Cirrus Perspective SR20 13999 004Info Manual

User Manual: Cirrus Perspective SR20

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AIRPLANE INFORMATION MANUAL
for the

CIRRUS DESIGN SR20
Aircraft Serials 2016 and Subsequent with
Cirrus Perspective Avionics System

At the time of issuance, this Information Manual was harmonized with the SR20 Pilot's Operating Handbook September
2011 (P/N 11934-004), and will not be kept current.
Therefore, this Information Manual is for reference only and cannot be used as a substitute for the official Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual.

P/N 13999-004
Information Manual

September 2011

Cirrus Design
SR20

Section 1
General

Section 1
General
Table of Contents
Introduction ........................................................................................ 3
The Airplane....................................................................................... 7
Engine............................................................................................. 7
Propeller ......................................................................................... 7
Fuel................................................................................................. 8
Oil .................................................................................................. 8
Maximum Certificated Weights ....................................................... 8
Cabin and Entry Dimensions .......................................................... 8
Baggage Spaces and Entry Dimensions ........................................ 8
Specific Loadings............................................................................ 8
Symbols, Abbreviations and Terminology.......................................... 9
General Airspeed Terminology and Symbols ................................. 9
Meteorological Terminology.......................................................... 10
Engine Power Terminology........................................................... 11
Performance and Flight Planning Terminology............................. 11
Weight and Balance Terminology................................................. 12

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Section 1
General

Cirrus Design
SR20

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P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 1
General

Introduction
This section contains information of general interest to pilots and
owners. You will find the information useful in acquainting yourself with
the airplane, as well as in loading, fueling, sheltering, and handling the
airplane during ground operations. Additionally, this section contains
definitions or explanations of symbols, abbreviations, and terminology
used throughout this handbook.
• Note •
For specific information regarding the organization of this
Handbook, revisions, supplements, and procedures to be
used to obtain revision service for this handbook, See
“Revising the Handbook” on page 3 of the “Foreword” section.
All liquid volumes referenced in this publication are expressed
in United States Customary Units, e.g., U.S. Gallons.

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September 2011

1-3

Section 1
General

Cirrus Design
SR20

26.0 ft
7.92 m

8.9 ft
2.71 m

9 inches (minimum)
23 cm (minimum)

NOTE:
• Wing span includes
position and strobe lights.
• Prop ground clearance at
3050 lb - 9 inches (23 cm).
• Wing Area = 144.9 sq. ft.

38.3 ft
11.67 m
74 inches 3-BLADE
188 cm

9.1 ft
2.8 m

SR20_FM01_2415

Figure 1-1
Airplane Three View
1-4

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 1
General
49.3"
39.8"

100

120

140

160

180

49.7"

200

38.5"

220

240
Fuselage
Station

FS
222

25.0"

16.0"

20.0"
10.5"

32.0"

33.4"

39.0"

20.0"

33.3"
5.0"
CABIN DOOR
OPENING

21.0"
BAGGAGE DOOR
OPENING
SR22_FM06_1019

Location

Length

Width

Height

Volume

Cabin

122”

49.3”

49.7

137 cu ft

Baggage
Compartment

36”

39.8”

38.5”

32 cu ft

Figure 1-2
Airplane Interior Dimensions
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September 2011

1-5

Section 1
General

Cirrus Design
SR20

GROUND TURNING CLEARANCE
RADIUS FOR WING TIP

24.3 ft. (7.41 m)

RADIUS FOR NOSE GEAR

7.0 ft.

(2.16 m)

RADIUS FOR INSIDE GEAR

0.5 ft.

(0.15 m)

RADIUS FOR OUTSIDE GEAR

9.1 ft.

(2.77 m)

TURNING RADII ARE CALCULATED USING ONE BRAKE AND
PARTIAL POWER. ACTUAL TURNING RADIUS MAY VARY AS
MUCH AS THREE FEET.

SR20_FM01_2413

Figure 1-3
Turning Radius
1-6

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 1
General

The Airplane
Engine
Number of Engines.............................................................................. 1
Number of Cylinders............................................................................ 6
Engine Manufacturer ............................................Teledyne Continental
Engine Model ....................................................................... IO-360-ES
Fuel Metering ................................................................... Fuel Injected
Engine Cooling ..................................................................... Air Cooled
Engine Type.................................... Horizontally Opposed, Direct Drive
Horsepower Rating................................................ 200 hp @ 2700 rpm

Propeller
Hartzell
Propeller Type ............................................................. Constant Speed
Two-Blade Propeller:
Model Number................................................... BHC-J2YF-1BF/F7694
Diameter.............................................................76.0” (73.0” Minimum)
Three-Blade Propeller:
Model Number............................................... PHC-J3YF-1MF/F7392-1
Diameter.............................................................74.0” (72.0” Minimum)
Model Number............................................... PHC-J3YF-1RF/F7392-1
Diameter.............................................................74.0” (72.0” Minimum)

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Section 1
General

Cirrus Design
SR20

Fuel
Total Capacity .............................................58.5 U.S. Gallons (221.0 L)
Total Usable ................................................56.0 U.S. Gallons (212.0 L)
Approved Fuel Grades:
100 LL Grade Aviation Fuel (Blue)
100 (Formerly 100/130) Grade Aviation Fuel (Green)

Oil
Oil Capacity (Sump) .............................................8 U.S. Quarts (7.6 L)
Oil Grades:
All Temperatures .............................................SAE 15W-50 or 20W-50
Below 40 ° F (4° C).................................................. SAE 30 or 10W-30
Above 40 ° F (4° C) ...................................................................SAE 50

Maximum Certificated Weights
Maximum Gross for Takeoff...................................... 3050 lb (1383 Kg)
Maximum Baggage Compartment Loading .................... 130 lb (59 Kg)
Standard Empty Weight.............................................. 2050 lb (930 Kg)
Maximum Useful Load................................................ 1000 lb (454 Kg)
Full Fuel Payload .......................................................... 671 lb (304 Kg)

Cabin and Entry Dimensions
Refer to the preceding figures for dimensions of the cabin interior and
entry door openings.

Baggage Spaces and Entry Dimensions
Refer to the preceding figures for dimensions of the cabin interior and
entry door openings

Specific Loadings
Wing Loading..................................................... 22.2 lb per square foot
Power Loading................................................................. 15.0 lb per hp

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September 2011

Cirrus Design
SR20

Section 1
General

Symbols, Abbreviations and Terminology
General Airspeed Terminology and Symbols
KCAS

Knots Calibrated Airspeed is the indicated airspeed
corrected for position and instrument error. Calibrated
airspeed is equal to true airspeed in standard atmosphere
at sea level.

KIAS

Knots Indicated Airspeed is the speed shown on the
airspeed indicator. The IAS values published in this
handbook assume no instrument error.

KTAS

Knots True Airspeed is the airspeed expressed in knots
relative to undisturbed air which is KCAS corrected for
altitude and temperature.

Best Glide Speed is the speed at which the greatest flight
distance is attained per unit of altitude lost with power off.

Operating Maneuvering Speed is the maximum speed at
which application of full control movement will not
overstress the airplane.

VFE

Maximum Flap Extended Speed is the highest speed
permissible with wing flaps in a prescribed extended
position.

VNO

Maximum Structural Cruising Speed is the speed that
should not be exceeded except in smooth air, and then
only with caution.

VNE

Never Exceed Speed is the speed that may not be
exceeded at any time.

VPD

Maximum Demonstrated Parachute Deployment Speed is
the maximum speed at which parachute deployment has
been demonstrated.

Stalling Speed is minimum steady flight speed at which
the aircraft is controllable.

VS 50%

Stalling Speed is minimum steady flight speed at which
the aircraft is controllable with 50% flaps.

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Section 1
General

Cirrus Design
SR20

VSO

Stalling Speed is the minimum steady flight speed at
which the aircraft is controllable in the landing
configuration (100% flaps) at the most unfavorable weight
and balance.

Best Angle of Climb Speed is the speed at which the
airplane will obtain the highest altitude in a given
horizontal distance. The best angle-of-climb speed
normally increases slightly with altitude.

Best Rate of Climb Speed is the speed at which the
airplane will obtain the maximum increase in altitude per
unit of time. The best rate-of-climb speed decreases
slightly with altitude.

Meteorological Terminology
IMC

Instrument Meteorological Conditions are meteorological
conditions expressed in terms of visibility, distance from
cloud, and ceiling less than the minima for visual flight
defined in FAR 91.155.

ISA

International Standard Atmosphere (standard day) is an
atmosphere where (1) the air is a dry perfect gas, (2) the
temperature at sea level is 15°C, (3) the pressure at sea
level is 29.92 in.Hg (1013.2 millibars), and (4) the
temperature gradient from sea level to the altitude at
which the temperature is -56.5°C is -0.00198°C per foot
and zero above that altitude.

MSL

Mean Sea Level is the average height of the surface of the
sea for all stages of tide. In this Handbook, altitude given
as MSL is the altitude above the mean sea level. It is the
altitude read from the altimeter when the altimeter’s
barometric adjustment has been set to the altimeter
setting obtained from ground meteorological sources.

OAT

Outside Air Temperature is the free air static temperature
obtained from inflight temperature indications or from
ground meteorological sources. It is expressed in either
degrees Celsius or degrees Fahrenheit.

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September 2011

Cirrus Design
SR20

Section 1
General

•

Pressure Altitude is the altitude read from the altimeter
when the altimeter’s barometric adjustment has been set
to 29.92 in.Hg (1013 mb) corrected for position and
instrument error. In this Handbook, altimeter instrument
errors are assumed to be zero.

•

Standard Temperature is the temperature that would be
found at a given pressure altitude in the standard
atmosphere. It is 15°C (59°F) at sea level pressure altitude
and decreases approximately 2°C (3.6°F) for each 1000
feet of altitude increase. See ISA definition.

Engine Power Terminology
HP

Horsepower is the power developed by the engine.

MCP

Maximum Continuous Power is the maximum power that
can be used continuously.

MAP

Manifold Pressure is the pressure measured in the
engine’s induction system expressed as in. Hg.

RPM

Revolutions Per Minute is engine rotational speed.

•

Static RPM is RPM attained during a full-throttle engine
runup when the airplane is on the ground and stationary.

Performance and Flight Planning Terminology
g

One “g” is a quantity of acceleration equal to that of earth’s
gravity.

•

Demonstrated Crosswind Velocity is the velocity of the
crosswind component for which adequate control of the
airplane during taxi, takeoff, and landing was actually
demonstrated during certification testing. Demonstrated
crosswind is not considered to be limiting.

•

Service Ceiling is the maximum altitude at which the
aircraft at maximum weight has the capability of climbing
at a rate of 100 feet per minute.

GPH

Gallons Per Hour is the amount of fuel (in gallons)
consumed by the aircraft per hour.

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September 2011

1-11

Section 1
General

Cirrus Design
SR20

NMPG

Nautical Miles Per Gallon is the distance (in nautical miles)
which can be expected per gallon of fuel consumed at a
specific engine power setting and/or flight configuration.

•

Unusable Fuel is the quantity of fuel that cannot be safely
used in flight.

•

Usable Fuel is the fuel available for flight planning.

Weight and Balance Terminology
CG

Center of Gravity is the point at which an airplane would
balance if suspended. Its distance from the reference
datum is found by dividing the total moment by the total
weight of the airplane.

•

Arm is the horizontal distance from the reference datum to
the center of gravity (CG) of an item. The airplane’s arm is
obtained by adding the airplane’s individual moments and
dividing the sum by the total weight.

