One airframe family.
Three ways to fly it.

Two hundred fifteen horsepower at sea level. Direct fuel injection. Air-cooled, six-cylinder, naturally aspirated. The IO-390 is the engine the SR20 was redesigned around in the G7 generation, replacing the older IO-360.

For a primary trainer, that matters in two specific ways. More takeoff margin on a hot summer day at a short field. And a simpler systems picture for a student pilot. Mixture, throttle, propeller. Three controls. The right complexity at the right time.

For a student pilot, the Perspective Touch+ panel does something rare. It teaches you on the airplane you will eventually fly the rest of your career, not on a simplified version of one.

Two large high-resolution displays. Touchscreen primary controls with hard-key backups. Synthetic vision, real-time weather, and dual Garmin Touch Controllers.

Every Cirrus has it. The SR20 was the first airplane in the world to be certified with one.

For the student pilot in the left seat and the family member in the right, that is what a first-time passenger is really asking about. The handle overhead is the reassurance.

The G7+ brings emergency autoland to a primary trainer, something that did not exist a decade ago.

If the pilot is incapacitated, any passenger can press a single button and the airplane brings itself down to a safe landing. Twenty years ago this was science fiction. On the SR20 G7+, it is standard equipment.

One hundred extra horsepower over the SR20 and a turbocharger feeding it. Three hundred fifteen horsepower at takeoff, holding rated power well into the flight levels. The numbers tell the story.

Lexington to Nashville is forty-three minutes block to block. Lexington to the Outer Banks is two hours. Lexington to Aspen is something a naturally aspirated single will not do reliably. The SR22T does it routinely, with payload to spare.

Twenty-five thousand feet of certified service ceiling. A built-in oxygen tank. Masks at every seat. The whole system is part of the airplane, not a portable rental cylinder you have to remember to bring.

What it gives you in real flying: the ability to climb over weather instead of routing around it, faster groundspeeds in the right winds, and a smoother ride for everyone on board. Practically, it doubles the number of bad-weather days you can still fly the mission.

The same Perspective Touch+ flight deck used in the SR20, with the integrations a high-performance airplane demands. Long-range fuel planning. Datalink weather. Yaw damper, electronic stability, and the auto-level-off that engages the autopilot if you ever lose control.

For the owner-pilot flying single-pilot IFR with family aboard, this is the panel the rest of the industry is catching up to. Workload reduction is a safety feature.

More than two hundred fifty lives saved across the Cirrus fleet. The SR22T inherits the same proven system that has been on every Cirrus since 1999, sized and certified for this airframe at its full gross weight.

For the owner taking spouse and children on a Saturday flight, this is the conversation that does not need to be had. The handle is there. They know it is there. That is enough.

The SR22T G7+ is the only turbocharged piston single in the world with emergency autoland as standard equipment.

For the owner who flies often, far, and with the people who count on you to come home, the G7+ is the version of this airplane that closes the last meaningful gap between piston travel and the redundancy of a turbine.

One engine. Eighteen hundred pounds of thrust. Simplified turbofan architecture, built specifically for the owner-pilot mission. Mounted on a V-tail pylon for clean airflow and a quiet cabin.

Single-engine jets used to mean compromise. The FJ33 is the engine that proved the category could exist on its own terms, with the reliability statistics to back it. The Vision Jet has accumulated more than a million flight hours on this powerplant.

The Vision Jet was the first jet of any kind to certify and deliver emergency autoland. Cirrus and Garmin took home the 2020 Collier Trophy for it, the most significant award in American aviation, awarded by the National Aeronautic Association.

For a jet that is intentionally flown single-pilot, this is the answer to the only question that ever really mattered: what happens to everyone else if the pilot cannot continue. Press the button. The airplane handles the rest.

Five feet of cabin height. Sixty-three inches of cabin width. Six panoramic windows that sweep from waistline to overhead. Seating for up to seven, configurable for cargo or for the family. A flat floor that lets adults walk up rather than climb in.

This is the cabin that turns a personal jet from an aspiration into a use case. A working office at altitude. A flight that the kids will actually look forward to. A weekend that starts when the door closes, not after the connection.

Three large flight displays, dual touch controllers, full FADEC engine control, and the systems integration that turbine flight demands. The same family of panel that runs the SR series, scaled to a thirty-one thousand foot ceiling and a Mach point five envelope.

For the pilot transitioning up from a Cirrus piston, this is the panel you already know. The Vision Jet feels like a familiar room, just on the next floor.

The Vision Jet is the first and still the only certified jet, anywhere in the world, with a whole-airplane parachute. Combined with Safe Return autoland, the Vision Jet has two completely independent layers of last-resort recovery, neither of which requires a second pilot to operate.

For the owner choosing between a Vision Jet and a comparable twin, this is the differentiator nobody else can match. Two systems. Two redundancies. One airplane.