For Cirrus piston SR pilots planning to transition into a Vision Jet, there are fewer differences than ever between the G7 versions of the SR20, 22, and 22T and the jet. During a visit to Cirrus’ customer center in Knoxville, Tennessee, I flew the SR22T G7, then spent an hour in the Vision Jet simulator, which gave me a unique perspective on how the two airplanes complement each other. 

Interestingly, some buyers are flying away from Knoxville in an SR22 G7 while awaiting delivery of their Vision Jet, according to Ivy McIver, SR series product line director. The SR22 has the same footprint as the jet, so populating a hangar with the SR22 means that it should accommodate the Vision Jet when the time comes to make the swap, although the jet is taller (10.9 feet versus the SR22 at 8 feet 11 inches). “It’s meant to be a streamlined step up,” McIver said.

Some might say that the G7 SRs are becoming more car-like, and there are features that support this. Cirrus wants its airplanes to appeal to luxury car owners and to offer a familiar interface for smartphone and tablet users. The new Garmin touchscreen controllers (GTC) and cockpit features contribute to those goals. While the G7 SRs have two GTCs, the jet has three.

To experience the transition from the SR G7 to the Vision Jet, I traveled to Knoxville to fly the SR22T G7 with McIver and then to spend an hour in the Vision Jet full-flight simulator, including trying out the Cirrus Airframe Parachute System (CAPS) in the sim. All Vision Jet type rating training takes place at Knoxville as do deliveries of new airplanes.

G7 Features

A remote key unlocks the baggage and cabin doors, and there is a pushbutton for starting the engine, so keys stay in the pilot’s pocket. Like the Vision Jet, one of the Garmin touchscreen controllers doubles as a backup instrument; in the SR G7, this is the left Garmin touch controller (GTC 1). When GTC 1 is in backup mode, its controls are moved to GTC 2, which normally acts as the communications hub for the G7’s Perspective Touch+ avionics suite.

While the SR control yoke appears similar to the sidestick in the jet, they are different. The entire SR yoke moves fore and aft for pitch or side to side for bank, which means that the pilot’s arm and hand move to actuate the control. On the jet, the sidestick pivots so pitch and bank can be done with smaller wrist movements. This is a key difference between the two airplanes, but it doesn’t take long for familiarity to develop and, in my opinion, it makes the jet’s handling more pleasant. However, the SR control yoke is now equipped with a stick shaker that warns pilots of an impending stall, another welcome feature from the jet design.

Perspective+ brings more screen real estate, up to 35%, faster processors, and higher resolution to the G7s. Both 12- and 14-inch displays are available. With new split-screen options, pilots can customize the appearance of the two displays to show up to three vertical panes simultaneously along with a separate engine indicating system (EIS) strip. McIver likes to set up the primary flight display (PFD) with two panes, one for flight information and one with checklists or charts.

Cirrus added a new Garmin feature to the Perspective+ Touch synthetic vision system: airport identifiers with mileage markers starting 25 nm from the destination airport at 4 nm intervals, then at 2 nm, and finally 1 nm to help with situational awareness.

CAS-linked checklists automatically pull up the applicable checklist when there is a crew alerting system message or notification. The pilot can accept the checklist or switch to a more appropriate one if necessary.

A new indicator on the EIS shows oxygen quantity, and the oxygen switch has been moved to the redesigned bolster panel. Cirrus engineers removed two redundant switches from that panel, the nav light and avionics master switches, since these stay on all the time. A new feature for the bolster panel is a clickable scroll wheel for navigating through checklists and selecting items. One switch was added, for the oxygen system. Overall, the changes cleaned up the instrument panel’s appearance.

Underneath the autopilot panel is a storage area that can carry small items such as glasses, phones, and snacks. The environmental controls were moved below that cubby for easier access from either front-seater. New accent lighting shines some added illumination in the dark footwells and on the overhead panel.

While the flaps switch remains on the upper console, its indicator lights are swapped with a flap position indicator on the avionics display. This also shows the speed limitations, but Cirrus added flaps underspeed and overspeed protection, which inhibits deployment or retraction if the airplane isn’t at the correct speed. 

