Cirrus G5 Turbo Review

Discussion in 'Flight Following' started by Alexb2000, Sep 10, 2014.

  1. Alexb2000

    Alexb2000 En-Route

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    I just got back from flying the G5 Turbo this afternoon. The airplane was loaded with everything except the Sat. Phone.

    Just as a point of background I have a lot of G1000 time, so all of the standard G1000 features were not new. I have also flown the G3 NA Cirrus w/ the Perspective avionics so I have seen that installation before.

    Walk around. The aircraft sits well on the ramp. Cirrus has increased the prop clearance in recent models and it shows. They also added an Oleo strut to the nose gear. In addition tubeless tires and slotted brake rotors. Lighting is all LED and really slick. Interior is typical of late model Cirrus' very nice and similar to a luxury car.

    Ergonomics. I am 6'1" and I was comfortable in the Cirrus. The seat slides back at an angle. The further back the lower the seat. If you have more torso and less leg then they have rudder extensions which allow you to sit further back (lower). When you first get in you hear a sound like tin foil crunching. That is the aluminum crush pads under the seats. Overall very nice.

    Controls: Self-centering spring loaded side stick, differential braking for taxi, no prop control, and a large power lever similar to a turbine.

    Take off: About 75 knots, rotates with very little effort, jumps off the ground. We were using approach flaps for take-off. About 100' turn on the yaw dampener accelerate to 120 indicated and climb out about 850 FPM. It was a hot day in Dallas about 105 on the ramp.

    Climb: Seemed like 120 was a good climb number. Less speed gave a better vertical rate, but on a hot day the temps would be too hard on the engine.

    Speed: 16.5K burning 16.5 gave about 190 true. This was at ISA +17. Fast airplane even down low, more on that later.

    Maneuvering: Because of all the legends and Internet talk I really wanted to put it through the paces. Power off stalls, trimmed full back, idle power, stick full aft AND hold it for several minutes. No problem just mushes down under full aileron control and only very minor rudder. Holding an accelerated stall you can steer the airplane around with the stick. Even 45 degree banks stalled are benign. Slow flight is dead simple. Truly one of the easiest aircraft to stall EVER. Much better than a 172, you can't even get it to break over without a lot of effort. I played around with it quite a bit and for the life of me I can't understand how anyone could kill themselves inadvertently stalling this aircraft.
    That sales guy who was spinning it in Australia must have done some very extreme maneuvering, certainly nothing that anyone could accidentally do.

    Flight controls were much more responsive than I thought they would be. The roll rate for example is fast, much faster than a Beech or Cessna. Fast enough to throw me to one side of the seat with a quick bank. Obviously not aerobatic, but much more responsive than I expected.

    Envelope control: This is a new feature and very interesting. Just like an airliner the flight controls won't allow the aircraft to depart controlled flight. As you exceed 45 degrees suddenly the aircraft just reduces the turn to standard rate. Pitch up more than 17 degrees and down it comes. Pitch it down and speed control won't let you exceed VNE. If you told me years ago that a GA single would have envelope control I would have said, "No Way", yet here we are. It seems to work very well.

    Big Blue Banana: I don't remember the technical term but the MFD has a blue banana that will show you a vertical profile. Here's an example. I asked the salesman what he would do if we had an engine out at our current position at night. He did the usual G1000 solution to pull up the nearest and point us there. Then selected best glide IAS, as we slowed he put in the elevation of the nearest airport (Paris, TX) into the VNAV profile. I said, "Paris huh, well at night you better have your skills razor sharp to do a dead stick in there". If you short it you won't be happy. Within two minutes we slowed to best glide he looked at the big blue banana on the MFD and it had slipped off the Paris airport and was just barely short. At that point he said, we wouldn't make the airport with these winds, time to find another one or pull the chute. All of that took just two minutes or less to figure out and KNOW. It was pretty awesome.

    Coming in hot: This was the salesmans way to show you what the aircraft could do. So we are coming back to Addison. He keeps 75% power on the whole descent. We are indicating about 180 and truing 190-200 all the way down. We were 3.5 miles from the runway on a left base INDICATING 175 knots. Pull the power, dump flaps in at 150 indicated, and grease it on brick one. NO B.S. it was a really good example of what the airplane can do. I was chuckling thinking we were going to sail over the airport and bust the George Bush restricted area. The new flaps, BIG composite prop, and it gets slow fast, way faster than my 206 to my surprise. Shooting an approach into a Class B would be a dream, easy to stay up with airline speed.

