WHICH AIRPLANE IS BETTER? | Cessna TTx vs Cirrus SR22T 

I believe they opted for the parachute instead of going through spin certification. It’s not that they couldn’t do it they just chose not to. But I agree I like the ttx. Cirrus knew people would appreciate the parachute and greater useful load which are probably the biggest selling points.

Great insight. Thanks for the comment!

If you do your research, I believe you will find that the Klapmeier brothers that started Cirrus planned for the CAPS parachute system from the beginning as a safety feature. In addition to spin recovery, the CAPS can be used in several other emergency scenarios such as engine failure at night over unfriendly terrain. Comparing the size of the rudders might explain the difference in spin recovery characteristics. Much effort has gone into Cirrus aircraft for simplicity and safety, as I'm sure Cessna did to the TTX. As similar as the two aircraft are, I believe that Cessna created its own problems when they moved Columbia production to Mexico and had problems that forced them to bring production back to Kansas. At that point Cirrus had a significant market share advantage for that category which made it difficult for the TTX to compete. They are two fixed-gear aircraft that will outrun many retractable single and light twins.

Thanks for stipulating that your comment was only an opinion.

Cirrus could pass the spin cert and they did in Europe, they just flexed the chute for the FAA cert

What’s the alternative for spending $$ for packing the parachute? Death? Totaled aircraft?

@@doriangray2020 I just learning how to fly safe like thousands of pilots have done for decades prior to parachute containing aircraft. That’s my alternative.

Agreed the Panthera is a sexy bird. Nobody would insure me in it -- and for now -- rightfully so.

Appreciate the clarifications, Michael! These two airplanes are a 2013 TTX and 2019 SR22T-G6. We are primarily comparing the specs on each specifically. The G7 was also released only a couple days before we filmed this video. Thanks for watching & commenting!

I was just wondering that. Yikes lol

Well said, Riley. Thanks for your input!

Who needs an upgrade. The G7 is NOT a G3000 by the way,, its an upgrade to the G1000. The G2000 is still right with it 10 years later.

@@user-ey6up9vu1x Don’t NEED an upgrade but the connext feature on the nxi sure is nice being able to easily transfer flight plans from ForeFlight to the mfd and have the autopilot fly any point you choose by just touching the screen. I love that feature. But you’re right, you don’t need it. I’m just saying, there will be new and great upgrades to avionics.

Long story but moving manufacturing from Oregon to Mexico casued moisture in the composite layups destroyed alot of brand new undelivered aircraft and one of those ultimately killed a higher up in the TTX program.

Because Textron really wants to just sell Citations. They would love to kill off all piston airplanes if they could. Nasty organization.

We love a strong opinion! Have you flown both aircraft? If so, why are you so persuaded?

@@LifeStyleAviation . Lot's of reasons. I spent a good deal of time in Bend Oregon where the TTx was born. The passion is unmatched from the folks behind the machine... The Cirrus and Columbia which ultimately became the Cessna TTx were both born out of a NASA program called AGATE trying to encourage new innovation in aerodynamics and manufacturing processes, decrease complexity, etc. for aircraft... That's why both of these aircraft look similar, are made of carbon composite, have fixed gear, etc. But in my opinion, the TTx is grossly overengineered (thats a compliment), and the Cirrus was engineered with a budget and bandaids... Cirrus didn't want to do spin certification and so they stuck a parachute in the aircraft. Columbia just built their aircraft like a tank and went through all of the Part 23 certification requirements... SO both manufacturers just chose different routes... Columbia chose to play by the harsh rules and make its aircraft survive double the rules. In my humble opinion, one cannot become a master of the stick and rudder behind a Cirrus. It doesn't fly or feel like a proper aircraft. Because of the spring center system and very mushy feel of the controls, it is very much designed for simplicity, getting a person in the air and up-to-speed fast, so quick progression then a lifelong plateau... In the TTx with the push rods and bell cranks with zero tolerance or give, when you place your hand on that stick, you are part of the aircraft. You can feel the speed, the stall point, the overbank point, everything. And the way the seat and cockpit is designed to wrap around you, you literally become one with the aircraft... Take a 25kt direct crosswind in the Cirrus and the TTx on the same day and you'll never want to fly the Cirrus again... I'm not against Cirrus. They have an amazing business machine and have built a massive cult following that continues to support the business. I think its a great aircraft to spend a season of your aviation career flying... The newer models have great fit and finish, are fairly economical, good visibility, and trim out very well without AP on a long cross-country. But that's what they are designed for... You're not supposed to FEEL a Cirrus. They aren't designed to go out and just maneuver around and fly. They are designed for Point A to Point B... Doctors, Attorneys, Wealthy Dot-Comers, all folks who don't have the time or desire or perhaps even the love of aviation and the mastery of its skills. And that's OK... Some people are destination oriented and for the its a tool, and some are journey oriented and after 10 hours of flying in a day, can't wait to get up the next morning. Those are the journey oriented folks and for them, there just isn't a better choice than the TTx. In that aircraft, you can have your cake and eat it too...

Plenty of sugar daddies out there for you.

You can still get parts for ttx no problem. I love the throttle/mixture. Very easy to make precise adjustments. Not with the cirrus. The 200 pounds extra payload is nice I agree. But most of the time I’m flying by myself or with one other copilot anyway… these planes aren’t meant to take the whole family on vacation.

If you’ve flown all three, you’ll rank the Mooney last… it’s not a fun plane to fly, isn’t comfortable, and lacks utility capability. how often are you going to climb to space unpressurized with a nose cannula for a long cross country to gain that 10 extra knots in the acclaim… the Cessna TTx is an absolute masterpiece and to date, has no match in my humble opinion…

@@brandonjones6780 I’ve flown two of the three, and I couldn’t disagree with you more. With its control rod rigging the Mooney is a tight and responsive plane to fly. With high wing loading it’s a great IFR platform, it’s wicked fast and fuel efficient. As far as flying high for long cross countries, I do it about three times a month. Last week was flight level 210. Nasal cannulas are not an issue and the extra 10 kn over the Cessna is available from ground level up. But frankly, I think the Cessna is a great airplane, and I have no use for the Cirrus.

With the Acclaim's payload someone has to hold its beer lol.

@@trrmbath97 HAHHAHAHAHAHAHAAH 💯! That's awesome.

@@trrmbath97 Style points for the humor. In truth, best useful load on a SR22T is 1248 lbs. Mooney Acclaim is 1000. However at 10k altitude for example, Acclaim is roughly 40 kts faster than the SR22T on the same fuel burn. On a 500 mile trip, the Acclaim would require 60 lbs less fuel and arrive more than 30 minutes quicker than the Cirrus. Useful load is better on the Cirrus, but not as much as it first appears. In this hypothetical, 188 lbs. difference between the two fueled for same trip.

Yeah if you are an airplane driver (which many are now days) instead of a pilot. BTW Textron hasn't made them in 8 years so keep up.

@@user-ey6up9vu1x Your right...I bought a Cirrus 8 years ago and didn't even consider the textron product b/c its inferior on several levels.

Thats another argument for another day. lol.

Name anything "certified" in aviation that isn't overpriced!?!

Said the guy that hasn't owned either one. I have owned 2 of each. So I MIGHT be a bit more qualified than you huh?