Cirrus Aircraft

As Fast as a Cirrus — Better Tech, and Less?

ByHank Gibson August 10, 2026August 10, 2026

2008 Cessna 400 Corvalis TT N422TJ on the ramp — a faster, better-value alternative to a Cirrus SR22T — 2008 Cessna 400 Corvalis TT (N422TJ) — 235 KTAS and Garmin G1000 glass, priced under a comparable Cirrus.

If you’re weighing a Cessna 400 vs Cirrus, start here. The 2008 Cessna 400 Corvalis TT cruises at 235 knots true — the fastest fixed-gear piston single ever certified. It’s faster than a turbocharged Cirrus on the same fuel and the same class of engine, and it costs less than a comparable SR22T. If you’re shopping a high-performance single for speed and value, N422TJ deserves a hard look.

The Airplane Cirrus Shoppers Overlook

The Cessna 400 is a Lancair design — a clean-sheet, all-composite airframe built to go fast. Cessna certified and refined it, and built N422TJ in 2008. It seats four, carries a real load, and handles weather. Most buyers shopping a high-performance single default to Cirrus, so airplanes like this one get overlooked. That’s where the value is.

Faster on the Same Fuel

The 400’s 235 KTAS is a true max cruise at 25,000 feet on oxygen. A 2011–2012 Cirrus SR22T (Gen 3) trues about 211 KTAS. Both burn 100LL and run turbocharged Continental engines in the same ~310-horsepower class.

That’s about 24 knots up high — roughly 45 minutes off a 1,000-nautical-mile leg — with no bigger engine and no more fuel. And it isn’t only a flight-levels number: at 10,000 feet the 400 still trues about 180 KTAS, roughly 10 knots faster than an SR22T at the same altitude.

Lancair-designed, all-composite, fixed-gear — the airframe that makes 235 knots possible.

The Value Gap

N422TJ is priced at $350,000. A comparable Gen 3 SR22T typically trades between $450,000 and $550,000 used. (A new SR22T is a $1M-plus airplane — not the comparison.) Against the newer turbo Cirrus, that’s roughly $100,000 to $175,000 less for a faster airplane.

Cessna 400 Corvalis TT N422TJ on the ramp, front three-quarter view — N422TJ — no damage history, complete logs since new, Van Bortel-maintained.

Cross-Shopping a Turbonormalized Cirrus SR22

A lot of buyers looking at N422TJ also weigh a Cirrus SR22 with the Tornado Alley turbonormalized engine. It’s a fair comparison — the same ~310-horsepower-class Continental, the same all-composite fixed-gear layout, the same 100LL — so here’s the honest math.

Speed and engine: the turbonormalized SR22 trues around 211 KTAS; the 400 does 235. The 400 also runs a true twin-turbocharged TSIO-550-C, not a turbonormalized system — a true turbo makes boosted power up high, which is a big part of that speed edge.

Avionics and price — 2006–2008: those Cirrus came with the Avidyne Entegra panel. N422TJ’s Garmin G1000 with WAAS and Synthetic Vision is a clear step up — better glass for comparable or less money.

Avionics and price — 2009 and later: Cirrus moved to Garmin Perspective (G1000-class) glass, but the price moved with it. A 2009 SR22 turbonormalized with Perspective typically runs around $400,000 or more — one representative listing is $429,900. N422TJ is $350,000: less money, comparable glass, and 24 knots faster.

The SR22 still brings the CAPS parachute and the Cirrus owner community. But on speed, engine, and price, the Cessna 400 stays ahead.

Metric	Cessna 400 Corvalis TT (N422TJ)	Cirrus SR22T — Gen 3 (2011–2012)	Cirrus SR22 Turbonormalized (2006–2009)
Max cruise (25,000 ft)	235 KTAS	~211 KTAS	~211 KTAS
Cruise at 10,000 ft	~180 KTAS	~170 KTAS	~170 KTAS
Engine	Twin-turbocharged Continental TSIO-550-C (true turbo, ~310 hp class)	Turbocharged Continental (~310 hp class)	Turbonormalized Continental IO-550-N (~310 hp class)
Glass panel	Garmin G1000 — WAAS + Synthetic Vision	Cirrus Perspective (Garmin)	Avidyne Entegra (2006–08) / Garmin Perspective (2009+)
Fuel	100LL	100LL	100LL
Airframe / gear	All-composite, fixed gear	All-composite, fixed gear	All-composite, fixed gear
Useful load	Comparable (often equal or a touch better)	Comparable	Comparable
Whole-airframe parachute	No	Yes (CAPS)	Yes (CAPS)
Typical used price	$350,000	~$450,000–$550,000	~$300,000–$450,000 (est.; 2009 Perspective ~$400K+)

Cessna 400 Corvalis TT vs. Cirrus SR22T (Gen 3) and the turbonormalized SR22. Speeds and prices are typical estimates; verify against the aircraft records and current market.

