8/5/2023 0 Comments Cirrus sr22 turboI know i’ll be a 3-season flyer, nothing in the winter except to take it out once in a while to keep the seals wet, etc Wow, i’m so grateful for all the thoughful repliesĪs a newbie, wannabee pilot, i’m getting ready for the onslaught of info, all for it And as a mechanic I see the downside of a turbo even though I would be able to care for it better than most. Really, I feel blessed to have the performance I do. The air is smoother up there and the performance is better. And that if you want to do that often a turbo is a better choice. However, there is no question the turbo is a much better plane at those altitudes. Book says it climbs 446 FPM at gross weight at 17K and mine does. When I do the NA Cirrus does better than you think. I do live in Arizona and don’t feel a turbo meets my mission profile most of the time. Sure, if I lived in Arizona or in a place with hot&high conditions all the time, I’d think about the turbo. Good enough for me.Įven on normal summer days you only have an advantage above 10.000 feet with the turbo. I checked: the MP at FL160 was 15.8 inches, true airspeed was 165 KTAS LOP. I routinely fly at 16.000 ft and I see no problem with that. In the NA i can fly up to FL175 (or 17.500 ft in the US), and if that is not enough I’ll stay home - or wherever I am.Īlexis von Croy wrote the following post at Sat, 7:49: But I do know it does not make sense to me. I don’t see how taking these risks can make sense for a private pilot. And of course you can be over the Rockies, Alps (you name it) and there might be very nasty weather below you. TUC in FL180 is 20-30 min, 30+ minutes in FL150, but of course depending on factors like health etc. So, the only thing you can do is to descend to FL180-150 - and you will have to do it very quickly with a very high descent rate. And that is from the moment you discovered the oxygen bottle is broken, the valve or the O2D2 is defective … On the other hand the Time of useful consciousnee in FL250 is only 3-6 minutes. The only scenario that will make you fly that high are high reaching clouds/IMC below. What I never understood (and what is the reason for my decision for an NA) is why anbody would want to fly in FL250 in an unpressurized spam can. Sign up and a wealth of information awaits you.īTW, this site requires you to use your real name. To get the real benefits of turbocharging (altitude capability with increased speed) you will need to fly at oxygen requiring altitudes so be sure you don’t mind using supplemental oxygen.Īs others have said, this issue has been discussed at length on the regular forums. For trips such as you describe along the east coast the NA is quite sufficient. If you fly in the west or use high density airports regularly, the turbo is invaluable. Lose the oxygen and your time of useful consciousness is measured in minutes. That said, flying at 25,000 in an unpressurized plane is not a good idea. That is the same for the NA and the T or TN versions.ġ7,500 is the max operating altitude for the NA and 25,000 for the T or TN. The FARs mandate oxygen usage once you are above 12,500 feet for 30 minutes, over 14,000 feet for one second, and above 15,000 you must have oxygen available for all occupants. Oxygen has nothing to do with the altitude capability. Phillyflyer wrote the following post at Fri, 10:00: Safety of course is number one, the descrip of the sr22t on the cirrus site says that it is rated for 25,000 ft but that the sr22 is rated for 17,500 ft (except if you add the oxygen option, that apparently allows a higher ceiling, but didn’t say what it was)įrom what i’ve read, it seems that in general a non-turbo, regular piston version has fewer maintenance issues, uses less fuel, and i’m all for good, longterm use, albeit at a slower speed, but what else (besides some speed) would i be losing? for example, does the non-turbo not perform well at higher altitudes (allowed apparently by the optional oxygen system)? or what if i got the sr22 with all the options, just no turbo, would this be taxing the plane lots more than if it were an sr22t with all the options? My mission would pretty much be personal trips up and down the US east coast, two to four adults, leaving from the philadelphia area, going to small airports, small towns, some fishing and golf, long weekends My question is is the T (turbo) version worth the extra expense? purchase, fuel, performance, maintenance, resale?
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