Comparison: SR22/Lancair Columbia 300

Guest Discussion
1

I’m seeking advice. While I realize this site is very much dedicated to Cirrus “devotees” I’d like to asked this question: what’s your opinion of the SR22 versus the Columbia 300? I have a SR20 on order and am considering “moving up” after the SR20. There’s a trumendeous amount on knowledge and well thought-out opinions among the people who visit this site so turning to you seemed logical. Thanks in advance for the help. I’m sure others will appreciate the exchange.

2

There is at least one person on this board who has FLOWN both. I’ve sat in both, so here’s what I’d say.

#1 - Both fine airplanes

#2 - Wait for an SR22 is much shorter. Cirrus is already producing planes in quantity. Advantage CIRRUS on that one.

#3 Performance is similar. Most people say the Lancair is a few knots faster, maybe 5, and that the Cirrus is more comfortable. I can say that as far as getting in, and sitting on the ground, I’ve found that to be true. Cirrus like a nice BMW M5, Lancair feels a little smaller.

#4 IFR Lancair is about same price as B config, SR 22. You DO NOT get the nice avidyne big screens in the lancair unless you pay an extra 14K each. Also, GARMIN in Cirrus is better than UPS GPS.

I suggest you also search the archives on this site for “lancair” you’ll find a lot of this dicussion.

FWIW, if I were going to go Lancair I’d put money down now for the plane that will come AFTER their 400 series. Not announced, but in the works, a certified version of the IVSP. Retractable, maybe pressurized but that’s hard. It’ll fly in the 275kts range or higher. I’d go for that one or the 400 over the 300.

Then again, I went with a SR22.

Dean

3

what’s your opinion of the SR22 versus the Columbia 300?

My 2 cents worth, after studying the data and plunking the money down on the Lancair. Main reasons:

  1. Dean is right in his statement that both are great planes. In many respects, a lucky owner of either of these planes enjoys a rare treat.

  2. For me, the performance difference between the SR22 and C300 is significant and compelling. According to both POH’s you can expect similar speeds, a 1.5-3.5 GPH fuel burn advantage in the Lancair and a Columbia range of 1100+NM plus 45 minutes. Planning a 650NM trip into a headwind could be a nail-biter in an SR22. In the Lancair it’s a simple “go” decision.

  3. Strength. You could see this as a safety issue or a performance issue. A Vfe of 129 in the Lancair compared to 120 means slowing to pattern entry is easier, making higher speed higher power descents more practical. But the 235KIAS Vne says this plane is stronger. It is certified to the utility category. Arguably more crashworthy (but who really knows). The wings stand a better chance of staying attached in very heavy turbulence.

  4. Comfort. In my opinion, there is a lot of noise on this issue. I own a BMW 5 series and am no less comfortable in the Lancair. The suggestion is that big guys might find the SR22’s 49.5 inches to be wider than the Lancair’s 49.5 inches. Dunno. And I certainly wouldn’t make a buy decision based on the perceived ease of cabin entry on the first attempt. How many tasks do we master on the first attempt?

  5. Instrument panel size and layout. I prefer the Lancair’s approach of putting the engine instruments close to the scan on the left and having a large panel full of unused space for the future.

  6. Stalls and spins. You basically can’t spin a Lancair and stalls are very docile. I can’t see this as a decision criteria either. In my opinion, if a pilot’s flying technique is such that an unintentional spin is likely, then having an unspinnable plane won’t help much. Something else will get him. But some people find this spin resistance important.

  7. Lancair seems to have an edge in engine cooling. See last summer’s posts. I see this as a big issue in the case of the SR20. We don’t know about the SR22 yet. I want my engine to be happy.

  8. Noise. I haven’t seen any comparative data, but the inflatable door seals do a great job in the Lancair. It would be quite a bit louder without them.

  9. I like the landing and taxi lights in the wing, not behind the prop.

  10. I prefer the joystick control action compared to the push/pull twist action.

  11. The Avidyne moving map is excellent and seems to have a bright future. The HITS cockpit in the prototype C400 is nothing short of breathtaking.

  12. Beauty. The strong opinions on this form predictably favor the SR 2X. My eyes differ. They are both pretty planes.

SR22 has some big advantages:

  • time to delivery and probability of accurate delivery prediction

  • parachute

Most importantly, first point repeated. You will have a great time in either of these planes.

Steve

(living in Ireland)

4

Hmmm.

My 1 cent worth of reply…

  1. For me, the performance difference between the SR22 and C300 is significant and compelling. According to both POH’s you can expect similar speeds, a 1.5-3.5 GPH fuel burn advantage in the Lancair and a Columbia range of 1100+NM plus 45 minutes. Planning a 650NM trip into a headwind could be a nail-biter in an SR22. In the Lancair it’s a simple “go” decision.

From what I’ve heard from actual flights, this GPH difference was not nearly as dramatic as POH’s would indicate. Now, perhaps the C300 was flying lean of peak and the SR22 was not.

