Cirrus SR22 G2 operating costs
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Cirrus SR22 G2 operating costs
Are there any Cirrus SR22 G2 owners / drivers on here who could either share or PM some "real world" operating costs?
thanks.
thanks.
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VMC
Others will probably give you the detailed information you require but be aware that the BRS parachute needs to be replaced after 10 years. This will need to be built into the costs.
Tolka
Others will probably give you the detailed information you require but be aware that the BRS parachute needs to be replaced after 10 years. This will need to be built into the costs.
Tolka
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How's the 15k made up?
My guess would be
5k annual*
2 x 1k 50hr check*
5k hangarage
3k insurance
?
The above * are well above what I pay on a 2002 TB20 but ISTM that Cirrus owners tend to migrate back to the Cirrus dealer for everything, which probably costs more.
But we are in the right ballpark, anyway, especially if you get a few little suprises.
My guess would be
5k annual*
2 x 1k 50hr check*
5k hangarage
3k insurance
?
The above * are well above what I pay on a 2002 TB20 but ISTM that Cirrus owners tend to migrate back to the Cirrus dealer for everything, which probably costs more.
But we are in the right ballpark, anyway, especially if you get a few little suprises.
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Yes, that is about the size of it.
As we all know the cost of maintenance will vary depending on how lucky you are and where you go but most Cirrus owners use the same few maintenance shops.
Obviously some items could be more and others less and doubtless with a real eye to costs and cheap parking you will do better.
I dont think there is any reason that a Cirrus will cost substantially more than a TB20, even if the depreciation on a Cirrus is probably higher.
I would also say there will additional costs associated with the need to replace the chute or the panels should you find yourself with the former time expired or the latter faulty.
As we all know the cost of maintenance will vary depending on how lucky you are and where you go but most Cirrus owners use the same few maintenance shops.
Obviously some items could be more and others less and doubtless with a real eye to costs and cheap parking you will do better.
I dont think there is any reason that a Cirrus will cost substantially more than a TB20, even if the depreciation on a Cirrus is probably higher.
I would also say there will additional costs associated with the need to replace the chute or the panels should you find yourself with the former time expired or the latter faulty.
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The dep on a SR22 is massively more than on a TB20.
Normally I would say do not worry about dep on a private toy
but some of the figures I have seen are pretty substantial.
Normally I would say do not worry about dep on a private toy
but some of the figures I have seen are pretty substantial.
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I share a 2006 G2 SR22 with 2 other guys for the last 4 years and our costs have consistently been based on £240 pcm each that covers hangarage, insurance and contribution to annuals which have been around £3K, we have recently put this up to £300 pcm to build a bigger maintenance fund.
We then charge our selves originally £110.00 pertacho hour wet which we have now increased to £120 per hour with increased fuel costs and there is a proportion of this goes towards ongoing maintenance.
A fantatstic aircraft and if you really want to learn more join the owners association COPA Cirrus Pilot Proficiency Program (CPPP) - Cirrus Owners and Pilots Association
We then charge our selves originally £110.00 pertacho hour wet which we have now increased to £120 per hour with increased fuel costs and there is a proportion of this goes towards ongoing maintenance.
A fantatstic aircraft and if you really want to learn more join the owners association COPA Cirrus Pilot Proficiency Program (CPPP) - Cirrus Owners and Pilots Association
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We should be careful on depreciation.
The market for any ga aircraft at this end of the market is very soft now. There are some real bargains. A good g2 can be had for maybe double the price of a tb20 but will be a newer aircraft. The true test will be how they compare over the next few years.
Buy a new cirrus and the depreciation will be alarming but as a percentage probably no worse than a new top end car.
The market for any ga aircraft at this end of the market is very soft now. There are some real bargains. A good g2 can be had for maybe double the price of a tb20 but will be a newer aircraft. The true test will be how they compare over the next few years.
Buy a new cirrus and the depreciation will be alarming but as a percentage probably no worse than a new top end car.
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007helicopter...
Based upon say 50hrs per year that works out at £192 / hour wet. Doesn't seem too bad for an SR22. I've seen much higher for rental down here in the south.
Based upon say 50hrs per year that works out at £192 / hour wet. Doesn't seem too bad for an SR22. I've seen much higher for rental down here in the south.
