Cirrus SR22

The Cirrus SR22 is the best-selling GA aircraft in the world, a distinction it has held for over two decades. Introduced in 2001, it pairs a Continental IO-550-N (310 hp) with the composite airframe, CAPS parachute and Garmin glass cockpit that define the modern Cirrus. Total SR22/SR22T production exceeds 8,000 aircraft.

TCDS A00009CH's own weight split sits at S/N 3915 (3,400 to 3,600 lb, 5.9%, under the 15% splitting threshold) and its fuel split at S/N 2334/2420/2438 (81 to 92 gal usable, 13.6%, under the 20% threshold) -- neither forces a further split within the NA SR22 line. This page's sourced figures come from POH 13772-006, which the certificate scopes to S/N 4433 and subsequent (the document's own cover reads "4433 & Subsequent"); the underlying 3,600 lb / 92-gal configuration itself began earlier, at S/N 3915, which the table above notes as approximate rather than independently re-verified against an earlier printing this session.

The cruise/burn/range triple above is ONE ROW of ONE table: POH 13772-006's Range/Endurance Profile at 8,000 ft, 75% power (Best Power mixture), 3,400 lb cruise weight -- 180 KTAS on 17.8 gph for 804 nm. 8,000 ft is the highest altitude the 75% block publishes. The 65% economy row at the same altitude is 9 kt slower, burns 2.4 gph less, and goes 75 nm further -- 171 KTAS / 15.4 gph / 879 nm.

Cirrus's own advertised figures describe two different flights, and neither row of the handbook flies both at once. The spec sheet reads "Max Cruise Speed 183 ktas" beside "Max Range (55% Power) 1,169 nm." 183 KTAS is a cell in the Cruise Performance grid at 8,000 ft, 78% power, burning 18.6 gph; 1,169 nm is the 55%-power Best-Economy row at 14,000 ft, flown at 169 KTAS on 11.3 gph. Fourteen knots and 6,000 feet apart -- both real, neither describing a single flight. This is why the catalogue takes its stored triple from one row.

The airplane out-climbs its own certificated ceiling. TCDS A00009CH limits the SR22 to 17,500 ft MSL, but the POH enroute climb table still shows 245 fpm available AT 17,500 ft on a standard day at gross -- the airplane could climb higher if the certificate allowed it. service_ceiling_ft is left blank rather than storing 17,500 under a label that implies it is a performance limit rather than a legal one.

Vne/Vno on the certificate and the handbook disagree by three knots, and the handbook's own airspeed-indicator markings settle it. TCDS Section II prints 208/179 KIAS; POH Section 2 shows those are the CALIBRATED figures (208/179 KCAS) and gives 205/176 as the indicated values, matching the instrument's red line and top of the green arc exactly. Stored: 205/176, the numbers a pilot actually reads off the airspeed indicator.

Stall speeds (Vs0 64 / Vs1 74) are the forward-CG, wings-level figures from POH Figure 5-4 -- identical, cell for cell, to the SR22T's, because the airplanes share a wing and stall is flown at idle power regardless of which engine got them there. Cirrus's spec sheet advertises the aft-CG "60 KCAS," six knots below the stored figure.

SR22 (Continental IO-550-N, 310 hp, 92 gal usable, 3,600 lb gross):

A 1,328 lb useful load handles two adults with full fuel and generous range; four adults with full fuel is workable but leaves little baggage margin.

• Flight Training (4): Used for advanced/instrument/commercial training at some Part 141 schools, but expensive for primary training -- the SR20 is the more appropriate Cirrus trainer.
• Backcountry (2): Fixed gear, low-wing, vulnerable speed pants. Not designed for unimproved strips.
• Business Travel (8): A strong owner-flown business platform -- 180 KTAS, a spacious cabin (49" wide, 137 cu ft) and CAPS as a safety margin. The SR22T is the better choice where altitude capability matters more than acquisition cost.
• Aerobatics (1): Not aerobatic certified.
• Cross-Country (9): Excellent. 180 KTAS at 75% power with 804 nm (879 nm at 65%).
• Cargo Hauling (4): A 1,328 lb useful load is workable for a four-seater, though full fuel eats significantly into it.
• Local Fun Flying (7): Comfortable, modern, pleasant to fly.
• Surveying (4): Low-wing limits visibility; modern avionics support survey operations otherwise.

• G1-G2 (Avidyne): Avidyne Entegra PFD/MFD -- functional but increasingly dated. The avionics generation is the biggest single factor in early-generation pricing.
• G3+ (Garmin Perspective/Perspective+): Integrated Garmin G1000-based system with GFC 700 autopilot, optional weather radar, synthetic vision and ADS-B In/Out.
• G7 (2024+): Latest Perspective+ with a Vision Jet-inspired cockpit layout.

Limited, as on every SR-series airplane, because composite construction makes aerodynamic modification impractical:

• TKS known ice: factory option or retrofit.
• Air conditioning: factory option on later models; aftermarket available for earlier ones.
• Interior upgrades: available through Cirrus service centers.

• Annual inspection: commonly $1,500-$3,500 base.
• CAPS repack reserve: budget roughly $1,800-$2,000/year against the $15,000-$20,000, ~10-year repack cited above.
• Parts availability: excellent -- current production, factory service center network.
• Mechanic familiarity: common at Cirrus-authorized service centers; composite work needs a specialized shop.
• COPA: the essential Cirrus type club.

price_max_usd is a real dated observation, not an estimate: two GlobalAir listings, both "SR22 G6 GTS" (not SR22T), $829,900 (2022 model) and $855,000 (2023 model), retrieved 2026-09-07. See raw/market/globalair-sr22-na-2026-09-07.md.

The rest of the band is carried forward from the prior valuation pass and is NOT independently re-verified this session:

• G1 (2001-2003): roughly $200,000-$300,000.
• G2 (2004-2007): roughly $250,000-$380,000.
• G3+ (2008-2012): roughly $320,000-$500,000, reflecting the Garmin G1000 inflection point.
• G5-G6 (2013-2023): roughly $400,000-$700,000, before the newest G7 airframes the dated observation above anchors.

CAPS repack timing remains the single biggest condition-driven value swing; an overdue repack is commonly discounted $15,000-$20,000.

Common Problems:

• CAPS repack: commonly cited by Cirrus service centers and COPA at roughly $15,000-$20,000 every ~10 years -- the single biggest recurring Cirrus-specific cost. The exact interval and price live in the Airplane Maintenance Manual (not freely published; TCDS A00009CH Note 3), so treat this as an established secondary-source figure rather than a primary one.
• Composite repair: impact damage requires certified composite technicians; costs range from a few thousand dollars to a total loss.
• Continental IO-550-N: generally reliable; regular oil analysis and cam/lifter monitoring recommended, as with any large Continental six-cylinder.
• Gear leg fairings: speed pants crack and need periodic replacement.

Per reference/insurance-underwriting.md, which names the Cirrus SR22 explicitly as the high_performance (>200 HP) example:

• Hull insurance: roughly 1.1%-1.4% of hull value -- on a typical ~$450,000 airframe, about $5,000-$6,300/year.
• Pilot minimums: insurers commonly want 300+ hours, an instrument rating and Cirrus CSIP transition training.
• CAPS effect: broadly viewed as a net underwriting positive.