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OptAir SR22-G2 Information

OptAir SR22-G2 Series Aircraft are similarly equipped as follows:

  • Avidyne Entegra PFD/MFD (latest v8)
  • Dual GNS430W (WAAS GPS, includes TAWS)
  • Avidyne DFC90 Autopilot (attitude-based with under-speed protection and flight director functionality)
  • TKS ice prevention
  • XM Weather
  • WX-500 Stormscope
  • L-3 Traffic Advisory System
  • JeppView (CMAX) approach charts
  • EMAX engine monitoring system
  • Honeywell TAWS on some aircraft
  • All required and most recommended SBs (e.i. upgraded CHT/EGT connectors)

SR22-G2 Performance

Typical performance data for the SR22

  • Cruise speed 160 knots at 3000 to 170 knots at 7000 – 12,000; a little more or less depending on weight, all at Lean of Peak operation with FF from about 14.5 gph at 3000 to less than 13 gph at 12,000.
  • Useful load: 600 lb in cockpit with 81 gal (full) fuel; 800 lb in cockpit with 47 gal (tabs) fuel.  Can do a 2-hour IFR XC with reserves and 800 lbs of passengers and baggage in most cases.  Almost impossible to get out of the CG range at any fuel or cabin load if there’s a pilot in the front and no more than 130 lb in the baggage (that’s the limit).
  • Climb:  can average 1000 fpm to 12,000 MSL at gross weight, though we usually cruise-climb at about 120 to 130 knots and 1400 to 600 fpm depending on altitude.
  • If you landed there you can probably take off.  Most takeoff distances are the same or less than landing distances over obstacles.  Can work with paved fields as short at 2000 feet comfortably at low density altitudes.
  • Max operating altitude: 17,500 MSL
  • And our favorite capability: there’s no gear speed.  You can cross the marker at 160 knots IAS, start to power back at 3.5 miles from the airport and comfortably slow down, land on the 1000 ft mark and get off the runway quickly…without even going to full idle and without shock cooling the engine if prepped properly…ATC loves it when you can beat the approach times of most airliners from 10 miles out to the runway.  There’s a reason the Cirrus doesn’t have speed brakes: it doesn’t need them.  And then we can fly around at 85 knots with the flaps hanging out and stay behind the Cherokee in the pattern ahead.

What else is there to like?

What’s not to like is more the question.

  • Big windows and a great view from any seat
  • Roomy
  • Very comfortable, sports car style seating.  Comfortable even on really long cross-country treks.
  • Ergonomic arrangement of stuff.  Back-seaters have a ton of legroom.  Arm rests are at the right place.  Knobs and buttons are in logical places and organized correctly.  Sportscar style semi-reclined seats help with comfort on long flights.
  • Ease of operation – single-lever power, no cowl flaps, no cross-over switches (automated system) in the dual electrical system…there’s little to mess up and it makes flying it fun.  We just manage engine power and temps (via mixture) and fly!
  • Balanced controls – this thing is really fun to fly and has a “stick to the sky” feel that is unique and captivating.  And controls remain effective through any power-off landing.  It flatters the pilot – the plane is simply graceful.
  • Incredibly capable and stable autopilot.  As much fun as it is to hand-fly, the autopilot is a super work load helper and can do just about anything besides land it.
  • Avidyne avionics are the Macintosh of glass cockpits:  what-you-see-is-what-you-get.  No buried menus.  The right default information on the screens.  Good font sizes.  And the 430W is arguably the best box Garmin ever made from an ease-of-use perspective, and it does everything needed for today’s IFR world of flying.  The end result?  All the right info is immediately available and the pilot can do a lot more looking out the window.
  • Spins around in small spaces with the nose gear castering…takes a little getting used to, but you’ll probably be annoyed by steerable nose-wheels after flying the Cirrus a bit.
  • And it just blasts along like the gear was up.  You won’t hardly notice it.
  • So – take a Bonanza sized cabin, mate that with the visibility of the Grumman Tiger (and ground handling also), put a laminar flow Comanche style wing on it (but better) with balanced handling and better cross-wind capabilities than anything out there and you’ve got a good start at a Cirrus.