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Problem with a manual for the Cirrus Jet is. As the Cirrus Vision SF50 is included with X-Plane 10, a simple manual written. Detailed manual for the Cirrus. C208 X-PLANE - Optional Patch. This is version 10.40 of the manual to the home and professional versions of X-Plane (X-Plane. Cirrus Vision SF50 North American X. Fiat CR.42 Falco Paris Jet. In X-Plane we now have a nice G1000 and what is better is it will get even better with updates. Fata viam invenient meaning. Cirrus Vision Jet SF50 -- Watch live at.
The FSFlyingSchool for X-Plane Douglas DC-3 Detail Pack Manual installed on your PC when you installed. Cirrus C4 'The Jet' (Supplied with X-Plane 10) Cirrus SF50. Be supported by FSFlyingSchool 2018 for X-Plane 11 and X-Plane 10. The manual will always be available for download from the X-Plane. Download Audio Here Boeing 777-200 twin-jet 10, Boeing 777-200LRF twin-jet 631, following aircraft are included on the X-Plane 10 installation discs: Cirrus Vision. X Plane Cirrus The Jet Manual Read/Download.
This is just a mod of the default cirrus SF50 (with permission). It includes my best remake on the cirrus/garmin SR22 perspective cockpit. It is a work in progress and is missing buttons. The last time I posted this I had posted the wrong one, this one should work fairly well. Transponders, buttons etc. will be added in the upcoming beta.
It includes garmin SVT (a modified HITS). The blue LVL button, (some autopilot button that does the same thing, just different pic) and more.
This is for those people who prefer 2D pits as the 3D pit looks funky.
Enjoy!
Cirrus Jet News
Images/Screenshots
Cirrus Plane Cost
The archive cirrus SF50.zip has 219 files and directories contained within it.
File Contents
This list displays the first 500 files in the package. If the package has more, you will need to download it to view them.
Because it's Lego style, you can also mix and match the body parts of more than 50 playable characters to create one of millions of possible LEGO Star Wars heroes. Lego star war videos.
Filename/Directory | File Date | File Size |
---|---|---|
c4.acf | 06.11.12 | 1.69 MB |
c4_cockpit.obj | 02.24.12 | 361.36 kB |
c4_icon.png | 02.24.12 | 46.39 kB |
c4_paint.png | 04.06.12 | 25.92 kB |
c4_paint_new.png | 04.06.12 | 25.92 kB |
c4_paint2.png | 04.06.12 | 1.19 kB |
c4_paint2_new.png | 04.06.12 | 1.19 kB |
Cirrus_Extras | 05.14.12 | 0 B |
Anchoring Hooks.obj | 03.02.12 | 286.12 kB |
Antennae.obj | 03.02.12 | 422.46 kB |
c4.acf | 03.02.12 | 2.46 MB |
Cirrus.jpg | 03.02.12 | 182.85 kB |
Elevator_Components.obj | 03.02.12 | 382.97 kB |
Fins.obj | 03.02.12 | 498.91 kB |
Flap_Components.obj | 03.02.12 | 2.16 MB |
Fuel_Cap.obj | 03.02.12 | 350.59 kB |
fuse.png | 03.02.12 | 746.85 kB |
ReadMe.pdf | 03.02.12 | 1.75 MB |
Sensors.obj | 03.02.12 | 1.10 MB |
Tail_Lights.obj | 03.02.12 | 100.22 kB |
Turbine.obj | 03.02.12 | 233.91 kB |
cockpit | 05.14.12 | 0 B |
autopilot | 05.14.12 | 0 B |
autopilot engage | 05.14.12 | 0 B |
