Roger,

I think you are right, the earlier models have not depreciated as much as people think. Other than the initial depreciation of a new plane in the first couple of years, the rate of depreciation looks like it slows down a lot. As the price of a new Cirrus SR22 continues to increase year over year, the older 150k to 300k SR22's will hold their value. If Cirrus hits a price ceiling with the SR22, or if they run out of innovating ideas (giving less reason for current owners to move up to newer models) prices will go down a little quicker.

I've run the operating numbers a bunch of times. For me my A36 all in costs about the same to operate as an SR22 of comparable value. A Baron would cost $18,000 more (additional fuel and engine reserve). If you're a buyer that needs a chute or a 2nd engine the SR22 is great.

A 200k SR22 compares to a 200K decked out 33 or 35, and personally I would rather the 35.

If you need the chute and only need 4 seats SR22 is the choice.

If you need the chute and need more than 4 seats - a 200k budget for a B55 Baron buys a lot of plane.

If Cirrus comes along with a turbo normalized diesel option that will be a game-changer. If they extend the cabin and make it a 6 seater, I would prefer a DA62 if the prices were the same.

It's fun thinking about $1,000,000 + planes...

[/quote]

I am not so sure they depreciated as much as you think. The G2s are priced right at 300 and I believe they were right at 400 new. The G2s were not a million bucks like the G6s are. They are holding their own depreciation wise extremely well....all generational models.

The leading source of this information is not you or me however....lonewolf or Aeirista have much more definitive data in regard to depreciation of these aircraft. I have consulted both of them along with Cirrus factory salesforce as well on depreciation of new models.[/quote]

The older ones have hit the bottom of their curve. A G1 costs 180-220ish and the G2 will be 220-275. These airplanes new were not a million dollars, they haven't depreciated that much but as more and more are built they may trickle down. The bonanza looks different on the depreciation curve because they are soo old that inflation plays a part. We were literally on the gold standard when some were built.

Useful load...

A G1 with no tks, no AC will run about 1200lbs. A friend of mine has a 78 F33A, he's at 1101 with no tip tanks. Sure, you can put tip tanks and get it higher but you'll still run out of CG so that is pointless.

A G2 with no tks and no ac will run about 1100lbs. TKS but no AC will put it at 1070. A G2 with AC and TKS will be about 1020.

Sorta, if you are skating around the "it can't recover from a spin" angle, that is incorrect. Instead of spending money flight testing spin recovery, they just said, "we will tell them to use the chute." So because of that, the parachute has to be operational for the aircraft to be airworthy but could have passed certification without it.

Let's be honest, pilots of general aviation aircraft have absolutely miserable statistics on spin recovery. So this emphasis on the ability to recover from a spin sounds nice but statically, once you've reached the point of a spin, your goose is most likely cooked....

The older ones have hit the bottom of their curve. A G1 costs 180-220ish and the G2 will be 220-275. These airplanes new were not a million dollars, they haven't depreciated that much but as more and more are built they may trickle down. The bonanza looks different on the depreciation curve because they are soo old that inflation plays a part. We were literally on the gold standard when some were built.

Useful load...

A G1 with no tks, no AC will run about 1200lbs. A friend of mine has a 78 F33A, he's at 1101 with no tip tanks. Sure, you can put tip tanks and get it higher but you'll still run out of CG so that is pointless.

A G2 with no tks and no ac will run about 1100lbs. TKS but no AC will put it at 1070. A G2 with AC and TKS will be about 1020.

Multiple people in this thread, including myself, have said the A36 is in a different category. Compare your A36 with other six-seat airplanes...

Multiple people in this thread, including myself, have said the A36 is in a different category. Compare your A36 with other six-seat airplanes...

JOOC, is the chute service really $20,000? Before any had been done, they said it would be about $10,000. When the time came, it was more like $15,000. Or, at least that's what people have said on BT, so it must be true! But $20,000!

The info and opinions are great! I am located in the middle of Georgia (HOT & Humid in summer) ac would be great but for the $ I will probably do without. The best plane for me is probably a F33A. I don't need the 6 seats and @ 1200 UL will cover most of my missions. A lot of the time it will be just two and bags on board. The Cirrus fits between the F33A and A36 from what I can tell. I do have around 100 hours in a SR 22. I have flown a F35 with IO520. It was quick and responsive but a little wiggly and fuel tanks demanded attention switching every 30-45 minutes. I think I will be happy with any of them so I'll continue on the search. I think the insurance should be ok because I have commercial, instrument and ME on my ticket and am currently flying a friends 310.
Bruce

The G1s are more than 20k because they have to cut the parachute out through the top. BRS can’t pack a Cirrus chute. Cirrus does them in house so they can jack the cost up. The SR system is very similar to the 182 system which BRS repacks for like 5-7 if I recall.

Sorta, if you are skating around the "it can't recover from a spin" angle, that is incorrect. Instead of spending money flight testing spin recovery, they just said, "we will tell them to use the chute." So because of that, the parachute has to be operational for the aircraft to be airworthy but could have passed certification without it.

With the specter of a mandatory $20,000 maintenance item for the Cirrus chute based on calendar time-out, the Cirrus is nearly in the category of a 135 airplane having to change engines on calendar time-out.

We're seeing a number of aircraft owners put their planes up for sale when the engine is run out, and there are probably some Cirrus's on the market for the same financial reason with the chute.

Pull the chute once and you might find it wasn’t a bad deal. I pay that much for navdata on a per year basis. G2 and up is $15k for chute. Mandatory engine change outs are not a real thing.

From my perspective as an A&P specializing in Cirrus (mostly because customers sold their Bonanzas and bought Cirrus):

Even with the added cost of chute maintenance, at $1500 for line cutters every six years, and $14k for a repack & new rocket every ten years, a Cirrus will cost less to operate than a Bonanza. There are fewer wear items on the Cirrus, no bladders to leak, no retractable gear to maintain, and easier access for maintenance. And the oldest SR22 is only 18 years old, and many of those haven't even hit 2000 hours yet. Young airplanes are always cheaper to maintain.

The market has spoken on the choice between a new SR22 and a Bonanza, when used for the same purposes. Cirrus sells 10x as many SR22's every year. At some point Beechcraft will have to pull the plug on the subsidizing the Bonanza and Baron assembly line, and then support will suffer. Cirrus has now sold more than 7000 airplanes since the first one back in 1999.

A G1 SR22 can be easily equipped with any of the latest avionics, same as a Bonanza. Useful loads of the G1 SR22 are between 1100 and 1200 pounds and you can get 170 KTAS on 16-17 GPH. Obviously if you need five or six seats the Bonanza wins, but you will find both planes nearly equal on two to four person trips.

Note-the Bonanza used to be the business airplane of choice, but it's been replaced by the SR22.

John,

Line cutters are a $1,300 part and less than an hour to install. $1,500 max every 6 years. I just did mine last year.

John,

Line cutters are a $1,300 part and less than an hour to install. $1,500 max every 6 years. I just did mine last year.