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The SR22 G6 Perspective+ upon which the limited-edition series is based debuted in early 2017, and there has been speculation as to when a new model will land on the scene. All we have left are the laws of physics — unglamorous and unyielding. To go faster or farther than a similarly shaped airplane, yours must either be smaller or it must have more power. As I swung my bags onto the golf cart’s back seat and hopped aboard, I couldn’t help but think how right she was. This particular SR22T GTS, a 2017 Generation 6 model, was, in truth, the nicest on the planet by virtue of the fact that it was the only G6 yet in existence. The Cessna TTx is also known as the Cessna 400 was introduced in 2004 and is considered to be the closest competitor to the SR22.
When to book a Caribbean cruise
But as you will see from the figures, its performance is not at all disappointing, and its sleek design is quite noticeable on the ramp. With its relatively high price, what makes this aircraft so popular? Before we get into the finer details, let's first get a sense of the aircraft's overall make. The endurance ring shrinks—or expands—as you richen or lean the mixture. There’s just no excuse for running out of fuel in these aircraft, given this level of fuel planning integration and simplified fuel management. In many ways, operating the turbo SR22 is easier than the normally aspirated model, thanks to simplified leaning and power management.
FUEL MANAGEMENT
However, there are a number of internal differences, including a stronger spar. The landing gear attach points are also different — beefed up to handle the SR22's 3,400-pound maximum gross weight. The SR20's max gross weight is 2,900 pounds, but Cirrus hopes to have a 100-pound increase this month.
Cirrus SR22 Performance and Handling
Another popular upgrade that significantly improves the performance of the aircraft is an avionics upgrade. There are two main options for a complete overhaul of the avionics, communications equipment, and the autopilot. The Garmin has expanded support for the G1000 NXi to be retrofitted to many aircraft, older SR22s included. The competing Avidyne Release 9 system is equally capable, but has less support and popularity, but is cheaper than Garmin’s offering. Like all Cirrus single-engine aircraft, the SR22 is powered by a horizontally opposed, air-cooled, fuel-injected Continental 550 engine that has a total displacement of 552 cubic inches (9.05 l). The SR22 features an IO-550-N, while the turbocharged SR22T is powered by the dual turbocharged TSIO-550-K.
Pull back to 30.5 inches and lean to the cyan-colored line on the fuel flow indicator. It was a cold day, and the CHTs remained well below the 420- degree range noted in the POH. In a full-power climb, the POH says you’ll see 1200 FPM, which we confirmed before pulling the power back. Increasing the gross weight a full 200 pounds required serious amounts of challenging, drawing-board engineering. But it also brought about some much needed operational benefits, including new airframe and flap testing that ultimately improved wing flap operating speeds.
Island Time
A cruise vacation is also a great option if you’re traveling with the whole family, especially when you opt for a Royal Caribbean cruise. All of the ships in this cruise line’s fleet offer family-friendly experiences for guests of all ages. Even little ones will find plenty of ways to play with spaces and activities designed for tots to tweens. One of the top reasons savvy travelers love cruising, though, is because of the incredible value it offers. With Royal Caribbean, your cruise fare includes access to most of the ship’s attractions, select dining venues and all of the entertainment onboard.
Fly-off: RV–10 versus SR22 - AOPA Pilot
Fly-off: RV–10 versus SR22.
Posted: Mon, 01 Jun 2020 07:00:00 GMT [source]
Power Broker
Even though there was more than enough spectacular photography for the article, we were eager to head out for another photo flight the next day, this time departing from Marathon Key and traversing northeast up the island chain. In the morning, we loaded the obligatory Key lime pies into the Cirrus and Bruce’s Cessna 210 and blasted off for another enjoyable and satisfying flight over the lucid watercolor panoramas below. The skies were clear until we reached Charleston, where a wide band of heavy rain slid across Georgia and South Carolina.
Eastern Caribbean
Cirrus Aircraft pumped out the SR series at a rate that has fluctuated with the economy, starting with nine SR20s delivered in 1999, 95 SR20s the following year and 124 SR22s in 2001. The outflow hit a high point in 2006 and 2007, with 721 and 710 total Cirrus aircraft, respectively, out the door (including the short-lived SRV, of which only 37 models were made). When the turbo model, the SR22T, came on the scene in 2010, it boosted the SR22′s sales, which had dropped by 60 percent following the economic recession in 2008.
Payload with full fuel
Plus, cruise ships can change course to avoid bad weather, such as hurricanes, so you can salvage your beach vacation when a storm is headed toward a particular island by cruising to a different one. If you booked a land-based stay, you'd be forced to cancel — or hunker down and wait for the rain and winds to pass. Sun, sand and sea are what most travelers want when they book a cruise to the Caribbean. If you want to trade chilly weather at home for warm, sunny days spent relaxing on a beach or swimming in clear blue waters, a Caribbean cruise is an ideal vacation.
By now the secret is out and the G6 is the talk of the Cirrus-owner community — but at that time flying the new model required stealth since it was among the most closely guarded secrets in all of general aviation. But when the G3 model was released, the updated wings and improved CG range helped make the aircraft more stable. The new G6 model can reach a maximum cruise speed of 183 kts (339 kmph) thanks to its tried and true Continental IO-550-N heart (TSIO-550-K for the turbo models). The first Cirrus debuted with the Continental IO-550-N, 310 hp, nose-mounted piston engine.
But taking an average figure we can set the cost at an average of $4,000 per year. Costs such as fuel, annual inspections, insurance, hangar space, repairs, and maintenance will always be there as long as you own an airplane. It's up to the buyer to decide if they want to enjoy the premium feel of this aircraft or have it delivered in its stock version.
However, the parachute is due to be repacked in 2023 which makes it less desirable. The oldest SR22 we could find for sale was a 2001 model with 3,440 hours on the frame, and a factory-remanufactured engine that has accumulated 1,500 hours. In addition, the parachute had been repacked in 2021, which is a significant cost saving for a future owner.
The greater span improves the climb rate, decreases stall speed, and gives the SR22 really nice landing characteristics. I found the SR22 to be easier to land than the SR20, partly because it seems more stable on approach, but mostly because the larger wing provides more opportunity in ground effect to finesse the landing. With the SR22, I felt as if I could work the airplane more in ground effect, getting it to the point where it would chirp, chirp onto the runway every time. Ergonomic Integration Slide into the cockpit of the new SR22T and you’re greeted by one of the most integrated flight decks found in a single-engine piston aircraft. If you’re coming from an earlier-gen Cirrus with Avidyne Entegra and GNS430 package, the new Garmin Perspective cockpit will be like flying an entirely different aircraft. An angle of attack display on the PFD next to the airspeed tape verified just how close I was to a stall all along the way.
With the approach activated, we slid down the ILS and broke out at 700 feet to land on the rain-soaked runway. Ivy covered the wingtips and interior and ordered a fuel top-off before we headed into Atlantic Aviation and procured a crew car to take us for lunch at a seafood joint called Lokal Seabar on nearby Johns Island. My introduction to the G6 SR22 included a half-dozen flights over the span of three days in mid-December.
After one brief level off, we climbed directly to 19,000 feet—where time-to-climb was approximately 40 minutes. Burning 17 GPH, the aircraft settled into 195 knots true, which is right out of the book. At one point, the airspeed indicator flirted with 200 knots true at that same fuel flow.
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