Michael wrote:
Interestingly enough, it
is closest in this regard to the Mooneys, the later Mooneys being more
critical in that regard. I find it interesting that Mariash reported
problems there as well. Probably a technique issue with regard to the
flare - most likely allowing the plane to settle onto the runway at too
high a speed due to insufficient backpressure as the elevator forces
get heavier. This is none too rare on the heavier airplanes, and
something an instructor won't catch unless he is specifically looking
for it (as he should be). My personal solution for the problem (what I
do and teach) is the use of electric trim in the flare (most such
planes have it) to relieve control pressure and allow for more precise
control.

By contrast, almost every Cessna I've flown (including the 310, but
excluding the 140, the only tailwheel Cessna I've flown) can make
decent landings at a wide variety of touchdown speeds so holding it off
the runway isn't terribly critical. Same for all the Bonanzas. Thus a
technique issue that is really minor for some airplanes can bite the
Cirrus pilot on landing.

Michael


Michael,

I think you have accurately described the situation. Landing was never a
problem for me in single engine pipers or cessnas, or my 310. However,
the Mooney and the SR22 were more "challenging". In the SR22 it is made
even worse by the electric trim which is very sensitive (small bumps
lead to large changes in the trim). The other difference with the SR22
and Mooney versus the pipers and cessnas is that the former land
relatively flat, while the latter land well with a nose high flare. The
transition (to learn how to land) from the 310 to the SR22 took much
more time than the transition from a single engine Cessna (172 and 182)
to the 310 (or a Duchess).

Cary