Cirrus SR22T

The SR22T adds twin turbocharging to the SR22 airframe for FL250 capability and materially higher true airspeed at altitude than the normally aspirated airplane can reach at any altitude its own certificate permits. Approved 10 February 2010 (a distinct approval date on the same certificate as the SR20 and SR22), it shares the SR22's cabin, wing and CAPS system entirely -- the difference is confined to the powerplant and what that buys in the flight levels.

The certificate's weight break sits at S/N 0442 (3,400 to 3,600 lb, 5.9%, under the 15% splitting threshold) -- fuel capacity is unchanged across the whole SR22T line at 92 gallons usable, with no serial split at all, unlike the NA SR22's 81-to-92-gallon change.

The cruise/burn/range triple above is ONE ROW of ONE table: POH 13772-005's Range/Endurance: Cruise Climb profile at 25,000 ft, 75% power -- 201 KTAS on 16.4 gph for 934 nm. 25,000 ft is deliberately chosen as the reference altitude: it is the airplane's own certificated ceiling and the altitude the whole turbocharging investment exists to reach, and it is the altitude Cirrus's own published figures are computed at. The 65% economy row at the same altitude and climb profile is 13 kt slower, burns 1.8 gph less, and goes 44 nm further -- 188 KTAS / 14.6 gph / 978 nm.

The book publishes EIGHT range blocks (four power settings crossed with two climb profiles -- Cruise Climb, flown lean-of-peak at 120 KIAS, and Full Power Climb, flown rich-of-peak) and the catalogue takes the Cruise Climb figures because they reproduce Cirrus's own advertised numbers exactly.

Cirrus's advertised pair describes two different flights, caught directly in this handbook. The spec sheet reads "Max Cruise Speed 213 ktas" beside "Max Range (55% Power) 1,021 nm." 213 KTAS is the 85%-power row at 25,000 ft, burning 18.3 gph for only 890 nm of range at that burn; 1,021 nm is the 55%-power row at 25,000 ft, flown at 171 KTAS on 12.7 gph. Forty-two knots and 131 nm apart -- an airplane flying 213 KTAS for 1,021 nm would need 78 gallons of cruise fuel at 18.3 gph and this airplane's chart only allows 69.9 after climb and reserve.

The turbocharger's real benefit is climb at altitude, and it does not show up in a cruise-speed number at all. At sea level the SR22T's 1,203 fpm best-rate climb is actually LOWER than the naturally aspirated SR22's 1,270 fpm -- more weight (the turbo installation) and no altitude advantage yet. But by 10,000 ft the SR22T still climbs at 1,168 fpm against the NA SR22's 676 fpm, and the turbo airplane still shows 571 fpm at 25,000 ft, its own certificated ceiling, while the NA airplane has run out of climb entirely well below its own 17,500 ft limit.

Vne/Vno reduce with altitude above 17,500 ft, and this section of the certificate states the limits in CALIBRATED airspeed -- the one place on this whole document that is true (Sections I and II, covering the SR20 and SR22, are both stated in indicated airspeed). The handbook prints both columns, so nothing needs converting: 205/176 KIAS up to 17,500 ft, reducing linearly to 175/150 KIAS at 25,000 ft. The airspeed indicator's red line and yellow-arc boundary physically move with altitude on this airplane in a way the NA SR22 never does.

SR22T (Continental TSIO-550-K, 315 hp, 92 gal usable, 3,600 lb gross):

A 1,238 lb useful load is slightly less than the NA SR22's 1,328 lb -- the turbo installation's weight penalty -- but the altitude capability more than compensates on range and speed once climbed to a proper flight level.

• Flight Training (3): Rarely used for primary training; the complexity and cost make the SR20 or NA SR22 the more sensible training platforms.
• Backcountry (2): Fixed gear, low-wing, vulnerable speed pants. Not designed for unimproved strips.
• Business Travel (9): The premier owner-flown Cirrus business platform -- FL250 capability, 201 KTAS at 75% power, CAPS as a safety margin, and a cabin that beats a Mooney's while trailing a Bonanza 36's.
• Aerobatics (1): Not aerobatic certified.
• Cross-Country (9): Outstanding. 201 KTAS at 75% power with 934 nm (978 at 65%), and the altitude capability to get above weather the NA SR22 cannot.
• Cargo Hauling (4): A 1,238 lb useful load, somewhat less than the NA SR22's 1,328 lb because the turbo installation adds weight.
• Local Fun Flying (6): Capable and comfortable, though the complexity and running cost of a turbocharged engine are real overhead for pure local flying compared to the NA SR22.
• Surveying (4): Low-wing limits visibility; altitude capability could suit some survey profiles.

Same generational path as the SR22: Avidyne on the earliest airframes, Garmin Perspective/Perspective+ from G3 on, and the G7's Vision Jet-inspired cockpit from 2024. The turbo installation does not change the avionics story.

As on every SR-series airplane, limited by composite construction:

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

• Annual inspection: commonly $1,500-$3,500 base, plus turbo-specific induction and wastegate inspection items.
• 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, and turbo systems add a further layer most general A&P shops handle less often than a normally aspirated engine.
• COPA: the essential Cirrus type club.

price_max_usd is a real dated observation: 23 GlobalAir listings, all "SR22T G7," $999,900-$1,350,000, average $1,138,177, dated 2026-07-14 -- see the Current Listings block below.

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

• SR22T (2010-2016, early-mid generations): roughly $400,000-$650,000.
• SR22T G6 (2017-2023): roughly $550,000-$900,000.
• SR22T G7 (2024-present): the dated observation above, running to $1,350,000.

The turbo premium over an equivalent-generation NA SR22 is commonly cited at $50,000-$100,000+. CAPS repack timing remains a real condition-driven value swing, same as every other SR-series airplane.

Common Problems, beyond what the SR22 shares:

• Turbocharger and induction system: the wastegate, intercooler and associated plumbing are real pre-buy inspection items an NA SR22 does not have. CHT/TIT management discipline in cruise matters more on a turbocharged engine.
• CAPS repack: commonly cited by Cirrus service centers and COPA at roughly $15,000-$20,000 every ~10 years, same as every other SR-series airplane. The exact interval and price live in the Airplane Maintenance Manual (TCDS A00009CH Note 3), not freely published, so treat this as an established secondary-source figure.
• Composite repair: impact damage requires certified composite technicians.
• Continental TSIO-550-K: a genuinely different engine from the SR22's IO-550-N (different type certificate, E5SO against E3SO), not a boosted version of it. Turbocharged engines generally see shorter practical service intervals on cylinders than their normally aspirated counterparts.

• Hull insurance: roughly 1.1%-1.4% of hull value -- on a typical ~$750,000 airframe, about $8,250-$10,500/year, reflecting both the high_performance category and the higher hull value at stake.
• Pilot minimums: insurers commonly want 300+ hours, an instrument rating and Cirrus CSIP transition training; some insurers ask for turbo-specific time or training given the added systems complexity.
• CAPS effect: broadly viewed as a net underwriting positive.