•

Basic Empty Weight is the actual weight of the airplane
including all operating equipment that has a fixed location
in the airplane. The basic empty weight includes the
weight of unusable fuel and full oil.

MAC

Mean Aerodynamic Chord is the chord drawn through the
centroid of the wing plan area.

LEMAC

Leading Edge of Mean Aerodynamic Chord is the forward
edge of MAC given in inches aft of the reference datum
(fuselage station).

•

Maximum Gross Weight is the maximum permissible
weight of the airplane and its contents as listed in the
aircraft specifications.

•

Moment is the product of the weight of an item multiplied
by its arm.

•

Useful Load is the basic empty weight subtracted from the
maximum weight of the aircraft. It is the maximum
allowable combined weight of pilot, passengers, fuel and
baggage.

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September 2011

Cirrus Design
SR20

Section 1
General

•

Station is a location along the airplane fuselage measured
in inches from the reference datum and expressed as a
number. For example: A point 123 inches aft of the
reference datum is Fuselage Station 123.0 (FS 123).

•

Reference Datum is an imaginary vertical plane from
which all horizontal distances are measured for balance
purposes.

•

Tare is the weight of all items used to hold or position the
airplane on the scales for weighing. Tare includes blocks,
shims, and chocks. Tare weight must be subtracted from
the associated scale reading.

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General

Cirrus Design
SR20

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Cirrus Design
SR20

Section 2
Limitations

Section 2
Limitations
Table of Contents
Introduction ........................................................................................ 3
Certification Status ............................................................................. 3
Airspeed Limitations........................................................................... 4
Airspeed Indicator Markings .............................................................. 5
Powerplant Limitations ....................................................................... 6
Engine............................................................................................. 6
Propeller ......................................................................................... 7
Weight Limits ..................................................................................... 7
Engine Instrument Markings & Annunciations ................................... 8
PowerPlant ..................................................................................... 8
Fuel................................................................................................. 9
Electrical ......................................................................................... 9
Center of Gravity Limits ................................................................... 10
Maneuver Limits............................................................................... 11
Flight Load Factor Limits.................................................................. 11
Minimum Flight Crew ....................................................................... 11
Kinds of Operation ........................................................................... 12
Kinds of Operation Equipment List ............................................... 12
Icing .............................................................................................. 16
Runway Surface ........................................................................... 16
Taxi Power .................................................................................... 17
Fuel Limits........................................................................................ 17
Altitude Limits................................................................................... 17
Environmental Conditions ................................................................ 17
Maximum Occupancy ...................................................................... 17
Systems and Equipment Limits........................................................ 18
Cirrus Perspective Integrated Avionics System ............................ 18
L-3 Skywatch Traffic Advisory System (Optional)......................... 21
L-3 Stormscope Weather Information System (Optional) ............. 21
Max Viz Enhanced Vision System (Optional) ............................... 21
Air Conditioning System (Optional)............................................... 21
Inflatable Restraint System........................................................... 22
Flap Limitations............................................................................. 22
Paint.............................................................................................. 22
Cirrus Airframe Parachute System (CAPS) .................................. 22
Other Limitations .............................................................................. 22
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Section 2
Limitations

Cirrus Design
SR20

Smoking ........................................................................................ 22
Placards ........................................................................................... 23

2-2

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Cirrus Design
SR20

Section 2
Limitations

Introduction
The limitations included in this Section of the Pilot’s Operating
Handbook (POH) are approved by the Federal Aviation Administration.
This section provides operating limitations, instrument markings and
basic placards required by regulation and necessary for the safe
operation of the aircraft and its standard systems and equipment.
Refer to Section 9 of this handbook for amended operating limitations
for airplanes equipped with optional equipment. Compliance with the
operating limitations in this section and in Section 9 is required by
Federal Aviation Regulations.
• Note •
Limitations associated with optional equipment are not
described in this section. For optional equipment limitations,
refer to Section 9, Supplements

Certification Status
The aircraft is certificated under the requirements of Federal Aviation
Regulations (FAR) Part 23 as documented by FAA Type Certificate TC
A00009CH.

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Section 2
Limitations

Cirrus Design
SR20

Airspeed Limitations
The indicated airspeeds in the following table are based upon Section
5 Airspeed Calibrations using the normal static source. When using
the alternate static source, allow for the airspeed calibration variations
between the normal and alternate static sources.
Speed

KIAS

KCAS

Remarks

VNE

200

204

Never Exceed Speed is the speed limit that
may not be exceeded at any time.

VNO

163

166

Maximum Structural Cruising Speed is the
speed that should not be exceeded except in
smooth air, and then only with caution.

VO
3050 Lb

130

131

VFE
50% Flaps
100% Flaps

119
104

120
104

VPD

133

135

2-4

Operating Maneuvering Speed is the maximum speed at which full control travel may be
used. Below this speed the airplane stalls
before limit loads are reached. Above this
speed, full control movements can damage
the airplane.
Maximum Flap Extended Speed is the highest speed permissible with wing flaps
extended.

Maximum Demonstrated Parachute
Deployment Speed is the maximum speed at
which parachute deployment has been demonstrated.

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September 2011

Cirrus Design
SR20

Section 2
Limitations

Airspeed Indicator Markings
The airspeed indicator markings are based upon Section 5 Airspeed
Calibrations using the normal static source. When using the alternate
static source, allow for the airspeed calibration variations between the
normal and alternate static sources.
Marking

Value
(KIAS)

White Arc

61 - 104

Full Flap Operating Range. Lower limit is the most adverse
stall speed in the landing configuration. Upper limit is the
maximum speed permissible with flaps extended.

Green Arc

69 - 163

Normal Operating Range. Lower limit is the maximum
weight stall at most forward C.G. with flaps retracted.
Upper limit is the maximum structural cruising speed.

Yellow Arc

163 - 200

Caution Range. Operations must be conducted with caution and only in smooth air.

Red Line

200

Never exceed speed. Maximum speed for all operations.

Remarks

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September 2011

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Section 2
Limitations

Cirrus Design
SR20

Powerplant Limitations
Engine
Teledyne Continental ............................................................ IO-360-ES
Power Rating ........................................................ 200 hp @ 2700 rpm
Maximum RPM .......................................................................2700 rpm
Oil Temperature .......................................... 240° F (115° C) maximum
Oil Pressure:
Minimum................................................................................ 10 psi
Maximum............................................................................. 100 psi
Approved Oils:
Engine Break-In: For first 25 hours of operation or until oil
consumption stabilizes use straight mineral oil conforming to MILL-6082. If engine oil must be added to the factory installed oil, add
only MIL-L-6082 straight mineral oil.
After Engine Break-In: Use only oils conforming to Teledyne
Continental Specification MHS-24 (Ashless Dispersant Lubrication
Oil) or MHS-25 (Synthetic Lubrication Oil). Refer to Section 8 - Oil
Servicing. Oil viscosity range as follows:
All Temperatures ..............................................15W-50 or 20W-50
Above 40 ° F (4° C) ............................................ SAE 50 or 20W50
Below 40 ° F (4° C) ............... SAE 30, 10W-30, 15W50, or 20W50
Fuel Grade ................ Aviation Grade 100 LL (Blue) or 100 (green)
• Note •
Refer to Fuel Limits in this section for operational limitations
regarding fuel and fuel storage.

2-6

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September 2011

Cirrus Design
SR20

Section 2
Limitations

Propeller
• Note •
Two-blade propellers are not EASA approved for use on this
airplane. Airplanes registered in the European Union should
ignore all references to the two-blade propeller in this POH.
Hartzell
Propeller Type ............................................................. Constant Speed
Two-Blade Propeller:
Model Number................................................... BHC-J2YF-1BF/F7694
Diameter.............................................................76.0” (73.0” Minimum)
Three-Blade Propeller:
Model Number............................................... PHC-J3YF-1MF/F7392-1
Diameter.............................................................74.0” (72.0” Minimum)
Model Number............................................... PHC-J3YF-1RF/F7392-1
Diameter.............................................................74.0” (72.0” Minimum)

Weight Limits
Maximum Takeoff Weight ......................................... 3050 lb (1383 Kg)
Maximum Landing Weight ....................................... 3050 lb (1383 Kg)
Maximum Weight in Baggage Compartment.................. 130 lb. (59 kg)

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September 2011

2-7

Section 2
Limitations

Cirrus Design
SR20

Engine Instrument Markings & Annunciations
The following describes the engine instrument markings. Associated
Warning and Caution Annunciations are shown in capitalized text.

PowerPlant
Red
Arc/Bar

Yellow
Arc/Bar

Green Arc/
Bar

Yellow Arc/
Bar

Red
Arc/Bar

Lower
Warning
Range

Minimum
Caution
Range

Normal
Range

Maximum
Caution
Range

Upper
Warning
Range

Cylinder Head
Temperature
(100°F – 500°F)

––

240 – 420

420 – 460
CHT

> 460
CHT

Engine Speed
(0 – 3000 RPM)

––

500 – 2700

––

> 2700*
RPM

Exhaust Gas
Temperature
(1000°F – 1600°F)

––

500 – 1750

––

Manifold Pressure
(10 – 35 Inch Hg)

––

15 – 29.5

––

Oil Pressure
(0 – 100 PSI)

0 – 10**
OIL
PRESS

10 – 30**
OIL
PRESS

30 – 60

60 – 100

> 100**
OIL
PRESS

Oil Temperature
(75°F – 250°F)

––

50 – 100

100 – 240

Percent Power
(0 – 100%)

––

0 – 100

Instrument
(Range & Units)

> 240
OIL
TEMP
––

––

*Engine Speed Warning when RPM between 2710 and 2730 for more than 10
seconds OR when RPM greater than 2730 for more than 5 seconds.
**Oil Pressure Caution when oil pressure is between 10 and 29 psi and RPM is
greater than 1000. Oil Pressure Warning when oil pressure is below 10 psi, OR oil
pressure is above 100 psi.

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September 2011

Cirrus Design
SR20

Section 2
Limitations

Fuel
Red
Arc/Bar

Yellow
Arc/Bar

Green
Arc/Bar

Yellow
Arc/Bar

Red
Arc/Bar

Minimum

Minimum
Caution
Range

Normal
Range

Maximum
Caution
Range

Maximum

Fuel Flow
(0 – 20 U.S. Gal/Hr)

––

0 – 20

––

Fuel Totalizer
(U.S. Gallon)

N<7
FUEL
QTY

7 – 14

> 14

––

Fuel Quantity Gage
(0 – 28 U.S. Gallon)

0 – 8.2

––

Red
Arc/Bar

Yellow
Arc/Bar

Green
Arc/Bar

Yellow
Arc/Bar

Red
Arc/Bar

Minimum

Minimum
Caution
Range

Normal
Range

Maximum
Caution
Range

Maximum

Instrument
(Range & Units)

Electrical

Instrument
(Range & Units)

Essential Bus Volts
(0 – 36 Volts)

0 – 24.4
ESS BUS

––

24.5 – 32

––

> 32
ESS BUS

Main Bus 1 Voltage
(0 – 36 Volts)

––

0 – 24.4
M BUS 1

24.5 – 32

––

> 32
M BUS 1

Main Bus 2 Voltage
(0 – 36 Volts)

––

0 – 24.4
M BUS 2

24.5 – 32

––

> 32
M BUS 2

Alternator 1 Current
(0 – 75 Amps)

––

2 – 100

0 – 1*
ALT 1

––

Alternator 2 Current
(0 – 40 Amps)

––

2 – 100

0 – 1*
ALT 2

––

Battery 1 Current
(-59 to 59 Amps)

––

-4 – 59

-59 to -5**
BATT 1

––

*20 seconds delay. **30 second delay.

