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.
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)