ryoder Posted March 15, 2015 Report Posted March 15, 2015 This is the cheapest Cirrus I have ever seen. It's on Controller and has 2000 since new on engine and airframe ndh and always hangared. It's got the steam gauges and dual 430s with a parachute repack in 2011. This type of price makes me really think the market is on its way down. I have 26 in my 65C and was thinking of doing a 5k interior and 14k engine overhaul and that puts me at 45k. I think my C would be a great little machine after that but still it's a 65 with no GPS or autopilot. This Cirrus has been on my mind since I saw it. That's what my friends 81 182 is worth.
ArtVandelay Posted March 15, 2015 Report Posted March 15, 2015 Here is a look at the current market: http://marketline.squarespace.com/marketline-pdfs/Marketline2015-01.pdf
Hank Posted March 16, 2015 Report Posted March 16, 2015 What is recommended overhaul for the Cirrus? Does 2000 hours sound about right? Take the purchase price, add engine overhaul, removal & replacement labor, inspect/overhaul accessories, IRAN prop . . . How much are you up to now?
DrBill Posted March 16, 2015 Report Posted March 16, 2015 Go here and click on the first one: http://marketline.squarespace.com/marketline-pdfs/
Piloto Posted March 16, 2015 Report Posted March 16, 2015 Is the parachute repack an FAA required item for continued airworthiness or it is at owners discretion?. Shouldn't the Cirrus fly safely without a parachute? Why would it be required by the FAA for continued airworthiness?. José
ryoder Posted March 16, 2015 Author Report Posted March 16, 2015 Ten years on repack and its required. Engine is over tbo. Still a pretty low price though. I see Skyvatchers for 80 or 90k.
jetdriven Posted March 16, 2015 Report Posted March 16, 2015 Is the parachute repack an FAA required item for continued airworthiness or it is at owners discretion?. Shouldn't the Cirrus fly safely without a parachute? Why would it be required by the FAA for continued airworthiness?.José Because it's a FAR 23 airplane and that (plus a lot of other stuff) is written into the airworthiness limitations section of the aircraft maintenance manual. Which is not negotiable.
Hank Posted March 16, 2015 Report Posted March 16, 2015 Is the parachute repack an FAA required item for continued airworthiness or it is at owners discretion?. Shouldn't the Cirrus fly safely without a parachute? Why would it be required by the FAA for continued airworthiness?.José I thought it was part of the aircraft certification, as it's the only way to recover from a spin. But like our planes, a spin at pattern altitude won't recover with the chute, either.
rbridges Posted March 16, 2015 Report Posted March 16, 2015 This is the cheapest Cirrus I have ever seen. It's on Controller and has 2000 since new on engine and airframe ndh and always hangared. It's got the steam gauges and dual 430s with a parachute repack in 2011. This type of price makes me really think the market is on its way down. I have 26 in my 65C and was thinking of doing a 5k interior and 14k engine overhaul and that puts me at 45k. I think my C would be a great little machine after that but still it's a 65 with no GPS or autopilot. This Cirrus has been on my mind since I saw it. That's what my friends 81 182 is worth. it's a personal call about your plane. it's typically cheaper to buy a plane that's spec'd the way you want. You could get a really nice E model loaded to the gills for $60K. On the other hand, you could easily shoot well past that figure if you add stuff to your plane piece by piece. Even though it costs more, some people prefer to go the more expensive route so that they can get the plane exactly the way they want.
Alan Fox Posted March 16, 2015 Report Posted March 16, 2015 In the book the chute needs to be deployed above 700 feet or so , I think there was a caps save at 300 AGL....
Piloto Posted March 16, 2015 Report Posted March 16, 2015 In the book the chute needs to be deployed above 700 feet or so , I think there was a caps save at 300 AGL.... So what does the book's criteria is for deploying the parachute. "When in an emergency go to Appendix B". So I guess on Cirrus flight training syllables "When in doubt pull the cord". Below 700ft may the Lord has merci on you. José
Shadrach Posted March 16, 2015 Report Posted March 16, 2015 I thought it was part of the aircraft certification, as it's the only way to recover from a spin. But like our planes, a spin at pattern altitude won't recover with the chute, either. Like our planes, a Cirrus will recover from a spin just fine. While I've never spun either, I know more than one pilot that has spun them both. I think this is a supply and demand thing. Cirrus churned out quite a few SR20s by modern standards. I do not think its a particularly impressive airplane. It underperforms when compared to any 200hp Mooney on every measure except cockpit room and refinement. I don't dislike Cirrus, but if I was in the market, I'd be looking at an SR22. The 20 is all hat and no cattle: 920lbs useful 55 gal tanks 828 FPM initial ROC 150kts (on a good day) The factory claims it's a 155kt cruise, but I've been told that high 140s is more realistic. 1
ArtVandelay Posted March 16, 2015 Report Posted March 16, 2015 So what does the book's criteria is for deploying the parachute. "When in an emergency go to Appendix B". So I guess on Cirrus flight training syllables "When in doubt pull the cord". Below 700ft may the Lord has merci on you. José 300' was under ideal conditions, ie level flight 900' if in a spin And you must be under 133 knots. There are cases of deployment at higher speeds but the chute lines were found shredded, although they claim one case of 187 knots The repacking costs, timetable is still a issue especially as plane gets older. I would think if the explosive charges were hermetically sealed they would be good indefinitely?
Tommy Posted March 16, 2015 Report Posted March 16, 2015 I am much inclined to buy a very good airframe at a very reasonable price then later on add in avioinics that really suit my mission. Why pay extra for things that the previous owner found useful that you don't? A friend of mine paid top dollar for a 182 RG with Apollo Mx-20 fancy display with a non TSO-146 GPS so he is now facing with a costly upgrade to get it ADS-B ready. The plane had a nose wheel collapse landing few years back and the crack is still visible (the repair was only an average job).
aviatoreb Posted March 16, 2015 Report Posted March 16, 2015 I got a ride back from the avionics shop in his SR20 a few months ago. 35 min saved me 3 hrs of driving. My Mooney is WAAAAY faster - sure. But.....I had to admit it was a nice plane. Very nice. I think it was doing 145kts true on about 10gph. I was sitting in the back seat - his girl friend was copilot - she is actually the real pilot of the duo as she is a pro working for air methods medical lift company flying a medical configured pilatus. So....I was very very impressed with the leg room and comfort of the back seats. The fit and finish of the early Cirrus was not reputed to be as good as later - and his is a steam guage too - and I would confirm its not as well fitted as later models, but still nice. Speed wise it does not even match an M20C. But back seat comfort wise it has us all beat. He flies at night without a blink. I give up the night - I don't fly night in single engine without parachute. ...but I like my Mooney more.
Marauder Posted March 17, 2015 Report Posted March 17, 2015 It's sold. Alan bought it. He figures the parts are worth more than the whole... Go get'em tiger!
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