A Cirrus SR22TN Turbonormalized aircraft has better altitude utility than the normally aspirated SR22. The turbocharged Cirrus can access flight levels from 10K to 17.5K almost twice as fast as the normally aspirated Cirrus, and once there, the turbo delivers better performance than the normally aspirated engine.
Category: Cirrus SR22 Turbo
Reason 8 – Turbocharged Cirrus
All of us face headwinds. But for some, they seem more frequent. How well does the turbocharged Cirrus cope with headwinds and how does it compare with the normally aspirated Cirrus SR22 and the Piper Archer? Continue reading “Reason 8 – Turbocharged Cirrus”
Reason 7 – Turbocharged Cirrus
In a 500 nautical mile flight, how does the normally aspirated SR22 compare with the Cirrus SR22TN turbonormalized aircraft? Is the SR22 more efficient than the SR22TN Turbo? Which plane consumes more fuel on the trip? Continue reading “Reason 7 – Turbocharged Cirrus”
Reason 6 – Turbocharged Cirrus
The turbonormalized Cirrus SR22TN has efficient climb performance that out maneuvers the normally aspirated SR22 on three factors:
- Time in Climb
- Downrange Distance
- Fuel Economy
Reason 5 – Turbocharged Cirrus
In a 500 nautical mile flight, how does the Piper Archer compare with the Cirrus SR22TN turbo-normalized aircraft? Is the Archer’s smaller 180 HP Lycoming engine more efficient than the SR22TN’s larger 310 HP Continental engine? Which plane consumes more fuel on the trip?
For years, I flew the Piper Archer II between Houston Texas and Birmingham Alabama and believed the smaller engine was more efficient but I was mistaken.
Reason 4 – Turbocharged Cirrus
How much climb time does your normally aspirated single-engine piston require to reach cruise flight? My Piper Archer took more than 18 minutes to reach 8,000 feet, a typical cross-country altitude, which was usually between 6,000 – 9,000 feet.
Normally aspirated piston engines have a longer climb hang-time than their turbocharged brethren. The turbocharged Cirrus SR22TN will expedite en route climbs for faster cross-country flights.
Reason 3 – Turbocharged Cirrus
You should consider the Cirrus SR22TN Tornado Alley Turbo because it has efficient GPH climb performance. The Cirrus Turbo can expedite a climb, Rich of Peak (ROP), to 8,000 feet on just 3.11 gallons of fuel.
My Piper Archer II, 180 HP Lycoming engine required 4.53 gallons to accomplish the same task. Continue reading “Reason 3 – Turbocharged Cirrus”
Reason 2 – Turbocharged Cirrus
As consumers in general aviation, we want companies to deliver innovative piston engine operating efficiency improvements, because aviation fuel is our single largest cost of ownership expense after aircraft acquisition. But alas, that does not appear to be a priority of many.
GA is a laggard in advancing piston engine operating efficiency. We’ve seen significant engine efficiency gains in the automotive industry, and we should expect no less from general aviation companies. Forty-year old legacy engine designs should not be the accepted norm.
We should not accept marketing brochures from aircraft manufacturers, and articles from aviation magazines that tout maximum airspeeds with little analysis comparing the aircraft’s engine operating efficiency.
Reason 1 – Turbocharged Cirrus
You should check-out the Cirrus SR22TN because it’s a “Smart Turbocharged Design.” In 2006, two industry leaders Cirrus Aircraft and Tornado Alley Turbo, Inc. teamed up to create the smartest turbo design in general aviation history. In fact, “Smart Turbo” became the brand moniker for the Cirrus SR22TN Tornado Alley Turbo-Normalized factory installed STC.
How much does a Turbo Cirrus SR22T-G3 cost?
What is the price for a 2010 turbocharged Cirrus Perspective SR22T? This past month, there were fifteen SR22T all factory Continental “turbocharged” aircraft listed on Controller for sale in the United States. That number moved up to twenty at the time of this post.
Continue reading “How much does a Turbo Cirrus SR22T-G3 cost?”