I am currently evaluating the purchase of a used SR-22. We are looking into all available models ('02 - '04). We are leaning toward a low time '02 with “steam guages” to save a bit on acquisition costs. Are there any major pitfalls we should look out for such as serial numbers to avoid, equipment options, and so on.
Here are some of our considerations:
PFD - it seems that there has been some trouble with the
PFD’s on the later models. we can’t afford any
reliability issues.
MFD - should we completely avoid the older ARNAV MFD
TKS - is it just a marketing gimmick? any operational
feedback would be great
6 point engine mounts - does it make much of a difference?
platinum engine - how is it different?
Reiff engine heaters - many used a/c are equipped with the preheater, but we would not use it much here in CA. I’m concerned about the reduced useful load. How much is it affected.
Props - it seems that their are at least 2 diff. props
available. Any feedback on which prop is the best
would be great.
Autopilot - any to avoid? we’d like something fairly
functional
Cabin - are the '04/'03 cabins quiter than the '02?
I’m planning on joining the main forum soon, but any feedback now would be great.
join the forums. TKS is a definite yes. Get some kind of engine monitoring - if the plane doesn’t have it several folks have put a JPI-700 in. As far as the MFD goes, take what’s there - the 2 430’s in the plane are more than enough. Buy a Garmin 396, interface it with 430 #1 and you get moving map, TAWS, and XM weather for $2500 - can’t be beat. oh, and the 6 point engine mount is a nice-to-have
Join the members side - more information than you could possibly use. TKS is useful, TAWS is better if money is an object. The PFD issue seems to be highly exagerated. I have put 290 hours on mine in 8 months - only minor squawks except for one autopilot problem which was expeditiously fixed while I had the plane on the other side of the country - and it caused no delay in my plans.
If you are looking at the old non PFD planes anything around my serial number (215) would be a good buy in my book.
You will not find any that old with TKS and very few went to the 6 point mount. The Dual exhaust came out in late 2002.
Skywatch is a great option as well.
As others have said the $50 to join the members side is a great benefit. You will be able to read a great deal on the old threads and make a very good and sound decision.
If keeping the price down is a concern then the late 02 models are a good way to go.
Suggest you join COPA – for fifty dollars you simply use the search function and will find more information than you ever dreamed of.
PFD aircraft are in higher demand (resale) than non-PFD aircraft — and will continue to be…what does it mean you cannot afford any malfunctions with the PFD ? Can anyone more than anyone else ?
Reiff engine heaters - many used a/c are equipped with the preheater, but we would not use it much here in CA. I’m concerned about the reduced useful load. How much is it affected.
As I recall, the reiff engine pre-heater (with both oil sump pad and cylinder bands) weighs a pound or two at most. It has a very minor weight penalty, especially when considering something like TKS.
On the other hand, it is very useful. Even if you are not planning on using it much, if is a very nice indication of how the plane was cared for. If the aircraft was hangared or traveled to cooler areas, you may deduce that it was probably preheated. Where I live, er, I guess that is “lived,” I wouldn’t own the plane without it.
TKS is clwearly an operational issue, but with a weight and anoyance penalty - you have to clean up afterwords. Of course, this is like sex, it can be messy but it’s usually worth it ;-).
ARNAV, PFD, platinum engines are mainly preference and available at a cost. It really depends how much ou want to spend and your budget. The 6-point engine mount is usually a decent improvement, but that is airplane specific. Some early 4-point mounts are very smooth to. I’d test fly this to verify.
Lastly, I can say that Cirrus does not produce planes by the model year. Their planes are constantly evolving (improving) and it is virtually impossible to classify them by serial number. In general, the newer the plane the better. However, having said that, like everything in life, this is no guaranty that a latter plane will have fewer issues.
Good luck. I Look forward to seeing you int he air and on the member’s side.
As others have said, spending the $50 to join COPA is an incredibly good part of owning a Cirrus. I am very pleased with my purchase of a used steam gauge SR22 last December #413).
But recognize that between use, mistakes, and a few poor quality parts, that owing an airplane is a lot more expensive than owning a car and there will be (a few) unhappy surprises. Whatever you buy, get an independent, full pre-buy from a mechanic that knows Cirruses as well as the Continental engine.
