sr22 cruise speed

Cirrus SR22 Guide and Specs: A Ci-rious Aircraft

Table of Contents

See what I did there? Punny, isn’t it? What isn’t a joke though, is the Cirrus SR22. This aircraft has become a titan in the general aviation scene and has set records across the board. By definition, it is a single-engine piston aircraft, but in reality, it is so much more. 

It has everything a general aviation pilot can ask for and more, in terms of performance, comfort, and safety. It’s also beautiful to look at and has been styled like something out of the jetsons. As a pilot, I believe it’s one of the best single-engine piston aircraft in its class that money can buy, and at the end of this guide, I hope you’ll see why. 

Cirrus Aircraft Corporation

The Cirrus Aircraft Corporation was founded in 1984 by Alan and Dale Klapmeier and Jeff Viken, in the Klapmeier family barn in Baraboo, Wisconsin. The three founders were college students when they began designing their first aircraft, the VK-30. 

The VK-30 was a single-engine piston aircraft that had the engine placed in the middle of the fuselage, behind the cabin. The powerful Continental IO-550-G engine produced 300 hp (220 kW) and drove a three-bladed propeller that was mounted behind the tail. The body was made completely of composite materials and would carry four passengers and one pilot, which made it significantly larger than the standard kit plane at the time.

The VK-30 stood out and was a novel concept. But most importantly, it pushed Cirrus’ founders to produce aircraft that had a more conventional layout. It also allowed them to experience the power and reliability of the Continental IO-550 engine, which is now synonymous with piston engine Cirrus aircraft. 

Development and Design

The SR22 is a single-engine piston (available) in both naturally aspirated and turbocharged versions), low-wing, civil utility aircraft with the fixed tricycle landing gear. It is derived from the SR20 and is similar to its predecessor in design. However, the SR22 is a big step up in terms of performance, technology, comfort, and features. 

Like all Cirrus single-engine aircraft, the SR22 is powered by a horizontally opposed, air-cooled, fuel-injected Continental 550 engine that has a total displacement of 552 cubic inches (9.05 l). The SR22 features an IO-550-N, while the turbocharged SR22T is powered by the dual turbocharged TSIO-550-K.

The SR22 is the most produced general aviation aircraft to be made out of composite materials. The use of composites allows the aircraft to be light and fuel-efficient, while still being strong enough to carry high payloads. The body is also designed to have a very low drag coefficient which increases performance and further reduces fuel consumption.

The composites used in the body of the SR22 are not only lighter than conventional materials. But it is also significantly stronger according to the crash tests conducted by Cirrus. The fuselage of the SR22 is made in two halves using molds. These halves are then joined together in a curing process. The wings are also built as a single piece and are joined to the aircraft using a spar.

When you enter the SR22, the most striking thing is the yoke or lack thereof. The controls are what Cirrus calls a side-yoke, and have more in common with the side-stick controls you find on an Airbus . The interior of the SR22-G6 is a masterclass on how to build a cockpit. It is centered around using technology to improve the flight experience. 

The Garmin 1000NXi-based Cirrus Perspective+ flight deck has everything a pilot could want in terms of functionality in its standard setup, and additional systems can be added to elevate the user experience. The entire aircraft is electric and is run by two alternators and batteries that are all independent from each other for redundancy and safety. 

The Cirrus SR22 is chock-full of safety features, but the one that put the SR series on the map is the Cirrus Airframe Parachute System (CAPS). When deployed, this ballistic parachute will safely bring the aircraft down at a rate of 1,680 feet per minute at MTOW. Though this seems like a high rate of descent, there have only been minor injuries during emergencies where the CAPS was used.

Soaring Sales

After its release in 2001, it took the SR22 two years to become the best-selling general aviation aircraft and has maintained the feat every year since. As of January 2022, the SR series has sold over 8,000 units, with no signs of sales slowing down.

Cirrus SR22 Specifications

The exact specifications of the Cirrus SR22 are:

Cirrus SR22 Performance and Handling

The design of the SR22 ensured it handles well. But when the G3 model was released, the updated wings and improved CG range helped make the aircraft more stable. The new G6 model can reach a maximum cruise speed of 183 kts (339 kmph) thanks to its tried and true Continental IO-550-N heart (TSIO-550-K for the turbo models). 

The NA variant has a service ceiling of 17,500 ft (5,334 m) while the turbocharged variant can fly up to 25,000 ft (7,620 m). Unfortunately, the SR22 is not pressurized, but an oxygen system is available to allow customers to fly at high altitudes. 

The performance of the SR22’s autopilot experience improves when the Cirrus Executive package is added. This package adds a yaw damper to the aircraft, the yaw damper can be controlled by the autopilot improving the flight experience. 

Cirrus SR22 Maintenance Schedule

Airframe maintenance.

An SR22 has a useful life of 12,000 hours, which the company claims are equivalent to 60 years of use. Every 10 years the CAPS will need to be repacked and serviced to ensure that the system will work in case of emergency. 

Engine Maintenance

Both the Continental IO-550-N  engine on the naturally aspirated SR22 and the TSIO-550-K on the turbocharged model have an overhaul time of 2,000 hours.

The overhaul cost for an SR22TN without the turbocharger overhaul is $35,000, when the turbocharger overhaul is included the costs increase to $40,000. A factory rebuilt engine for an SR22TN costs an average of $61,700, while a brand new factory engine costs $70,950. For a naturally aspirated SR22, a new factory engine costs $45,450 while a factory rebuilt engine costs between $38,800 and $40,300.

Cirrus SR22 Price

The SR22 is one of the most capable single-engine aircraft in existence. It’s marketed as a luxury aircraft that can outperform the competition in both safety and performance. But it doesn’t come cheap. 

A brand new 2022 Cirrus SR22-G6 costs $722,900 without any additional features. There are additional packages that can be added to the aircraft at the customer’s discretion to improve its performance which we’ll discuss later. The GTS version of the SR22 includes all the upgrade packages the company has to offer. This version costs $902,900 with the icing package and $872,900 without. 

Cirrus SR22 Modifications and Upgrades

The Cirrus SR22-G6 is jam-packed with features in its standard configuration, but Cirrus is known for luxury aircraft that go the extra mile both for passengers and pilots. The manufacturer offers five optional packages that customers add to their aircraft to improve performance and the flying experience.

SR22 Package Details

Cirrus executive.

This package adds two main features to the aircraft. The first is a yaw damper and the second is Cirrus’ Enhanced Vision System (EVS). The yaw damper enables the autopilot to control the aircraft’s vertical axis, preventing slip and skid to provide a better ride for the occupants and reduce pilot workload. The EVS increases situational awareness by using infrared imaging to provide more information on the MFD such as cloud tops, terrain, etc.  

Cirrus Awareness

This package adds what Cirrus calls Active Traffic and eTAWS. The former actively interrogates the transponders of nearby aircraft and improves the ADS-B on the MFD. eTAWS is a predictive terrain avoidance system. Both systems provide the pilot with visual and audio feedback to alert them of any threat. 

Cirrus Advantage

This package upgrades the size of the Cirrus Perspective+ flight deck’s screen from 10 inches to 12 inches. Additional features include Jeppesen ChartView and SurfaceWatch. Improves IFR flying by overlaying approaches and airspaces over the MFD to reduce pilot workload. Also warns the pilot of hazards visually and aurally.

Certified Flight Into Known Ice

This anti-icing system is based on a TKS-based system and releases anti-icing fluid over the wings using its dual tanks, which have an automatic switching function for when one is empty. To cope with various icing conditions the system has three rates of adjustment to ensure that fluid is being used in an optimum manner. A Tanis Avionics and Engine Pre-Heater is included to have the aircraft ready to fly in freezing temperatures. 

Premium Appearance

Allows customers to add a carbon fiber or metallic paint to the aircraft available in a combination of 12 colors and two dual-tone designs. 

Factory Additional Options

Cirrus also offers add-ons that aren’t part of the main packages as well. These smaller add-ons are for customers that want to pick and choose the upgrades that make their aircraft better. These add-ons range from visual customization to performance upgrades. 

The most popular options are the factory air conditioning unit and the built-in oxygen system for high-altitude operations. There is an option to switch out the standard metal propeller for a composite propeller built by Hartzell to Cirrus’ specifications. 

Finally, customers can opt to have their aircraft’s interior, exterior, or both, customized to their liking by the Cirrus Xi design team to make their Cirrus SR22-G6 bespoke. 

The pricing list for the packages and options are listed in the table below:

Aftermarket Options

Being the best-selling general aviation aircraft since 2003 means that aftermarket parts and upgrades are plentiful. A 2001 SR22 can be outfitted with avionics and performance upgrades that can essentially make it a 2022 model. 

The most significant aftermarket upgrade that can be made to an SR22 is to turbocharge a normally-aspirated variant. This increases the horsepower of the aircraft and allows it to operate at a maximum service ceiling of 25,000 ft. The caveat of turbocharging the aircraft is more expensive maintenance and a reduced payload because of the extra weight of the turbocharger and associated systems. 

Another popular upgrade that significantly improves the performance of the aircraft is an avionics upgrade. There are two main options for a complete overhaul of the avionics, communications equipment, and the autopilot. The Garmin has expanded support for the G1000 NXi to be retrofitted to many aircraft, older SR22s included. The competing Avidyne Release 9 system is equally capable, but has less support and popularity, but is cheaper than Garmin’s offering. 

Cirrus SR22 Resale Value

Cirrus aircraft are extremely popular and maintain their value. Customers who can’t afford a brand new SR22 often purchase used SR22s and upgrade them. The size of the community and support for both the factory and aftermarket suppliers for parts and maintenance means that the aircraft won’t become obsolete anytime soon.

The oldest SR22 we could find for sale was a 2001 model with 3,440 hours on the frame, and a factory-remanufactured engine that has accumulated 1,500 hours. In addition, the parachute had been repacked in 2021, which is a significant cost saving for a future owner. This example was listed at $289,900.

A 2002 model with a total time of 1,751 on the frame, engine, and propeller with one owner and no damage history is priced at $259,900. It might seem strange that this model is priced less than the model above. However, the parachute is due to be repacked in 2023 which makes it less desirable. 

A more realistic example of a secondhand aircraft is this 2012 SR22-G3 GTS. The aircraft has a total of 735 flight hours on the frame and engine. It has also been upgraded with Berringer brakes, a composite propeller, an electronic ignition system, and new fuel injectors. This GTS version is also equipped with the Flight Into Known Icing package. It is listed at $649,000.

The newest model we could find was a 2020 SR22-G6 GTS with a total of 250 hours on the aircraft. It is priced at $1,085,000.

