Designed out of an era when there weren’t many new aircraft coming from the stables of the accepted major manufacturers like Cessna, Piper, Beechcraft and Mooney,
the Cirrus was first conceived as a kit by builders and brothers Alan and Dale Klapmeier.
Kit aircraft in the 90s seemed to be the only ones showing new thinking in the way of aerodynamics and structures, favouring the modern, flowing shapes that composite design and construction can deliver over the established past of riveted aluminum structures with numerous angled shapes.
These new designs not only reduced the empty weight of aircraft but significantly reduced aerodynamic drag. Through both of these attributes, less horsepower was required, leading to improved efficiency and performance.
The SR22 design was developed along with the successful SR20. Both aircraft basically share the same airframe; only the engine fitted differentiates the two models and consequently the performance.
Where the SR20 is fitted with a normally aspirated 200hp Continental IO-360-ES, the SR22 is fitted with the IO-550-N, rated at 310hp. The Turbo SR22 is fitted with a twin turbo Tornado Alley normalised turbo system with intercooler that maintains sea level performance up to the maximum altitude of 25,000ft.
Absorbing that power is a Hartzell three-bladed composite constant speed propeller. The leading edges of the prop blades are made from titanium with the remainder of the scimitar shape made from composite. With the titanium leading edge, the blades are tough wearing, even on some aircraft that continually operate on grass and rough strips.
The large area blades are also handy as a speed brake when at idle in slowing down the slippery Cirrus.
The aircraft tested here, VH-SLS, is a SR22 Turbo GTS Generation 3. The SR22 is marketed in two models, the GS and GTS. The difference only being the level of fitted standard equipment. However, numerous options are still available.
All Cirrus come with the unique Cirrus Airframe Parachute System, (CAPS), an emergency parachute for the whole aircraft. The 55-foot diameter parachute is deployed by a solid fuelled rocket from its compartment in the rear fuselage behind the passenger cabin and is activated via a T pull handle in the ceiling above the front seat occupants.
The pilot manual lists the minimum altitude as 2000ft, but in fact it has actually been initiated as low as approximately 400ft with take-off power on when a young passenger pulled the handle to save his own life and the aircraft when his father, the pilot, collapsed and died at the controls shortly after take-off.
The handle is covered by a Velcro-fastened panel and safetied by a safety pin with an appropriate red tag that is removed and stowed before flight just like an ejection seat pin in a modern jet fighter.
Impact forces during a parachute descent are roughly equivalent to jumping off a two-metre high fence, and to further protect the occupants, the bottom of each seat is equipped with a crushable structure designed to crumple further to avoid back injuries.
The Cirrus is conventional in its layout – a low-high aspect ratio wing and a low elevator equipped tailplane, with the whole airframe constructed from various composites. The control surfaces are of conventional metal surfaces as these don’t need the strength required of load supporting structures. The metal controls actually weigh less than the equivalent composite surface.
The wing is constructed with two spars. The front spar is made from composites of carbon fibre and the aft of aluminum. The single front spar extends from tip to tip as a single structure, thereby giving maximum strength. Between the two spars are the fuel tanks.
The outer wing section is designed with a different aerofoil that forms a cuffed leading edge that allows the outboard section of the wing to remain unstalled at low speed.
The cabin is a strong capsule designed to withstand up to 26g impact forces. Entry is via twin doors on either side of the cabin that are hinged forward and upward like some modern Pininfarina-designed super car from Ferrari or Lamborghini.
Cockpit comfortability
Stepping into the Cirrus is via the steps behind the trailing edge and onto the wing before stepping onto the floor, avoiding the seat. Stepping on the leather appointed seat risks damaging the crush protection.
Unlike another modern composite aircraft today incorporating a safety cage structure, the seat is adjustable fore and aft with the use of a T handle under the front edge while the rudder pedals remain fixed. As the seat moves forward it also raises by way of the angled seat tracks.
Unlike most older US designs where the seat slides on a flat floor, the Cirrus design assumes that if you need to slide the seat forward, the occupant is short in statue and would also need some height boost. The front seats also hinge forward to allow access to the rear seats.
In all, the seating position is extremely comfortable, especially after the door is closed, which positions a handy armrest under your forearm with your hand falling naturally onto the unique sidestick.
Yes, a sidestick. Just like a modern jetliner or fighter, the Cirrus is controlled by way of a side-mounted stick that slides in and out of the corner of the lower instrument panel. The sticks are angled inwards approximately 45°, making for a comfortable grip after you rest your arm on the armrest on the door. Atop each grip are the press to talk switch, red autopilot disconnect button and a coolie hat style electric trim switch for both pitch and roll.
