Cirrus – Aviation News Talk

363 Buying and Learning to Fly a Cirrus SF50 Vision Jet and SOE with Dr. Mark Alford

Max talks with Dr. Mark Alford, who recently transitioned to flying a Cirrus SF50 Vision Jet. The conversation spans Mark’s journey with this aircraft, including his purchasing process, training, and supervised operating experience (SOE), while also delving into technical, operational, and personal insights about flying a personal jet.

Aircraft Acquisition and Features
Mark describes purchasing a 2018 SF50 Vision Jet (G1 model), highlighting its appeal due to its manageable learning curve and inclusion of the JetStream service package. This package simplifies maintenance and operational costs by covering annual inspections, training, and most unexpected issues. He praises its predictability in cost and mentions that the previous owner’s purchase of the package for the year was a bonus.

Type Rating Training Experience
Mark recounts his type rating training in Knoxville, emphasizing its rigor and structure. His preparation included studying Cirrus-provided materials, manuals, and Max’s G3000 book. The nine-day course combined extensive ground school with simulator sessions. Mark appreciated the simulator’s realism, which prepared him for real-world challenges. He describes the intensive study schedule, including memorizing critical emergency memory items such as fire-in-flight protocols.

Supervised Operating Experience (SOE)
The supervised operating experience (SOE) was pivotal for Mark to remove his SF50 type rating restriction. Partnering with Max for the 25-hour mentorship, Mark sought diverse experiences, including weather flying, instrument approaches, and mountainous terrain navigation. Their first-day route to Santa Fe, Wichita, and back to Dallas offered a mix of approaches and weather scenarios, including practicing DME arcs, dealing with icing, and night landings.

Learning in Challenging Environments
Mark shares the benefits of navigating complex airspaces, such as Southern California, and landing in varied environments like Eagle County Regional Airport. The Eagle landing required precise RNAV GPS approach management amidst mountainous terrain, and a high-performance departure necessitated careful weight and climb calculations. A minor oversight during a practice climb in Pueblo, where the landing gear remained down longer than intended, underscored the importance of vigilance in nonstandard procedures.

Technical and Operational Mastery
A recurring theme in Mark’s journey is mastering the avionics of the Vision Jet, particularly the Garmin G3000 system. Both Mark and Max emphasize the importance of becoming proficient with “buttonology” through training tools, videos, and simulators. Mark also discusses the challenges of adjusting to turbofan operations, where fuel economy strategies differ significantly from piston-engine aircraft.

Inspiring Connections Along the Way
The podcast captures the human aspect of aviation as Mark recounts encounters with aviation enthusiasts, such as an 11-year-old boy at Madison, Wisconsin, who eagerly explored the Vision Jet. Similarly, at Santa Barbara, Mark and Max met a young FBO worker aspiring to become a pilot, reflecting the enthusiasm and connections aviation fosters.

Highlights from Specific Flights
One notable flight involved landing at Santa Barbara via a SoCal tech route that showcased the intricacies of Southern California airspace. Another leg involved flying to Santa Fe, navigating through turbulent conditions. Mark also describes challenging conditions at Dona Ana County Airport, where high winds and a dusty environment tested his spiral descent and go-around maneuvers.

Final Reflections
Mark concludes by sharing a recent trip with his wife to Southern California, where he applied his SOE training. He highlights the value of being adaptable when handling re-routes and level-off instructions. Mark’s advice for aspiring turboprop or jet pilots centers on the importance of familiarizing oneself with advanced avionics systems, emphasizing the transition as both demanding and rewarding.

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349 Buying and Flying a Cirrus SR22 from California to Missouri + GA News

In this episode of the Aviation News Talk podcast, Max interviews Nicholas Jain, who recently purchased a Cirrus SR22 and flew it from California to Missouri. The two aviation enthusiasts detail their shared experience in buying the plane, conducting the pre-purchase process, and navigating a cross-country flight through various weather and terrain challenges.

