@@FlyByGarrett Hope it was helpful! It is always nice watching your vids. I grew up in Lantana and flew around the area growing up. Definitely miss it! Keep the vids coming! -Steaven
I bought new and flew for six years an SR22T G5 (12 inch G1000s). Put 800 hours on it. Loved the plane. Sold it five months ago for what I paid for it (the used market is just too good to pass up). The only downside to this plane is the Prop control tied to the throttle which gives up speed at cruise and top end. You get 180kts true in still air at 75% power which is where you should be flying the plane (keep TIT temps at 1600 and just below in cruise). I am switching to a Velocity XL5 with a TSIO 550-C engine and a solid state ignition. And G3x touch screens (10 inch) with voice input. This plane will climb at 1200 to 1500fpm and cruise at 240kts true at 75% power. Two reasons for the increase in speed despite the two planes having the same HP and Continental. The Velocity has retractable gear, has a sleeker swept wing design (lower drag), weighs 300 lbs less with more useful load, has a manual prop control (four blade prop) that will let me get 30kts more just from that alone over the Cirrus. It will also burn a little less fuel thanks to the solid state ignition. Cirrus makes a great product, but they could widen their horizons a little and put back the manual prop control as an option, and offer a solid state ignition as an option too. Oh. did I mention the Velocity will also cost $420k new versus a new Cirrus SR22T sticker at $980k new now?
That's awesome man! I agree that some of these changes could improve the Cirrus. I think they are trying to keep it simple with omitting that prop lever though. Maybe they can add a FADEC next time? Enjoy the new plane! I'm gonna have to see if I can get my hands on one of those!
@@FlyByGarrett Yes. Cirrus tries to automate as much as they can. And that's fine. Continental makes a FADEC version of the TSIO-550-K that's in the SR22T but Cirrus doesn't option one. Maybe they don't like the complexity of FADEC to maintain. Want a hot start tip? I am based in Las Vegas and found a bullet-proof way to start in the hottest temps on the ground you will see. When parking always lift the oil access door (or prop it open with a rag so a bird won't fly in). Before starting make sure it is closed again. Key off, push the mixture to full, throttle to full open and 'tap' HIGH BOOST PUMP for 2 sec or less (forces cold fuel into the lines). Then BOOST OFF and start to crank the engine. As the engine sputters to life quickly flip on BOOST PUMP (forward position) and the engine will start fully and race. Pull the throttle back to 1000rpm but leave the fuel mixture and boost pump on. Let the engine settle down and pull the mixture to the 'X' to taxi (something you should do even after a cold start before taxiing).
@@dryreed Like I said, I owned and flew an SR22T new out of the factory for six years. It was nice, but not worth the money. Sure Cirrus is better than other certified planes in its class, but the Velocity offers a LOT more speed and a LOT less cost to get from point A to point B. Think about it...a certified aircraft adds a ton of cost due to FAA requirements that are largely noise. The Velocity has a load factor limit rating of +9/-7...the Cirrus is a normal category rating of +2/-1.5. They both use the same Continental engines, one is made of fiberglass the other carbon fiber. The Cirrus has Garmin NXi panels (static panels), the Velocity Garmin G3x panels (touch panels) with the same capability but the Garmin version is for the experimental market and cost half as much as the Nxi. Also, with an experimental you can do many repairs yourself if you have the Repairmen Cert, something you can't get with a certified aircraft saving tons on annuals and other small fixes.
It's funny how men back in the day flew with nothing but vacuum gauges a compass and was able to find ships on a vast ocean to drop bombs on, oh and then get home after getting riddled with bullets and having a damaged plane. Fast forward today and we have nerds with full glass cockpits , laptops taped to their legs and of course talking every little detail every minute 😂
![Lp. Сердце Вселенной #60 РОЖДЕНИЕ ЛОЛОЛОШКИ [Финал] • Майнкрафт](http://i.ytimg.com/vi/YoR0pAV9FVQ/mqdefault.jpg)
Beautiful flight, great radio work!!
Thank you 😀
What a nice flight in the SR22.Thank you for sharing it with us~
Hey! Happy to share!. Also, love your sim work! Used to fly that Cirrus in Xplane a lot before flying it in real life!
@@FlyByGarrett Hope it was helpful! It is always nice watching your vids. I grew up in Lantana and flew around the area growing up. Definitely miss it! Keep the vids coming!
