Cirrus Announces New 2013 Generation 5 SR22

by HPA · January 19, 2013

The New 2013 SR22 G5

DULUTH, Minn., Jan. 17, 2013 /PRNewswire via COMTEX/ — Cirrus Aircraft today introduced its new SR-Series aircraft lineup for 2013, which is dominated by an order of magnitude increase in load carrying capability for the best-selling SR22 and SR22T. Increasing the certified gross weight to 3600 lbs. (1,633 kg) for both SR22 and SR22T, this new utility and flexibility allows an extra person and substantial extra baggage or cargo all while carrying more fuel in both of these 5-seat aircraft.

Vision Inspired SR22T

The changes for 2013 make the SR22 and SR22T the highest in-class useful load aircraft available today. A standard SR22 not only achieves true “four-seat airplane that can carry four people and full fuel,” but SR22 and SR22T models now have five seats total and can carry all five FAA-standard passengers non-stop and in comfort over 700 nautical miles.

“Innovation is the unique hallmark that makes Cirrus aircraft safer, easier to fly, higher performing and more versatile year after year. Given that record of design achievement, the number one request we receive from Cirrus owners and prospects is increased load carrying capability. Today we are very excited to announce our fifth generation airplane, the 2013 Cirrus SR22 and SR22T, and deliver even more mission flexibility in the most preferred airplane in general aviation,” noted Todd Simmons, Executive Vice President, Sales and Marketing at Cirrus Aircraft. “A new standard has been set by our Engineering team that has worked tirelessly to certify this airplane to 3600 lbs. gross weight and deliver an uncompromising new generation of Cirrus SR-Series aircraft.”

Generation 5 is the name given to the airframe change required to achieve the step-change improvement for the 2013 SR22/SR22T. The entire aircraft design was analyzed from spinner-to-tail and many parts and systems reengineered and redesigned to accommodate the increased airframe load, aerodynamic improvements, improved flight performance and the Cirrus Airframe Parachute System(TM) (CAPS.) Substantial testing, including a new series of CAPS parachute test drops, was conducted for validation. Significant changes for 2013 have been made to the CAPS system including an increased canopy size, a new rocket extraction system that propels the parachute upon activation, an advanced technology electrical rocket igniter and lighter and stronger construction materials. Other airframe upgrades included strengthening the carbon fiber, single part wing spar, the landing gear and a new flap system allowing extension to the first position at 150 knots.

This redesigned 2013 SR22/SR22T, the fifth generation of Cirrus aircraft, adds a load carrying exclamation point to recent Cirrus innovations including: Cirrus Perspective (TM) Avionics by Garmin; Cirrus Known Ice Protection (TM); Perspective Global Connect (TM) satellite communications; 60/40 FlexSeating (TM); and the totally unique Cirrus Airframe Parachute System (TM) (CAPS). The SR22/SR22T has been the best selling GA aircraft now for over a decade and the 2013 models now earn the moniker “The Most Cirrus Ever.”

For 2013 Cirrus customers can also expect the new Generation 5 Vision Inspired Special Edition SR22T (shown above). This Special Edition aircraft – inspired by the upcoming Cirrus Vision SF50 Personal Jet and modern automotive styling – sports a striking new exterior ramp presence and pays tribute to the unique look and feel of the highly anticipated Cirrus Jet.

Deliveries of the 2013 aircraft are already underway.

For more information please visit www.cirrusaircraft.com .

SOURCE Cirrus Aircraft

Copyright (C) 2013 PR Newswire. All rights reserved

How it Started

One of my best friends in high school, (Doug Gray) was a private pilot. He offered to take me up for a flight in a 1967 Cessna 150, N6228S. We took off from Calhoun, Georgia, and he took me on a scenic tour of the area, I was hooked. I later found out that my English teacher, (Jan Haluska) was also a flight instructor and the school was offering a ground school course the next year, which he taught, along with flight training with the goal of becoming a private pilot. I managed to talk my dad into funding the training, at the time the total cost was right around $500. Cessna 150 rental rates where $12 an hour, and the 172 we used for cross country was $15 an hour including fuel.

