Cirrus SR22 question
Thread Starter
Joined: Sep 2003
Posts: 480
Likes: 3
From: Retford, UK
Interesting scheme, Ian - if I read correctly, it seems to be like a more flexible approach to the usual shared aircraft plan i.e. you cater for differing % ownership.
Presumably based at Denham? We could do with someone running a scheme like this "up north"!
Presumably for FAA IR reasons?
Thanks,
- Michael
(Sheffield)
"We expect to get two more Cirrus aircraft in the next 6 months."
"They will be staying on the N register!!!!"
Thanks,
- Michael
(Sheffield)
Joined: Mar 2004
Posts: 164
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From: 2nm due S EGLK
Michael,
I wouldn't like to speak for Ian, so it's quite conceivable that I'm wrong, but... AFAIK, once the next two aircraft have arrived, the fleet as a whole will be split between Denham, Booker and Blackbushe. There are local operating restrictions at Denham (caused by a combination of the owner, and being beneath the London TMA) which are more restrictive than IFR minima, meaning operating from there in less-that-ideal conditions is tricky.
There is a page somewhere on Ian's site which lists the interest received from different places. If I recall rightly, it was quite tricky to find and slightly out of date. My experience is the Ian is very open and approachable, and if there was sufficient interest (i.e. sufficient investors to cover a large percentage of the purchase price of a new aircraft) then new aircraft could be based pretty much anywhere.
Having said that, one of the benefits of the scheme is that you invest in a particular aircraft, but have access to the whole fleet. If you have a one-off aircraft up north somewhere, accessing the rest of the fleet might be tricky.
Rgds,
TPK
I wouldn't like to speak for Ian, so it's quite conceivable that I'm wrong, but... AFAIK, once the next two aircraft have arrived, the fleet as a whole will be split between Denham, Booker and Blackbushe. There are local operating restrictions at Denham (caused by a combination of the owner, and being beneath the London TMA) which are more restrictive than IFR minima, meaning operating from there in less-that-ideal conditions is tricky.
There is a page somewhere on Ian's site which lists the interest received from different places. If I recall rightly, it was quite tricky to find and slightly out of date. My experience is the Ian is very open and approachable, and if there was sufficient interest (i.e. sufficient investors to cover a large percentage of the purchase price of a new aircraft) then new aircraft could be based pretty much anywhere.
Having said that, one of the benefits of the scheme is that you invest in a particular aircraft, but have access to the whole fleet. If you have a one-off aircraft up north somewhere, accessing the rest of the fleet might be tricky.
Rgds,
TPK
Joined: Aug 2001
Posts: 47
Likes: 0
From: London
Aircraft Locations
TPK
You are probably right about Blackbush and Booker being the next locations , but the way the shareholder's deed is worded, the locations of each aircraft are decided by the shareholders of that aircraft....
Ian
You are probably right about Blackbush and Booker being the next locations , but the way the shareholder's deed is worded, the locations of each aircraft are decided by the shareholders of that aircraft....
Ian
EASA registered
Joined: Aug 2001
Posts: 47
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From: London
SR20flyDoc
I asked these questions in Berlin.
It would seem that the plane is certified as is, so while certified for IFR, any restrictions you place on the way you fly based on the equipment in the plane would still apply.
(For example you may be silly to attempt a NDB/DME approach to minima in real IMC without that equipment!)
I asked these questions in Berlin.
It would seem that the plane is certified as is, so while certified for IFR, any restrictions you place on the way you fly based on the equipment in the plane would still apply.
(For example you may be silly to attempt a NDB/DME approach to minima in real IMC without that equipment!)
Joined: Mar 2000
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From: TL487591
Being approved in general terms for flight under IFR does not approve an aircraft for flight in any given airspace. An aircraft without DME and NDB equipment (GPS substitution not acceptable) may not fly under IFR in class A airspace in the UK - This applies regardless of its country of registry.
2D
2D
Joined: Jun 2003
Posts: 13,787
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From: EuroGA.org
Perhaps a question more applicable to the most likely UK-based SR22 pilot/renter would be whether one can legally do an NDB/DME IAP, especially one on which DME is mandatory, (other than in VMC with a safety pilot) without an ADF and without a DME.
Joined: Aug 2001
Posts: 47
Likes: 0
From: London
Perhaps a question more applicable to the most likely UK-based SR22 pilot/renter would be whether one can legally do an NDB/DME IAP, especially one on which DME is mandatory, (other than in VMC with a safety pilot) without an ADF and without a DME.
Its a shame that GPS overlays are not official and published for these procedures in the UK as they are in Germany and the US.
Ian
