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The pre-flight checks are essentially the same as for the 20, with the biggest differences from most light aircraft being the complete absence of mechanical trimmers (trim in all three axes is purely electric) and the single power control, instead of separate throttle and prop levers. As on the 20, the sidesticks are mounted on square tubes that are installed in such a way that an edge is on top. Marked on top of the tubes are the take-off trim positions for both elevators and ailerons, making it very easy to see that the aircraft is correctly trimmed for take-off. Rudder trim is displayed by a small analogue gauge mounted next to the flap switch; with the rocker switch for the trimmer mounted within the gauge.

The power checks are also very simple. Firstly, the power lever is smoothly advanced until it hits a detent. Initially the rpm should be steadily increasing until the lever reaches the detent, at which point it should reduce by around 100rpm. This indicates that the control link to the hydraulic constant speed unit and the CSU itself are functioning correctly.

Having ensured that the aircraft was correctly configured for the take-off (flap position is indicated by three small lights next to the flap-shaped lever) and having received clearance from the tower, I rolled out onto the runway and smoothly pushed the throttle lever through the detent to the stop. Exactly how the single power lever converts the engine's 310 horses into thrust is actually quite interesting. As the power lever is advanced, manifold pressure increases while the prop rpm stabilises at 2,500. As the lever goes through the detent, the manifold pressure stays at the maximum permitted value, although the propeller speed increases by another 200 rpm. To an interested listener, it does rather sound as if the pilot is being ham-fisted with the prop control, but the system actually works very well. Cirrus Design, I take off my flying helmet to you.

At 310hp, the Continental IO-550 provides in excess of 50% more power than the IO-360 fitted to the SR20, and while I knew that a 50% power increase would only raise the cruise speed by about 10%, I was confident that the take-off and climb performance would be vastly improved.

My assumption proved to be correct. Although we were well below the maximum take-off weight, and the outside air temperature was well above the 15°C of an International Standard Atmosphere day. Nevertheless, the acceleration was very impressive and we were soon rapidly approaching the rotation speed of 70 knots.

Initially the SR22 required a couple of dabs of right brake to track the centreline, but as the airspeed began to build and the rudder came alive, I found that the rudder alone was more than adequate. As the needle of the ASI swept briskly through 70 knots, a hint of back pressure on the sidestick lifted the nosewheel off the runway, and this was quickly followed by the mainwheels. As the ASI swept past 80, I clicked the single-slotted flaps 'up' and trimmed slightly forward. The best rate of climb at sea level is achieved at 101 knots, but I chose to use a target airspeed of 120 knots in order to reduce our deck angle and thereby increase forward visibility. Even flying at airspeeds some 20 knots faster than the optimum speed, I was still impressed to see the VSI indicating in excess of 1,400ft/min, but to be fair we were several hundred pounds below gross weight.

When testing a new flying machine I generally try to spend most of the flight evaluating it for the purpose for which it was designed. The Cirrus SR22 has been specifically designed to go places, so with this in mind as soon as we were clear of Fort Lauderdale I began looking at the aircraft's cruise performance. Firstly, I pre-selected an altitude of 5,500ft and turned the autopilot on. With robot-like precision the autopilot quickly took us up to altitude and levelled off. I then eased the power lever back until the rpm fell to 2,500 and noted our True Airspeed and fuel flow. These were 180 knots and 15 Imperial gallons an hour respectively, which, bearing in mind that this aircraft does not have the benefit of a retractable undercarriage, is exceptionally good. Despite the rather bumpy conditions caused by a surprisingly convective air mass, the autopilot coped well and the ride remained very comfortable. However, while the S-Tec autopilot may well be a better pilot than me, its writing ability is inevitably found wanting, so having assured myself that the SR22 was indeed as capable a tourer as Gary had claimed it to be, I disconnected the autopilot and resumed control. While we still had plenty of speed, I examined the aircraft's speed stability, and noted that from a 20 knot displacement it regained its trimmed speed after two long wavelength-low amplitude phugoids.