The whole cabin is luxuriously appointed with leather trim. Both front seats also have fold down cup holders just forward of each seat on the side wall. Behind the passenger cabin is a luggage compartment with a 60kg capacity that is accessed through a lockable door on the left side.
The lower centre console is dominated by a T-Bar style Power lever. Instead of a conventional throttle and pitch lever, the Cirrus is equipped with a single lever incorporating both functions. To the right is a conventional red Mixture lever. On the underside of the Power lever and easily activated by the pilot’s left forefinger is the go-round button which commands the autopilot to fly the published missed approach procedure when conducting an instrument approach, just like the big jets.
Behind the engine controls is the fuel gauge, displaying the contents of both wing-mounted fuel tanks. Further to the rear is the red tank selector with left or right positions; there is no OFF position.
On the forward part of the centre console is the keypad panel for controlling the Cirrus Perspective avionics and autopilot controls. In the centre is a highlighted blue button labeled LVL. Pressing this button will automatically engage the autopilot and return the aircraft to controlled level flight should the inexperienced VFR pilot become disoriented in IFR conditions.
The front office
To the old pilot in me, the first look at the SR22 cabin makes me wonder at the array of instrumentation arranged on the panel, let alone by those small side stick controls. The professional pilot in me however recognises the advantages of this type of instrumentation.
The Cirrus is not equipped with vacuum as this is no longer needed. However it does have dual batteries and alternators to power the array of equipment and provide back-up. There is a prominent red button between both screens that allows instant Display back-up should the unlikely occur.
The panel is dominated by the Garmin G1000 EFIS System. The G1000 is similar to the system that appears in a large number of new high-tech aircraft appearing these days from the stables of Cessna, Beechcraft, Mooney and Diamond. The difference with the Cirrus installation is that it uses the larger 12-inch screens compared to the 10.4-inch screens used in those other types with factory fitted avionics. Cirrus call it ‘Cirrus Perspective’.
Gone are the days where a stack of VHF Comm radios, Nav receivers, ADF, Transponder and, these days, a GPS, took up a lot of panel space, not to mention valuable weight. Now the whole suite can not only be accommodated but also controlled by a few press buttons on a centrally mounted keypad panel that controls all the navigation and communications functions required in a fraction of the panel space. In fact, a similar amount of panel space to the VHF radio in the Cherokee that I learnt to fly in nearly 40 years ago. Avionic integration is the key today.
As for the instrument layout, gone are the heavy vacuum powered gyro instruments that precess over time and circular analogue performance and engine instruments that actually leave lots of unusable space between those round holes in the panel. Instead, all the required information is displayed on two large 12-inch LCD screens placed side by side on the upper part of the panel.
The left-hand display is known as a Primary Flight Display (PFD), while the right-hand the Multi Function Display (MFD). As the name implies, the PFD displays the attitude, airspeed, altitude, vertical speed and heading of the aircraft overlaid on the synthetic terrain display.
The MFD displays the map, flight plan data, engine instruments, either expanded or compacted, Enhanced Vision System (EVS) or any other information the pilot may need to display.
Below the EFIS and located on a part of the panel that protrudes out slightly are the all important standby instruments – the only conventional round instruments. SLS is a full IFR-equipped aircraft. The standbys consist of an ASI, Altimeter and electric Attitude Indicator, with the standby compass centrally located at the top of the windscreen between the two sun visors.
To the sides of the panel are two eyeball air outlets that deliver conditioned air to capably handle the Australian climatic requirements. A further two outlets are also situated on either sides of the central avionic keypad. The controls for the air conditioning are situated on the far right side of the panel. They resemble those of any modern motor vehicle and are therefore very intuitive to use.
Add to that the savings on weight and power required, the modern EFIS system allows the display of a large amount of information – more than has ever been available before.
It is now up to the pilot to sift through the available information and filter out what is important for the time. The secret is to prioritise what is needed and don’t overload the information that is not required at that time.
To help with this, every new or used Cirrus includes a three-day training package on the Garmin G1000-based Perspective avionics so the new owner can be fully capable of using the system to its utmost capabilities. Yet another commitment by Cirrus to improve the safety and situational awareness of GA aircraft.
The Garmin G1000 system in the Cirrus incorporates the Synthetic Terrain system, Active traffic and in the case of SLS, a very neat IR camera system that shows the weather ahead, the runway and any wildlife that maybe in the way in the darkness of night. The camera is mounted on the underside of the left wing just outboard of the landing gear and gives a clear field of view forward. There are however some security aspects related to the purchase of this option; more on that later.
