Rethought from the inside out, the G7 series—including the SR20, SR22, and SR22T—takes cues from the Vision Jet to simplify operation while incorporating added safety and luxury features. All three 2024 models have completed the FAA type certification process and are ready for delivery.

We took an exclusive first series of flights with the striking new G7 in the SR22 version in early December for a We Fly pilot report that will debut in FLYING’s Issue 945/February 2024, reaching subscribers later this month. Till then, we can share a few key details. Further reporting will follow in an upcoming issue of Plane & Pilot.

Central to the updates is the reimagined Perspective Touch+ integrated flight deck with 12- or 14-inch high-resolution displays, and twin GTC touchscreen controllers, to mimic the functionality and redundancy available in the Vision Jet SF50–and the ease of using a smartphone. Engine start has transformed into a push-button interface, preserving the ability to check mags and set mixture while making the process feel similar to that of the SF50. The updated automated flight control system (AFCS) incorporates smart servos and includes an optional yaw damper. 

Updated synoptic pages and streamlined checklists aid the pilot in monitoring both systems and procedures throughout all phases of flight. And the Cirrus IQ app gives the pilot remote viewing and control of certain aircraft functions. Cirrus Global Connect delivers worldwide text messaging, telephone service, and global weather.

It’s telling that Cirrus Aircraft looked up the model line to its Vision Jet to drive out complexity from its core single-engine pistons, sending its engineers on a journey to find ways to make the SRs as straightforward to operate as the jet. While that sounds like a contradiction, perhaps, pilots have opined about the complexity involved in stepping down from a light jet back into the high-performance piston world.  

To this end, Cirrus has introduced a new shallower menu structure in the touchscreen controllers, along with a scroll wheel for turning through the CAS-linked, on-screen checklists smoothly. Still on the ground, Taxiway Routing and a contextualized 3D Safe Taxi guide the pilot around complex airport layouts, decluttering and slewing the PFD imagery to match the airplane’s speed and position on the airport. In the air, the automatic fuel selection system automatically switches between fuel tanks every 5 gallons.

Additional Safety Features

Pilots will also find an improved flight control, incorporating a stick shaker function to piggyback on the other envelope protection features in the Perspective+ series, for enhanced low-speed situational awareness. Both the left and right controls vibrate to warn of an approaching stall condition.


Another new addition to envelope protection is flap airspeed protection. The system monitors airspeed to protect the pilot from accidentally deploying or retracting flaps when the aircraft is traveling too fast or too slow for the given flap configuration change. 

A Stylish and Functional New Interior

In addition to the magic up front, Cirrus also rethought the interior, taking a page from current luxury vehicles to incorporate a host of new features, including redesigned interior panels, dimmable task lights, and ambient accent lighting. 

More rugged cup holders, more pockets, and two center console compartments efficiently store your smartphone and other key things for better cockpit organization and accessibility. Powered headset jacks and lighted high-power USB-C outlets come positioned within easy reach of each seat. 


First SR20 G7 Customer

While only one new TRAC20 (SR20) G7 has been built, it’s already wearing its school colors—those of Western Michigan University College of Aviation in Battle Creek. The Broncos are longtime Cirrus flight training operators and will incorporate the new models into their aviation degree programs. The school will take delivery in the first quarter for integration into the flightline.

Pilots across the board can opt into several training options for the new Cirrus line, including the OEM’s recently released Private Pilot Program—taking a prospective pilot from first flight to certification in their new airplane.

“Our mission is to increase participation in aviation, so more people can benefit from the freedom, productivity, and joy it provides,” said Zean Nielsen, CEO of Cirrus Aircraft. “We have also developed a comprehensive ecosystem, providing global sales, flight training, maintenance, and support to ensure our owners have a seamless ownership experience. Our aircraft are truly designed with people in mind, and the new SR Series G7 is a testament to that philosophy. Our team and our aircraft provide a clear path to enter and advance within the personal aviation community by learning to fly and eventually transition to the Vision Jet with ease.” 

