Why the Best Personal Plane Still Uses an Old Engine - Cirrus SR22

The Cirrus SR22 is a brilliant airplane with one big controversy: its “dinosaur” engine. In this video we break down why Cirrus stuck with a magneto-fired, mechanically fuel-injected Continental IO-550 (and TSIO-550 in the SR22T) instead of a modern FADEC, single-lever powerplant, and what that decision means for reliability, safety, performance, and cost. We compare FADEC vs magnetos, mixture/prop juggling vs single-lever simplicity, and look at certification, liability, training, and maintenance network realities that shaped the SR22’s engine choice.

We’ll cover cold-start behavior, hot-start quirks, LOP/ROP fuel burns, altitude performance, detonation protection, redundancy (dual mags vs dual-channel electronics), and electrical system implications. You’ll see where FADEC shines (automatic mixture/ignition timing, better engine protection, easier engine management) and where the SR22’s legacy setup still wins (proven parts, huge support network, independence from the electrical system). By the end, you’ll know if the SR22’s engine is a problem, a trade-off, or a smart bet for GA reality.

If you fly or are shopping an SR22/SR22T, drop your real-world numbers and experiences in the comments, especially fuel flow, CHTs, and any FADEC conversions you’ve tried.

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Cirrus SR22, SR22T, Cirrus SR22 engine problem, Continental IO-550, TSIO-550, FADEC vs magnetos, single-lever power control, mixture control, lean of peak, rich of peak, general aviation, GA engine reliability, CAPS parachute, Garmin Perspective+, G1000, aircraft maintenance, piston vs diesel, aviation safety, engine management, hot start, cold start, detonation protection, fuel injection, Lycoming vs Continental, SR22 G6.

Hashtags: #CirrusSR22 #SR22T #FADEC #GeneralAviation #Aviation #IO550 #TSIO550 #Magnetos #GarminPerspective #EngineManagement #PilotLife #AvGeek