Performance truths
The immensely popular SR22-G2
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The Cirrus SR22 has the right combination of space, useful load and performance sought by many businessmen and families. Photo courtesy Cirrus Design Corp. |
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Its no surprise these aircraft are in demand in this expanding economic/aviation cycle. Photo courtesy Cirrus Design Corp. |
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The beefy 310 hp Continental and three blade propeller in the SR22 ensure there is abundant thrust available for virtually all flight operations. Photo courtesy Cirrus Design Corp. |
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The shape of the fuselage and high aspect ratio wing with its numerous airfoils are dictated by the need to minimize skin friction drag and minimize flow separation. Photo courtesy Cirrus Design Corp. |
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The Klapmeier brothers, initiated their concept with a spacious, comfortable cockpit environment and then designed an optimally efficient airframe around the occupants. Photo courtesy Cirrus Design Corp. |
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The nominal rate of descent under the chute is 1,560 fpm. Photo courtesy Cirrus Design Corp. |
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G2 stands for Generation Two. Photo courtesy Cirrus Design Corp. |
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The Cirrus turns heads and draws crowds everywhere it goes. Photo courtesy Cirrus Design Corp. |
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The Cirrus SR22 G2 interior and panel. Photo courtesy Cirrus Design Corp. |
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Access is gained on both sides through large doors. Photo courtesy Cirrus Design Corp. |
Cirrus Design’s constant effort to improve their wide-bodied offerings has kept them ahead of the competition in terms of sales for a number of years.
In fact they have recently eclipsed Cessna’s popular 182 and 172 models in total sales. The Cirrus SR22 has the right combination of space, useful load and performance sought by many businessmen and families. The beefy 310 hp Continental and three blade propeller ensure there is abundant thrust available for virtually all flight operations.
Sales Success and Manufacturing Improvements
In what may become the story of the most popular aircraft in the history of general aviation, the folks at Cirrus Design work arduously at increasing production rates in an attempt to catch up to the marketing team's huge achievement of more than 1000 sales.
Reducing the total build time per aircraft from 2,100 man hours to 1,700 along with increased staff has allowed the company to increase production recently from only one to three aircraft a day.
An example of efficiencies includes the fuselage which used to cycle into the oven 18 times and now enters only twice. Fuselage lay-up has dropped from 119 labour hours to only 23 on average!
More than six hundred employees share large factory spaces. Additionally, Cirrus Design has manufacturing facilities up and running in Hibbing, Minn. and Grand Forks, ND.
Recent improvements designed to meet production goals are a new wing torque box tool, which will be capable of producing wings for both the SR20 and the SR22 and improved glue which halves the cure time during bonding operations.
Factory production employs state of the art techniques to minimize airframe weight while maximizing assembly rates.
A few years ago, employees were grossly overworked in attempts to meet the market’s desires. Now, the assembly line has expanded along with the employees and they are a much happier group working four days a week.
The Cirrus SR22-G2
After flying the SR20 and SR22-G2, it's no surprise these aircraft are in demand in this expanding economic/aviation cycle.
The photos will allow you to see that the Cirrus' composite contours benefit aesthetically over competition such as the Cessna 182 and other aluminium alloy aircraft.
Cirrus Design owners, the Klapmeier brothers, initiated their concept with a spacious, comfortable cockpit environment and then designed an optimally efficient airframe around the occupants.
Unlike the wheel pants of many aviation companies, the Cirrus' are actually designed to reduce drag. The shape of the fuselage and high aspect ratio wing with its numerous airfoils are dictated by the need to minimize skin friction drag and minimize flow separation.
I really like the design concepts for this series because the company has not bowed to frivolous cosmetics combined with smoke and mirrors to woo the market. Instead, they have advanced the current state of the industry by combining the best of aerodynamic ideas.
Cirrus Airframe Parachute System (CAPS) Considerations
CAPS is an excellent example of the Klapmeier's movement to utilize advanced engineering to benefit pilot/owners. Although a few may complain that the 84 pound rocket powered ballistic chute and supporting structure gobbles up valuable payload, many pilot-owners feel the cost and weight outlay are justified when it comes to family safety.
What CAPS does is virtually ensure the cabin occupants won't end up in boot hill as a result of a structural failure which can innocently occur after a mid air collision, control failure or any other catastrophe that could render an aircraft un-flyable.
