In 2019, Cirrus will surpass two-thousand (2,000) turbocharged airplane deliveries. Pilots’ desire for turbocharged power has carried the company past another milestone – Cirrus has more turbo deliveries than all other turbo single-engine manufactured planes combined since 2007.
In 2018, Cirrus sold 180 turbo SR22T planes. Almost half of their piston engine deliveries are turbo. In just twelve years, customers have purchased more than 1,964 turbocharged planes from Cirrus. It’s the best selling turbo piston airplane.
Continuous improvements to the plane’s design have won customers over. Along with Cirrus, there are now only three other companies manufacturing traditional “four-adult” piston turbo single-engine planes. Currently, the Cirrus SR22T Turbo outsells the Piper Malibu Mirage 9:1 and the Cessna Turbo Stationair 6:1.
The Cirrus “SR-series of high-performance piston airplanes are the best-selling aircraft in the world for  consecutive years – with over 7,260 aircraft operating in over 60 countries.”
Congratulations to the entire Cirrus Aircraft team.
Reference: GAMA.aero Annual Reports for piston-single engine shipments; and earlier turbo normalized (TAT) stats from Matt Bergwall, Cirrus Aircraft.
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How much have pre-owned prices changed for Turbo Cirrus SR22TN-G3 aircraft with the Avidyne flight deck? In 2008, the base price for a new model Avidyne Turbo was $446,600 (non-GTS); while the Avidyne GTS SR22TN-G3 Turbo came out of the factory at $539,535. But that was then and this is now. Continue reading “Turbo Avidyne SR22-G3, That was then, This is now”→
From 2007 into 2008, it’s estimated that Cirrus shipped about 290 generation three SR22TN turbo normalized airplanes equipped with Avidyne avionics. Recently, nine of those planes were posted online for sale in the United States, which represents about 3% of the manufacturer production on the market. Anything less than 3% is considered supply contraction. Continue reading “What are the asking prices for Avidyne SR22-G3 Turbo planes?”→
We recently completed three days of mountain flight training in the Colorado Rockies. It was an excellent program with CSIP instructors and we had good weather. The training included a landing at the Leadville-Lake County Airport (KLXV) in Leadville, Colorado. It’s North America’s highest airport at an elevation of 9,934 feet.
We scheduled our instruction through Alpine Flight Training which is based at Eagle County Regional Airport. They have a detailed website where you can find contact numbers if you’re interested in more information.
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Pilots have a different perspective. Flying above everything on the ground and at times soaring into the flight levels. This year our Cirrus SR22 Turbo high flight was 20,000 feet on a short cross-country (less than 3 hours). Continue reading “High Flight 2016”→
Do you always reach best true airspeed in cruise? You should know this step to use aircraft momentum from slightly above a selected altitude to accelerate into best cruise speed. The procedure has at least 3 benefits:
It’s a process check
No delay – you don’t wait on engine power
Cooler cylinder head temperatures
Here’s a process check using the GFC-700 autopilot in a Cirrus Perspective SR22TN Turbo.
In a full power climb from below, select an altitude 100 feet above the target cruise level, in this example 17,600 feet. Upon reaching 17,600 feet, reset the altitude select to 17,500 feet. Then touch the autopilot Vertical Speed (VS) and dial in a 400 foot per minute descent. This will set the plane in a slightly nose down position and use aircraft momentum to accelerate into best true airspeed (TAS). Continue reading “You should know this step if you fly Cirrus SR22 Turbo”→
Getting ‘on the step’ in a climb from below is easier with a Turbo Cirrus SR22 because the engine produces 100% full power all the way into the flight levels. Pilot work-load is reduced because no mixture adjustments are required and there are no cowl flaps. You just maintain full throttle and full mixture all the way up.
In a climb from below into cruise, you cannot always use the same procedure and get the same result. Powering to best cruise speed can be affected by a number of variables; such as, airplane weight, balance, and density altitude. Your time at full power may change if you have more fuel or an extra passenger or baggage in back (weight & balance) or hotter day (density altitude).
I know two pilots that have flown a Turbo Cirrus for about 3 years. And, they recently realized their Cirrus has not always been established in best performance cruise flight based on reading AOPA Pilot and letters from fellow aviators regarding Barry Schiff’s article “Stepping Along, ‘On the Step’ Fact or Fiction.”
Barry says, ” many pilots tend to prematurely and impatiently reduce power after leveling off. The throttle often is retarded before the airplane has had a chance to accelerate to normal cruise speed. In a sense, the airplane is established in a subtle form of mushing flight.”
When entering a selected cruise altitude from below, a Cirrus SR22TN Turbo may require up to 2 minutes at full power to pull the airplane into level cruise flight. But have you ever listened to a turbocharged TCM IO-550 engine at full power in level cruise flight? If you have then you understand why some pilots may pull the power back after about a half-minute. In less than a minute a turbo Cirrus will accelerate and appear to be in level flight. Continue reading “Two Turbo Cirrus pilots realize they have not always been in level cruise flight”→