ott_ALT_eng_BC.png | 02.24.12 | 3.34 kB |
ott_ALT_eng_BC-1.png | 02.24.12 | 3.23 kB |
ott_ATR_eng_BC.png | 02.24.12 | 3.40 kB |
ott_ATR_eng_BC-1.png | 02.24.12 | 3.41 kB |
ott_BC_eng_BC.png | 02.24.12 | 3.35 kB |
ott_BC_eng_BC-1.png | 02.24.12 | 953 B |
ott_GS_eng_BC.png | 02.24.12 | 3.42 kB |
ott_GS_eng_BC-1.png | 02.24.12 | 3.23 kB |
ott_HDG_eng_BC.png | 02.24.12 | 3.37 kB |
ott_HDG_eng_BC-1.png | 02.24.12 | 3.41 kB |
ott_LCA_eng_BC.png | 02.24.12 | 3.36 kB |
ott_LCA_eng_BC-1.png | 02.24.12 | 3.41 kB |
ott_LOC_eng_BC.png | 02.24.12 | 3.36 kB |
ott_LOC_eng_BC-1.png | 02.24.12 | 3.23 kB |
ott_VN_eng_BC.png | 02.24.12 | 3.41 kB |
ott_VN_eng_BC-1.png | 02.24.12 | 3.23 kB |
ott_VVI_eng_BC.png | 02.24.12 | 3.40 kB |
ott_VVI_eng_BC-1.png | 02.24.12 | 3.42 kB |
ott_winglev_eng_BC.png | 05.13.12 | 3.20 kB |
ott_winglev_eng_BC-1.png | 02.24.12 | 3.42 kB |
autopilot select | 05.14.12 | 0 B |
EFIS_disp_ALT.png | 02.24.12 | 452 B |
EFIS_disp_ALT-1.png | 02.24.12 | 452 B |
EFIS_disp_ALT-4.png | 02.24.12 | 641 B |
EFIS_disp_HDG.png | 02.24.12 | 452 B |
EFIS_disp_HDG-1.png | 02.24.12 | 452 B |
EFIS_disp_HDG-4.png | 02.24.12 | 555 B |
EFIS_disp_SPD.png | 02.24.12 | 452 B |
EFIS_disp_SPD-1.png | 02.24.12 | 452 B |
EFIS_disp_SPD-4.png | 02.24.12 | 583 B |
EFIS_disp_VVI.png | 02.24.12 | 452 B |
EFIS_disp_VVI-1.png | 02.24.12 | 452 B |
EFIS_disp_VVI-4.png | 02.24.12 | 608 B |
ott_sel_ALT_HM.png | 02.24.12 | 3.95 kB |
ott_sel_HDG_HM.png | 02.24.12 | 5.72 kB |
ott_sel_HDG_HM-1.png | 02.24.12 | 3.96 kB |
ott_sel_SPD_HM.png | 02.24.12 | 3.95 kB |
ott_sel_VVI_HM.png | 02.24.12 | 4.78 kB |
buttons | 05.14.12 | 0 B |
but_avionics.png | 02.24.12 | 1.25 kB |
but_avionics-1.png | 02.24.12 | 1.44 kB |
but_battery.png | 02.24.12 | 1.22 kB |
but_battery-1.png | 02.24.12 | 1.45 kB |
but_brakes.png | 02.24.12 | 3.11 kB |
but_brakes-1.png | 02.24.12 | 3.74 kB |
but_flitedir_modeSC.png | 02.24.12 | 3.26 kB |
but_flitedir_modeSC-1.png | 02.24.12 | 7.24 kB |
but_yawdamp.png | 02.24.12 | 1.26 kB |
but_yawdamp-1.png | 02.24.12 | 1.45 kB |
engine | 05.14.12 | 0 B |
but_generator.png | 02.24.12 | 1.25 kB |
but_generator-1.png | 02.24.12 | 1.45 kB |
landing gear | 05.14.12 | 0 B |
but_gear_handle_BC.png | 02.24.12 | 517 B |
but_gear_handle_BC-1.png | 02.24.12 | 322 B |
but_gear_light_HM.png | 02.24.12 | 373 B |
but_gear_light_HM-1.png | 02.24.12 | 3.17 kB |
lights | 05.14.12 | 0 B |
but_beacon.png | 02.24.12 | 1.25 kB |
but_beacon-1.png | 02.24.12 | 1.45 kB |
but_land_light.png | 02.24.12 | 1.25 kB |
but_land_light-1.png | 02.24.12 | 1.45 kB |
but_nav_light.png | 02.24.12 | 1.24 kB |
but_nav_light-1.png | 02.24.12 | 1.45 kB |
but_strobe_light.png | 02.24.12 | 1.28 kB |
but_strobe_light-1.png | 02.24.12 | 1.45 kB |
but_taxi_light.png | 02.24.12 | 1.24 kB |
but_taxi_light-1.png | 02.24.12 | 1.45 kB |
starter | 05.14.12 | 0 B |
but_off_run_start.png | 02.24.12 | 3.71 kB |
but_off_run_start-1.png | 02.24.12 | 7.24 kB |
ECAM | 05.14.12 | 0 B |
ECAM_mode.png | 02.24.12 | 1.60 kB |
ECAM_mode-1.png | 02.24.12 | 273 B |
