SR22T-G3: how appropriate for new pilot?

Planes that have good slow fligh characteristics are general slow airplanes. There is give and take to every plane.

My first plane as a 60 hour pilot was an SR22. I flew the hell out of it.

Then I bought a Turbo Normalized G36 Bonanza and flew it for 1000 hours.

Now I have a PC12NG and I'm flying the hell out it.

Every upgrade requires training. I love flying more than anything so it's easy for me to commit too. I love the training. If you are not that into his sort of thing then maybe it's best to stay where you are.

I fly 300-400 hours a year as a private pilot.

 

Jason, the Pilatus must be an incredible aircraft to fly.
Just curious, what is your typical (real-world) cruise speed and fuel burn?
.

 

Cruise 270 true in the 20's.

FF is 450PPh in the teens and 350PPH in the high 20's.

It really shines on non stop coast to coast trips with 6 on board plus bags plus 12 cases of wine. Most jets can't touch it. I have no idea what to get next as almost everything is a step down.

 

I took my first lesson in May 2007. I was 32. My 40th birthday is next month.

I was really pissed at the airlines back then and therefore highly motivated to change things. I've flown commercial 3 times since 2007.

 

I took my first lesson at age 50 (might have still been 49), did all my training and probably 175 hours in SR20 and SR22. Sold the SR 22 almost a year ago and have flown very little since, in part due to spending a lot of time racing cars and due to the pretty monumental expense of owning and operating aircraft.

Currently training in beginning aerobatics after getting tail wheel endorsement and spin training. It is like learning to fly all over again. You do all kinds of things that were strictly prohibited in PP training. I still giggle when in slow flight I deliberately yank the stick back and kick hard rudder. How stupid is that?!

I have pretty well decided that for most travel, commercial is just the only way I can afford to go. I want to say Jason somehow manages to travel without flying into IMC and I have no idea how he can do that. For me, flying is just something fun to do when it's a nice day, so my mission requirements are very different. I think I'd like to see if I can develop the skills to fly a Pitts and fly it reasonably well.

 

I fly into IMC all the time.

 

This somehow reminds me (again) of the contraversy over the Beech Bonanza V35B years ago.

Not a dangerous plane in the aero/mechanical sense, (no, the tail would not break off unless you RIPPED it off -) but many were indeed crashed by going outside the envelope.

 

B-

The SR22T is not a plane you should get your PP in. Having said that, it's a great first plane to own. It certainly was mine. I bought serial #0027 brand new. I have now owned various turbocharged SR22's for a few years. I absolutely love this plane.

I did all of my training and got my private in a Diamond DA40 and loved the docile glider-like handling of that plane. Thereafter, I bought a SR22T and got my instrument in that plane. It certainly took me a lot longer to get my IFR ticket that way, but I was able to use the plane (along with my instructor/mentor of course) on many work-related flights during that time. The added bonus was the ability to get a lot of real IMC flying which I think is invaluable.

I now fly a Gen 5 SR22T. The only step up for me in my humble opinion would be a turbine. I'm still waiting for Jason to offer me a ride in the PC12NG!

 

I flew a G5 Cirrus not long ago and in my opinion it has no equal. The avionics and intuition built into that thing are amazing. Better than gazillion $$ jets. The avionics in your Cirrus make those in my PC12NG look like an old VCR.

I have no idea how other avionics manufacturers are even still in business with Garmin around.

 

I was referring to the comment earlier. What does this comment mean?

 

While I don´t recommend any turbocharged aircraft for a beginner, your view about the Cirrus TKS is IMHO mistaken. I´ve operated with a fleet of TRKS Cirrus (no clue about the plural) in sometimes more than moderate icing, and in my not so humble opinion I´ll take a TKS Cirrus SR22 to icing any day before a booted Seneca. The system works very well, when you understand that staying in the freezing layer is never an option in any aircraft that has an option to go elsewhere.

When I was a post holder in charge a fleet of these things, I thought we would have to stock TKS fluid all over our operating theather to meet our needs. After the first winter the reality dawned on me and I found out that the real need was a fraction of what we anticipated. All TKS at the home base and no problems. Use it as a layer busting device, and you´ll be fine.

p.s. I´m located at home of the Santa Claus...

 

While I don´t recommend any turbocharged aircraft for a beginner, your view about the Cirrus TKS is IMHO mistaken. I´ve operated with a fleet of TKS Cirrus (no clue about the plural) in sometimes more than moderate icing, and in my not so humble opinion I´ll take a TKS Cirrus SR22 to icing any day before a booted Seneca. The system works very well, when you understand the staying in the freezing layer is never an option in any aircrft that has an option to go elsewhere.

When I was a post holder in charge a fleet of these things, I thoght we would have to stock TKS fluid all over our operating theather to meet our needs. After the first winter the reality dawned on me andf I found out that the real need was a fraction of what we anticipated. All TKS at the home base, and no problems. Use it as a layer busting device, and you´ll be fine.

p.s. I´m located at home of the Santa Claus...