Further supporting the smooth transition from the G7 to the Vision Jet, the new systems synoptics help piston pilots get used to the concept of graphical systems layouts that are typical in modern business jets.

Another feature from the Vision Jet and other jets is Garmin’s SafeTaxi and Taxiway Routing. SafeTaxi depicts features on the airport, not just actual taxiway signs but also accurate representations of buildings and hangars. Taxiway routing allows pilots to plug in a destination at the airport and view a magenta line showing the path to the selected point. Garmin’s SurfaceWatch monitors the airplane’s location and provides visual and audible alerts to warn the pilot about taking off or landing on the wrong runway or if the runway is too short. It also displays runway remaining.

To reduce pilot workload, Cirrus adopted the Vision Jet’s automatic fuel tank switching mechanism, and in the SR it switches tanks every five gallons to maintain lateral balance.

SR G7s are equipped with EarthX lithium-ion batteries. These eliminate almost 20 pounds of empty weight while adding a slight increase in capacity and more than double the starting power, from 160 to 400 cold cranking amps. The EarthX battery’s management system sends information to the avionics, such as state of charge, capacity, temperature of the battery, and fault conditions. Battery life of the lithium-ion unit is six years, twice that of the lead-acid battery it replaces.

Flying the G7

The turbocharged SR22T, the top-of-the-line piston-engine Cirrus, has an optional four-blade composite propeller and flight-into-known-icing (FIKI), which is a TKS weeping wing system. Eight gallons is the FIKI capacity, and operating time depends on the level used—either high, low, or maximum. At low feed, the endurance is about two and a half hours. Most buyers of the SR22T opt for the FIKI package, according to McIver.

An intercooled, 315-hp Continental TSIO-550K engine powers the SR22T, enabling cruise at up to the maximum operating altitude of FL250 and a maximum cruise speed of 213 knots. At 55% power, maximum range is 1,021 nm. Useful load is 1,246 pounds, and there are seats for up to five occupants.

I’ve flown the latest version of the Vision Jet and so was somewhat familiar with the GTCs in the SR22T. It was clear that the new design was a solid stepping-stone into the jet. I would confirm this later with a session in the Vision Jet simulator.

The airplane sported one of the new paint schemes—in this case, the Borealis design: a dusky pink hue with black and gray accents. 

With 48 gallons of fuel and 5.3 gallons of TKS fluid, the SR22T weighed 3,155 pounds, leaving plenty of room to carry more fuel (maximum is 92 gallons) up to the 3,600 mtow. It was a perfect clear Tennessee day with hardly any wind and 70 degrees F on the ground.

The new avionics layout with the two GTCs and repositioned controls looks even cleaner and less cluttered than previous versions. Gone is the bulky keyboard controller and audio panel, leaving the center console much slimmer and smaller. Removal of the backup display from the bolster allowed Cirrus to make it more elegant-looking.

The PFD and MFD retain their buttons so a lot of avionics control can be done without using the GTCs. McIver plugged in a flight plan from Knoxville’s McGhee Tyson Airport (KTYS) to nearby Rockwood Municipal (KRKW).

Experienced Cirrus pilots are familiar with the lack of nosewheel steering and the need to use brakes to turn on the ground. The high-performance, lightweight Beringer brakes are firm and allow for accurate steering, and they prevent brake fade after landing.

I taxied to Runway 05R at KTYS and, once lined up, advanced the throttle all the way. Automatic wastegate controllers kept power in the turbocharged engine at the right setting, 100% on the power gauge, which is simpler to look at compared to the manifold pressure and rpm gauges. There was no need to worry about a prop control because that is integrated with the throttle in Cirruses.

After a smooth liftoff, the SR22T accelerated to its climb speed of 120 knots until I leveled off at 3,000 feet. I spent a few minutes getting used to the feel of the controls and then headed northwest to intercept the final approach course for the KRKW RNAV (GPS) RWY 22 approach. We had selected the approach chart in a window in the PFD and could see our own ship position displayed on the chart.

Joining the final approach course at the USICU waypoint with the autopilot engaged, I pressed the approach button on the autopilot control panel and the Cirrus turned left and intercepted the course, then began descending on the LPV glide path at the final approach fix.