ECAM_mode-2.png | 02.24.12 | 3.04 kB |
ECAM_mode-4.png | 02.24.12 | 7.19 kB |
mode ENG | 05.14.12 | 0 B |
engine round | 05.14.12 | 0 B |
ECAM_rnd_FF.png | 02.24.12 | 1.45 kB |
ECAM_rnd_FF.txt | 02.24.12 | 166 B |
ECAM_rnd_FF-1.png | 02.24.12 | 3.39 kB |
ECAM_rnd_FF-2.png | 02.24.12 | 2.96 kB |
ECAM_rnd_FF-3.png | 02.24.12 | 2.78 kB |
ECAM_rnd_FF-4.png | 02.24.12 | 3.16 kB |
ECAM_rnd_N1.png | 02.24.12 | 1.45 kB |
ECAM_rnd_N1.txt | 02.24.12 | 166 B |
ECAM_rnd_N1-1.png | 02.24.12 | 3.33 kB |
ECAM_rnd_N1-2.png | 02.24.12 | 2.96 kB |
ECAM_rnd_N1-3.png | 02.24.12 | 2.78 kB |
ECAM_rnd_N1-4.png | 02.24.12 | 3.16 kB |
EFIS | 05.14.12 | 0 B |
Avidyne | 05.14.12 | 0 B |
Avidyne_PFD.png | 02.24.12 | 1.86 kB |
Avidyne_PFD-1.png | 02.24.12 | 48.09 kB |
Avidyne_PFD-2.png | 02.24.12 | 6.52 kB |
Avidyne_PFD-3.png | 02.24.12 | 14.06 kB |
Avidyne_PFD-4.png | 02.24.12 | 11.29 kB |
but_map_mode.png | 02.24.12 | 482 B |
but_map_mode-1.png | 02.24.12 | 817 B |
but_map_options.png | 02.24.12 | 736 B |
but_map_options-1.png | 02.24.12 | 336 B |
but_map_zoom.png | 02.24.12 | 450 B |
but_map_zoom-1.png | 02.24.12 | 891 B |
EFIS elements primary | 06.11.12 | 0 B |
el_airspeed.png | 02.24.12 | 2.97 kB |
el_airspeed.txt | 02.24.12 | 327 B |
el_airspeed-1.png | 02.24.12 | 5.18 kB |
el_airspeed-2.png | 02.24.12 | 3.17 kB |
el_airspeed-3.png | 02.24.12 | 2.92 kB |
el_airspeed-4.png | 02.24.12 | 3.71 kB |
el_altitude.png | 02.24.12 | 2.99 kB |
el_altitude.txt | 02.24.12 | 417 B |
el_altitude-1.png | 02.24.12 | 5.54 kB |
el_altitude-2.png | 02.24.12 | 3.42 kB |
el_altitude-3.png | 02.24.12 | 2.94 kB |
el_altitude-4.png | 02.24.12 | 3.85 kB |
el_horizon_cdi.png | 07.14.04 | 4.63 kB |
el_horizon_CDI-1.png | 07.14.04 | 4.85 kB |
el_horizon_CDI-3.png | 07.13.04 | 3.88 kB |
el_horizon_CDI-4.png | 07.13.04 | 3.47 kB |
el_horizon-CDI_2.png | 07.14.04 | 4.95 kB |
HITS.png | 05.13.12 | 45.78 kB |
HITS.txt | 05.13.12 | 53 B |
HITS-1.png | 05.13.12 | 2.76 kB |
EFIS maps | 05.14.12 | 0 B |
map_s_HM.png | 02.24.12 | 1.14 kB |
map_s_HM.txt | 02.24.12 | 118 B |
map_s_HM-1.png | 02.24.12 | 13.95 kB |
map_s_HM-2.png | 02.24.12 | 21.31 kB |
map_s_HM-3.png | 02.24.12 | 23.90 kB |
map_s_HM-4.png | 02.24.12 | 4.73 kB |
flaps | 05.14.12 | 0 B |
han_flap_HM.png | 02.24.12 | 1.02 kB |
han_flap_HM.txt | 02.24.12 | 64 B |
han_flap_HM-1.png | 02.24.12 | 317 B |
generic | 05.14.12 | 0 B |
gen_canopy.png | 02.24.12 | 1.20 kB |
gen_canopy-1.png | 02.24.12 | 516 B |
handles | 05.14.12 | 0 B |
han_thro_linear.png | 02.24.12 | 741 B |
han_thro_linear.txt | 02.24.12 | 64 B |
han_thro_linear-1.png | 02.24.12 | 384 B |
nav displays | 05.14.12 | 0 B |
DMEs | 05.14.12 | 0 B |
DME1_dig.png | 02.24.12 | 2.99 kB |
DME1_dig-4.png | 02.24.12 | 3.16 kB |
DME2_dig.png | 02.24.12 | 2.97 kB |
DME2_dig-4.png | 02.24.12 | 3.16 kB |
-PANELS- | 05.14.12 | 0 B |
extras & reference | 05.14.12 | 0 B |
autopilot.PNG | 04.05.12 | 773.85 kB |
perspective video.url | 04.08.12 | 131 B |
Panel_General_IFR.PNG | 05.14.12 | 684.55 kB |