The episode begins with Nicholas arriving at San Jose Airport on a Wednesday evening to meet Max. After picking up a rental car, they immediately began their journey south to Santa Maria, where the aircraft had been moved after a pre-buy inspection. This was not Nicholas’s first trip to California related to the purchase. Two weeks earlier, he had flown out to meet Max and conduct a test flight in the Cirrus. This test flight, which lasted about an hour, provided both of them with an opportunity to assess the aircraft’s systems and functionality. Afterward, Nicholas arranged for a local pilot to fly the plane to Santa Maria, where it would undergo a more detailed inspection at a maintenance facility that had not worked on the aircraft before. He found the maintenance shop through COPA (Cirrus Owners and Pilots Association), which Max recommends to all Cirrus owners and renters for the wealth of resources and knowledge available through the community.

Their three-and-a-half-hour drive from San Jose to Santa Maria ended around 11 PM, and they stayed at a hotel conveniently located near the airport. The next morning, while Max was returning the rental car, Nicholas pre-flighted the SR22 at the maintenance facility. The aircraft was new to him, so he checked the oil levels, borrowed a fuel sump from the shop, and ensured that the plane had what was needed for the upcoming long flight. Nicholas shared his concerns about small, overlooked items like fuel strainers, which are often removed by sellers before transferring an aircraft.

Weather conditions at Santa Maria were not ideal, with an overcast layer at 300 feet, typical of the marine layer that rolls in from the coast. Nicholas, however, felt confident in departing with an ILS approach available at the airport. The marine layer eventually lifted slightly to 400 feet, and they were able to take off and head towards their first destination, Arizona.

Nicholas and Max discussed the challenges of navigating through mountainous terrain shortly after departure. Flying IFR (Instrument Flight Rules) at the required altitudes for safety would have placed them much higher than they preferred, especially since the SR22 was not equipped with oxygen. Therefore, they opted for a VFR (Visual Flight Rules) route once they were above the clouds to better navigate the lower mountain passes. Nicholas remarked on how different the terrain was compared to his home in Missouri, where most of his flying is done over flat land. He particularly noticed the effects of updrafts and downdrafts while flying through the mountains.

Their first stop in Arizona was the Grand Canyon Airport, which they chose because of its cooler temperatures and favorable conditions compared to other potential stops like Flagstaff or Prescott. Nicholas and Max were greeted by a friendly Twin Otter pilot, Sam Buchanan, who lent them his truck to get lunch while they refueled. This act of kindness stood out to them as one of the most memorable moments of the trip, highlighting the camaraderie often found in the aviation community.

After their stop at the Grand Canyon, the two pilots faced a long leg to Albuquerque. As they approached, they could see weather starting to build beyond the city, and although Albuquerque had clear skies, they made the decision to stay the night due to fatigue. Max emphasized the importance of recognizing when to stop early, citing their five-hour flight time and the building weather as key factors in their decision to land.

The following morning, they took off for Wichita, Kansas, with the goal of reaching Nicholas’s home near St. Louis. Max suggested departing VFR to save time, which allowed them to navigate the mountain passes more easily. Nicholas was not used to mountain flying, so he found the constant pitch adjustments to maintain proper climb speed during the departure to be an interesting challenge. Max provided valuable guidance on managing the aircraft’s performance through the updrafts and downdrafts, and they successfully cleared the mountains. Once clear, they picked up their IFR clearance and continued towards Wichita.

At Wichita, they made an impressively fast fuel stop, completing everything within half an hour. Nicholas remarked on the convenience of having a Subway sandwich shop inside the FBO, which allowed them to refuel both the plane and themselves quickly. Max noted that it was one of the fastest turnarounds he had experienced.

On the final leg of the journey, flying IFR from Wichita to Missouri, they encountered some unexpected weather and had to make several deviations around towering cumulus clouds. The SR22’s avionics allowed them to monitor weather and terrain effectively, helping them avoid significant turbulence and rain. However, towards the end of the trip, they experienced an unexpected issue: they lost engine instrumentation on the Garmin Perspective system. All data related to the engine, including RPM, manifold pressure, and fuel levels, disappeared from the display. This introduced a new layer of complexity to the flight, including the final landing.