Cirrus SR22 Common Problems

Most of the problems that the SR22 are associated with the older models. One of the main complaints was the vibration from the engine, which the company fixed by adding two more engine mounts. 

Another issue was the inability to access the CAPS system when the chute needed to be repacked. The lack of an access door meant that the fuselage would have to be cut open to get to the system. Cirrus would take until the fourth generation to add an access door, but that issue has also been solved. 

The most alarming issue was the higher than normal fatality rate in SR22 aircraft. Even with the CAPS system, accidents were more common in the SR22 than in its competitors. This was later attributed to a lack of training in the aircraft. The training program has since been revised, after which the rate dropped. 

Cirrus SR22 Insurance Options

Aircraft insurance comes is broken into two categories: liability coverage and hull coverage. Liability coverage is mandatory by law and is used to cover damage caused by the operation of the aircraft. This includes injuries to passengers and persons on the ground, as well as property damage and lawyer’s fees in case of a lawsuit. 

Hull coverage is optional is mainly for aircraft owners. Hull coverage is used to insure the aircraft from damage. The payout is mainly used to repair the aircraft, but in cases where the aircraft is totaled, the insurer will pay the policyholder the amount the aircraft was insured for. 

The cost of an insurance plan varies due to many factors such as the type and safety record of the aircraft, the area and routes flown, and if the aircraft is used for personal or commercial use. One of the main factors that can drastically affect the cost of an insurance plan is pilot experience.

Insurance companies define an experienced pilot as an individual who has at least an instrument-rated private pilot with a total of 750 hours and at least 50 hours on type. 

Among the 10 insurance providers for Cirrus SR22s, the average amount for liability coverage and hull coverage is $1,000,000 and $245,000, respectively. For liability coverage only, an experienced pilot can expect to pay between $500 and $650 per year, and less experienced pilots will be charged between $900 to $1,142. 

When hull coverage is also included, the premiums for a qualified pilot increase to between $2,624 and $3,153 a year. Less qualified pilots will have to pay between $4,000 and $5,000 annually. 

Cirrus SR22 Operating Costs

According to My Aircraft Cost.com, a Cirrus SR22-G6 being used for 450 hours annually will cost an average of $68,332 in fixed costs and $73,858 in variable costs. The cost per hour is $315 while a gallon of fuel is $5. 

Maintenance Costs

One of the biggest maintenance costs that owners of the SR22 is the parachute repack that has to be done every 10 years. The system has to be checked every 10 years to ensure that it will activate when the occasion calls for it. This procedure has to be completed at a Cirrus authorized service center and currently costs between $15,000 to $17,000. 

Cirrus SR22 Variants

Over its 21-year production run, the SR22 has spawned eight variants including the original. 

SR22-G2 (Generation Two)

The second generation SR22 was released in 2004. The changes made were small, but improved the quality of the aircraft. A common complaint of the first generation was engine noise and vibration, so Cirrus used six mounting points instead of four. Changes were made to the fuselage to make maintenance easier and the interior was made more comfortable and included shoulder harness airbags as standard.

SR22-TN (Turbo-normalized)

This is a turbo-normalized variant of the SR22 that allowed the aircraft to fly up to altitudes as high as 25,000 ft. A Tornado Alley Turbo was bolted on and used to maintain sea-level pressure throughout its flight envelope, there were no other performance gains made. This setup put very little strain on the engine in comparison to conventional turbocharging. 

SR22-G3 (Generation Three)

The third iteration of the SR22 was introduced in 2007. The wing was made lighter by 50 lbs (23 kg), and the size of the in-built fuel tank was increased to hold 11 US gal (40 l) more than the previous generation. This increased the range of the aircraft by 18 percent. 

The wing root fairings were also redesigned to produce less drag and now had LED recognition lights. The dihedral angle of the wings was also increased to improve stability and handling. On the models with the CFIKI package, the amount of fluid held was increased to provide 30 and 15 minutes more flight time in normal and max modes, respectively.

The landing gear was redesigned to increase the height of the aircraft by two inches (5.1 cm). This provided more ground clearance for the propeller, and also increased the center of gravity envelope. 

SR22T (Turbo)

In June 2010, Cirrus introduced the SR22 Turbo which featured a ground-boosted turbocharger. The engine on this model is a Continental TSIO-550-K producing 315 hp, five more than the standard version. The SR22T has done away with propeller control and has a fixed 2,500 RPM prop. 

SR22-G5 (Generation Five)

Cirrus introduced the fourth generation of the SR22 in 2013, but unceremoniously skipped the G4 designation, and instead called it the G5 which was available in both NA and Turbo variants. The G5 had a lot of improvements over the G3 and introduced new features. 

The biggest change was the increased MTOW of 3,600 lbs (1,633 kg) up from 3,400 lbs (1,542 kg). Some of the features included in the GTS model of the G3 now came standard in the G5. The CAPS system was also overhauled, the deployment speed was increased by 7 kts from 133 kts to 140 kts, and the ignition for the rocket was switched over to an electric system from a pyrotechnic system. The CAPS system now had an access door which means that the fuselage no longer had to be cut during parachute repacks. 

SR22-G6 (Generation Six)

The latest and fifth generation of the SR22 was released in 2017. The only major change was the introduction of the new avionics system called the Cirrus Perspective +. The system is based on the Garmin G1000NXi and has 10-inch panels with an option to upgrade to 12 inches. The processor is also significantly more powerful than the standard system, allowing the system to work smoothly in all conditions. 

SR22-TRAC (Training Aircraft)

This model is built for training and has a simplified cockpit to help ease new pilots into the SR22 systems. 

Cirrus SR22 Competing Aircraft

The Cessna TTx is also known as the Cessna 400 was introduced in 2004 and is considered to be the closest competitor to the SR22. Like the SR22 the TTx is mainly built from composite materials, The TTx is powered by a turbocharged Continental TSIO-550-C which produces 310 hp (230 kW) at a peak RPM of 2,600. Though it shared many of the same features as the SR22, the TTx never had the same traction as the SR22. In 2018, Cessna axed the aircraft.

FAQ: Frequently Asked Questions

Question: why does the parachute have to be repacked every 10 years.

Answer: The parachute assembly has a rocket that is fired to deploy the parachute effectively. The rocket has its own fuel source which has a limited lifetime. In addition, all the parts of the assembly have to be checked to ensure smooth operation. 

Question: What turbo-normalizing?

Answer: Turbo normalizing or altitude turbocharging is used to increase the service ceiling of an aircraft. In a turbo-normalized aircraft, the turbo doesn’t add any extra power. It simply maintains sea-level manifold pressure (around 29 to 30 inches) at higher altitudes, which allowed the aircraft to perform the same throughout its flight envelope. 

Question: What is a ground-boosted turbocharger?

Answer: A ground-boosted turbocharger is more akin to the conventional turbo setup you find in cars. The turbo is used mainly to increase power output, while the benefit of flying at higher altitudes is a side effect of the compressed air the engine receives.  Ground-boosted turbochargers can increase the manifold pressure to a maximum of 45 inches. The compression ratio of the pistons is usually lower than their naturally aspirated counterparts. In the SR22T, the compression ratio is 7.5 to 1. 

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AvBuyer. (n.d.). Cirrus SR22 G6 single pistons for sale . AvBuyer. Retrieved August 24, 2022, from https://www.avbuyer.com/aircraft/single-piston/cirrus/sr22-g6

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Cirrus. (n.d.-a). Cirrus SR22-G6 2022 Additional Packages . https://cirrusaircraft.com/wp-content/uploads/2021/11/2022-SR22-Domestic-v3.pdf

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Cirrus SR22 insurance cost . (n.d.). BWI Fly. Retrieved August 27, 2022, from https://bwifly.com/cirrus-sr22-insurance-cost/

Clark, A. (2015, May 22). Cirrus SR22: The plane with the parachute . Disciples of Flight. https://disciplesofflight.com/cirrus-sr22/

Company, S. P. (n.d.). Ownership and operating costs . CIRRUS  SR22 G6. Retrieved August 24, 2022, from https://www.aircraftcostcalculator.com/AircraftOperatingCosts/691/Cirrus+SR22+G6

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Cirrus SR22: Price, Speed, Fuel Burn & Specs

August 30, 2022

This article may contain affiliate links where we earn a commission from qualifying purchases.

The favorite GA aircraft of pilots the world over (including famed businessman Alan Sugar), the Cirrus SR22 has quite a reputation in the aviation industry.

Wouldn’t it be reassuring if you were to board an airplane, and at the back of your mind, you knew that no matter what happened mid-flight, the chances of you getting back safely were almost guaranteed? Well, this is exactly what this aircraft is aiming to achieve.

The Cirrus SR22 is a very executive and capable aircraft. Boasting a 310 horsepower Continental piston engine, with cruising speeds of up to 183 KTAS, an approximate fuel burn rate of about 14 gallons per hour, and depending on the model, an average price of about $300,000 (used) and $900,000 (new).

While the price may be higher than the average for aircraft in its class, there is a good reason why the Cirrus SR22 series is among the most popular in the general aviation market. This aircraft is considered one of the best-selling piston engine aircraft.

This article will provide you with a more informed perspective before you make that all-important decision, as it takes a comprehensive look at the Cirrus SR22.

Table of contents

‍ cirrus sr22 overview.

With its relatively high price, what makes this aircraft so popular? Before we get into the finer details, let's first get a sense of the aircraft's overall make.

Manufactured by Cirrus Aircraft since 2001, this series has had several models produced over the years, with over 6,149 units built (a very successful number in the aviation industry), making up approximately 30% of the piston aircraft market.

Increased demand in recent years has propelled Cirrus to the top spot in the general aviation market, unseating the Cessna 172 from its long-held position with the number of units sold per year.

The Cirrus SR22 is a fixed-wing, single piston engine aircraft. It has a passenger capacity of four to five people and is ideally made for personal and business use.

It features a cantilever low-wing design and fixed landing gear. With a more powerful engine, a larger wing size, and higher fuel carrying capacity compared to its predecessor.

A unique feature of the Cirrus that drew it into the limelight is its emergency parachute system (something that we will look into later). Its advanced technology and the fact that it is the only aircraft within its class that features side yoke flight controls.

With the target market in mind, this aircraft is more centered on comfort and safety. But as you will see from the figures, its performance is not at all disappointing, and its sleek design is quite noticeable on the ramp.

Now that we have a feel of what this piece of beauty has to offer. Let us now get into the specifics and look at the numbers.

Cirrus SR22 Specifications

The Cirrus SR22, like other aircraft, comes in various variants. This distinction is either occasioned by advancement in its features or simply tailored to cater to a different audience.