The post Cirrus Unveils the G7 Editions of the SR20, SR22, and SR22T appeared first on Plane & Pilot Magazine.

Despite these built-in challenges, designers in decades past succeeded in creating a handful of excellent family planes; that is, ones that are roomy enough for everyone in the modestly sized clan, are fast enough to get somewhere and have good enough range to cover a lot of ground between fuel stops.

Here’s our list of some great used planes for pilots looking to fly the fam.

Grumman Tiger

This is one plane you probably didn’t expect to see here, but it is a great family plane—so long as the kids are still little, that is. It’s easy to fly, has fantastic visibility, has room for bags (so long as the packing planners are prudent), and is both fast enough, around 135 knots, in my experience, and comfortable enough to make a good cross-country platform. This type was, in fact, the first family plane I ever flew, and I flew it a lot. For our typical missions, which were to take two grownups up front and two little kids in back, on trips of 500 to 750 nm for vacation or a quick trip to see relatives, the Tiger was ideal. The visibility is to die for, the fuel economy with a Lycoming O-360 is just fine, and the interior is plenty roomy. Plus, the Tiger is a relatively affordable buy in today’s high-priced used plane marketplace. Alternatives: Cessna 172RG; Diamond DA40.

Piper Cherokee Six/Lance/Saratoga

Piper’s six-seater, introduced in the 1960s, looked pretty much like what it was, a stretched-out version of one of Piper’s wildly popular, four-seat PA-28s. And then some. The “then some” part is critical here because Piper designed the plane right. Instead of merely giving it a stretched fuselage and a couple more seats, Piper’s designers gave the PA-32 a big double door in back, which made loading passengers and gear that much easier. They also added the club seating option, so the second and third row of seats faced each other instead of all facing forward, which is ideal for hauling stuff around, even without removing the rear row of seats, or for an adult in one of the rear-facing seats to keep an eye on the young’uns. The PA-32 was a popular plane and one that came in a variety of flavors over the years. There was the original 260-hp, all-forward-facing-seats version; the 300-hp model with and without club seating; a retractable gear model; and a T-tail version, too. The retractable gear models are fast, around 160 knots, compared with closer to 145 for the 300-hp fixed-gear Cherokee Six, and as is the case with many Piper models, the production run of the PA-32 spanned the era of the fat, squared-off wing (the Hershey bar wing) and the later, tapered airfoil. Regardless, all of them are excellent family flyers, which, again, I know from experience, as we flew PA-32s for years (including one that we owned with a couple of partners) and traveled far and wide with it as the kids got bigger. Alternatives: Beechcraft A36 Bonanza; Cessna 206.

Cessna 182 Skylane

So much has been written about the Skylane, and for good reason. It is one of the most popular planes in the history of aviation, both in terms of numbers built and capability. There’s very little the Cessna 182 can’t do, and one of the things it excels at is hauling a good load, doing it with decent speed and excellent flying manners. While Cessna introduced the stretched, six-seat 206 Stationair for those who needed even more room and hauling ability, for many families (ours included), the Skylane was plenty of airplane. It’s not the fastest plane out there—I used to flight plan for 135 knots and be pleasantly surprised if it was closer to 140—and so long as the load was balanced, it handled like a charm even when loaded to right around max takeoff weight. Earlier Skylanes were outfitted with the six-cylinder Continental O-235, and later ones are powered by six-cylinder Lycoming IO-540; they’re both great engines. If you can make do with four seats instead of six, the Skylane is a tough plane to beat for economical family flying. Alternatives: Piper PA-28-235 Dakota/Pathfinder; Beech V35 Bonanza; Maule MX-7.