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2-9

Section 2
Limitations

Cirrus Design
SR20

Center of Gravity Limits
Reference Datum ....................................100 inches forward of firewall
Forward....................................................................Refer to Figure 2-1
Aft ............................................................................Refer to Figure 2-1

3100
3050
3000

Weight - Pounds

2950
2900
2850
2800
2750
2700
2650
2600

FS 148.1
3050 lb

FS 140.7
3050 lb

FS 139.1
2700 lb

2550
2500
2450
2400
2350
2300
2250
2200
2150

FS 148.1
2100 lb

FS 137.8
2100 lb

2100
2050
2000
136 137 138 139 140 141 142 143 144 145 146 147 148 149 150

C.G. - Inches Aft of Datum

Figure 2-1
CG Envelope
2-10

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September 2011

Cirrus Design
SR20

Section 2
Limitations

Maneuver Limits
Aerobatic maneuvers are prohibited.
Spins are prohibited.
This airplane is certified in the normal category and is not designed for
aerobatic operations. Only those operations incidental to normal flight
are approved. These operations include normal stalls, chandelles, lazy
eights, and turns in which the angle of bank is limited to 60°.
• Note •
Because the aircraft has not been certified for spin recovery,
the Cirrus Airframe Parachute System (CAPS) must be
deployed if the airplane departs controlled flight. Refer to
Section 3 – Emergency Procedures, Spins.

Flight Load Factor Limits
Flaps UP (0%), 3050 lb. .....................................................+3.8g, -1.9g
Flaps 50%, 3050 lb................................................................+1.9g, -0g
Flaps 100% (Down), 3050 lb. ................................................+1.9g, -0g

Minimum Flight Crew
The minimum flight crew is one pilot.

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Section 2
Limitations

Cirrus Design
SR20

Kinds of Operation
The aircraft is equipped and approved for the following type
operations:
• VFR day and night.
• IFR day and night.

Kinds of Operation Equipment List
The following listing summarizes the equipment required under
Federal Aviation Regulations (FAR) Part 23 for airworthiness under the
listed kind of operation. Those minimum items of equipment
necessary under the operating rules are defined in FAR Part 91 and
FAR Part 135 as applicable.
• Note •
All references to types of flight operations on the operating
limitations placards are based upon equipment installed at the
time of Airworthiness Certificate issuance.
Kinds of Operation
System, Instrument, and/
or Equipment

VFR
Day

VFR
Nt.

IFR
Day

IFR
Nt.

—

Battery 1

Battery 2

—

Alternator 1

Alternator 2

—

Amp Meter/Indication

Low Volts Annunciator

Remarks, Notes,
and/or
Exceptions

Placards and Markings
Airplane Flight Manual

Included w/ POH.

Communications
VHF COM
Electrical Power

2-12

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

System, Instrument, and/
or Equipment

Section 2
Limitations
Kinds of Operation
(Continued)
VFR
Day

VFR
Nt.

IFR
Day

IFR
Nt.

ALT 1 Annunciator

ALT 2 Annunciator

—

Circuit Breakers

A/R

Emergency Locator Transmitter

Restraint System

A/R

Flap Position Indicator

Flap System

Pitch Trim Indicator

Pitch Trim System

Roll Trim Indicator

Roll Trim System

Stall Warning System

Auxiliary Fuel Pump

Fuel Quantity Indicator

Fuel Selector Valve

Remarks, Notes,
and/or
Exceptions

As required.

Equipment & Furnishings

One seat belt for
each occupant.

Fire Protection
Fire Extinguisher
Flight Controls

Fuel

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September 2011

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Section 2
Limitations

System, Instrument, and/
or Equipment

Cirrus Design
SR20
Kinds of Operation
(Continued)
VFR
Day

VFR
Nt.

IFR
Day

IFR
Nt.

Alternate Engine Air Induction System

Alternate Static Air Source

Pitot Heater

—

PFD Bezel Lighting

—

PFD Backlighting

MFD Bezel Lighting

—

MFD Backlighting

Anticollision Lights

Instrument Lights

—

Navigation Lights

—

Landing Light

—

Flash Light

—

Remarks, Notes,
and/or
Exceptions

Ice & Rain Protection

Landing Gear
Wheel Pants

May be removed.

Lights

*Required if MFD
Backlighting Fails.
Engine Indicators
Must Be Shown in
Backup Mode.

*Required if PFD
Backlighting Fails.
Engine Indicators
Must Be Shown in
Backup Mode.

For hire operations.

Navigation & Pitot Static
Airspeed Indicator
2-14

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

System, Instrument, and/
or Equipment

Section 2
Limitations
Kinds of Operation
(Continued)

Remarks, Notes,
and/or
Exceptions

VFR
Day

VFR
Nt.

IFR
Day

IFR
Nt.

Altimeter

Magnetic Compass

Pitot System

Static System, Normal

Attitude Indicator

—

Clock

—

Gyroscopic Directional Indication (HSI)

—

Magnetometer

—

Nav Radio

—

PFD Airspeed Indication

—

PFD Altitude Indication

—

PFD Attitude Indication

—

PFD Heading Indication

—

PFD Slip/Skid Indication

—

Turn Coordinator

—

Altitude Encoder

A/R

As required per
procedure.

GPS Receiver/Navigator

—

A/R

As required per
procedure.

Marker Beacon Receiver

—

A/R

As required per
procedure.

VHF Navigation Radio

—

A/R

As required per
procedure.

Vertical Speed Indicator

—

P/N 13999-004 Info Manual
September 2011

2-15

Section 2
Limitations

System, Instrument, and/
or Equipment

Cirrus Design
SR20
Kinds of Operation
(Continued)
VFR
Day

VFR
Nt.

IFR
Day

IFR
Nt.

Cylinder Head
Temperature Indication

—

Exhaust Gas Temperature
Indication

—

Fuel Flow Indication

Manifold Pressure Indication

Oil Pressure Indication

Oil Quantity Indicator (Dipstick)

Oil Temperature Indication

Engine Speed

Remarks, Notes,
and/or
Exceptions

Engine Indicating

Special Equipment
Cirrus Airframe Parachute
(CAPS)

Icing
Flight into known icing conditions is prohibited.

Runway Surface
This airplane may be operated on any smooth runway surface.

2-16

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 2
Limitations

Taxi Power
Maximum continuous engine speed for taxiing is 1000 RPM on flat,
smooth, hard surfaces. Power settings slightly above 1000 RPM are
permissible to start motion, for turf, soft surfaces, and on inclines. Use
minimum power to maintain taxi speed.

Fuel Limits
Approved Fuel ............... Aviation Grade 100 LL (Blue) or 100 (Green)
Total Fuel Capacity..................................... 58.5 U.S. gallons (229.0 L)
Total Fuel Each Tank .................................. 29.3 U.S. gallons (114.5 L)
Total Usable Fuel (all flight conditions) ....... 56.0 U.S. gallons (212.0 L)
Maximum Allowable Fuel Imbalance ...............7.5 U.S. Gallon (¼ tank)
The fuel pump must be set to BOOST for takeoff, climb, landing, and
for switching fuel tanks.

Altitude Limits
Maximum Takeoff Altitude ..........................................10,000 Feet MSL
Maximum Operating Altitude ......................................17,500 Feet MSL
The operating rules (FAR Part 91 and FAR Part 135) require the use of
supplemental oxygen at specified altitudes below the maximum
operating altitude.

Environmental Conditions
For operation of the airplane below an outside air temperature of -10°F
(-23° C), use of cowl inlet covers approved by Cirrus Design and listed
in the Winterization Kit AFM Supplement P/N 11934-S25 is required.

Maximum Occupancy
Occupancy of this airplane is limited to four persons (the pilot and
three passengers).

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September 2011

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Section 2
Limitations

Cirrus Design
SR20

Systems and Equipment Limits
Cirrus Perspective Integrated Avionics System
1. The appropriate revision of the Cirrus Perspective Cockpit
Reference Guide (p/n 190-00821-XX, where X can be any digit
from 0 to 9) must be immediately available to the pilot during flight.
The system software version stated in the reference guide must be
appropriate for the system software version displayed on the
equipment.
2. The Avionics System integrates with separately approved sensor
installations. Adherence to limitations in appropriate installation
POH supplements is mandatory.
3. IFR enroute and terminal navigation is prohibited unless the pilot
verifies the currency of the database or verifies each selected
waypoint for accuracy by reference to current approved data.
4. Instrument approach navigation predicated upon the GPS
Receiver must be accomplished in accordance with approved
instrument approach procedures that are retrieved from the GPS
equipment database. The GPS equipment database must
incorporate the current update cycle.
a. Receiver Autonomous Integrity Monitoring (RAIM) must be
available at the Final Approach Fix for instrument approach
procedures that do not use the integrity information from
Satellite Based Augmentation Systems (SBAS). For flight
planning purposes, in areas where SBAS coverage is not
available, the pilot must check RAIM availability.
b.

Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any
other type of approach not approved for GPS overlay with the
GPS receiver is not authorized.

Use of the VOR/ILS receiver to fly approaches not approved
for GPS require VOR/ILS navigation data to be present on the
display.

d. Vertical Navigation information for approach procedures that
do not meet the ICAO Annex 10 requirements for precision
approaches may be utilized for advisory information only. Use
of Vertical Navigation information for Instrument Approach
Procedures does not guarantee step-down fix altitude
protection, or arrival at approach minimums in normal position
to land.
2-18

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September 2011

Cirrus Design
SR20

Section 2
Limitations

e. IFR non-precision approach approval is limited to published
approaches within the U.S. National Airspace System.
Approaches to airports in other airspace are not approved
unless authorized by the appropriate governing authority.
f.

RNAV approaches must be conducted utilizing the GPS
sensor.

g. Except when GFC 700 with system software 0764.09 or later
installed, when conducting missed approach procedures,
autopilot (if installed) coupled operation is prohibited until the
pilot has established a rate of climb that ensures all altitude
requirements of the procedure will be met.
h. The Perspective Integrated Avionics System is compliant with
AC 90-100A. As such, the Cirrus Perspective system is
eligible to fly RNAV 'Q' or 'T' routes, RNAV SID/STAR/ODPs
and eligible to use RNAV substitution or RNAV alternate
means of navigation (US Only). Refer to AC 90-100A for
additional operator requirements and limitations.
i.

The Perspective Integrated Avionics System includes dual,
independent navigation sensors that meet the standards set
forth in TSO-C145a/ETSO-C145 (Sensors) and TSO-C146a/
ETSO-C146 (Display Units) for Class 3 systems.

The Perspective Integrated Avionics System has been
installed in accordance with AC 20-138A and is approved for
navigation using GPS and SBAS (within the coverage of a
Satellite Based Augmentation System complying with ICAO
annex 10) for IFR enroute, terminal and approach operations.

The Perspective Integrated Avionics System complies with the
standards set forth in AC 90-96A and JAA TGL-10 (rev 1) for
BRNAV and PRNAV operations.