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A 2002 TB20GT (i.e. one of the last ones made and IMHO the best) seems to fetch £140k or so even today. I have this verified over several sales where I happen to know the background (most people lie about how how much they lost on a sale). One went for quite a bit more but it had TKS and a load of other gear. That is a depreciation of say 25% over 9/10 years, give or take the cost of avionics and other installs.
A 2002 SR22 will have lost a lot more than 25%. Probably closer to 50%. But the reason for this is obvious to me: Cirrus keep churning out new and "better" models, and in this market segment (if you have £200k you probably have £300k, but you probably won't have £1M) this leads to a substantial loss of sales value. This in turn makes an older SR22 good value.
I don't think an SR22 will drop as quick as a top end car. The dep on those is massive. My 1995 Toyota import was about £50k new (in Japan) and is now worth about £2k.
Old TB20s, say 1985, go for £40k but they tend to look the part. Prices in that market (old IFR tourers) have recently taken a big hit.
One SR22 I know of is renting at about £250/hr, which is pretty steep, but having been in that game briefly myself I can see why. They have opened it up to anybody with a PPL, and being a business they have to work the full depreciation into it too.
A 2002 SR22 will have lost a lot more than 25%. Probably closer to 50%. But the reason for this is obvious to me: Cirrus keep churning out new and "better" models, and in this market segment (if you have £200k you probably have £300k, but you probably won't have £1M) this leads to a substantial loss of sales value. This in turn makes an older SR22 good value.
I don't think an SR22 will drop as quick as a top end car. The dep on those is massive. My 1995 Toyota import was about £50k new (in Japan) and is now worth about £2k.
Old TB20s, say 1985, go for £40k but they tend to look the part. Prices in that market (old IFR tourers) have recently taken a big hit.
One SR22 I know of is renting at about £250/hr, which is pretty steep, but having been in that game briefly myself I can see why. They have opened it up to anybody with a PPL, and being a business they have to work the full depreciation into it too.
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The depreciation on the "older" ones was the main reason for the enquiry. I've recently seen a number of G2's for sale in the U.S. for $100 - $120k. Thats a lot of plane for the money!
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You will need to fit a DME and an ADF to the US ones - £20k if you want a neat job?
Plus the ferry cost - £5k?
Plus the ferry cost - £5k?
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Yes, possibly.
With other bits like the cost of a detailed prebuy inspection (basically paying somebody to fly out there with you) you are talking about perhaps £100k, which is about right for a well equipped 10 year old plane in that class on which everything works and the engine is about mid-life.
On top of that is the import VAT
I would definitely get any avionics done in the USA, not in the UK (much cheaper, and avoids paying the VAT at this end) but do carefully select the avionics shop as avionics cowboys are not limited to certain countries.
With other bits like the cost of a detailed prebuy inspection (basically paying somebody to fly out there with you) you are talking about perhaps £100k, which is about right for a well equipped 10 year old plane in that class on which everything works and the engine is about mid-life.
On top of that is the import VAT
I would definitely get any avionics done in the USA, not in the UK (much cheaper, and avoids paying the VAT at this end) but do carefully select the avionics shop as avionics cowboys are not limited to certain countries.
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I wouldnt bother with the adf; few owners do and its days are numbered even if it is strictly a current legal requirement. If you are never caught flying an adf approach, and there arent many where it is of much use, i dont even see it being an insurance issue. If you get the approach that wrong you will probably be dead anyway.
Io i am not sure you can compare a tb20 with a cirrus, they come from different generations; you would have to compare what a new tb20 would cost today and at what rate it would depreciate. It might still do better than a cirrus for the reasons you give but it also might cost even more to make especially without any french subsidies.
As to cars and aircraft it is during those first few years the depreciation really hurts - your toyota is like piper warriors most of the depreciation has washed through and if you find a good one who wouldnt buy!
Io i am not sure you can compare a tb20 with a cirrus, they come from different generations; you would have to compare what a new tb20 would cost today and at what rate it would depreciate. It might still do better than a cirrus for the reasons you give but it also might cost even more to make especially without any french subsidies.
As to cars and aircraft it is during those first few years the depreciation really hurts - your toyota is like piper warriors most of the depreciation has washed through and if you find a good one who wouldnt buy!
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Your monthlies are then £10800, plus the proportion of the per-hour cost which at a guess is maybe £30/hour - correct? How many hours does the plane do per year?