The fastest fixed-gear piston single ever certified — and it out-runs a turbo Cirrus on the same fuel.

The Avionics You Can’t Buy Anymore

Garmin G1000 glass panel with WAAS and Synthetic Vision (SVT) — Garmin G1000 with WAAS and Synthetic Vision (SVT) and the GFC-700 autopilot.

N422TJ has a Garmin G1000 with WAAS and Synthetic Vision (SVT) and the GFC-700 autopilot. WAAS gives you LPV approaches — near-ILS precision at runways nationwide.

This matters because the WAAS upgrade path for the G1000 in these airframes is closed. A Cessna 400 that left the factory without WAAS can’t be upgraded — it will never fly an LPV approach. So a WAAS-plus-SVT 400 like this one is a scarce find. You either buy one that has it, or you don’t get it.

Glass cockpit with dual Garmin G1000 displays and leather interior — Both G1000 displays with synthetic vision — a modern, integrated flight deck.

Built to Actually Go

This airplane is equipped to be flown hard and often:

Thermawing electric de-ice with a backup alternator — a de-ice system (not certified known-ice)
Factory air conditioning
Speed brakes
Hot prop, built-in oxygen, and ADS-B Out

Cabin door open showing cabin access and seating — A comfortable four-seat cabin built for real trips.

The engine is a twin-turbocharged Continental TSIO-550-C with about 1,503 hours total time — the original engine, 1,503 since new. No damage history, complete logs since new, maintained by Van Bortel.

Leather interior seating — Leather interior, comfortable for four.

An Honest Word: What the Cirrus Does Better

One thing every Cirrus has that the 400 doesn’t: the CAPS whole-airframe parachute. Pull the handle and the airplane comes down under canopy. For a lot of buyers that’s the deciding factor, and it’s a fair reason to choose a Cirrus. Cirrus also has a large owner community and a strong support network.

Useful load is comparable across all three airplanes — the 400 is often equal or a little better. If the parachute and the community are your priorities, a Cirrus may be the right airplane, and we can help you find one. If your priorities are speed, avionics, and value, the 400 is hard to beat at this price.

Cessna 400 vs Cirrus: Quick Answers for Shoppers

Is the Cessna 400 faster than a Cirrus SR22T?

Yes. The Cessna 400 Corvalis TT trues up to 235 KTAS at 25,000 feet versus about 211 KTAS for a Gen 3 Cirrus SR22T — about 24 knots faster on the same 100LL and the same ~310-horsepower class of turbocharged Continental engine, or roughly 45 minutes saved on a 1,000-nautical-mile leg. At 10,000 feet the 400 still trues about 180 KTAS, roughly 10 knots faster than an SR22T at that altitude.

How does the Cessna 400 compare to a turbonormalized Cirrus SR22?

The Cessna 400 trues 235 KTAS versus about 211 KTAS for a turbonormalized SR22, and it uses a true twin-turbocharged Continental TSIO-550-C rather than a turbonormalized system. A 2006-2008 SR22 turbo has the older Avidyne Entegra panel, while the 400 has a Garmin G1000 with WAAS and Synthetic Vision. A 2009-and-later SR22 turbo with Garmin Perspective glass typically costs around $400,000 or more, versus $350,000 for N422TJ. The SR22 still offers its CAPS whole-airframe parachute.

Does the 2006-2008 Cirrus SR22 have a Garmin G1000?

No. Cirrus SR22s from 2006-2008 typically came with the Avidyne Entegra glass panel; Garmin-based Perspective glass arrived in 2009. The 2008 Cessna 400 came with the Garmin G1000, and N422TJ has the WAAS and Synthetic Vision version.

