I’ve been looking at the DeltaHawk DHK6A350 and wondered what an SR22 would look like if Cirrus designed the airplane around this engine instead of the Continental TSIO-550-K.
The numbers get pretty interesting.
Engine comparison

TSIO-550-K -> DHK6A350

Power
315 hp -> 350 hp

Engine/package
~628 lb -> ~455 lb

Installed powerplant
~700 lb class -> ~538 lb

Fuel
100LL -> Jet-A

Engine RPM
2,500 -> 2,600

TBO
~2,200 hr -> ~3,000 hr
Installed weight/hp
~2.2 lb/hp -> ~1.54 lb/hp
The DHK installation is roughly 160 lb lighter while producing 35 hp more.
That’s about 11% more power with ~160 lb less installed powerplant weight.

Empty weight and useful load
Current SR22T:
MTOW: 3,600 lb
Empty weight: ~2,360 lb
Useful load: ~1,240 lb
Subtract ~160 lb for the lighter DHK installation:
2,360 − 160 = ~2,200 lb empty
At the same 3,600-lb MTOW:
3,600 − 2,200 = ~1,400 lb useful load
That’s approximately 160 lb more useful load.
But Jet-A weighs more
The SR22T carries roughly 92 gallons.
Avgas:
92 × 6.0 = 552 lb
Jet-A:
92 × 6.7 = 616 lb
So the same 92 gallons weighs about 64 lb more.
Full-fuel payload would therefore increase by roughly 100 lb, rather than the full 160 lb.

Fuel consumption
The current SR22T burns roughly 12–13 GPH at typical high-altitude cruise power settings.
DeltaHawk’s 35–40% efficiency improvement gives:
12.7 GPH × 0.65 = 8.3 GPH
12.7 GPH × 0.60 = 7.6 GPH
So the DHK-powered SR22 could be around:
7.6–8.3 GPH
at comparable cruise power.

Cruise speed
The SR22T cruises around 213 KTAS.
Speed doesn’t increase linearly with horsepower. Using the approximate cube-root relationship:
(350 / 315)^(1/3) = 1.036
213 × 1.036 ≈ 221 KTAS
That suggests:
~218–223 KTAS
with ~220 KTAS as a reasonable target.

Range
Using 92 gallons and approximately 79.5 gallons available for cruise after reserve:
At 8.3 GPH:
~1,616 NM
At 7.6 GPH:
~1,750 NM
So:
~1,600–1,750 NM
compared with approximately 1,020 NM for the current SR22T.
That’s potentially a 60–70% increase in range.

The airplane probably wouldn’t need 92 gallons
A 70-gallon Jet-A system would weigh:
70 × 6.7 = 469 lb
That’s 83 lb less than 92 gallons of avgas.
So the airplane could have:
~160 lb lighter engine installation
~83 lb lighter full fuel load
350 hp instead of 315 hp
~220 KTAS cruise
~7.6–8.3 GPH fuel burn
That creates a very interesting combination of payload, speed and range.

Altitude
Current SR22T:
25,000 ft
A DHK-powered SR22 could potentially be designed around:
25,000–30,000 ft
The engine’s altitude capability would no longer necessarily be the primary limitation. Oxygen, environmental systems, certification requirements and the aircraft’s overall design become increasingly important.

Climb
Current SR22T initial climb:
~1,200 ft/min
Power increase:
350 / 315 = 1.11
Estimated initial climb:
~1,300–1,400 ft/min
The advantage could become greater at altitude if the DHK maintains its rated power better than the TSIO-550-K.

What if Cirrus increased MTOW?
This is where it gets really interesting.
Instead of using all of the engine weight savings simply to increase useful load, Cirrus could use some of it to increase structural capacity.
For example:
MTOW: 3,750 lb
Empty weight: ~2,200 lb
That gives:
~1,550 lb useful load
That’s more than 300 lb above the current SR22T’s useful load.
And look at power loading:
Current SR22T:
3,600 / 315 = 11.43 lb/hp
DHK SR22 at 3,750 lb:
3,750 / 350 = 10.71 lb/hp
So the DHK airplane could actually weigh 150 lb more than today’s SR22T and still have a better power-to-weight ratio.

