Hey I have only done a couple of circuits in the Cirrus SR22T.  I noticed If I try to bring her in on the curve. Elevator authority gets a little weak and if you need to power it up it takes the engine a bit to take.  And with what little I know about Turbo's turbo's need to keep the RPM's up to stay in the power range sorta speaking.

 So I assume that is the way she would really handle to a degree.  So am I right to assume with the new SR22T ya gotta kinda come in a little hot and keep the engine up in rpm's a bit for the turbo to stay in a less lag range sorta speaking?

                                                                              Thanks & Happy Landings

P.S. Thank You Kindy Mr. Nischan For Your Expertise In This Beloved Hobby

 

Edited December 5, 20232 yr by jwhak

Yes.  Speed is everything in the SR22 (in real life and in the sim).  You need to be right on the numbers on finals. If you are, you won't experience that reduced elevator authority.   The chances are, you perhaps came in a little slow.  One of the amazing things about this WT SR22 is how well and realistic the engine coding is.   So, as you correctly suggested, turbos need to spool up in order to generate their forced induction. 

What speed were you "crossing the numbers" at?

Published approach speed for the SR22T G6 is 80-85.  I'd personally go for 90 while crossing the numbers.  This will maintain your elevator authority (and prevent a high sink rate). Shortly after crossing the threshold, you can smoothly but fairly rapidly retard the throttle and, with a gentle flare, the plane should set down onto the runway, smoothly and without excessive floating.

Edited December 5, 20232 yr by JYW

In general, most faster GA airplanes require coming in with a bit of power down final and only reducing power to idle in the flare, since the prop tends to acts like an air brake at idle.

While the turbos do need a little time to spool up, GA piston engines operate inside a much narrower RPM range than automotive engines, so it's normally not an issue because GA engines have much flatter power curves than automotive engines, so the turbo lag isn't that big of a deal unless you're slamming in power for a go-around.

Very cool very cool.  JYW couldn't tell ya what my approach speeds were. I was kinda barnyard flying out the winder setting a line off my windscreen and descending and climbing with power off of that for reference. Only did a bit but with what knowledge this ole po dunk has kinda got thought she was behaving properly I had to tap into the knowledge pool here with ya all and cross check on them hunches though 😉

                                                                    Happy Landings

 

Edited December 5, 20232 yr by jwhak

Yeah, this is pretty spot on. The POH approach speed is listed as 80-85, and you don't really want to get under that until you cross the threshold. This feels a bit odd at first (at least it did to me), as you really expect to be closer to the low 70s coming from other small planes, so subjectively it felt like I was carrying too much power.

Once you cross the threshold, slowly drop the throttle down to idle, and give it a gentle flare, but not nearly as much as you would in a 172. Just let it hold off until you get to the low 70s and let it fly itself to the runway. It's flatter than you think.

After I got the hang of it, though, really a super satisfying plane to land, in my opinion. Definitely something a touch different!

Edited December 5, 20232 yr by MattNischan

The real G6 22T comes with 2 prop options. A wider 3-blade prop and narrower 4 blade option. On paper they don’t differ too much in terms of performance. In practice, that big 3-bladed prop acts like a big speed brake when you pull the throttle to idle. It has been a year since I instructed so my memory is a little fuzzy but I want to say it is 80 kts on final and 76 kts over the threshold.  Speed is everything, so nail the speed and expect the plane to sink when you chop the power. If you bring it to the stall warning just before touchdown, you will have very little to no elevator travel remaining.

By the way, there’s little noticeable transition of “boost” with the turbo in these planes. It is a powerful engine with significantly higher manifold pressure than the NA engine, but the payoff of that turbo is that it gets you to FL240 with a TAS of 210+

I’m excited to get home (eventually) and give this plane a try in the sim.

Edited December 5, 20232 yr by snglecoil