![]() And over the years, Cirrus put a sharp focus on crashworthiness. The SR22’s energy-absorbing seats were also modified to account for the airplane’s higher weight. Compare this to the 60 gallons of fuel capacity in the SR20. Although identical in section to the SR20, the SR22’s main spar was substantially beefed up and accommodates more fuel, 81 gallons in the earlier airplanes (92 in later ones, starting with the G3, which has the new wing and a carbon fiber spar). The wingtips are 18 inches longer, the rear elevator is larger and the landing gear was moved inboard to give more ground clearance for the prop. The SR22 airframe ended up being slightly different than the SR20’s. The RPM setting is handled by a cable-and-cam arrangement that sets the prop for takeoff and cruise. To this day, Cirrus still uses the two-lever power control arrangement, with a throttle and mixture lever but no prop control. The SR22 came in with a 310-HP Continental IO-500-N, arguably one of Continental’s best-ever powerplants, a three-blade prop and more payload, even though the basic airframe is largely the same as the SR20. The G1 SR22 appealed for speed, although the SR20 (popular for training) wasn’t exactly slow. The SR line started with the SR20 (also in demand in the current market), but the big seller-the SR22-was released as the 2001 model. The CAPS has been successful in selling a whole lot of SR pistons, and likely the CAPS-equipped Vision, too. As we go to press in October 2022, there was a first and successful CAPS activation in the Vision Jet-which spared the lives of all three onboard after an approach attempt in foul weather. Part of the draw is the Cirrus CAPS (Cirrus Airframe Parachute System), of course, which is responsible for hundreds of saves. The loyalty ended up paying huge dividends when Cirrus entered the personal jet world with the SF50 Vision Jet-a logical step-up from the SR22. Buy a Cirrus and you’re part of a family of owners and pilots who generally have high product satisfaction. ![]() It wasn’t a cakewalk by any stretch, but ultimately the entry-level SR20 and flagship SR22 in their various iterations have proven hot sellers (new and used), good performers and with unusually loyal and enthusiastic customers. By the mid-1990s, Cirrus principals Alan and Dale Klapmeier developed a new vision, reasoning that the time was right for a high-performance, composite fixed-gear single that anyone could fly safely. Cirrus Design was known in the experimental aircraft world during the 1990s for its VK30 pusher kit, an innovative composite design that gained some traction in the kit market. You’ve likely heard the success story several times over. Models with new engines, upgraded avionics and paint and interior mods sell for a lot more.īut before getting in line for a Cirrus to call your own, get an insurance quote, have a plan for getting the right training and be ready to commit when you get to the bidding stage-newly listed SR22s sell fast. The Fall 2022 Aircraft Bluebook lists a normally aspirated SR22-GS at $410,000, which is almost what it cost when delivered new back in 2010. But now is not the time to buy any SR22 on the cheap-Cirrus models are in demand. ![]() And with the earliest SR22 models nearly over 20 years old, there’s a larger variety of used models to pick from. ![]() With a composite structure, a parachute and sports-sedan-like cabin ergos, the Cirrus SR22 is one of the most modern piston singles, demanding intensive training and aggressive maintenance. He gets it in and out of a 2000-foot turf strip in the Czech Republic. Alexis von Croy stepped up to his second-gen SR22 GTS, top, from a Piper Warrior.
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