More SR22 for Sale Information

I've received a good number of inquiries about my Cirrus for Sale. Here are some additional details:

Included equipment not mentioned in the original post:

• Stormscope
• Traffic is SkyWatch not TIS
  

Additional Throw-ins:

• (2) Extra Garmin 430 Datacards
  
• Engine cowl blanket (Tanis), cowl plugs (Bruce's Custom Covers)
  
• New David Clark X11 headset
• (2) Used Bose X10 headsets, excellent condition
• 4 life vests
• Sporty SP200 handheld radio (with localizer)
• CO Monitor
• Unopened Aviation First Aid Kit
• Original factory (flimsy) tow bar

I've had a lot inquiries for additional pictures, especially the interior. Given yesterday was a major snowstorm and today was the shortest day of the year, I got what I could.

Angel Flight

Yesterday, I flew an Angel Flight patient and her sister from Pittsburgh back home to Boston. This is a great way to give back, and help someone in dire need. It would have been a two leg flight from AGC to Elmira (ELM) and on to Boston. The Mustang could do this in a single leg, at a lower cabin altitude than an unpressurized plane. It was obviously more comfortable for the patient, who needed oxygen even on the ground before departure and could barely walk a block.

ATC is very accommodating to Angel Flights, giving priority routing whenever possible, and even asking if we needed priority movement on the ground at Logan. Perhaps because of the time of year, they were extra helpful yesterday. On the way home, there was a 140 kt tailwind. In the descent, we hit a new ground speed record of 500 kts, burning 500 lbs/hr. All in all, a great feel good day.

SR22 for Sale

My trusty Cirrus SR22, N97RJ, s/n 1151 is now for sale. Since I took delivery of the Mustang in October, I haven't flown the Cirrus at all. I thought I would keep the SR22 as it's much more economical for short flights, but I haven't used it. In fact, I'm paying someone to fly it regularly so it doesn't rust out.

It's a shame to leave such a nice plane unused in the hangar so I've decided to sell it.

Specifications:

2004 Fully loaded Cirrus SR22 G2. White with blue and yellow/gold strip. Based as KBED, Bedford, MA. 1217 hrs total time on its Platinum engine. The plane has Avidyne glass cockpit and dual Garmin 430s with datalink weather, traffic, S-Tec 55X autopilot, TKS anti-ice, C-Max electronic approach plates, TAWS, E-Max MFD engine monitor, a Reiff heater, and sun shields for parking. No air conditioning, which gives you a basic empty weight of 2316 (gross is 3400). Plane was factory painted in December 2008, so exterior is near perfect. Interior is very good. Jim Barker has balanced the prop twice. The plane was run lean of peak for all cross country flights (and I have the EMax logs to prove it). This is a beautiful, trouble free plane.

The plane will be delivered with a fresh annual by some of the best Cirrus mechanics in the Northeast. Email me at davidwihl at gmail if you're interested.

CJ3, CJ4, Phenom 300 Comparison

Today, the Phenom 300 achieved FAA Certification. By the numbers alone, it looks like a strong competitor to the Cessna Citation CJ3 and the new CJ4.

The irony is that a Mustang pilot may have an easier time upgrading to Phenom 300 than the rest of the CJ line because both use the Garmin G1000. The CJ3 and CJ4 use Collins avionics.

Besides the specifications, the P300 also has a nicer cabin including lower pressurization.

See the CJ3, CJ4 and Phenom 300 Comparison.

Now I have to find a way to fly both!

From SIC to PIC

I'm in Orlando, FL this week to convert my SIC (Second in Command) C510 Mustang Type Rating to PIC (Pilot in Command). This will not be -S, or single pilot, so I continue to require a second pilot on board, which is appropriate to my current level of experience.

Over a couple of months, I've become quite comfortable with Neil, my current mentor and co-pilot. We have our standard flows and procedures. We even finish each other sentences. My assumption is that the person in the right seat is competent, knowledgeable and a teacher.