Throughout the episode, both Max and Nicholas emphasized the importance of thorough planning, flexibility, and safety in long cross-country flights. They also shared how the unique challenges of the trip, from mountain flying to unexpected technical issues, provided valuable learning experiences for both pilots.

In conclusion, this episode provides an insightful look into the process of buying a plane and flying it across the country. Max and Nicholas’s journey highlights the importance of preparation, adaptation, and the strong sense of community within the aviation world.

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334 Making Flight Training Safer – Tips for CFIs and Pilots with John Fiscus + GA News

Max talks with John Fiscus discuss about strategies for flight instructors when teaching in the traffic pattern. These tips are also useful for pilots flying by themselves.

John begins by addressing a fundamental issue he has noticed among new John highlights a common issue among new CFIs: teaching based on qualitative feelings rather than quantitative data. He emphasizes the importance of providing concrete numerical guidance to students. John introduces the concept that “energy equals time,” stressing that the amount of energy (airspeed, power, altitude) affects reaction time, especially as the aircraft gets closer to the ground.

John recounts how he was invited by Cirrus to give a presentation focused on accidents involving CFIs during traffic patterns. The positive feedback from this presentation led him to create a more detailed 54-minute video to expand on the subject. While the initial presentation was tailored for Cirrus instructors, John clarifies that the principles he discussed are applicable to any CFI, regardless of the aircraft they teach in.

Max and John both stress the continuous learning aspect of being a CFI. They agree that even seasoned instructors can learn new techniques and perspectives from both experienced and new CFIs. John shares how he constantly updates his teaching methods based on interactions with other instructors.

A key concept John introduces is “energy equals time.” He explains that in the context of traffic patterns, the amount of energy (in terms of airspeed, engine power, and altitude) directly correlates to the amount of time available to react to any issues. He emphasizes the need for CFIs to monitor the total energy state of the aircraft constantly. As the aircraft gets closer to the ground, the available reaction time diminishes, requiring more precise control and quicker correction of errors.

Max concurs, adding that CFIs must strike a balance between allowing students to make mistakes and ensuring safety. He shares an anecdote where he allowed a student to struggle with starting the engine during a phase check, highlighting the importance of letting students experience and solve problems independently.

John expands on this by describing the different “hats” an instructor wears: teacher, coach, and evaluator. The evaluator role is particularly challenging because it involves observing without intervening unless absolutely necessary. This approach helps students build confidence and competence.

The conversation then shifts to the practical aspects of flight instruction. Max asks John about the “ready position” and “guard position,” where an instructor is prepared to take over the controls if needed. John explains that while it’s essential to be ready to intervene, being too visibly prepared can distract students and make them nervous. Instead, he suggests a more relaxed position, where the instructor’s hand is close enough to the controls to act quickly but not so close that it’s obvious to the student.

John also discusses the importance of setting specific tolerances for errors at different stages of the traffic pattern. On the downwind leg, for instance, he allows a greater margin for altitude and airspeed deviations, using these moments to gauge a student’s awareness and response time. As the aircraft moves closer to the runway, he tightens these tolerances, particularly on the base and final legs where the consequences of errors are more critical.

John advocates for allowing minor deviations and observing how quickly students correct themselves. If they don’t, he makes verbal corrections, and if those are ignored, he physically takes over the controls. This method not only ensures safety but also reinforces the importance of precise flying.

The discussion also covers techniques for physically guarding the controls, especially in critical phases like takeoff and landing. John shares strategies for subtly positioning hands near the throttle and control yoke, ready to intervene without alarming the student. Max adds insights from his own experience, including an instance where he had to take over when a student’s seat slid back during takeoff. Throughout the podcast, Max and John emphasize the dynamic nature of flight instruction and the necessity for CFIs to remain adaptable, observant, and committed to continuous learning.

