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How to Buy a Cirrus SR22: Buyer's Guide
A fast, comfortable, parachute-equipped composite four-seater with a deep resale market, though values swing widely by generation, avionics and engine time.
Updated October 2026 · Market data from 446 live fyiAero listings, the FAA registry and NTSB records
Overview
The Cirrus SR22 changed the piston single market when it arrived in 2001: a composite airframe, side-stick controls, big-screen avionics, a 310-hp Continental and a whole-airframe parachute system (CAPS) as standard equipment. Two decades later it is still the best-selling high-performance piston single, and its used market is large. fyiAero listings show 446 SR22s for sale right now, against a U.S. registered fleet of 6,969 aircraft according to the FAA registry.
That depth is good news for buyers because you can be picky. It also means a wide spread. Current asking prices on fyiAero run from about $100,956 for the roughest early airplanes to $1,700,000 for new or nearly new G7+ Turbos, with a median of $589,000. Listed model years run from 2001 through 2026, and the median listed airframe has 1,140 hours.
Most of the price difference comes from three things: generation, which drives avionics and airframe refinements; whether it is turbocharged; and time on the engine and airframe. Get those three right and the rest of the shopping becomes a matter of condition, paperwork and the date stamped on the parachute.
Who it's for. The SR22 suits owner-pilots who travel 300 to 700 nm at a time with two to four people and want a modern cockpit and real IFR capability. Turbo models add high-altitude cruise, which helps over the Rockies and above weather in summer, but they bring oxygen and more engine management. It is not a hard airplane to fly, but it is fast, slippery and lightly damped compared with a Skyhawk or Archer. Insurers treat it accordingly. Low-time pilots, especially those moving up from fixed-pitch trainers, should expect underwriters to require Cirrus-specific transition training from a Cirrus Standardized Instructor Pilot, a period of dual and possibly limits until they build time in type. Instrument-rated pilots with high-performance time and recurrent training will see the best terms. Get an insurance quote before you make an offer, not after.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| SR22 original (G1) | 2001-2003 | Analog six-pack with a large MFD early on, and later the Avidyne Entegra glass panel. These are the entry-level airplanes, averaging roughly $245,000 to $288,000 in fyiAero listings, and avionics obsolescence is the main thing holding their value down. |
| SR22 G2 (and early Turbo conversions) | 2004-2007 | Revised fuselage, interior and systems with Avidyne Entegra as the norm. Turbo-normalized versions using an aftermarket twin-turbo conversion appeared in this era. Asking averages run about $311,000 to $352,000 depending on year and equipment. |
| SR22 G3 / Turbo | 2007-2012 | New wing with a carbon spar, taller gear, more useful load, and Garmin Perspective (G1000-based) became available, eventually replacing Avidyne. The factory SR22T with a Continental TSIO-550 arrived late in this run. Perspective-equipped and factory-turbo G3s carry a clear premium over Avidyne airplanes of the same year. |
| SR22 G5 / SR22T G5 | 2013-2016 | Higher gross weight, which makes it a more honest four-seater, plus a larger parachute, improved flaps and interior updates, with Perspective avionics throughout. fyiAero asking averages run from about $544,000 to $642,000. |
| SR22 G6 / SR22T G6 | 2017-2023 | Perspective+ avionics with faster processors, better displays and improved autopilot features, plus LED lighting. The G6 Turbo is the most-listed SR22 variant on fyiAero, so this is the deepest pool to shop. |
| SR22 G7 / G7+ | 2024-present | Redesigned cockpit with larger touchscreen controllers, revised interior and ergonomics. The G7+ adds Garmin's emergency autoland capability. These sit at the top of the market, with 2024 averaging about $1,145,000 and 2025 about $1,310,000 in fyiAero listings. |
What a Cirrus SR22 costs to buy
416 priced listings on fyiAero right now ask between $100,956 and $1,700,000, with a median of $589,000 and a median of 1,140 hours total time. Against fyiEstimate, 158 are priced below estimate, 53 within range and 199 above.
- Price follows year closely. fyiAero averages climb from about $245,000 for 2002 models to $421,000 for 2008, $598,000 for 2014, $749,000 for 2020 and $1,145,000 for 2024. Set your budget, then find the newest generation it buys.
- Airframe time matters a lot. The median asking price is $814,950 under 1,000 hours, $444,900 at 1,000 to 2,000 hours, $359,900 at 2,000 to 3,000 hours, and $296,950 at 3,000 to 5,000 hours. A well-kept higher-time airframe with a fresh engine can be the best value.
