1. I used to be a COPA instructor years ago.
2. I still remember the electrical load being easily managed at 900 RPMs for ground ops.
3. I’ve researched the AC manufacturer who is justifiably proud that the system can operate at a similar RPM during ground ops.
4. I have pilot at the end of my hangar row who idles his Cirrus at what must be 1300-1500 RPMs from the moment of start up. It just roars the moment it starts and he leaves it there , never backs down the throttle .
He is he just poorly trained or has Cirrus changed their requirements?

He's poorly trained, and probably burns through brakes as a result.

I've seen numerous (not just) Cirrus pilots do the same.

Bonus points when they are blowing crap into an open hangar.

I totally understand that some airplane owners / pilots are just plain arrogant and you may already know that about this Cirrus owner, but have you thought about letting him know that you are a certified COPA instructor and from what you've experienced it seems he's idling extremely high once he starts up, and explain that he doesnt have to? Furthermore explain to him all the waste and wear and tear he's adding to his beautiful Cirrus by doing so?

Thank you all for confirming my thoughts .
After 72 years on this planet I’ve learned that it is usually fruitless to speak to such people. They are already “experts” .

Maybe he had a tbone before
We idle at 13-1400 pretty much always

It's been twelve years since Cirrus acknowledged that pilots were using excessive power during taxi. They recommended no more than 1000 rpm for taxi operations, yet pilots continue to burn up brakes by using excess power. And using excess braking to limit the speed.

As a CFI, Im always trying to correct that poor form.

As a mechanic to those who won't learn the lessons, I'm happy to have the resulting excessive brake/rotor/tire maintenance work. It pays well.

Jim I'm sorry I thought you actually already knew this and was somewhat asking sarcastically, so bottom line is He was just poorly trained and No Cirrus has Not changed their requirements.

Same engine today is the same engine that was installed in the Cirrus airplanes back in 2000, nothing has changed about the operating taxi rpm's across all Cirrus airplanes, whether it be the SR20 or the SR22!

It seems you had it correct back when you instructed and you still have it correct today!

And wheel pants!

This is not a Cirrus problem, it’s a pilot problem and it’s been going on for as long as I can remember. While we’re talking about peeves, I once had a FO on a Citation that steered it with the brakes. It has nose wheel steering but he used the brakes just like he did in a 172, another plane with nosewheel steering.