I’d like to know for what reasons did prior Cirrus owner’s elect to sell their aircraft. And, what aircraft they moved into and if it was for a short-coming with the Cirrus aircraft.Thanks in advance for your collective answers!
I am a position holder for a SR22 and currently a partner in a Bonanza 36. I have several reasons for deciding to buy the Cirrus.
The value for your dollar is significantly better than a new Bonanza or Mooney. A similarly equipped Bonanza is close to $600K (!) and a Mooney is about $500K.
The SR22 is faster than the Bonanza and slightly slower than the Mooney but with fixed gear: significantly less maintenance and insurance cost.
The SR22 is roomier than the Mooney and more comfortable than the Bonanza. I always knew I hated having that damn yoke in my lap, but I didnÂ’t realize how claustrophobic it was until I sat in that SR22. And the visibility is much better, especially over the nose.
The Cirrus is a clean-sheet design that takes advantage of current materials and design technology. The Bonanza is a 1940s (!) design and reflects the limitations of that era, and the Mooney is only slightly newer. While there is some comfort that can be taken in flying a proven aircraft, I believe that the stringent FAA approval process, better materials, and CirrusÂ’ dedication to the aircraft (as evidenced here by almost unanimous praise of their post-sale responsiveness and candor) outweighs the newness factor.
We had a $17,000 annual last year in the Bonanza, and this year we were happy to pay Â“onlyÂ” $7,500. Â‘Nuff said as far as part and maintenance cost differences.
For my typical mission, 300 NM over mountainous terrain, with light loads, I want an airplane that can climb over terrain, weather, and turbulence, in ISA +20 conditions, but donÂ’t want the maintenance issues and possible dead-end (leaded fuel issue) of a turbocharged engine. In my demo ride in the SR22, with two adults on board we easily pegged the VSI at 2000 feet/minute. You can still get 1000 FPM at 9,000 feet. I am lucky to get half those numbers in the Bonanza (mineÂ’s a 285HP IO-520). Case in point: coming out of Phoenix last month with 4 adults and bags (but still 250 lbs under gross) in my Bonanza it took me 23 minutes to get to 8,500 MSL. These were not happy minutes. There was terrain, it was hot and bumpy, and I couldnÂ’t help thinking that in the SR22 IÂ’d have been at altitude in 8 minutes and probably would have gone to 10,500.
The simplicity factor was not an issue for me. I used to fly for a living many years ago and I actually like having lots to do in the airplane. IÂ’ll kinda miss the gear, prop, and cowl flaps.
I will not miss the vacuum system at all. I am still a bit wary of everything electric, but if the dual-bus system in the SR22 has been implemented properly than the failure risk and management thereof, and the much better Â“partial panelÂ” situation, are far superior to the very real and potentially deadly prospect of vacuum failure. And I donÂ’t care how proficient you are partial panel Â– you can get very dead that way. Case in point: a very well known Bonanza flight instructor (a BPPP instructor) and his family died in a low-overcast vacuum failure on takeoff accident just last year. The Governor Carnahan accident was another recent high-profile example. This risk should (big should) be less, but not eliminated, in the SR22. (IÂ’ll still have backup.)
My wife likes the Â‘chute. And, kicking and screaming, if IÂ’m night IFR over the mountains etc., I have to admit that my butt pucker factor will be a notch lower.
Go for it.