The navigation databases employed by the Perspective
Integrated Avionics System meet the requirements set forth in
AC 20-153 for database integrity, quality and database
management practices. The data in the navigation databases
are referenced to the WGS-84 reference system.

m. The Perspective Integrated Avionics System complies with the
standards set forth in AMC 20-27 and NPA 2009-04 (AMC 2028) for RNAV operations including LNAV/VNAV and LPV
approach operations.
P/N 13999-004 Info Manual
September 2011

2-19

Section 2
Limitations

Cirrus Design
SR20

5. Navigation using the Perspective Integrated Avionics System is
not authorized in the following geographic areas:
a. north of 70°North latitude (northern polar region),
b.

south of 70°South latitude (southern polar region),

north of the 65°North latitude between longitude 75°W and
120°W (Northern Canada),

d. south of 55°south latitude between longitude 120°E and
165°E (region south of Australia and New Zealand).
6. The MFD checklist display supplements the Pilot Operating
Handbook checklists and is advisory only. Use of the MFD
checklists as the primary set of on-board airplane checklists is
prohibited.
7. The NAVIGATION MAP is intended only to enhance situational
awareness. Use of the NAVIGATION MAP page for pilotage
navigation is prohibited.
8. The TERRAIN PROXIMITY MAP is intended only to enhance
situational awareness. Use of the TERRAIN PROXIMITY
information for primary terrain avoidance is prohibited.
9. LTNG information on the NAVIGATION MAP or WEATHER MAP is
approved only as an aid to hazardous weather avoidance. Use of
the WEATHER MAP for hazardous weather penetration is
prohibited.
10. The SYNTHETIC VISION SYSTEM (SVS) cannot be used for
flight guidance, navigation, traffic avoidance, or terrain avoidance.
Maneuvering the airplane in any phase of flight such as taxi,
takeoff, approach, landing, or roll out shall not be predicated on
SVS imagery. The synthetic vision system is not intended to be
used independently of traditional attitude instrumentation.
Consequently, SVS is disabled when traditional attitude
instrumentation is not available. Otherwise, the traditional attitude
instrumentation will always be visible in the foreground with SVS
features in the background.
11. Use of the TRAFFIC ADVISORY SYSTEM (TAS) to maneuver the
airplane to avoid traffic is prohibited. The TAS is intended for
advisory use only. TAS is intended only to help the pilot to visually
located traffic. It is the responsibility of the pilot to see and
maneuver to avoid traffic.
2-20

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 2
Limitations

12. Use of use of portable electronic devices during takeoff and
landing is prohibited.

L-3 Skywatch Traffic Advisory System (Optional)
1. Traffic information shown on the Perspective Integrated Avionics
System displays is provided as an aid in visually acquiring traffic.
Pilots must maneuver the aircraft based only upon ATC guidance
or positive visual acquisition of conflicting traffic.
2. If the pilot is advised by ATC to disable transponder altitude
reporting, Traffic Advisory System must be turned OFF.
3. When option installed, the appropriate revision of the L-3 Avionics
Systems SkyWatch Traffic Advisory System Model SKY497 Pilot’s
Guide (p/n 009-10801-001) must be available to the pilot during
flight.

L-3 Stormscope Weather Information System (Optional)
1. Use of the Weather Information System is not intended for
hazardous weather penetration (thunderstorm penetration).
Weather information, as displayed on the Perspective Integrated
Avionics System, is to be used only for weather avoidance, not
penetration.
2. When option installed, the appropriate revision of the L-3 Avionics
Systems WX500 Stormscope Series II Weather Mapping Sensor
User’s Guide, (p/n 009-11501-001) must be available to the pilot
during flight.

Max Viz Enhanced Vision System (Optional)
1. The Enhanced Vision System (EVS) cannot be used for flight
guidance, navigation, traffic avoidance, or terrain avoidance.
Maneuvering the airplane in any phase of flight such as taxi,
takeoff, approach, landing, or roll out shall not be predicated on
EVS imagery. The EVS shall only be used as an aide to assist the
flight crew to visually acquire objects normally viewed through the
cockpit windows.
2. The appropriate revision of the Max Viz Enhanced Vision System
Information Manual, (p/n 309100024) must be available to the pilot
during flight.

Air Conditioning System (Optional)
The use of Recirculation Mode during flight is prohibited.
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September 2011

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Section 2
Limitations

Cirrus Design
SR20

Inflatable Restraint System
Use of a child safety seat with the inflatable restraint system is
prohibited.

Flap Limitations
Approved Takeoff Settings........................................... UP (0%) or 50%
Approved Landing Settings ..................................... 0%, 50%, or 100%

Paint
To ensure that the temperature of the composite structure does not
exceed 150° F (66° C), the outer surface of the airplane must be
painted in accordance with the paint colors and schemes as specified
in the Airplane Maintenance Manual. Refer to Airplane Maintenance
Manual (AMM), Chapter 51, for specific paint requirements.

Cirrus Airframe Parachute System (CAPS)
VPD Maximum Demonstrated Deployment Speed..................133 KIAS
• Note •
Refer to Section 10 – Safety Information, for additional CAPS
guidance.

Other Limitations
Smoking
Smoking is prohibited in this airplane.

2-22

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 2
Limitations

Placards
Engine compartment, inside oil filler access:

ENGINE OIL GRADE
ABOVE 40° F SAE 50 OR 20W50
BELOW 40° F SAE 30 OR 10W30, 15W50, OR 20W50
REFER TO AFM FOR APPROVED OILS

Wing, adjacent to fuel filler caps:

Upper fuselage, either side of CAPS rocket cover:

WARNING!
ROCKET FOR PARACHUTE DEPLOYMENT INSIDE
STAY CLEAR WHEN AIRPLANE IS OCCUPIED

SR20_FM02_3001A

Figure 2-2
Placards (Sheet 1 of 6)
P/N 13999-004 Info Manual
September 2011

2-23

Section 2
Limitations

Cirrus Design
SR20

Elevator and Rudder, both sides:

NO PUSH

Left fuselage, on external power supply door:

EXTERNAL
POWER
28 V DC

Doors, above and below latch:

PUSH
TO
OPEN
SR20_FM02_3002

Figure 2-3
Placards (Sheet 2 of 6)
2-24

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 2
Limitations

Engine control panel:

CREW SEATS MUST BE LOCKED IN POSITION AND
CONTROL HANDLES FULLY DOWN BEFORE FLIGHT

RICH

MAX

M
P

F
I

TURN BOOST PUMP
ON DURING TAKE OFF,
CLIMB, LANDING AND
SWITCHING FUEL TANKS.

R
I
C

T
I

BOOST

E
FUEL
PUMP

O
N

R
E
PRIME

IDLE
CUTOFF

RIGHT
28 U.S.
GALLONS
USABLE

LEFT
28 U.S.
GALLONS
USABLE

OFF

OFF
LIFT BUTTON FOR OFF POSITION

SR20_FM02_3003

Figure 2-4
(Sheet 3 of 6)
P/N 13999-004 Info Manual
September 2011

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Section 2
Limitations

Cirrus Design
SR20

Wing, flap aft edge and fuselage vortex generator:

NO STEP
Cabin Door Window, lower edge, centered, applied upside down:

RESCUE: FRACTURE AND REMOVE WINDOW

Bolster Switch Panel, left edge:
THIS AIRCRAFT IS CERTIFIED FOR THE
FOLLOWING FLIGHT OPERATIONS:
DAY - NIGHT - VFR - IFR
(WITH REQUIRED EQUIPMENT)

FLIGHT INTO KNOWN ICING IS PROHIBITED
OPERATE PER AIRPLANE FLIGHT MANUAL

Instrument Panel, left :

MANEUVERING
SPEED: Vo 130 KIAS
NORMAL CATEGORY AIRPLANE
NO ACROBATIC MANEUVERS,
INCLUDING SPINS, APPROVED

SR20_FM02_3004

Figure 2-5
(Sheet 4 of 6)
2-26

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 2
Limitations

Instrument Panel, center:

DISPLAY
BACKUP
Bolster Panel, both sides:

GRAB HERE
Baggage Compartment, aft edge:

ELT LOCATED BEHIND BULKHEAD
REMOVE CARPET AND ACCESS PANEL
Instrument Panel:

FASTEN SEATBELTS • NO SMOKING
FIRE EXTINGUISHER FORWARD LEFT OF PILOT SEAT
Cabin Window, above door latch:

EMERGENCY EXIT
REMOVE EGRESS HAMMER FROM WITHIN
CENTER ARMREST LID. STRIKE CORNER OF
WINDOW. KICK OR PUSH OUT AFTER FRACTURING
Baggage Compartment Door, inside:

DISTRIBUTED FLOOR LIMIT 130 LBS
BAGGAGE STRAP CAPACITY IS 35 LBS EACH MAXIMUM
SEE AIRPLANE FLIGHT MANUAL FOR BAGGAGE TIE-DOWN
AND WEIGHT AND BALANCE INFORMATION

SR20_FM02_3005

Figure 2-6
(Sheet 5 of 6)
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September 2011

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Section 2
Limitations

Cirrus Design
SR20

CAPS Deployment Handle Cover, above pilot's right shoulder:

!
WARNING
USE FOR EXTREME EMERGENCIES ONLY
SEAT BELT AND SHOULDER HARNESS
MUST BE WORN AT ALL TIMES

USE OF THIS DEVICE COULD RESULT
IN INJURY OR DEATH

MAXIMUM DEMONSTRATED DEPLOYMENT SPEED
133 KIAS

CIRRUS AIRFRAME PARACHUTE SYSTEM
ACTIVATION PROCEDURE
1. FUEL MIXTURE.......................................CUT-OFF
2. THIS COVER............................................REMOVE
3. ACTIVATION HANDLE.........PULL STRAIGHT DOWN
BOTH HANDS, MAXIMUM FORCE, STEADY PULL
DO NOT JERK HANDLE
4. FUEL SELECTOR HANDLE........OFF
5. MASTER SWITCH........................OFF
6. RESTRAINT SYSTEM............SECURE

SR22_FM02_2685

Figure 2-7
(Sheet 6 of 6)
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September 2011

Cirrus Design
SR20

Section 3
Emergency Procedures

Section 3
Emergency Procedures
Table of Contents
Introduction ........................................................................................ 3
Emergency Procedures Guidance ..................................................... 4
Preflight Planning............................................................................ 4
Preflight Inspections/Maintenance .................................................. 4
Methodology ................................................................................... 4
Circuit Breakers .............................................................................. 5
Memory Items ................................................................................. 5
Airspeeds for Emergency Operations ................................................ 6
Engine Failures .................................................................................. 7
Engine Failure On Takeoff (Low Altitude) ....................................... 7
Engine Failure In Flight................................................................... 8
Airstart................................................................................................ 9
Engine Airstart ................................................................................ 9
Smoke and Fire................................................................................ 10
Cabin Fire In Flight ....................................................................... 10
Engine Fire In Flight...................................................................... 11
Wing Fire In Flight......................................................................... 12
Engine Fire During Start ............................................................... 12
Smoke and Fume Elimination ....................................................... 13
Emergency Descent......................................................................... 14
Emergency Descent ..................................................................... 14
Maximum Glide ............................................................................. 14
Forced Landings .............................................................................. 15
Emergency Landing Without Engine Power ................................. 15
Ditching......................................................................................... 16
Landing Without Elevator Control ................................................. 16
Engine System Emergencies ........................................................... 17
Engine Partial Power Loss............................................................ 17
Oil Pressure Out of Range............................................................ 19
Oil Temperature High ................................................................... 19
High Cylinder Head Temperature ................................................. 20
Propeller System Emergencies........................................................ 21
Engine Speed High ....................................................................... 21
Propeller Governor Failure ........................................................... 21
Fuel System Emergencies ............................................................... 22
Low Fuel Quantity......................................................................... 22
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Section 3
Emergency Procedures

Cirrus Design
SR20

High Fuel Flow .............................................................................. 22
Electrical System Emergencies........................................................ 23
High Voltage on Main Bus 1 ......................................................... 23
High Voltage on Main Bus 2 ......................................................... 24
High or Low Voltage on Essential Bus.......................................... 25
Environmental System Emergencies ............................................... 26
Carbon Monoxide Level High........................................................ 26
Integrated Avionics System Emergencies........................................ 27
Attitude & Heading Reference System (AHRS) Failure ................ 27
Air Data Computer (ADC) Failure ................................................. 27
PFD Display Failure ...................................................................... 27
Unusual Attitude Emergencies ......................................................... 28
Inadvertent Spin Entry .................................................................. 28
Inadvertent Spiral Dive During IMC Flight..................................... 29
Other Emergencies .......................................................................... 30
Power Lever Linkage Failure ........................................................ 30
Emergency Engine Shutdown On Ground.................................... 30
Left/Right Brake Over-Temperature Annunciation ........................ 31
Starter Engaged Annunciation ...................................................... 31
Emergency Ground Egress........................................................... 32
CAPS Deployment ........................................................................ 33

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P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 3
Emergency Procedures

Introduction
This section provides procedures for handling emergencies and
critical flight situations that may occur while operating the aircraft.
Although emergencies caused by airplane, systems, or engine
malfunctions are extremely rare, the guidelines described in this
section should be considered and applied as necessary should an
emergency arise.
• Note •
Emergency procedures associated with optional systems can
be found in Section 9.

