Lost of good posts here. Prepare for a very jumbled reply! hope this helps.
Marty 836C SR20
I have an SR20, and 170 hours. 50 hours ago, I was pretty much where you are now. I was transitioning from a 172 and really having a tough time. I was coming in too hot and too flat and my confidence was weak. My sight picture was all screwed up as well.
The first part of my solution was to read everything I could find on COPA about landing the Cirrus. Everyone raved about how easy it was! I felt a bit of an idiot, because it wasn’t easy for me, and there where times I thought I had bitten off more than my low hours could chew.
I took my CFI 4 times over the course of a week up in the pattern to practice. I worked on adding variables one at a time. Day 1, no wind, huge KDET 15-33 runway. Day 2, 5 kts, huge KDET 15-33 runway, Day 3, no wind, much smaller 7D2 runway, etc
Bit by bit I got more confident, as you will as well. Sat afternoon I did 20 touch and go’s at KDET with a 14G18 left crosswind. I practiced full flaps, 1/2 flaps, no flaps, left traffic, right traffic and did 6 or 7 simulated engine outs. I was happy with all landings; my main area of fine tuning I am working on now is training myself not to bring the nosewheel down right away.
The quick and dirty advice I can give you is as follows:
(1) Don’t come in hot
(2) Let the plane land itself
From here I will cut and paste a more detailed email I wrote to another fellow who is soon to go through the same transition:
Slow and Forgiving to Fast and Slippery
You really have a lot of time going around the pattern in a Cessna. In the 20, things happen a lot faster. Also, the 20 reacts a LOT more quickly to stick movement than the Cessna. All of this combined will make for a nervous final, especially since you are used to final at 50 kts and now you will be using 80 kts. (UND teaches 80, but POH says 75 and COPA says 75 to 72 depending on weight, but that is another story). I spend a lot of time on landings.
Actual landing technique. There is a lot on the COPA site about this. If not a member, become one. Use “search” and read read read.
Basically rather than pull power over the numbers, flare high and let the plane settle, you “drive the plane down to the ground” with manifold pressure at 12 inches or so. Once close to the ground (this will feel uncomfortable) you “round out” rather than doing a cessna-like flare. As the plane begins to settle you gradually reduce power to idle (many prefer to come in with no power after the fence, but this is how UND teaches it). You will be pulling the stick back but with nowhere near the force you use in a Cessna. If you do you risk bouncing the nose. The 20 is much more sensitive here, and you cannot count on the 172 technique of “just re-land it”. Any bouncing of say more than 2 bounces means GO AROUND.
Bouncing is caused primarily by pulling too aggessively in flare and by coming in too hot. The UND folks will teach 80 kts over the numbers. This is highly ridiculed in COPA. Basically the opinion is that UND is trying to protect beginners from doing a tail-strike (expensive to fix), by coming in hot and flat. While your final will be more traditional glideslope than Cessna high, I believe that UND’s hot and flat approach makes the transition more difficult. Why? It teaches you to float and put the plane down before it is ready to stop flying…and this can cause bouncing. In the end, you will teach yourself to come over the numbers at 1.3 x VS0…which can be as high as 75 and as low as 68 (in my plane) depending on weight. You should hear the stall horn as you land. If you don’t hear it at least once every 3 landings you are coming in too hot.
Once you get the hang of it, you will find that landings in the 20 are almost zen. Especially when you still have the memory of the transition as a background. Rather than landing the plane, you are allowing the plane to land itself. Unfortunately I believe the only way to learn this is by practice practice practice. Rinse and repeat until comforable.
Cross wind taxing. Issue in the 172, non-issue in the 20.
Cross wind take-offs. Issue in the 172, non-issue in the 20.
Cross wind landings. Big issue in the 172, minor issue in the 20. Basically I have done 15 kts direct right crosswind with only minor adjustments. Hardly worth mentioning.
Right ruddle on take-off. Hardly necessary in 172. Very necessary in the 20.