For consistency purposes in this segment, we shall focus on the standard variant of the SR22.

The SR22 also features a turbocharged version on some of its models. So if you want to fly higher and faster (advantages of the increased engine power), the turbocharged version could be something to consider.

Now that we’ve looked at the numbers. Let’s pause and go back for a minute to understand how this aircraft has become so successful.

The History and Success of The Cirrus SR22

Success of the prior Cirrus SR20 did not stop the aircraft manufacturer from producing a more powerful, refined, and capable aircraft.

The first Cirrus debuted with the Continental IO-550-N, 310 hp, nose-mounted piston engine. Featuring an Avidyne Entegra flight display instead of the traditional flight instruments, made the Cirrus SR22 achieved a milestone of having a fully integrated glass cockpit for avionics. The first aircraft in this class to feature a glass cockpit.

The second generation of the SR22 (Cirrus SR22 G2), was later introduced in 2014, it featured a series of improvements. Among these upgrades, the fuselage was redesigned to have better access points for maintenance.

The engine mountings were increased from the four-point mounts it initially had to a six-point mount. This improved the engine’s stability resulting in reduced engine vibrations.

The interior also had an upgrade where the shoulder harnesses on the front seats were fitted with airbags as an increased safety feature.

In 2006, the Cirrus further underwent an upgrade with the introduction of a turbocharged model into the market, the Cirrus SR22 G2 Turbo. It featured twin turbo normalizers, twin intercoolers, and an in-built oxygen system.

This upgrade meant an increase in the overall aircraft weight, reducing the aircraft’s useful load. On the flip side, this meant an increase in cruising speeds, raising it to 211 knots and a top speed of 219 knots. The service ceiling was also raised to 25,000 feet (7,600 m).

2017 marked the introduction of the third generation series, the Cirrus SR22 G3, which came with a series of changes and upgrades. The most noticeable improvements were on the wing section.

A longer, lighter, and stronger internal spar built from carbon fiber, allowed more room for larger fuel tanks to be fitted, increasing the fuel carrying capacity from 81 gallons (310 L) to 92 gallons (350 L). This had a resulting longer range for the aircraft.

Also, as a result of the lighter materials used for the spars brought about an interesting improvement.

The wing’s overall weight was able to be reduced by 66 pounds (30 kg), which meant that the increase in fuel carrying capacity and the resulting improved range never came at the compromise of increasing the overall weight.

The wing’s structure was also redesigned to feature an increased dihedral angle, greatly improving the aircraft’s stability and its quality of flying. This improvement was so great that it allowed the manufacturer to eliminate the interconnect between the rudder and aileron.

The landing gears were also redesigned and made taller to improve prop clearance. And in the interior section, additional airbags were added to all the seat shoulder harnesses.

In 2010, the turbocharged version was upgraded and named the SR22T. Featuring improvements such as a more powerful Continental TSIO-550-K piston engine, with a 315 horsepower output, low compression pistons (7.5:1 compression ratio), and the capability of using lower octane fuel.

The cruising speed in this upgrade was also increased to 214 knots. Though the service ceiling was maintained at 25,000 feet.

2013 saw the debut of the fourth generation model, dubbed the Cirrus SR22 G5, and its turbo version, Cirrus SR22T G5.

This generation saw a 200 pound (91 kg) increase in its maximum takeoff weight. And an increased limit on the speeds at which the flaps could be deployed. The CAPS (Cirrus Airframe Parachute System) was also improved to cater to the increase in weight.

The company later introduced its latest variant of the SR22, the Cirrus SR22 G6 in 2017 with major improvements in its technology and avionics.

Further upgrades to this generation saw it installed with a new mobile app called the Cirrus IQ that gives remote aircraft data. The airframe has also been improved to reduce the overall drag, leading to an increase in fuel efficiency and an increase in the maximum cruising speeds by 9 knots.

The Cirrus Airframe Parachute System (CAPS)

The CAPS is the most notable feature of the Cirrus aircraft. It was designed to be the first of its kind whole aircraft parachute system, installed in an aircraft as an extra safety feature.

Its idea came about after the co-founder of Cirrus Aircraft Alan Klapmeier, after surviving a mid-air aircraft collision that ripped off most of his airplane’s wing, including part of the aileron, claiming the life of the other aircraft’s pilot.

This incident inspired the implementation of a safety device that could give pilots and everyone on board a way out of bad situations with minimum casualties.

The engineering team began work on developing CAPS in the mid-90s, and by 1998, the first test of this system was underway.

It was rolled out in the Cirrus SR20 as a standard feature, making it the first ever general aviation aircraft to be fitted with a parachute system.

The Cirrus parachute system was put into real-life action for the first time in 2002 during an emergency situation at Lewisville, Texas, where it resulted in the pilot who was operating a Cirrus SR22 at the time surviving without any major injuries.

So how does the Cirrus Airframe Parachute System work?

Housed in the aft section of the aircraft, the parachute system is packed together with a small rocket. By pulling on a lever inside the cockpit, the pilot activates the rocket, launching it behind the aircraft and with it pulling the parachute system out of its housing.

The canopy is deployed within seconds and the aircraft floats to the ground.

The CAPS was later upgraded from the pyrotechnic-based rocket ignition to electronic ignition, and the parachute canopy was made wider, with a more powerful rocket to cater to the increased takeoff weight that later upgrades of the SR22 featured.

Enabling the parachute to be deployed at an increased aircraft speed of 140 knots, up from the previous 133 knots.

Now that we have a deeper understanding let us see the amount you’ll need to part with for you to own this aircraft.

What Is the Cost of the Cirrus SR22?

Let's be honest. I could go on and on about the specifications of this airplane (not that they aren't significant), but in the end, it all comes down to one thing that’s of major concern. Price!

Everyone knows that the price of something doesn't just depend on how much it costs to buy. Additional expenses will always be incurred, such as operational and maintenance costs, insurance, etc.

But it's interesting that even though most people know this, they overlook the other factors and mostly consider the buying price to determine their budgets when the important part is what happens after the buy.

The cost of an airplane is split into two categories: fixed costs and variable costs. And this is what will decide how much your budget will be.

Fixed costs will remain the same as long as you have ownership of the airplane. It doesn’t matter if you have it parked or putting in a few flight hours daily.

While, variable costs will fluctuate depending on use, repairs, maintenance, or personal upgrades and alterations.

So how much does it cost to own an SR22?

Cost of Buying a Cirrus SR22

Going into the figures, the buying price of the Cirrus SR22 will depend on your preference. Either if you are in the market for a used one or want it delivered brand new from the dealership.

Also, additional features such as air conditioning, ice protection, technological features, and other aesthetics will increase the price.

A new Cirrus SR22 straight from the manufacturer will average a base price of $722,900 to $827,900, depending on the model. With the extra features included, the purchasing price can go upwards of $900,000, if you add all the bells and whistles so to speak to their most expensive model, it can even set you back more than $1 million.

It's up to the buyer to decide if they want to enjoy the premium feel of this aircraft or have it delivered in its stock version. But if you have that extra money, there's no reason not to spend it. These aren't just extras for your comfort, as some of these features will change your flying experience.

Another extra advantage of digging deeper into your pockets is the fact that you can take advantage of the warranty and, in some cases, a paid maintenance package, which would greatly reduce your annual maintenance costs.

The price of the Cirrus SR22 is a bit on the higher side. If these prices are out of your budget, there is always the option to go for a pre-owned model.

With the large number of units produced by Cirrus and its popularity in the industry. The used market for the Cirrus SR22 series is big.

You can easily get great deals out there, with prices as low as $229,900 to $491,158 or higher, depending on the model, age, extra features, and flight hours that the aircraft has.

As much as you will have to compromise on the feeling of owning a brand new aircraft. Getting a pre-owned Cirrus is still a viable option, with some out there in very good condition that you might not be able to tell the difference.

And with the option of financing available, you can ease the burden of payment by spreading it over a period, but you will have to consider the interest which will count into your annual budget.

The Cost of Maintaining a Cirrus SR22

As stated earlier, ownership of an aircraft doesn’t stop at the purchase price. Your choice to own one should depend on your ability to maintain it.

Costs such as fuel, annual inspections, insurance, hangar space, repairs, and maintenance will always be there as long as you own an airplane.

It is only sensible to consider your budget.

Who would want to spend all that money on such an investment only to keep it on the ground?

The cost of maintaining a Cirrus SR22 (depending on the model and use) averages at approximately $71,849 per year.

Breaking this figure down to get a deeper understanding. We’ll divide the costs into fixed and variable costs.

Fixed Costs

These costs have to be covered whether you fly or not.

Considering if you don’t own a hanger, the cost of renting one will depend on the type of hanger, and the area that you are in. The renting costs will average about $4,500 per year.

Owner insurance costs will also come to around $4,000 per year depending on the type of cover.

An annual inspection fee which will cover the basic inspections for the engine, airframe, and propeller, plus labor and cost of parts used for corrective maintenance will average at around $5,000 per year.

The CAPS also has to undergo maintenance. Parachute repacking and rotor motor maintenance need to be done after every 10 years. In addition to this, the line cutters need to be replaced after every six years. If we break down these costs and convert them to an annual rate, the figure will come to about $1,800 per year.

Summarizing our fixed costs :

Variable Costs

These figures vary depending on several factors.

Taking the popular variable costs into account. The biggest expense will be fuel.

Considering the average fuel price for AvGas to be around $7.25 per gallon (though prices will vary) this aircraft will have a burn rate of approximately 14 gallons per liter. The total fuel cost will translate to $45,675 per year based on an annual flight time of 450 hours.

An oil change will be at about $6 per liter which will bring our annual expense to about $1,080 per year.

The Cirrus SR22 requires an engine overhaul to be done after every 2,000 flight hours. Expenses for engine overhaul, if considered on an annual basis, will come to about $4,090 per year.

Depending on the pilot, there are subscriptions useful during flying, though not a standard requirement. They assist in accessing various flying information that helps in making decisions. These subscriptions are either made monthly or yearly.

Accounting for the popular basic subscriptions, the total costs will come to about $1,704 per year.

Unexpected repairs, unscheduled maintenance, cost of parts to be replaced, and aircraft cleaning will also contribute to the annual budget. Though, these costs are very difficult to determine, as they will vary for the same aircraft from year to year. But taking an average figure we can set the cost at an average of $4,000 per year.

Summarizing our variable costs :

These figures are not standard for every owner. The cost for different items varies depending on a lot of factors. The figures are just to give us a rough idea of what to expect in terms of owning and operating the Cirrus SR22.