radios | 05.14.12 | 0 B |
GPS FMS | 05.14.12 | 0 B |
GPS_GA.png | 02.24.12 | 1.47 kB |
GPS_GA-1.png | 02.24.12 | 3.42 kB |
GPS_GA-4.png | 02.24.12 | 4.64 kB |
NAV COM | 05.14.12 | 0 B |
rad_navcomadf_HM.png | 02.24.12 | 1.17 kB |
rad_navcomadf_HM-1.png | 02.24.12 | 568 B |
rad_navcomadf_HM-2.png | 02.24.12 | 2.93 kB |
rad_navcomadf_HM-4.png | 02.24.12 | 3.29 kB |
transponder | 05.14.12 | 0 B |
transponder_BC.png | 02.24.12 | 864 B |
transponder_BC-1.png | 02.24.12 | 1.24 kB |
transponder_BC-4.png | 02.24.12 | 3.33 kB |
rheostats | 05.14.12 | 0 B |
rhe_baro_HM.png | 02.24.12 | 4.83 kB |
rhe_OBS_any_HM.png | 02.24.12 | 4.54 kB |
supplement | 05.14.12 | 0 B |
stall_GA.png | 02.24.12 | 3.49 kB |
stall_GA-1.png | 02.24.12 | 3.68 kB |
trim | 05.14.12 | 0 B |
elv_trim_act.png | 02.24.12 | 353 B |
elv_trim_act-1.png | 02.24.12 | 338 B |
elv_trim_ind.png | 02.24.12 | 445 B |
elv_trim_ind.txt | 02.24.12 | 66 B |
elv_trim_ind-1.png | 02.24.12 | 238 B |
info.txt | 02.24.12 | 350 B |
liveries | 05.14.12 | 0 B |
red | 05.14.12 | 0 B |
objects | 05.14.12 | 0 B |
fuse.png | 02.24.12 | 495.07 kB |
objects | 05.14.12 | 0 B |
fuse.obj | 02.24.12 | 881.94 kB |
fuse.png | 02.24.12 | 712.54 kB |
glass.obj | 02.24.12 | 64.38 kB |
inn.obj | 02.24.12 | 1.17 MB |
inn.png | 02.24.12 | 906.44 kB |
lgear.obj | 02.24.12 | 315.10 kB |
pilot.obj | 02.24.12 | 120.02 kB |
flyawaysimulation.txt | 10.29.13 | 959 B |
Go to Fly Away Simulation.url | 01.22.16 | 52 B |
Installation of Add-on Aircraft/Scenery
Most of the freeware add-on aircraft and scenery packages in our file library come with easy installation instructions which you can read above in the file description. For further installation help, please see our Knowledge Center for our full range of tutorials or view the README file contained within the download.
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- Diamond
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Are there any fliers on this BB? I'm in a friendly argument over airplane costs and need some rough ideas before I go off the deep end and lose my argument.
I'm trying to get a handle on what a brand new Cirrus prop driven airplane would cost; if they make a 6 passenger model that's what I am thinking of.
Thanks. - Diamond
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A 2 year old four seater is listed for $370K
John - Stainless
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Everything about the pricing for new ones is here:
http://www.cirrusdesign.com/aircraft/pricing/
From $199,000+options to 349,995+options, and the options aren't cheap.
From what I can see, all the models are four-place, but the 'useful' load of 594 to 664 pounds with full fuel tanks may prevent filling all of them.
Roger - Cast Iron
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Greg
Cirrus is an OK airplane, made in manysnowta.
However they are Not retractable gear and airframe is primarily built of fiberglas.
Fiberglas DOES NOT have the fatigue life that aluminum has. YET. Maybe never.