As befits a good touring machine, it has impressive speed stability. Slowing down to explore the slow side of the envelope took a while, as the airframe is so slippery, so I amused myself with some steep turns. The SR22 benefits from very well-harmonised controls, while the aileron-rudder interconnect ensures that all but the steepest of turns requires no input via the rudder pedals at all. Visibility throughout the turn, and indeed during every stage of the flight, is outstanding. The aircraft is also very easy to fly in trim (the electric trims are well geared) and once the aircraft is in trim, flying is more a case of applying control pressures, not actual movements. It is a very pleasant and easy machine to fly.

A look at the SR22's behaviour at the stall revealed that it is relatively vigorous flaps up, although far from unpleasant. With either take-off (17°) or landing (34°) flap selected its stall behaviour was far more docile. Indeed, in a more realistic accidental stall-type situation, the stall is a total non-event. The horn starts its warning wail a good ten knots before the wing finally and reluctantly stops flying, while simply reducing the back pressure soon got the wing flying again. At this point, Gary took control and demonstrated a classic 'base-to-final' stall. As the Cirrus sank deep into the stall, Gary moved the sidestick from side-to-side and the wings rocked obligingly conclusive proof that the various aerodynamic refinements built into the wing do actually work. The wing was definitely stalled, but the ailerons still retained total control authority.
As we raced back towards Fort Lauderdale's very busy airspace, the Skywatch system came into its own, indicating traffic before either I or Gary had spotted it. Approach handed us off to the tower, who promptly informed us that they were "very busy with multiple airliner arrivals and could we please keep our speed up?" "Ahh roger" replied Gary confidently as he indicated to me to push the throttle forward, "we're increasing speed to 170 knots." Almost immediately, the tower came straight back with a slightly incredulous "say again aircraft type". "November eight-oh-eight Charlie Delta is a Cirrus SR22", he replied, with just a hint of pride in his voice.

At 1,500 feet, with 4 miles to run, the tower cleared us to land. Now, as we were still indicating 170 knots, I thought that slowing down might be a bit of a problem. However, Gary suggested bringing the power right back, while holding our altitude. As the speed bled back below 120, he called for the first stage of flap, and this was rapidly followed by the second stage as the speed reduced below 100. We still had 85 as we passed over the fence, which was about 5 knots too quick. However, with around 10,000 feet of runway in front of us, there was always going to be plenty of room, and with just a squeeze of back pressure, the mainwheels squeaked onto the tarmac gratifyingly smoothly. Even Gary conceded that as landings go, it was incredibly smooth, but then I suppose after thumping a Tomcat onto the deck of a carrier for a living, most landings seem smooth. (Although, even if I do say so myself, it really was a beauty!)

One fascinating facet of the SR22 is that it is an all-electric aeroplane. Unlike just about every other GA aircraft, there is no vacuum system electricity being used to spin the gyros for the artificial horizon, turn and slip and heading indicator. Having all the gyros spun by electricity, obviously requires a high degree of redundancy, and Cirrus has addressed this superbly. Firstly, there is two of everything. Two buses, two batteries and two alternators. The main system is powered by a 60 amp, 28-volt alternator that also charges both batteries. In the event of some kind of malfunction of the primary system, the secondary 20 amp alternator only charges the secondary battery. In the extremely unlikely event of a double alternator failure and the primary battery totally discharging, the secondary battery powers the flight instruments and selected avionics via the secondary bus. By selectively turning off all unnecessary electrics, I imagine that the secondary battery would easily last long enough to divert to an airfield.
I was also pleased to hear that both alternators are now gear-driven. This has got to be a good move away from the belt-driven alternators, which really do belong in the last century, at least as far as flying machines are concerned. The reasons for Cirrus favouring an all-electric system (apart from the fact that vacuum systems have always been unreliable, at least when compared to electric systems) can be answered in one acronym FADEC. Continental has been experimenting with Full Authority Digital Engine Control for piston engines for some time now, and if this system is to be accepted by the world's regulatory aviation authorities, then a high degree of electrical redundancy is always going to be required. Another obvious advantage to having such a high level of redundancy is that it opens the door to an 'all glass cockpit' and also provides plenty of power for electric anti-ice systems.

I had been very favourably impressed by the SR20, and even more so by the SR22. Not only is it extremely quick for a fixed-undercarriage aircraft, but it is also exceptionally easy to fly. Indeed, as Gary and I walked away from the aircraft, he joked that a pilot who had been trained to fly only on Cirrus aircraft would need additional training to fly most other aircraft, as the Cirrus is so easy to fly.

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