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At 5,500 feet the true airspeed was 178 knots while burning 18 gallons of fuel per hour. I knew the wind aloft because I had just flown in, and an upwind/downwind run revealed an average groundspeed of 178 knots. The specs show 180 knots at 75 percent power at 8,000 feet, and that number should be easily attainable on about 17.5 gallons of fuel per hour.
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This 2005 Cirrus SR22 G2 Is a Thoroughly Modern ‘AircraftForSale’ Top Pick - FLYING
This 2005 Cirrus SR22 G2 Is a Thoroughly Modern ‘AircraftForSale’ Top Pick.
Posted: Tue, 28 Nov 2023 08:00:00 GMT [source]
The S-Tec autopilot flew the airplane very well in a coupled ILS approach in light turbulence. The other is the coming of full authority digital engine control, FADEC, currently being tested at Continental and almost ready. Because FADEC requires electrical power, there is a requirement for dual systems and enough power to operate the FADEC after any imaginable electrical problem-at least until the fuel is exhausted. This might be done with a standby battery, but the most logical way to do it is with a dual electrical system, a nice thing to have with or without FADEC. The angle of incidence of the horizontal tail was changed on the SR22 to retain flying qualities with the increased horsepower. The natural evolution of airplanes is to increase the power, and that is just what Cirrus Design has done with its new SR22.
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Certified Flight into Known Ice (FIKI) is available on the leading edges of the wings and tail, providing the freedom to fly throughout the seasons.
SEASONAL FLYING
The top of the green on the airspeed is 178 knots, and the airplane easily indicates within 10 or 15 knots of this value at lower altitudes. Fuel capacity is 80 gallons, so high-speed trips with generous reserves would have to be on legs of a bit less than four hours each. The way the power comes on line as you advance the power lever is a little different, and if you are tending to track straight down the runway and you’re not looking at the engine gauges the sound will be different. As the power comes up the prop gets to 2500 rpm, then the manifold pressure reaches the maximum value.
As closely matched as the SR20 and SR22 are in many areas, they differ most in speed, range, and fuel efficiency. At a true cruise speed just over 180 knots, the SR22 covers about 750 nautical miles in about 3.8 hours — with reserves on its 84 gallons. That’s about 50 miles shorter than the SR20 goes on 60 gallons cruising 160 knots for about 4.25 hours.
Incidentally, the airplane would not be repairable after a chute lowering, but in drop tests with crash dummies, the dummies have fared well. At liftoff, there’s the first encounter with the control system. Trims, activated with a coolie hat on the stick, were checked before takeoff as putting the stick in the correct place. The trims actually operate springs that always center the controls at the position for which they are trimmed. After that it is a matter of operating the control for what it is-basically half a wheel with the control column moved to one side of the panel instead of centered. It’s like a true sidestick in roll where wrist motion is used to control the ailerons, but it’s like a control wheel in pitch where you have to pull or push with your arm.
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. 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. The first is a yaw damper and the second is Cirrus’ Enhanced Vision System (EVS).
Factory Additional Options
Adapting to the control system is no problem and most pilots will fly it naturally within a few moments. Despite all this built-in capability, the SR22 is quite user friendly. The grouping of switches and controls is logical and the operation of everything reflects the company’s determination to make the airplane as easy to operate as possible. The Porsche-powered Mooney PFM is the only other contemporary all-electric single.
Cirrus One™ is an exclusive, concierge aircraft management service offered to regional Cirrus SR Series and Vision Jet owners. Powered headset jacks and lighted USB-C ports at each passenger seat keep everyone connected and entertained while reducing cabin clutter. Graceful accent lights, illuminated cupholders, and clever storage create a convenient environment for everyone on board. Automatically alternate between fuel tanks every five gallons during flight to ease fuel management. Perspective Touch+ touchscreen controllers provide quick access to every function.
The web portal flugzeuginfo.net includes a comprehensive civil and military aircraft encyclopedia. It provides code tables for aerodromes, air operators including the world's major airlines and for ICAO and IATA codes for aircraft. The website has also a photo gallery and gives you an overview of all aviation museums worldwide. But the SR22’s solid feedback and tactile response helped me dial in to the proper technique and timing just in time for my last try. And on touchdown each time, the rudder alone was more than ample for holding the SR22 straight on the runway centerline. Best of all, holding the stall for about 20 seconds never deprived me of aileron or rudder control.
VIDEO: Single prop plane crashes through fence and into cars at... - hyannisnews.com
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This procedure has to be completed at a Cirrus authorized service center and currently costs between $15,000 to $17,000. 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. 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. Cirrus also offers add-ons that aren’t part of the main packages as well.
However, the parachute is due to be repacked in 2023 which makes it less desirable. 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. 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.
Unreservedly, Cirrus’s SR22 adds another solid contender to the market for high-performance singles, albeit one more capable than other more-sophisticated competitors. For any serious general aviation pilot, the strengths of the SR22 will be hard to ignore — especially for the money. In fact, this power class has only one other aircraft that comes close, Lancair’s muscular Columbia 300, another composite. And there are ways to stretch the range of the SR22, as there is with every airplane — you basically sacrifice some of that speed for a lower power setting that yields a sufficiently higher fuel efficiency.
More horsepower meant more fuel and that, too, required an internal change in the wing. Pulling the power level back to the next detent gave me a power setting of about 2,400 rpm and 23 inches of manifold pressure — about 75-percent power. Leaning down toward 18 gph brought true airspeed up to 183 knots; leaning past peak dropped fuel consumption into the 16 gph range, while true airspeed declined to just above 170. As with most airplanes, lower fuel flows help extend the range of the SR22.
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