- Turbo models dominate listings, especially G6 Turbos. Buy a turbo only if you will actually fly high and use oxygen. Otherwise a normally aspirated airplane saves money on purchase price, overhaul cost and maintenance.
- On older airplanes, avionics drive value as much as the airframe does. A G2 or early G3 with Avidyne Entegra, an upgraded autopilot and modern GPS navigators is worth more than one with original equipment. Perspective-equipped G3s command a premium.
- Treat the CAPS repack and rocket date, engine time since overhaul and any expired life-limited items as negotiation numbers. A due repack or a run-out engine should come off the price, not be absorbed after closing.
- With 446 airplanes on the market, you do not need to settle. Walk away from incomplete logs, unrepaired damage history or a seller who will not allow an independent pre-buy at a Cirrus-experienced shop.
Average asking price by model year
Median asking price by airframe time
| 0–1,000 hrs | $814,950 | 152 listings |
| 1,000–2,000 hrs | $444,900 | 127 listings |
| 2,000–3,000 hrs | $359,900 | 58 listings |
| 3,000–5,000 hrs | $296,950 | 20 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- CAPS parachute repack and rocket motor dates. The parachute system has a 10-year repack cycle and the rocket and related components carry their own service life. A repack coming due is a major expense and takes the airplane out of service, so confirm the dates on the placards and in the logs.
- Composite airframe and damage history. Composite damage can hide under paint. Have the shop tap-test and look for cracks, delamination and poor repairs around the gear attach points, wing roots, tail and doors, and read the logs closely for prior incidents and who did the repair.
- Engine condition (IO-550-N or TSIO-550). Ask for compressions, a borescope of every cylinder, an oil analysis trend and engine monitor data if the owner saves it. Cylinder problems and hot-running cylinders are common, so look at CHT history and whether the airplane flew regularly or sat.
- Turbo system on Turbo models. Inspect the turbochargers, wastegate, intercoolers, exhaust slip joints and clamps for cracks, leaks and heat damage. On aftermarket turbo-normalized airplanes, confirm the paperwork is in order and the system has been maintained to its own instructions.
- Nose gear and castering nose wheel. The free-castering nose wheel and nose gear fork take abuse from hard landings and aggressive taxiing. Check the fork, bearings, attach structure and tire wear, and look for signs of prop strikes or nose-gear damage.
- Main gear legs, wheels and brakes. Differential braking for steering puts real load on the brakes, and overheated brakes have caused problems in the fleet. Check the rotors, linings, calipers and wheel fairings for heat damage, and check the gear legs for cracks.
- Fuel tanks and fuel system. The integral wing tanks can develop sealant leaks over time, and resealing is labor-intensive. Look for staining at the wing root and the underside of the wing, and verify that the fuel quantity indications are accurate.
- Flight controls, flap system and hinges. Inspect the aileron, rudder and flap hinges and brackets, the flap actuator, the roll trim and the aileron-rudder interconnect for wear, corrosion and correct rigging. Ask the shop to research applicable ADs and service bulletins on the flight controls.
- Avionics, autopilot and displays. Test every function in flight: autopilot modes, coupled approaches, displays, cooling fans and databases. Avidyne Entegra parts and support are getting harder to find, and display repairs on any generation can be expensive.
- Seatbelt airbags, ELT, batteries and life-limited items. Seatbelt airbags, batteries, the ELT and other components have service lives. Make a list of what is due within the next year and price it into your offer.
Popular upgrades
- Avidyne DFC90 or other modern digital autopilot. Replacing the original S-TEC 55X with a digital autopilot that has envelope protection and straight-and-level capability is one of the most valued upgrades on Entegra airplanes, and buyers pay for it.
- Modern GPS navigators (Avidyne IFD or Garmin GTN series). Swapping the original GNS 430s on older airplanes adds WAAS approaches, touchscreen convenience and longer support life. It makes an Avidyne-era SR22 much easier to sell.
- ADS-B In/Out with traffic and weather. ADS-B Out is required for most flying, so an airplane without it is effectively discounted. Integrated ADS-B In for traffic and weather on the displays is a plus.
- Air conditioning. The factory or approved air conditioning adds weight but is highly valued in the South and Southwest, and it widens the buyer pool at resale.
- Engine monitoring and tuned injectors. Data-logging engine monitors and balanced fuel injectors that allow lean-of-peak operation improve engine management and fuel economy. Buyers like to see saved engine data.