  1. Strength. You could see this as a safety issue or a performance issue. A Vfe of 129 in the Lancair compared to 120 means slowing to pattern entry is easier, making higher speed higher power descents more practical. But the 235KIAS Vne says this plane is stronger. It is certified to the utility category. Arguably more crashworthy (but who really knows). The wings stand a better chance of staying attached in very heavy turbulence.

Actually you cannot make these assumptions based on this data. I think it is safe to say that both airplanes have airframes which are exceptionally strong. Both have been bushed beyond the limits and remained sturdy. I know Lancair severed a wing spar and it still held to 8g’s. I heard of Cirrus flying right through a hailstorm and coming out WITHOUT PAINT but also WITHOUT A DENT. And as for the Utility category, my friend’s 152 is utility category. I know which plane I’d rather be in.

I also ask you to consider in which situations either one of these airframes would encounter such a disaster – midair’s…etc. And in those, I think Cirrus has some kind of last resort…

  1. Comfort. In my opinion, there is a lot of noise on this issue. I own a BMW 5 series and am no less comfortable in the Lancair. The suggestion is that big guys might find the SR22’s 49.5 inches to be wider than the Lancair’s 49.5 inches. Dunno. And I certainly wouldn’t make a buy decision based on the perceived ease of cabin entry on the first attempt. How many tasks do we master on the first attempt?

There was a clear diffence to this 5’ 9" guy. Front and back. Though both are nice.

  1. Instrument panel size and layout. I prefer the Lancair’s approach of putting the engine instruments close to the scan on the left and having a large panel full of unused space for the future.

I think they both stink because of their insistance on single-point cessna style egt/cht guages. Jiminy Crikcets, these are 300K planes with gps out the kazoo but they’ve got single point EGT’S!

It would be nice to have more panel space for the future. Agree with that.

  1. Stalls and spins. You basically can’t spin a Lancair and stalls are very docile. I can’t see this as a decision criteria either. In my opinion, if a pilot’s flying technique is such that an unintentional spin is likely, then having an unspinnable plane won’t help much. Something else will get him. But some people find this spin resistance important.

It’s no bargain trying to get a Cirrus to misbehave either. Both of these babies are easy that way. And you can’t spin a Lancair as long as the rudder limiter works. And when it fails… Lancair’s mechanical limitation of rudder travel at slow speed to prevent spin entry is something I am not a fan of. Consider some unforseen spin entry, some amazing act of nature. Give me all the rudder travel I can take, as all the old-timers I talk to tell me that as I young guy I don’t appreciate that the rudder is the most important thing on that plane.

  1. Lancair seems to have an edge in engine cooling. See last summer’s posts. I see this as a big issue in the case of the SR20. We don’t know about the SR22 yet. I want my engine to be happy.

Not sure about the data on this one. SR22’s are showing no signs of cooling issues. Don’t think there are enough Lancairs built yet to be certain about this.

  1. Noise. I haven’t seen any comparative data, but the inflatable door seals do a great job in the Lancair. It would be quite a bit louder without them.

Both airplanes recommend Noise-cancelling headsets. My visit to the Lancair guys in Santa Ana during a demo, everyone they took up was given Bose X’s to wear. Don’t think that was an accident.

  1. I like the landing and taxi lights in the wing, not behind the prop.

Agreed. Probably will get better life. SR22 redesign is too new to see.

  1. I prefer the joystick control action compared to the push/pull twist action.

I think the Cirrus system while perhaps not as neat on initial feel, allows for a superior trim system. Of course, I only had one time to see, and as you’ve aptly said, one time isn’t enough to judge much of anything.

  1. The Avidyne moving map is excellent and seems to have a bright future. The HITS cockpit in the prototype C400 is nothing short of breathtaking.

It’s also nothing short of $50,000

  1. Beauty. The strong opinions on this form predictably favor the SR 2X. My eyes differ. They are both pretty planes.

No doubt.

SR22 has some big advantages:

  • time to delivery and probability of accurate delivery prediction

Which cannot be overstated. One year ago I almost put a deposit down on a Lancair and the wait time was 22 months. I called a few weeks ago when I had some second thoughts about the C400, and was told 22 months. Again.

  • parachute

Puts the Cirrus in a class by itself. And heaven-forbid it happening, but it will, one day someone is going to have an accident… and pull that chute… and live.

I’d add. Ease of finding service centers in the US. Quality of “accessories” – you get a Sandel instead of a standard HSI. You get dual 430’s so you have back-up GPS.

Most importantly, first point repeated. You will have a great time in either of these planes.

Agreed. I’ll be happy to jump in anyone’s Lancair and take it for a ride. And who knows, when they come out with the IVP certified, I might be a convert:)

Steve

(living in Ireland)

Dean - debating in good fun. Hats off to Steve for making a good case! When you get your C300 I hope I get a ride!