There are so many instances when CAPS could save lives that a full length feature article could be dedicated to the potential uses of the system. Other potential life saving opportunities that come to mind are ditching (when trikes usually turn over as the nosegear touches the water) and engine failure during IFR conditions in the mountains when it might be prudent to make a silk descent rather than plow into some "cumulogranite" at 70 knots or so....
Years ago, deploying the chute would render the aircraft a write off; however, there is now a program in place to rebuilt Cirrus aircraft after a silk touchdown. Insurance companies like CAPS because they would rather pay an airframe claim of roughly $200,000 than $2,000,000 per passenger life.... (Because the aircraft has not been tested for spin recovery, the very detailed and easy to read Pilots Operating Handbook advises the CAPS must be deployed if the aircraft departs controlled flight).
This area warrants consideration as it is a two-edged sword. There have been a number of instances of the Cirrus aircraft departing controlled flight at altitude whilst cruising on autopilot.
These aircraft were not aerodynamically recoverable when the pilots disconnected the autopilot, lowered the nose and applied anti-spin techniques. In the end run, they had to deploy the parachute and live with the aircraft damage – but they did live!
Thus we have a conundrum. Is it better to have an aircraft that is virtually unspinnable or at least exhibits excellent spin recovery characteristics or to have an aircraft with a parachute?
Albert Kolk and family of Lethbridge, Alberta rode the CAPS into a steep, Monashee mountainside after their aircraft departed controlled flight at 9,500 feet.
Albert is a medium-time pilot who takes advanced currency training twice a year in the mountains; however, he was unable to get the aircraft back under control after the autopilot rolled the plane into a steep bank.
The four occupants escaped injury as the chute snagged a tree just before touchdown swinging the aircraft uphill into the 40 degree slope in a gentle landing. When the chute deployed, it pulled off a cabin door (similar to some other chute deployments) and Albert feels this is a safety issue for landing in trees or rough terrain.
He also suggests that modifications be made to the systems so parachute activation also triggers the ELT. This way, the signals will travel much farther with line-of-sight propagation at the high altitudes where chute deployment typically occurs.
The most recent loss of control occurred in September 2004, when a high-time Cirrus Design instructor flying his SR22 on autopilot had the aircraft depart controlled flight and had to pop the chute for a landing in a walnut orchard. (NTSB Identification: LAX04LA324 and aircraft registration N931CD for the preliminary report).
Prospective purchasers need to consider whether these accidents are all too frequent or simply a function of so many Cirrus Design aircraft flying.
Incidentally, the nominal rate of descent under the chute is 1,560 fpm with the result, the airframe will generally suffer on ground impact. However, occupants typically escape unscathed as the undercarriage and 26G rated seats will progressively collapse to protect the human cargo.
Other refinements
When I saw the exhaust stacks extending from the streamlined fairings I couldn't believe the company hadn't trimmed them off for appearances.
Senior company pilot, Gary Black (240 pounds and six foot four) informed me they were the “tuned length” to optimize engine power. Moreover, the engine also boasts a tuned induction system. These innovations for factory aircraft are but an indication of the lengths the company goes to enhance efficiency while reducing operating costs.
Our tour of the factory with Marketing Manager Kate Andrews continuously turned up "great ideas" that proved that intensive thought went into the design before the composite lay-ups began.
The company builds the entire instrument panel/control installation outside the fuselage on a jig and because the cabin is so large they can easily install it afterwards. This system ensures the entire bundle is exactly the same between aircraft and vastly reduces assembly time.
Additionally, all access panels are "oversized" allowing mechanics to easily work on all the normally “hidden” components. These innovations not only reduce the initial acquisition price, but also maintenance costs.
Wonder what the “G2” stands for? Aircraft with this designation signify Generation Two. It’s not just wording!
The aircraft are free from vacuum systems and run totally electrically with a second battery for redundancy.
One notices the differences in the generations upon reaching for the cabin and baggage doors. The latches are automotive quality and much more durable. The engine cowling halves access has also been improved and while they were at it, the designers streamlined them for reduced drag.
A six suspension engine mount soothes the vibes from the big Continental and the sleek scimitar propeller improves cooling airflow with efficient blade roots.
You will notice the snazzy interior which has been modeled from the BMW automotive line and delight in the comfort of the soft material that feels like ultra-fine leather.
