Jeff is an entrepreneur, pilot and aviation writer. He’s the Founder of wikiWings.
He’s enjoyed flying for over 20 years and has more than 1,700 hours of flight time in piston engine aircraft; including 500 hours in the Turbo Cirrus SR22TN-G3 Perspective, Cessna 152, 172, 182; Piper Warrior, Archer, Arrow and Aztec.
He has been a member of Aircraft Owners and Pilots Association since 1992 and a member in several aviation type clubs.
The third wave of Cirrus SR22-G1s were shipped from late 2002 into 2004 (serial numbers 435-819). In this Segment, Cirrus achieved another milestone by creating the first general aviation airplane with a “glass panel.” And, conventional six-pack flight instruments literally became a GA thing of the past.
The Avidyne Entegra Primary Flight Display was offered initially as a $24,500 option. But it was such a hit almost every plane going out was purchased with the PFD. So, Cirrus made the glass panel standard equipment by mid-2003. Several equipment configurations were marketed with these planes. Let’s look at the details: Continue reading “What equipment shipped on Cirrus SR22-G1 Segment 3”→
We pause and reflect – In honor and recognition to the brave men and women who have served our country in the armed forces. We respect your courage, commitment and sacrifice. Thank you for protecting us and our freedom.
During 2002, a second wave of Cirrus SR22-G1s were shipped which we’ve listed as Segment 2 serial numbers 142-434. These planes were delivered with conventional six-pack flight instruments, Garmin radios, S-TEC auto pilot and the Avidyne Multi-Function Display (MFD). Cirrus marketed these SR22-G1s with three equipment configurations (A. B & C). Let’s look at the details: Continue reading “What equipment shipped on Cirrus SR22-G1 Segment 2”→
The first SR22-G1s shipped during the years 2001 – 2002 (Segment 1 serial numbers 002-141). These planes were delivered with a conventional six-pack of flight instruments and ARNAV multifunction display for navigation. Cirrus marketed these first SR22-G1s with three equipment configurations. Let’s look at the details: Continue reading “What equipment shipped on Cirrus SR22-G1 Segment 1”→
From 2001 to 2004, Cirrus shipped 818 first generation SR22 airplanes (serial numbers 002-819). During this period Cirrus avionics and options progressed. The SR22-G1 equipment progression can be grouped into three segments:
Three Serial Segments to SR22-G1 shipments
Segment 1: Serials 002-141; Six-Pack, ARNAV, Garmin radios, S-TEC auto pilot
Segment 2: Serials 142-434; Six-Pack, Avidyne MFD, Garmin radios, S-TEC auto pilot
Segment 3: Serials 435-819; Avidyne PFD MFD, Garmin, S-TEC and The Centennial Limited Edition (100 units)
By the late 1990’s the Klapmeier brothers had moved away from constructing kit planes. They had a bigger vision that would change general aviation. In 1998 the FAA certified their first airplane – The Cirrus SR20. Nine certified SR20’s were shipped in 1999 as reported by the General Aviation Management Association (GAMA). Two years later the SR22 was certified and GA would not be the same. Continue reading “Cirrus SR22 Generation One (G1) Introduction”→
Here’s a quick reference list of Cirrus SR22 Generations that have been manufactured. If you’re interested in transitioning to Cirrus Aircraft this may be a good starting point for categorizing significant model changes important to you and establishing a budget. You’ll benefit from having a framework to compare aircraft if you’re in the market to buy. Knowing the design changes and production quantities will help you better understand how supply and demand affects market prices.
Here’s the right way to take-off in your new airplane. Embark provides Cirrus Standardized Instructor Pilots (CSIPs) at no charge to pilots purchasing pre-owned Cirrus Aircraft.
The training is provided by the Cirrus network of instructors and paid for by Cirrus. Embark was created to train pilots buying Cirrus aircraft on the used market. It doesn’t matter if you buy the plane from an individual or broker.
Here’s the thing, statistics for fatal and non-fatal accidents indicate pilots flying without type-specific training from Cirrus trained instructors are at higher risk. Let’s repeat this message, pilots choosing not to receive instruction from CSIP’s are at higher risk for an accident.
Cirrus is a leader in developing world-class flight training materials and proficient flight instruction. Their company culture is dedicated to aviation safety. Embark raises that commitment even higher.
In July 2017, we flew our plane to the EAA AirVenture in Oshkosh Wisconsin. Many years had past since I had last attended. It was good to be back and EAA AirVenture did not disappoint. The weather was just perfect. Here are my brief highlights:
Warbirds were in full array. The quality and quantity of restored military aircraft was impressive. I’ve never seen so many. I believe Baby Boomers are spending their retirement dollars on warbirds and enjoying every minute of doing so.
The world famous Blue Angels provided a spectacular physics defying aerial presentation every day we were there. And, each afternoon special aviators took to the sky to display their airplanes and flying skills.
The EAA Aviation Museum was an impressive pause from the activities outside. I had not previously been to the museum. They have a collection of more than 200 historic airplanes and many world-class galleries. I found the documentation of EAA members that have been leaders in innovation a compelling story. We need that passion in the next generation of pilots. Continue reading “We attended EAA AirVenture 2017 in Oshkosh Wisconsin”→
Surviving an off-airport landing is one of five introductory mountain flying topics discussed by Loren French, with Alpine
Flight Training. His instruction begins with strategy planning to reduce risk and put as many conditions in your favor as possible. Don’t plan your route across terrain where you’d find it hard to survive one night waiting on rescue.
One situation Loren shared was a mountain rescue that took more than a day. The survivors could see the rescue aircraft overhead and made the mistake thinking the rescuers could see them. They turned the Emergency Locator Transmitter off – believing rescue was imminent. With no signal the aircraft left the area. Unfortunately, this occurred several times, as the aircraft would appear the survivors would turn the ELT off which ultimately delayed their recovery until the next day. It became an infamous game of cat and mouse. Let the ELT do its job and rescue personnel will turn it off when they’re on site.