Development milestones
Developed from: Cirrus SR20
Aircraft libraryCirrus SR22
ZLEA · CC BY-SA 4.0 · Cirrus SR22 G2 GTS (N137SR, cn 1916) (4-13-2024).Cirrus SR22
A composite touring single with a whole-aircraft parachute and several generations of avionics.
General aviation7 profile choices
Know the plane
The SR22 entered production in 2001 as a more powerful development of Cirrus's SR20. A low wing, fixed tricycle gear and side-yoke controls define the basic layout. The Cirrus Airframe Parachute System is a prominent part of the aircraft's design.
The SR22 family spans normally aspirated and turbocharged versions as well as different panel generations. The side controls use mechanical connections. Simulator implementations range from bundled aircraft to detailed add-ons with their own engine, maintenance and avionics models.
Cirrus SR22 · Specifications (SR22-G5) · real aircraft; source units retained
- Length
- 26 ft 0 in (7.92 m)↗
- Wingspan
- 38 ft 4 in (11.68 m)↗
- Height
- 8 ft 11 in (2.72 m)↗
- Empty weight
- 2,269 lb (1,029 kg)↗
- Gross weight
- 3,600 lb (1,633 kg)↗
- Powerplant
- 1 × Continental IO-550-N Six cylinder horizontally opposed aircraft engine, 310 hp (230 kW)↗
- Propellers
- 3-bladed↗
- Cruise speed
- 183 kn (211 mph, 339 km/h)↗
- Stall speed
- 60 kn (69 mph, 110 km/h) flaps down↗
- Range
- 1,049 nmi (1,207 mi, 1,943 km) with reserves at 65% power↗
More about this aircraft on AirframeDB
Learning to stay ahead of a more demanding trainer
Ambats moved from a Cessna 172 into an Avidyne-equipped SR22 during her private-pilot training at Santa Monica. Other pilots had questioned whether the powerful Cirrus was an appropriate student aircraft, and she initially shared their concern. Her first lessons brought stronger acceleration, much more right-pedal pressure on takeoff and a cockpit full of unfamiliar information. The side control felt natural, but sensitive electric trim and quicker responses made familiar exercises such as steep turns harder to perform neatly.
With instructor Liz DeStaffany, practice gradually made the busy cockpit manageable. Ambats learned to use the display pages she needed while keeping her attention outside, and to make small trim adjustments after establishing the attitude. The traffic pattern began to feel less hurried. When DeStaffany and Cirrus pilot Rachel Tanzer stepped out for her solo, apprehension had become excitement. Ambats remembers climbing away while the same 172 she had previously soloed circulated nearby, now seeming remarkably slow.
A biplane pilot discovers the appeal of a travelling aircraft
Lee approached the 2012 SR22T with the prejudices of a pilot who preferred biplanes and tailwheel flying. A trip from Southern California to the San Francisco Bay Area, accompanied by Cirrus representative Matt Bergwall and editor Jessica Ambats, changed his view. Hand-flying the first part of the journey, he found substantial, balanced control forces rather than a lightweight feel. The side control still required adjustment, but it freed space in front of him.
As the trip continued, the cabin, integrated avionics and straightforward presentation of information began to make sense as aids to an enjoyable journey. He describes cruising above California farmland, trying the satellite telephone and arriving at San Carlos without drama before a Golden Gate photo flight. On the return, Ambats flew while he stretched out in a reclining rear seat with a book. He still wanted his biplane for an open-air flying experience; the Cirrus had shown him why comfort and convenience matter when the purpose is getting somewhere with friends.
Seven years of trips, family flying and everyday compromises
Zimmerman writes after seven years flying an SR22, having spent his first thousand hours largely in Cessna singles. A real journey in the Cirrus convinced him that its popularity involved more than appearance. He values the comfortable passenger cabin, integrated avionics and relatively uncomplicated workload for its performance. The side control ceased to feel unusual after his first flight, and he enjoys both family trips and short solo outings in the aircraft.