After reaching the LPV minimums at 1,912 feet, I disconnected the autopilot, pushed the go-around button, and advanced the throttle, and we climbed back to altitude for the short return leg to KTYS.

The intent of this flight wasn’t to evaluate the SR22T G7’s performance and handling, but compared to earlier Cirruses that I have flown, the G7 shows that the design has come a long way. Very early Cirruses were more reminiscent of typical general aviation airplanes, and over the years more comfort and luxury features have been progressively added. It’s no surprise that buyers are willing to pay substantially more than $1 million for the latest version with all the trimmings.

That said, the G7 does handle better than older models because Cirrus engineers have tweaked the flight control system and airframe design over the years to make handling more pleasant. I’m not a huge fan of the side yoke, but it does have the advantage of leaving the area in front of the instrument panel clear. In reality, flying the piston SR Cirruses feels natural after a little exposure.

Vision Jet Simulator

Cirrus now has two CAE Vision Jet full-flight simulators in Knoxville to handle the growing number of type ratings needed by new jet pilots. To prepare for the type rating course, pilots need to be proficient, not just current, with IFR flying. The Cirrus instructor will evaluate the candidate with a flight skills assessment that includes an IFR approach and partial panel flying along with some bookwork on arrival and departure procedures, which jet pilots are more likely to use, and IFR procedures in general.

Assessment is done two months before the type rating course so the student has time to resolve any deficiencies. “This gives us a starting point and suggests how to best prepare them for training,” said Justin Bender, a Vision Jet instructor and training center evaluator who conducts type rating checkrides. “We suggest what they should work on to make their training more successful.”

Tools available to the student include a Garmin G3000 hot bench where they can practice using the avionics and flight training devices that mimic the Vision Jet but without motion bases. The ground school takes five days and is followed by five simulator sessions that include scenarios such as flying into Aspen in cold weather and a Memphis to Atlanta trip.

Bender demonstrated the new smoke-in-the-cockpit feature in the latest CAE 7000XR simulator, which was delivered in November 2023. The smoke adds another layer of realism to the simulator and is a much better way to practice emergency situations. Also on that list is the emergency autoland system, which with the press of a button automatically locates a suitable airport, positions the jet for landing, lowers the flaps and landing gear, then touches down and stops on the runway. After an autoland demo we did a CAPS pull, which is probably more realistic in a full-motion simulator than in an SR training device.

After taking off from Long Beach, California, and climbing to 8,000 feet, I leveled off and reached to the overhead panel, moved the CAPS handle into the vertical orientation, and then gave it a strong pull. The system automatically reduced power and slowed the jet down before deploying the parachute. Once fully deployed, the jet sat in a level attitude and descended at about 1,800 fpm. The descent seemed to take a long time and felt fairly benign, although I’m sure it’s more dramatic in the real airplane.

More than 500 Vision Jets have been delivered, and the type rating count is already above 1,200. Of new Vision Jet buyers, 69% are transitioning from a piston-engine Cirrus SR, so the move to make the G7 more compatible with the jet makes sense.

About 30% of Cirrus SR buyers are new to aviation, and Cirrus is serving them with its new private pilot course. This brings new pilots into the Cirrus family more quickly and avoids having them train elsewhere and then come to Cirrus with bad habits that need to be fixed. “It’s been super well-received,” McIver said, “and a lot more seamless for someone who wants to experience a Cirrus. This was the last piece of the puzzle for the Cirrus ecosystem.”

Having flown the SR22T and then jumped right into the Vision Jet simulator, I agree with McIver that it’s a more seamless experience. The avionics interface is almost exactly the same, and this will save pilots a lot of time during Vision Jet type rating training. Placement of controls and ergonomics are markedly similar and, in my opinion, a G7 pilot is going to feel right at home in the Vision Jet cockpit.

A big difference remains the side yoke versus the sidestick, but once flying the Vision Jet, new pilots will quickly come to appreciate how much easier it is to twist or rotate a wrist in the jet instead of moving fore and aft or side to side with the SR’s yoke.

I’ve long believed, after a few flights in the jet, that the Vision Jet is easier to fly than the SR. There is only one engine control, and once the pilot gets used to jet speeds, runway handling and performance, and high-altitude pressurized flight, he or she will quickly feel comfortable and safe.