How much less is a Cessna 400 than a comparable Cirrus SR22T?

N422TJ is priced at $350,000, while a comparable 2011-2012 Cirrus SR22T (Gen 3) typically sells for about $450,000 to $550,000 used — roughly $100,000 to $175,000 less for a faster airplane.

What is the fastest fixed-gear single-engine airplane?

The Cessna 400 Corvalis TT, at 235 KTAS maximum cruise, is the fastest fixed-gear piston single-engine airplane ever certified.

Does the Cessna 400 have a parachute like the Cirrus?

No. A whole-airframe CAPS parachute is the one meaningful capability the Cirrus offers that the Cessna 400 does not. On speed, avionics, and useful load, the 400 matches or beats a comparable SR22 or SR22T.

Can the Cessna 400’s Garmin G1000 be upgraded to WAAS?

No. The WAAS upgrade path for the G1000 in these airframes is closed, so a non-WAAS Cessna 400 can never gain LPV approach capability. N422TJ already has WAAS plus Synthetic Vision, which makes it a scarce find.

Does the Cessna 400 carry less than a Cirrus SR22?

No. Useful load is comparable — the Cessna 400 is often equal to or a little better than a comparable SR22 or SR22T.

Contact Texas Top Aviation

✈️ See the full N422TJ listing, specs & photos →

Call to see N422TJ or to talk through the Cessna 400 vs Cirrus decision: (512) 270-1298 · txtopaviation.com. Austin & San Antonio, TX.

Cirrus SR22T, Cirrus Vision Jet, or Diamond DA62?

ByHank Gibson August 5, 2026August 5, 2026

Diamond DA62 twin-engine aircraft parked on the ramp, a Cirrus SR22T alternative offered by Texas Top Aviation

If you have been searching “Cirrus SR22T for sale” or reading up on the Cirrus Vision Jet, you are looking at genuinely excellent airplanes. Both have earned their reputations. This is not an article about why you should not buy one. It is about a third airplane that almost never shows up in a Cirrus search — and what the numbers look like when you set it next to the two you are already considering.

190 ktDA62 Cruise

762 lbFull-Fuel Payload

648 nmRange, 4 Adults + Bags

1 WeekTraining, No Travel

What the Cirrus SR22T Gets Right

Let us start where we should. The SR22T is one of the most successful piston singles ever built, and for good reason. Turbo-normalized power that holds performance up high. A Perspective+ flight deck that is about as good as glass gets in a single. Side-yoke handling most pilots fall for inside ten minutes. And CAPS — the whole-airframe parachute that changed how our whole industry talks about safety.

Add strong resale, a deep service network, and one of the best owner communities in aviation, and you have an airplane that is very hard to argue with. If you fly two people and light bags on 300 to 500 nautical mile legs, we would tell you to go buy one — and we would help you find the right one. We also teach Cirrus SR20, SR22 and SR22T training here in Texas, so this is not an outsider’s opinion of the airplane.

The conversation changes when the mission grows.

Cirrus SR22T vs. Diamond DA62: The Numbers Side by Side

Diamond DA62 on the hangar ramp, the twin-engine alternative pilots shopping a Cirrus SR22T rarely consider

The Diamond DA62 is a seven-seat, twin-engine, Jet-A-burning composite airplane that most Cirrus shoppers have never sat in — usually because it simply never came up in the search. Here is how the two line up on the numbers that matter.

Specification	Cirrus SR22T	Diamond DA62
Cruise speed	184 KTAS @ 85% power / 10,000 ft	190 KTAS @ 90% power / 10,000 ft
Fuel burn	18.3 GPH @ 85% (16.4 GPH @ 75%)	19 GPH total (9.5 GPH per engine)
Fuel type	100LL AvGas	Jet-A (~$1.75/gal cheaper)
Seats / rows	5 seats, 2 rows	7 seats, 3 rows
Useful load	~1,125 lb (3,600 lb MTOW)	1,341 lb (5,071 lb MTOW)
Full-fuel payload	~575 lb	762 lb
Range, 4 adults + 75 lb bags (835 lb)	~320–350 nm	~648 nm (45-min reserve)
Takeoff over 50-ft obstacle	2,080 ft	1,575 ft
Landing over 50-ft obstacle	2,535 ft	1,447 ft
Single-engine service ceiling	—	11,000 ft
Engine-out redundancy	CAPS parachute	Second engine
Recurring safety-system cost	~$20,000 CAPS repack / 10 yr	None
Rating required	High-performance endorsement	Multi-engine (~1 week, at home)

Cirrus SR22T figures are taken from the Cirrus SR22T G6 Pilot’s Operating Handbook (P/N 13772-007, Reissue A): cruise at ISA and 3,400 lb, takeoff and landing over a 50-ft obstacle at sea level, ISA and 3,600 lb max gross.