There are 60 year old aircraft doing fine that are steel and aluminum based.
Fibreglas airframe gets really iffy much faster than Al.
I would suggest you find a 'preowned Mooney'.
Hth Ag - Diamond
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Thanks guys. I have a money-bags friend who wants to buy a small plane so he can 'learn how to fly' and he is trying to convince me he can more than justify the cost in savings he will relaize by not having to buy commerical airline tickets for him and his family. Considering they only fly a few times a year I find this hard to believe. You can buy a lot of tickets for $200K+ not to mention the maintenance. Plus, would a little plane like that be adequate for a Florida to Los Angeles flight?
- Diamond
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adequate for a Florida to Los Angeles flightSure, if you don't mind it taking all day. And I mean dark to dark :rolleyes: When the wife needs to pee, you find a spot and you land, period.
Buying a plane is a small fraction of ownership cost.
Have him ask about insurance, hangar and 'annuals'
John - Stainless
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No way could you justify, dollar wise, a new Cirrus based on that. As you state you can buy a whole bunch of commercial tickets for the maintenance alone.
Yes, it is completely adequate for a transcontinental trip. But it does take a completely different frame of mind. The aircraft equipped with modern panel is probably better equipped than the pilot. Even if the pilot is very competant the plane still cannot get above the weather and single engine IFR is not for everyone.
Can a family of four stand to be in that plane droning along for hour after hour after hour, bouncing along, no pee breaks? - Stainless
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A cirrus is NOT a 'learn to fly' aircraft. Its a relatively fast, clean, low wing, all composite design. Yes they have designed some interesting safety features into it, and yes it has that big parachute if something goes horribly wrong. But if you pull that parachute handle you've just written the plane off. The parachute landing is designed to be survivable by the occupants, not the airframe.
It'd be like getting a Corvette for your 16 year old to learn to drive on. Yeah, it probably has traction and stability control, but its the wrong tool for the job. - Diamond
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Would it take all day because they don't cruise that fast?
As for pee breaks..I guess if he can afford a fancy airplane he could afford a coffee can? - Diamond
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Comatose, that is interesting - he is psyched up over the parachute idea. He has no license and has never flown a plane of any sort though he tells me he has flown about 15 hours in small planes as a passenger.
He just bought a $190,000 boat so maybe that will keep him satisfied for a while. But get this - he is proud that he drives a Prius because he saves money on gas! - Cast Iron
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By light aircraft, a trip from Fl To So Cal might take from 17 to 24 flying hours, depending on a lot of things.
The human range limits become a large factor in small spaces.
The flexibility says that IS the way to go, if you are prepared to do what you need to do.
Four place aircraft can usually carry about 650 700 lbs of cargo, total passengers crew and baggage, with full fuel.
You do the math on how much stuff you can carry if you have a family along.
Six place aircraft carry a bit more.
At a corresponding higher ticket.
Long flights often meet instrument conditions.
You can tell your buddy that a single engine land instruments license may cost him in the neighborhood of ten grand, by the time he wears out a set of tires.
You can also tell your buddy that he also needs a healthy respect of Murphy's law, and rather than subscribe to slick Av mags, he needs to pay attention to something like the Aviation Consumer.
Hth Ag - Stainless
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At economy cruise setting perhaps 17o kts. At best perhaps a 5oomile range at gross wt so 2 stops minimum at say 1 hour apiece. You are at perhaps fifteen plus hours flight time. Speed is relative. Compared to an airliner, yes it's slow. To a single engine 4 place it is very capable esp considering fixed gear.
It looks neat on paper but as they say...Go by air, if you've got time to spare!!! - Stainless
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I'm not badmouthing the parachute. I think its a completely brilliant idea and will be putting one on my plane when I start building. (don't own an airplane yet, but its next on my 'to build list,' I'm looking at a Zodiac XL) http://www.zenithair.com/zodiac/xl/index.html
Which is also not really a great training aircraft. Training is why there are beat-to-hell cessna 150s
At the moment I'm mostly a magazine wannabe.
The parachute is designed to save the passengers. The descent speed under the chute is 700 feet per minute. Thats 12 feet per second, or the same impact speed as if you threw the plane out a second story window. The avionics and the engine would probably be salvageable. The occupants will unquestionably live. The airframe will be a total loss. - Diamond
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How many years does it take to become a better pilot than John Kennedy Jr, and John Denver? That guys gonna need a lot of hours under his belt before he takes his family on a long trip anywhere. 15 hours sounds like a long fatiguing day..especially for a new pilot.