    I don't know how many of you have flown the new G5, but it is an awesome machine IMO. Cirrus has really, really refined the aircraft over 4 generations and it shows.

    So let's talk about it.
     

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  2. TCABM

    TCABM Pattern Altitude

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    Love to have one, but not on the radar due to price.


    Sent from my iPad using Tapatalk
     
  3. frfly172

    frfly172 Touchdown! Greaser!

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    Thanks for the review. Not I the immediate future for me.
     
  4. Ted

    Ted The pilot formerly known as Twin Engine Ted

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    You can buy a nice 310 for less than 1/3 the price and get the same or better speed, less concern of depreciation (a new Cirrus will depreciate, no question), more capability, etc.
     
  5. Pedals2Paddles

    Pedals2Paddles Cleared for Takeoff

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    I love the looks, inside and out.
     
  6. Theboys

    Theboys Line Up and Wait

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    Sure looks nice. I'd love to give one a test flight. Always been curious how it would fly. Did it have speed brakes? I like how you said he got it slowed down fast. That's always been my challenge on my faster planes, getting them slowed down for final quickly. I usually start about 20 miles out.
     
  7. MooneyDriver78

    MooneyDriver78 En-Route

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    Maybe it's just me, but they need a retractable version...I hate the look of fixed gear, no matter how many fairings/boots you put on it.
     
  8. Jaybird180

    Jaybird180 Final Approach

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    The Cirrus is airplane Pr0N. Plain and simple.
     
  9. Alexb2000

    Alexb2000 En-Route

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    No speed brakes. Look at the picture of the prop, each blade is about 10 inches across. For the G5 they added 3.5 degrees to full flaps also. The combination of that prop and big flaps at a drag inducing angle and it slowed down easily. The approach I mentioned didn't require any great skill, hold it level until 150 indicated, dump full flaps, power to idle. Just like air brakes.

    I agree certain types are hard to slow down, Mooney comes to mind. We discussed that one of the design goals was to make it easy to control speed because they had a lot of problems with pilots landing fast and having incidents in the past.
     
  10. warthog1984

    warthog1984 Cleared for Takeoff

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    :( Cruise power to idle on a big-bore turbo :(.
     
  11. Clark1961

    Clark1961 Touchdown! Greaser!

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    Isn't the Cirrus a normalized engine (w/intercoolers), not boosted?
     
  12. Alexb2000

    Alexb2000 En-Route

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    I'm sure Ted can enlighten us if that was a problem.

    When I flew the TTX in contrast we were slowly dialing it back 80 miles out, watching the temps, very cautious with the motor, etc.

    I watched the temps on the Cirrus and in the descent they were holding just over 300 the whole time. On the climb I had to decrease the deck angle to keep them under 400, otherwise in cruise they were about 360ish.
     
  13. Alexb2000

    Alexb2000 En-Route

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    Turbo. Pulls about 40". This one needed a fuel flow adjustment so it was making high 30's.
     
  14. narchee

    narchee Line Up and Wait

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    Nice review.

    So you can go to full flaps at 150 indicated? Also, what is the maneuvering speed? Must have been bumpy coming in that fast so low if the ramp temperature was 105. What's the headroom like lets say compared to the 206?
     
  15. PaulS

    PaulS Touchdown! Greaser!

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    That is one cool AC, thanks for sharing!!
     
  16. narchee

    narchee Line Up and Wait

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    Depends what you mean by "nice". Some of us like modern interiors with glass not just a pretty plane on the outside and bragging rights over two engines...

    310's are low in price because they are junk pure and simple sorry just my opinion.
     
  17. Ted

    Ted The pilot formerly known as Twin Engine Ted

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    Airframers and salesmen aren't interested in what's good for engines, they're interested in selling airplanes. Cirrus engine reliability hasn't been stellar by any means, and I view their recommended engine operation practices as part of the reason. CHTs are only part of the story, but I will say the Cirrus has excellent cooling.

    This hasn't changed from the 1960s, by the way. Power cruise on the Duke was something like 79% power leaned to 1650F TIT. The airframe OEMs will always show you what it can do, but the price you pay to operate at limits vs. goals will typically be high. What ends up happening is that a lot of first owners fly hard, and the 2nd, 3rd, etc. owners are more cost and reliability conscious.

    So, I wouldn't recommend the Cirrus method of engine management.
     
  18. Alexb2000

    Alexb2000 En-Route

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    Ted-

    I'm not disagreeing, but could you be more specific as to what was bad for the engine? Just for data, I never saw a CHT over 400, more like 360 and less. TIT was about 1600 in cruise. All flight ops are LOP, you just pull to a blue FF line for a given power setting and that's it. What should I have been looking for?
     