Read that speed line carefully, because it is closer than the marketing on either side suggests. At 10,000 feet the DA62 has about six knots on the SR22T — real, but hardly decisive. Climb higher and the advantage flips outright: the SR22T is turbo-normalized, so at 18,000 feet the POH shows 198 KTAS on the same 18.3 gallons an hour, comfortably faster than the DA62. If raw speed is what you are buying, the Cirrus has a genuine answer.

Where the DA62 separates itself is everything around the speed. It burns Jet-A, which runs roughly $1.75 a gallon under 100LL at most FBOs and is available at airports where AvGas gets harder to find every year. And the full-fuel payload gap is 187 pounds. Payload is where light-airplane trip plans quietly fall apart.

Four Adults, Bags, and the Range That Actually Matters

Spec sheets get written for two people. Real trips are not flown that way.

Load four adults and 75 pounds of luggage — call it 835 pounds — and the SR22T has to leave fuel on the ramp. On a typical G6 empty weight that leaves room for roughly 48 of its 92 usable gallons, and realistic range lands around 320 to 350 nautical miles with IFR reserves. Put that same 835 pounds into a DA62 and you are looking at roughly 648 nautical miles with a 45-minute reserve.

To be fair to the airplane: with full fuel and two people aboard, the SR22T is genuinely long-legged. The POH shows 763 nm at 10,000 feet and 791 nm at 18,000 feet on a 45-minute reserve. The range only collapses when you fill the seats — which is precisely the mission this comparison is about.

That is not a rounding error. That is one fuel stop versus none on a Texas-to-Colorado weekend. And the DA62 does it across three rows, with two seats still open behind you.

Diamond DA62 cabin interior showing the second and third row seating that gives it a 762 lb full-fuel payload

About the Cirrus Vision Jet G1

If your search has moved from the SR22T up to the Vision Jet, that airplane deserves real credit too. Cirrus did something nobody else managed: a single-pilot personal jet, with CAPS, delivered in volume, flown successfully by owner-operators. That is a genuine achievement in this industry, and we teach Cirrus Vision Jet training ourselves.

The G1 specifically, though, asks for a level of commitment that surprises a lot of first-time jet buyers.

Cirrus Vision Jet G1: What Ownership Actually Asks Of You

Acquisition: approximately $1.8 million.
Fuel burn: 60–70 GPH of Jet-A.
Full-fuel payload: only 300–400 lb — roughly two adults and a soft bag.
Range: about 800 nm on paper, but heavily payload-limited in practice.
Type rating: a full FAA type rating is required — roughly two weeks of initial training in Knoxville, Tennessee.
Insurance dual: 25+ hours of additional dual instruction beyond the type rating.
Recurrent: annual simulator recurrent training back in Knoxville, at $15,000–$25,000 per year, every year.
Runway: 3,192 ft takeoff / 3,011 ft landing over a 50-ft obstacle.
Climb: drops to 1,100–1,200 fpm at heavier weights, and loses thrust at high density altitude airports — exactly where you want margin.

Worth saying plainly: the G2 and G2+ are meaningfully more capable airplanes — better payload, better hot-and-high performance, updated flight deck. That is a different and more interesting conversation, and one we are glad to have. Everything above is specific to the G1, because the G1 is the airplane most often cross-shopped at DA62 money.

Compare that training path to the DA62. A multi-engine rating is all that is required — roughly one week, typically at your home airport, with no hotel and no travel. There is no annual sim requirement in another state, and no recurring five-figure training line item on the budget.

Runway Numbers Open Up the Map

Diamond DA62 on a short field runway, clearing a 50-foot obstacle in about 1,575 feet on takeoff

Performance over a 50-foot obstacle is where your airport list gets long or short. The DA62 clears it in about 1,575 feet on takeoff and 1,447 feet on landing. The SR22T needs 2,080 and 2,535 feet. The Vision Jet G1 needs 3,192 and 3,011 feet.