The classy glassy cockpit
There is a trend, perhaps set by Cirrus, towards Electronic Flight Instrumentation Systems (EFIS) just like jet airliners. In fact, one Boeing 717 pilot who flew the SR22-G2 claims there isn’t much difference between the cockpit instrumentation.
A Primary Flight Display (FPD) provides all the flight data typically found on the old “steam gauges” (which are found on a sub panel for back-up) in a visual manner that provides instant information – once one’s brain adapts. The same is true for the engine instrumentation which has backups.
Cirrus provides a ground school for new owners to help them utilize these superior flight and engine instrument parameters. A second 10 inch plus screen provides a host of other data such as terrain clearance, moving map display and a Traffic Awareness System (TAS) that mimics the TCAS installations in the kerosene burners.
Personally, I love all this useful information, although it is a little bit of overload at first. Multi Function Displays (MFD’s) take the large moving map display, getting somewhat common with GPS’s, and allow the depiction of a huge number of parameters - and I love it!
Recently, Cirrus Design has replaced the ARNAV ICDS 2000 multi-function display (MFD) with the much more advanced Avidyne Entegra PFD and MFD which communicate with the Garmin GNS430 GPS and S-TEC 55SR autopilot to provide a largely hands off flight capability.
While I didn’t assess a lot of these capabilities as I was more interested in handling characteristics, the coupled capabilities of these advance systems greatly reduce pilot workload.
Cirrus Design has been a significant leader in the effort to make flying fun and easy and while the electronics are all working, the Cirrus products fly very similarly to airliners whilst being guided by the navigation equipment under the authority of the autopilot.
Additionally, the MFD shows checklists, performance charts, emergency information and a host of additional information that enhances the ability of a pilot to comprehend his situation awareness.
The display also has the capability to received uplinked current weather depictions with a $7,490 optional retrofit that provides: NEXRAD, METAR, SIGMET, AIRMET, TFR and lightning updates over the USA.
After an easy entry
I could wax poetic about the exterior beauty of the Cirrus which turns heads and draws crowds everywhere it goes; but the real beauty of this futuristic aircraft is within the cabin.
Passengers and pilots alike will be enthralled with the graciously spacious cabin, the supportive comfort of the seats and the unexcelled visibility (if one excludes some helicopters).
Access is gained on both sides through large doors. Your 130 pounds of baggage enters the cabin via a left side door that is large enough to fit most suitcases.
The front seats are certainly ergonomically perfect for my 5' 10" frame and Linda found the back seats very comfortable as well. The seat area width and cabin height allows large-girth and tall occupants the same measure of comfort.
Dimensionally, the cabin averages 49 inches in width up front and is also very wide aft. The entire area is approximately 130 inches long from rudder pedals to upper baggage compartment.
The CAPS resides behind the baggage area and has an inspection period of once every ten years. (The deployment system handle resides in the roof between the two pilots - behind a protective cover.)
One quickly adapts to the "single-handed side control yokes" and their chromed shafts show the elevator pitch positions making it easy for trimming the aircraft for take off. Ergonometrically, I like the location of the yokes because they are out of the way during a potential crash impact and their position ensures all occupants can view all of the instrumentation from any position.
High flying Cirrus
My evaluation was carried out in marginally CAVOK weather with light winds down Duluth's runway 09. With full fuel and three occupants aboard the C of G was fairly forward and we were within 100 pounds of gross weight. To carry four occupants and baggage requires a partial fuel load – even with 310 ponies pulling.
The throttle/pitch combination lever simplified workload and this ensures no engine parameters can be exceeded with a “heavy handed” pilot.
The detent I complained about in my SR20 flight report has been eliminated so the power lever is much smoother.
Differential braking provided exacting directional control, visibility was excellent and the sound level was quite reasonable. The seats were exceedingly comfortable (especially for long flights) and the uncluttered panel provides all of the information very readily for run up, navigation planning and take off.
Take off under moderate acceleration resulted in a ground roll of 1,100 feet at the 65 knots rotation speed (OAT of 5C). Our initial rate of climb was 1,500 fpm into a grey sky with scattered showers.
The controls were moderately loaded and responsive and for that matter they remained that way for all the speeds I tested between 50 and 160 knots indicated.
As we levelled off from our 120 knot cruise/climb, the SR22-G2's forte emerged as she just kept accelerating. Limited to 5500 feet by an overcast cloud base we were able to produce a true airspeed of 165 knots at 75% power on 17 U.S. gph.
