My wife had a double knee replacement i her early seventies.She uses an inexpensive step stool ($10) from Target to get in/ out of the Cirrus. Back flying two months after surgery

I am very fortunate to have friends like Stan and like many of you. Most of whom, I have never met.

Jg

One nice difference is the drop in empty weight from the G2 to the G3, at least the early G3 models. You can get a G2 with TKS or a G3 with TKS and AC at the same weight. That's really nice if you want AC or another 60 lbs of useful load.

After they get further along the G3 models start to weigh more, like all planes seem to do.

Was it just this year in 2020 that Cirrus introduced the remote connect? Color me paranoid, but I don't want an aircraft that autonomously "phones home" to the mother ship.

Yes, the 2020G6 introduced the 'spy-phone' function. I don't like it too. Also, rounding up the discussion, I agree the turbo is a nice thing - if and only if, you are flying frequent high and mighty and from long runways! One point I did not read here is - the SR22T needs between 30 and 40 percent longer runway to lift off. This was a killer for a friend of mine operating from 650m tarmac, so he decided to take the safety margin for T/O and went NA.

What does that do? Does it upload possible exceedences to the manufacturer, maybe voiding warranty?

From the Cirrus website...

As I research, I'm finding some interesting points about Cirrus. The most interesting is that the early turbo versions were true Turbo Alley turbo normalized engines. There is a faction of those in the know that consider it superior to the factory turbo installations. Turbo Alley claims several advantages that seem to ring true based upon similar installations in Bonanzas.

Another interesting point is that they are available for conversions to any NA Cirrus. All in all done, about $75,000 including 4 place oxygen. If the, otherwise, "right" NA airplane raised its head with upcoming overhaul, well, it is an option disregarding the fact that I'm not looking for an airplane to work on.

Based upon experiences related here, I would think that the TA engine is more reliable, less maintenance, and more likely to go to TBO that the factory turbo.

Jg

JG, you are beginning to exhaust the Cirrus braintrust here on BT and really should be looking to COPA for answers to questions like these. There are lots of Cirrus guys here and I personally prefer BT over COPA in general but when you're getting in the weeds on questions like these, you really should be going to COPA for answers.

I will strongly disagree that the TAT is more reliable and less mx than the factory turbo. That type of feedback is what you read on TAT literature but you won't find any evidence of that on COPA from hundreds of guys operating these birds. The TAT vs T discussions on COPA are plentiful and at the end of the day, there really isn't a lot of difference and really not a lot of mx issues with either. They are both good setups.

The TAT birds are a few knots faster than the T's mainly because Cirrus made a bet on 94UL and in order to support the possibility that it would catch on, they went to lower compression pistons (7.5:1) for the T (TSIO-550K). Lower compression means slightly less efficient, slightly lower power but also slightly more durable.

As for the talk about higher temps on T vs. TAT, it is true that the T's are approved for higher CHTs (420 deg). However, with 1,000 hours in my G3T and G5T, I've never seen CHTs on either above 380 deg. I'd be happy to share my engine logs or Savvy reports with you if you'd like. I generally see 360CHTs in the climb and my hottest cruise CHTs are in the 330-350 range. I do have mine set up with a slightly higher FF at max power which I think helps keep the CHTs lower in the climb and I also installed GAMIs on both of my birds, which also helps it run a bit smoother and allow slightly cooler %#$@.

You mention being able to install TAT TN on any NA. I believe that's the case for G2's but I doubt you can install TAT on G3's or higher due to the Perspective system. I could be wrong on this though. You'd find the answer quickly on COPA.

It seems you're spending a lot of brain power on the TAT vs. T decision where the real consideration depends more on G2 vs. G3 vs. G5. Do you want FIKI? If so, you're only choice is G3 or higher. Do you want Perspective or Avidyne avionics? Perspective is only available G3 or higher. Will you want to fly with 3 or 4 people? G5 has the UL for those missions and the G3 does not.

There's actually a good thread on COPA right now for a new Cirrus shopper who's weighing G2 vs. G3 (Avidyne vs. Perspective). Owners of both are weighing in and some of the more significant differences, which are much more significant than deciding between TAT vs. T.

These are quotes from other pilots below:


I fly Perspective and I’m bias but there is no comparison. There are some things you just cannot get with Avidyne even if you spent 70K for a so called dream panel. You will never have a YD (3 axis A/P), or TOGA button, or TKS Gauge and more.

Additional differences (G2 vs. G3):

DUAL AHARS
Synthetic Vision
Reversionary Mode- PFD failure switches PFD to MFD screen
YD- helps prevent LOC- always coordinated
TKS Gauge- nice to know how much juice you have
TOGA- allows fully coupled missed approaches with disconnecting A/P
35% larger screens, can easily read approach plates. Plus pan and zoom
Keyboard
Additional a/c vents up high
VNAV- This one I use on every flight, will fly entire arrival step downs also easy to comply with crossing restrictions

Alternator Redundancy:

Alternator redundancy was also an improvement in Perspective and was, in my opinion, a significant safety enhancement for instrument flights.

In an Avidyne, loss of ALT 1 leaves you with a 20 amp ALT 2 and whatever battery you have left. Alt 2 only powers the essential bus. You lost non-essential avionics and the ice protection system for starters.

In Perspective, ALT 2 is rated for 70 amps and powers the essential bus and main bus 2. The only things you’d lose are on main bus 1 (once Bat 1 was depleted, which is why you shut it to conserve power) is the landing light, air conditioner, cabin fan, yaw servo, and the 12 V DC outlet in the arm rest.

Other differences (G2/G3) also include:

- 2" more prop clearance (G1/G2's saw a lot of prop strikes due to flat landings and the G3's see less of this with more prop clearance)
- higher fuel capacity (92 gal vs. 81 gal)
- substantially upgraded interior with much better fit/finish
- FIKI
- ESP
- Integrated Iridium
- LEDs
- Improved carbon fiber wing spar
- Higher wing dihedral (improved lateral stability)
- Larger CG envelope
- Aileron / rudder interconnect removed (more natural control feel)
- Higher TKS capacity (8 gallons up from 3 gallons)
- ECS improvements - 40 % increase in cabin airflow

Of all the improvement Cirrus has made over the years, the G2 to G3 was the most significant and if a budget allows, the G3 is a great deal more pleasurable to fly.

Why would it need so much extra runway?

Why would it need so much extra runway?

Don, as you know I looked long and hard at a Cirrus a couple years ago. I bought the COPA membership, and spent a great deal of time on their forum.


I agree, there is some good info there. However....IME, the "signal to noise" ratio is much worse than BT...and there is a significant.....umm......."prejudice" if you aren't hoity-toity enough for them.


Thankfully, BT tolerates my grease stained hands, and raggedy old jacket. Knowing John, even though he is very smart, and well-read...I don't think his Izod/Gucci status would be favorable enough for COPA....



(meant, BTW, as a compliment to John...the man welds, drives dump trucks and dozers, and turns wrenches.....and can sit over an adult beverage and discuss planetary motion, American history, and DNA)

The only time I've ever been snubbed at my home field has been by Cirrus pilots, and I was wearing clean clothes that day.

Not sure I agree with this. Like every other pool of folks, there's a wide variety. They definitely love their birds but not any more than folks love their A36's and V-tails here.