Cirrus SR22T Transition and Engine Management

by Philip Greenspun, ATP-CFII; April 2019

This is for pilots who know how to fly an SR22 and was prompted by our flight school's acquisition of a beautiful SR22T-G5.

Cheat Sheet

Cirrus makes it easy to download the latest POH applicable to any serial number from the company web site. Unfortnately, the differences between the SR22 and SR22T are scattered across multiple pages. Here are some of those differences, based on the POH for s/n 0535, a 2013 G5 airplane.

Climb: the goal is to keep CHT below 420F. Page 4-18 suggests an airspeed of 120 knots and rich of peak operation with fuel flow in the green arc. If the CHTs are high, increase airspeed. As with the SR22, boost pump stays ON during climb. The page also notes that above 18,000' it may be necessary to use the High Boost/Prime setting for the electric boost pump for adequate vapor suppression. A loss of fuel flow is what to look for.
Cruise Climb (4-20): The minimum airspeed is 120, but there is no suggested airspeed (the climb performance tables in Section 5 are based on 120 knots). Once manifold pressure (MAP) is below 30.5 inches it is approved to lean to the cyan target fuel flow on the gauge. Continue to monitor CHTs. If above 420, go back to rich of peak.
Cruise (4-21). Reduce power to less than 30.5 inches MAP. Lean to the cyan target. If CHTs are above 420, reduce fuel flow by 0.5 gph for a 15-degree reduction. An alternative is to use the G1000 to lean for peak TIT 50-75F lower than peak.
Cruise boost pump usage (4-22). This is a huge difference compared to the SR22. The recommendation is to leave the pump on for 30 minutes after leveling off. This is for vapor suppression. At high altitude, it may be necessary to use High Boost/Prime.
Descent (4-23). As with normally aspirated engines, shock cooling will shorten the engine's life. The recommendation against shock cooling is explicit in the POH for the SR22T, unlike for the SR20 and SR22. Pilots should strive to maintain CHT of at least 240F and no pull power back below 18-20 inches MAP. [A good rule of thumb for an SR20 or SR22 owner hoping to make TBO is to reduce power by 2 inches MAP every minute.]
After landing, some pilots are religious about a two-minute cooldown for a turbocharged engine. The Cirrus POH does not recommend this, however.

Recommended airspeeds that are different (or critical):

Rotation: 77 knots (73 on same-weight SR22)
Obstacle Clearance Roration: 85 (84 for SR22)
Best Rate Climb, SL: 103 (108)
Best Rate Climb, 10,000': 102 (99)
Best Angle Climb: 88 (same)
"Normal" Climb: 120 (110-120)
Landing Speeds: 80-85 full flaps or 79 short field (same)
Go-Around, Flaps 50: 80 (same)
Turbulence: 123-140 (2900-3600 lbs.; same)

CFIs: Remind pilots to include top left of PFD in their scan. Unlike on any other aircraft, Cirrus puts the current power setting right there. No need to look at MFD. Also, remind to press the red A/P disconnect before every landing to ensure that the yaw damper is off (automated on the G6).

SR22T Engine Management slide deck (good illustrations of the mechanisms)
overall Cirrus SR20/22 review
Cirrus Flight Review (BFR/IPC)

philg@mit.edu

Cirrus SR22T Transition and Engine Management

Cheat Sheet

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