- Plastic
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A cirrus is NOT a 'learn to fly' aircraft.Comatose, Cirrus aggressively markets the airplane as a 'learn to fly aircraft' and is quite successful at it. Approx. 1/3 of the sales are in this segment.
The Very Light Jet (VLJ) manufacturers plan on following suit, offering their product as an upgrade airplane to Cirrus (and equivalent) owners. So if you think a student pilot in a Cirrus is scary, how about a 200hr pilot in a jet?
-marty - Diamond
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'How many years does it take to become a better pilot than John Kennedy Jr, and John Denver? That guys gonna need a lot of hours under his belt before he takes his family on a long trip anywhere. 15 hours sounds like a long fatiguing day..especially for a new pilot.'
Judgement, judgement. Both those guys just made poor decisions and paid the ultimate price. Denver had a bazillion hours and flat ran the plane out of gas. He was at such a low altitude that there was not time to think, much less recover. JFKJR had only a few more hours than I but wasn't instrument rated. He just put himself in over his head because his instructor wasn't there this time. Being a good pilot has nothing to do with the skill you have in operating the plane, it is knowing where your limits are, what the limits of the plane are and not exceeding them. These were elementary mistakes that even a student pilot on a solo cross country should have avoided.
A couple of guys I know have a Cirrus. It's a really nice flying airplane, and the full glass panel is like playing a video game. It's a high dollar thing and not real fuel efficient.
As for 'justifying' a Cirrus, forget it. You want a plane because you want to fly and have fun. You never depend on it as the sole means of getting somewhere. If you put yourself in the situation where you HAVE to get back and the plane is your only way home, you're probably going to end up killing yourself in it. It's called 'getthereitis' and is responsible for many a pilot's, and passenger's life being lost. Always have an out.
The average private pilot gets in 50hrs a year, an hour a week or so. Unless you are flying continuously on instruments in hard IFR conditions (read airline pilot or corporate), it is quite indeed foolish to go on a long trip through the clouds in a single engine airplane by yourself. Even then, you'll probably not find many of them who are really keen to do it. Unless it's severe clear and forecast to remain that way, leave the flying to the guys who get paid big bucks to do the hard stuff and who do it every day in a plane that is far better equipped to do it.
Yes, the BRS automatically totals the airplane when it is deployed. Even if it is on the ground, the cables rip through the airframe when they deploy, rendering the airframe useless. There have been a few saves under the canopy, but considering the glide ratio of the Cirrus, I'd save that chute for a dire situation (structural failure over the Rockies).
agrip, there are a lot of composite planes flying with a bunch of hours on them. I'd as soon trust a composite as any other airframe. Same goes for wood, if it is properly inspected. I have seen some pretty rotten and cracked Cessnas, Bonanzas and Mooneys.
Four seat plane= three place with bags and full fuel. Six seat= four, maybe five place with bags and full fuel. With full seats, it's a sightseer around town only.
If your friend wants to fly, first thing is to get a ticket, THEN decide what airplane he wants. He will probably change his tune by the time he takes his PVT checkride. - Robert Campbell Jr.Diamond
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'would a little plane like that be adequate for a Florida to Los Angeles flight? sure Greg, my wife and I bought our Cessna 177 Cardinal in Ohio, flew it to Dayton to upgrade the panel before flying home to SoCal. Crossing from Ohio into Kentucky, low, under threatening clouds, the left wing was getting heavy, so I switched the fuel selector to 'Left only' The engine quit. You know that big power plant on the river by that beautiful cable stayed bridge? Got close ups of those before I got the prop spinning again. Damn those shoulder to shoulder hardwoods in Kentucky are big.
Saturday got dark and fuel got low in right tank, none available from the left. Searching through the misty night, looking for the tell tail white-white-green beacon, without success. 'Evansville tower, new here, got us on radar?' Evansville tower, 'that's affirmative, here's the rabbit.' Man that thing is gorgeous when you're nearly out of fuel and a little lost, 2,000 miles from home, in low visibility on a black misty night. Great white sequentially blinking strobes right down to the runway.
Spent Sunday in Evansville In. doing an apendectomy on my 'new' plane, no FAA mechanics available on the Lords Day in Southern Indiana. Picked up a nifty little tool set at Walmart, screw drivers nearly made it through the job. Started by ripping access panels off the wing under the fuel tank, finish trim off the door post, ripped off the carpet and tore floor panels out, horse fly in the last coupling to the fuel selector. Your hindsight good as mine? Shoudda' started there? I've long ago gotten over the gasoline burns on arms, arm pits, waist, down in my, well you get it.
