Cirrus
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Cirrus
Hi All,
Hope you had a good weekend.
Quick question, are any of you aware of a flying school/s that have the cirrus for either private hire or ppl training in the uk?
Many thanks for help
Airway
PS - And if anyone is aware of a site with any checklists, performance info etc for the cirrus... i would be greatfu.l
Hope you had a good weekend.
Quick question, are any of you aware of a flying school/s that have the cirrus for either private hire or ppl training in the uk?
Many thanks for help
Airway
PS - And if anyone is aware of a site with any checklists, performance info etc for the cirrus... i would be greatfu.l
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Hi There
try www.cirrus147.com They have pretty much all you want to know about Cirrus... and a great bunch of guys to boot!
I'm taking delivery of an SR22G2 this week to be based at EGTR ,(very exciting!) but you will be unlikely to find anyone renting one out for PPL training ...the aircraft demands are initially higher to learn the avionics, and master the much higher speed,-not to mention the insurance issues for a PPL !, so training is needed on the cirrus....I will be starting to learn it this week myself!
hope that helps!
Bill
try www.cirrus147.com They have pretty much all you want to know about Cirrus... and a great bunch of guys to boot!
I'm taking delivery of an SR22G2 this week to be based at EGTR ,(very exciting!) but you will be unlikely to find anyone renting one out for PPL training ...the aircraft demands are initially higher to learn the avionics, and master the much higher speed,-not to mention the insurance issues for a PPL !, so training is needed on the cirrus....I will be starting to learn it this week myself!
hope that helps!
Bill
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Hello,
Thanks guys for the links, i downloaded the POH and had a look at the cirrus147 website, and im totally in love with this plane!!!
If anyone has flown the cirrus, please do share your views of the a/c with us.
Many Thanks
Thanks guys for the links, i downloaded the POH and had a look at the cirrus147 website, and im totally in love with this plane!!!
If anyone has flown the cirrus, please do share your views of the a/c with us.
Many Thanks
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They fly even better than they look.
I can only think of a couple of things I don't like about them.
1. The price
2. The pilars are quite thick and do interfere with the outlook.
3. The parking brake is located in an akward place
4. The door closure mechanism is crap and although reported to be better on the G2 I have still seen folks take off with only one pin latched.
5. The ventilation on the ground when it is sunny is not adequate.
Other than that very very nice aeroplanes and I wish I could afford one!
FD
I can only think of a couple of things I don't like about them.
1. The price
2. The pilars are quite thick and do interfere with the outlook.
3. The parking brake is located in an akward place
4. The door closure mechanism is crap and although reported to be better on the G2 I have still seen folks take off with only one pin latched.
5. The ventilation on the ground when it is sunny is not adequate.
Other than that very very nice aeroplanes and I wish I could afford one!
FD
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FD,
Point 5 is often a risk factor for point 4 since the best way to stay cool on the ground is to taxi around with the doors open and then close them just before departure.
Still, even unlatched the airflow will keep the doors shut in flight and they'll then operate beautifully as airbrakes as you slow down on the rollout
Point 5 is often a risk factor for point 4 since the best way to stay cool on the ground is to taxi around with the doors open and then close them just before departure.
Still, even unlatched the airflow will keep the doors shut in flight and they'll then operate beautifully as airbrakes as you slow down on the rollout
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What is the insurance situation like for PPL training in a Cirrus?
I looked at this for a TB20, 2 years ago, and the premium would have been about £10k. To be fair, if one was flying the same plane afterwards then one would save a bit of money on not needing conversion training, but not as much as the extra insurance.
Presumably also the Cirrus, unless it is very recent indeed, will be N-reg. Can one train for a JAR PPL in an N-reg, in the UK?
I looked at this for a TB20, 2 years ago, and the premium would have been about £10k. To be fair, if one was flying the same plane afterwards then one would save a bit of money on not needing conversion training, but not as much as the extra insurance.
Presumably also the Cirrus, unless it is very recent indeed, will be N-reg. Can one train for a JAR PPL in an N-reg, in the UK?
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I think the insurance issue would indeed make PPL training in these aircraft a little on the pricey side, assuming cover could be obtained at all.
As you know, the SR20 does now have EASA approval and the SR22 should have soon, though unless you already have a UK IR I can't see the attraction of putting them on the G register.
As far as training in N-reg aircraft goes, the reply below is what I got from the CAA some time after asking them whether I could do my IMC training in an N-reg (an SR20 as it happens.)
I'll leave it to the reader to interpret the response; suffice it to say that I ended up doing the IMC in various Cessnas and Pipers in the end, all distinguished by having a 'G' painted on the side.
Anyway, over to the CAA:
As you know, the SR20 does now have EASA approval and the SR22 should have soon, though unless you already have a UK IR I can't see the attraction of putting them on the G register.
As far as training in N-reg aircraft goes, the reply below is what I got from the CAA some time after asking them whether I could do my IMC training in an N-reg (an SR20 as it happens.)
I'll leave it to the reader to interpret the response; suffice it to say that I ended up doing the IMC in various Cessnas and Pipers in the end, all distinguished by having a 'G' painted on the side.
Anyway, over to the CAA:
IMC TRAINING IN A U.S. REGISTERED AIRCRAFT IN THE U.K.
The country of registration of the aircraft in which the instruction is given is not in itself significant.
Because you are contemplating the use of a U.S. registered aircraft, it will be necessary for you to ensure that the instruction is carried out in compliance with the relevant regulations of both the U.K. and the U.S.A. You should seek advice from the relevant U.S. authority, in this case the Federal Aviation Administration (FAA), as to which specific U.S. regulations bear upon the proposed activity and what needs to be done to comply with them.
