22 with the Columbia I think it would have been a “flaps down” win for CD.

Just my interpretation,

Placido

http://www.avweb.com/articles/colum300/

(Next week’s article will be a summary comparison of the SR20 vs. DA40 vs. Columbia, I believe) - M.

http://www.avweb.com/articles/colum300/

If I had ever had any doubt about my choice of the SR22 over the Columbia 300, that article would have removed it with two words: “Windows NT”.

Having avionics powered by a Microsoft product adds more literal meanings to the computer terms “crash” and “blue screen of death”.

Interesting that he dinged the Columbia mostly for its heavy control forces and difficulty in slowing down during descents.

Are these faults a Columbia thing, or a 190-knot thing that the SR22 will face, too?

http://www.avweb.com/articles/colum300/

(Next week’s article will be a summary comparison of the SR20 vs. DA40 vs. Columbia, I believe) - M.

http://www.avweb.com/articles/colum300/

Did anyone else find this comment curious?

“After adding most of the right rudder available, the 300 stopped drifting and descended to the downwind line flying as straight as a Kansas section line.”

Sounds like he flew the downwind in a slip - now I know some people like to cross the controls sooner rather than later, but isn’t that taking it to extremes?

First the bias: I hold a Columbia position in the 80’s. Next the (in)experience: 400 hours over 23 years, 50 in a Mooney, 1/2 hour in a Columbia during a demo flight. Finally the envy: Congratulations to all of you SR20 owners who can do some flying between reading the postings!

Control feel: The Columbia does exactly what it’s told, responding as you’d expect to every input. I didn’t have any desire for a lighter feel. It felt firm in the same way that a sportscar feels firm. “Heavy” doesn’t describe the sensation properly.

Slowing down: Requires planning but nothing special. There are 50 knots to lose between the bottom of the yellow and the 130 KCAS takeoff flap speed. In level flight with a moderate power setting that will bleed off in a short time. Going down and slowing down: That depends on the OAT and your belief in shock cooling damage. I’d prefer to slow down in level flight when possible. Brakes would make this a lot easier.

Interesting that he dinged the Columbia mostly for its heavy control forces and difficulty in slowing down during descents.

Are these faults a Columbia thing, or a 190-knot thing that the SR22 will face, too?

http://www.avweb.com/articles/colum300/

Did anyone else find this comment curious?

“After adding most of the right rudder available, the 300 stopped drifting and descended to the downwind line flying as straight as a Kansas section line.”

Sounds like he flew the downwind in a slip - now I know some people like to cross the controls sooner rather than later, but isn’t that taking it to extremes?

When I wat taught, I learned both methods. They both have their advantages and disadvantages, but my instructor, a retired Naval carrier jock told me to use the one i was most comfortable with.

Supposedly pilots of heavy iron will fly the crab and with a little finess, not correct until the upwind wheels hit the ground. At whic time they pivot on the wheel. I’ve never been that accurate. Of course, they have limited ability to slip without hitting an engine nacelle and a lot more experience.

When I was taught, I learned both methods
You’re quite right about the methods and heavy iron, but this guy was talking about flying the downwind leg in a slip. That’s what I found curious.

http://www.avweb.com/articles/colum300/

Did anyone else find this comment curious?

“After adding most of the right rudder available, the 300 stopped drifting and descended to the downwind line flying as straight as a Kansas section line.”

Sounds like he flew the downwind in a slip - now I know some people like to cross the controls sooner rather than later, but isn’t that taking it to extremes?

When I wat taught, I learned both methods. They both have their advantages and disadvantages, but my instructor, a retired Naval carrier jock told me to use the one i was most comfortable with.

Supposedly pilots of heavy iron will fly the crab and with a little finess, not correct until the upwind wheels hit the ground. At whic time they pivot on the wheel. I’ve never been that accurate. Of course, they have limited ability to slip without hitting an engine nacelle and a lot more experience.

Marty, are you writing about slipping versus crabbing on final, or slipping versus crabbing on downwind [and accordingly on base and final too]? That’s a new one on me.

Gary

http://www.avweb.com/articles/colum300/

Did anyone else find this comment curious?

“After adding most of the right rudder available, the 300 stopped drifting and descended to the downwind line flying as straight as a Kansas section line.”

Sounds like he flew the downwind in a slip - now I know some people like to cross the controls sooner rather than later, but isn’t that taking it to extremes?

When I wat taught, I learned both methods. They both have their advantages and disadvantages, but my instructor, a retired Naval carrier jock told me to use the one i was most comfortable with.

Supposedly pilots of heavy iron will fly the crab and with a little finess, not correct until the upwind wheels hit the ground. At whic time they pivot on the wheel. I’ve never been that accurate. Of course, they have limited ability to slip without hitting an engine nacelle and a lot more experience.

Marty, are you writing about slipping versus crabbing on final, or slipping versus crabbing on downwind [and accordingly on base and final too]? That’s a new one on me.

Gary

Slipping vs. crabbing on final. I, like you, have never heard of slipping on downwind (unless you hav a ton of altitude to loose, but certainly not for croswinds. The thought of flying cross-controlled all over the U.S. isn’t something I practide or recommend.

However, on final, some folks would rather not have to switch from a crab to a slip a few seconds from touchdown. By slipping all the way down final, some pilots find it easier to constantly adjust to the decreasing winds. Personally, I prefer the crab. But the other way works, and I’ll use it on occaision for the practice.

Marty SR22 #20

http://www.avweb.com/articles/colum300/

Did anyone else find this comment curious?

“After adding most of the right rudder available, the 300 stopped drifting and descended to the downwind line flying as straight as a Kansas section line.”

Sounds like he flew the downwind in a slip - now I know some people like to cross the controls sooner rather than later, but isn’t that taking it to extremes?

You might want to slip on downwind and/or base if asked to make a short approach.

When I wat taught, I learned both methods. They both have their advantages and disadvantages, but my instructor, a retired Naval carrier jock told me to use the one i was most comfortable with.

Supposedly pilots of heavy iron will fly the crab and with a little finess, not correct until the upwind wheels hit the ground. At whic time they pivot on the wheel. I’ve never been that accurate. Of course, they have limited ability to slip without hitting an engine nacelle and a lot more experience.

Marty, are you writing about slipping versus crabbing on final, or slipping versus crabbing on downwind [and accordingly on base and final too]? That’s a new one on me.

Gary