For example, the cost of fuel is different depending on the region that you are in. Also in that line, depending on how and where you fly (at high or low altitude, in different temperatures, and depending on the power setting) will determine your rate of fuel consumption.

Insurance charges, hanger expenses, and spare part prices, to name but a few, will also vary on the amount you can negotiate, these fluctuating costs should be considered on an individual basis.

Owning and operating this aircraft is generally on the higher side compared to its peers. But if you can spend this much, the performance and features are worth every dime.

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2001 - 2024 CIRRUS SR22

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Single engine piston aircraft with fixed landing gear. The SR22 seats up to 3 passengers plus 1 pilot.

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Performance specifications

Horsepower:

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Ownership Costs 2001

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Total Fixed Cost:

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Total Variable Cost ( 87.4 Hrs ) Cost Per Hour = $137.55 Cost Per Mile = $0.75

Fuel cost per hour: (16.4 gallons/hr @ $5.40/gal)

Oil cost per hour:

Overhaul reserves:

Hourly maintenance:

Misc: landing, parking, supplies, catering, etc

Engine (x1)

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Complete Walkaround

Also consider, beechcraft f33a bonanza (1970 - 1994).

Typical Price: $191,475.00 Total Cost of Ownership: $24,557.67 Best Cruise: 172 KIAS ( 11 ) Best Range: 717 NM ( 63 ) Fuelburn: 15.7 GPH ( 0.7 )

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Cirrus SR22T G5: Fast, Efficient Traveler

The fifth-generation sr22t offers an impressive combination of speed, utility and integration. we think it’s the best cirrus to roll off the line..

The fifth-generation Cirrus SR22 isn’t an entirely fresh model. Instead, it’s a compilation of advanced features and improvements that Cirrus has added to the aircraft over the past few years.

Whether it’s the new paint and interior styling options, more advanced avionics that come standard, or the bold new gross weight increase, Cirrus’ dedication to improving and advancing the product line proves why the SR22 has consistently outsold every other certified piston single. As we go to press, production order slots for the new SR22 G5 are sold out well into the fall of this year—encouraging in an otherwise declining aircraft sales environment.

We recently visited Cirrus headquarters in Duluth, Minnesota, plucked a new SR22T G5 turbo model from the flight line and hauled it halfway across the country—a mission the aircraft easily delivers with comfort, efficiency and utility.

New Fighting Weight Part of the aircraft’s utility is courtesy of a new 3600-pound gross weight, up from a previous 3400 pounds. The new weight increase means you can load a SR22T commonly equipped with air conditioning, certified de-ice package, full fuel (92 gallons usable) and three 180-pound occupants. The weight increase also allows you to load more of your stuff—or another small passenger—into the previously-introduced 60/40 rear seat.

With the 40 portion of the rear seat folded down, we loaded a few full-size golf bags, luggage, flight bags and some other space and weight-eating gear with ease. The rear baggage area can accommodate 130 pounds of whatever you can stuff in. To be sure, this overall utility is unmatched by few if any other four-place singles.

Increasing the gross weight a full 200 pounds required serious amounts of challenging, drawing-board engineering. But it also brought about some much needed operational benefits, including new airframe and flap testing that ultimately improved wing flap operating speeds.

If you’ve ever flown previous generation SR22s, you’re familiar with the challenges of slowing the aircraft to the 119-knot initial flap extension speed. But the G5 changes that for the better—with a new 50-percent initial flap extension speed of 150 knots. The last notch of flaps comes down at 110 knots—an increase from a previous 104 knots. The payoff keeps getting better, since there is an extra 3.5 degrees of flap extension, for lower landing speeds. Many pilots have hammered Cirrus for not installing speed brakes on the slippery airframe, but the new flap configuration should keep most pilots happy.

To accommodate the new gross weight increase, Cirrus beefed up the main spar, strengthened the landing gear and added extra layers of composites to the airframe. But strengthening the airplane also meant shaving some structural weight wherever possible—a problem not solved with the CAPS (Cirrus Airframe Parachute System).

To make the airframe touch down at similar impact forces as previously certified, the size of the parachute had to be increased from 55 feet to 65 feet in diameter—requiring a larger and more powerful rocket to fire the heavier parachute. To save some space, Cirrus designed a more compact and modern ignition system that’s fired via redundant electronic circuits. Pull the CAPS handle and the circuit closes, igniting the rocket. You can now pull that handle at 140 knots, increased from an old 133-knot deployment speed. The whole-airplane parachutes are still provided by BRS (Ballistic Recovery Systems) and require a mandatory 10-year repack interval.

Ergonomic Integration Slide into the cockpit of the new SR22T and you’re greeted by one of the most integrated flight decks found in a single-engine piston aircraft. If you’re coming from an earlier-gen Cirrus with Avidyne Entegra and GNS430 package, the new Garmin Perspective cockpit will be like flying an entirely different aircraft. More on that in a bit.

Cirrus shaved some weight from the interior materials but the fit, finish and creature comforts have never been better, in our view. It’s also a quiet cabin with limited amounts of engine vibe and plenty of personal space for crew and rear-seaters alike.

Cirrus nailed the ergonomics and much of that has to do with the Garmin Perspective avionics suite—which now includes the integrated GFC700 autopilot as standard and EVS infrared camera as optional.

There’s also the new GMA350 audio control system that excels at delivering high-end comm radio performance, while also distributing the SIRIUS/XM radio to each seat on the intercom.

The Perspective avionics comes standard with 10-inch PFD and MFD screens but according to Cirrus, most buyers opt for the optional 12-inch displays. The big PFD makes hand flying instruments a no-brainer, with Garmin’s SVT highway-in-the-sky synthetic vision. As long as you keep the flight path marker within the magenta-colored boxes, you’re on course. There are also old-school flight director command bars, but the highway-in-the-sky video-game-like guidance dominates. This is the drill when the GFC700 integrated autopilot isn’t doing the flying. And flying it does. Simply put, if you aren’t the type for programming the airplane to fly where you—or ATC—wants it to fly, then this isn’t the airplane for you. Whether it’s a climb or descent to altitude at a specified airspeed or a fully coupled precision GPS approach to the runway threshold, the GFC700 flight control system can get you there if you know how to program it.

While you’re managing the automation, the Cirrus gets you there in comfort, with automotive-style environmental controls—with three-speed fan, recirculating and defroster modes—and excellent air conditioning and heater performance.

Easy Performance The SR22T is powered by the 315-HP Continental TSIO-550-K twin turbocharged engine. Every piece of engine data is monitored on the MFD screen (with critical data also displayed on the PFD). Gone are the mechanical fuel quantity gauges that used to live next to the fuel selector between the two seats. Instead, new fuel-level senders with electronic fuel quantity data is displayed on-screen, providing far more precision than most mechanical fuel gauges. The system helps keep fuel balanced between the left and right tank, periodically reminding the pilot to switch tanks with onscreen CAS alert messaging and warnings.

In many ways, operating the turbo SR22 is easier than the normally aspirated model, thanks to simplified leaning and power management.

Departing Duluth’s Runway 27, it was a simultaneous application of full power and a lot of right rudder as the TSIO-550 spools to 36 inches of manifold pressure and 2500 RPM. As with all Cirrus models, the propeller governor is set in a fixed position, requiring no prop control.

Max weight liftoff speeds—and subsequent ground run—have increased from a previous 72 knots to a new 80 knots, requiring 1239 feet of ground roll. The stall speed is up from a previous 58 knots to 60 knots.

The 80-knot rotation speed comes quickly and if you’re holding some back pressure to keep the weight off the castering nose wheel, the airplane effortlessly jumps off the runway. Through 90 knots it’s flaps up (from the 50 percent takeoff position) and establish a 120-knot cruise climb.

Rich-of-peak climb is a simple full-power affair and lean of peak is equally as easy, especially with the Perspective Lean Assist mode, which is standard on the normally aspirated model. When the ASSIST soft key is pressed, the system initially highlights the number and places a light blue box around the EGT readout of the cylinder with the hottest EGT. The system continues to detect peak EGTs for each cylinder lean of peak as the fuel flow is decreased, and the peak of each cylinder’s EGT is indicated by a light blue marker on the graph. Once all cylinders are lean of peak, the last cylinder to peak is denoted by the “Last” annunciation below its bar on the graph.

Leaning the turbocharged engine is about as simple as it gets. Pull back to 30.5 inches and lean to the cyan-colored line on the fuel flow indicator. We saw every bit of 900 FPM in a lean of peak climb. It was a cold day, and the CHTs remained well below the 420- degree range noted in the POH. In a full-power climb, the POH says you’ll see 1200 FPM, which we confirmed before pulling the power back.

The SR22T is certified to 25,000 feet, where it cruises at 213 knots true. After one brief level off, we climbed directly to 19,000 feet—where time-to-climb was approximately 40 minutes. Burning 17 GPH, the aircraft settled into 195 knots true, which is right out of the book. At one point, the airspeed indicator flirted with 200 knots true at that same fuel flow.

The aircraft has an integrated and graphical enroute fuel planning feature. The dotted green rings on the moving map display indicate the available fuel range­—at the current power setting—with one hour of fuel remaining.

A solid green ring shows where the aircraft will be out of fuel. The endurance ring shrinks—or expands—as you richen or lean the mixture. There’s just no excuse for running out of fuel in these aircraft, given this level of fuel planning integration and simplified fuel management.

Ultimately, we flew from Duluth to Hartford, Connecticut, non-stop in four hours—landing with close to one hour of fuel remaining, a comfortable reserve.

Want one? Despite the sobering asking price, Cirrus delivers a lot of airplane to buyers with qualifying bank accounts. The starting price of the base SR22T G5 is $569,900, which includes XM datalink weather and entertainment, ADS-B transponder, electronic charts and SVT synthetic vision. Add popular options like dual 12-inch Perspective displays, certified icing protection, traffic alerting and air conditioning, and the price soars to around $700,000.

Cirrus offers the Xi Individualized exterior and interior design options, to add a personal touch to your SR22 interior patterns and paint work, for example. Gone are the days of the cookie-cutter Cirrus—where all airplanes looked alike. These days, Cirrus custom paint work sets a new standard for ramp appeal.

Cirrus also offers the Vision Inspired package, with tri-color paint work and other swagger that recognizes the Vision Jet that’s currently in development. Buy one of these special SR22 models and you’re recognized as a special member of the Cirrus family—earning a discount on a Vision Jet order slot—a project we’re watching closely. 