Beechcraft A36 Bonanza

For many years, Beechcraft singles were the epitome of high-end personal flying, and with the introduction in the mid-1960s of the six-seat A36 model, Beechcraft (today owned by Textron Aviation) created what might be the perfect piston-powered family transportation plane. The A36 Bonanza simply checks all the boxes. Like the Cherokee Six, it features a sizable side door for rear-seating passengers to get into and back out of the plane. Club seating is standard; it’s roomy for the first four seats and passably roomy for the back two, and it’s both fast (around 170 knots) and long-legged, with a max range with the larger fuel tanks topping 800 nm. And the Bonanza just exudes a sense of high style while putting in the work. The A36 was never a cheap option for those looking for six-seat family cruisers; it just might have been the best one. Alternatives: Piper Saratoga, Piper Malibu.

Cirrus SR22

Even though not many pilots think of the Cirrus SR22 as a family plane, a lot of Cirrus pilots do, and their missions back up the belief. This is well known to the company, which markets its planes through its “Cirrus Life” brand initiative. The idea is that when you buy a Cirrus, you’re not just buying a plane but also a lifestyle. The program clearly resonates. The SR22, after all, has been the best-selling plane in the world for many years in a row now, and part of that is that it gets flown a lot. Just listen on center or approach frequencies for the small planes flying about; a lot of them are Cirrus SR22s. The plane is fast, remarkably roomy and sophisticated to beat the band. It also, and this should not be underestimated, features a whole-airplane recovery parachute system, a feature that clearly gives other family members enhanced confidence in the experience. SR22s are not, however, cheap. With brand-new ones going for around a cool million, they are a premium product, but they make good on that purchase price by delivering a premium experience. Alternatives: Cessna TTx; Mooney Ovation.

TBM

While we’re talking high-end singles here, we’d be remiss to not mention the TBM series of pressurized, single-engine turboprop planes. These are extremely expensive planes, both to buy and to operate. But the rewards are breathtaking. The configuration of the TBM series is very much like an upsized version of the Bonanza A36 or Piper Cherokee Six, with two seats in front and four seats in back in a club-seating configuration. But apart from the basic layout, the TBM is a whole other animal. It is a much more complex aircraft to fly, with systems that don’t exist on any of the other planes in this roundup. Those include (but are not limited to) pressurization and a turboprop engine, and the cost of upkeep and fuel is much greater than the priciest piston single. But the rewards again. A cruise speed, depending on the model, of between 285 and 335 knots, the ability to tool along at the flight levels in pressurized comfort, luxurious interiors and, in later models, sophisticated electronics. If you can handle writing those checks, what’s not to love? Alternatives: Piper Meridian; Piper M600.

Valuable flying lesson learned: Pilot Experiences Engine Failure on Family Vacation

Going Direct:  The Future of The Light GA and The Four-Seat Family Plane

Our Top 25 Planes Of All Time: Is yours on the list?

The post The Best Family Planes appeared first on Plane & Pilot Magazine.

After having successfully completed several solo flights in the Cirrus SR22, I entered the next phase of my private pilot training: cross-country navigation. My concerns as a student pilot in a glass-panel cockpit were twofold: would the state-of-the-art avionics be overwhelming; and if not, would I become so dependent on them that I wouldn’t be able to navigate with an “old school” sectional chart?

Avidyne Entegra’s primary flight display (PFD) contains the standard “six-pack” of instruments, and the multi-function display (MFD) has an abundance of information, from electronic checklists to moving maps, airport charts and engine monitoring parameters. “Learn to fly first,” advised several pilots. “Then you can figure out all that fancy stuff.” But was there anything wrong with doing both at once?

Dual Training
My instructor, Liz DeStaffany, selected Big Bear City Airport, 80 nm east of Justice Aviation (our flight school at Santa Monica Airport in Southern California), as the destination for our first dual cross-country trip. At an elevation of 6,750 feet on the opposite side of the Los Angeles Basin, Big Bear would provide a good learning experience through congested airspace as well as an introduction to mountain flying in the Cirrus.