P/N 13999-004 Info Manual
September 2011

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Section 3
Emergency Procedures

Cirrus Design
SR20

Emergency Procedures Guidance
Although this section provides procedures for handling most
emergencies and critical flight situations that could arise in the aircraft,
it is not a substitute for thorough knowledge of the airplane and
general aviation techniques. A thorough study of the information in this
handbook while on the ground will help you prepare for time-critical
situations in the air.

Preflight Planning
Enroute emergencies caused by weather can be minimized or
eliminated by careful flight planning and good judgment when
unexpected weather is encountered.

Preflight Inspections/Maintenance
In-flight mechanical problems in the aircraft will be extremely rare if
proper preflight inspections and maintenance are practiced. Always
perform a thorough walk-around preflight inspection before any flight
to ensure that no damage occurred during the previous flight or while
the airplane was on the ground. Pay special attention to any oil leaks
or fuel stains that could indicate engine problems.

Methodology
Aircraft emergencies are very dynamic events. Because of this, it is
impossible to address every action a pilot might take to handle a
situation. However, four basic actions can be applied to any
emergency. They are:
Maintain Aircraft Control — Many minor aircraft emergencies turn
into major ones when the pilot fails to maintain aircraft control.
Remember, do not panic and do not fixate on a particular problem.
Over-attention to a faulty warning light during an instrument approach
can lead to a pilot induced unusual attitude and possibly worse. To
avoid this, even in an emergency: aviate, navigate, and communicate,
in this order. Never let anything interfere with your control of the
airplane. Never stop flying.
Analyze the Situation — Once you are able to maintain control of the
aircraft, assess the situation. Look at the engine parameters. Listen to
the engine. Determine what the airplane is telling you.

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September 2011

Cirrus Design
SR20

Section 3
Emergency Procedures

Take Appropriate Action — In most situations, the procedures listed
in this section will either correct the aircraft problem or allow safe
recovery of the aircraft. Follow them and use good pilot judgment.
• Note •
In an in-flight emergency, pressing and holding the COM
transfer button for 2 seconds will tune the emergency
frequency of 121.500 MHz. If the display is available, it will
also show it in the “Active” frequency window.
The Cirrus Airframe Parachute System (CAPS) should be activated in
the event of a life-threatening emergency where CAPS deployment is
determined to be safer than continued flight and landing. Refer to
Section 10, Safety Information, for CAPS deployment information and
landing considerations.
Land as soon as Conditions Permit — Once you have handled the
emergency, assess your next move. Handle any non-critical “clean-up”
items in the checklist and put the aircraft on the ground. Remember,
even if the airplane appears to be in sound condition, it may not be.

Circuit Breakers
Many procedures involve manipulating circuit breakers. The following
criteria should be followed during “Circuit Breaker” steps:
• Circuit breakers that are “SET” should be checked for normal
condition. If the circuit breaker is not “Set”, it may be reset only
once. If the circuit breaker opens again, do not reset.
• Circuit breakers that “PULL” should only be pulled and not reset.
• Circuit breakers that “CYCLE” should be pulled, delayed for
several seconds, and reset only once. Allow sufficient cooling
time for circuit breakers that are reset through a “CYCLE”
procedure.

Memory Items
Checklist steps emphasized by underlining such as the example
below, should be memorized for accomplishment without reference to
the procedure.
1. Best Glide Speed ........................................................ ESTABLISH

P/N 13999-004 Info Manual
September 2011

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Section 3
Emergency Procedures

Cirrus Design
SR20

Airspeeds for Emergency Operations
Maneuvering Speed:
3050 lb .............................................................................130 KIAS
2600 lb .............................................................................120 KIAS
2200 lb .............................................................................110 KIAS
Best Glide:
3050 lb ...............................................................................99 KIAS
2500 lb ...............................................................................95 KIAS
Emergency Landing (Engine-out):
Flaps Up.............................................................................87 KIAS
Flaps 50% ..........................................................................82 KIAS
Flaps 100% ........................................................................76 KIAS

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Cirrus Design
SR20

Section 3
Emergency Procedures

Engine Failures
Engine Failure On Takeoff (Low Altitude)
1. Best Glide or Landing Speed (as appropriate) ........... ESTABLISH
2. Mixture ..............................................................................CUTOFF
3. Fuel Selector............................................................................ OFF
4. Ignition Switch.......................................................................... OFF
5. Flaps ...................................................................... AS REQUIRED
If time permits:
6. Power Lever ............................................................................ IDLE
7. Fuel Pump ............................................................................... OFF
8. Bat-Alt Master Switches........................................................... OFF
9. Seat Belts ..................................................... ENSURE SECURED
Amplification
• WARNING •
If engine failure is accompanied by fuel fumes in the cockpit,
or if internal engine damage is suspected, move Mixture
Control to CUTOFF and do not attempt a restart.
If a turn back to the runway is elected, be very careful not to
stall the airplane.
If the engine fails immediately after becoming airborne, abort on the
runway if possible. If altitude precludes a runway stop but is not
sufficient to restart the engine, lower the nose to maintain airspeed
and establish a glide attitude. In most cases, the landing should be
made straight ahead, turning only to avoid obstructions. After
establishing a glide for landing, perform as many of the checklist items
as time permits.

P/N 13999-004 Info Manual
September 2011

3-7

Section 3
Emergency Procedures

Cirrus Design
SR20

Engine Failure In Flight
1. Best Glide Speed ........................................................ ESTABLISH
2. Mixture ................................................................... AS REQUIRED
3. Fuel Selector ........................................................ SWITCH TANKS
4. Fuel Pump.......................................................................... BOOST
5. Alternate Induction Air............................................................... ON
6. Air Conditioner (if installed) ......................................................OFF
7. Ignition Switch ........................................................ CHECK, BOTH
8. If engine does not start, proceed to Engine Airstart or Forced
Landing checklist, as required.
Amplification
• WARNING •
If engine failure is accompanied by fuel fumes in the cockpit,
or if internal engine damage is suspected, move Mixture
Control to CUTOFF and do not attempt a restart.
If the engine fails at altitude, pitch as necessary to establish best glide
speed. While gliding toward a suitable landing area, attempt to identify
the cause of the failure and correct it. If altitude or terrain does not
permit a safe landing, CAPS deployment may be required. Refer to
Section 10, Safety Information, for CAPS deployment scenarios and
landing considerations.

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SR20

Section 3
Emergency Procedures

Airstart
Engine Airstart
1. Bat Master Switches ..................................................................ON
2. Power Lever .....................................................................½” OPEN
3. Mixture ................................................................ RICH, AS REQ’D
4. Fuel Selector........................................................ SWITCH TANKS
5. Ignition Switch....................................................................... BOTH
6. Fuel Pump ......................................................................... BOOST
7. Alternate Induction Air ...............................................................ON
8. Alt Master Switches ................................................................. OFF
9. Starter (Propeller not Windmilling)...................................ENGAGE
10. Power Lever ....................................................... slowly INCREASE
11. Alt Master Switches ...................................................................ON
12. If engine will not start, perform Forced Landing checklist.
Amplification
Switching tanks and turning the fuel pump on will enhance starting if
fuel contamination was the cause of the failure. Leaning the mixture
and then slowly enriching mixture may correct faulty mixture control.
Engine airstarts may be performed during 1g flight anywhere within
the normal operating envelope of the airplane.

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Section 3
Emergency Procedures

Cirrus Design
SR20

Smoke and Fire
Cabin Fire In Flight
1. Bat-Alt Master Switches ........................................ OFF, AS REQ’D
2. Fire Extinguisher ............................................................ ACTIVATE
If airflow is not sufficient to clear smoke or fumes from cabin:
3. Cabin Doors ...................................................... PARTIALLY OPEN
Airspeed may need to be reduced to partially open door in flight.
4. Avionics Power Switch .............................................................OFF
5. All other switches .....................................................................OFF
6. Land as soon as possible.
If setting master switches off eliminated source of fire or fumes
and airplane is in night, weather, or IFR conditions:
7. Airflow Selector ........................................................................OFF
8. Bat-Alt Master Switches ............................................................ ON
9. Avionics Power Switch .............................................................. ON
10. Required Systems.................................... ACTIVATE one at a time
11. Temperature Selector............................................................ COLD
12. Vent Selector......................... FEET/PANEL/DEFROST POSITION
13. Airflow Selector .............................. SET AIRFLOW TO MAXIMUM
14. Panel Eyeball Outlets ............................................................OPEN
15. Land as soon as possible.
Amplification
With Bat-Alt Master Switches OFF, engine will continue to run.
However, no electrical power will be available.
If the airplane is in IMC conditions, turn ALT 1, ALT 2, and BAT 1
switches OFF. Power from battery 2 will keep the Primary Flight
Display operational for approximately 30 minutes. If airplane is in day
VFR conditions and turning off the master switches eliminated the fire
situation, leave the master switches OFF. Do not attempt to isolate the
source of the fire by checking each individual electrical component.
(Continued on following page)
If the cause of the fire is readily apparent and accessible, use the fire
extinguisher to extinguish flames and land as soon as possible.
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Cirrus Design
SR20

Section 3
Emergency Procedures

Opening the vents or doors may feed the fire, but to avoid
incapacitating the crew from smoke inhalation, it may be necessary to
rid cabin of smoke or fire extinguishant. If the cause of fire is not
readily apparent, is electrical, or is not readily accessible, proceed as
follows
If required to re-activate systems. Pause several seconds between
activating each system to isolate malfunctioning system. Continue
flight to earliest possible landing with malfunctioning system off.
Activate only the minimum amount of equipment necessary to
complete a safe landing.

Engine Fire In Flight
If an engine fire occurs during flight, do not attempt to restart the
engine.
1. Mixture ..............................................................................CUTOFF
2. Fuel Pump ............................................................................... OFF
3. Fuel Selector............................................................................ OFF
4. Airflow Selector ........................................................................ OFF
5. Power Lever ........................................................................... IDLE
6. Ignition Switch.......................................................................... OFF
7. Cabin Doors .......................................................PARTIALLY OPEN
8. Land as soon as possible.
Amplification
If an engine fire occurs during flight, do not attempt to restart the
engine.

