It seems to me now that there are at least a few real world examples of the SR22 out there, I might get a few new opinions on that great old debate.
Of course recently I’ve also seen a lot of revising of performance numbers for the SR20. What happened to all those initial posts claiming 160kts at a little over 10 - 10.1 gph… They’re back there, am I to take it people are actually getting 155kts at 11-12? Can we get some fresh data?
This all may seem like nitpicking, but it comes out of reading Paul’s excel spreadsheet based on the SR22 POH. My impressions of that document were that the 22 is burning a greater than proportinately higher amount of 100LL than I had suspected - and that speed numbers may not be the 185kt whisper number that had been kicked around on this board. Also that you need to go higher than I had previously thought. For example at 8000 and ISA, 17GPH gets you 173kts not 180. If you want 180kts you have to go to almost 18.5 per hour. This is 1.5 to 2.5 more GPH than I had heard it would be.
Down at 6000ft, if you want to go SR20 speeds, say 163kts, you are still buring close to 16gph?! This is also higher than I initially thought.
If the fabled gross weight increase ever comes through for the SR20, it seems to me that the performance gap between these two machines may be substantially narrower than I thought.
20kts - for 7.5gph minimum?
Thought I solicit another round of opinions.
Dean
PS - FWIW my most recent conversation with Cirrus suggested that FADEC was still quite a ways off. My understanding is the prototype engine from Continental was not configured in anyway to be useable in a real Cirrus, that it provided no sense of what reconfiguring would need to be done to the cowl, and that it is almost worthless. (My paraphase based on this person’s obvious frustration)
Dean:
I’ve been sitting on a fence re ordering an SR22 trying to time my order so I’d get the FADEC. This is especially a consideration given the seemingly high fuel burn in the '22, which I also noted in the performance table.
My desired delivery date would be late summer or fall '02. Was your impression that Cirrus is committed to a FADEC future? Any idea of timeframe? Did you talk to a factory person or a salesperson re the FADEC?
There’s also the “test pilot” aspect of being first on the block with the FADEC but jeez, it’s not like electronic ignition is rocket science after 25+ automotive years, and fixed timing is so archaic and inefficient it just bugs me.
Gordon
RE:
PS - FWIW my most recent conversation with Cirrus suggested that FADEC was still quite a ways off. My understanding is the prototype engine from Continental was not configured in anyway to be useable in a real Cirrus, that it provided no sense of what reconfiguring would need to be done to the cowl, and that it is almost worthless. (My paraphase based on this person’s obvious frustration)
They’re back there, am I to take it people are actually getting 155kts at 11-12?
I generally see 155KTAS at around 10.5GPH at 8000.
OF course the air is different down here in Oz 
I think there is a bigger difference between the '20 & '22 which the first gentlemen disucssed, but with not so correct numbers, and then has not been discussed further.
The current Usefull Load w/Full Fuel in the SR20’s in “C” config is consistently below 500 lbs. Add the 100 lbs GW increase an you will stay below 600 lbs, and that is if no weight is added (larger brakes, brake cylinders, etc.).
I think Paul, the first SR’22 owner, said that his UL was 1141 less 486 lbs for fuel (6 x 81) gives 655 UL w/FF. This may only be 55- 75 lbs, but then add the added flexibility of being able to leave 13 +/- gallons of fuel at home (do any of us really do this regularlly?) and the difference increases to up to 150 lbs in UL and the planes can both fly a 600 NM mission. The SR22 will do it a bit faster (maybe 15 - 20 minutes in actuality). I also think the first few SR22’s are doing several knots better than the POH - Paul??. TheSR22 will climb significantly faster, getting you into cruise sooner as well.
The SR22 will cost you more in fuel (30 - 40%) and have somewhat better avionics and perhaps improved safety without the vacuum system (?).
The choice then falls to do you need the extra speed, range and or flexibility and do you want the upgraded avionics (Sandel HSI primarily) and the benefit of no vacuum system; and is it worth the extra money.
For me (& my family), the load and range factors were very important; The others minimal.
That was my choice and I am paying with extra money and what seems to be (using Cirrus’s best guess on delivery) about 6 months in added wait time.
If you have the opportunity, try flying both. If not, I think there should be several magazine articles ont he SR22 out in the next couple of months. You’ll have to read through the hype and marketing fluff to get real numbers, but I think this site will help there as well.
Marty. SR22 #20 s/n 17 May '01 delivery ?
Gordon
My discussions were with a Cirrus employee. Since I didn’t ask him if I could quote him, I’d prefer not to give his name. but I don’t think there was anything clandestine about what he was telling me. I suggest you call Cirrus. They are outstanding in terms of the information and candor they provide.
My SR22 is due in April '02, and I was told “not to hold my breath” for FADEC. My sense is, Cirrus just doesn’t know because Continental keeps changing on them. But for best info call Cirrus!
Dean
I generally see 155KTAS at around 10.5GPH at 8000.
My experience too – or a little better (157-8).