Then, we get into these faster, more slippery planes where getting to a speed where you can even put the flaps and gear down is a challenge, and forget about making landings when you're high and fast, unless the runway really is that long. In training, we fly these planes that are so simple and forgiving that you can practically be 5000 ft above the airport on downwind and still hit the numbers. Once you're used to it, it's fine, but it does take some getting used to. Looks much cooler.Ĭlick to expand.It really is just a matter of getting used to it. Either way, my instructor replaced the prop on his 180 with a nice 3-bladed McCauley. I know the 180s had a prop AD, not sure about the 250s. In the Comanche 250 it'd be even quicker. I also needed to descend 6000 ft to reach pattern altitude and that 30 miles was only a bit over 10 minutes. For example, in the Mooney I was still 30 miles out when I started my descent yesterday. Once you get into this class of plane you do need to actually plan your approaches, patterns, and landings. You will also want to fly it a bunch, especially at the beginning, just to get familiar with approaches and landings. Yes, you may have some insurance requirements, but most of those requirements are probably good ideas. Otherwise, I really wouldn't see a reason to avoid it. I would say check the useful load and see if it matches your mission. I find it no more challenging to fly than the Mooney M20F I fly, which I don't really consider challenging so much as good fun. I'm not sure I understand what people are complaining about with the landings on them. I have never flown a 250/260, but I've got about 5 or 7 hours in a Comanche 180 (my instructor's plane bought brand new by his dad in 1962). If you shop around, you'll find it's cheaper in the long run to find a plane with the avionics you want already installed rather than to install them yourself after purchase, but you'll have to be more patient in the buying process to get that.Ĭomanches are great deals. Also, many early PA24's have had their panels converted to standard-T configuration.įinally, many planes from that era still have vintage radios, and while there's nothing inherently wrong with a couple of KX-170B's and an old ADF, it's not the modern avionics folks today generally want. This can make your instrument training a bit more difficult, but it's not a big hurdle to overcome if that's the plane you fly all the time. The other issue is that it probably has a "shotgun" instrument layout rather than the standard-T you probably learned on. Expect your insurance to be very high until you get at least 25 hours of retractable time (probably more like 50-100) and get your IR. In addition, with HP/complex planes, insurers are very leery about non-IR pilots, since the purpose of such a plane is almost always travel, and if you travel, you're going to bump into weather. At your low experience level, don't be surprised if they want up to 25 hours of dual before they let you solo it. I expect the biggest issue for you will be that insurance for a brand new PPC with no IR or complex time is going to be very pricey. IIRC, the payload with full fuel wasn't all that spectacular - check the W&B on the plane carefully and compare it to your family size and plans. SR22 2014 January/up SN 4055/up equipped with Beringer wheels and brakesI taught someone a 10-day IR course in one earlier this year. ![]() (Please check/verify that you have Beringer wheels and brakes, they are anodized Red in color). ![]() SR22T 2014 January/up SN 0732/up equipped with Beringer wheels and brakes ![]() These are the approximate SN breaks when the factory started to equip with Beringer. In January 2014, Cirrus switched to supply only Beringer wheels and brakes on the SR-2X(x) aircraft. Michelin OEM Tubeless Nose Tire 5.00-5 6 Ply PN: 025-309-0.Any TSO Tubeless or Tube Type tire can be used with these wheels, consult the Cirrus CMM for further information on PN's used for tires. If SILVER in color, they are CLEVELAND, and are TUBE TYPE, so a standard AC inner tube of the same size as the tire is used. If RED in color, they are BERINGER, therefore Tubeless, no tubes are needed, make sure that you purchase Tubeless tires, like the Michelin Pilots. A quick way to tell what wheel setup that you have, is the color of the wheels. These Michelin tires can also be used on the ParkerCleveland Tube type wheels, however, you must use a tube in the Cleveland wheels. Note to Cirrus owners and maintenance providers:īeringer Wheels are Tubeless, and The Michelin Pilot Tubeless tires are factory OEM equipped on each new Cirrus.
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