His appreciation includes practical irritations. He dislikes the lack of nosewheel steering and rudder trim, finds the cabin noisy, and recalls climbs where engine temperatures required more attention than he wanted. Those are his operating impressions rather than a controlled comparison of every SR22 version. He also regards the parachute as useful equipment while explicitly saying he has never deployed it. For the kinds of journeys he regularly makes, the balance remains favourable: a capable travelling aircraft that is sufficiently straightforward for him to relax and enjoy flying.
Public sources 16
- Cirrus SR22Research background · Wikipedia revision 1374255854 · retrieved 2026-09-12
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- MSFS 2020 FAQ and edition aircraft inventory
- Cirrus SR 22 POH
- X-Plane 12 Desktop Manual
- X-Plane aircraft and avionics manuals
- SR22 G1000 version history
- SR22 product
- Reality Expansion Pack · Default XP12 Cirrus SR22Official developer / designated store catalogue · checked 2026-09-12
- SR22 / SR22TN EntegraOfficial developer / designated store catalogue · checked 2026-09-12
- SR22 / SR22TN G1000Official developer / designated store catalogue · checked 2026-09-12
- Learning to Fly in a Cirrus SR22Jessica Ambats · 1 November 2006
- Cirrus SR22 GTS: The Perfect Plane?Marc C. Lee · 24 April 2012
- The pros and the cons: Cirrus SR22John Zimmerman · 13 January 2025
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
How the profile models it
Carenado SR22 GTSx Turbo
Free + ProX-Plane 11Carenado
The SR22 entered production in 2001 as a more powerful development of Cirrus's SR20. A low wing, fixed tricycle gear and side-yoke controls define the basic layout. The Cirrus Airframe Parachute System is a prominent part of the aircraft's design.
This profile selects Carenado SR22 GTSx Turbo for X-Plane 11.
Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Valid trim provides the configured pressure relief. Autopilot following is off.
Controls and trim
Laminar's manual is titled SR22 but describes its simulated SR22T. It explains an electric motor and mechanical springs changing the side-control neutral instead of an elevator trim tab. The documented 50/100-percent flap settings and 150/110 KIAS limits belong to that aircraft. TorqueSim, REP and Carenado represent other engine and avionics configurations, so Laminar's assignments are not their qualified interfaces.
The selected implementation
Carenado SR22 GTSx Turbo XP11 uses Perspective G1000 based on the default unit, distinct from TorqueSim or REP systems.
About the values
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
Master gain & control system
Master gain85%
The final overall output scale applied to everything the model produces, before the device cap.
More: everything (spring, loads, effects) gets stronger together.
Less: everything softens together.
Why here: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength74%
The base centring force that pulls the stick back to centre. Every other force stacks on it. Too low and the stick feels limp in normal flight; too high and it fights your hand and masks the smaller cues layered above it.
More: firmer centring that resists your hand at all times.
Less: a limper stick that leans on aerodynamic load alone.
Why here: Mechanically connected side yokes motivate control loading; these controls are not passive Airbus-style sidesticks. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 80 KIAS.
Carenado SR22 GTSx Turbo for X-Plane 11SR22 control and trim cartridge handbook excerptsTorqueSim SR22 exact product / manualTorqueSim SR22 exact product / manualCirrus SR 22 POHSpring deadband4%
A small neutral zone around centre where the spring stays quiet, so tiny movements at rest don't chatter. Wider is calmer but looser; narrower is more precise but can twitch around centre.
More: a calmer but looser centre with more free play.
Less: a tighter centre that may chatter at rest.
Why here: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Overall aerodynamic load80%
A master scale over both sustained axis loads, applied before their independent balance. Profiles normally leave this alone and tune the two axis loads instead.
More: both axes load up harder.
Less: both axes lighten together.
Why here: The aerodynamic-load gain is 0.8 with an indicated-speed reference of 160 KIAS. This supplies speed-dependent loading alongside the spring.
Airspeed blendingTrue
Enables the low-speed spring engagement window (start/full knots above). Off, the spring is constant at all speeds.
Why here: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor50%
How much of the spring survives at a standstill, before airspeed can build any aerodynamic force. A high floor keeps the parked stick firm; a low floor gives the loose, cable-slack feel of a parked light aircraft.
More: a firmer stick while parked and taxiing.
Less: a floppier parked stick that only wakes up with airspeed.
