1,000 hours in an SR22 in the past 17 months |
|
My SR22 (tail number N3452L) clocked
its 1,000th hour yesterday, September 29, 2004, at 5:02 pm while flying past
Rutland, Vermont during an Angel Flight from East Hampton, NY (HTO) to
Highgate, VT (FSO).
I took delivery of my plane in Duluth on April 28, 2003 (serial #530): it was
the 60th all-glass SR22 made by Cirrus. I’m guessing that with 1,003 hours
total time it now has the distinction of being the highest-hour PFD-equipped
plane in the fleet, as well as one of the highest-hour SR22s in general.
This SR22 is the first airplane that I’ve owned, and I hope to have many more
years of flying pleasure in it. My previous flying experience was in Cessna
Skyhawks and Skylanes. I got my private pilot license in 1975, but gave up
flying within a year because I just didn’t feel safe with the equipment and my
capabilities at the time. After a 27-year hiatus, I went flying again in
September 2002 (with an instructor, of course), passed my BFR in October 2002 and
got my instrument rating in February 2003 at the age of 48. I had 250 hours of
total time when I flew my SR22 home from Duluth on May 1, 2003, which was also
my first solo flight in a Cirrus. At the time I must admit that I was rather
intimidated by the speed and complexity of the airplane. But after a few months
and roughly 150-200 hours I became quite comfortable with both the plane’s and
my capabilities. So much so, I must admit, that my personal minimums are now
invariably as published, and I routinely fly approaches at much higher speeds
than the average piston plane (especially when at big city airports and ATC is
happy to see 160 KIAS through the outer marker).
I’ve spent the last seventeen months flying to over 150 airports in 44 states
plus two foreign countries (Canada and the Bahamas). Because I am retired, I am
pleased to say that virtually none of my SR22 flying time was spent on
business; 642 hours were for pleasure; 312 hours were for Angel Flights (79
missions in the past nine months); 26 hours were spent flying to and from the
nearby service center for maintenance visits; and 22 hours were for training
(both initial and recurrent).
Some highlights from my logbook over the last seventeen months:
· 513 flights: this equates to an average flight time of two hours (excluding
training flights).
· 95% of my flights are daytime under an IFR flight plan. I fly at night when
necessary (including when its IMC), but never night VFR.
· 317 hours in actual IMC.
· 139 instrument approaches in actual IMC.
· 60 of those instrument approaches in actual IMC were at minimums or in low
IFR; in all but 5 I was able to see the runway environment and land.
· In 4 of the approaches down to minimums where I couldn’t see the runway
environment and went missed, I waited in the holding pattern and was able to
land at the original destination airport within 15-30 minutes. Only once did I
go missed (it was a non-precision approach with high minimums) and proceed
right away to my alternate 35 miles away (which had an ILS).
· 7 flights where the crosswind at landing was 30 knots or greater (the highest
was 50 knots, in Norfolk, Virginia). But no go-arounds due to high crosswinds.
· 8 flights where I executed a go-around because I felt the approach speed was
too high; most were in the first two months of flying the SR22.
· 4 flights where I diverted to an unplanned airport (one due to stronger
headwinds than forecast; one due to thunderstorms which shut down all Chicago
airports; and two due to a passenger’s request).
· 2 flights where I diverted to an unplanned airport due to equipment issues
(once because of a failed autopilot and once because of the static system
problem noted below).
· 3 flights with serious equipment issues: one was a failed HSI as I was entering
IMC (I continued to climb through the clouds for 5,000 feet and the problem
corrected itself shortly after I reached VFR on top); the other two were very
erratic airspeed and altitude information caused by water in the static system
(one was night IMC but I was able to complete an ILS approach near minimums;
the other was the next day, after the static system was supposedly fixed—it was
VFR but I declared an emergency and flew back to the service center).
· 3 very long flights of 5.5 hours: Wichita, Kansas to Scottsdale, Arizona;
Yellowstone, Montana to Duluth; and Boston to Chicago. After each of these
flights I still had 1.5 hours of fuel left, since I practice WOTLOPSOP (wide
open throttle, lean of peak, standard operating procedure).