That is roughly 500 feet less than the SR22T on departure and nearly 1,100 feet less on arrival — and against the G1 the gap is wider still. Practically, that difference is what gets you into the shorter ranch, lake and mountain-adjacent strips that a lot of the best flying runs on. That is not a spec. That is a different set of weekends.

The Parachute and the Second Engine

CAPS is a real safety system and we will not say otherwise. It has saved lives, and it deserves the respect it gets. It also carries a cost most buyers do not budget for: the rocket and canopy repack runs about $20,000 every ten years, and it is not optional.

The DA62 answers the same question a different way. Lose an engine and you still have one making power, turning counter-rotating props, managed by a FADEC that keeps it to a single lever per side. One number to know either way: the DA62 single-engine service ceiling is 11,000 feet, so on one engine it will hold altitude over most terrain but not over the high country. Neither answer is wrong — they are two philosophies about the same risk. The DA62 version just does not come with a recurring five-figure bill.

Frequently Asked Questions

Is the Diamond DA62 faster than a Cirrus SR22T?

Only down low, and only slightly. At 10,000 feet the Diamond DA62 cruises at 190 KTAS at 90% power on 19 GPH of Jet-A total, while the Cirrus SR22T G6 POH shows 184 KTAS at 85% power on 18.3 GPH of 100LL. Higher up the SR22T is the faster airplane — its turbo-normalized engine holds 198 KTAS at 18,000 feet on the same fuel flow. The DA62 advantage is fuel cost, payload and runway, not raw speed.

How much can a Diamond DA62 carry compared to a Cirrus SR22T?

The DA62 carries a 762 lb full-fuel payload across seven seats in three rows. The Cirrus SR22T has a useful load of about 1,125 lb and a full-fuel payload of roughly 575 lb. Loaded with four adults and 75 lb of bags — 835 lb total — the DA62 flies about 648 nm with a 45-minute reserve, while the SR22T is closer to 350 nm.

What training does a Cirrus Vision Jet G1 require compared to a Diamond DA62?

The Vision Jet G1 requires a full FAA type rating: about two weeks of initial training in Knoxville, Tennessee, plus 25+ hours of additional dual for insurance, plus annual simulator recurrent back in Knoxville that runs $15,000–$25,000 per year on an ongoing basis. The Diamond DA62 requires only a multi-engine rating — about one week, usually at your home airport, with no travel.

Can a Diamond DA62 use shorter runways than a Cirrus SR22T or Vision Jet?

Yes. Over a 50-foot obstacle the DA62 takes off in about 1,575 ft and lands in about 1,447 ft. The Cirrus SR22T needs about 2,080 ft and 2,535 ft, and the Cirrus Vision Jet G1 needs about 3,192 ft and 3,011 ft. The Vision Jet G1 also sees climb rate fall to 1,100–1,200 fpm at heavier weights and loses thrust at higher density altitude airports.

Does the Diamond DA62 have a whole-airframe parachute like Cirrus CAPS?

No. The DA62 redundancy is a second engine rather than a parachute. One practical difference in ownership cost: the Cirrus CAPS repack runs about $20,000 every ten years and is mandatory, while the DA62 has no equivalent recurring safety-system expense.

Current Diamond DA62 market listings are aggregated on Controller: browse the Diamond DA62 inventory.

DA62 Questions?

Contact Us Today!

Contact Texas Top Aviation•(512) 270-1298•Contact@txtopaviation.com

The Aviation Insurance Landscape
ByHank Gibson June 1, 2022June 16, 2022

This is a re-post from Assured Partners Aerospace’s 2nd quarter Newsletter. The full newsletter can be found on Assured Partners website.

Until the war in Ukraine, the aviation insurance market could be described as “stabilizing” after a couple years of volatility with higher premiums and tighter underwriting. However, and hopefully perhaps only for the short-term, the Ukrainian war immediately brought uncertainty back into the worldwide aviation insurance market.

According to Business Insurance, “the impact of Russia’s invasion of Ukraine represents the biggest potential loss to the aviation war market since 9/11.” One leasing firm alone has reportedly already filed a claim of approximately $3.5B for aircraft and engines they say have effectively been seized by Russia. And, because the aviation insurance arena is so small, what happens around the world at this magnitude can have cascading, detrimental effects on the US aviation insurance market.