Why here: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start22.4 kt
The airspeed where the spring begins climbing from its low-speed floor toward full strength: the controls "coming alive" on the takeoff roll.
Why here: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full80.0 kt
The airspeed where the spring reaches full strength. Between the start and this point, centring firms up progressively as airflow builds over the controls.
Why here: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Force tuning speed160
The indicated airspeed where aerodynamic load reaches its designed full level. It anchors the whole load curve to the aircraft's real speed range: a 172 loads up by 110 knots, a jet much later.
More: loads arrive later; the stick stays light up to a higher speed.
Less: loads arrive earlier and cruise feels heavier.
Why here: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed15%
How much the centring itself stiffens with speed, on top of the deflection loads. Zero keeps centre feel constant; more makes the stick centre harder at cruise and looser in the pattern.
More: a centre that hardens noticeably as you go faster.
Less: constant centre feel at every speed.
Why here: The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 80 KIAS, with the squared-speed ratio capped at 5.
Centre stiffening cap5
The upper limit on speed-driven centre stiffening, so very fast flight can't wind the spring up without bound.
More: more total stiffening allowed at high speed.
Less: stiffening clamps off sooner.
Why here: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load72%
The sustained roll load from aileron deflection and airspeed, balanced independently of pitch. Together with the elevator load it sets the control-harmony ratio reviewers talk about.
More: heavier roll forces.
Less: lighter, quicker-feeling ailerons.
Why here: Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator load100%
The sustained pitch load from elevator deflection and airspeed, balanced independently of roll. This is the main lever behind a type's pitch weight. It does not touch aileron, spring, trim, or buffet forces.
More: heavier sustained pitch forces at speed.
Less: a lighter elevator that takes less muscle to hold.
Why here: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.
More: stronger peak steady forces before clipping.
Less: a gentler ceiling; hard maneuvers flatten out sooner.
Why here: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)30%
How strongly elevator trim relieves held pitch force and shifts where the stick settles. At 100%, a properly trimmed aircraft needs no held pressure, the trim-away-the-load workflow of real flying.
More: trim removes more of the held pitch force; at 100% full trim zeroes it.
Less: you keep holding force even when trimmed.
Why here: Electric spring-based trim changes neutral, providing mechanism context for pressure relief without deriving an exact hardware authority. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0.
Carenado SR22 GTSx Turbo for X-Plane 11SR22 control and trim cartridge handbook excerptsTorqueSim SR22 exact product / manualTorqueSim SR22 exact product / manualCirrus SR 22 POHTrim relief (aileron)0%
The same relief for roll trim. Most GA types have no real aileron trim, so this stays at zero; types with roll trim get a matching value.
More: roll trim removes more held roll force.
Less: roll trim does less.
Why here: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · ground
Runway rumble40%
Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.
More: louder surface texture through the stick.
Less: a smoother taxi.
Why here: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps25%
Short discrete bumps from expansion joints, ruts, and rough surface, punctuating the continuous rumble.
More: sharper hits from joints and ruts.
Less: softer ground detail.
Why here: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · airframe
Stall buffet35%
Airframe shake approaching the stall and while the stall warning is active: how loudly this wing announces it is unhappy. Types with a crisp break get modest buffet and let the horn carry the warning.
More: a louder pre-stall shake.
Less: a quieter wing; the horn carries the warning.
Why here: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
Transonic buffet approaching the Mach limit. Meaningful for jets near MMO, zero for pistons and turboprops that never get there.
More: stronger transonic buffet near the Mach limit.
Less: a smoother high-Mach ride.
Why here: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet14%
Low-frequency airframe vibration with flaps extended into the airflow, in the speed window where they actually work the air.
More: a rougher ride with flaps working the air.
Less: smoother approach flap.
Why here: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet0%
Airframe drumming from retractable gear hanging in the airstream. Zero for fixed-gear types, where the airframe never changes shape.
More: more drumming with the wheels hanging out.
Less: cleaner gear-down flight.
Why here: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
The dedicated stall stick-shaker buzz, fired by the aircraft's own stall-warning system. Only types with a real shaker get a value; everything else relies on aerodynamic buffet and the horn.
More: a harder stick-shaker buzz.
