I've done some number of practical tests for private pilot, ASEL applicants in late generation Cirrus SR-22s (including SR-22T). In all of those cases, the only airplane they had ever flown was a Cirrus. A couple had flown the SR-20 early in their training and then shifted to the SR-22, but the SR-22T owner bought the airplane and learned how to fly in it. He had never so much as touched the controls of any other aircraft during his training.
That's a very different style of flight training and the school providing it had a unique - and appropriate, in my view - syllabus. Clients were told up front that training and learning in a Cirrus from flight one to checkride was a) going to be more difficult than going the traditional low-performance trainer route, b) take much longer, and c) be far more expensive. Those clients still felt it was the best path for them. The common theme is a level of financial capability in which the cost aspect simply isn't a factor. The expense of this route is an order of magnitude greater than the traditional route. Most of those private pilot applicants had somewhere between 130-150 hours of total experience prior to taking the practical test. If I recall correctly one was closer to 190 total hours.
I have had a good pass rate with these applicants and frankly became a "believer" that this is actually possible. The flight training provider did a good job of focusing on the fundamentals while also preparing them to safely operate their high-performance TAA post-checkride. I felt completely comfortable awarding them a private pilot certificate at the conclusion of the practical test.
@Cowboy Tater, I give you this backdrop because of your situation. Essentially you'd be starting from scratch, though some of what you learned will resurface, i.e. training wasn't totally wasted because you left the process. The key component for the clients I described was their desire to enjoy a flight training process purely in the Cirrus environment. They didn't want to fly Cessna C-172s or Piper Cherokees. They wanted to fly their own Cirrus. They didn't care how long it took, and they didn't care how much difficulty it added to each individual flight training lesson. That drove the entire decision-making process and started from a base point which was independent of financial concerns. One of those concerns should be aircraft insurance and should be considered early in the process. If you're able to cross financial/insurance concerns off the list, you now need to find a specialized training provider to shepherd you through this process. It's a specialized training product and the provider should have plenty of experience providing it, with experienced flight instructors and a very robust syllabus. Assuming you get that far, you're left with time and complexity. Are you prepared for the amount of time and effort earning your private pilot certificate in a high performance TAA would entail? If so, then go for it.
Undoubtedly the faster, simpler, and less expensive route would be to simply go back, buckle down, earn your private pilot certificate in a typical light trainer, then move forward with your plans to buy and transition into a high-performance aircraft. But I've seen it done the other way, and it has worked - for a price.