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Ultimate Cirrus SR22: Comprehensive Guide and Specs

• Home Flight Programs Ultimate Cirrus SR22: Comprehensive Guide and Specs
• Author : Clifton Kuhn

Did you catch that little play on words? Clever, isn’t it? But let’s shift our focus to something more serious—the remarkable Cirrus SR22. This aircraft has truly established itself as a powerhouse in the general aviation realm, shattering records and leaving a lasting impression. While technically categorized as a single-engine piston aircraft, it transcends that definition in every way.

The Cirrus SR22 delivers everything a general aviation pilot could dream of and more. Its performance, comfort, and safety features are unparalleled. And let’s not forget about its stunning aesthetics—it’s a marvel to behold, almost resembling something straight out of the futuristic world of The Jetsons. As a pilot myself, I confidently assert that the Cirrus SR22 stands among the very best single-engine piston aircraft in its class. By the time you reach the end of this guide, I hope you’ll share in my enthusiasm and understand why this aircraft is truly in a league of its own.

The Legacy of Cirrus Aircraft Corporation

The Cirrus Aircraft Corporation has an inspiring origin story. Founded in 1984 by Alan and Dale Klapmeier, along with Jeff Viken, the company started in a family barn in Baraboo, Wisconsin. What makes their story remarkable is that the founders were college students driven by their passion for aviation.

With determination and a vision to revolutionize the aviation industry, Alan, Dale, and Jeff embarked on their ambitious journey. Their first project, the VK-30 aircraft, showcased their innovation and forward-thinking. It was a groundbreaking single-engine piston aircraft with a unique design, featuring the engine positioned behind the cabin. Powered by a robust Continental IO-550-G engine, the VK-30 generated 300 hp (220 kW) and had a three-bladed propeller mounted at the tail. The aircraft’s construction, made entirely of composite materials, contributed to its durability and performance.

The VK-30 also stood out with its spacious cabin, comfortably accommodating four passengers and a pilot. This larger cabin size set it apart from other kit planes of its time, offering improved comfort and versatility.

Evolution and Innovation: The Cirrus SR22

The Cirrus SR22 is a remarkable single-engine piston aircraft, known for its exceptional performance and design. Available in naturally aspirated and turbocharged versions, it features fixed tricycle landing gear. Inspired by the SR20, the SR22 represents a significant advancement in performance, technology, comfort, and features.

Powering the SR22 is the reliable Continental 550 engine, with the IO-550-N in the standard version and the dual turbocharged TSIO-550-K in the SR22T turbocharged variant.

A standout feature of the SR22 is its extensive use of composite materials, making it the most produced general aviation aircraft constructed with these advanced materials. This lightweight design ensures fuel efficiency without compromising strength or payload capacity. The sleek body shape minimizes drag, further enhancing performance and fuel efficiency.

Inside the SR22, you’ll notice the absence of a traditional yoke. Instead, Cirrus utilizes a side-yoke, reminiscent of side-stick controls found in Airbus aircraft. The cockpit design showcases advanced technology and an exemplary layout.

Equipped with the Garmin 1000NXi-based Cirrus Perspective+ flight deck, the SR22 offers a wide range of functionalities desired by pilots. It can be further enhanced with additional systems for an exceptional user experience. The fully electric aircraft features redundant alternators and independent batteries for safety and reliability.

Safety is paramount in the SR22, highlighted by the Cirrus Airframe Parachute System (CAPS). In emergencies, CAPS serves as a ballistic parachute, safely lowering the aircraft at a descent rate of approximately 1,680 feet per minute. Instances of CAPS deployment have resulted in minor injuries, demonstrating its effectiveness in critical situations. The Cirrus SR22’s commitment to innovation and safety has established its reputation as a remarkably safe and reliable aircraft.

Unprecedented Success: The Soaring Sales of the Cirrus SR22

Ever since its introduction in 2001, the Cirrus SR22 has experienced exceptional triumph in the aviation realm. In a mere two years, it soared to become the best-selling general aviation aircraft, a remarkable achievement that it has continuously upheld. Surpassing an impressive milestone, the SR series has now sold over 8,000 units as of January 2022. This remarkable sales record underscores the enduring popularity and steadfast demand for the Cirrus SR22, with no signs of sales slowing down in the foreseeable future.

Exploring Cirrus SR22 Technical Specifications

Here are the precise specifications of the Cirrus SR22:

Exploring the Performance and Handling of the Cirrus SR22

The Cirrus SR22’s meticulous design ensures exceptional handling. The G3 model brought further enhancements, improving stability through updates to the wings and CG range. In its latest iteration, the G6 model, the SR22 delivers impressive performance. Powered by the reliable Continental IO-550-N engine (TSIO-550-K for turbo models), it achieves a maximum cruise speed of 183 knots (339 kmph).

The SR22 NA variant reaches a service ceiling of 17,500 feet (5,334 meters), while the turbocharged variant can climb up to 25,000 feet (7,620 meters). Although not pressurized, an available oxygen system enables comfortable high-altitude flights. Incorporating the Cirrus Executive package enhances the SR22’s autopilot system. This package includes a yaw damper, controlled by the autopilot, resulting in a smoother flight experience for pilots and passengers.

The Importance of Cirrus SR22 Maintenance

Airframe maintenance:.

According to the manufacturer, the Cirrus SR22 is intended to have a usable life of 12,000 hours, which translates to almost 60 years of service. It’s crucial to remember that the Cirrus Airframe Parachute System (CAPS) requires repacking and maintenance every 10 years to maintain maximum performance in an emergency.

Engine Maintenance:

When considering the SR22 aircraft, you have the option of choosing between two engines: the Continental IO-550-N for the naturally aspirated model or the TSIO-550-K for the turbocharged variant. It’s important to keep in mind that both engines generally require an overhaul after approximately 2,000 hours of operation, ensuring their continued optimal performance and reliability.

For the SR22TN without the turbocharger overhaul, the cost of an engine overhaul is estimated to be around $35,000. However, if you decide to include the turbocharger overhaul as well, the costs increase to approximately $40,000. If you prefer a factory rebuilt engine for your SR22TN, the average cost comes to about $61,700. On the other hand, a brand new factory engine specifically designed for the SR22TN is priced at $70,950. For the naturally aspirated SR22, the cost of a new factory engine amounts to $45,450, while a factory rebuilt engine falls within the range of $38,800 and $40,300.

The Price Tag of the Cirrus SR22

The Cirrus SR22 is renowned for its exceptional capabilities and is highly regarded as one of the top single-engine aircraft in the industry. It is positioned as a luxury aircraft that excels in both safety and performance. However, it’s important to note that such exceptional features and capabilities do come with a price tag.

For those interested in purchasing a brand new 2022 Cirrus SR22-G6 without any additional features, the base price starts at $722,900. It’s worth mentioning that there are optional packages available that can be added to the aircraft to further enhance its performance. These packages can be customized according to the customer’s preferences and requirements.

If you opt for the GTS version of the SR22, you’ll gain access to all the upgrade packages that Cirrus offers, providing an elevated flying experience. The GTS version is priced at $902,900 with the icing package included. However, for those who do not require the icing package, the GTS version is available at a slightly lower price of $872,900.

Cirrus SR22 Modifications and Upgrades

The Cirrus SR22-G6 comes fully equipped with an impressive array of features in its standard configuration. However, Cirrus is renowned for crafting luxury aircraft that surpass expectations, catering to both passengers and pilots. As such, the manufacturer offers five optional packages that customers can add to their SR22 aircraft. These packages are designed to enhance performance and elevate the overall flying experience, allowing owners to tailor their aircraft to meet their specific needs and preferences.

Exploring the SR22 Package Details

Cirrus executive package:.

The Cirrus Executive package enhances the aircraft with two significant additions. Firstly, it includes a yaw damper that allows the autopilot to control the vertical axis, resulting in a smoother ride and improved pilot workload management. Secondly, it incorporates Cirrus’ Enhanced Vision System (EVS), displaying infrared imaging on the Multi-Function Display (MFD) for enhanced situational awareness.

Cirrus Awareness Package:

The Cirrus Awareness package introduces Active Traffic and eTAWS (enhanced Terrain Awareness and Warning System). Active Traffic communicates with nearby aircraft transponders, enhancing ADS-B functionality on the MFD. eTAWS is a predictive terrain avoidance system that provides visual and audio alerts, enhancing safety and situational awareness.

Cirrus Advantage Package:

The Cirrus Advantage package elevates the Cirrus Perspective+ flight deck with a larger 12-inch screen size. It includes features like Jeppesen ChartView and SurfaceWatch, improving instrument flight rules (IFR) operations and reducing pilot workload. The system provides visual and aural warnings of potential hazards.

Certified Flight Into Known Ice Package:

The Certified Flight Into Known Ice Package ensures safe operation in icy conditions with an advanced anti-icing system based on TKS technology. It releases anti-icing fluid over critical areas through dual tanks, adjusting the flow based on real-time conditions. The system offers three adjustable rates for efficient ice protection.

Premium Appearance Package:

The Premium Appearance package allows customers to personalize their SR22 with carbon fiber or metallic paint options in 12 colors and two dual-tone designs. This package enhances the visual aesthetics, creating a unique and customized look.

Factory Additional Options:

Cirrus offers a wide range of individual add-ons for customers to enhance their aircraft. These options cater to diverse needs, from visual customization to performance enhancements. Whether it’s a unique paint scheme or sleek carbon fiber accents, Cirrus provides choices to satisfy aesthetic preferences.

Recognizing individual flying styles, Cirrus offers sought-after upgrades like the factory air conditioning unit for a comfortable environment and the built-in oxygen system for high-altitude operations. They also offer a lightweight composite propeller for improved performance and fuel efficiency.

Through their design team, Cirrus Xi, customers can personalize the interior, exterior, or both of their aircraft. With premium materials, personalized features, and branding options, Cirrus Xi collaborates closely to create a bespoke SR22-G6 that reflects each customer’s unique style and preferences.

The table below provides the pricing list for the packages and options:

Aftermarket Options for the SR22

The SR22’s popularity has led to a wide range of aftermarket upgrades. Avionics and performance enhancements can transform even a 2001 SR22 into a modern 2022 model.

Turbocharging the normally-aspirated variant is a notable upgrade. It increases horsepower and enables a service ceiling of 25,000 ft. However, it comes with additional maintenance expenses and a slight payload reduction due to added weight.

An avionics overhaul significantly enhances performance. The Garmin G1000 NXi system is widely supported for retrofitting, including older SR22 models. Alternatively, the Avidyne Release 9 system offers comparable capabilities at a relatively lower cost.

Cirrus SR22 Resale Value

Cirrus aircraft, like the SR22, retain their popularity and value over time. Buying a used SR22 and upgrading it is a cost-effective alternative. The strong community support and availability of parts ensure these aircraft remain relevant.