Flying at the optimum altitude of 7,000 feet would have provided a very respectable 180 knots according to the company. My personal favourite for a cross country would be cruising at 55% power while cranking along at 171 knots on only 13.9 gph for a range of 821 NM.
Nonetheless, I will admit most pilots will opt for 180 knots at 6,000-8,000 feet for a range of 720 nm. (All range specifications allow for a reserve of 45 minutes of cruise at 75% power.)
In the slow speed realm, FAA certification standards require the stall characteristics will fit into the pussy cat category. A noticeable burble precedes all stalls and they have relatively little roll off and pitch down.
The clean stall came at 65 knots indicated and the full flap stall at 55 knots. We experimented with various combinations of advanced stalls to confirm there were no surprises awaiting pilots. During one full flap stall with moderate approach power the stall speed was below 50 knots and the aircraft showed no untoward characteristics in the recovery with the ball centered.
At these altitudes, I didn’t play with unbalanced flight as spins are not permitted and there was not sufficient altitude to be comfortable.
Next, I enjoyed the light, responsive controls as we cavorted in the local practice area and then enjoyed the capabilities of the autopilot as demonstrated by the demo/check pilot. We returned to the airport for circuits as one can get a better overall feeling for an aircraft during all of the manoeuvring associated with the bump and grind.
Slowing down this slick aircraft is rather easy as half flap can be extended at 120 knots and I played with the moderate side slip angles that can tame crosswinds or accelerate the rate of decent.
Final approach is flown at 85 knots and the threshold crossed at 75 knots in a level landing attitude. On a short field landing the ground roll was easily kept to 1,500 feet with light braking.
Our flight ended all too soon as the line up of prospective purchasers were eagerly awaiting their opportunity to sample this delightful aircraft's handling.
Conclusions for composites and competitors
The high engine powered class of competition for the SR22-G2 comes from the Columbia 350 ($399,000) and the Mooney Ovation 2DX ($397,750).
These aircraft cruise at least ten knots faster and range farther while the Cirrus has a bigger cabin, climbs faster and of course can make vertical descents – in an emergency – but only once…
If you are considering the purchase of a roomy four place aircraft, you should contact Cirrus Design at 4515 Taylor Circle, Duluth, Minnesota 55811. Tel.: 888-750-9927 or visit their informative website at www.cirrusdesign.com
Performance specifications and other data are supplied by the company for standard day operating conditions:
AIRCRAFT TYPE CIRRUS SR20 SR22
BASE PRICE (U.S.) $236,700 $334,700
ENGINE TYPE CONTINENTAL IO-360 ES IO-550 N
HORSEPOWER 200 310
PROPELLER HARTZELL, C/S, 3BLADE, 78” DIA.
GEAR FIXED, TRICYCLE
SEATS FOUR
GROSS WEIGHT 2,900 3,400
EMPTY WEIGHT 1,950 2,250
USEFUL LOAD 950 1,150
CABIN WIDTH 49 inches
CABIN HEIGHT 50 inches
FUEL (U.S. GALLONS) 56 81
FUEL FLOW U.S. GPH AT 75% 17.9
ENDURANCE 75% VFR RES. 3.9 HOURS
SERVICE CEILING (FEET) 17,000
WING SPAN (FEET) 35.5 38.25
WING AREA (SQ. FT.) 135.2 144.9
WING LOADING (LBS.SQ. FT.) 21.4 23.5
POWER LOADING (LBS./HP.) 14.5 10.9
BAGGAGE CAPACITY 130 POUNDS
MAX. PAYLOAD FULL FUEL 614 664
LENGTH (FEET) 26
HEIGHT (FEET) 9.2
CRUISE SPEED (KNOTS - 75%) 160 184
MAXIMUM RANGE (NM) 800 1,000+
RATE OF CLIMB (FPM) 920 1,400
TAKE OFF ROLL (SEA LEVEL) 1,341 1,020
OVER 50 FOOT OBSTACLE 1,958 1,575
LANDING DISTANCE (S.L.) 1,014 1,140
OVER 50 FOOT OBSTACLE 2,040 2,325
SIGNIFICANT AIRSPEEDS IN KNOTS FOR THE SR22
Vx – 78, Vy – 101, Vo – 133, Vno – 178, Vne – 201, Vr – 70, Vs – 59