In spite of the flight management system’s “fancy stuff,” I still had to—of course—plot my course on the sectional and write out a navigation log, calculating headings, speeds and fuel burn based on wind reports from a weather briefer. In flight, I could later compare my estimates to readings on the PFD and MFD. The Big Bear AWOS was reporting density altitude as 8,500 feet, but even with full fuel, our 310 hp high-performance aircraft was well within its performance capabilities.

Our planned route went under Class B airspace, through Class D and over Class C. This would necessitate a few quick climbs and descents, which the SR22 could handle easily, but most importantly, it would require accurate situational awareness. Although the dual Garmin 430s take some getting used to, they’re extremely useful tools that provide a wealth of information. Navigation and flight plan information entered into the GPS/Nav/Comm units cross-feed into the Avidyne system, which displays corresponding data such as airport diagrams on the chart page of the MFD, and overlays the direct course on the PFD’s HSI. In addition to selecting radio and VOR frequencies on the 430s, I input a flight plan to Big Bear, creating waypoints from en route airports listed in my navigation log. This would help in making precise position reports on the radio.

Feeling confident, I preflighted, started the engine, and we were on our way—or were we? As the MFD came to life, an unfriendly red circle glared from the moving map: a dreaded TFR, which hadn’t been mentioned by flight service. The Avidyne system, which receives real-time information via satellite, will sometimes display TFRs early. To be sure, we confirmed with the tower that the TFR in question hadn’t yet been activated. Better safe than sorry!

Once airborne, it was great to have the moving map in the congested airspace of the Los Angeles Basin—but, as tempting as it was to rely on it, I tried to think of it as a bonus. Every once in a while, Liz would turn the map off to drive home the point that students should know where they are, independent of avionics.

Skywatch traffic alerts (displayed on both the Avidyne and Garmin 430) were reassuring, although it was frustrating that they constantly defaulted to filter for “above” traffic only. I often forgot this, falsely assuming that my previous setting of “unrestricted” was still selected and that the traffic displayed was a complete picture.

Leaning the mixture in the Cirrus is straightforward and precise, via the “lean assist” tool on the MFD’s engine page. As you lean, it indicates when the first peak has been detected, and simple messages guide you toward the correct mixture setting, be it for best power or best economy. Once the engine lean setting is established, you can select a view of “normalize” (which displays any ensuing variations) or “absolute” (which displays actual temperatures).

After the successful leg to Big Bear, Liz instructed me to perform a short-field takeoff on departure, because of the density altitude and surrounding mountains (even though the runway was a lengthy 5,850 feet). Holding the brakes, I applied full power and anticipated a lot of right rudder upon release. On the takeoff roll, we reached 60 knots almost immediately, but acceleration to Vr (70 knots) gave an illusion
of slow motion. I climbed out gradually, for added safety.

On the way home, we used the inverse function on the Garmin 430—one of my favorite features—to reverse the flight plan. This eliminated the need to reenter each waypoint manually, a sometimes painful process. With the sun in our eyes, we couldn’t discern haze from clouds, but we verified our weather briefing via the MFD’s satellite datalink, which overlays NEXRAD, METARs, AIRMETs and SIGMETs on the moving map.

Going Solo
When the time came, Liz chose Paso Robles Municipal Airport (146 nm northwest of Santa Monica) and Mojave Airport (126 nm east of Paso Robles) for my long solo cross-country flight. One of the perks of the SR22—because of its high speeds—is the option to cover longer distances during training, exposing the student to more real-world conditions.

Although my flight plan was in the Garmin 430, I made sure to keep a finger on the good old sectional chart to practice pilotage skills. I double-checked my work with the moving map, and navigated using a combination of landmarks, VORs and the GPS course. At around 70% power, groundspeed was approximately 160 knots. Although many Cirrus pilots rave about the autopilot, Liz always had me fly by hand. The cross-country legs allowed time to master the trim, which I had struggled with in the beginning of my training.