In the used market, there are various options showcasing the SR22’s enduring value. A well-maintained 2001 model with a factory-remanufactured engine and recently repacked parachute is listed at $289,900. A 2002 model with a single owner and no damage history is priced at $259,900, reflecting its upcoming parachute repack in 2023. A 2012 SR22-G3 GTS with notable upgrades, including the Flight Into Known Icing package, is listed at $649,000. The newest option is a 2020 SR22-G6 GTS with only 250 hours, priced at $1,085,000.

Cirrus SR22 Common Issues

The majority of problems associated with the SR22 are primarily found in the older models. One notable complaint was the engine vibration, which was addressed by the company through the addition of two extra engine mounts.

Another concern was the difficulty in accessing the CAPS system for parachute repacking. Due to the absence of an access door, the fuselage had to be cut open to reach the system. Cirrus eventually resolved this issue by introducing an access door in the fourth generation of the aircraft.

Perhaps the most alarming problem was the higher-than-average fatality rate in SR22 aircraft compared to its competitors. Despite the presence of the CAPS system, accidents were more frequent in the SR22. This was later attributed to inadequate training for pilots operating the aircraft. Following a revision of the training program, the fatality rate decreased accordingly.

Cirrus SR22 Insurance Options

Aircraft insurance can be divided into liability coverage and hull coverage. Liability coverage is mandatory and covers damages from aircraft operation, including injuries, property damage, and legal fees. Hull coverage is optional and insures the aircraft itself against damage, covering repairs or compensating for the insured value if it is a total loss. Insurance costs depend on factors like aircraft type, safety record, flight routes, and purpose (personal or commercial). Pilot experience also affects costs significantly.

Experienced pilots typically have an instrument-rated private pilot license with 750 flight hours, including 50 hours on the SR22 aircraft. Among ten Cirrus SR22 insurance providers, average liability coverage is $1,000,000 and hull coverage is $245,000. Annual premiums for liability coverage range from $500 to $650 for experienced pilots and $900 to $1,142 for less experienced ones. Including hull coverage, premiums increase to $2,624 to $3,153 for qualified pilots and $4,000 to $5,000 for less qualified pilots.

Cirrus SR22 Operational Expenses

Based on data from My Aircraft Cost.com, the estimated operating costs for a Cirrus SR22-G6 flown for 450 hours annually amount to an average of $68,332 in fixed costs and $73,858 in variable costs. The cost per hour of operation is approximately $315, with fuel priced at $5 per gallon.

Maintenance Expenses

One of the significant maintenance costs for SR22 owners is the parachute repack, which must be performed every 10 years. This essential procedure ensures the system’s proper functionality when needed. The parachute repack is exclusively carried out at authorized Cirrus service centers and currently incurs expenses ranging from $15,000 to $17,000.

Cirrus SR22 Variants

Throughout its 21-year production span, the SR22 has seen the development of eight variants, including the original model.

SR22-G2 (Generation Two)

Introduced in 2004, the second-generation SR22 featured minor improvements that enhanced the aircraft’s overall quality. Engine noise and vibration issues from the previous generation were addressed by utilizing six engine mounts instead of four. Maintenance accessibility was improved, and the interior was made more comfortable, with standard shoulder harness airbags.

SR22-TN (Turbo-normalized)

This turbo-normalized variant allowed the SR22 to reach altitudes up to 25,000 ft. By incorporating a Tornado Alley Turbo, the aircraft maintained sea-level pressure throughout its flight envelope, offering improved engine performance without the drawbacks of conventional turbocharging.

SR22-G3 (Generation Three)

Introduced in 2007, the third-generation SR22 underwent several changes. The wing was made lighter by 50 lbs (23 kg), and the fuel tank capacity was increased by 11 US gal (40 l), extending the aircraft’s range by 18 percent. Wing root fairings were redesigned to reduce drag and included LED recognition lights. Other enhancements included increased dihedral angle for improved stability, redesigned landing gear for increased ground clearance, and a higher center of gravity envelope.

SR22T (Turbo)

In 2010, Cirrus introduced the SR22 Turbo, featuring a ground-boosted turbocharger. With a Continental TSIO-550-K engine producing 315 hp, the SR22T offered five more horsepower than the standard version. The propeller control was fixed at 2,500 RPM.

SR22-G5 (Generation Five)

The fourth generation was labeled as the G5, available in both NA and Turbo variants. Introduced in 2013, it brought numerous improvements over the G3 model. The maximum takeoff weight (MTOW) was increased to 3,600 lbs (1,633 kg). The CAPS system underwent significant upgrades, including increased deployment speed and a switch to an electric ignition system. The addition of an access door eliminated the need for fuselage cutting during parachute repacking.

SR22-G6 (Generation Six)

Released in 2017, the fifth generation of the SR22 introduced the Cirrus Perspective + avionics system. Based on the Garmin G1000NXi, the system featured 10-inch panels with an option to upgrade to 12 inches. The enhanced processor offered improved performance and smooth operation in all conditions.

SR22-TRAC (Training Aircraft)

Designed specifically for training purposes, this model features a simplified cockpit layout to help new pilots familiarize themselves with the SR22 systems.

Alternative Aircraft Competing with the Cirrus SR22

The Cessna TTx, also known as the Cessna 400, entered the market in 2004 as a direct competitor to the SR22. It shares similarities with the SR22, such as being predominantly constructed from composite materials. Powered by a turbocharged Continental TSIO-550-C engine, the TTx generates 310 hp (230 kW) at a peak RPM of 2,600. Despite these similarities, the TTx did not gain the same popularity as the SR22. Unfortunately, in 2018, Cessna discontinued the aircraft.

The speed and performance. With a maximum cruise speed of around 183 knots (211 mph or 339 km/h), it offers a swift and efficient flying experience. The aircraft’s design, featuring composite materials and advanced aerodynamics, contributes to its speed and overall efficiency. Whether used for personal or commercial purposes, the SR22 delivers a thrilling and reliable flying experience. With its combination of speed, comfort, and safety features, it continues to be a popular choice among pilots worldwide.

FAQ: Frequently Asked Questions

The parachute assembly includes a rocket that is activated for deploying the parachute effectively. The rocket has a limited lifetime due to its fuel source. Additionally, regular checks are conducted on all parts of the assembly to ensure smooth operation and reliability.

Turbo-normalizing, also known as altitude turbocharging, is a technique used to increase an aircraft’s service ceiling. In a turbo-normalized aircraft, the turbocharger doesn’t provide additional power but maintains a consistent sea-level manifold pressure (around 29 to 30 inches) at higher altitudes. This allows the aircraft to perform consistently throughout its flight envelope.

A ground-boosted turbocharger operates similarly to the conventional turbocharger system found in cars. It is primarily used to increase the engine’s power output, while the ability to fly at higher altitudes is a byproduct of the compressed air the engine receives. Ground-boosted turbochargers can raise the manifold pressure to a maximum of 45 inches. The compression ratio of the pistons in the SR22T is typically lower than in naturally aspirated engines, with a ratio of 7.5 to 1.

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Cirrus rolls out faster SR-series for 2022

By Jon Hemmerdinger 2022-01-12T18:15:00+00:00

Cirrus Aircraft has updated its single-engined SR-series light aircraft, rolling out new cabin options and aerodynamic changes that improve efficiency and boost speed.

The new “2022 G6 SR” is 9kt (17km/h) faster than earlier SR models thanks to “sleeker wing and tail surfaces and redesigned wheel pants”, Minnesota-based Cirrus says on 11 January.

Source: Cirrus

A Cirrus SR22T

“The new model’s ice-panel transition seams are smoothed and wheel-pant tolerances tightened to reduce drag,” it adds. “These aerodynamic refinements contribute to both reduced fuel consumption and faster flight segments.”

Cirrus launched the “G6” – or sixth-generation – series of the five-seat SR-series in 2017. The 2022 updates apply to the three Cirrus SR models: the SR20, SR22 and SR22T, Cirrus says.

Though the company says the 2022 models are faster, Cirrus did not update speed figures in the types’ pilot operating manuals or in marketing materials. The figures remain unchanged from the previous SR models, it says.

“In practice, our owners will find that the actual [indicated airspeed] will exceed book value,” Cirrus says. “The biggest increase in speed will be seen in the SR22T at [25,000ft altitude].”

The SR22T is the lineup’s flagship. With a 315hp (235kW) turbocharged Continental TSIO-550 engine, SR22Ts achieve up to 213kt cruise speed and 1,021nm (1,891km) of range, according to Cirrus’ website.

SR22s have 310hp Continental IO-550s, 1,169nm of range and 183kt maximum cruise, while baseline SR20s have 215hp Lycoming IO-390s, 709nm of range and 155kt cruise.

Cirrus also gave the 2022 models a “new remote unlock capability and keyless entry”, and a “multi-function USB panel” for charging electronic devices, it says. Additionally, Cirrus updated the SR’s “Cirrus IQ” mobile app and is offering the types with new exterior colours and new cabin leather options.

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Latest Cirrus SR22 Is Faster? How Much Faster?

The 2022 edition of the SR22 has new USB ports. Oh yeah, and it’s faster, too.

By Isabel Goyer Updated January 13, 2022 Save Article

The ’22 edition of the SR22 has hit the factory showroom, and there’s big news, and, no, it’s not the upgraded USB ports or new app features. The new plane, claims Cirrus, is faster—substantially faster. How much faster is it, and how’d they do that? Because who doesn’t love fast?

In the 1970s, Mooney hired aero mods guru Roy LoPresti to slick out its Mooney M20, and it became substantially faster and was nicknamed the 201 for its top speed in mph. Since then, it’s been no secret that you can add a few knots by optimizing undesirable fluid dynamic signatures!that is, by cleaning up the design! And that’s exactly what Cirrus says that it’s done with its latest SR models.

How much quicker is the new SR22? It’s “up to nine knots faster,” Cirrus claims. If that’s true, and Cirrus generally plays it straight with its numbers, then that’s a huge increase, on the order of 5% of the plane’s top speed. Cirrus made this magic, it says, by cleaning up the leading edge of the wing and making “aerodynamic improvements” to the “wings, tail and wheel pants.” It doesn’t sound, however, like Cirrus toyed with the structure of the wing, which would be a huge and expensive undertaking. The company does say, however, that “the new model’s ice panel transition seams are smoothed and wheel pant tolerances tightened to reduce drag.” Interference drag is low-hanging fruit, so good for them. And one of the surest way to cut drag and improve airspeeds is to make the wheel pants more efficient, which usually means “smaller,” and the new wheel fairings do seem sleeker, though Cirrus didn’t have a lot of material to play with—the wheel pants were already pretty tight.

