#71 now has 96 hrs on the hobbs, and the first six months of flying have been delightful. Just thought I would share some humor, which we all could use now. Also, a few serious observations.
#1. I have the custom N-no. of 1645 Sierra. I don’t recommend the “Sierra” suffix, as most controllers end up referring to the airplane as a “Sierra.”
#2. Controllers in So. Calif. are now getting used to the Cirrus, but many still ask questions. The most common question recently is “how much does that cost?” Descents at 160-180 kts ground speed also get some questions regarding the number of engines.
#3. I flew to Santa Barbara from SNA on Saturday, and they said NOBODY showed up at the last fly-in. Any future plans? I will try to be there, if possible. By the way, the folks at Oxnard would love to have a group drop in. They have lots of ramp space, and a decent restaurant. Not too convenient for the N. CA folks, though.
#4. Still get occasional transponder signal weakness, and have to reset. Not too often.
#5. 45S is a “B” SR-20, and I find it does everything I need. I fly localizers with A/P or manual, and 50% flaps on the 3 degree glide slope is very stable at 100-120 kts. I wonder how many of you really use the V nav for approaches to minimums? Just curious.
#6. Only mechanical problem to date is the door seal noise, solved by rotating the nylon bushing 180 deg. for a tighter close. Lost one vacuum pump at 20 hrs. None since. Have not lost any landing lights. Changing oil every 30-40 hrs and using AeroShell multi grade.
Anyone in the So. Cal area waiting for a plane can contact me if they want to do some casual flying.
My regards and sympathy to the Koehlers.
I hope to meet the Silicone Valley guys (other than Dave Katz, whom I met) in the near future.
Just kidding Dave. I was jealous of you for flying into Duluth on a G-IV.
I hope to meet the Silicone Valley guys (other than Dave Katz, whom I met) in the near future.
Just kidding Dave. I was jealous of you for flying into Duluth on a G-IV.
Hrmph. Silicon valley. “Silicone valley” I think is the San Fernando valley north of LA, home of the porn movie industry. It’s all a bit more staid up here (though it’s a good thing that the buildings are too low to jump off of recently.)
And it was a Citation X, not a G-IV. The X is a much more proletariat airplane. 
(Though loafing at M.91 was pretty cool…)
#71 now has 96 hrs on the hobbs, and the first six months of flying have been delightful. Just thought I would share some humor, which we all could use now. Also, a few serious observations.
#1. I have the custom N-no. of 1645 Sierra. I don’t recommend the “Sierra” suffix, as most controllers end up referring to the airplane as a “Sierra.”
#2. Controllers in So. Calif. are now getting used to the Cirrus, but many still ask questions. The most common question recently is “how much does that cost?” Descents at 160-180 kts ground speed also get some questions regarding the number of engines.
#3. I flew to Santa Barbara from SNA on Saturday, and they said NOBODY showed up at the last fly-in. Any future plans? I will try to be there, if possible. By the way, the folks at Oxnard would love to have a group drop in. They have lots of ramp space, and a decent restaurant. Not too convenient for the N. CA folks, though.
#4. Still get occasional transponder signal weakness, and have to reset. Not too often.
#5. 45S is a “B” SR-20, and I find it does everything I need. I fly localizers with A/P or manual, and 50% flaps on the 3 degree glide slope is very stable at 100-120 kts. I wonder how many of you really use the V nav for approaches to minimums? Just curious.
#6. Only mechanical problem to date is the door seal noise, solved by rotating the nylon bushing 180 deg. for a tighter close. Lost one vacuum pump at 20 hrs. None since. Have not lost any landing lights. Changing oil every 30-40 hrs and using AeroShell multi grade.
Anyone in the So. Cal area waiting for a plane can contact me if they want to do some casual flying.
My regards and sympathy to the Koehlers.
I hope to meet the Silicone Valley guys (other than Dave Katz, whom I met) in the near future.
Just kidding Dave. I was jealous of you for flying into Duluth on a G-IV.
Have 110Hrs now on 149CD ot of SMO. Everything has been great so far except following problems.
One vaccum pump failure at about 60 hrs. Lots of flap problems. Hve replaced relays a few times. Right now we are in the process of replacing the entire mechanism motor relays switch and the circuit board. Ther must be a few people out there with flap problems because we have been delayed a few days while we wait for a piece of equipment to come in that enables the flaps to be set at the correct deployment angles. The jig has been in use elsewhere so there must be others experiencing the same problems? Factory has been excellent in their response and help in solving the problem. Hopefully it will be solved with this.
Steve,
My father and I are waiting on a January 2002 SR22. My father is VFR commercial multi engine rated, been flying for over 40 years, and I am currently working on my IFR rating for when we get the 22. We fly out of Van Nuys and Santa Monica, and everytime we taxi past the two SR20’s based at SMO we both let out a little sigh and say to ourselves “hang in there, less than a year now.” We would love the opportunity to do some casual flying with you in your 20. My e-mail is nicozimmerman@linkline.com
Thanks,
Nico
Given the reports of flap problems, it sounds like it’d be a good idea to practice no-flap landings in the SR20. Anyone have much experience with this? Any tricker than with the recommended setting?
glenn
Have 110Hrs now on 149CD ot of SMO. Everything has been great so far except following problems.
One vaccum pump failure at about 60 hrs. Lots of flap problems. Hve replaced relays a few times. Right now we are in the process of replacing the entire mechanism motor relays switch and the circuit board. Ther must be a few people out there with flap problems because we have been delayed a few days while we wait for a piece of equipment to come in that enables the flaps to be set at the correct deployment angles. The jig has been in use elsewhere so there must be others experiencing the same problems? Factory has been excellent in their response and help in solving the problem. Hopefully it will be solved with this.
Given the reports of flap problems, it sounds like it’d be a good idea to practice no-flap landings in the SR20. Anyone have much experience with this? Any tricker than with the recommended setting?
glenn
A bit faster and a bit flatter, but a non-event. (I haven’t done any myself since factory training, mea culpa.) About the only thing to be careful of is that it’s easier to tail strike on no-flap takeoffs and landings if you over-rotate or over-flare.
Given the reports of flap problems, it sounds like it’d be a good idea to practice no-flap landings in the SR20. Anyone have much experience with this? Any tricker than with the recommended setting?
glenn
Have 110Hrs now on 149CD ot of SMO. Everything has been great so far except following problems.
One vaccum pump failure at about 60 hrs. Lots of flap problems. Hve replaced relays a few times. Right now we are in the process of replacing the entire mechanism motor relays switch and the circuit board. Ther must be a few people out there with flap problems because we have been delayed a few days while we wait for a piece of equipment to come in that enables the flaps to be set at the correct deployment angles. The jig has been in use elsewhere so there must be others experiencing the same problems? Factory has been excellent in their response and help in solving the problem. Hopefully it will be solved with this.
With regard to no-flap landings, you DO practice this during training, but Dave is understating the flatness of the approach. With no flaps, a 3 deg. glide slope and little or no real power gives a high approach speed. Just keep that in mind. The landing is no big deal, it just takes a longer flare to slow down. If you are real good on forward slips, that helps.