Living in Indiana, TKS is essential and useful. Even yesterday flying over southern Kentucky, the temp was 2 degrees Centigrade in the clouds. The tailwinds there made that the best place to fly and the TKS gave me the confidence to stay there, knowing that if I found some unexpected ice that I could safely and promptly descend.
As everyone else has said, when considering a multi-hundred-thousand-dollar purchase it’s crazy not to spend $50 for the tons of info in the members section.
On Arnav:
In reply to:
MFD - should we completely avoid the older ARNAV MFD
I have a very early-model SR20, nearing its fifth birthday, and I’ve had ARNAV all the way along. It has served me very well and I’ve been happy with it (including the “terrain upgrade,” which gives a much higher resolution screen and “for reference only” terrain guidance, and the engine monitoring.) It has been quite reliable for me, and while it is less graphically elegant than the Avidyne the terrain display is much more informative.
I commute between New Mexico and Arizona,; don’t have TKS and loving it; TKS is expensive, heavy and costs maybe 5 knots. My normal cruise when the airplane is squeaky clean, and full of fuel is 189 knots. Nobody with TKS gets that fast. But, if you live in the North, TKS is another question entirely. I do love the skywatch; it is great to know where the other guys are…
Even yesterday flying over southern Kentucky, the temp was 2 degrees Centigrade in the clouds. The tailwinds there made that the best place to fly and the TKS gave me the confidence to stay there, knowing that if I found some unexpected ice that I could safely and promptly descend.
Rod,
Just out of curiosity, why if you encountered unexpected ice couldn’t you just as easily have descended without TKS?
Obviously, I am not Rob. However, I will respond also. Ice can sometimes build very, very quickly… and sometimes it just creeps up on you. But, if it is building quickly - I want everything I can have going for me while I do a 180, descned, or climb… depending on where the nearest out is.
Boy, I have to check the forum more and work less to find when I am starting discussions about flying in known ice!
Actually, I was flying in that part of the Appalachians with 11,800’ elevations.
And I was thinking how smart I was to have ordered a winter’s supply of TKS fluid 2 weeks ago. Then I got home and found out that the $90 for 5 gallons of TKS that I thought was a good deal from Aviation Labs actually cost me $108 or so, because the Haz Mat Charge was not shown on the website when I ordered it.
Rod,
Just out of curiosity, why if you encountered unexpected ice couldn’t you just as easily have descended without TKS?
Jerry:
When one encounters ice unexpectedly, almost by definition one does not know the extent of it. Therefore, my attempt to descend out of the ice will be safer with TKS than without it.
I have experienced unexpected icing in a 182. I believe the aerodynamic design of my SR22 will cause more severe handling changes than in the 182. The added weight, reduced visibility, potentially worse handling, and increased likelihood of tail stalls that can result from ice on our planes is something I want to avoid at all costs. At the same time, I want to be able to fly - in Indiana - in the winter. My experience is that forecasts tend to be worse than reality. However, I want to be able to escape ice immediately if I would be unfortunate enough to find it.
TKS gives me an ability to fly when it is cold and it improves my likelihood of surviving an encounter with ice.
The Cirrus carries Ice really well. I wouldn’t worry until there is about 2-3 inches on the leading edge. Now if you believe this story, I have some ocean front property in Arizona that I would like to sell you![;)]
Obviously, I am not Rob. However, I will respond also. Ice can sometimes build very, very quickly… and sometimes it just creeps up on you. But, if it is building quickly - I want everything I can have going for me while I do a 180, descned, or climb… depending on where the nearest out is.
Roy,
I understand that but when you want to stay high for tailwinds and the temp is +2 and you are over relatively low terrain you can ask and get a lower altitude almost immediately and that will take you into warmer air. My question was really tongue in cheek.
Actually, I was flying in that part of the Appalachians with 11,800’ elevations.
Like Brian I really would like to know where the Appalachians reach 11,800 feet. Looking at an enroute chart the highest MEA I could find in Kentucky was 6400 feet on V310 from LOZ to HMV and on V53 from AZQ to HMV.
