Cirrus sr22 g2 interior how to#
Cirrus sr22 g2 interior upgrade#
Cirrus sr22 g2 interior license#

The system made use of dual Garmin GNS 430 navigators, an S-Tec 55 autopilot, and analog backup flight instruments in a bolster panel.

The first flat-panel avionics package in a Part 23 light airplane was the Avidyne Entegra system in the Cirrus SR22 (and the SR20, for that point).

Cirrus sr22 g2 interior upgrade#

Probably more than any other upgrade that Cirrus has offered, the Avidyne package became a must-have upgrade for owners, who traded in their G1 models for the latest and greatest. The biggest splash was the introduction of the Avidyne Entegra flat-panel avionics package. Still, it marked yet another success for Cirrus. While the G2 model seemed like a great improvement over the original at the time, in retrospect, most of its upgrades were add-ons. More than a decade after the introduction to the Part 23 world of the whole airplane recovery parachute system, the very concept remains controversial.

Cirrus sr22 g2 interior license#

Yet others felt it would give pilots too much emotional license to do things in an airplane they might otherwise not do. Others didn’t like that it was a standard and required feature.

Some pilots complained that the Chute was used to satisfy the airplane’s spin requirements. Of course, the feature that got the most ink was the one you can’t see, the Chute. A composite, fixed-gear high-performance beauty, the ’22 was an immediate sales success. The first Cirrus SR22 was a big departure from conventional piston singles. Here’s a look at some of the milestones on the SR22’s remarkably innovative march through the decade. It’s true that customers are getting a lot more airplane in the deal, and it’s also true that Cirrus has learned a thing or two about how much they have to charge to make money on an airplane. Today’s is around $700,000, a more than three-fold increase. The first Cirrus SR22 was priced preposterously low, at less than $200,000. It has a stronger, faster, lighter wing with more fuel capacity, better, more durable gear, a near state-of-the-art avionics suite, synthetic and enhanced vision options, and more. While it looks similar to the first model, today’s Cirrus SR22 is better in nearly every respect. It would also turn out to be the most successful single in the world, at least for a time, outselling every other piston single (or twin, for that matter) despite being one of the most expensive models available. It was a what-you-see-is-what-you-get airplane. No air conditioning, no TKS, no flat-panels. Those early airplanes also had few options.

They used side-yokes, as I mention in the main story, differential braking and a rudder/aileron interconnect (gone on today’s models), all of which gave it, for better or for worse, a distinctive feel. They also felt very different from most other light airplanes because they were, well, different from them in many important regards.

Cirrus sr22 g2 interior how to#

In part, that’s because they were light, and in part that’s because Cirrus has learned over the years how to make an airplane be both substantial feeling, which we pilots like, while staying light. Like early models of many well-known airplane types, the first Cirrus SR22s felt lighter than they do today.