- Paint, interior and LED lighting refresh. Cosmetics rarely return their full cost, but a tired interior or faded paint on an older airplane noticeably slows a sale and invites lower offers.
Ownership costs
fyiAero's operating estimate for the SR22 puts variable cost at about $176 per flight hour, based on a fuel burn of 16.4 gph at a 183-knot cruise, or roughly $0.96 per nautical mile. A total annual budget of about $35,375 covers 87 flight hours, using an average pre-owned value of $318,243 for insurance and financing assumptions. Fixed costs include hangar, insurance, annual inspection and database subscriptions. Newer, more expensive airplanes will insure for more, and lower-time pilots should expect higher premiums. Also set money aside for the engine overhaul reserve, the 10-year CAPS repack and avionics repairs. Turbo models add overhaul and exhaust or turbo maintenance cost, while Avidyne-era airplanes can bring surprise display or component bills as parts get scarcer.
Safety record
NTSB records show 159 SR22 accidents over the last 10 years, 37 of them fatal and 36 that destroyed the aircraft. Measured against the U.S. fleet of 6,969 aircraft, that is about 22.8 accidents and 5.3 fatal accidents per 1,000 registered aircraft over the decade. The SR22's record improved markedly once the Cirrus community and insurers pushed early, decisive use of CAPS and type-specific training through Cirrus Standardized Instructor Pilots and the Cirrus Owners and Pilots Association. The parachute only helps if the pilot pulls it early, within its altitude and airspeed limits. The main risk areas are the same ones seen in any fast single: loss of control in instrument conditions or on the base-to-final turn, stalls during go-arounds, VFR flight into deteriorating weather, and landings that are too fast or too hard. Fly the published speeds, get recurrent training every year, use the autopilot well, and practice the CAPS decision before you ever need it.
Alternatives to consider
- Cirrus SR20. It uses the same airframe and parachute with a smaller engine, so it costs less to buy and run. In exchange, it is noticeably slower and carries less load, especially on hot days.
- Cessna TTx / Columbia 350 / 400. This composite airframe is as fast or faster, especially the turbo 400 and TTx, and has strong handling. It has no parachute, the fleet is smaller, and parts and service networks are thinner.
- Beechcraft Bonanza G36. It offers a metal airframe, more cabin flexibility with club seating and a long track record. However, the retractable gear adds maintenance, it has no parachute, and comparable years often cost as much or more.
- Mooney M20 Ovation / Acclaim. It is efficient and fast on less fuel, and the Acclaim is very quick at altitude. The cabin is tighter, the gear retracts and there is no parachute, and a smaller dealer network can affect resale.
- Piper PA-46 Malibu / Mirage / M350. It is pressurized with a roomier six-seat cabin for flying high in comfort. Purchase price, maintenance and complexity step up considerably, and the airplane is more demanding to insure and fly.
Frequently asked questions
How much does a used Cirrus SR22 cost?
fyiAero listings currently range from about $100,956 to $1,700,000, with a median asking price of $589,000. Early 2002 models average around $245,000, while 2020 models average about $748,000.
What is the difference between the SR22 and SR22T?
The SR22T has a factory turbocharged Continental TSIO-550 that holds power at high altitude, which helps on long trips and over mountains. The normally aspirated SR22 is simpler and cheaper to maintain and overhaul. Some earlier Turbo SR22s use aftermarket turbo-normalizing conversions rather than the factory engine.
How many hours is too many on an SR22 airframe?
There is no hard cutoff, but price drops as hours rise. On fyiAero, the median asking price is $814,950 under 1,000 hours and $296,950 at 3,000 to 5,000 hours. A well-maintained higher-time airplane with a fresh engine and clean history can be a smart buy.
What does it cost per hour to fly an SR22?
fyiAero estimates variable cost at about $176 per hour, burning 16.4 gph at 183 knots. Including fixed costs, the estimated annual budget is about $35,375 for 87 hours of flying.
Is the Cirrus SR22 safe?
NTSB records show 22.8 accidents and 5.3 fatal accidents per 1,000 registered SR22s over the last 10 years. Most accidents involve pilot decision-making and loss of control, so type-specific recurrent training and early, decisive use of CAPS matter more than anything else.
What maintenance does the CAPS parachute need?
The parachute must be repacked on a 10-year cycle, and the rocket and related components have their own service limits. Check those dates on any airplane you look at and factor an upcoming repack into your offer, because it is a significant expense and downtime event.
Cirrus SR22 for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
