How many Cirrus are there?
Independent and not affiliated with Cirrus Aircraft — not a Cirrus Training Center, and no training is offered here.
For the United States this has an exact answer, because the aircraft register is public: 9,021 Cirrus held a valid US registration on 30 September 2026. Worldwide the answer is approximate. This page gives both, shows what the register does and does not know, and explains the one thing it deliberately does not publish.
The short answer
- Built, worldwide: roughly 12,300. Cirrus handed over the 11,000th SR-series aircraft in December 2025 and has been running near 700 a year since, and the Vision Jet passed 721 deliveries over the same period. Some of those have since been written off, so the number flying is lower than the number built.
- On the US register: 9,021. Roughly three-quarters of everything ever built, which is what you would expect of a US manufacturer whose home market is its largest.
- Plus 367 held by the factory. Registered to Cirrus Design Corp in Duluth and excluded from every number on this page — unsold stock and inventory in transit, not fleet.
| Model | On the US register | Share |
|---|---|---|
| SR22 | 3,925 | 44% |
| SR22T | 2,853 | 32% |
| SR20 | 1,544 | 17% |
| SF50 | 699 | 8% |
| All | 9,021 | 100% |
The SR22 and SR22T together are three-quarters of the US fleet, which is the clearest single statement of what "a Cirrus" usually means in practice. Note that the register knows the model but not the generation or the flight deck — there is no field for either — so none of this tells you whether a given aircraft has Avidyne, Perspective or G7 glass in it. That distinction, which matters far more to a transitioning pilot than the model name, is on the fleet page.
The same numbers as a table
| Year | SR20 | SR22 | SR22T | SF50 | Total |
|---|---|---|---|---|---|
| 1999 | 4 | — | — | — | 4 |
| 2000 | 48 | — | — | — | 48 |
| 2001 | 33 | 90 | — | — | 123 |
| 2002 | 65 | 208 | — | — | 273 |
| 2003 | 67 | 230 | — | — | 297 |
| 2004 | 57 | 336 | — | — | 393 |
| 2005 | 60 | 346 | — | — | 406 |
| 2006 | 102 | 371 | — | — | 473 |
| 2007 | 69 | 358 | — | — | 427 |
| 2008 | 51 | 266 | — | — | 317 |
| 2009 | 10 | 103 | — | — | 113 |
| 2010 | 20 | 82 | 46 | — | 148 |
| 2011 | 14 | 51 | 69 | — | 134 |
| 2012 | 19 | 36 | 59 | — | 114 |
| 2013 | 13 | 42 | 102 | — | 157 |
| 2014 | 16 | 61 | 116 | 3 | 196 |
| 2015 | 22 | 90 | 111 | — | 223 |
| 2016 | 19 | 86 | 112 | 4 | 221 |
| 2017 | 39 | 82 | 142 | 18 | 281 |
| 2018 | 56 | 69 | 147 | 56 | 328 |
| 2019 | 48 | 85 | 168 | 67 | 368 |
| 2020 | 45 | 82 | 164 | 65 | 356 |
| 2021 | 73 | 83 | 197 | 73 | 426 |
| 2022 | 86 | 93 | 222 | 74 | 475 |
| 2023 | 102 | 91 | 296 | 92 | 581 |
| 2024 | 113 | 116 | 314 | 87 | 630 |
| 2025 | 145 | 136 | 353 | 94 | 728 |
| 2026* | 74 | 49 | 162 | 55 | 340 |
| Dated | 1,470 | 3,642 | 2,780 | 688 | 8,580 |
| No year on record | 74 | 283 | 73 | 11 | 441 |
| On the register | 1,544 | 3,925 | 2,853 | 699 | 9,021 |
* 2026 is a part year, counted to 30 September 2026. The 441 aircraft with no year of manufacture on their record are counted in the fleet but cannot appear in the chart.
The SR20 line tells the training story
The model split in that table is worth reading on its own. The SR20 — the cheapest of the family to run, and the one flight schools buy — fell to ten aircraft in 2009 and stayed in the teens and twenties for five years. It has since climbed back to 145 in 2025, the highest since 2006. If you are looking for a relatively modern SR20 to learn in, there are more of them about than at any point in the last twenty years, and the number is still rising. The SR22T appears from 2010 and is now the volume aircraft of the line; the Vision Jet is a trickle from 2014 and a steady ninety-odd a year since 2021.