Training Begins

It started August of 1977. The fall semester rolls around, and I am enrolled in ground school, and if memory serves me, we met twice a week. First came the paperwork for my student pilot certificate, which at the time was included with the 3rd class medical. I loved ground school, especially learning navigation, plotting courses on the sectional, again this was before iPads and GPS, so we did a lot of dead reckoning and VOR navigation for cross countries. At the end of the course, I made an 83% on the Private Pilot written exam, remember this was before we had the question-and-answer books that on future test I would consume before taking a written.

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Flying

The fun really began on August 22, 1977, it was my first flight. To my surprise we used the same Cessna 150, N6228S that my friend Doug Gray had taken me for a ride in. The Cessna 150 had a standard VFR instrument panel, with one NAV/COM, and one VOR CDI. No intercom, so no headset, at the time I didn’t know what I was missing. I didn’t get my first headset until I started my instrument training in 2003. I was a big guy, I was 6’ 4” and weighed 245 lbs. but I do not remember being uncomfortable in the 150 even with the instructor in the right seat.

First flight lasted .8 hours, and we accomplished orentation, shallow turns, stability, and effects of flight controls. Over the next few months we added steep 720’s, slow flight, stalls, turns around a point, S-turns, emergencies, landings, (short field, soft field and normal).

Learning

At this point I want to talk about a training experience that still stands out. We were close to solo and were practicing takeoffs and landings. Turning base to final Jan got very upset at the way I was cross controlling the aircraft. Cross control is when you are in, say a left turn, and use opposite rudder to line the nose up with the runway. So, he had me depart the pattern and head east to the practice area, and climbing up to 5500 feet MSL, he had me slow down to just above stalling speed, start a left shallow turn and add right rudder. As the airplane stalled I had the strangest sensation, no roller coaster has ever come close, instead of blue sky in the windscreen I was looking at brown ground, and as far as I could tell we were upside down, through the terror of the moment Jan talked me out of the spin, controls neutral, oposite rudder, pull slowly out of the dive. As we leveled off he asked me what altitude we were at, as I remember it was around 2,800 feet MSL. Then he asked me what would happen if I experenced this on base to final in the traffic pattern. The answer was obvious, I would be a pile of wreckage off the end of the runway with a very short-lived aviation career. Needless to say this cured my cross-control tendencies.

Another training event the sticks out in my mind was the first time we did takeoffs and landings at the High School runway. The runway was 1,500 feet long, not sure of the width, but it seems like we had about 5 feet on each side of the wheels when on the center line of the runway. Landing from the south you also had to go between a cutout in the trees to be able to stop in time on the runway. After getting confortable landing here every runway since seemed huge. I remember landing at Chattanooga (KCHA) on a night cross country and commenting to Jan, that I felt like I could of landed sideways on the runway, it felt that large.

Very soon after this I started wearing old shirts to all my flight lessons, the reason for this occurred on February 8, 1978. The lesson that day was stalls, takeoffs and Landing. As we were taxing back in Jan told me it was time for my first solo. I was very excited, and after some last minute advice from Jan, including watch for floating on landing the plane will be light with him not in the right seat, complete 3 takeoffs and landings to a full stop. It was a blast, and at the end of my shirt was shorter in the back because Jan cut the tail out of it signed and dated my solo [an aviation tradition]. Total flight time accumulated on the day of my solo was 18.1 hours. I was now officially a pilot with solo priveleges.

In my next article I start cross country training, when Jan decided that it would be best accomplished this in the 172. Checking out in N5970R was like moving into a 747, this started a love affair with one of my faviriote planes to date. Since this time I have flown over 900 hours in many different models of the 172 and feel like I am stepping into an old friend every time.

More about Randy here: https://www.flyhpa.com/team/randy-delong/

 

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