You may want to look at maintenance as well. For a plastic airplane (no corrosion) with fixed gear and all electric systems it's ridiculously expensive to service. You almost have to have them maintained by a factory approved service center and they will do everything by the Cirrus book.

The Baron can be maintained by pretty much anyone.

Aside from the chute repack the Cirrus service center is not mandatory. I prefer a good A&P/IA to a service center. It’s an option if you’re out of warranty.

Edit: I agree with ridiculously expensive, but I don’t think Cirrus has an exclusive corner on that market.

I ordered a wingtip in December 2024. Still waiting. On the bright side it was $1800ish when I ordered it. Last I looked it was $2400ish. Better than most of my investments.

I did join the Cirrus oriented website “COPA.” It pretty good but lacks traffic. Heavily oriented on safety which is great. I also jointed the Piper Malibu site which also has a fee.
A M350 intrigues me as well.

I recently heard one say “when it’s hard to make a choice between one or the other, either one is a good choice.”
For me a Baron is intoxicating but perhaps a Cirrus is more practical. I owned a 58TC for quite a while and the combined 650 hp was awesome but that was then and this is now.

It really boils down to what you want out of the plane.
IMO for a plane to get from A to B safely and comfortably the Cirrus pretty much is a no brainer.
If you want something to love it's the Beech. Practically it's the poorer choice, but aviation isn't always about practicality

Baron will be much easier for Angel flights and animal transport

Regarding the Piper, I have been in a similar discussion with my wife, she feels like the pressurization would be nice as well as the long glide range to better landing spots. However I've found two significant concerns for the Pipers....A) Insurance requiring annual recurrency training, not quite as bad as type rating, but modeled after. Even required for the non-pressurized Matrix B) Getting my big butt between the front seats in an expedient manner, it's a tight fit and slow process. However that pressure shell does appear to function as a solid roll cage protecting passengers from a less than stellar landing.

When I was shopping I looked at the SR22 vs 55 Baron. The initial buy-in on the Cirrus was substantially higher, and the mandatory chute repack was a large budgeted expense. In the end though, it came down to useful load. The Cirrus is a typical single in that it is not possible to load up the cabin and carry full fuel for range. The Baron is the opposite, being able to carry a huge load and still fill the tanks. Now that’s a D55 from 1968 and airplanes get fat as time goes by so I don’t know how heavy a G58 is, maybe it’s not that much of a delta, but if so, that’s not a plus for the Cirrus, it’s a minus for the fat Baron.

I can't speak to animal transport - guess it would depend on the size of the animals.

But I did a lot of AF in the SR22 and SR22TN. They were great for AF, and I had one of my passengers get out of a 58 and into my SR, and comment how much easier it was to get in.

When you step into the back seat, you can literally stand up in front of the seat, and sit down normally. With a "Little Giant" ladder that has big wide stable steps and handles a lot of weight, the SR was a terrific AF option.

(The 182 was the hardest option. It was difficult for them to get up in the back seat.)

I would look at the yearly recurrent training, especially if you go the sim route, as a pleasure and privilege. The plane is a mini-airliner, and is capable of going places far beyond the capability of an average GA pilot. The long legs, high altitude, and comfort will encourage you to fly on days when most pistons choose to be safely in the hangar. That takes more weather knowledge, judgement, instrument skills, including radar. Great plane, easy to fly, docile and forgiving, but the high altitude weather environment requires a little more. The plane almost never kills the pilot, but pilots have killed a lot of PA46's. It is not the plane.

The useful load on the SR22 varies widely. My G3 (TN, AC, TKS) was around 980lbs if I recall correctly. My G5 is sort of a "desert special" with no TKS/FIKI (a NA with AC) with a bit over 1250 useful. The SR22s with the Perpective Plus (G1000Nxi based) will be G6. Starting with the G5 the max weight went from 3400lbs to 3600lbs but the Zero Fuel Weight stayed at 3400lbs. So although you get an extra 200lbs it has to be fuel. The increase in gross weight necessitated a larger Chute. The minimum recommended altitude to pull the chute went from 500 AGL to 600AGL starting with the G5.