Less: a subtler shaker.
Why here: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · engine, mechanical & drag
Touchdown thump65%
The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.
More: a harder kick at touchdown.
Less: softer arrivals.
Why here: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Rollout vibration while reverse thrust or beta-range props are working. Zero for types without reverse.
More: a rougher rollout under reverse.
Less: quieter reverse.
Why here: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble12%
Continuous powerplant vibration following RPM between idle and full power, the ever-present reminder that something is burning fuel up front.
More: more engine through the stick.
Less: a quieter powerplant.
Why here: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion12%
Continuous vibration only while the sim reports the flap surfaces actually travelling. It follows real actuator motion and failures, not an estimated timer.
More: more vibration while the flap surfaces travel.
Less: quieter flap runs.
Why here: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority10%
How far autopilot commands may physically move the stick. Kept tiny in MSFS, where a moved axis can read back as pilot input; zero disables following entirely.
More: the autopilot visibly moves your stick further.
Less: a barely perceptible follow.
Why here: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Stick feel
StickFeel · Trim feel enabledTrue
Whether this feature is active in this profile.
Why here: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabledTrue
Whether this feature is active in this profile.
Why here: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Force trim enabledFalse
Whether this feature is active in this profile.
Why here: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabledTrue
Whether this feature is active in this profile.
Why here: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabledTrue
Whether this feature is active in this profile.
Why here: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
Why here: Autopilot following is off; the configured spring and load retain the hardware feel.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
Why here: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
Why here: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Max flap index2
Where this effect reaches full strength (or has fully faded, for washouts).
More: a more gradual build to a later peak.
Less: a quicker build.
Why here: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index2
Where this effect begins fading in.
More: the effect begins later.
Less: it begins earlier.
Why here: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Shaker enabledFalse
Whether this feature is active in this profile.
Why here: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Engine
Engine · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0
The strength of this effect.
More: a stronger effect.
Less: a weaker one.
Why here: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
All profile settings
| Parameter | Value | What it controls and why |
|---|---|---|
| Spring strength | 0.74 | Mechanically connected side yokes motivate control loading; these controls are not passive Airbus-style sidesticks. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 80 KIAS. |
| Spring deadband | 0.045 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0.8 | The aerodynamic-load gain is 0.8 with an indicated-speed reference of 160 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | True | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.5 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 22.4 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 80.0 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed | 160.0 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0.15 | The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 80 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.72 | Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 1.0 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | True | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | True | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0.3 | Electric spring-based trim changes neutral, providing mechanism context for pressure relief without deriving an exact hardware authority. Pitch authority 0.3 provides load relief and permitted centre movement; roll authority is 0. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | True | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | True | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.35 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0.14 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 2 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 2 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.5 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.4 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.25 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.65 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.12 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.12 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Public sources 18
- Cirrus SR22Research background · Wikipedia revision 1374255854 · retrieved 2026-09-12
- Carenado SR22 GTSx Turbo for X-Plane 11Cirrus SR22
- SR22 control and trim cartridge handbook excerptsCirrus POH/AMM via NTSB, scanned PDF1-4,7,10,12 ; Cirrus original POH/AMM archived through NTSB; prior visual review
- TorqueSim SR22 exact product / manualSR22G3 and SR22TNG3 product, XP12 supportOfficial developer / designated store catalogue · checked 2026-09-12
- TorqueSim SR22 exact product / manualSR22 EntegraR8 product and available purchaseOfficial developer / designated store catalogue · checked 2026-09-12
- Cirrus SR 22 POHCirrus SR22
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- MSFS 2020 FAQ and edition aircraft inventory
- X-Plane 12 Desktop Manual
- X-Plane aircraft and avionics manuals
- SR22 G1000 version history
- SR22 product
- Reality Expansion Pack · Default XP12 Cirrus SR22Official developer / designated store catalogue · checked 2026-09-12
- Learning to Fly in a Cirrus SR22Jessica Ambats · 1 November 2006
- Cirrus SR22 GTS: The Perfect Plane?Marc C. Lee · 24 April 2012
- The pros and the cons: Cirrus SR22John Zimmerman · 13 January 2025
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
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