Flying the SR22
The day had come to fly the SR22. The forecast was for possible afternoon thunderstorms and intermittent showers all day with the cloud base dropping with in periods of 1000ft.
An IFR flight plan was prepared to fly from Archerfield (YBAF) to Laravale (LAV) to Grafton (GFN) to Gold Coast (OOL) to Jacobs Well (JCW) and back to YBAF. The plan was at FL180.
Boarding the SR22 via the side door as the rain started to lightly fall was an easy exercise.
Settling into the cabin was extremely comfortable and even with two beefy fellows there was plenty of head and shoulder room. And sliding the seat forward and up still gave more than adequate head room.
The Cirrus gains this head room by using a slightly rounded and squarer cross sectional shape compared to the similar looking Cessna Corvalis that has a round cross section.
The left arm fell naturally on the arm rest behind the side stick and the right on the leather upholstered centre arm rest glove compartment. The seat belt consists of a full double shoulder harness with integral air bags attached to the shoulder straps. The airbags protect the occupants under impact forces if flung forward against the instrument panel. Starting the Continental engine was an easy affair.
With an excellent view over the engine cowl, taxiing the Cirrus is simple with a castering nose wheel and differential brakes. The Multi-Function Display (MFD) showed the airfield map of Archerfield with a small aircraft symbol showing our position on the taxiway as we taxied towards runway 10L.
After the normal runup, we took to runway 10L for departure. Advancing the single power lever gave an instant acceleration and direction was easily controlled with the powerful rudder almost at the same time.
Take-off rpm is set by advancing the power lever to 100 per cent rpm, just like a jet. For those that are still accustomed to manifold pressure and rpm, these figures are also displayed in digital readouts below the analog/digital per cent RPM on the MFD.
Rotation occurred at 85kts and a smooth aft pressure on the sidestick was all that was needed. At a safe altitude and accelerating through 95kts, the half flap used for take-off was retracted and a climb via the Archerfield departure carried at 130 KIAS.
On entering the cloud at approximately 3000ft we decided to engage the autopilot and yaw damper using the IAS hold mode to reduce the workload. The autopilot adjusts the pitch of the aircraft to maintain the IAS that the A/P was engaged at. Passing 4000ft, we had a rate of climb of 900’/min at 130 KIAS, reducing to 400’/min by FL140.
The autopilot tracked the GPS track that was highlighted in magenta on the MFD and also on the CDI bar on the lower part of the PFD. A single press of the head knob moved the heading bug onto the current heading – a neat piece of housekeeping to help keep the pilot orientated.
As we approached 10,000ft transition, we readied the canular oxygen system for use. A simple ON/OFF switch on the oxygen panel situated on the lower centre pedestal controlled the flow of oxy from the composite cylinder in the aft fuselage to each mask outlet located in the ceiling. Each mask also had an individual flow adjuster.
As a matter of safety, each turbo Cirrus comes standard with a small monitoring device that is similar to those used by paramedics that clips over the finger and gives a digital LED readout of heart rate and oxygen saturation level. It is advised that this is checked regularly so that any adjustment of the oxygen flow rate can be made to avoid the subtle effects of hypoxia.
At transition altitude, a single press of the BARO knob selected 1013.2mb instead of having to wind the knob around.
After doing a little bit of dodging around some suspected cells detected on the stormscope and displayed on the MFD, we approached FL180 still climbing at 400’/min. During the climb we had energised the wing anti-ice system.
The leading edges of the turbo are made from aluminium and covered with numerous laser-drilled holes so that the alcohol can ooze out, thereby preventing ice from forming. The latest model of the GTS Turbo comes standard with this system and also a powerful LED light that illuminates the leading edge at night. This feature is called FIKI (Flight In Known Icing).
Levelling at 18,000ft, we accelerated to cruise speed, reduced the RPM to around 84 per cent. or 2500 rpm and eventually after leaning the mixture back to the recommended blue line figure on the MFD, we settled down to a cruise of 200KTAS and 17.1g/hr (60l/hr).
Safety first with Cirrus Perspective
We explored the Cirrus Perspective capabilities with some excellent examples of how it can make it safer for the private pilot. There is more than enough data to help make informed decisions about the route, terrain clearance and fuel monitoring. One neat example shown was a number of range circles based on present position, fuel available, wind, cruise speed and altitude on the MFD that showed where we could get to if required.
