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calm, concise and unrattled by the mistakes being
made by pilots – and there were many – simply
guiding them and trying to make what was a stressful
situation for many pilots as comfortable and therefore
safe as possible. I only heard a controller get slightly
tetchy once when a pilot who had obviously done
little or no preparation seemed incapable of
comprehending even the simplest requests.
We departed runway 27 Oshkosh, the procedure
requiring us to remain below 1300 feet until clear of
the Class D airspace surrounding the airport. This
required some extra concentration because
Oshkosh’s elevation is 808 feet and in the fastclimbing
SR22 it was easy to ‘bust’ that height.
We were the last in a group of four aircraft
lined up for takeoff and with only a few seconds
between each clearance it felt almost like a loose
formation takeoff.
Taxying to RW27 for departure was in itself an
adventure. The heavy inbound traffic was using the
taxiway so we had to do some cross-country
motoring to reach the holding point. There were
marshallers everywhere and therefore no problems.
There was a moment of magic on the return to
Oshkosh. It’s not every day you get a traffic advisory
for a B-17 at nine o’clock and slightly below. The
‘Fort’ slid underneath us at right angles, providing a
superb view of its top side. I don’t think that’s going
to happen too often at Bankstown or Moorabbin....
And now I know what pilots who have flown at
Oshkosh mean when they talk about an instruction
to “land on the green dot!”
SRV specify options which brings it up to SR20
standards so they buy one of those instead!
With a 180 knots (333km/h) cruising
speed – a quite remarkable figure for a fixed
undercarriage four-seater – the SR22
immediately became the best-selling model
and resulted in Cirrus constantly increasing
its production rates. >>>
Main pic: The Cirrus Delivery Centre at Duluth with factory-fresh aircraft being prepared for handover to
their new owners.
Top: Fuselage halves in their jigs ready for joining-up.
Above: Complete bare fuselages await the fitting of wings, undercarriage, engines and other components.
72 CIRRUS DESIGN CIRRUS DESIGN 73
The 2000th Cirrus was delivered in July
2005 and by the end of that month the figure
had reached 2017 comprising 520 SR20s, 12
SRVs and 1485 SR22s. By then new ‘G2’
variants with aerodynamic tweaks for a bit
more speed and other refinements had been
introduced.
Cirrus delivered 95 SR20s in its first full
year of production (2000) but overall
production nearly doubled in 2001 with the
introduction of the SR22 to 183 aircraft, twothirds
of them SR22s.
Sales more than doubled again in 2002 (397
aircraft) and have continued to grow since then
with 469 deliveries in 2003, 553 in 2004 and
447 in the first nine months of 2005. Production
is currently at the rate of 12 each week and
the SR22 has been the world’s best-selling light
aircraft for three straight years with 2005 looking
to be the fourth at the time of writing.
We were lucky enough to be invited to
inspect the Cirrus facility at Duluth to see how
it’s done. In a nutshell, the composite parts are
made in state-of-the art layup and curing facility
in Grand Forks, North Dakota where three
shifts work 24 hours a day, seven days a week
to make up to 8000 parts a month. These are
then trucked to Duluth for assembly.
Simply put, there is a three-part
manufacturing process for the Cirrus models:
layup and curing, bonding and final assembly.
Production test flights, the awarding of
Certificate of Airworthiness and delivery to
factory direct customers follow. Three days of
training is included in the price of the aircraft.
Our thanks to Cirrus Design – and especially to Kate
Dougherty – for making us welcome at its Duluth
factory and for providing an SR22GTS to play with.
Clockwise from top left: SR22 wings under assembly. Main production concentrates on the SR22 as it
currently outsells the SR20 by about four to one; the SR20 is built in smaller batches several times a year.
• A wing assembly with flaps and undercarriage attached awaits mating to its fuselage. • The engine
and nosewheel are installed as a single, modular unit. • A view down the final assembly line, the aircraft
awaiting the installation of propellers, windows, interiors, instrument panels and various other bits and
pieces. • With the end of the assembly process nearing, cabin glass is installed and work begins on the
　
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