In addition, the well-publicized spike in fuel prices could have another cooling effect on aviation operations. Generally, less air activity combined with higher operating costs equates to more frequent requests for reduced coverage, taking premium dollars away from an already-small market.

Aviation insurance buyers should therefore remain on the alert throughout 2022 for potentially quick changes to the aviation insurance marketplace that might affect either their current insurance program or their next renewal.

See our recommended insurance agencies on our Aircraft Acquisitions page.
Avidyne Vantage
ByHank Gibson July 25, 2021August 18, 2021

For years, Cirrus owners who have the Avidyne Entegra PFD and MFD have been clamoring for Avidyne to come up with some sort of upgrade. The Entegra, or EX 5000 system, is late ’90s technology and, though it still works, there will be a certain point in the future when it gives up the ghost. Avidyne still supports the Entegra system, but it’s hard for a Cirrus owner to see all this new technology coming on the market while not being able to upgrade the original Avidyne screens.

Avidyne gave it a go in the late 2000s with a panel upgrade known as the R9. The R9 was a good system, but Avidyne was very slow on the release (rumors were the company wanted it to be absolutely perfect before releasing it, which frustrated Cirrus, who then switched to the Garmin Perspective panel, leaving Avidyne behind) which led to the R9 only being available as a very expensive retrofit to the Entegra system ($80,000-$90,000 for the system and install). Needless to say, there weren’t that many takers.

Late in 2020, Garmin announced it had received certification to retrofit Avidyne Entegra equipped Cirrus Aircraft with the company’s G500 TXi displays, which gave new hope to G1, G2, and G3 Cirrus owners. The price tag wasn’t outrageous, coming in at $16,000 apiece for each display. The G500 TXi works with any possible GPS that can be installed in a Cirrus (GNS 430Ws, GTN 650s, GTN750, or the Avidyne IFD 540/440) and with the DFC 90 Autopilot (if the Cirrus is still equipped with an STEC 55x, the Autopilot would need to be changed to either a DFC 90 or a Garmin GFC 500).

Fast forward to June of 2021 and Avidyne re-enters the game with the Avidyne Vantage. After the R9 debacle, Avidyne has opted this time to go for a more simple approach. The Avidyne Vantage system changes out the Entegra PFD and MFD with bigger screens (12″; Garmin’s TXi units are only 10.6″) with high quality pixelation, synthetic vision, engine gauges, checklists, charts, a hybrid touch interface, and all the other information that was offered on the Entegra system, just all more modern and updated. The best news is that the system provides redundant reversionary mode, which was one of the biggest complaints about the Entegra system.

The price tag comes in lower than Garmin, with each screen being priced at $12,500. The units will work seamlessly with the Avidyne IFD Series GPS units, though, as of this writing, it isn’t clear if the Avidyne Vantage will work with Garmin GTN 430Ws or the GTN 750/650. I would assume that the integration would be there, but I haven’t found any documentation stating that yet. DFC 90 Autopilot integration would be seamless, but not sure the integration with the STEC 55x or Garmin GFC 500.

Avidyne says the Vantage will be fully certified in early 2022, but the company is taking orders now. Visit the Avidyne Website for more information.
Cirrus Braking Systems: A Hot Topic
ByZach Anderson March 5, 2021April 30, 2021

You just bought your Cirrus SR22. You do some flying, and soon find yourself with a brake temp sticker that isn’t white anymore. You remember from your transition training that any color other than white is a no go. You now ponder…. I don’t remember getting on the brakes hard, or riding the brakes while taxiing, but sure enough they aren’t white anymore. You now start thinking that all the horrible rumors of Cirrus brakes are true. They overheat so fast!

I would like to share some little-known facts about the Cirrus factory equipped braking system. Following the procedures below can help make the brakes last a little longer. There is also a very popular STC that allows upgraded brakes to be installed on all SR series aircraft. More to come on that.

Notice the Top Yellow sticker is far darker than the Bottom. The Yellow temperature indicator turns at 300 Degrees, while the bottom Blue indicator turns at 330 Degrees. This is an indication to the pilot that if the bottom sticker has turned colors, that the braking system has exceeded 330 degrees and is in need of servicing.

