DOES ANYONE HAVE A PREFLIGHT CHECKLIST IN MS WORD FORMAT? JUST RETURNED FROM DULUTH PICKING UP AN SR22 (N5205X). THE CHECKLIST SUPPLIED BY CIRRUS IS NOT COMPLETE AND HAS A FEW ERRORS. TOO LAZY TO MAKE MY OWN. I WOULD ALSO LIKE TO HAVE THE NORMAL RANGES ON THE CHECKLIST FOR OIL TEMP, OIL PRESSURE, VOLTAGE AND AMPS. i KNOW I CAN LOOK IT UP ( AND HAVE), BUT WOULD LIKE TO HAVE IT ON THE LIST TO CROSS CHECK THE NUMBERS DURING PRE START AND STARTUP… THE PLANE IS A KICK TO FLY… TRAINING WAS GREAT…SERVICE WAS GOOD… MOVING TO THE NEW BUILDING MIGHT HAVE BEEN THE CAUSE FOR MUCH OF THE DOWN TIME IN REPAIRING SQUAWKS WE FOUND.
Marty, I probably met you last week in Duluth when I was picking up my plane as well. (There were two of us, both Steves - picking up two SR-22s. We also brought out our instructor from Boston.) I found the whole experience to be exhilarating and intense (not inexpensive either). Overall, I thought the Cirrus team did an excellent job and the training was superb. A few minor squawks which were all attended to promptly. I had one minor intermittent electrical problem that will have to be dealt with in the field – but the Cirrus guys really tried their best. It is hard to fix something when it is not failing. As for the training, I highly recommend Aaron Wedge for any training (standard or supplemental) Tel: 218-290-3872- he was knowledgeable, patient and thorough! I did fly home with my instructor and was very glad that I did. The five hour flight to Boston with a stop in Saginaw, Michigan gave me a chance to review a number of avionics features that hadn’t been discussed in the earlier training and review a number of other topics covered . Most importantly, it eliminated the stress I otherwise would have felt. My previous flying experience has been with a Cessna 172 and the most noticeable difference for me (aside from the cruise speed and sophisticated avionics) was the landing – both speed and attitude. That definitely takes some time to adjust to, especially if one is use to a 172.
As to your checklist question, I just put one together based on all the info given to us. Take a look at it and let me know what you think. It is in word format, so you can change it any way that works for you!! Happy flying
Marty: Here is a copy of my checklist. This was originally from Paul Traina. I also use the Avidyne checklist for the run up portion. So far as oil temp. oil pressure, voltage and amps, I look for oil pressure immediately on start up. Oil temp is generally not a problem here in the west, but if it’s cold that is an additional check. Voltage and amps are part of the Avidyne checklist. Check the voltage on the Davtron and the ammeter for both alternators. Once established at cruise and periodically thereafter I check oil pressure and oil temp.
The checklist is two pages. I print it and laminate the front and back together. The attachment has a blank page in between. Don’t miss the back page which appears as a third page in the attachment.
A couple of items you may want to add that I have learned from flying IFR in the -22. When you set the altimeter, remember to plug in the barometric setting in the altitude preselect window. At the same time, I like to set the initial altitude I get a clearance for with the alarm active. This keeps me from blowing through that 3,000’ initial clearance while fiddling with radios. I frequently fly by myself, so 1800’-2000’ FPM climb rates are not unusual.
Finally, you have to remember to turn on your ANR headset. A couple of times I have taken off with the radios set for taxi noise levels and forgot to turn on the ANR. As I was climbing at full power, I would call ATC and could barely hear their reply. Dumb.
Thanks for the checklist. You might want to hold off on raising the flaps on T/O until after reaching 500 ft AGL. Although I was taught the same as you in Duluth, at the RDG CPPP it was suggested we hold off on raising them until that altitude in case of engine failure and a quick return to the airport. Also, don’t forget to put the boost on as part of the prelanding. I have learned (the hard way) that the engine will quickly die on roll out without the wind keeping the prop turning. And the people behind you are never happy having to go around especially if you or the tower haven’t told them of your problem.
Enjoy the plane - it’s great.
In response to:
You might want to hold off on raising the flaps on T/O until after reaching 500 ft AGL. Although I was taught the same as you in Duluth, at the RDG CPPP it was suggested we hold off on raising them until that altitude in case of engine failure and a quick return to the airport.
I totally agree. This is something I stress to all my customers. 80 KIAS is the MINIMUM Flap Retraction Speed, not THE Flap Retraction Speed. There is no hurry to get them up. They are not hurting a thing and may be left extended up to 119 or 120 KIAS (22 vs 20). So, why not climb to a safe altitude at a reasonable pace, THEN retract them? Makes an unexpected return to the airport more realistic and prevents you from having to re-trim for the new configuration at low altitude in one of the busiest phases of flight. Just my opinion, for what it is worth.
Progressive Aviation Services
In reply to:
Also, don’t forget to put the boost on as part of the prelanding. I have learned (the hard way) that the engine will quickly die on roll out without the wind keeping the prop turning.
Red flag. I have never had the engine die unexpectedly, on roll-out or otherwise. Suggest you have your 22 looked at. I believe there is a SB for checking fuel pressures.
Thanks, will do. This only seems to happen when the boost is not on and I am late adding throttle toward the end of the roll out in prep for taxi. Restart was easy but you gotta tell people whats going on first. ( An instructor I use also had it happen to him in a non Cirrus.)
I’m new to the COPA site and I’m wondering if I could see your SR22 checklist. I cannot see a link on the site.
10 years are you kidding me