There are other changes to the SR22, and most of them have to do with quality-of-life improvements. There are, as we joked, updated USB ports, improved external lighting, a wider-opening baggage door and more room for storing things in the hole. Plus, the Cirrus app, Cirrus IQ, has been updated to allow owners to see more details of their missions. The Maintenance Minder utility tracks upcoming inspections and gives reminders. On top of that, the app tracks flight hours and automatically updates inspection documents, displaying “a progress bar and countdown to the upcoming inspection event.” Those are all cool things.  

Cirrus IQ’s “My Trips”, due out next month, logs each flight and “curates key trip statistics and achievements earned while flying.” The app also helps owners keep track of their warranty coverage.

In all, the Cirrus SR experience, it’s clear, is designed to mimic (and in some cases exceed) the experience of owners of high-end cars, and yes, we’re talking about Tesla. Cirrus’s director of the SR product line Ivy McIver said, “The model year 2022 G6 SR is refreshed to seamlessly sync with your life—taking you further, keeping you connected and distinguishing your style in the air and on the ramp. This latest update to the G6 embodies our passion for continued innovation and commitment to design.”

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SR22 fuel burn rates?

What’s the gph range for typical cruise power settings? Including ROP/LOP?

For my SR22 G2, the typical fuel flow at cruise is 14.5 gph at say 6500’. At 9500’, it is around 13.8 gph. Speed is typically 172k TAS.

I do not fly ROP much, so I don’t remember any typical numbers.

What’s ROP? [8o|]

At about 10-12000 ft, I would usually run it at about 13.4 GPH (65% power) and get around 170 KTS

Coming back from COS at 15,000’ burning 12.8 and 170 KTAS. Not bad.

Im usually running 13.8-14.5 down where the air is.

What’s ROP?

Who needs it?

This is from today’s flight to San Antonio. Only doing 174k TAS LOP. Flying ROP might get 5k more while using much more fuel.

Doesn’t sound like you want TN, but for comparison, I flew from KTRK to KSMO today, at 15.5k MSL, at about 16.2 GPH and 192 KTS true. No recent ROP (in cruise) experience.

I did some ROP flying last year when I broke in my new cylinders. I was stopping for fuel ALL the time.

At 75 degrees ROP / 75% power you can expect around 17.5 gph yielding a similar speed as 14 gph LOP… around 5-6K feet. When I ran it at 85% power, I was pushing 19-20 gph at 75 degrees ROP. I was only getting another 7-8 knots for throwing a 5 gallon bucket of fuel overboard every 15 minutes!

Not sure whether you’re interested in TN numbers. But on a cold day 16.0-16.5 gph, 175kts TAS @10000 ft. In summer it would be 15.5-16.0, 30.0", keeping TIT<1580.

Thanks for the input everybody. I guess it’s safe to say pretty much everyone flies LOP in cruise.

How is this affecting top end maintenance? Are the lower CHTs resulting in few cylinder replacements before TBO?

You are asking a question that is pretty much impossible to answer. Every airplane engine is unique in that it is used by each pilot in a very variable manner such that no two are exactly alike. So, unless you had a way to do a study where each pilot could run his engine twice; once ROP and then start over and run it LOP, you really have no reliable way to know if running LOP versus ROP “saves” the cylinders. The problem is compounded further by the fact that the turbo engine are all run LOP so there is no ROP equivalent to compare.

So I can only give you an anecdotal answer based on my observation and experience (which is not real science). My view is that these TCM engines are so fragile that whether you operate ROP or LOP, you are running a high probability of needing significant “top work” well before TBO. In all likelihood, but with no data to back up, which side of peak EGT you operate is not the deciding factor in cylinder replacement need.

8500 ft, 75% power, 50F ROP you’re looking at about 17gph for a TAS of about 175kts in a G2 SR22

I suppose what I was looking for, absent any empirical data, was anecdotal evidence that owners who regularly flew LOP were making it to TBO without replacing any cylinders. LOP operations lowers the internal cylinder pressure and CHTs, so it’s a safe assumption that their duty cycle would be lengthened. But I’m curious about your comment about Continentals’ fragility. What issues have you seen?

https://www.jpinstruments.com/wp-content/uploads/2013/05/Mike-Bush-Red-BoxRed-Fin.pdf

This has been discussed numerous times on the Member Forums, but if you want anecdotal evidence there’s plenty.

My plane now has 2650 hours on the original engine. I IRANed one cylinder at 2500 hours because of early boroscopic signs of exhaust valve burning. So my engine, run LOP at 65-75% power in cruise easily made it to TBO with no engine work required. There are many others who have done the same.

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Cirrus SR22T: Tried, True, Turbo

The latest sr22 makes use of a continental factory turbocharged engine. the upside is sky-high..

Cirrus SR22T Robert Goyer

The hope is that, as a product develops, it will mature. And I mean “mature” in the good way, you know, like expensive wine, fine Swiss watches and very fast airplanes, like the Cirrus SR22.

I was the first journalist to fly the original SR22, and I’ve flown every new one since, some of them for several hundred hours. Based on my experience in the airplane, I feel confident in saying that a new SR22 is a substantially better airplane in nearly every respect than the original. Most of that improvement has been incremental, with a few big exceptions, including the upgrade to the G3 model a few years back and the concurrent offering of the Turbo model, as well as the introduction of the Entegra and Perspective flight decks.

While largely invisible to the naked eye, the latest improvement, the upgrade to a Continental factory turbocharged engine, is also a big deal. The new engine, the Teledyne Continental TSIO-550-K, provides several very noteworthy quality-of-life, longevity and performance advantages over the Tornado Alley turbo-normalized engine and does it for the same price. Cirrus will continue to offer the Tornado Alley engine, so customers will be able to select the engine option that best suits their needs or tastes.

The new dash number is unique to Cirrus, at least for the time being. The previous engine, the IO-550-N, was converted by Tornado Alley Turbo from a naturally aspirated engine to a turbo. Tornado Alley also added its patented GAMIjectors to even out fuel flow and balance cylinder temperatures.

The new engine is a lower compression engine, 7.5:1 versus 8.5:1 for the Tornado Alley product. The lower compression means the -K model has slightly less efficient specific fuel consumption, but it also means it has better detonation margins. It’s also covered by a Teledyne Continental factory warranty. Moreover, it also features balanced fuel injection. Continental just doesn’t have a trade name for it.

While continuing to sell both products, Cirrus is talking about the new engine as a big upgrade. In a press release, Cirrus vice president Pat Waddick said, “In addition to a quieter operation, lower weight, a smoother ride and many other refinements, the new SR22T offers Cirrus customers a high performance, twin turbocharged option with the additional benefit of greater future fuel flexibility.”

That last bit — “future fuel flexibility” — is the most intriguing and controversial part. More on that in a bit.

The new engine comes with new intercoolers, new NACA inlets, two big air filters and new louvers. The nose does look a bit different. A change unrelated to the engine is a newly designed nose gear, which features for the first time on a Cirrus an oleo strut, a change that owners will surely welcome and which could be adopted on other Cirrus models over time.

Time for a Change? When Cirrus introduced the Turbo it made the unusual decision to go with the same naturally aspirated engine, the IO-550-N, that it had been using in the SR22 since the inception but to have it modified by aftermarket turbo specialist Tornado Alley under an STC. The airplane, the SR22 G3 Turbo, was a big hit, and the Tornado Alley mod seemed a great fit for the ’22, providing excellent lean-of-peak fuel flows and remarkable ease of use for pilots. The system is dirt simple to operate. In most instances, you simply push the mixture and power levers full forward on takeoff and leave them there until you level off at your final altitude.

The Tornado Alley engine burns about 35 gallons per hour in the climb, though it climbs very strongly, so the total amount of time spent in climb is relatively low. Once you’re at altitude, you simply do what Cirrus owners refer to as “the big pull,” reducing the fuel flow to around 17.5 gph, which is the setting at which you cruise, and cruise plenty fast too, at better than 200 knots in the midteens and quite a bit faster in the 20s (where I very seldom fly). Engine management in the Tornado Alley engine is that simple.

So I was curious to see how the workload would be with the new engine. I have to admit that since I’ve been flying the G3 Turbo, I’ve gotten quite used to not having to fiddle with the mixture. You pretty much set it and forget it. Would the Continental turbo be more work?

I was also curious to see how the Continental engine would deliver on the other highly touted Tornado Alley benefit, more even cooling across the cylinders through its GAMIjectors. I’ve been impressed by the performance of the GAMIjectors, but to be honest, based on my flying a similar Conti engine last year, I suspected I’d find good cooling performance from the -K model as well.

Surprising Performance, Expected Ease I wasn’t expecting much of a difference in terms of performance from the new engine as I advanced the power on the ’22T and began to roll down 17L at Austin Bergstrom, but I was surprised right off the bat. The SR22T accelerates more briskly than the G3 Turbo, and that’s saying a lot.

In the seat was Cirrus product guru Matt Bergwall, who’d been doing a cross-continent stealth sales tour with the new airplane before its official launch and had amassed more than 30 hours in it since he’d left the Duluth, Minnesota, headquarters of Cirrus a week earlier.

In addition to the new get-up-and-go, also noticeable was the lack of cam action toward the end of the throttle travel. As you probably know, the 550 model that Cirrus uses has no prop control, though it does have a constant-speed prop. Instead of an independent lever control, it uses a cam actuator in the throttle to increase the prop pitch as you push the throttle toward the stop, increasing the prop revolutions per minute to its limit of 2,700.

The new SR22, on the other hand, is limited to 2,500 rpm, which is arguably the most important change with the new engine option. Push the throttle forward and you simply get more power without an attendant increase in rpm. I like that a lot.

The 2,500 rpm rating is great in many respects. It makes the airplane quieter both inside and outside the cockpit, it makes it feel noticeably smoother, and it will make it a better neighbor at noise-sensitive airports.

The rated power of the engine, 315 horses, is just five horsepower more than the previous engine has, but nobody thinks it produces just 315 hp. Based on certification quirks, the engine is given, Bergwall told me, a kind of worst-case-scenario rating. While not quoting numbers, Bergwall said the engine makes substantially more power than 315 hp, and that’s why it performs a lot more than a couple of percentage points better than the Tornado Alley engine airplane.

The climb rate with the -K model was noticeably better. On takeoff and climb the additional power does good things for performance, with better acceleration and very strong initial rates of climb. And as you climb to altitude, the benefit continues, as you’re able to hold a little more power every step of the way. Based on my flight, at 8,000 feet, for example, we were producing the kind of power the Tornado Alley conversion would produce at around 7,000 feet.

