The turbocharged Cirrus delivers a triple threat to the competition. It reduces pilot workload, adds a substantial performance increase, while boosting economy cruise.
Power management is almost single-lever because the engine throttle and propeller governor are combined into one control lever movement with the Cirrus SMART feature. And, regardless of your departure airport being at sea level or in the mountains, the mixture lever is set to full rich for take-off and climb with no interim adjustments until you reach cruise.
Reason 12 – Designed for Easy Operation
The turbocharged Cirrus SR22TN is designed for easy operation. It’s actually easier than the normally aspirated engine, which requires mixture adjustments at least every 4k, 6K 8K feet for proper performance.
The turbocharged Cirrus can maintain a 1,000 foot per minute climb from sea level to to the airplane’s certified ceiling of 25,000 feet without manipulation of throttle and mixture controls. Cirrus has called it the 1,000 foot per minute elevator.
Once the airplane is leveled off in cruise, the throttle is pulled back to the to the position termed as the “bump,” which is a slight move back in the throttle lever to reduce the propeller governor to 2500 rpm, while the throttle remains wide open. The mixture lever is then pulled back to lean the fuel flow. A propeller rpm of 2500 and 29.6 manifold pressure (MP) provides a lean-of-peak performance setting of about 76%. Economy performance that’s easy on the engine.
All of this can be accomplished with cylinder head temperatures that stay below 380 degrees.
No cowl flaps or complicated calculations. Piston engine power management just doesn’t get much easier than the turbocharged Cirrus SR22TN.
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