Cirrus SR22 / SR22T

The Cirrus SR22 is the best-selling GA aircraft in the world — a distinction it has held for over 20 consecutive years. Introduced in 2001 as a more powerful version of the SR20, the SR22 pairs a Continental IO-550-N (310HP) with the composite airframe, CAPS parachute, and Garmin glass cockpit to create the definitive modern piston single.

The SR22T (turbonormalized, 2010-present) adds twin turbochargers for FL250 capability and 213 KTAS cruise — putting it in the same speed class as a Mooney Acclaim but with a parachute, glass cockpit, and significantly larger cabin.

Total SR22/SR22T production exceeds 8,000 aircraft. The combination of safety (CAPS has saved 250+ lives in 100+ deployments), performance, and modern design has made the SR22 the default choice for new GA aircraft buyers. New SR22T G7 pricing starts at approximately $964,000.

The SR22 holds value exceptionally well compared to other GA aircraft — partly due to continuous demand and partly due to the strong Cirrus brand.

SR22 (NA): 185 KTAS at 75% power on 16 GPH. For a fixed-gear airplane, this is extraordinary — the composite airframe and clean design overcome the drag penalty of fixed gear. Real-world cruise at economy settings yields 170-175 KTAS on 13-14 GPH.

SR22T: 213 KTAS at FL250 at 75% power. At lower altitudes (FL180-FL200), expect 195-205 KTAS. The turbonormalization maintains sea-level power to altitude where thin air allows higher true airspeeds. Fuel burn at high altitude is approximately 16-17 GPH.

The SR22T's 1,046 nm range at cruise means coast-to-coast in two stops with fuel to spare. At economy cruise, range extends further. This is genuinely useful range that competes with turboprops.

CAPS deployment speed limit is 133 KIAS (KIAS, not KTAS), which means the parachute is available through most normal operating speeds and altitudes.

SR22T G7 (TSIO-550-K, 315HP, 92 gal fuel):

SR22 NA (IO-550-N, 310HP, 81 gal fuel, 3,400 lbs gross):

The SR22T's higher gross weight (3,600 vs 3,400 lbs) and larger fuel system (92 vs 81 gal) provide a meaningful advantage over the NA SR22. Both aircraft are somewhat weight-limited with four adults and full fuel — this is the tradeoff for the fixed gear and CAPS weight. Two adults with full fuel provides outstanding range in both models.

• Flight Training (4): The SR22 is used for advanced training and ATP programs but is expensive for primary training. The SR20 is more appropriate for initial training. Some Part 141 schools use SR22s for instrument/commercial training.
• Backcountry (2): Fixed gear but low-wing and fast. Speed pants are vulnerable. Not designed for unimproved strips.
• Business Travel (9): The SR22T is a premier owner-flown business platform. 213 KTAS, FL250 capability, CAPS safety margin, and Garmin glass cockpit create a compelling business case. The cabin is more spacious than Mooney but smaller than a Bonanza 36.
• Aerobatics (1): Not aerobatic certified.
• Cross-Country (9): Outstanding. The SR22T's 213 KTAS and 1,046 nm range put it among the best cross-country piston singles. The SR22 NA at 185 KTAS is also excellent.
• Cargo Hauling (4): Reasonable baggage area for a four-seater. 1,246 lbs useful load (SR22T) is decent.
• Local Fun Flying (7): Comfortable, modern, and pleasant to fly. The glass cockpit and composite construction make every flight feel premium.
• Surveying (4): Low-wing limits visibility but modern avionics support survey operations.

Cirrus avionics are factory-integrated:

• G1-G2 (Avidyne): Avidyne Entegra PFD/MFD. Functional but dated. The avionics generation is the biggest factor in G1/G2 vs G3+ pricing.
• G3+ (Garmin Perspective/Perspective+): Integrated Garmin G1000-based system. PFD, MFD, GFC 700 autopilot, weather radar (option), synthetic vision, ADS-B In/Out.
• G7 (2024+): Latest Garmin Perspective+ with Vision Jet-inspired cockpit layout, enhanced displays.
• Retrofit options: Avidyne-to-Garmin upgrades are possible but expensive ($60,000-$100,000+). Most G1/G2 buyers accept the Avidyne or budget for the upgrade.

