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Yes indeed. Thank you.

Thank you.

Thank you

Thanks, we didn't contact Cirrus. The airplane came out of a fresh inspection where parts of the turbo were removed and reinstalled and the failure happened on the first flight after inspection. The turbo duct came loose.

@ thank you

Correct :)

This is a good point. Sometimes hard to do in warmer weather while in the IFR environment trying to meet climb requirements. But maybe that’s a good enough reason to go VFR on departure (when WX permits).

@@zacharynorman397 It was cruise or descent in all the times I saw with incredibly high TITs in this video. Climb is done full rich in the 22T, and TITs should be 1280-1320 degrees or so in climb, more than a few hundred degrees rich of peak. There's almost never a good reason to climb lean of peak--you certainly won't get a climb gradient that way. The 22T in cruise is meant to be flown lean of peak, while all the TITs shown in this video are pretty close to peak. Magneto timing can contribute to difficulty with getting them below 1600 but I think the fuel flow setting used by this pilot is just too high. The cyan indication is meant as an approximation and leaning to the lower end (or below) of it is usually a better practice than just parking the fuel flow right on (or certainly above) the cyan mark. Those CHTs should get down to or below 350 instead of the 370+ seen in this video by just taking a gallon off the fuel flow in cruise, and hopefully contribute to greater cylinder longevity.

@ wow, great info! I fly a normally aspirated 22 so great to clear this up. Have 5-10 hours in a turbo but that was years ago. The Turbo is great, but it certainly requires additional finesse and care. One thing that was always preached to me in the turbo was temperature and engine management. Also on the way down (not to shock cool).

Thanks for the advice. I worked as a propulsion engineer at Cirrus 02 to 05 (before the turbo certification). I will reply with the official Citrus course from the power plant management: “When thinking about engine temperature, especially in the climb, you want to focus primarily on cylinder head temperature or CHT as your primary metric. Exhaust gas temperature or EGT doesn’t really tell you how hot your engine is but it does give you an idea about the direction your engine temperature is headed, warmer or cooler. There are plenty of theories surrounding the subject of cylinder head temperature management, and for good reason, the subject is important and often misunderstood. What’s important to remember is that your engine underwent rigorous testing during the certification process to establish limitations and provide both strong performance and great reliability. Operating with an unnecessary cushion around these limitations reduces the utility and performance of your cirrus and there is really no official data that indicates that operating with any sort of buffer actually increase the reliability and longevity. we recommend you follow the limitations established by the engine manufacturer in the POH to enjoy the full performance and utility of your Cirrus.”

Glad you enjoyed it. I started my PPL on the G3 20. Afterwards I did the required training to fly the 22T, the flight school didn't have any normally aspirated 22s. The main differences I felt were certainly the performance especially during the climb, the 22T is amazing. And for sure you can feel the weight difference during the landing, the 22T drops if you flare too early, which I did one time. But if you get used to it, its hard to go back to the 20. So far I have been renting the planes so I only have renters insurance which is very low. Thanks for watching.

Glad you’re learning, safe flying.

They gave me the Truck 5 departure part of my IFR clearance, which includes a procedure turn at Truck to gain altitude. Actually after I was cleared to depart the procedure turn, I requested another turn in the hold to gain altitude before heading to the mountain (edited out of the video), so you are correct. There was also quite a bit of turbulence at low altitude.

@@interceptflight ok. the place seems to have a good amount of low land spots to ditch within glide distance so it doesn't seem like super critical leaps. If your climb is steeper than your glide you can always go back but I guess Cirrus' climb isn't much steeper than the glide.

Good point, it's not something I deeply looked into.

Thank you very much!

The read back was edited out.

Thank you so much, TBH I wasn't trained in turbo failures before, so I wasn't aware of the signs I should be looking for. In my mind I knew something is terribly wrong with the propulsion system and that I was very close to Klamath airport. So my immediate task was to put the airplane down safely. Your feedback is very much appreciated.

Thank you Mass 😍

Nice. It didn’t cross my mind to add that note. Am sure it will come in handy. If you don’t fly around the mountains a lot maybe you don’t need a turbo? Here in Southern California summer time it comes in handy but at the expense of high CHT. I had yellow warnings a couple Of times and had to abandon my climb till it goes back down. Best of luck in your purchase.

@@interceptflight Thanks, I'm actually in SoCal too, at KAJO. They might not climb as good as your Turbo but I hear the NA version is no slouch so we'll see. Great video by the way.

Yes the 22 has a lot of power. One guys was taking off with a G1 from truckee and it was impressive to watch. Thank you for your kind words.

I appreciate it. Glad you liked it.

Yes, I agree. That was the right call.

I will, thank you.

Totally

Thank you so much, safe flying as well :)

And it’s a beautiful scenery. Fly safe.

That’s true.

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Yes totally agreed. Thank you for this valuable advice.

Welcome aboard

Jenny is so cute!!!

Thank you!!

No sir.

The camera creates that effect, not your eyes. When you're in the cockpit, you can't see the propeller until it's nearly stopped.

Thank you.

Thank you.

Thank you sir. She totally is.

She totally is. Thank you.

You know the biggest factor was that the flight school I selected which had good reviews didn’t have any Cessnas. There was another one in van nuys which did but some reviews gave me cold feet. I would imagine that the transition wouldn’t be that hard from a 172 to a 20 or 22. Thank you for watching and good luck.

Thank you for your kind words. Go for it and keep us posted. Best of luck to you. It’s a very rewarding experience.

True.

I heard about it. I’ll check it out next time.

Thank you sir.

I know well about CF weather. Lived in Daytona Beach for a few years. Stay safe.

Thank you 😊

Couldn’t agree more. Thank you

Yes totally correct. Thank you.

@RetreadPhoto yes that was what caused it.

For the 20G6, the POH states setting the power between 55 to 85% and then leaning the mixture, At 10,000 FT, the engine produces around 70% power at full throttle.

Thanks a lot!

Thank you very much. We did use disposable oxygen and measured my O2 often.

The regulations require ox at 12,500 after half an hour and immediately at 14,000 for the pilot. However it is recommended to use ox above 10,000. The disposable ox is not certified for the requirements, so below 12,500 it is legal to use.

Thank you

That is a beautiful area. Safe flying.

It's a pleasure having you :)

100% :), thank you!