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320 The Secret to Making Better Landings with Data – Chuck Cali + GA News

There are three secrets to making great landings. Unfortunately, nobody knows what they are. That’s an old joke but fortunately, there is a proven way to make better landings, and that’s by collecting data on your landings. Host Max Trescott talks with Chuck Cali about how you can collect data for your landings and compare it with other pilots. The techniques apply to anyone flying a modern glass cockpit, such as the G1000. Chuck has analyzed 40,000 Cirrus landings and concluded that pilots could be doing a better job, especially during the flare and touchdown.

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316 Flying a Cirrus SF50 Vision Jet with Max on a long Cross country trip + GA News

Host Max Trescott recounts his recent trip in the Vision Jet, a G1 version, with a Patreon supporter who is working towards his type rating. He also talks about the VNAV Direct vertical navigation feature that he rarely uses, but found helpful during the trip.

The journey involved flying from Oakland, California to Ann Arbor, Michigan and back, with several considerations such as runway lengths, weather patterns, and fuel efficiency. The decision to fly into Ypsilanti Airport instead of Ann Arbor Municipal Airport is made due to runway length and width concerns, as well as the desire for safer and more comfortable landing conditions.

The route planning involves optimizing for tailwinds and minimizing refueling stops. By analyzing weather patterns and selecting appropriate altitudes, they manage to reduce the trip to just two refueling stops instead of three, despite the longer route. They depart Oakland and encounter some weather challenges, including icing, which they manage safely. Utilizing various tools such as SiriusXM weather and Garmin G3000, they navigate through different altitudes and terrain, making adjustments to their flight plan as needed.

During the trip, they make stops at various airports, encountering different experiences such as efficient refueling processes at Mitchell, South Dakota, and challenges in verifying fuel availability at other airports. They also navigate through unforeseen weather changes, ensuring safety and efficiency throughout the trip.

The return trip involves rerouting due to weather forecasts, aiming to avoid strong headwinds. Max reflects on minor errors made during the journey, emphasizing the importance of staying alert and making quick adjustments when needed. Overall, the episode highlights the intricacies and considerations involved in planning and executing a long-distance flight in a Vision Jet, emphasizing safety, efficiency, and adaptability throughout the journey. Anyone interested in buying a Vision Jet or getting trained in one should contact Max directly.

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310 Cirrus SR20 and SR22 G7 with New Garmin Avionics + GA News

This episode discusses the new features of the G7 models of the Cirrus SR20 and SR22 aircraft, with a particular focus on avionics and other enhancements. The G7 introduces several improvements over its predecessor, the G6.

To learn the features of the new Cirrus G7, you’ll want to purchase a copy of my Max Trescott’s G3000 and G5000 Glass Cockpit Handbook, which covers virtually all of the features you’ll find in the Perspective Touch+ that’s used in the G7 and the SF50 Vision Jet. Garmin avionics are implemented in different ways in different manufacturer’s aircraft. And where there are differences, the book uses icons so that users can easily pick out the differences that apply to their version. So if you plan to fly the SR20 or SR22 G7, just look for the horizontal display icon and the letters SF50. Because those highlight the differences unique to the Perspective Touch+ that’s used in the SF50 and will now be used in the SR22 G7. To get my book, call 800-247-6553 and ask for Max Trescott’s G3000 and G5000 Glass Cockpit Handbook. You can also find a link in our show notes at aviationnewstalk.com, for ordering the book online.

One notable change is the automatic fuel tank alternation in the G7, eliminating the need for pilots to manually switch fuel tanks. This feature, borrowed from the Vision Jet, enhances fuel management and simplifies the flying experience. Additionally, the inclusion of a stick shaker, a common feature in jets, provides tactile feedback to pilots when approaching a stall, potentially improving safety.

The flap switch has also been modified, displaying flap positions and limitations on the avionics. This integration allows for new safety features, such as flaps under speed and over speed protection, preventing deployment or retraction at inappropriate airspeeds.

