It was an easy call. Whenever someone asked which piston-powered airplane would be the first to feature Garmin’s Emergency Autoland as standard, my answer was always the Cirrus SR series. Having flown every version of the SR20 and SR22 since the late 1990s, one thing is clear: Cirrus has been on a quest to make these airplanes incrementally better with every update.
And no matter what you think of the current airplane’s eye-watering price tag, it’s tough to argue that the latest 2025 SR G7+ isn’t the best version yet. With Garmin’s Autoland (Cirrus calls it Safe Return), smarter avionics that make it nearly impossible to commit a runway incursion or run out of fuel, plus redesigned interior appointments and ergonomics that cater to pilots and passengers, buyers get bragging rights to the safest and most capable single-engine piston airplane on the market.
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Flying Sports Sedan
That’s always been a good analogy when describing a Cirrus—and the latest G7+ certainly fits.
The cabin was redesigned last year when Cirrus introduced the G7, and I think it’s the most luxurious to date, with an optional personalization trim, including the Xi Design Studio package. Some interior components in the upgraded trim have carbon fiber components that save weight and simply look good.
Still, even the base-trim normally aspirated G7+ model FLYING flew for this report had an interior that mimicked something made by Porsche or BMW. Tip of the cap to Cirrus for setting what we think is a high standard in both exterior paint finishes and interior styling. Then again, buyers expect it just as they do when spending big for high-end vehicles.
That works well for selling the airplane to nonpilots, of course, but we could tell that Cirrus put some good thought into the latest generation model. It’s the little things that add up to make the airplane easier to live with.
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This includes a redesigned instrument panel glareshield that provides much better visibility outside compared to previous models. There’s also an improved climate control system placed just below a storage compartment with USB-C ports that’s a handy spot for stashing a smartphone and other stuff. There are airbag seat belts, 60/40 rear seating for five, powered headset jacks, lighted USB-C ports at each passenger seat, illuminated cup holders and storage areas, and perhaps best of all—the redesigned interior offers more legroom. The G7+ cabin is a comfortable and modern dwelling.
Cabin ventilation and cooling from the air conditioning worked well on an 80-degree-plus day with a sun-splashed cabin, with the eyeball air vents placed at every seat in the cabin.
There’s built-in oxygen with a redesigned overhead O2 manifold that interfaces directly with the avionics. And working with system automation is key, especially for pilots building experience for climbing the ranks.
Cirrus maintains the latest SR22 is designed for an easier transition for buyers who might step up to the company’s SF50 Vision Jet, and it redesigned the G7-series cockpit as a primer.
Anyone who is familiar with the previous SR series will immediately notice the new Garmin Perspective Touch+ flight deck, which includes larger 14-inch dual screens that can be configured for split-screen viewing, which puts a lot of data in one place. Surprisingly, these main screens aren’t touch controlled, but maybe they don’t really need to be because most of the data is entered through dual touchscreen controllers just as it is in the Vision Jet.
This might be one of my favorite changes to the G7+ because I never completely got along with the mechanical FMS keypad controller in previous Perspective models. The new touch controllers are a huge step forward partly because if you’ve used Garmin’s GTN-series navigators, the feature set, icons and control logic in the touch controllers should be familiar.
Still, there’s a lot going on in the G7+ flight deck, and a significant part of the transition training will focus on the Perspective Touch+ system. This includes programming the embedded autopilot, FMS, and developing a logical workflow for IFR flying.
Taming the Workload
Cirrus made some smart design choices with the latest SR that help reduce the pilot’s workload—essentially a form of pilot-proofing.
First, Cirrus reworked the bolster panel (the row of rocker switches below the PFD) and added a scroll wheel for running through the onscreen checklist. The pitot heat rocker switch has been removed from the bolster panel because the airplane now has a Smart Pitot heat system, which is important for when the Safe Return system takes over because the pilot might not be able to hit the switch. With Smart Pitot heat, it automatically comes on (under engine power) when the temperature is below minus-5 degrees Celsius.
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I think Cirrus always designed the SR’s fuel system to be simple, and the latest model is as easy as it gets. The left/right/off fuel shutoff and selector control are now under a liftable cover placed just aft of the throttle. New for the G7 series is automatic fuel tank switching (92 gallons of 100LL fuel is usable), which, based on fuel flow, switches tanks after every 5 gallons is consumed. Open the fuel selector access door and the system goes into manual mode, where you can switch tanks the old-fashioned way.
