For a variety of reasons, including moving (via airplane) from the west coast to the east, and promotional activities about which I should not elaborate, I have done an absolute ton of Cirrus flying in the last two weeks. “Absolute ton” = 42 hours in 15 days. From one coast to the other, then back to the midwest, then back to the east, with a bunch of jaunts in between. Various brief observations and findings:
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Cirrus had 21 work days in July and delivered 21 airplanes. (Not necessarily reflected in their web-site count, but in their actual delivery count.) Won’t make that rate in August, because of presumably-non-recurring material problems in the Grand Forks plant. As I understand it, a matter of managing the impact of humidity on the fiberglass used in fuselages. I went to the Grand Forks plant, heard about the problem, heard them say that they’d found the solution and would resume cruising speed after the early-August bump.
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There are rumblings all over the company that a financing deal is at last nearing completion, for an amount of money significant enough to make a difference in production rates, product-line expansion, and so on. My bet is that we’ll hear something for-real definite about this by Labor Day.
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East Coast/ West Coast differences. In six months in California, I basically never used the storm scope. In repeated trips across the midwest and up and down the east coast this last month, the stormscope was my best friend. Last night, was going from St. Paul (KSTP) to Gaithersburg (KGAI) in night IMC, because of impenetrable haze. A tremendous help to be able to work out with ATC an alternative routing (down through West VIrigina, rather than Pennsylvania) to avoid all the stuff I saw on the stormscope. And then a relief to see that there was no convective activity to worry about as I got ready for night-IMC approach to GAI.
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On the other hand: as I mentioned before, got a chance to demo-fly a 22, while doing most of my x-country trekking in my own 20. Because the most dramatic difference with the 22 is the climb rate (even more htan cruise speed), the 22 is really the plane for the west coast – or for wherever fast climbs in hot weather may be called for.
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On hot weather: maybe I’m nuts, but I personally would not spend any money or weight on an air conditioning system. It’s hot on the ground, but that’s why I keep the door open until I’m cleared for takeoff. And within a minute of takeoff the airflow is fast enough to provide cooling as you climb. Just my opinion.
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Based on conversations at and since Oshkosh, I think ARNAV is trying to look alive, in the sense of offering updates and improvements it knows the market requires. Next test will be the updated software they’re planning to release in about a month.
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The 20 I have was produced a while before I got hold of it, and its annual would be due in October. Since I had to go through Duluth, I had an “early annual” done at the beginning of August at the factory. Essentially: no surprises. Brake pads replaced (maybe I should find longer runways), lots of things tightened and adjusted, no big problems of any sort.
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Landing theory. Being instructed by one of the Cirrus contract pilots, Gene, on landing the 22, clarified a simple cookbook way to think about landing the 20 or 22. It is simply:
1. FLY the plane down, carrying a little power, until it's in ground effect. For me this is at 85kts in the 22, 80 in the 20. 2. Once it's in ground effect, bleed off the remaining power and edge the nose up to bleed off the speed, and just let it settle (on the mains). If this violates anyone's theory, sorry, no offense or heresy intended. But with this simple scheme in mind I've found the plane almost idiot-proof to land.
CAUTION: NEXT SECTION involves mention of my book Free Flight, included because of its relevance to Cirrus-dom. But if this will annoy you stop reading here:
Sometime in the next week, the Lehrer News Hour is likely to have a segment by Paul Solman, its business correspondent, on the implications of a renaissance in GA. He did a lot of interviews with Cirrus people at Oshkosh, and also with me. I flew his camera crew around – and thank God there were no mishaps, including when we got into a JFK-haze situation, and I explained why an instrument rating was valuable (and an autopilot, and a parachute.)
ALso, the current week’s Business Week has an article about my book that talks about Cirrus and overall GA prospects; the current New Yorker has a shorter book item.