Having owned both the SR20 and SR22 and previously being an active Cirrus Standardized Instructor Pilot (CSIP), I was intrigued by the Cirrus training methodology since 80 percent of Vision Jet owners previously owned one of their singles. Another day in the bag in my pursuit of a Cirrus Vision Jet type rating.Īfter flying and writing several articles on the Cirrus Vision Jet, I wanted to add a type rating for the jet and compare their unique training program to others I’ve completed. However, if this would have happened in the real jet and a safe landing wasn’t possible, I could have simply used two hands, grabbed the Cirrus Aircraft Parachute System (CAPS) activation handle and pulled. The Williams International FJ-series engines have an excellent safety record and the chance of a fire is very remote. Thankfully, my subsequent attempt was more successful, with a nice landing back at Knoxville.
#Cirrus sf50 vision jet simulator#
At least the simulator didn’t indicate a crash with the red screen of death. On final it was clear I wouldn’t make it, however, the grass before the runway was smooth and after landing on it, I rolled up on the runway. My delay would cost me valuable time and altitude, but I was determined not to try to stretch the glide with potentially disastrous results. I zoomed into the map on the Garmin G3000 map page and headed to Monroe County (KMIV), hoping to be at high-key at 3,000 AGL with low-key at 1,500 (abeam the touchdown). I was at the Cirrus Vision Training Center in Knoxville for my SF50 type rating.
My instructor, Joe Logan, then reminded me, “You do know you don’t have two engines.” Oops, I forgot I wasn’t flying a multi-engine jet. Knoxville was close, so I started to load the RNAV 23R back at the airport. I fly gliders, and while the jet has a reasonable glide ratio, it wasn’t a sailplane. This canceled the alarm, but I still had a problem: gravity. At 15 seconds, I still had the FIRE alarm sounding so next was Fire Acknowledge Switch activate and push one of the two fire extinguisher buttons. I moved the thrust lever to idle, pitched to 120 KIAS, and waited 15 seconds to see if the FIRE light extinguished, indicating a bleed leak rather than an engine fire. “Fire, fire, fire!” I was climbing through 10,000 feet in the Cirrus Vision Jet, having just departed Knoxville (KTYS) and joining the SWIFFT TWO arrival into Nashville (KBNA).
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