I’ve been looking for a trade-up from our group owned Warrior for some time and had narrowed down the choice to either a TB20 or a Commander 114B. Then someone mentioned that I should consider an SR22. It hadn’t even occurred to me due to the initial cost but now that I’ve had a better look around, there do indeed appear to be some G2’s coming on to the market in the region of £120 - £150k GBP.
My questions are therefore about the real-world (ie not straight from the POH) figures and experience of the G2.
What sort of fuel consumption do you get both LOP and ROP at different speeds?
I’ve heard the Avidyne suite can be problematic ?
How much do the performance figures differ between the 20 and 22 for, say a (theoretical) indentical trip doing the same speeds?
Hello, Ian! I have a 2006 SR22 G2 so I’ll give you my input on a couple questions. First, most Cirrus pilots fly LOP. My FF varies from around 13.6 gph at lower altitudes around 5000’ to 12.5 gph at 9-10000’. I fly at 2600 rpm.
My Avidyne has worked great with no problems. I have had to fix both GNS 430’s however due to display issues.
Can’t compare 20 to the 22. I will say that I’ve been very happy with my airplane and I wish you luck in your purchase decision.
Not to get too technical, but when you ask what IAS one is getting at any particular power setting, I think you will be able to get a better feel in comparing planes by looking at TAS (True airspeed) rather than IAS.
In the above example, running LOP at 13.6 gph in an SR22, that is about 65% power and will give you a TAS of about 165 knots give or take a few depending on conditions.
Ian
I have an 04’ SR22. I have had no issues with the Avidynes or any avionics for that matter (knock on wood). I also run LoP and I consistently see 170-175 knts at 9,000-10,000’ on 12.5-13.5 GPH. I love my Cirrus, best plane I have owned or flown!
When comparing the 20 & 22 speed is the smallest factor. The 22 maintains good climb performance even at higher altitudes. On approach, if you get low, the power is great. An example is going into a mountain runway where a downdraft off the approach end has gotten you low. Performance on hot days is another big difference. The 20 is a nice plane but the extra cost to get a used 22 is often small and well worth it.
Compared to the planes you are looking at, the Cirrus would be an excellent choice. Where are you located? I am sure you could get a ride. I would suggest at least some of your club fly each of the planes you are looking at.
The fuel numbers people have posted are accurate, but only part of the equation.
Pilot’s like the Cirrus planes for speed, handling, and all around performance.
Passengers like the plane because of great view, comfort, and parachute.
The side yoke is an easy transition, if i had a small club/partnership i would suggest getting the Cirrus, then transition training together in Las Vegas. You could combine Sim time + flying, and would hopefully then be all on the same page regarding operation + it would be fun learning as a group.
Just saw that you are probably in England, so Vegas would be a little far away… I transitioned from a steam gauge Cherokee 180 to a Cirrus SR22. The learning curve is mostly getting used to the speed, engine management, and glass panel.
I am based in Holland, feel free to come over and experience yourself…
To answer:
I see 165-170 KTS TAS from 500ft - FL170 at 14,5 - 11 USG/hr on my 2004 G2
I have had no issues with the Avidyne. Consensus on this board seems to be that Avidyne has had some customer service issues, but are improving. I have never had an issue with the suite
I do not think I understand your third question. At the same speed the performance would be the same?
If you look for cheap performance: get a G1 SR22 with a 6-pack; best value. From there on it is up to the newest FIKI planes for “just a tat more”…
Looking at your alternatives: I looked at a TB20; better payload, slightly less performance and old technology. I did look at a 114, but very quickly discarded it: heavy, slow and difficult to maintain, if only because of the fact that there are not enough flying around to have a solid dealer network…
My take would be: if you don’t need the additional payload of a TB20, then opt for a '22
living in the uk, at this juncture, I’d hold off until after Oshkosh to see what Deltahawk announce. they were talking in the past about getting an STC for the SR20 which would allow their diesel turbo engine to be fitted. based on the marketing gumph this would deliver SR22 NA beating performance whilst burning cheap Jet A1.