Cirrus . . . What's a Cirrus? It's $400,000+ of the best-selling airplane in the world, according to the company advertisement.

On Friday, May 5, 2006, thanks to Bob Opper, I was the pilot of N591CD, a demo aircraft from Cirrus Design. The flight lasted 35-40 minutes and we just scratched the surface of the capabilities of the airplane. The interior was very well appointed and roomy. The Bose headset was also super. Bob and I and his bookkeeper thought this plane was super!

Many things made this a truly different aircraft. From huge doors on both sides, to seat belts/shoulder harness that had air bags in them, this aircraft was a class act. The glass panel flight and navigation screens were a whole new thing to me. There is a ton of information in these electronic marvels as many know. The airplane was unique from the beginning. The one-lever control for the engine was unique. Start-up was about the same as any fuel injected engine on any other aircraft. After start-up, it was smooth running as we taxied to the active runway. On taxi out, I did notice the wingspan of the Cirrus was longer than Bob's Dakota. With a full-castering nose wheel, the use of differential braking is a must. After warm-up and run-up, we took the active. This 310 H.P. airplane did require more right rudder force than the Dakota.  Lift-off was normal and we climbed at 700-800 F.P.M., that kept the nose at a good attitude. We were about 3-4 miles from the tall antennas west of Toledo and the company salesman had me aim right at one. In a short time were closer than I liked when the annunciater said "Pull UP . . . Pull UP . . . Tower!" Just shortly after we evaded the tower, the voice in formed us about another plane above and ahead of ours.

The ride was smooth, but when we went through a hole to an altitude above the clouds, it was smoother yet.  The aircraft is quite vibration free and this is definitely a cross-country machine.

Unfortunately, I had a time limitation due to a previous commitment. So, back to Toledo Metcalf Airport we went after finding a hole in which to descend. Pattern speeds were easily manageable and flaps can be used at good speeds. Down final was about 85-90 kts. and at the 500' altitude point the voice again called out, "500 feet." Landing and roll-out were easy and no bad or weird handling was noted.

There were many features about the total airplane that were well thought out. Being carbon fiber, it had no static wicks. The leading edges of the surfaces were weeping type for ice protection. The screen on start-up even gave us density altitude. By selecting the proper screen, we had the airport diagram with an icon for us to show our taxi progress. 

This air plane was impressive on the ground and flying things like stalls were a non-event.  The half-control wheel side stick was easy for me to get used to. This feature allows for an unobstructed view of the control panel. If some pilot wins the mega-millions they should consider purchasing a Cirrus! Thank you, Bob Opper, for this opportunity.