Nearing Paso Robles, I monitored CTAF and ASOS to determine which runway was active. No matter how much Liz and I had studied uncontrolled airports, I still had nightmares about messing up the pattern. But thanks to the PFD’s wind indicator (which shows wind direction and velocity), I confirmed the best runway. After completing the before-landing checklist on the MFD, I announced my intentions and touched down with a sense of accomplishment.

But my excitement was short-lived, as it became apparent that all of the tiedown spots at transient parking were taken. Setting the record for the world’s slowest taxi ever, I eventually scored a spot when another aircraft departed. After a stop at Matthew’s at the Airport (www.matthewsattheairport.com) for a sandwich (delicious—no wonder parking had been full), I departed for Mojave. Once airborne, I treated myself to music on the XM Satellite Radio, which is controlled via remote control and automatically silences for radio transmissions.

Short final at “America’s first inland spaceport” was an impressive sight, with countless airliners stored in the dry desert and tire marks telling tales of pioneering airplanes such as the Global Flyer and SpaceShipOne. Unlike Paso Robles, there were no other aircraft at transient parking; it felt as if I had arrived at an aviation ghost town populated with sleeping 747s.

As I relished the solitude, an out-of-nowhere roar erupted from a MiG fighter jet zooming low to the ground at top speeds. It repeated the pass several times as if to perform a private air show. I didn’t want to leave this land of mysterious jets, but there were still 64 nm of the return leg beckoning my call sign. As the Cirrus and I lifted off, we rocked our wings to the dormant giants below and turned toward home.

Although some of the fears I once had about training in a Cirrus SR22 did surface, it became apparent that they were conquerable. A faster aircraft is more challenging and requires extra training, but students learn according to the level of their aircraft. (And if it’s going too fast, pull back on the throttle!) The Avidyne Entegra is not a video game, but a great resource from which information can be pulled, as needed. When all was said and done, the hardest part of my solo SR22 journey had been finding an available tiedown at Paso Robles on a nice Sunday afternoon!

Back at Justice Aviation, Liz and I discussed the upcoming portion of my training: preparation for the big checkride.

The post Learning To Fly In A Cirrus SR22 Part II appeared first on Plane & Pilot Magazine.

According to Cirrus, the all-glass panels in their planes make learning to fly easier and safer than with the round gauges that pilots have used almost since the beginning of aviation time. We weren’t so sure, so we put their claims to the test. I was to earn my private pilot license in a Cirrus SR22.

All of my previous time had been logged in old taildraggers, so to have a reference point, I switched to training in a trusty, time-tested Cessna 172. After completing enough instruction to solo several times, I then moved into the SR22. Transitioning from a forgiving 160 hp student trainer to a high-performance 310 hp aircraft was questioned by some of the old-timers. On more than one occasion, experienced pilots told me I was asking for trouble. “That’s way too much plane,” echoed all around. I began to have my reservations.

During my first lesson, however, my fears were quickly overridden by awe. Cirrus boasts that its next-generation airplanes are paving the way for the future. Well, the future looks good! With an interior that screams “sports car,” the new Cirrus comes standard with an
Avidyne Entegra glass panel, a side stick fit for a fighter pilot and even an iPod hookup. Sitting left seat in this $350,000 state-of-the-art wonder, I started to feel better about my decision. Besides, if it’s good enough for Angelina Jolie!

Preflight inspection on an SR22 is standard, except of course for the unusual ballistic parachute system. (In the event of a severe in-flight emergency, pull on the overhead red handle, and a solid-fuel rocket will launch a 55-foot parachute from the aft fuselage.) The checklist instructs you to simply remove the handle’s pin, and the system is armed. As a student pilot, the additional safety is comforting, although the manual’s warning that you’ll meet the earth with “the equivalent of ground impact from a height of approximately 13 feet” puts everything in perspective.