Over the Ozarks, the big storm that I was trying to get around by flying South, pushed us down on a little Forrest Service runway out of Salem Missouri. Found it about a 1/4 mile out, just enough cloud break to spot it.
A few days in the Salem Inn, the only multi-story building in Salem, watching the storm, we took a taxi to Ft Leonard Wood, where the Greyhound whisked us in opulence to St. Louis. Delta took us home to SoCal.
Watched the Weather Channel for a couple of months, found a largish hole between us and Hawaii, back on Delta, Greyhound and taxi. It was January and my little plane had an inch of ice on it and 6' of snow on the runway. Tires are about 10'
Said to my wife, 'sposed ta' warm a little tomorrow, we'll go back at 1PM when it's warmest and get a little of that ice off.'
Next day, taxi to the little airport at noon, by now the taxi driver was like family, had him hang around. Got some of the ice off and walked the snowy runway. In my best airline captains voice I announced to my co-pilot with authority, 'if we're not airbone when abeam this tree, I'll abort.' She trusts me. A little more ice off, time to start'er up. WAaa-uh. dead battery, to uncle taxi driver, 'could you jump us' 12V '69 Impala, 14V Cessna. 'Sure.' I opened the baggage door and removed the battery panel, signaled him in. Within jumper cable length, I signaled stop. He didn't, well his tires did but the chevy was sleddin'. Seriously, I put my hands on the hood and my butt against the fuselage. We pushed that little plane sideways.
She started right up, flicked off a little more ice, paid uncle goodby and taxied out, wing over the barbed wire fence, gettin' all that runway there was. Did my run-ups, full flaps and throttle, pulled the yoke into my chest to turn it from a 3 wheeler, into a 2 wheeler and let go of the brakes.
Well, by the time I got to that tree, someone had moved it back, 'cause I was still draggin' 2 wheels, but man it felt light, just a little more, 'come on baby', alarmed wife looking back at that tree.
She wobbled into the air, teensy bit of nose over, plenty of clearance over that fence, nearly the same over the trees. My wife would have liked more.
My Wife saved me from landing on an abandoned airfield in Kansas, 10 miles East of the one I was looking for. Except for the X's painted on the runways and the tall weeds growing out of the cracks, they were Identical. The locals where we landed were in a jovial mood, 'man, took you forever to get here from '2 miles out', couldn't even see ya, he he he. You been slow flightin' or somethin'? snicker' 'Ah ain't nothin' all the new comers from the East make that mistake.' slap on the back.
The storm in Hawaii had made landfall in California and that kinda' describes my landing in St Johns Arizona. Not yet completely at one with that high speed, laminar flow wing, combined with the 7,500 foot thin air in St. Johns. Made 3 quick landings in succession, with all the students and instructors in Eastern Arizona having a landing-learning moment.
Got gas and called the Pheonix tower, 'Anticipate 3 hours enroute, gonna' beat that storm?' Pheonix tower, 'donno', looks plenty black out West.'
Skimming low over the crest of the beautiful snow covered, pine dotted Superstition Mountains, the rain begain to splat on the windscreen. It got blacker and I called Mesa tower, 'just West of the crest, squawking 4200, can I get a radar steer?' She came back, 'affirmative, turn 280, begin desent and squawk (something). Man it got bumpy and if you don't know, no wipers on the little ones. I was flying blind to the voice of someone I'd never met. I'll tell you, my wife is never prettier than when her eyes are 2' in diameter. To me, Mesa Airport will always be a beautiful shimmering, light reflecting river with asphalt just underneath. Couldn't get up into the tower to give her that big kiss.
Radison came out and picked us up, the hot tub was delicious. Next day at the Mesa Air Museum, alltime favorite plane, Lockheed Lightning P38 standing like a tall beautiful, perfectly shaped woman. My wife understands.
Storm past and we sat in the pilots lounge, drinking coffee and filing our final flight plan. Snicked into the potties then got in the plane. Ground control cleared us to the active and as we taxied out, my co-pilot begain to squirm. 'Lord honey, just five minutes since you pee'd.' Well, those several cups in the pilots lounge were getting to me too and ground control let us taxi back.