I've transitioned over the years from pressurized twins to a TBM, and for the past two years, I’ve been flying a Cirrus SR22T G6. While I still miss the capability and comfort of the larger aircraft, the reality is—I can’t freeze the age clock. My business travel demands have decreased, and insurance companies are increasingly shaping these decisions, too.

What I miss most are pressurization and onboard radar. Beyond that, the Cirrus checks nearly every box. It’s efficient, well-equipped, and a pleasure to fly. My wife enjoys it as well, though she preferred the longer trips we used to make in the bigger planes.

The SR22T is significantly more affordable to own and operate compared to what I had been flying. It’s impressively fuel-efficient, and the integrated avionics make engine management straightforward. Insurance, thankfully, hasn’t become overly punitive with age—at least not yet.

John, great choices to have.
All great points made by others.

Expanding on useful load... they never seem to be the advertised value.
Example trip from Tuscon KRYN to KSNA the Baron will have ~100 more payload available that the SR22 and 200 more payload than the SR22T. For the same trip at 10,000ft altitude the Cirrus will burn about 32-35 gallons (9.7 nm/gal) vs the G58s 60-65 gallons (6.1 nm/gal). Depending on fuel price that is $0.65 - $0.7/nm for the Cirrus and ~$1.15 for the Baron.
The longer the trip the payload gap narrows since the Baron is less efficient.

The G58 has more usable pax+baggage volume with nose compartment. For Angel flights and animal rescue, the dual back doors (45 in × 35 in) would make it easier for people with mobility issues to enter the aircraft. The double doors and folding the aft seats would be able to handle a larger animal crate.

The Cirrus has a wider cabin and can fold rear seats forward. Doors on both sides may make egress more enjoyable for your plus 1. Cirrus baggage door is 18 in × 13.5 in.

The SR22T gives you the option of flight levels with O2 if that is desired.

Maintenance options should be a wash with both airframes. Cost...CAPS vs another engine.

Insurance edge to the SR22 NA/T

Resale the Cirrus has the edge.

Initial climb out... edge to the g58 to 10,000ft. The G58 has better 1 engine out performance.

Cabin noise levels should be slightly lower in the G58.

External noise levels... they both sound great, but the edge to the droning twin

I've done about 25 PALS SkyHope (similar to AF) flights over the last year in SR22 G5s, as my 340 has been out of commission. The Cirrus is well suited for those flights. Whereas the 340 could combine flights to take 4 or 5 pax, I'm only going to do 2 pax in the SR22. Also, you need people with enough mobility to step up on the wing then down into the seat. Stepping down into the back seat is much easier than other 4 seaters. Both leg strength and arm strength can be an issue stepping onto the wing. External assistance can help, but in an emergency, they're going to be stuck in the plane. In most cases those flights get filtered out -- if their mobility is too limited, I'm not taking the flight in the Cirrus. Honestly, some of those same mobility issues present themselves on the 340, with difficulty getting people up the stairs without a handrail. I'd certainly prefer to be doing these flights in the 340 and get over some weather and go faster, but the Cirrus is still effective for it.

What I don't like the Cirrus for is the rest of my flying -- not nearly the traveling machine as the 340, which I usually take across the country multiple times a year. Too slow, too low, not enough room inside to take what I want to take.

William,
I may be a bit biased as I have a 22T. It's an amazing bird and I'd love to keep it but my family is outgrowing the backseats. Flies high and fast and at 15 gph, it does very well for the TAS. I tried but couldn't DM you directly but I have an SR22T for sale in TX. Happy to share the details if you like. Here is the controller listing

https://www.controller.com/listing/for- ... e-aircraft

To me, the question reads like.. “Do I want a Suburban or a 5-series BMW sedan?” Very few car buyers ask that, because the vehicles are so different.

The Baron is much bigger, thirstier, and roomier. The Cirrus is relatively small, comfortable, fuel efficient.

It sounds like only 2 passengers, maybe 3; so the Cirrus wins on practicality. Does it make a big difference for you to take (say) 8 dogs vs 2 dogs on a rescue mission? The Baron could carry a lot more cargo, but only you can decide if that matters.