Above is a photograph of an SR22 G1 braking system with turned brake temp stickers. The first things you may notice is that there are in fact two brake temperature stickers. We can only see the bottom blue sticker from the inspection port on the wheel pants. The other is higher on the caliper; in order to see it, the wheel pant must be removed. This isn’t common knowledge because there is no mention of this additional indicator in the POH.

Now you may be asking yourself, what can I do to extend the service life of my factory equipped Cirrus brakes? Here are some tips. First, always taxi at 1000 RPM and use the rudder as much as you can while only tapping the brakes. This is not fool proof, since sometimes, depending on the grade, you will have no choice but to utilize brake tapping to keep the aircraft going straight. Taxiing is not typically where the brakes get overheated, though, but this is still a good practice to follow.

What we tend to see is that the Cleveland brakes are generally overheated on landing. We always recommend to make sure your final approach speed is not excessive, land in the first 1/3 of the runway, and let the aircraft rollout to a smooth stop. What tends to happen is that the aircraft is too fast, and the pilot tries to exit at a certain taxi way, or brakes hard and continues to ride the brakes after landing during taxi. If you do your best to avoid these habits, it will serve you well.

This braking system remained unchanged all the way until the 2016 G5 Cirrus SR series. Starting in 2016, the factory equipped G5 and G6 Cirrus SR series all now come standard with a single piston hydraulic braking system from Beringer. The Cirrus Beringer brakes far exceed the braking power and durability of the old system. The new system is more robust, withstands heat better, and is is very well built. There is also an option for an upgraded dual caliper system to increase durability and stopping power. A braking system STC for the older Cirrus G1 through early G5 models was created to upgrade those airplanes to the better stopping power and cooling of the Cirrus Beringer brakes.

Seen above is a page from a Beringer catalog highlighting the Cirrus SR series STC kits. Your local Cirrus service center will be able to quote prices for the kits. We have over 1000Hrs spent behind Beringer equipped Cirrus aircraft and the difference is quite apparent. The pilot has better control of the aircraft, no spongy pedal, and the confidence to get the plane stopped without possibly overheating the braking system. This, in our opinion, is one of the best upgrades you can do to your Cirrus.

Above is what an STC upgraded braking kit from Beringer looks like, as well as the new temperature indicator for the pre/post flight inspection. Notice the black spot on the left hand picture. These brakes have been overheated.

One other difference for a pilot to note is that once upgraded to the Cirrus Beringer brakes, there is only one temperature indicator and it changes color at a whopping 450 Degrees Fahrenheit! Needless to say, it can handle some heat! The new temperature indicator is now Orange in color and turns grey/black when overheated.

On the left are the original Cirrus factory brakes. On the right is the caliper to the new Beringer brakes for a Cirrus.

Dual Caliper Cirrus Beringer Brakes

The Cirrus Beringer brakes upgrade is quite a step up in the world of slowing down. However, this doesn’t mean that they are completely issue free. There is one little-known problem with Beringer brakes that is not that big of a deal and can be fixed with relative ease.

The rotor on the Beringer braking systems is “free floating,” meaning it is not necessarily “fixed” in position when secured down to the spindle. It is “keyed” into the wheel rim with the male and female side interlocking.

The brakes occasionally will get noisy, causing a “knocking” noise when brakes are applied. This noise is caused by the small metal tabs that tighten up the space between the wheel and the brake rotor. This is so the small tabs wear with use instead of the aluminum rim that they are fixed to. So, if your Beringers are making a knocking noise when brakes applied, this is most likely your culprit.

These gaps above are the “keyed” position where the rotor finds home in the rim. Without these tabs that wear with use, we would be replacing the rim more often than the much cheaper replaceable tabs.

It is highly recommended to upgrade your original Cirrus factory brakes to the new Beringer braking system. You will deal with less maintenance, less chance of a brake overheat, and less confusion on whether or not your brakes are airworthy. For more info, you can check out the Cirrus website for the single or dual caliper Beringer brakes.

Zach Anderson is a Cirrus Standardized Instructor Pilot (CSIP) for Texas Top Aviation. Zach comes from a auto mechanic background and is very familiar with the ins and outs of maintenance. He started working for Texas Top Aviation in December 2020.