As you might expect, the new engine uses more avgas on climb, but not by a lot. We were looking at a fuel flow of around 38 gph, which is about right for the additional 10 to 20 hp — the horsepower figure is a guess. But it is Continental’s policy to provide an engine that is sure to produce rated horsepower, a trick it achieves by building its engines to produce a good deal more than rated horsepower. We maintained 1,200 fpm at 130 knots up through 8,000 feet and then between 800 and 900 fpm up through 16,500 feet. So even though the airplane is burning three or four gallons more per hour in the climb, it’s climbing faster, which cuts down on the amount of time you’re running the engine at max fuel flow.

This higher fuel burn does reduce the published endurance, but only by a few minutes. Mostly because of the increase in climb fuel burn, the max range for the SR22T is about 100 miles less than the Tornado Alley engine’s. In some cases, that might present a reduction in utility. For those pilots like me who religiously pad their fuel reserves, it will have less impact.

Once we leveled off at 16,500 feet, I got to see what the performance differences are in cruise, and as far as I can tell, the SR22T is a little faster than the previous model while burning slightly more fuel, or as fast while burning slightly less. At 16,500 feet and at the same fuel flow as the Tornado Alley airplane, the new airplane was truing 195 knots, which is a little faster than before. When you pull the power back a little, to 14.5 gph, we were still seeing an impressive 185 knots true at that altitude. And at 13 gph, the true airspeed was still 172 knots. The Tornado Alley airplane, for the record, also has excellent performance at economy settings.

As I mentioned, one of the big benefits of the Tornado Alley system is its simple leaning procedures. Sensitive to that, Cirrus worked hard to make the -K model engine just as easy to manage, and it succeeded. When you level off in the SR22T, you reduce manifold pressure gradually, and as you do, the green arc expands and a blue line appears, indicating the proper lean of peak fuel setting. Just lean until the indicator matches up with the blue line, and you’re done.

The last benefit Cirrus talks about for the new engine is improved descents, thanks apparently to a different default prop-pitch setting when you pull the power back. The difference is noticeable but hardly required; it’s not particularly difficult to manage descent speeds to begin with.

Future Fuels, Current Controversy The introduction by Cirrus of the new engine brought with it some controversy. As you might know, there’s a coalition of users, the Clean 100 Octane Coalition, which is pushing for future aircraft fuel to be 100 octane and not some lower number. One current frontrunner, 94UL, is essentially 100LL without the lead.

Some coalition members see Cirrus’ introduction of the new model as a capitulation to the 94UL movement, a claim that Cirrus denies. Bergwall told me that the company is not taking a position on a future fuel but is simply trying to provide future flexibility for its customers.

The criticisms seem to me more political posturing than anything having to do with the science. The Dash-K engine, after all, will surely work fine on whatever future 100UL fuels emerge, if any. In fact, it will probably work better than higher compression engines will, because it has better detonation margins and is more tolerant of impurities.

Impressions I’ve got quite a bit of time in Cirrus airplanes, and I currently lease a share of a PlaneSmart Aviation SR22 G3 Turbo. I love the airplane – and the provider – and have been very happy with the Tornado Alley engine.

That said, I like the new SR22T even better. Perhaps this is the big reason why, in early voting, Cirrus customers are overwhelmingly choosing the factory turbocharged model over the Tornado Alley conversion, a trend that I would expect to continue.

The big factors for me are the lower engine rpm, which make the airplane smoother and quieter, the smoother throttle operation and the improved takeoff and climb performance. These are not huge differences, but they are important differences.

A larger differentiator to me is the subtle feeling that the new engine imparts on the SR22. With the TSIO-550-K, the SR22 is a simpler, more elegant and better integrated product. These are traits that Cirrus has worked hard for years to build into its flagship, refining it to the point that it can proudly call the airplane a “mature” product in, of course, the very best sense of the word.

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SR22 Prop Speed Defect

Are you using Developer Mode or made changes in it?

Have you disabled/removed all your mods and addons?

I don’t have any mods or addons.

Brief description of the issue:

The defect is the SR22’s refusal to reduce engine RPM on reaching altitude when reducing engine power for the cruise phase of flight is required. In the real world, SR22 pilots are trained to climb to cruise altitude at full power which will produce a prop speed of 2,700 rpm. On attaining cruise altitude and accelerating to cruise speed (roughly 170 KTAS) an SR22 pilot is trained to throttle back to 2,500 rpm. There is no independent propellor speed control in the SR22 as the prop speed is integrated with the throttle. Interestingly, the current version of the MSFS 2020 SR22 will correctly reduce prop speed on the ground, but not in the air. If I hold the brakes on the ground and run the SR22 to full power and then throttle back the SR22 will correctly reduce rpm as the throttle is reduced. It doesn’t work that way in flight. When airborne, the rpms remain at 2,700 until the throttle is pulled nearly back to idle. When doing this, the simulated engine sounds are unaltered so the aircraft sounds the same at 21 percent power as it does at full power which is deeply disturbing because engine sounds are integral to the pilot’s situational awareness. As one would expect, keeping the rpms at 2,700 at nearly the full range of throttle positions also makes it difficult to slow the airspeed when descending. All of this ruins the flight experience.

Provide Screenshot(s)/video(s) of the issue encountered:

Shortly after takeoff and climbing. Throttle full and rpm is correct at 2,700

Detailed steps to reproduce the issue encountered:

The description of the issue contains the detailed steps to reproduce. Just fly the SR22 to cruise altitude and then reduce throttle and watch the prop speed (rpms).

PC specs and/or peripheral set up if relevant:

My PC is a high end Velocity Micro that can run MSFS 2020 with all settings at Ultra.

Build Version # when you first started experiencing this issue:

I don’t recall the build version when this happened but it was associated with the developers tweak that increased engine power from the under-powered SR20 engine to the appropriate SR22 engine.

Do you have the same issue if you follow the OP’s steps to reproduce it?

Provide extra information to complete the original description of the issue:

If relevant, provide additional screenshots/video:

The issue occurs exactly as the original poster describes

Same issue here on Xbox in latest beta build.

RPM remains high when reducing throttle, if I reduce throttle to zero it remains high still, after about 30-40 secs it seems to suddenly start to reduce rpm.

Same as on all the Diamond aircraft they bungled all the FADEC. The power/RPM is no where close to the tables that are in the PoH for these aircraft.

Why they need to be covers by one of the AAU’s. These Have been reported from day 1.

That’s annoying then.

Hope this gets fixed in next update, I was particularly enjoying flying the Cirrus, until I encountered this issue. Back to 172 for now.

Does anyone know if this throttle issue ever got fixed?

Ive not got around to testing it myself yet.

The throttle issue (prop speed defect) is not fixed as of today after another massive update. The developers devoted a lot of resources to a lot of non-essential items but no resources to the currently idiotic rendering of the Asobo SR22.

Numerous updates, including a huge update today (March 21, 2023), have occurred since my October 2022 post on the SR22 prop speed defect. These updates include updates that post-date numerous examples of other pilots verifying that the prop speed defect occurs exactly as my October 2022 post documented. The prop speed defect is somewhere in the secret code that only Asobo developers can access for the SR22 as all the underlying code is encrypted to us, the users who paid for the software. My post that documented this defect are clues that should take a developer directly to the underlying code that is causing the defect and it can’t be that difficult to correct. The prop speed works perfectly on a ground run-up at full power. The prop speed fails to follow the same downward curve as power is reduced in flight. So, in one context the prop speed works exactly correctly and in another it is totally broken. After years of writing code using C++ and having to fix my own defective code it just doesn’t seem as if this should be so difficult. Of course, the developers spend far more time on elements of the software that are purely cosmetic that there is little developer time available to address issues with the flight model of the aircraft for which we paid extra when we purchased the Deluxe and Premium upgrades.

Here is a marketing message that remains posted by Microsoft even today under the Standard, Deluxe, and Premium versions of the software:

This is a joke, at least for SR22 pilots, as the SR22 is neither highly detailed and the flight model is not accurate. FSX was rock solid. When I was flying FSX I was also flying a real SR22 G2. My FSX SR22 performed identically to my real airplane. I have 1,000 hours flying IFR in a real normally aspirated SR22 so I would know. The MSFS 2020 Asobo version of the SR22 is pathetic due almost entirely to the prop speed defect. We can have a willing suspension of disbelief with other defects such as the Garmin G1000 avionics in what is obviously a G2 version of the SR22. The G2 version used Avidyne avionics. Garmin avionics were introduced in the G3 version. The developers spend enormous amounts of time addressing scenery and the idiotic “World Updates” but can’t seem to get the flight model right. FSX had the flight model right. When I purchases MSFS 2020 I foolishly expected the SR22 found in the Premium Deluxe upgrade to function in flight as well as the FSX SR22. Not only does the Asobo SR22 have the prop speed defect and Garmin avionics in a G2 version, but the Garmin G1000 in the Asobo SR22 are not nearly as good as the FSX after-market avionics and autopilot, e.g., the Garmin 430/530.

The problem is that Microsoft and Asobo and whoever else is involved with MSFS 2020 believe it is a video game, not a flight simulator. FSX was a serious flight simulator. I once completed an ILS landing at Portland Maine in my real SR22 at night in IMC after ATC kept me too high for too long. On my decent the approach controller asked me if I could get down to join the localizer at the prescribed altitude and offered to let me circle. I knew the capabilities of my airplane and had practiced this situation in FSX. I hand-flew the entire approach, didn’t need to circle to shed altitude, and landed safely with 300 ft ceiling and about ½ mile visibility. Unfortunately, I couldn’t officially log my FSX simulated flight time but the experience was good enough that I might as well have been flying a certificated simulator. If all I had was MSFS 2020, I likely would have crashed that night.

After retiring and selling my real SR22 I stumbled across the MSFS 2020 software release, found the SR22 in the Premium Deluxe upgrade and immediately purchased a very expensive high-end computer as well as expensive 48” wide, curved monitor. The computer works great. The monitor is awesome. There was good reason for me to expect that MSFS 2020 would exceed or at least meet the quality of FSX but, sadly, MSFS 2020 is a joke, at least for those of us that want to have a reality-based simulation for the SR22.

I think that they think that mean’s that most models have a wing on BOTH sides!

Still nothing. She still stays at 2700 no matter what.

has anyone been able to correct this? My dad claims his sr22 does not do this, i’m headed to his house to verify. I see no way to fly this plane if i can’t slow it down. 9% power I couldn’t drop this thing out of the sky if i wanted to

Report closed because this Original Post referred to the pre-SU14 SR22.