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Section 3
Emergency Procedures

Cirrus Design
SR20

Wing Fire In Flight
1. Pitot Heat Switch......................................................................OFF
2. Navigation Light Switch............................................................OFF
3. Landing Light ...........................................................................OFF
4. Strobe Light Switch ..................................................................OFF
5. If possible, side slip to keep flames away from fuel tank and cabin.
6. Land as soon as possible.
Amplification
• Caution •
Putting the airplane into a dive may blow out the fire. Do not
exceed VNE during the dive.

Engine Fire During Start
1. Mixture ............................................................................. CUTOFF
2. Fuel Pump................................................................................OFF
3. Fuel Selector ............................................................................OFF
4. Power Lever ..................................................................FORWARD
5. Starter ................................................................................ CRANK
6. If flames persist, perform Emergency Engine Shutdown on
Ground and Emergency Ground Egress checklists.
Amplification
A fire during engine start may be caused by fuel igniting in the fuel
induction system. If this occurs, attempt to draw the fire back into the
engine by continuing to crank the engine.

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SR20

Section 3
Emergency Procedures

Smoke and Fume Elimination
1. Air Conditioner (if installed)...................................................... OFF
2. Temperature Selector............................................................ COLD
3. Vent Selector......................... FEET/PANEL/DEFROST POSITION
4. Airflow Selector ...............................SET AIRFLOW TO MAXIMUM
If source of smoke and fume is firewall forward:
a. Airflow Selector ................................................................. OFF
5. Panel Eyeball Outlets............................................................ OPEN
6. Prepare to land as soon as possible.
If airflow is not sufficient to clear smoke or fumes from cabin:
a. Cabin Doors ................................................PARTIALLY OPEN
Amplification
If smoke and/or fumes are detected in the cabin, check the engine
parameters for any sign of malfunction. If a fuel leak has occurred,
actuation of electrical components may cause a fire. If there is a strong
smell of fuel in the cockpit, divert to the nearest suitable landing field.
Perform a Forced Landing and shut down the fuel supply to the engine
once a safe landing is assured.

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Section 3
Emergency Procedures

Cirrus Design
SR20

Emergency Descent
Emergency Descent
1. Power Lever ............................................................................ IDLE
2. Mixture ................................................................... AS REQUIRED
3. Airspeed ................................................................. VNE (200 KIAS)
Amplification
• Caution •
If significant turbulence is expected do not descend at
indicated airspeeds greater than VNO (163 KIAS).

Maximum Glide
Conditions

Example:

Power

OFF

Altitude

Propeller

Windmilling

Airspeed

8,000 ft. AGL
Best Glide

Flaps

0% (UP)

Glide Distance

12.0 NM

Wind

Zero

Best Glide Speed
99 KIAS at 3050 lb
95 KIAS at 2500 lb
Maximum Glide Ratio ~ 9 : 1
HEIGHT ABOVE GROUND - FEET

14000
12000
10000
8000
6000
4000
2000
0

3-14

4
10
12
14
16
6
8
GROUND DISTANCE - NAUTICAL MILES

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September 2011

Cirrus Design
SR20

Section 3
Emergency Procedures

Forced Landings
Emergency Landing Without Engine Power
1. Best Glide Speed ........................................................ ESTABLISH
2. Radio ............................................ Transmit (121.5 MHz) MAYDAY
giving location and intentions
3. Transponder ........................................................... SQUAWK 7700
4. If off airport, ELT ........................................................... ACTIVATE
5. Power Lever ............................................................................ IDLE
6. Mixture ..............................................................................CUTOFF
7. Fuel Selector............................................................................ OFF
8. Ignition Switch.......................................................................... OFF
9. Fuel Pump ............................................................................... OFF
10. Flaps (when landing is assured) ............................................ 100%
11. Master Switches ...................................................................... OFF
12. Seat Belt(s) ................................................................... SECURED
Amplification
If all attempts to restart the engine fail and a forced landing is
imminent, select a suitable field and prepare for the landing. If flight
conditions or terrain does not permit a safe landing, CAPS deployment
may be required. Refer to Section 10, Safety Information, for CAPS
deployment scenarios and landing considerations.
A suitable field should be chosen as early as possible so that
maximum time will be available to plan and execute the forced landing.
For forced landings on unprepared surfaces, use full flaps if possible.
Be aware that use of full (100%) flaps will reduce glide distance. Full
flaps should not be selected until landing is assured. Land on the main
gear and hold the nose wheel off the ground as long as possible.

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Section 3
Emergency Procedures

Cirrus Design
SR20

Ditching
1. Radio............................................. Transmit (121.5 MHz) MAYDAY
giving location and intentions
2. Transponder ........................................................... SQUAWK 7700
3. CAPS ............................................................................. ACTIVATE
4. Airplane........................................................................ EVACUATE
5. Flotation Devices.............INFLATE WHEN CLEAR OF AIRPLANE
Amplification
If available, life preservers should be donned and life raft should be
prepared for immediate evacuation upon touchdown.
Consider unlatching a door prior to assuming the emergency landing
body position in order to provide a ready escape path.
It may be necessary to allow some cabin flooding to equalize pressure
on the doors. If the doors cannot be opened, break out the windows
with the egress hammer and crawl through the opening.

Landing Without Elevator Control
1. Flaps ................................................................................SET 50%
2. Trim ............................................................................SET 80 KIAS
3. Power ....................................AS REQUIRED FOR GLIDE ANGLE
Amplification
The pitch trim spring cartridge is attached directly to the elevator and
provides a backup should you lose the primary elevator control
system. Set elevator trim for a 80 KIAS approach to landing.
Thereafter, do not change the trim setting until in the landing flare.
During the flare, the nose-down moment resulting from a power
reduction may cause the airplane to hit on the nosewheel. At
touchdown, bring the power lever to idle.

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Cirrus Design
SR20

Section 3
Emergency Procedures

Engine System Emergencies
Engine Partial Power Loss
1. Air Conditioner (if installed)...................................................... OFF
2. Fuel Pump ......................................................................... BOOST
3. Fuel Selector........................................................ SWITCH TANKS
4. Mixture ............................. CHECK appropriate for flight conditions
5. Power Lever ....................................................................... SWEEP
6. Alternate Induction Air ...............................................................ON
7. Ignition Switch.......................................................BOTH, L, then R
8. Land as soon as practical.
Amplification
• WARNING •
If there is a strong smell of fuel in the cockpit, divert to the
nearest suitable landing field. Fly a forced landing pattern and
shut down the engine fuel supply once a safe landing is
assured.
Indications of a partial power loss include fluctuating RPM, reduced or
fluctuating manifold pressure, low oil pressure, high oil temperature,
and a rough-sounding or rough-running engine. Mild engine
roughness in flight may be caused by one or more spark plugs
becoming fouled. A sudden engine roughness or misfiring is usually
evidence of a magneto malfunction.
A gradual loss of manifold pressure and eventual engine roughness
may result from the formation of intake ice. Opening the alternate
engine air will provide air for engine operation if the normal source is
blocked or the air filter is iced over.
Low oil pressure may be indicative of an imminent engine failure. See
Oil Pressure Out of Range - OIL PRESS Warning in this section for
special procedures with low oil pressure.
A damaged (out-of-balance) propeller may cause extremely rough
operation. If an out-of-balance propeller is suspected, immediately
shut down engine and perform Forced Landing checklist.
If the power loss is due to a fuel leak in the injector system, fuel
sprayed over the engine may be cooled by the slipstream airflow which
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Section 3
Emergency Procedures

Cirrus Design
SR20

may prevent a fire at altitude. However, as the Power Lever is reduced
during descent and approach to landing the cooling air may not be
sufficient to prevent an engine fire.
Selecting BOOST on may clear the problem if vapor in the injection
lines is the problem or if the engine-driven fuel pump has partially
failed. The electric fuel pump will not provide sufficient fuel pressure to
supply the engine if the engine-driven fuel pump completely fails.
Selecting the opposite fuel tank may resolve the problem if fuel
starvation or contamination in one tank was the problem.
Cycling the ignition switch momentarily from BOTH to L and then to R
may help identify the problem. An obvious power loss in single ignition
operation indicates magneto or spark plug trouble. Lean the mixture to
the recommended cruise setting. If engine does not smooth out in
several minutes, try a richer mixture setting. Return ignition switch to
the BOTH position unless extreme roughness dictates the use of a
single magneto.
If a partial engine failure permits level flight, land at a suitable airfield
as soon as conditions permit. If conditions do not permit safe level
flight, use partial power as necessary to set up a forced landing
pattern over a suitable landing field. Always be prepared for a
complete engine failure and consider CAPS deployment if a suitable
landing site is not available. Refer to Section 10, Safety Information,
for CAPS deployment scenarios and landing considerations.

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Cirrus Design
SR20

Section 3
Emergency Procedures

Oil Pressure Out of Range
OIL PRESS Warning
OIL PRESS

1. Oil Pressure Gage ............................................................. CHECK
If pressure low:
a. Power ...................... REDUCE to minimum for sustained flight
b.

Land as soon as possible.
(1) Prepare for potential engine failure.

If pressure low and oil temperature normal:
a. Engine ...................................... MONITOR OIL PRESS/TEMP
b.

Land as soon as practical.

If pressure high:
a. Power ...................... REDUCE to minimum for sustained flight
b.

Land as soon as possible.
(1) Prepare for potential engine failure.

Amplification
If oil pressure is low, the engine has probably lost a significant amount
of its oil and engine failure may be imminent.
If oil pressure is suddenly high, a blockage or obstruction may have
developed in the oil circulation system and engine failure be imminent.

Oil Temperature High
OIL TEMP Warning
OIL TEMP

1. Power ............................................................................... REDUCE
2. Airspeed........................................................................INCREASE
3. Oil Temperature Gage.................................................... MONITOR
If temperature remains high:
4. Land as soon as possible.
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Section 3
Emergency Procedures

Cirrus Design
SR20

High Cylinder Head Temperature
CHT Caution and Warning
CHT

On-Ground
1. Power Lever .....................................................................REDUCE
2. Annunciations and Engine Temperatures ...................... MONITOR
If Caution or Warning annunciation is still illuminated:
3. Power Lever ................................................MINIMUM REQUIRED
4. Flight ......................................................................... PROHIBITED
In-Flight
1. Power Lever .....................................................................REDUCE
2. Airspeed ...................................................................... INCREASE
3. Annunciations and Engine Temperatures ...................... MONITOR
If Caution or Warning annunciation is still illuminated:
4. Power Lever ...............................................MINIMUM REQUIRED
5. Engine Instruments ....................................................... MONITOR
If Caution annunciation only remains illuminated:
a. Land as soon as practical.
If Warning annunciation remains illuminated:
a. Land as soon as possible.

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Cirrus Design
SR20

Section 3
Emergency Procedures

Propeller System Emergencies
Engine Speed High
RPM Warning: Engine Speed High
RPM

1. Tachometer ........................................................................ CHECK
If engine speed normal:
a. If On-Ground .......................... CORRECT PRIOR TO FLIGHT
b.

If In-Flight ........................................... CONTINUE, MONITOR

If engine speed high:
a. Power ........................................................................ REDUCE
b.

Airspeed .........................REDUCE UNTIL RPM BELOW 2700

2. Oil Pressure Gage ............................................................. CHECK

Propeller Governor Failure
Propeller RPM will not increase:
1. Oil Pressure ....................................................................... CHECK
2. Land as soon as practical.
Propeller overspeeds or will not decrease:
1. Power Lever ................................. ADJUST (to keep RPM in limits)
2. Airspeed.........................................................REDUCE to 90 KIAS
3. Land as soon as practical.
Amplification
If the RPM does not respond to power lever movement or overspeeds,
the most likely cause is a faulty governor or an oil system malfunction.
If moving the power lever is difficult or rough, suspect a power lever
linkage failure and perform the Power Lever Linkage Failure checklist.