· 11 long distance, multi-day journeys: 6 across the continent from NY to the
West Coast, mostly to visit the national parks (8-15 days’ duration), one trip
to Alaska (16 days), and four trips to Florida, including one to the Bahamas
(2-7 days). Pictures from many of these flights can be found at http://
http://www.reichhouse.com/~ilan/
From a mechanical standpoint my SR22 has performed virtually flawlessly. I had
only two AOG incidents, and both of those were due to avionics not the engine:
the static system problem noted above and an inoperative transponder. Each was
fixed the next day. Thus far I’ve had none of the MCU, cylinder and starter
adapter issues that have caused problems for other Cirrus pilots (although
recently the starter adapter was beginning to fail and was promptly replaced).
My maintenance schedule is quite rigorous: a 50 hour inspection every 45-55
hours; and an annual every 250 hours. The spark plugs are replaced every 250
hours and the brake pads are replaced every 150 hours or after 80 landings,
whichever comes first. I do an in-flight high power mag check virtually every
flight.
Ever since I took the Advanced Pilot Seminar course in Ada, Oklahoma, back when
I had only 250 hours or so, I’ve been a card-carrying member of the church of
LOP. So far the engine is aging very gracefully, and so the results of that
philosophy speak for themselves.
The biggest gripe I have about my plane is that certain items require
maintenance, or wear out, with alarming frequency. For example:
· Six engine dipsticks have broken and required replacement
· Throttle and prop control cables get sticky and need lubrication every 50-100
hours
· Flap hinge fairings crack every 250 hours or so
· Leading edge of wing roots needs to be repainted every 100-200 hours, due to
extensive chipping
· Prop deicer boots wear out and require replacement every 200 hours
· Anti-skid pads on steps fly away every 100 hours or so
· Wing root fairings need to be rebonded in various spots every 100-150 hours
Here is a review of the performance of each avionics component during the past
1,000 hours:
· PFD had three minor issues, but I still have the original unit. My big wish is
the latest software version so that I can do backcourse approaches.
· MFD has been replaced twice: once for a bad video card and once for blown
side lights, which made two-thirds of the screen unreadable.
· Audio panel and Garmin 430s are still original; virtually no complaints or
issues with these units.
· Transponder became inoperative was replaced after 700 hours due to a blown
transmitter (on a day with heavy IMC, of course).
· Autopilot was replaced four times: two units had poor gain calibration, which
led to very bad turn anticipation, and were replaced; one unit totally failed
an hour after installation; and one stopped annunciating ALT properly.
· The autopilot/PFD interface is sometimes squirrelly, which leads to the
failure to capture altitude. I learned to deal with this by testing the
autopilot on the ground before every flight and resetting the PFD if necessary
before takeoff.
· Stormscope, Trafficwatch and the SIU would periodically fail, especially
during IMC. This was most likely due to static buildup problems, and was solved
earlier this year by implementation of the SB and a thorough test and repair of
the ground wires.
In retrospect, I wasted money on two things:
· Trying to fix the oil-on-the-belly problem. I installed an air/oil separator
early on, and then later did the breather tube SB. Neither has worked, and I’ve
resisted doing the Garfinkle extension because I’m pretty sure there will be
extra oil use due to a pressure differential.
· Trying to get weather and electronic approach plates in the cockpit. I
installed the Control Vision system (an HP Pocket PC, a standalone GPS and a
satellite phone) but sadly it has been a total waste of money. The Pocket PC
technology, in my opinion, is still a toy and is not ready for prime time; the
satellite phone does not work well at northern latitudes. Plus the interface
between the three units is not seamless, and it’s very difficult to correct
seemingly easy problems. Finally, the Pocket Plates card that is also sold by
Control Vision is also a toy: the screen is too small and the memory cannot
hold all of the approach plates I need and the backup information for the
Pocket PC.
Finally, some of the wisest money I spent was on:
· A Rieff engine heater and a cowl cover from Bruce’s Covers, which are
essential for cold weather operation.
· The Advanced Pilot Seminar engine management course
· The Weather or Not seminar given by Scott D.
· Having my plane inspected every 50 hours: issues with brake pads, brake
fluid, nosewheel, engine bushings, wheelpants, sparkplugs, etc. were detected
by the A&P early before they could become significant issues in-flight.
All in all, I’ve had 1,000 fantastic hours flying my SR22. Its an excellent
long-distance, IFR flying machine that has more than lived up to my
expectations.