Five-seat modern trainer and personal touring aircraft · Single-engine piston aircraft · production 2025–present · See its reach on the 3D globe
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A Cirrus SR20 G7+ costs approximately $596k (€552k) to $713k (€660k) to buy at 2026 market values, and about $54k (€50k) a year to own flying 80 hours, roughly $680 (€630) per flight hour all-in. It seats 5, cruises at 155 kt (178 mph) and has a published range of 709 nm (1,313 km), needing about 1,686 ft (514 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The SR20 is the way into the Cirrus world: the same airframe, whole-aeroplane CAPS parachute and Perspective glass as the SR22, with a smaller engine and a friendlier price. Universities and ab-initio programmes buy it precisely for that, modern systems and a strong safety record in a trainer. The trade is performance and payload; with five aboard, the useful load disappears quickly and it will not keep up with its bigger sibling. It suits owners who value the Cirrus ecosystem over outright speed.
The Cirrus SR20 is the aircraft that put Cirrus on the map and reset expectations for general aviation. It introduced the whole-airframe CAPS parachute and a modern, car-like cabin, and although the larger-engine SR22 soon overshadowed it, the SR20 remains a capable glass-cockpit trainer and entry-level cross-country single with the latest Garmin Perspective avionics.
The SR20 shares much of the Cirrus equipment and service ecosystem without the SR22's larger-engine performance. CAPS and other calendar- or life-limited items must be read from the aircraft's maintenance status, while composite repairs, avionics subscriptions and transition training deserve explicit budgets. Hot, high and heavily loaded missions need the approved performance data, not an assumption that modern avionics create excess climb margin.
Tech-minded student pilots or first-time owners who want the parachute safety net and modern Perspective avionics but do not need SR22 speed.
Pilots chasing the lowest-cost trainer. CAPS, integrated avionics and specialised composite work preserve obligations that a simpler legacy trainer may avoid.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 1,429 kg |
|---|---|
| Useful load | 455 kg |
| Landing ground roll | 260 m |
| Maximum operating altitude | 17,500 ft |
| Maximum climb rate | 781 ft/min |
| Stall speed | 57 KCAS |
| Engine | Lycoming IO-390-C3B6, 215 hp |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 5 |
| Realistic payload with mission fuel | 754 lb (342 kg) |
| Published planning range | 709 nm (1,313 km) |
| Practical planning radius (4 people) | 475 nm (880 km) |
| Cruise speed | 155 kt (178 mph) |
| Runway need | ~1,686 ft (514 m) |
| Landing gear | Fixed tricycle |
| Pressurised | No |
| Fuel | Avgas 100LL |
| Fixed annual base | $35k (€32k) |
| Direct cost per flight hour | $248 (€230) |
Modern, safe and easy to operate, but cabin payload falls quickly with five occupants and ownership costs exceed conventional trainers.
Indicative cash costs at 2026 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $44k (€41k) | $1,112 (€1,030) | $870k (€806k) |
| 80 h / year | $54k (€50k) | $680 (€630) | $920k (€852k) |
| 120 h / year | $64k (€60k) | $536 (€497) | $970k (€898k) |
| 180 h / year | $79k (€73k) | $440 (€408) | $1.04m (€967k) |
Every figure above is built from a $35k (€32k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $248 (€230) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $60k (€56k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Cirrus SR20 G7+ cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
Nothing beyond a pilot certificate for the category and class. With fixed tricycle gear and no endorsement requirement of its own, this is among the simplest certified aircraft to qualify in, which is a real part of why it is cheap to insure and easy to check out in.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 2026 market price for a Cirrus SR20 G7+ is $596k (€552k) to $713k (€660k). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Cirrus SR20 G7+ works out at roughly $54k (€50k) annually, which is about $680 (€630) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $248 (€230).
Published range is 709 nm (1,313 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 475 nm rather than the brochure figure.
Plan on approximately 1,686 ft (514 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.
Direct comparisons against the models buyers most often weigh against this one.