Cirrus type rating?
plus 20hrs command in CSU aircraft.
Five hours a/c familiarisation for insurance purposes is understandable, with commensurate reduction in premium or deductible level one would hope
but really, 20hrs CSU??? WTF?If you have a CSU Endorsement then that means that YOU HAVE SATISFIED ALL OF THE REQUIREMENTS of that endorsement and have displayed to the testing officer/instructor or whoever signs it off, that you are competent in the use of such unit. You are now licensed to fly any aircraft in the class you are licenced (for the sake of this argument <5700kg SE piston) that is equipped with a constant-speed propellor. PERIOD. Why then is there a need for such a ridiculous and unnecessary amount of "command CSU" hours?
Whilst their requirements may seem steep, it's their aircraft and they can set whatever requirements they like.
I once had a Pitts S2a on line and no matter WHO turned up, they did at least five hours with me or my designated instructor.
I once had a Pitts S2a on line and no matter WHO turned up, they did at least five hours with me or my designated instructor.
Sprucegoose
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Sheesh, one has to wonder how long the type rating will be for the Cirrus jet, 100 hours?
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Begging to differ, a couple of extra hours wont do anyone any harm. They are a bit different, especially that funny sidestick with the weird spring arrangement and they are quite runway hungry. Plenty of em for sale in the US with damage history due to nosewheel/propstrike mishaps - and insurance premiums adjusted accordingly. The Cirrus factory now seem to be trying to control training a little more tightly.... For some objective info from a guy with quite a few hours on them see
http://philip.greenspun.com/flying/cirrus-sr20
(The bit about stalling is interesting.)
Then again, why fly one of those things anyway? Look at the runway performance and you'll see why they need a parachute!
http://philip.greenspun.com/flying/cirrus-sr20
(The bit about stalling is interesting.)
Then again, why fly one of those things anyway? Look at the runway performance and you'll see why they need a parachute!
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I used to do a bit of teaching in the 20 and 22, and tend to agree with the general trend of the thread.
5 hours dual does seem a little much, but insurance requirements and insurance requirements! I suppose different companies have different premiums etc.
But that being said, I have seen and heard (like VH-XXX) of people getting into some trouble due to a lack of understanding of the displays/electrical systems. The plane itself is pretty straighforward to fly. Remember most poeple learning to fly the cirrus, have generally only a PPL, with the majority of experience on 172s and arrows etc. Most of these would not have had Garmin 430s / fully couples autopilots and integrated display screen, so in some respects it is new.
That being said, using the CD and a decent instructor, an average pilot should be up to speed well within 5 hours.
cheers
5 hours dual does seem a little much, but insurance requirements and insurance requirements! I suppose different companies have different premiums etc.
But that being said, I have seen and heard (like VH-XXX) of people getting into some trouble due to a lack of understanding of the displays/electrical systems. The plane itself is pretty straighforward to fly. Remember most poeple learning to fly the cirrus, have generally only a PPL, with the majority of experience on 172s and arrows etc. Most of these would not have had Garmin 430s / fully couples autopilots and integrated display screen, so in some respects it is new.
That being said, using the CD and a decent instructor, an average pilot should be up to speed well within 5 hours.
cheers
Sounds about right Sea Captain.
2 main reasons I've heard:
- Unfamiliar with Avidyne Glass (Cirrus does not use the G1000), and how to deal with various electrical failures.
- Never flown a high performance aircraft, especially one which, unlike a Mooney, has no gear or speed brakes to slow you down. Surely I'm not the only one whos seen a Cirrus arrive overhead an aerodrome at 150KIAS
, trying to work out how to slow down and descend at the same time. (It can't be done from overhead
)
If you've used an Entegra before, and have some time on faster planes (Columbia/Bonanza/Mooney etc) should be a much shorter course, even a 1 or 2 hour one, but if you jump into a Cirrus from a Skyhawk with steam instruments, well its a big step up!
Yarr!
2 main reasons I've heard:
- Unfamiliar with Avidyne Glass (Cirrus does not use the G1000), and how to deal with various electrical failures.
- Never flown a high performance aircraft, especially one which, unlike a Mooney, has no gear or speed brakes to slow you down. Surely I'm not the only one whos seen a Cirrus arrive overhead an aerodrome at 150KIAS
, trying to work out how to slow down and descend at the same time. (It can't be done from overhead)If you've used an Entegra before, and have some time on faster planes (Columbia/Bonanza/Mooney etc) should be a much shorter course, even a 1 or 2 hour one, but if you jump into a Cirrus from a Skyhawk with steam instruments, well its a big step up!
Yarr!
I reword my statement to read "It most likely can't be done from overhead, however Howard Hughes may prove me wrong so I cannot confirm that it is in fact impossible"
"
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my experience took 1.5 hours thought it was a private flight with a flying instructor (no profiteering!!) and a phone call to CASA regarding do you need any extra in the licence etc the answer was not sure and got passed around with no real answer.
there were a few insurance issues i believe though being a PPL with only about 100 total and only a C182RG check flights as CSU time
there were a few insurance issues i believe though being a PPL with only about 100 total and only a C182RG check flights as CSU time
Aha! The old CASA "I'm not sure, I'll put you through to Licencing/Regulation/Coffee Supplier"
I'm fairly certain that there is no "CSU" endorsement anymore, you either get MPPC (Man. Prop Pitch Ctrl) or APPC (Automatic). Like in a car, Manual covers you for Auto, but not vice versa. So, if you have MPPC or CSU on your licence, you're legally sorted. If not, I'm pretty sure (albeit not certain) that you need to get an APPC stamp.
I'm fairly certain that there is no "CSU" endorsement anymore, you either get MPPC (Man. Prop Pitch Ctrl) or APPC (Automatic). Like in a car, Manual covers you for Auto, but not vice versa. So, if you have MPPC or CSU on your licence, you're legally sorted. If not, I'm pretty sure (albeit not certain) that you need to get an APPC stamp.
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Clarification to a previous post: There is no "APPC (Automatic)" endorsement.
A CSU endorsement is now known as a "manual propeller pitch control" endorsement.
The endorsement is for aircraft that have a manual pitch leaver. So you don't need any kind of endorsement to fly a SR22 as it doesn't have one.
A CSU endorsement is now known as a "manual propeller pitch control" endorsement.
The endorsement is for aircraft that have a manual pitch leaver. So you don't need any kind of endorsement to fly a SR22 as it doesn't have one.