Other excellent tools for reducing workload are utilities that have on-screen engine, fuel, and electrical system synoptic pages. With the fuel synoptics, there should never be any question about fuel status because you can eyeball the schematic on the MFD to verify which tank the engine is drawing from. The electrical system pictorial is a snapshot of the main and essential bus, so you can see precise voltage and current draw. The G7+ sports an EarthX lithium battery that saves nearly 20 pounds from the old lead acid one, and the electrical synoptic diagram shows the battery’s stats, including temperature.
Speaking of checking status, it’s worth mentioning Cirrus launched the latest version of Cirrus IQ PRO in the G7+. With this app, you dial into the airplane with the IQ PRO app to check fuel and other synoptics, plus manage inspections and maintenance, review flight summaries and access an approach score to see how well you flew the last approach to landing. The basic version of the app allows you to remotely check the health of the aircraft by viewing fluid levels, battery status, and flight hours on your phone or on the My Hangar online portal. It also enables automatic database updates through Garmin’s GDL 60 PlaneSync connected aircraft management system.
Flying It
With so much attention placed on airport surface safety and the heightened awareness for runway incursions, a standout feature in the G7+ is Garmin’s Runway Occupancy Awareness (ROA).
Out of the chocks and taxiing to the runway at New York’s busy Westchester County Airport (KHPN) in White Plains was the perfect environment to test the feature. I can’t see how any pilot could get into trouble when using the utility correctly and copying the correct taxi instructions. Type in those taxi instructions and along with taxiway routing and 3D SafeTaxi, ROA analyzes aircraft GPS and ADS-B traffic information relevant to the airport’s runways and taxiways.
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ROA provides visual caution and warning annunciations on the PFD and highlights the runway yellow or red, depending on the level of threat, using Garmin’s Synthetic Vision Technology (SVT). It also provides similar caution and warning annunciations on the 3D SafeTaxi map displayed simultaneously on the multifunction window. Both visual and aural alerts are provided based on the potential hazard, ranging from no immediate collision hazard to a warning-level alert where a collision risk could occur within 15 seconds. It’s quite interactive—and active.
At White Plains, the ROA clearly identified traffic landing, taking off, stopped, or taxiing on our runway. It was also useful for showing traffic (with tail number) on approach to the runway or the runway that crosses, especially if you don’t have line of sight from your current position. It’s a huge boost in traffic awareness, plus I couldn’t help thinking that it would be difficult to get lost at big airports when following the magenta line that it draws on those big screens.
As for performance, the new SR22 G7+ doesn’t vary from previous late-model SR22s, except for a more pilot-proofing backstop. This includes wing flap airspeed protection that monitors the speed, so you don’t move the flaps out of the envelope. The maximum extension speed for 50 percent flaps (used for takeoff) is 150 knots, and full flaps extension is 110 knots. Also new for the G7+ is a stall-warning stick shaker. Combine that with the Garmin autopilot’s Electronic Stability Control (ESP) and envelope protection, and it’s tough to inadvertently make the airplane stop flying.
For flying speeds in the normally aspirated Continental IO-550-powered model, VNE is 205 knots, and maneuvering speed at the 3,600-pound gross weight is 140 knots. For the TSIO-550-powered turbo SR22T G7+, the specs call for a 213-knot true maximum cruising speed. But for the normally aspirated model, plan on 183 knots true.
Bring your A game when flying any SR22. Even in the normally aspirated model, the 74-knot rotation speed comes up quickly, and you simultaneously feed in the power and right rudder and the airplane flies itself off the runway. Initial climb is 90 knots, retract the flaps and at 600 feet agl, the CAPS parachute is available at speeds below 140 knots. Cruise climb is 110-120 knots. For landing, fly it on speed every time. Best glide speed at gross weight is 92 knots, and a normal approach with full flaps is generally flown at 80 to 85 knots.
The Garmin Perspective Touch+ avionics on the Cirrus SR G7+ are configured for a familiar step up for pilots transitioning to the Cirrus Vision Jet. [Courtesy: Cirrus Aircraft]
Safe Return and Autothrottle
Both Safe Return and Authothrottle are firsts for any piston-powered airplane, and I always said the obstacle for Garmin’s Emergency Autoland is an autothottle—or lack of—for the non-FADEC Continental (and the Lycoming in the SR20 G7+) engine. Cirrus made it so and indeed added a servo throttle to the G7+, which is integral to making the Safe Return work.
The servo throttle and mixture is utilitarian and, unlike the Garmin autothrottle used in the SF50 Vision Jet, the autothrottle in the piston isn’t tied with the FMS for flying procedures and flight plans. Cirrus calls the automatic throttle in the Safe Return-equipped G7+ an “emergency autothrottle” because in a nutshell that’s what it is. Servo motors interfaced with the throttle and mixture controls take care of engine operation during a Safe Return activation.