In my first simulator session, I was paired with another Flight Safety instructor as co-pilot. In fact, this person will be giving me the checkride on Friday. I assumed that he would also be a teacher. I can't say we worked well as a team. It wasn't always clear who should be pushing which buttons. While in NAV (GPS driven) mode, the procedure was loaded and activated that caused us to wallow around. Altitude callouts were not performed. During maneuvers, he dozed off (so I declared an emergency that my co-pilot died).

Initially, I was frustrated by the lack of teamwork. During the de-brief session, I learned a valuable lesson about leadership in the cockpit. As PIC, you can't assume that the co-pilot will always do the right thing. As the pilot in command, who is ultimately responsible for the safety of the flight, it's my responsibility to use my authority to ensure that we are working as a competent team. Equally important is to backup and verify what the co-pilot is doing.

When I return to flying with Neil, or another effective co-pilot, I will have to step up and verify what the co-pilot is doing. This will be safer for everyone.

It may be the most valuable lesson I learn all week.

Flying the Mustang into JFK

Yesterday, two co-workers and I had business meeting in mid-town Manhattan at 8:00am. There are only three ways to do this when starting from Boston: leave the night before, drive really early in the morning, or use private aviation. I obviously flew with my co-pilot, Neil. It was a great example of the utility of General Aviation. Besides the convenience, it was also cheaper than putting up three people in Manhattan overnight.

We opted to try JFK instead our usual TEB because the meeting was near Penn Station. The public transportation connections were better and more reliable during rush hour.

The last time I flew into JFK was five years ago in a 182 and then a week later in a Cirrus when a family member had to make an emergency overseas trip. At the time, slot reservations were required for landings or takeoffs during 3pm-8pm. Since the FAA lost their court case a year ago, slots are no required at any time for JFK or EWR. This has worked out better for pilots, the FAA and JFK. A pilot can file and fly into JFK like any other airport as the high density rules effectively no longer apply.

Starting with a pre-flight at BED before dawn is a special experience. It’s tranquil, yet filled with anticipation of the coming day and the excitement old Sol will bring, hinted at by a glint in the east.

The flight was easy and uneventful. After landing, there was only one concern. While taxiing, a 767 rotated a few hundred feet directly in front of us. In anticipation of wake turbulence, Neil pushed the yoke full forward but felt nothing. We completed the rest of the 3 mile long taxi in only half the time it took for the entire flight.

A van picked us up right at the airplane and brought us to the nearest AirTrain stop to Jamaica Station. From there, it was a few minutes on the AirTrain, a connection to the LIRR and arrival at Penn Station with time to spare. Along the way were extremely useful and polite ushers in bright red vests helping with any question, including the best MetroCard value for our trips that day. Overall, this was 10-15 minutes faster than a limo from TEB, significantly cheaper, and didn’t rely on the often clogged Lincoln Tunnel.

The return trip to JFK was equally easy. Without a helicopter, I don’t how else we could have left mid-town and arrived at the airplane door in less than an hour.

In the meantime, Neil had a different experience at the plane. As the Port Authority so often reminds you, the General Aviation terminal is not an FBO. When the PA found out that the plane would be there for several hours, it would have to be moved from one parking spot to another. Towing was not possible – so Neil had to fire up the engines and taxi the plane a short distance. There is no pilot lounge, a weather station, or even a desk. Getting fuel would take a longer than the flight back to BED. Neil took a ride to the international terminal to hang out, and then was basically held hostage at the GA terminal until I arrived to pay the $80 landing and parking fee. Finally, with my concern about Hot Starts, we asked for a GPU and received a typical New Yawk answer: “It will require a lot of phone calls without much result.”

Upon departure, we had pay back for the three mile taxi in bound – a short taxi to 13R and then 3 miles of runway. Unlike TEB at 2pm, we did not have to wait to depart at all. We did a rare rolling start and didn’t stop until we parked at the hangar at BED 45 minutes later.

In summary, JFK is a great alternative for quick travel into the City, especially since slot reservations have been removed. Bring enough fuel to go home, since no FBO services can be expected.