Now we're ready, full fuel, empty bladders and last leg to get our new baby home. Pheonix passed below and my co-pilot asked, 'what's that?', pointing to Needles Ca. I suspiciously asked, 'why?' She was squirming again and we'd only been airborne for fifteen minutes. I pointed off in the distance, 'see that big white mountain in the distance, that's Mount Baldy and we live at the foot of it, we're going home. She pouted and feined agony. I handed her an empty GatorAid bottle and said, 'Squat!'
Champ that she is, down came the jeans, thermals etc. But you know, that GatorAid bottle dried her right up, not a trickle. She made it comfortably back to the pattern at Hesperia Airport, where on final, I pulled throttle and carb heat, and pulled, about 3 feet of cable came out of the panel before I decided that carb heat had to be on. I smiled as I assured her, 'we're fine baby, need carb heat for landing and that's what we're doing.' Bigger smile. I gave that landing my very best, because at our 3,000' elevation, that plane would never have gotten back into the air on an aborted landing with that carb heat on.
That's an absolute YES Greg, do it again in a second and have. We've never had more fun.
Well, going to keep this short, Bob. - Stainless
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'That guys gonna need a lot of hours under his belt before he takes his family on a long trip anywhere.'
Naahh!! I know someone who took his check ride on a Friday afternoon, and took his son from SC to Florida that night in a Cessna 152.
A short time later, the same guy took two friends (and luggage) from SC to the Bahamas in a Cherokee 140. Most of the flying was done at night. As you can imagine, it was an eventful trip. They barely cleared the trees at the end of the runway on takeoff. One of the friends had a stroke on the way home at night. The idiot didn't want to land at the nearest airport (JAX) for medical assistance, and the guy ended up pretty much a vegetable from what I heard. And, the airplane was returned to the FBO with TWO quarts of oil in the engine. I guess he was pushing it instead of stopping.
Despite his lack of judgement, the guy was from all accounts an excellent airplane handler. Among the local pilots, he was voted the one you'd want to have along if something went really bad. He was also voted the most likely to put you in the really bad situation in the first place.
Roger
If you cringe at the price of planes and fuel, wait until you shell out $40+ for a pint of pee. - Diamond
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I took flying lessons back in 1970 before extended TCA's and terrorists and large no-overfly zones were in effect. As a large man in a confining cockpit I found flying small aircraft noisy, boring, and tedious when it wasn't ornerous with finicky regulation and expensive. It's definitely un-romantic as a pass-time except in large unpopulated areas.
Some people like to fly; some don't and a momentary fascination with something doesn't always translate into a lifelong interest without a compelling reason to keep at it.
I suggest your buddy take flying lessons up through his private license in rentals before he thinks about buying his own aircraft. No matter how rich he may be the purcahse and upkeep of even a cheap airplane can challenge the discretionary income of anyone paying taxes on less than $1M per year. Last I heard the annuals and hangerage for SEL aircraft were closing on $10K each. Insurance is another big cost of operation. If you buy a high hours airplane you have to figure in the impending cost of major airframe and engine overhauls.
If you buy a share in an airplane you have the hassle of scheduling. If lease your airplane into a charter agreement with a local base operator you have to be suitably insured and here again you can have scheduling hassles.
Then there is a problem of maintaining pilot competency. You really need to fly 200 hours a year in weather to the limits of your licensing to maintain competence. You also need to get licensed to SEL up through instrument rated and become familiar to the routines in controlled airspace etc. Ask JFK Jr the cost of omitting these little details.
No matter how good a shade tree mechanic you think you are, there is no way you can maintain your own airplane except under the direct supervision of a certified mechanic. I don't think you can even change your own oil these days or maintain your engine and airframe service logs.
Responsible ownership of a private airplane requires a personal investment of time and considerable cost. Buying an airplane and then learning to fly it is backwards. I strongly suggest a gradual commitment. This leaves a low-cost escape strategy.
Nope, if you want to fly coast to coast rent an airplane. Or charter with a pilot. Or fly commercial.
That said, there is one compensation to flying small aircraft: small town airports have the best coffee shops and short order food in the nation. Saturday morning breakfasts in the hinterland airports are what puts ample bellys on the week-end pilots you find there. You find some nice people there too. - Stainless
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The Very Light Jet (VLJ) manufacturers plan on following suit, offering their product as an upgrade airplane to Cirrus (and equivalent) owners. So if you think a student pilot in a Cirrus is scary, how about a 200hr pilot in a jet?As they say...
'you're so far behind this plane we can walk to the crash site!!!'
![Cirrus Cirrus](/uploads/1/2/6/1/126155205/826044219.jpg)
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