Where they are — and why the register cannot tell you
Every US aircraft carries a registered address, so it is tempting to read the table below as a map of where Cirrus actually live. It is not one, and the giveaway is sitting in fourth place.
| Registered in | Aircraft | Held by an LLC or company |
|---|---|---|
| Florida | 873 | 86% |
| California | 763 | 73% |
| Texas | 694 | 71% |
| Delaware | 552 | 97% |
| Arizona | 309 | 75% |
| Georgia | 294 | 86% |
| Tennessee | 281 | 75% |
| North Carolina | 254 | 78% |
| Oklahoma | 228 | 89% |
| New York | 225 | 76% |
| Wyoming | 225 | 97% |
| Montana | 220 | 94% |
Delaware has 552 Cirrus and almost no general aviation. Wyoming has exactly as many on its register as New York, and Montana is five behind. What those three states have is favourable treatment of aircraft-owning LLCs — and 97%, 97% and 94% of their rows respectively are registered to a company rather than a person, against roughly three-quarters everywhere else in the table. These are registration domiciles. The aeroplane is in a hangar somewhere else entirely.
So the registered address is the owner's mailing address, which is frequently a home, an accountant, or a registered agent in a state the aircraft has never flown to. The FAA register contains no based-airport field at all. Anyone telling you where a particular aircraft lives is inferring it from flight tracking, not reading it from here.
Who owns them
Two-thirds of the Cirrus fleet is registered to a limited liability company. Run the identical test over the Cessna 172 fleet — same database, same valid-registration filter, 12,103 aircraft — and the picture is completely different.
| Registered to | Cirrus | Share | Cessna 172, same test |
|---|---|---|---|
| LLC | 6,007 | 67% | 37% |
| Corporation | 1,167 | 13% | 22% |
| Individual | 1,097 | 12% | 29% |
| Co-owned | 479 | 5% | 8% |
| Government | 125 | 1% | 3% |
Individual ownership is 12% of Cirrus and 29% of 172s; LLC ownership is 67% against 37%. Very little of that gap is about secrecy and most of it is about money: at this price an aircraft is usually bought through an entity for liability, financing, sales-and-use tax and co-ownership reasons, and that is ordinary practice rather than anything exotic. It does have one consequence worth knowing if you are shopping — the name on the registration frequently tells you nothing about who flies the aeroplane, and nothing about how it has been looked after. The ownership page covers the parts of this that cost money.
What this page does not publish
The obvious next step from this data is the one thing deliberately missing: a row per aircraft, with its registration, and a home airport inferred from ADS-B history. That is entirely buildable — the registrations are public, essentially every Cirrus transmits ADS-B, and the FAA's blocking programmes restrict FAA-sourced feeds rather than the radio signal, so the data exists whether or not an owner has opted out. It is not published here, for a straightforward reason.
A table like that is not a dataset about aeroplanes. Joined back to a register that still carries owner names, it is a list of which airport a named private individual's aircraft sleeps at, several thousand times over. That is the specific harm the FAA's registry privacy programme was created to address under the 2024 reauthorisation, and the specific harm the pilot associations pressed the agency about in 2025. A site that exists to explain training has no business publishing it, and this one says plainly that it is not a directory.
Aggregate counts carry the information that is actually useful — how large the fleet is, how old it is, how fast it is growing, what a typical owner looks like — and carry it about the type rather than about people. That is the whole of what is on this page.
Method, so you can check it
Everything above comes from one public source: the FAA aircraft registry,
published as a bulk download and updated daily. MASTER.txt is joined to
ACFTREF.txt on the manufacturer/model code, keeping 2130000 (SR20), 2130001 (SR22), 2130004 (SR22T), and 0563277 plus 2130010 (both SF50), and
then restricted to registrations with status V — currently valid. Build year is the
register's year of manufacture, not a delivery date, and the two can differ by a few months either
side of a new year.
Four limits worth stating. This is the US register only, so a Cirrus on a European or Australian register is not in these counts. It is a snapshot of survivors, so it undercounts early production. The worldwide total is an estimate built from manufacturer delivery milestones, which is why it is given as a round number. And 441 of the 9,021 aircraft have no year of manufacture recorded at all — the field is simply blank in the FAA file, across all four models and across certificate dates from 2018 to 2026 — so they are counted in the fleet and absent from the year chart. There is no honest way to assign them a year, so they are not assigned one. Anyone who wants to reproduce or extend this can download the same file and count it themselves.