-Steaven
This is what IFR is all about and I love it
Great flight ! I like how atc wanted you to be at the fire wall due to the jet behind you... Glad to see you back my friend .. stay safe .. CYA
Haha I always have fun with the faster approaches. C ya bud!
Nice seeing the coral reef as you were turning to join the approach. Great flight and video. Like the tunes.
I enjoyed that view too :) I'm glad you enjoyed it
Beautiful approach to landing Garett
Great video. Thanks for sharing.
I enjoyed it! Thanks for sharing!
Thanks for watching!
Hear you loud and clear
awesome!
Quantos litro esse avião gasta por por hora?
72 litros por hora en promedio
Obrigado!@@FlyByGarrett
I bought new and flew for six years an SR22T G5 (12 inch G1000s). Put 800 hours on it. Loved the plane. Sold it five months ago for what I paid for it (the used market is just too good to pass up). The only downside to this plane is the Prop control tied to the throttle which gives up speed at cruise and top end. You get 180kts true in still air at 75% power which is where you should be flying the plane (keep TIT temps at 1600 and just below in cruise).
I am switching to a Velocity XL5 with a TSIO 550-C engine and a solid state ignition. And G3x touch screens (10 inch) with voice input. This plane will climb at 1200 to 1500fpm and cruise at 240kts true at 75% power. Two reasons for the increase in speed despite the two planes having the same HP and Continental. The Velocity has retractable gear, has a sleeker swept wing design (lower drag), weighs 300 lbs less with more useful load, has a manual prop control (four blade prop) that will let me get 30kts more just from that alone over the Cirrus. It will also burn a little less fuel thanks to the solid state ignition.
Cirrus makes a great product, but they could widen their horizons a little and put back the manual prop control as an option, and offer a solid state ignition as an option too. Oh. did I mention the Velocity will also cost $420k new versus a new Cirrus SR22T sticker at $980k new now?
That's awesome man! I agree that some of these changes could improve the Cirrus. I think they are trying to keep it simple with omitting that prop lever though. Maybe they can add a FADEC next time?
Enjoy the new plane! I'm gonna have to see if I can get my hands on one of those!
@@FlyByGarrett Yes. Cirrus tries to automate as much as they can. And that's fine. Continental makes a FADEC version of the TSIO-550-K that's in the SR22T but Cirrus doesn't option one. Maybe they don't like the complexity of FADEC to maintain.
Want a hot start tip? I am based in Las Vegas and found a bullet-proof way to start in the hottest temps on the ground you will see. When parking always lift the oil access door (or prop it open with a rag so a bird won't fly in). Before starting make sure it is closed again. Key off, push the mixture to full, throttle to full open and 'tap' HIGH BOOST PUMP for 2 sec or less (forces cold fuel into the lines). Then BOOST OFF and start to crank the engine. As the engine sputters to life quickly flip on BOOST PUMP (forward position) and the engine will start fully and race. Pull the throttle back to 1000rpm but leave the fuel mixture and boost pump on. Let the engine settle down and pull the mixture to the 'X' to taxi (something you should do even after a cold start before taxiing).
It’s all trade offs, man. Unlike a Velocity, Cirrus is fully certified. That comes at a price.
@@dryreed Like I said, I owned and flew an SR22T new out of the factory for six years. It was nice, but not worth the money. Sure Cirrus is better than other certified planes in its class, but the Velocity offers a LOT more speed and a LOT less cost to get from point A to point B. Think about it...a certified aircraft adds a ton of cost due to FAA requirements that are largely noise. The Velocity has a load factor limit rating of +9/-7...the Cirrus is a normal category rating of +2/-1.5. They both use the same Continental engines, one is made of fiberglass the other carbon fiber. The Cirrus has Garmin NXi panels (static panels), the Velocity Garmin G3x panels (touch panels) with the same capability but the Garmin version is for the experimental market and cost half as much as the Nxi. Also, with an experimental you can do many repairs yourself if you have the Repairmen Cert, something you can't get with a certified aircraft saving tons on annuals and other small fixes.
Information Kilo : I’m ready to copy the IFR clearance
Garett I want to fly with you anytime
It's funny how men back in the day flew with nothing but vacuum gauges a compass and was able to find ships on a vast ocean to drop bombs on, oh and then get home after getting riddled with bullets and having a damaged plane. Fast forward today and we have nerds with full glass cockpits , laptops taped to their legs and of course talking every little detail every minute 😂
Troll
I think they would have been very fortunate to have our technology. Unfortunately, they had a tougher time with it