On the ground, visibility was excellent. Liz DeStaffany, my instructor at Santa Monica’s Justice Aviation, reminded me again and again to stay off the brakes to avoid overheating them. I hadn’t given much thought to this in the 172, and it was a hard temptation to resist. Ground maneuverability was excellent, thanks to a castering nosewheel. The aircraft can just about turn around on a dime, a nice feature when faced with the alternative of pushing a not-so-light (3,400-pound gross weight) aircraft into its tiedown spot.

The true test began on the takeoff roll: smooth application of power and right rudder! What qualified as a lot of right rudder in the 172 didn’t come close in the Cirrus. The torque generated by the 310 hp Continental IO-550-N driving a three-blade Hartzell propeller demands a great deal of rudder to hold centerline, but it’s easily managed. The wheels left the ground and we climbed powerfully and decisively.

As is true for any high-performance aircraft, there’s more going on in a shorter amount of time and at higher speeds than in a less complex airplane. This can seem overwhelming at first, especially to a student. The aircraft cruises at 185 KTAS, but for training purposes, we flew at 55% power.

For the uninitiated, the Avidyne Entegra flight management system can appear intimidating. However, as my instruction progressed, the at-first disjointed pieces began to come together. I learned to glance down at the rolling tapes on the PFD, and although the MFD contained more information than a student requires, I used what I needed. In the pattern I preferred the engine page, and away from the airport, the map page. I’d select a useful checklist to match the stage of flight, and on the dual Garmin GNS 430s, I would—“Look outside!” Liz reminded me. With all the amazing avionics, you quickly learn how to divide time appropriately between the inside and outside.

The side stick, which frees up space otherwise occupied by a yoke or conventional control stick, feels natural, but the electric trim takes getting used to. “Use little flicks,” coached other Cirrus pilots, “and think like a jet pilot.” Students often wind up chasing an aircraft with trim, but the sensitivity of the SR22 taught me that you need to hold the plane where you want it, and then use the trim to alleviate any pressure.

Landings were straightforward and not particularly difficult, using minute inputs. I crossed the numbers at 80 knots, pulled power to idle in the flare, and held the nose off—enough to let the plane settle smoothly, but not too much to cause a tailstrike. With 310 hp, the SR22 obliges its pilots to manage power properly, more so than in a forgiving 172.

Certain tasks that I had performed well in the 172, however, seemed to be sloppy in the SR22. It was a challenge holding altitude during steep turns, the digital turn coordinator was confusing, and my eyes were all over the cockpit. The Cirrus reacted more quickly to control inputs than I expected.

As with anything, practice makes perfect. With each flight, I became more and more comfortable. I stopped relying on the backup round gauges and I flipped through pages on the MFD with ease, while remembering to “look outside!” The rush of information slowed down, and even the time in the pattern magically lengthened. Suddenly, I didn’t feel hurried on downwind with the before-landing checklist. I flicked the trim, and controlled the plane. Most importantly, I learned to think fast and pay attention to details. A moment’s inattentiveness in a 172 may escape consequence, but in the SR22, that’s less likely.

On the morning of my solo flight, I flew one touch-and-go and one full stop with Liz and Rachel Tanzer, a pilot for Cirrus. After they left the plane—I couldn’t wait—I grinned while talking out loud: “airspeed, centerline, oil pressure in the green, rotate.” The Cirrus and I raced upwards. Also in the pattern was the same 172 I had previously soloed, and, well, it seemed so slow!

Underneath its fancy electronics, the Cirrus SR22 is still a plane—just like a Cessna 172—that adheres to the laws of aerodynamics. Learning to fly in a Cirrus SR22 is not unthinkable. In fact, it’s quite feasible. The aircraft may demand more, but it will provide greater rewards. A student challenged by a high-performance plane is forced to think quicker, stay ahead of the plane and manage time and power effectively. The end result is improved piloting skills.

And besides, the SR22 is as cool as a plane can get. It exudes speed and grace just sitting on the ramp. During a lesson at Catalina Island, several pilots enviously commented on what a great plane Liz and I had. They mistakenly thought we owned it. “Thanks,” we said, smiling.

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