It’s even easier to pull off in a Cirrus, which has a single-lever throttle, and a separate cable attached to the propeller governor that adjusts the governor oil pressure to increase propeller pitch to maintain engine rpm. One thing I didn’t realize is that this isn’t the first application of a plain-vanilla servo throttle in a Cirrus. It’s used in the SF50 Vision jet—which now has a fully integrated autothrottle—because during CAPS deployment, the thrust lever needs to be retarded for the proper pitch and airspeed configuration.
As for the Safe Return, it’s essentially the same as it is in the turbine applications (it’s standard in the Cirrus Vision Jet, Daher TBM940, Piper M700, and other high-end turbines) that have been in service for the past six or so years. It can be activated manually with the button in the cabin overhead or automatically if the Perspective Touch+ avionics doesn’t get a response from the pilot through expected system interaction. If the airplane is up high, the autopilot’s emergency descent feature will first descend the airplane lower in case the pilot is hypoxic.
If the pilot still doesn’t respond, Safe Return takes over, and it can be disconnected at any time with the autopilot disconnect switch. When Safe Return is activated, the software algorithm is looking for longer and wider runways (not necessarily the nearest) while also considering terrain and weather. During FLYING’s demo on a gusty day, the system initially maintained 145 knots, eventually throttled back and deployed the flaps to 50 percent (it flies a steep 95-knot approach with half flaps in case the airframe has ice), advanced the mixture to rich, and set up and landed at Stewart International Airport (KSWF) in New York.
Just as Ivy McIver, executive director of the SR product line, briefed before activation, it carried the approach farther down the 11,817-foot pavement, holding around 90 knots before bleeding off the speed, retarding the throttle to idle, and settling into a flare and firm touchdown just left of the centerline, correcting for the wind. There’s automatic braking, and the system shuts down the engine and retracts the flaps. Sitting in silence on the runway’s centerline after the system pulled the mixture to idle cutoff and the big screen gave instructions on how to exit the aircraft, I joked with McIver that the airplane is smart enough to land itself, but I was fretting about hot starting the old-school big Continental engine.
When it comes to Autoland activations, everyone has a laundry list of what-if questions, and a common one is what if the runway is closed?
First, the Safe Return is looking for runways with a GPS approach with vertical guidance. If the runway is closed, Safe Return will not land on it because it copies the NOTAMs and won’t take you there. It also won’t fly through heavy weather radar returns, though it’s perfectly capable of flying in IMC. Remember, it’s really the GFC 700 autopilot that’s doing the flying. Also, if given the choice of an airport in Class D or Class B airspace, it will pick the one in the D space to avoid shutting down major fields because it declares an emergency, stops on the runway, and shuts down.
Many also ask if you can cancel an activation—and most certainly you can. There’s a 10-second grace period where the system warns that Safe Return will be activated in case someone or something in the cabin inadvertently hits the button. You’ll need to reconfigure the avionics by entering the desired flight plan, setting the altimeter and other items because Safe Return essentially resets everything on the screens.
What about trying to reach an airport that is outside of the fuel range? It will not try. If there is not enough fuel to reach a destination, the aircraft will reprioritize the characteristics of a destination for selection and navigate to the closest capable destination. Characteristics of a favored airport would be ignored in favor of time to the closest destination. The system won’t ditch in the water, either. If it is unable to find a Safe Return-capable destination (with a hard surface), it will continue to climb and search (avoiding terrain/obstacles). If the aircraft should run out of fuel, it will go into underspeed protection, so it doesn’t stall.
Training First, Safe Return Second
McIver reminded me that the company’s focus on training is more important than all the healthy backstops and automation that are built into the new SR series. She’s right.
Cirrus deserves a hand for stepping up with its Embark training program administered by Cirrus Training Centers that started a few years ago. The complimentary Embark transition training for any SR20/22/22TN/22T purchased is a curriculum for licensed pilots and generally satisfies insurance company requirements for the transition. Cirrus covers the tab for up to three days of training for the airplane’s direct owner or designated pilot if the training is done within 60 days of delivery.
I asked McIver, who has worked on her share of Cirrus projects over the years and knows the SR piston line inside and out, what Safe Return means for GA flying moving forward and how many activations there might be. When she couldn’t answer, I realized it was a foolish question—her guess is as good as anyone’s.
But with Safe Return standard in every model currently coming down the company’s Minnesota assembly line, (Cirrus delivered 630 SR airplanes in 2024) in two years there could be over 1,000 Safe Return-equipped planes in service, so there will be some activations.
This feature first appeared in the August Issue 961 of the FLYING print edition.