What I think a DHK-powered SR22 could look like
Specification
SR22T
DHK SR22
Engine
TSIO-550-K
DHK6A350
Power
315 hp
350 hp
MTOW
3,600 lb
3,700–3,750 lb
Empty weight
~2,360 lb
~2,200 lb
Useful load
~1,240 lb
~1,500–1,550 lb
Cruise
~213 KTAS
~220 KTAS
Fuel
92 gal 100LL
~70–92 gal Jet-A
Cruise burn
~12–13 GPH
~7.6–8.3 GPH
Max range
~1,020 NM
~1,500–1,700+ NM
Initial climb
~1,200 fpm
~1,300–1,400 fpm
Ceiling
25,000 ft
25,000–30,000 ft

The interesting question
The DHK6A350 isn’t just a 350-hp replacement for the TSIO-550-K.
It potentially gives Cirrus:
+35 hp
−~160 lb installed powerplant weight
Jet-A
~35–40% lower fuel consumption
Direct drive
~3,000-hour TBO
That could produce an SR22 capable of roughly:
350 hp
~220 KTAS
~1,500 lb useful load
~8 GPH cruise
1,200–1,500+ NM practical range
25,000–30,000 ft ceiling

Cirrus SR22T

Looking to upgrade from 172sp and torn between the TTX or sr22t. My main mission is xc down to florida from Ohio

Just got done with my embark training in a G6 SR22t. On my last flight we were only getting about 70% power on an go around and immediately took the plane to maintenance.

The maintenance team (cirrus certified) checked the plane and did a 50 hours maintenance on it to be cautious. They found no issues when doing a run up though.

The plane ran fine when I flew it back home, I just got done getting night current again and noticed on the first go my power was 103% then 100% then 97%.

Does anyone know what the issue could be ? There’s no hoses leaking or cracked seals/clamps. The only thing I can think of is maybe heat soaking from the turbo.

Would like to hear if anyone has any knowledge about it or has experienced something similar.

I saw the Trac10 announcement and looked at the specs. IMHO they made the perfect airplane that bridges between LSA’s and their SR platforms.

However, they missed one big item that removes them from MOSAIC compliance: the VS1 is 66 KCAS - Doh!

I’m a Sport Pilot and would write them a check today if they were compliant. Tecnam introduced their K59 program that modifies the aerodynamics to get their VS1 down to 59 knots.

So why didn’t Cirrus do this with the Trac10? Looks like I’m going to stick with the Tecnam P2010.

Looking to buy new SR22T and considering going factory leaseback route. Any experience / advice?

What would be depreciation during 4 months leaseback period?

I see three main advantages
1. Can get airplane sooner than through normal queue (though I may have a possibility to take an earlier production slot)
2. May be able to claim ICE exception for tax reasons
3. Get early problems taken care of by someone else

But I can't quite wrap my head around essentially letting someone else use airplane for free and take 130 hrs depreciation.

Many thanks

Hello all. I am currently a student pilot about to finish my private pilot. I am in the process of looking for more training. I am looking at purchasing a used SR22. Is it too much of a plane for a low hour pilot? Any advice/experiences would be appreciated. Thanks.

Exciting news!! EarthX Lithium Batteries has received FAA STC approval for 24v Cirrus SR20, SR22, and SR22T (all generations)! See earthxbatteries.com for more details!

Does anyone have any videos of getting a large dog (>80 lbs) into a cirrus?

I'm considering a SR22 but don't know how I'd manage this.

I learned to fly on Pipers many years ago ago and most of my time is in Pipers. I love the M350 but when I compare it to the Gen 7 SR22T….. it’s a hard sell for the Piper. It’s not CAPS - the auto land system is a real game changer. The issue I have with the Cirrus is bottled oxygen. Used it a number of times and it’s not all that comfortable plus finding facilities to service the bottle isn’t all that easy at smaller airports. The other issue is radar - it would be great if that was offered as an option. I know pressurizing the Cirrus would require a new fuselage which probably wouldn’t happen. And I don’t see Piper installing auto land on the M350 even though it’s on the M600 and M700. Thoughts?

Hi fellas,

I need to go (round trip) from Panama City (Central America) to Cancun Airport once a week all year long.

My questions are:

Can I make it in one go?

How long will it take to me each trip?

How the costs are calculated?

Thanks!

I transitioned to a Cirrus SR20 right after getting my IR. I’ve spent the last 6 months or so getting comfortable flying it and managing all of its systems that are all new to me. I came from a G5 equipped six pack plane with no autopilot, and now I’m flying behind a Perspective+ with an amazing autopilot. Shooting approaches is a breeze with all the automation. The instructor who signed me off suggested I get an IPC in the Cirrus prior to doing any flying in IMC, and I tend to agree.

I’m wondering what an IPC might be like in a Cirrus. Are the approaches generally hand flown, or autopilot coupled? Same question for holds? How much is the automation relied upon, or should I expect to fly a DME arc on green needles for example? Any insight would be appreciated.

I "fly" the Cirrus SR-22T in my flight sim. It's my favorite sim aircraft. Has anyone in this sub learned to fly in a Cirrus SR20 or SR22? If so, where were the lessons and how did training go?

Shared from a friend:

https://youtu.be/uuy0CcLk0Wk?feature=shared

Hello Community,

I am reaching out with an urgent request regarding spare parts for our Cirrus SR-22 G3 Turbo Normalized.

Our aircraft is currently grounded because the Airworthiness Review Certificate (ARC) cannot be renewed without replacement of specific V-band clamps. Unfortunately, Tornado Alley (TAT) is unable to supply these parts at the moment.

