Man hours updating jepp charts
Cirrus's advertising stresses the enhanced safety provided by the airframe parachute and the computer screens showing the airplane's position relative to airports, mountains, weather, etc.
The combination of novice pilots and a fast airplane resulted in a mournful accident record that was reflected in high insurance rates and recurrent training requirements similar to what you'd find on a twin-engine plane or pressurized single.
Most important variants: This review is based primarily on owning a 2005 G2 model SR20, picked up new at the Duluth, Minnesota factory in May 2005. The author has flown the airplane, christened N707WT, from Boston to Kugluktuk, Nunavut on the Arctic Ocean, down into Anchorage, Alaska, and then back to Boston. The author currently teaches in this plane, N707WT, at East Coast Aero Club in Bedford, Massachusetts (KBED). Where the article talks about "the SR20" or "the Cirrus," unless otherwise indicated it is a statement about the G2 model airplane (Avidyne glass panel; 6-cylinder Continental engine; 3000 lb. The Cirrus is remarkable for its cruise speed of 150-155 knots on 12 gallons per hour of fuel through its six-cylinder 200hp fuel-injected Continental engine. Adding an upgraded MFD, dual Garmin 430s, the deluxe autopilot, XM weather, a 3-blade prop, leather interior, and engine/fuel instruments on the MFD bumped up the total price to about 4,000.
(The latest G6 with all of the options would be closer to 0,000.) The things that distinguish the Cirrus from its competitors such as the Diamond Star DA40 and the Cessna 172/182 are the following: Cirrus has marketed its airplanes to generic rich people (i.e., nonpilots) with ads in generic rich people magazines, a strategy that Beech, Cessna, and Piper pursued in the 1970s but gave up when airplanes went out of mass production and yuppies decided that flying themselves around was too dangerous.
Aside from the parachute, the Cirrus has a fair number of pro-safety features: (1) modern 26G safety cockpit, (2) angled firewall on the G2 models (introduced Fall 2004) to encourage skidding rather than crunching on a nose-first landing, (3) four-point seatbelts (with airbags starting in 2006), (4) good visibility, (5) highly redundant electrical supply.
If the engine were to quit over water or the mountains at night, the parachute would be a nice feature indeed.Multi-engine planes don't have to be spin certified, and a lot of them are probably even nastier in a stall than the Cirrus, but very seldom are they sold to beginner pilots.A lot of single-engine four-seaters, notably Pipers and the Diamond Star, will just mush downward if you cut the power and hold the stick or yoke all the way back.Cirrus uses wet wings rather than an aluminum fuel tank tucked inside the wing.Any crack in the plastic from an accident turns into a fuel leak, and the planes have had a tendency to catch on fire after crashing, unlike Diamonds, for example, which have a welded aluminum tank inside their wings.