The G7 incorporates a lightweight lithium-ion starter battery, offering a 20-pound weight reduction compared to the G6. The smart battery monitors itself to optimize performance. The introduction of a push-button starter switch, inspired by the Vision Jet, eliminates the need for a key.

A new storage cubby below the autopilot provides convenient space for personal items, enhancing the overall user experience. Cirrus has relocated environmental controls to make them more accessible and user-friendly, resembling automotive-type air conditioning controls.

Accent lighting inside the aircraft has been improved, along with new color options and exterior designs. The changes aim to enhance the overall aesthetics and comfort of the aircraft.

Moving on to avionics, there’s some uncertainty around whether the G7 features G2000 or G3000 avionics. However, the more critical aspect is the use of Perspective Touch+, the same software found in the Vision Jet. The G7’s avionics changes align with Cirrus’s strategy to make transitioning from the SR22 to the Vision Jet more seamless for customers.

The avionics system boasts a pair of 14-inch displays with increased resolution, offering a better view for tasks such as chart viewing and weather monitoring. Unlike other installations, the G7 omits softkeys on the displays, opting for horizontally oriented touchscreen controllers below the displays. The controllers control different functions, with the left one managing the PFD and MFD, while the right one handles radios and audio. The touchscreen controllers resemble those used in the Garmin GTN 650 and 750 navigators.

Cirrus has simplified the bolster panel, integrating the oxygen switch and displaying oxygen pressure on the MFD. The system includes 3D safe taxi, displaying airport features and providing taxi routing. A Checklist Scroll Wheel, inspired by the Vision Jet, simplifies checklist navigation.

Other notable improvements include a redesigned placard for the CAPS parachute handle, addressing accessibility concerns. A restyled throttle lever and molded-in cupholders contribute to a more streamlined and user-friendly cockpit. Additional USB-C ports and drag reduction measures, such as smoother seams and redesigned wheel fairings, round out the enhancements.

In conclusion, the Cirrus SR22 G7 introduces a range of features and improvements aimed at enhancing safety, user experience, and aesthetics. The avionics upgrades align with Cirrus’s strategy to facilitate a smooth transition for pilots moving from the SR22 to the Vision Jet.

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303 Cirrus SR22T Crash at Shelbyville, IN and Why the CAPS Parachute Matters

Max talks about the fatal crash of a SR22T in Shelbyville, IN and why after an engine, Cirrus pilots are encouraged to use the CAPS parachute rather than glide down to a field. He also talks about why a faster, heavier aircraft has more energy in a crash. He also describes the physics behind why a parachute pull is safer than trying to land in a field.

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ASN Wikibase – N17DT Cirrus SR22T accident

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227 My Near-Fatal Icing Incident + GA News

227 My Near-Fatal Icing Incident + GA News

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Summary
227 Max talks about a near-fatal icing incident he had 30 years ago in a C182, while flying his first long trip from Scottsdale, AZ to Palo Alto, CA. He flew into a strong storm he wasn’t expecting and encountered icing. He describes three pieces of luck that saved him. He also talks about two fatal accidents involving pilots who failed to get weather briefings before launching on long trips.

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218 Can I Fly Through that Cloud? Cloud Types and Turbulence with Dr. Scott Dennstaedt + GA News

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Summary
218 Max talks with Dr. Scott Dennstaedt about different cloud types and the turbulence associated with each type. An instrument rated listener wrote in to say that he didn’t feel adequately trained on which cloud types were safe to fly in and which were not. Scott talks about the different cloud types and about which ones are most likely to have turbulence. Cloud photos included in the podcast.

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Scott Dennstaedt’s Weather Book
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215 Buying and Flying a Cirrus SR22 from Indiana to California + GA News

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Summary
215 Max talks with Dmitry Dakhnovsky about their recent trip buying and then flying an SR22 from Indianapolis to California. Something always seems to happen on these long trips, and in this case the challenge was with the weather as they neared their destination. There’s lots of discussion about the alternatives they considered, and how they always had a Plan B at every step of journey.

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