The AOA is an aftermarket option that the previous owner had installed. It does not talk to the G1000 system but does integrate to the audio panel. It provides visual and audio cues close to stall.

I just had the first opportunity to really monkey with it the other day. I did several stalls - power off - flaps up, power on- flaps up, power off - flaps down. In all cases, it indicated stall progression and actual stall dead on. The indicator has a number of symbols and colors that give you instant reference of where you stand in relation to stall.

It will be interesting to continue playing with it. It's certainly helpful although in all my flying, I've always made it a point to be hyper aware of airspeed in all phases of flight, especially in the pattern. I'll be interested to see what additional help it will be at slower speeds while banking.

No. The G5 mods included a newly designed parachute for the higher GW, beefed up gear structure, beefed up wing structure, beefed up flap structure. The additional wing / flap structure also made it possible to up the 50% flaps airspeed from 119kts to 150kts, which is quite helpful.

Actually - correction on that...

From what I recall reading, the max flap deflection was increased in order to maintain the same stall speed.

What's Vs1 and Vso now?

See below

Jaime Steel (aircraft broker in OH who has sold more used Cirrus’ than anyone else) wrote a fabulous document highlighting all of the SR22 design changes from 2001 through now. I’ve pulled this information from her document that summarizes the design changes from the 2012 G3 to the 2013 G5:


2013 IMPROVEMENTS

Cirrus did it again, with the G5 being a complete game changer for single-engine piston aircraft.

Highlights of the G5 include:
• A 200-pound gross weight increase making this a true IFR family and business traveling machine.
• 150 Kias 50 percent flap extension speed (was 119).
• Integrated fuel gauges.
• A redesigned rocket and parachute.
• A useful load increase from 3,400 pounds
to 3,600 pounds.
• Wheel fairings redesigned including an access
door to inflate tires easily.
• Optional 230-Volt Tannis preheater.
• 2013 60/40 FlexSeating and ADS-B transponder
is standard.
• To maintain current stall speeds at higher weights,
flap deflection was increased to 35.5 degrees.
Due to the higher loads from increased deflection angles, the flap components had to be strengthened – this is allowed for the flap deployment speed
to be increased.
• Parachute changes: More weight equals bigger parachute, which is also made of new materials that are lighter and stronger. The rocket also had to be beefed up – the diameter is larger (more thrust) and longer (increased burn time).
• The rocket is electric, similar to automotive airbag technology. Power is drawn from both batteries and is hard wired. The sole method for deploying CAPS remains the red T-handle.
• A deeper front to aft parachute bucket with the same exit hole size.
• The wing spar was strengthened through the addition of extra plies.
• The main landing gear was redesigned to facilitate the gross weight increase of the aircraft.

Jaime’s entire article can be read here:

https://www.steelaviation.com/wp-conten ... istory.pdf

Why are you the only one belted in the pic? Just curious

You'll be ready to pick up a lightly used Vision by the time the ashtray in this one is full with candy wrappers.

The back seat pax had their belts on - you just can't see it in the picture. The fellow up front with me asked to take his off during cruise. It was a silky smooth flight that day, so I told him he could. He wore it for T/O & landing.

The back seat pax had their belts on - you just can't see it in the picture. The fellow up front with me asked to take his off during cruise. It was a silky smooth flight that day, so I told him he could. He wore it for T/O & landing.

The G3 can't fill the seats and fly one hour? Really?

Put two hours of fuel on a Comanche 260, and it will have over 1,000 lbs useful load left.

Surely 33/35 Bonanzas can do that, too?

A Cessna 182 will easily take 4 people and fly for an hour with reserves.

Maybe a 172 fits your description, unable to take 4 and fly an hour, but even that's not certain.

I'm surprised the G3 was that load limited.

Mike C.

That sounds like an awesome 182 Paul.

Gotta ask....in general round numbers, how much for a sweet little G5 bird these days?

Is it the chute that keeps your wife from considering others?

I bet you can fly this airplane on a wire. Probably don't even think that about it that much. High dispatch rate, new technology, realistic operating cost and a wife that says she likes it. That is way up into the 99th percentile of aviation success. Congratulations!

Nice Cirrus, congrats but but...

1 flight at FL280 in a Jetprop or Meridian would have sold her on it, just saying.

G3 SR22T's - non-FIKI (2007 - 2008) range from high $200's to mid $300's
G3 SR22T's - FIKI (2009 - 2012) range from high $300's to mid $400's
G5 SR22T's (2013 - 2016) range from high $500's to low $700's
G6 SR22T's (2017 - 2018) range from high $700's to mid $900's for new

Earlier model G1's and G2's can be had for MUCH, MUCH less.

My wife's impression is much like most non-pilots who I have flown. It looks and feels modern inside and out, inspiring confidence. The high technology throughout inspires confidence. The chute is the biggest feature that gives my wife and most of the other non-pilots who I've flown a level of confidence they don't have in anything else, with exception to a twin jet. I've had folks who refused to fly with me in the past not hesitate to jump in the Cirrus.

That said, 90% of my flying is just myself and my briefcase, so passenger confidence isn't a huge criteria based on my mission needs. However, it's awfully nice when you understand how much more at ease folks are in it.