I am unable to advise you on what the scope of these regulations might be but there are at least two questions which immediately come to mind.
Is the aircraft to be used appropriately certificated for the giving of instrument flying instruction under U.S. regulations as well as being suitably fitted for the intended purpose (in your case with dual controls and an instrument / radio navigation equipment installation on a scale which will allow the instructor to cover all aspects of the IMC course) and will the instructor and Flight Examiner be appropriately licensed or permitted under U.S. regulations to give the instrument flying instruction and conduct the flight test?
You will appreciate that the instructor must be capable of giving a course of instruction to a U.K. CAA recognised IMC syllabus. If permission to conduct the training has to be given to a U.K. licensed instructor, he would be obliged to comply with any conditions stipulated by the U.S. authorities in addition to acting within the privileges of his U.K. licence and Instructor Rating.
The requirement to be licensed or hold an appropriate permission under U.S. regulations would apply to the CAA Authorised Examiner as well if the U.S. registered aircraft is used for the IMC test.
I must also point out that if valuable consideration is given or promised in respect of the training or the test, it will constitute aerial work under U.K. law and consequently permission will have to be sought from the Secretary of State for it to go ahead in accordance with the provisions of Article 115 of the A.N.O. In addition to this you will need to find out if there are any U.S. rules governing commercial activity conducted in a U.S. registered aircraft which need to be observed.
Queries about U.S. regulations should be addressed to the Federal Aviation Administration.
The country of registration of the aircraft in which the instruction is given is not in itself significant.
Because you are contemplating the use of a U.S. registered aircraft, it will be necessary for you to ensure that the instruction is carried out in compliance with the relevant regulations of both the U.K. and the U.S.A. You should seek advice from the relevant U.S. authority, in this case the Federal Aviation Administration (FAA), as to which specific U.S. regulations bear upon the proposed activity and what needs to be done to comply with them.
I am unable to advise you on what the scope of these regulations might be but there are at least two questions which immediately come to mind.
Is the aircraft to be used appropriately certificated for the giving of instrument flying instruction under U.S. regulations as well as being suitably fitted for the intended purpose (in your case with dual controls and an instrument / radio navigation equipment installation on a scale which will allow the instructor to cover all aspects of the IMC course) and will the instructor and Flight Examiner be appropriately licensed or permitted under U.S. regulations to give the instrument flying instruction and conduct the flight test?
You will appreciate that the instructor must be capable of giving a course of instruction to a U.K. CAA recognised IMC syllabus. If permission to conduct the training has to be given to a U.K. licensed instructor, he would be obliged to comply with any conditions stipulated by the U.S. authorities in addition to acting within the privileges of his U.K. licence and Instructor Rating.
The requirement to be licensed or hold an appropriate permission under U.S. regulations would apply to the CAA Authorised Examiner as well if the U.S. registered aircraft is used for the IMC test.
I must also point out that if valuable consideration is given or promised in respect of the training or the test, it will constitute aerial work under U.K. law and consequently permission will have to be sought from the Secretary of State for it to go ahead in accordance with the provisions of Article 115 of the A.N.O. In addition to this you will need to find out if there are any U.S. rules governing commercial activity conducted in a U.S. registered aircraft which need to be observed.
Queries about U.S. regulations should be addressed to the Federal Aviation Administration.
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Hi Guys
I am luck to have about 400 hours on Cirrus aircraft and they are the way forward within light GA.
I fly one nearly everyday and find them a delight. With a fantastic cruising speed and amazing rate of climb they out perform many twin pistons.
I've just come back from Cannes over the weekend and flew from there to Biggin in 3hrs 40 mins at FL100 with 12 gls hours fuel burn. Leaving plenty in reserve.
The rate of climb is superb. IFR out of Frankfurt last week I maintained 1500 fpm through FL70 much to the surprise of the controllers. Also being able to maintain 160 knots or more to 4 miles on an ILS at a major International Airport makes the controllers life easier for separation.
The plane takes a bit of getting used to. Mainly power and avionic management. But once you know how all the systems work and interact with each other it is a very simple plane to fly.
Anymore questions PM me. Glad to answer them.
Hi Alisdair
Later Bill!
I am luck to have about 400 hours on Cirrus aircraft and they are the way forward within light GA.
I fly one nearly everyday and find them a delight. With a fantastic cruising speed and amazing rate of climb they out perform many twin pistons.
I've just come back from Cannes over the weekend and flew from there to Biggin in 3hrs 40 mins at FL100 with 12 gls hours fuel burn. Leaving plenty in reserve.
The rate of climb is superb. IFR out of Frankfurt last week I maintained 1500 fpm through FL70 much to the surprise of the controllers. Also being able to maintain 160 knots or more to 4 miles on an ILS at a major International Airport makes the controllers life easier for separation.
The plane takes a bit of getting used to. Mainly power and avionic management. But once you know how all the systems work and interact with each other it is a very simple plane to fly.
Anymore questions PM me. Glad to answer them.
Hi Alisdair
Later Bill!
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KitKat,
Sounds a miserable existence! And you have to fly aeros in that Yak too.
Don't you wish you had a nice office job?
You have have a fine collection of both UK and US instructing qualifications - what is your view of the possibilities of teaching for JAR qualifications on N-reg aircraft? Presumably there is nothing insurmountable since that is of course what happens at the US schools which offer JAR courses.
Sounds a miserable existence! And you have to fly aeros in that Yak too.
Don't you wish you had a nice office job?
You have have a fine collection of both UK and US instructing qualifications - what is your view of the possibilities of teaching for JAR qualifications on N-reg aircraft? Presumably there is nothing insurmountable since that is of course what happens at the US schools which offer JAR courses.