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Section 3
Emergency Procedures

Cirrus Design
SR20

Fuel System Emergencies
Low Fuel Quantity
FUEL QTY Warning
FUEL QTY

1. Fuel Quantity Gages .......................................................... CHECK
If fuel quantity indicates less than or equal to 7 gallons:
a. If On-Ground...............................REFUEL PRIOR TO FLIGHT
b.

If In-Flight............................ LAND AS SOON AS PRACTICAL

If fuel quantity indicates more than 7 gallons:
a. If On-Ground........................... CORRECT PRIOR TO FLIGHT
b.

If In-Flight............................................ CONTINUE, MONITOR

Amplification
Fuel Totalizer quantity less than or equal to 7 gallons.

High Fuel Flow
FUEL FLOW Warning
FUEL FLOW

Fuel flow greater than 20 GPH.
On-Ground
1. Correct prior to flight.
In-Flight
1. Mixture .............................................................................. ADJUST
Adjust engine operation to correct condition. Check engine
instruments to verify HIGH FLOW Warning is not erroneous, i.e.
abnormal engine temperatures or engine roughness after mixture
adjustment.
If FUEL FLOW Warning does not extinguish:
2. Land as soon as practical.

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SR20

Section 3
Emergency Procedures

Electrical System Emergencies
High Voltage on Main Bus 1
M BUS 1 Warning
M BUS 1

1. ALT 1 Master Switch ........................................................... CYCLE
2. M Bus 1 Voltage (M1) ........................................................ CHECK
If M Bus 1 Voltage is greater than 32 volts
3. ALT 1 Master Switch ................................................................ OFF
4. Perform Alt 1 Caution (Failure) Checklist (do not reset alternator)
Amplification
Main Bus 1 Voltage is excessive, indicates an alternator 1 voltage
regulator failure; will typically be associated with abnormally high
voltage indications on M1, M2 and ESS busses, may also be
associated with M Bus 2 or ESS BUS Warning message.

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Section 3
Emergency Procedures

Cirrus Design
SR20

High Voltage on Main Bus 2
M BUS 2 Warning
M BUS 2

1. Main Bus 1 Voltage (M1).................................................... CHECK
If M Bus 1 Voltage is greater than 32 volts
2. Perform M Bus 1 Warning Checklist
3. Main Bus 2 Voltage (M2).................................................... CHECK
If M Bus 2 Voltage is greater than 32 Volts:
4. ALT 2 Master Switch ........................................................... CYCLE
5. Main Bus 2 Voltage (M2).................................................... CHECK
If M Bus 2 Voltage remains greater than 32 volts
6. ALT 2 Master Switch ................................................................OFF
7. Perform Alt 2 Caution (Failure) Checklist (do not reset alternator)
Amplification
Main Bus 2 Voltage is excessive. Indicates an alternator voltage
regulator failure; will typically be associated with abnormally high bus
voltage indications on M2 and ESS, may also be associated with M
BUS 1 and ESS BUS Warning Messages.

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Cirrus Design
SR20

Section 3
Emergency Procedures

High or Low Voltage on Essential Bus
ESS BUS Warning
ESS BUS

1. Essential Bus Voltage (ESS).............................................. CHECK
If Essential Bus Voltage is greater than 32 volts:
2. Main Bus 1 and Main Bus 2 Voltages (M1 and M2)........... CHECK
3. Perform appropriate Main Bus 1 or Main Bus 2 Warning checklists
If Essential Bus Voltage is less than 24.5 volts:
4. Perform Alt 1 and Alt 2 Caution (Failure) checklists
If unable to restore at least one alternator:
5. Non-Essential Loads........................................................ REDUCE
a. If flight conditions permit, consider shedding:
Air Conditioning, Landing Light, Pitot Heat, Cabin Fan, Nav
Lights, Strobe Lights, Audio Panel, COM 2.
6. Land as soon as practical (Battery reserve only)
Amplification
• Caution •
Dependant on battery state, flaps and landing light may be
unavailable on landing.
Essential Bus voltage is high or low. High voltage indicates alternator
voltage regulator failure; will typically be associated with high M1 and/
or M2 voltages and M BUS 1 and/or M BUS 2 warning messages.
Low voltage indicates dual failures of Alternators 1 and 2, will typically
be associated with low M1 and M2 voltages, M BUS 1 and M BUS 2
Caution messages, and Alt 1 and Alt 2 Caution messages.

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Section 3
Emergency Procedures

Cirrus Design
SR20

Environmental System Emergencies
Carbon Monoxide Level High
CO LVL HIGH Warning
CO LVL HIGH

1. Air Conditioner (if installed) ......................................................OFF
2. Temperature Selector............................................................ COLD
3. Vent Selector......................... FEET/PANEL/DEFROST POSITION
4. Airflow Selector .............................. SET AIRFLOW TO MAXIMUM
5. Panel Eyeball Outlets ............................................................OPEN
If CO LVL HIGH does not extinguish:
6. Supplemental Oxygen (if available)
a. Oxygen Masks or Cannulas ............................................. DON
b.

Oxygen System .................................................................. ON

Oxygen Flow Rate .................................................. MAXIMUM

7. Cabin Doors ...................................................... PARTIALLY OPEN
8. Land as soon as possible.
Amplification
Annunciation indicates carbon monoxide level is greater than 50 PPM.
Ensure that air condition is not in recirculate mode and that air
temperature is set to full COLD to supply maximum amount of fresh air
to cabin.

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SR20

Section 3
Emergency Procedures

Integrated Avionics System Emergencies
A “Red X” through any electronic display field, such as COM
frequencies, NAV frequencies, or engine data, indicates that display
field is not receiving valid data.

Attitude & Heading Reference System (AHRS) Failure
1. Verify Avionics System has switched to functioning AHRS
If not, manually switch to functioning AHRS and attempt to bring
failed AHRS back on-line:
2. Failed AHRS Circuit Breaker.................................................... SET
If open, reset (close) circuit breaker. If circuit breaker opens again,
do not reset.
3. Be prepared to revert to Standby Instruments (Altitude, Heading).
Amplification
Failure of the Attitude and Heading Reference System (AHRS) is
indicated by removal of the sky/ground presentation and a “Red X” and
a yellow “ATTITUDE FAIL” shown on the PFD. The digital heading
presentation will be replaced with a yellow “HDG” and the compass
rose digits will be removed. The course pointer will indicate straight up
and course may be set using the digital window.

Air Data Computer (ADC) Failure
1. ADC Circuit Breaker................................................................. SET
If open, reset (close) circuit breaker. If circuit breaker opens again,
do not reset.
2. Revert to Standby Instruments (Altitude, Airspeed).
3. Land as soon as practical.
Amplification
Complete loss of the Air Data Computer is indicated by a “Red X” and
yellow text over the airspeed, altimeter, vertical speed, TAS and OAT
displays. Some FMS functions, such as true airspeed and wind
calculations, will also be lost.

PFD Display Failure
1. Display Backup .............................................................. ACTIVATE
2. Land as soon as practical.
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Section 3
Emergency Procedures

Cirrus Design
SR20

Unusual Attitude Emergencies
Inadvertent Spin Entry
1. CAPS ............................................................................. ACTIVATE
Amplification
• WARNING •
In all cases, if the aircraft enters an unusual attitude from
which recovery is not expected before ground impact,
immediate deployment of the CAPS is required.
The minimum demonstrated altitude loss for a CAPS
deployment from a one-turn spin is 920 feet. Activation at
higher altitudes provides enhanced safety margins for
parachute recoveries. Do not waste time and altitude trying to
recover from a spiral/spin before activating CAPS.
The aircraft is not approved for spins, and has not been tested or
certified for spin recovery characteristics. The only approved and
demonstrated method of spin recovery is activation of the Cirrus
Airframe Parachute System (See CAPS Deployment, this section).
Because of this, if the aircraft “departs controlled flight,” the CAPS
must be deployed.
While the stall characteristics of the aircraft make accidental entry into
a spin extremely unlikely, it is possible. Spin entry can be avoided by
using good airmanship: coordinated use of controls in turns, proper
airspeed control following the recommendations of this Handbook, and
never abusing the flight controls with accelerated inputs when close to
the stall (see Stalls, Section 4).
If, at the stall, the controls are misapplied and abused accelerated
inputs are made to the elevator, rudder and/or ailerons, an abrupt wing
drop may be felt and a spiral or spin may be entered. In some cases it
may be difficult to determine if the aircraft has entered a spiral or the
beginning of a spin.

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Cirrus Design
SR20

Section 3
Emergency Procedures

Inadvertent Spiral Dive During IMC Flight
1. Power Lever ............................................................................ IDLE
2. Stop the spiral dive by using coordinated aileron and rudder
control while referring to the attitude indicator and turn coordinator
to level the wings.
3. Cautiously apply elevator back pressure to bring airplane to level
flight attitude.
4. Trim for level flight.
5. Set power as required.
6. Use autopilot if functional otherwise keep hands off control yoke,
use rudder to hold constant heading.
7. Exit IMC conditions as soon as possible.
Amplification
In all cases, if the aircraft enters an unusual attitude from which
recovery is not assured, immediately deploy CAPS. Refer to Section
10, Safety Information, for CAPS deployment information.

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Section 3
Emergency Procedures

Cirrus Design
SR20

Other Emergencies
Power Lever Linkage Failure
1. Power Lever Movement...................................................... VERIFY
2. Power ............................................................................ SET if able
3. Flaps ........................................................................ SET if needed
4. Mixture ..................................... AS REQUIRED (full rich to cut-off)
5. Land as soon as possible.
Amplification
If the Power Lever linkage fails in flight, the engine will not respond to
power lever control movements. Use power available and flaps as
required to safely land the airplane.
If the power lever is stuck at or near the full power position, proceed to
a suitable airfield. Fly a forced landing pattern. With landing assured,
shut down engine by moving mixture control full aft to CUTOFF. If
power is needed again, return mixture control to full RICH and regain
safe pattern parameters or go-around. If airspeed cannot be
controlled, shut engine down and perform the Forced Landing
checklist. After landing, bring the airplane to a stop and complete the
Emergency Engine Shutdown on Ground checklist.
If the power lever is stuck at or near the idle position and straight and
level flight cannot be maintained, establish glide to a suitable landing
surface. Fly a forced landing pattern.

