2009 Cirrus SR22
We fly the latest SR22 from Cirrus Aircraft and try out its long list of phenomenally cool safety features.
By Robert Goyer
Photographed by Cirrus Aircraft
April 2009
Cirrus Aircraft has introduced its lineup for 2009, and the new airplanes come with some very impressive available features. The big news is a known ice protection system, but there's a raft of other recently announced upgrades, too, with a whole host of advanced acronyms available, EVS, SVT and FIKI, among many others, making the SR22, for the time being, the most technologically sophisticated production piston single-engine airplane in the world, by a nose.
And Cirrus can rightfully brag about its commitment to innovation. The parade of new technologies Cirrus has brought to its high-performance fixed-gear single is mind-boggling, at least based on what we all thought we knew about small airplanes 20 years ago. And customers are demanding it all, and they're paying a pretty penny for it, too. The top of the line Cirrus, the Turbo GTS with all the options, goes for around $650,000, though lower priced and still remarkably well-equipped models can be had for less.
Straightening Out the Cirrus Lineup
As the Cirrus list of options has grown, the designations for the various models have gotten confusing for many customers (and journalists). Recognizing this, Cirrus has created a trio of classifications for both the SR20 and the SR22, splitting its lineup into the "S," "GS" and "GTS" option package groups. (Some options are not available on the SR20.)
The "S" seems as though it might stand for "simple" or "standard," but these airplanes are still nicely equipped. They feature 10-inch displays and the S-Tec 55SR autopilot. These are the airplanes that Cirrus has traditionally sold to flight schools and other fleet operators.
The "GS" group is a step up, and boasts 12-inch screens, the S-Tec 55X autopilot, basic ice protection (more on that distinction in a bit) and some higher-end interior and exterior styling touches.
The top of the line is the "GTS," which adds dual AHRS, the Garmin GFC 700 autopilot, synthetic vision, enhanced vision, known ice protection, and top-of-the-line interior and exterior options. These are the airplanes that most customers order.
Flight Into Known Icing
The biggest news is that Cirrus now offers a certified flight into known ice (FIKI) TKS system for its SR22 lineup. The system is a $24,500 increase over the basic ice protection system, which is standard on the GS and GTS models.
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The 2009 SR22s feature an all-new interior, with available Alcanterra leather seats, suede headliner and carbon fiber accents throughout.
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The purpose of any anti-ice/deice system requires little explanation. In a nutshell, it's there to keep the airframe clear of ice so the aerodynamics (and pilots' view out the window) are as unaffected by the buildup as possible. This is, as with much in aviation, much easier said than done. And as with so many things, it's how the new system does it that counts. The details make all the difference.
As you probably know, the SR22 has been available with a noncertified TKS ice protection package for several years now -- Cirrus now refers to this system as its "basic" TKS package. To get that system approved, all Cirrus had to do was show that its installation didn't introduce any hazard to flight.
Just what good does a nonapproved system do for a pilot? Good question. In terms of what it does for you in terms of ice protection, well, the answer is very complicated and ranges from everything required to not nearly enough, depending on the severity of the conditions and the outcome of the flight. Despite flying SR22s in some of the iciest parts of the country over the years, my firsthand knowledge of the subject is minimal. I have asked a lot of SR22 drivers what their experiences have been, and they've had a lot of reassuring things to say about the nonapproved TKS system as installed on previous SR22s, as well as a few not-so-reassuring things. (The basic system will still be available even after the introduction of the FIKI system.)
But what a nonapproved system does for you from a regulatory point of view is easy to answer: nothing. There are few issues in aviation that are more controversial than what constitutes "known icing" conditions, and even the FAA over the years has waffled on the point. But the bottom line is, only a known ice approved system keeps you legal when you encounter icing conditions. A non-approved system, on the other hand, might keep you safe, but if you have an ice-related incident or emergency, it won't protect you from enforcement action.
A certified system, on the other hand, keeps you legal.
The second and more important part is, it undoubtedly keeps you safer, too.
The new TKS system was designed jointly by Cirrus and TKS manufacturer CAV Ice Protection Ltd. It's not just a beefed-up version of the former TKS system on the SR22 but a whole new system with upgraded components throughout. This includes the panels themselves, laser-drilled titanium units that can deliver more anti-icing fluid more quickly. There's also more coverage, with longer panels on the wing leading edges, a panel on the vertical tail and mini-panels on the mass balance on the elevator and on the wingtips. On the leading edge is a heated stall vane/angle of attack sensor, and an automotive style spray unit keeps the windshield clear. LED-powered ice lights on either side of the fuselage illuminate the surfaces, so you can see how it's going even at night. As on the previous installation, a slinger ring protects the prop.
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Copyright @ 2009 Bonnier Corp. All Rights Reserved. Reproduction in whole or in part without permission is prohibited.