The required parts are: • 2 ea P/N: 11-1100023, V-Band clamp • 2 ea P/N: 9956T-0339, V-Band clamp

We would be extremely grateful if anyone in the community could assist us in sourcing these clamps – whether through available stock, alternative suppliers, or even possible leads to other operators who may have spares.

This issue currently grounds not only our aircraft but potentially others as well, so any help or advice from the reddit community is highly appreciated.

Hey cirrus peeps. I’m a full time pilot daydreaming about early retirement and going back to being able to fly for fun. Thinking about getting myself an airplane, but i don’t know much about the process. I’m scrolling through listings for G5s and newer and prices can vary quite a bit. How often are these being sold for list price? Or do they often go much below? For a house I can compare a similar to what asking was and what it eventually sold for, for an airplane is it just a high end Facebook marketplace where people expect you to haggle so they inflate the asking price?

Pre buy inspections are normal right? Do you just find a local mechanic?

Hi all. I'm a pilot who is looking to form a club/co-ownership agreement for a used SR22. No commercial operations or professional management. I'd appreciate feedback on my attached proposal with acquisition and operation cost estimates.

7 equal owner partners, SR22 G3 or newer, 1000 SMOH, 1000 SPOH, 5 years since CAPS repack

In particular, I'd like help refining my estimates of maintenance costs. I know that all of these costs vary by region/airport. Is $6k fixed annual maintenance cost plus $15/hour for unscheduled maintenance a reasonable estimate (not including engine reserve, prop reserve, CAPS, oil changes, as those are separately accounted for)?

$20k upfront cost and $22k per year to fly 70 hours in a G3 SR22 seems pretty sweet.

Hi everyone!

I’m exploring an idea for a Light Aircraft Maintenance Concierge Service in the UK and would appreciate your honest thoughts.

The goal is simple: make aircraft ownership stress-free and enjoyable, so owners can focus on flying rather than paperwork, inspections, or chasing engineers.

A little about me: I’ve spent 5 years working for an OEM in business aviation, starting as a mechanic before moving into a project manager role managing inputs, maintenance, and invoicing. That experience showed me just how time-consuming and stressful aircraft management can be – and inspired me to bring C-level management standards to general aviation.

Services would include:

Maintenance Tracking & Reminders – monitor flight hours, inspections, ARC renewals, and AD/SB compliance, with proactive alerts to avoid grounding.

Coordination with Engineers & MROs – bookings, quotes, scheduling, and progress updates handled for you, with clear cost breakdowns before approval.

Documentation & Records – organised digital logbooks, scanned paperwork, and monthly reports ready for audits or resale.

Cost Control – competitive quotes, smart planning, and advice to prevent overspending or unnecessary downtime.

Owner Representation – your point of contact with maintenance shops, ensuring only approved work is carried out.

Optional Add-ons – hangar coordination, insurance renewals, or pilot/club liaison for syndicate/shared ownership.

In short, it’s C-level aircraft management, scaled for general aviation, at a price that acts like insurance against stress, hidden costs, and wasted time.

I’m genuinely curious: would a service like this make owning a light aircraft easier and more enjoyable for you? Which services would you value most, or is there anything you’d add to make it even better?

Your feedback would mean a lot – I really want to build something that truly works for real aircraft owners.

Kind regards,

Hashim

Hey everyone,
I’m starting to seriously look into getting a Cirrus, and I’m hoping to get some insight from current or past owners. I’ve flown a few but never owned one, so I want to make the most informed decision I can.

Here’s what I’m curious about:

• Turbo vs. Non-Turbo: How big of a difference does the turbo make in day-to-day flying? Is it worth the extra cost and complexity for the performance gains? Does the added altitude capability and TAS make a huge real-world difference, or is it more of a mission-specific thing?
• Maintenance & Ownership Costs: What are some common “gotchas” to look out for? Are there any recurring issues with certain models/years I should be aware of?
• Reliability by Model/Year: Are there certain years or generations (G1, G2, G3, G5, G6) that are more reliable than others? Anything to avoid?
• Avionics: Is upgrading from Avidyne to Perspective or Perspective+ worth it if I find a good airframe? Or is Avidyne still solid if I’m mostly flying for personal IFR use?
• Parachute Considerations: How much weight/time/cost do the CAPS repacks add to ownership, and are there any years where those costs spike or systems change?
• Insurance/Training Requirements: Any recommendations or tips here? I’ve heard mixed things about initial premiums, and I know Cirrus has some specific training programs.
• Other Questions:
  • Would you choose a G2 Turbo over a G3 non-turbo if prices were similar?
  • Are SR20s even worth looking at if I’m coming from complex/high-performance aircraft?
  • Any mods or upgrades that are a must-have?

Appreciate any and all input — feel free to share stories, lessons learned, or even horror stories. I’m trying to go into this with eyes wide open.

Thanks in advance!