With a bit of judicious leaning we had the circle cover a flight to Canberra or at a pinch, Lord Howe Island. The shape of the circle was elongated to allow for the varying effects of the wind but only based on the current wind position.
Traffic around us, including a Jetstar A320 climbing out of the Gold Coast, was displayed to us through the Active Traffic System on both the MFD and PFD.
After turning the corner and tracking towards the Gold Coast, a descent was initiated to arrive overhead JCW at 3800ft for the commencement of the RNAV runway 28 approach into YBAF.
Selecting the approach from the data base in the computer and activating it was straightforward. The approach and the relevant vertical path was flown using the autopilot and monitored on the PFD as the aircraft flew through the magenta boxes that streamed towards it from the horizon.
After becoming visual with YBAF runway at approximately 1000ft in rain, we broke off and circled left downwind to land on 10L.
Using those large paddle blades of the prop at idle to slow made the job of getting back to flap speed easier. Half stage of flap was taken on downwind and the final full flap as we turned base. Visibility through the curved windscreen in the rain wasn’t a problem. Final approach was flown at 80 KIAS. In all, an excellent example of how the comprehensive avionics with twin GPS and twin AHRS made this a safe and economic flight.
On a recent trip back to Archerfield from Melbourne’s Essendon airport, SLS was able to cruise with two occupants at FL210 in three and a half hours block to block time. Quite respectable considering a domestic 737 timetable from either Qantas or Virgin is two hours and five minutes and you still have wait to check-in or collect your bags.
As the weather had been a little unseasonable following the drought conditions that Brisbane has been experiencing, a subsequent flight on another day was planned for photography. However, whilst carrying out this flight enroute from YBAF to Redcliffe, another excellent example of the safety aspects of the G1000 became evident.
Whilst transiting up the western edge of the BNE CTR using the excellent airspace display on the MFD, it was evident that another aircraft ahead of us was in fact infringing the zone. It was shown as a traffic symbol and clearly inside the edge of the airspace. Needless to say, shortly afterwards there was a call from ATC to the unidentified aircraft. Had he had a system like the G1000, no infringement would have occurred.
Also, this traffic was not only displayed to us on the two displays but also communicated to us aurally; “Traffic, one o’clock high, two miles”. Better than some wing men I’ve flown with.
It is this sort of avionics capability that ensures Cirrus maintain a quality design that relieves the pilot of the workload in a busy environment so that he can safely fly, navigate and communicate his selected flight plan. The old ‘Aviate, navigate, communicate’, the basis of safe flying, is made easier with Cirrus.
Buying your Cirrus
New Cirrus’s arrive at Cirrus Australia’s hangar in a container and over a period of eight working days are assembled and ready to fly. Naturally, the paperwork takes a little longer. The first stage of assembly involves fitting and aligning the horizontal tailplane in a jig the same as that used in the factory in the US.
After the tailplane bonding has cured, the fuselage is removed from the jig, the nose wheel is fitted and the whole fuselage is lowered onto the one piece wing assembly that already has all the wiring, undercarriage and control and electrical wires fitted.
After final test flight the completed Cirrus is delivered to its new owner. Cirrus Australia at Archerfield and a similar facility in the Isle of Wight in the UK are the only assembly facilities outside of the Duluth, Minnesota and Grand Forks, North Dakota factories that can assemble the Cirrus.
Although the Cirrus SR22 GTS is not exactly the cheapest aircraft around, it is comparable to those top of the line offerings from the established builders. Cirrus Australia don’t like to see themselves as competing with the likes of Cessna and Piper but rather as being an alternative offering that doesn’t fall into the same categories as, say, a mature design like the Cessna 182.
Cirrus is committed to making flying safe and as easy as driving a car. To this end, a number of owners don’t actually have a license but instead use a professional pilot to fly the aircraft for them while using the large cabin to do business enroute.
* My thanks to Steve Maltby and Adam Johnson at Cirrus Australia and Roy Dubickas at Sunland in their help in preparing this report and photographs.
Specifications
Wing Span 11.68m
Length 7.92m
Height 2.71m
Cabin Length 3.30m
Cabin Width 1.24m
Max Take off weight 1542kg
Empty Weight 1052kg
Useful Load 490kg
Usable Fuel Capacity 348ltr/251kg
Takeoff 313m
Takeoff over 50 ft obstacle 486m
Climb Rate 1400’/min
Max Operating Altitude 25,000ft
Stall Speed with Flaps 60 KIAS
Max Cruise Speed 219 KTAS
Max Range with Reserve @ 75 per cent Power 1713km
Landing over 50’ Obstacle 714m
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