Old apples to oranges comparison.

(I would have got the TP as well)

That's quite an endorsement Jeremy. I've never flown in an A36 with A/C and just assumed it would be a similar experience. What are the differences that you feel make the A/C system better in the 22 vs. the A36? Cabin size? Windows? A/C unit itself? Airflow?

I can’t imagine why Beech wouldn’t run a/c lines to the back of the airplane as well. That’s disappointing.

The cooling system in the SR is definitely one of the systems they got right. There are a total of 6 air outlets and when you have the system on recirc mode, it REALLY blows cool air hard. It’s not quite automotive airflow but it’s darned close. Certainly way more airflow than what I was used to in GA. With later models, they also made changes to the system so that you are permitted to run it during all phases of operation. The C340 I flew for awhile had many limitations for when the system could be operated and I cooked in that airplane many times.

Newer 36’s with FTA system puts AC all vents front and back. Very good system now factory installed on Beech 36 & 58.

Excellent. Very glad to hear they fixed that.

This!

I ask myself the same question every time I hear someone bought a new one. There must be a dozen nearly new SR’s on the Million Air ramp at HPN, plus more in the hangars. Kudos to Cirrus for brilliant marketing, but I don’t feel the buzz.

A million $ SE piston makes no financial sense to me as well. However, what I believe many SR owners are doing is constantly flipping to the newer birds to take advantage of additional depreciation. If your opex remains roughly the same and you flip to a bird with $300k more book value, you get to depreciate that added $300k which wipes out your added cost of capital and insurance. Basically, you get to upgrade to brand new for not much more out of pocket costs.

These guys must also believe that they will fly until the day they die or perhaps they don’t understand recapture.

As for me, I despise actual depreciation so I’m just fine and dandy owning an asset with little actual depreciation. I lost less than $10k when I sold my G3 and if I sold my G5 today, I’d also have very little depreciation. New birds depreciate much faster, no matter what the sales guy says...

I don't understand the blue lever comment at all. What could be more simple than setting power with a big % power gauge on the MFD? It runs at 2500RPM all the time and you put the big lever to the % power you want. What's so confusing about that?

Don't understand the oil usage comment either. I've owned a G3 SR22T and a G5 SR22T over the past 5-6 years. On both airplanes, I use (1) quart between oil changes. It's a big block Conti, same as the A36. There's nothing dramatically different about the engine. Like any big block Conti, especially one that's turbo-normalized, the cylinders rarely make it to O/H. I would expect that in any SR22T that you're going to replace 3-6 of the cylinders sometime in the 800-1,200 hour mark. Budget it and simply do it when they come up. They're roughly $2K / jug installed.

I looked at the SR22t G6.. it is an elegant and ergonomic airplane, that cannot be denied... and then I looked at the cost and and what else can I buy for that money....

I chose a P210N silver eagle.. basically the same price (used) for both planes, both setup with state of the art electronics and the silver eagle has a turbine, 5 blade prop, and pressurized and will run circles around the sr22t in every phase of flight...

As for the parachute... I’d rather tilt the odds by paying for an engine that is far less likely to fail...aka turbine...

I doubt the buyer in the market for a new SR22 is the same buyer in the market for a <$1MM turboprop.

And what turboprop can be operated for anything like the hourly cost of a new SR22?

A silver eagle operates at not so different numbers... you would be surprised

How much fuel do those hold and what is the range? Seems like a cool concept but I wonder about how much Jet A you can pack into tanks originally designed to feed a thriftier piston powerplant.

You could get a Meridian, a jet prop, a silver eagle, a tbm700, mu2, 501sp, F90, turbo commander, some of them with a few hundred grand to over half mil left over. The operating cost will be more of course but not so much more that it would be out of reach of a guy who can drop a million on an airplane. It’s gotta be the tax advantage of new.

How much fuel do those hold and what is the range? Seems like a cool concept but I wonder about how much Jet A you can pack into tanks originally designed to feed a thriftier piston powerplant.

Agreed. Apples and oranges comparison.

Wrong metric. Cost per *mile* counts in a traveling machine. Still more in the turbine, but less severe than per hour. But, oh the differences. Pressurized in the flight levels with turbine quiet and smoothness vs. cannula or mask in the teens with piston noise and vibration.

You get what you pay for. Sometimes.