  19. kenjr

    kenjr Line Up and Wait

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    ...cool plane for sure. If I won one or someone gave me one, I'd sell it and buy something else though. :)
     
  20. Dr. O

    Dr. O Pattern Altitude

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    So when's the Cirrus twin due?

    All the money they pizzed away on the jet fiasco would have certified a piston twin that would now be selling like hot cakes (well as fast as the economy allows)
    NO gear to maintain
    Slippery like the bullet out of a 220 Swift (heck, I'm even doing their ad copy for them)
    4 seats
    Sexy like a Lamborghini
    Pressurized to FL 280 (easy peasy with a composite hull and twin turbos)
    What's not to like
     
  21. Ted

    Ted The pilot formerly known as Twin Engine Ted

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    Typically, my issue with Cirrus is the high recommended power settings. Low CHTs obviously help, but even when LOP 80+% power isn't a setting that a big bore engine will like for extended periods. Peak ICPs will still be high. Basically, if you're running the engine really hard, you're still running it really hard.

    The rapid power changes can be argued. My argument is it's not good. It may not be bad, but it's definitely not good. Internal temperatures will still be dropping rapidly.
     
  22. Alexb2000

    Alexb2000 En-Route

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    I don't know if you are just making a statement or wanting to discuss. IMO the Cirrus jet is a game changer. $2M new, when a TBM is $4.5, a Pilatus is $5M, etc. Or a new NA Baron at $1.6, um, OK. The only other aircraft even close to capability in that price range is a Meridian.
     
  23. colojo

    colojo Line Up and Wait

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    Don't forget the Eclipse 500 and 550.
     
  24. Ted

    Ted The pilot formerly known as Twin Engine Ted

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    The Eclipse remains my favorite.
     
  25. warthog1984

    warthog1984 Cleared for Takeoff

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    "Running hard and putting it away wet" isn't good for anything mechanical.
     
  26. bnt83

    bnt83 Final Approach

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    So used the prop as brake hu?
     
  27. cirrusmx

    cirrusmx Line Up and Wait

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    AWESOME PLANE!!! looking to get one in the near future!
     
  28. bnt83

    bnt83 Final Approach

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  29. JimNtexas

    JimNtexas Pattern Altitude

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    Jim - In Texas!

    How much is a Cessna Mustang?
     
  30. Alexb2000

    Alexb2000 En-Route

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    The airplane is really slick with no speed brakes. Other than flaps the only thing that could add drag is that prop. Seeing it in person the blades are really wide, surely a lot of flat surface area out there pushing against the wind.

    I believe ~$3M.
     
  31. CTLSi

    CTLSi Ejection Handle Pulled

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    It's a continental engine, not a Cirrus engine. Guess the engines in Cessnas have to be yanked too?
     
  32. V1-Vr-V2

    V1-Vr-V2 Pre-Flight

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    Nice write-up. That airplane is dead sexy.

    Someday... someday... :)
     
  33. Jay Honeck

    Jay Honeck Touchdown! Greaser!

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    Did I miss the price, or is this one of those "if you have to ask..." situations?
     
  34. jmp470

    jmp470 Line Up and Wait

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    Very nice airplane, I cannot wait for the Cirrus Jet! The Jet is my dream plane. Sexy v-tail, modern, jet engine, room for 7, pressurized..... oh and SEXY! Even the wife thinks so.... Only other plan I find that sexy is the Cobalt, if that ever comes to market.
     
  35. petrolero

    petrolero Pattern Altitude

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    :drool:

    Unobtanium for me.
     
  36. narchee

    narchee Line Up and Wait

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    A cirrus twin would make no sense. The single has a parachute so the safety aspect is moot. So what do you get with the extra engine? Just a whole lot of headache. Higher fuel burn. Higher maintenance costs. Nobody would buy it.

    The Cirrus jet is going to be awesome. Let's just hope the price doesn't get too high. I'm having trouble believing it is going to be $2million. It will probably be closer to $3 million unfortunately. I am rooting for them though.

    This G5 is awesome. Too expensive for me to just get a four seater but if you can afford it... Why not!
     
  37. PPC1052

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  38. Alexb2000

    Alexb2000 En-Route

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  39. dans2992

    dans2992 En-Route PoA Supporter

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    I think I'd rather have a used Malibu.
     
  40. cirrusmx

    cirrusmx Line Up and Wait

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    the wide prop blades are optimized for higher altitudes.