See avionics-pricing for detailed upgrade cost information.

Limited STC ecosystem due to composite construction:

• TKS known ice: Factory option or retrofit. $20,000-$35,000.
• Air conditioning: Factory option on later models. Keith Products aftermarket for earlier models.
• Speed mods: Virtually nonexistent. The airframe is already optimized.
• Interior upgrades: Leather, soundproofing, custom finishes available through Cirrus service centers.
• Bottom line: Cirrus aircraft are integrated systems, not platforms for modification. Buy the model/generation that has what you want.

• Annual inspection: $1,500-$3,500 base, plus any squawks.
• CAPS repack: $18,000-$20,000 every 10 years. THE defining maintenance cost of Cirrus ownership.
• Engine overhaul: IO-550-N at $42,000, TSIO-550-K at $48,000.
• Parts availability: Excellent. Cirrus operates a worldwide service center network. Factory support is outstanding.
• Mechanic familiarity: Common at Cirrus-authorized service centers. Limited at general A&P shops due to composite construction.
• COPA membership: Cirrus Owners and Pilots Association — essential. Largest and most active type club in GA.
• Annual all-in cost: $30,000-$40,000 for SR22, $35,000-$45,000 for SR22T at 100-150 hours/year.

Cirrus aircraft hold value exceptionally well:

• SR22 G1 (2001-2003): $200,000-$300,000. Avidyne avionics, lower performance.
• SR22 G2 (2004-2007): $250,000-$380,000.
• SR22 G3 (2008-2012): $320,000-$500,000. G1000 avionics inflection point.
• SR22T G3-G5: $400,000-$650,000. Turbo models command significant premium.
• SR22/SR22T G6: $550,000-$900,000.
• SR22T G7 (new): $964,000-$1,169,000 (GTS).

Key value adjusters per valuation-methodology:

• CAPS timing: Recently repacked CAPS is critical. Overdue CAPS reduces value $15,000-$20,000.
• Generation: The single biggest value determinant. G3+ with Garmin avionics command massive premium over G1/G2 with Avidyne.
• Turbo vs NA: SR22T commands $50,000-$100,000+ premium over equivalent SR22 NA.
• Engine time: IO-550 overhaul at $42,000, TSIO-550 at $48,000.
• TKS: Adds $15,000-$25,000.
• Composite condition: Clean history essential. Repair history reduces value.

Key ADs:

• Door hinge replacement (AD 2008-14-13)
• Brake caliper O-ring seal inspection
• CAPS activation system modification
• Fuel system ADs
• Total of 14 ADs — moderate for the type

Common Problems:

• CAPS repack ($18,000-$20,000 every 10 years): The single biggest recurring maintenance expense unique to Cirrus. Line cutter replacement at 6 years adds additional cost. Budget $2,000/year minimum for CAPS reserves.
• Composite repair: Impact damage is expensive. Hangar rash, bird strikes, or hail require certified composite technicians. Small repairs $5,000-$15,000; structural damage can total the aircraft.
• Gear leg fairings: Speed pants crack and need periodic replacement.
• Continental IO-550/TSIO-550: Generally reliable but expensive to overhaul ($42,000-$48,000). Cam/lifter wear if not flown regularly. Turbo models require careful temperature management.
• Avionics obsolescence (G1/G2): Avidyne-equipped aircraft face declining support and repair options.

Per insurance-underwriting:

• Hull insurance: $3,500-$7,000/year depending on hull value and pilot qualifications. Higher hull values (G5+) proportionally more.
• Liability: $1,000,000 smooth typically $500-$1,000/year.
• CAPS effect: Parachute system is a net positive for underwriting. CAPS deployments that save lives reduce total loss payouts.
• Pilot minimums: 300+ hours total, instrument rating, Cirrus transition training (CSIP). New Cirrus owners without type experience face steep premiums.
• Transition training: Most insurers require or strongly incentivize formal Cirrus training through a CSIP instructor.