In this article, we’ll detail a list of improvements rolled-out with the second generation SR22 airplanes in 2004. The G2 model changes go beyond a new paint scheme or interior fabric, as aviator writer Robert Goyer pointed out in his 2004 article.
Let’s start with the new G2 doors that were significantly redesigned. Only a simple push of a button is needed to open the door. And, Cirrus eliminated the need to latch the doors after closing, which some said was a process that took two hands.
Cirrus delivered numerous airframe improvements. The firewall was redesigned to be stronger and it was beveled. The structural change allowed the exhaust pipes to exit closer to the fuselage and created a more aerodynamic lower cowl. It also made the plane more crashworthy. The new G2 firewall will slide forward better in the event of a crash landing. The older design tended to dig in.
The tail airfoil was slightly redesigned to reduce drag. Up front, a new propellor, the Hartzell Scimitar Select with blended foil blades was chosen. The new prop cut down drag and provided quieter operation. And, the cowling air inlets are smaller which lessen drag.
All SR22-G2 planes have a six-point engine mount which reduces vibration. As previously noted, some of the early G1s had a few bad vibes. The first 319 generation one airplanes had single pipe exhaust. For smoother operation dual exhaust was added to the engine beginning with serial number 320. Cirrus also determined the original four-point engine mount could be improved upon with a six-point mount. Factory installation of six-point mounts began within serial Segment 3 of SR22-G1s (serials 435-819). Since then, six-point mounts have been standard on all SR22 planes along with dual exhaust.
Owners of new G2’s were able to claim a cruising speed increased from 180 knots to about 185 knots for those planes without the TKS anti-ice system.
The interior received a make-over. The seats are covered in perforated, two-toned leather with french stitching. Leather was also applied to covered the side yoke handles and throttle. Redesigned interior panels and trim were of higher quality with better fit and finish. This upgraded the look and feel inside the plane.
The G2 fuselage was built from entirely new tooling but the basic dimensions remained the same. Cirrus lowered their overall manufacturing costs and improved owner service-ability. New access panels were added for maintenance to check the wing spar, rear electronics bay and reach the parachute from inside the luggage compartment. On G1’s the composite skin needs to be cut into to access the parachute for repack. Cirrus divided the G2 lower cowl into two pieces to improve maintenance access. And, the oil filler door on top of cowl was redesigned for better strength and latching.
We’d have to agree, the changes are more than “composite-skin deep,” as Robert Goyer said.
References:
Robert Goyer, Cirrus SR22-G2, We fly Cirrus’s new SR22-G2, which is a lot newer than we figured, Flying Magazine, October 2004
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