Emergency Engine Shutdown On Ground
1. Power Lever ............................................................................ IDLE
2. Fuel Pump (if used)..................................................................OFF
3. Mixture ............................................................................. CUTOFF
4. Fuel Selector ............................................................................OFF
5. Ignition Switch ..........................................................................OFF
6. Bat-Alt Master Switches ...........................................................OFF

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SR20

Section 3
Emergency Procedures

Left/Right Brake Over-Temperature Annunciation
BRAKE TEMP Warning
BRAKE TEMP

1. Stop aircraft and allow the brakes to cool.
Amplification
Annunciation indicates brake temperature is greater than 293°F. Refer
to Section 10 - Safety Information: Taxiing, Steering, and Braking
Practices for additional information

Starter Engaged Annunciation
STARTER ENGAGED Warning
START ENGAGE

On-Ground
1. Ignition Switch............................................................DISENGAGE
2. Battery Switches ............... Wait 1 minute before next start attempt
If starter does not disengage (relay or solenoid failure):
3. BAT 1 Switch............................................................................ OFF
4. Engine........................................................................ SHUTDOWN
5. STARTER Circuit breaker ...................................................... PULL
In-Flight
1. Ignition Switch...................................... Ensure not stuck in START
2. STARTER Circuit breaker ...................................................... PULL
3. Flight ............................................................................ CONTINUE
Engine start will not be available at destination.
(Continued on following page)

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Section 3
Emergency Procedures

Cirrus Design
SR20

Amplification
• WARNING •
Use extreme caution after shutdown if STARTER circuit
breaker required pull (failed relay or solenoid). If breaker is
unknowingly or unintentionally reset, starter will instantly
engage if Battery 1 power is supplied; creating a hazard for
ground personnel.
Starter has been engaged for more than 15 seconds (starter limit is 20
seconds); if not manually engaged, such as during difficult start, this
annunciation may indicate a failure of the starter solenoid or a stuck
keyswitch.

Emergency Ground Egress
1. Engine........................................................................SHUTDOWN
2. Seat belts ....................................................................... RELEASE
3. Airplane................................................................................... EXIT
Amplification
• WARNING •
While exiting the airplane, make sure evacuation path is clear
of other aircraft, spinning propellers, and other hazards.
If the engine is left running, set the Parking Brake prior to evacuating
the airplane.
If the doors cannot be opened, break out the windows with egress
hammer, located in the console between the front seats, and crawl
through the opening.

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SR20

Section 3
Emergency Procedures

CAPS Deployment
1. Airspeed....................................................... MINIMUM POSSIBLE
The maximum demonstrated deployment speed is 133 KIAS.
2. Mixture (If time and altitude permit) ..................................CUTOFF
3. Activation Handle Cover...................................................REMOVE
4. Activation Handle (Both Hands)..............PULL STRAIGHT DOWN
After Deployment:
5. Mixture ............................................................... CHECK, CUTOFF
6. Fuel Selector............................................................................ OFF
7. Bat-Alt Master Switches........................................................... OFF
8. Ignition Switch.......................................................................... OFF
9. Fuel Pump ............................................................................... OFF
10. ELT.............................................................................................ON
11. Seat Belts and Harnesses .............................................. TIGHTEN
12. Loose Items ..................................................................... SECURE
13. Assume emergency landing body position.
14. After the airplane comes to a complete stop, evacuate quickly and
move upwind.
Amplification
• WARNING •
CAPS deployment is expected to result in loss of the airframe
and, depending upon adverse external factors such as high
deployment speed, low altitude, rough terrain or high wind
conditions, may result in severe injury or death to the
occupants. Because of this, CAPS should only be activated
when any other means of handling the emergency would not
protect the occupants from serious injury.
Jerking or rapidly pulling the activation T-handle will greatly
increase the pull forces required to activate the rocket. Use a
firm and steady pulling motion – a “chin-up” type pull
enhances successful activation.

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Section 3
Emergency Procedures

Cirrus Design
SR20

The Cirrus Airframe Parachute System (CAPS) should be activated in
the event of a life-threatening emergency where CAPS deployment is
determined to be safer than continued flight and landing.
Expected impact in a fully stabilized deployment is equivalent to a drop
from approximately 10 feet.
Several possible scenarios in which the activation of the CAPS would
be appropriate are discussed in Section 10 - Safety Information, of this
Handbook. These include:
• Mid-air collision
• Structural failure
• Loss of control
• Landing in inhospitable terrain
• Pilot incapacitation
All pilots should carefully review the information on CAPS activation
and deployment in Section 10 before operating the airplane.

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SR20

Section 3A
Abnormal Procedures

Section 3A
Abnormal Procedures
Table of Contents
Introduction ........................................................................................ 3
Abnormal Procedures Guidance ........................................................ 3
Circuit Breakers .............................................................................. 3
Flight Environment ............................................................................. 4
Inadvertent Icing Encounter ............................................................ 4
Inadvertent IMC Encounter............................................................. 4
Door Open In Flight ........................................................................ 4
Abnormal Landings ............................................................................ 5
Landing With Failed Brakes ............................................................ 5
Landing With Flat Tire..................................................................... 5
Engine System ................................................................................... 6
Low Idle Oil Pressure...................................................................... 6
Starter Engaged Annunciation........................................................ 7
Fuel System ....................................................................................... 8
Low Fuel Quantity........................................................................... 8
Left Fuel Tank Quantity .................................................................. 8
Right Fuel Tank Quantity ................................................................ 9
Fuel Filter in Bypass Mode Airplane Serials 2016 thru 2031 .......... 9
Electrical System ............................................................................. 10
Low Voltage on Main Bus 1 .......................................................... 10
Low Voltage on Main Bus 2 .......................................................... 10
Battery 1 Current Sensor .............................................................. 10
Low Alternator 1 Output................................................................ 11
Low Alternator 2 Output................................................................ 12
Integrated Avionics System ............................................................. 13
Avionics Switch Off ....................................................................... 13
PFD Cooling Fan Failure .............................................................. 13
MFD Cooling Fan Failure.............................................................. 13
Flight Displays Too Dim ................................................................ 14
Pitot Static System ........................................................................... 15
Pitot Static Malfunction ................................................................. 15
Pitot Heat Current Sensor Annunciation ....................................... 16
Pitot Heat Required Annunciation................................................. 16
Flight Control System....................................................................... 17
Electric Trim/Autopilot Failure ....................................................... 17
Flap System Exceedance ............................................................. 17
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Section 3A
Abnormal Procedures

Cirrus Design
SR20

Landing Gear System ...................................................................... 18
Brake Failure During Taxi ............................................................. 18
Left/Right Brake Over-Temperature.............................................. 18
Other Conditions .............................................................................. 19
Aborted Takeoff ............................................................................ 19
Parking Brake Engaged Annunciation .......................................... 20
Communications Failure ............................................................... 20

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SR20

Section 3A
Abnormal Procedures

Introduction
This section provides procedures for handling abnormal system and/or
flight conditions which, if followed, will maintain an acceptable level of
airworthiness or reduce operational risk. The guidelines described in
this section are to be used when an abnormal condition exists and
should be considered and applied as necessary.
• Caution •
If a Warning annunciation is illuminated in combination with
any of the following Abnormal annunciations, the Warning
annunciation takes precedents and shall be performed first.

Abnormal Procedures Guidance
Although this section provides procedures for handling most abnormal
system and/or flight conditions that could arise in the aircraft, it is not a
substitute for thorough knowledge of the airplane and general aviation
techniques. A thorough study of the information in this handbook while
on the ground will help you prepare for time-critical situations in the air.
Sound judgement as well as thorough knowledge of the aircraft, its
characteristics, and the flight manual procedures are essential in the
handling of any abnormal system and/or flight condition. In addition to
the outlined items in the Abnormal Procedures, the following steps are
considered part of all abnormal situations:
• Maintain Aircraft Control
• Analyze the Situation
• Take Appropriate Action

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Section 3A
Abnormal Procedures

Cirrus Design
SR20

Flight Environment
Inadvertent Icing Encounter
1. Pitot Heat .................................................................................. ON
2. Exit icing conditions. Turn back or change altitude.
3. Cabin Heat .................................................................... MAXIMUM
4. Windshield Defrost ...................................................... FULL OPEN
5. Alternate Induction Air............................................................... ON
Amplification
Flight into known icing conditions is prohibited.

Inadvertent IMC Encounter
1. Airplane Control ...................... ESTABLISH straight and level flight
2. Autopilot ............................. ENGAGE to hold heading and altitude
3. Heading................................................RESET to initiate 180° turn
Amplification
Upon entering IMC, a pilot who is not completely proficient in
instrument flying should rely upon the autopilot to execute a 180° turn
to exit the conditions. Immediate action should be made to turn back
as described above:

Door Open In Flight
The doors on the airplane will remain 1-3 inches open in flight if not
latched. If this is discovered on takeoff roll, abort takeoff if practical. If
already airborne do not allow efforts to close the door interfere with the
primary task of maintaining control of the airplane. Do not attempt to
hold door closed. Upon landing flare door may swing open - do not
attempt to close door.
1. Airplane Control ............................................................. MAINTAIN

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SR20

Section 3A
Abnormal Procedures

Abnormal Landings
Landing With Failed Brakes
One brake inoperative
1. Land on the side of runway corresponding to the inoperative
brake.
2. Maintain directional control using rudder and working brake.
Both brakes inoperative
1. Divert to the longest, widest runway with the most direct
headwind.
2. Land on downwind side of the runway.
3. Use the rudder for obstacle avoidance.
4. Perform Emergency Engine Shutdown on Ground checklist.
Amplification
Rudder effectiveness will decrease with decreasing airspeed.

Landing With Flat Tire
Main Gear
1. Land on the side of the runway corresponding to the good tire.
2. Maintain directional control with the brakes and rudder.
3. Do not taxi. Stop the airplane and perform a normal engine
shutdown.
Nose Gear
1. Land in the center of the runway.
2. Hold the nosewheel off the ground as long as possible.
3. Do not taxi. Stop the airplane and perform a normal engine
shutdown.
Amplification
If a flat tire or tread separation occurs during takeoff and you cannot
abort, land as soon as conditions permit.

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Section 3A
Abnormal Procedures

Cirrus Design
SR20

Engine System
Low Idle Oil Pressure
OIL PRESS Caution
OIL PRESS

1. If In-Flight ..............................................LAND as soon as practical
Amplification
Oil pressure between 10 psi and 30 psi at or above 1000 RPM
This message will appear prior to engine start and should clear after
engine start.

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SR20

Section 3A
Abnormal Procedures

Starter Engaged Annunciation
STARTER ENGAGED Caution
START ENGAGE

On-Ground
1. Ignition Switch............................DISENGAGE prior to 20 Seconds
2. Battery Switches ...........Wait 20 seconds before next start attempt
If starter does not disengage (relay or solenoid failure):
3. BAT 1 Switch............................................................................ OFF
4. Engine........................................................................ SHUTDOWN
5. STARTER Circuit breaker ...................................................... PULL
In-Flight
1. Ignition Switch...................................... Ensure not stuck in START
2. STARTER Circuit breaker ...................................................... PULL
3. Flight ............................................................................ CONTINUE
Engine start will not be available at destination.
Amplification
• WARNING •
Use extreme caution after shutdown if STARTER circuit
breaker required pull (failed relay or solenoid). If breaker is
unknowingly or unintentionally reset, starter will instantly
engage if Battery 1 power is supplied; creating a hazard for
ground personnel.
Starter has been engaged for more than 15 seconds (starter limit is 20
seconds); if not manually engaged, such as during difficult start, this
annunciation may indicate a failure of the starter solenoid or a stuck
keyswitch.

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Section 3A
Abnormal Procedures

Cirrus Design
SR20

Fuel System
Low Fuel Quantity
FUEL QTY Caution
FUEL QTY

1. Fuel Quantity Gages .......................................................... CHECK
If fuel quantity indicates less than or equal to 8 gallons:
a. Land as soon as practical.
If fuel quantity indicates more than 8 gallons:
a. Flight................................................... CONTINUE, MONITOR
Amplification
Annunciation indicates fuel quantity is less than or equal to 8 gallons.

Left Fuel Tank Quantity
L FUEL QTY Advisory
L FUEL QTY

1. Left Fuel Quantity Gage ..................................................... CHECK
If left fuel quantity indicates less than or equal to 8 gallons:
a. If On-Ground...............................REFUEL PRIOR TO FLIGHT
b.

If In-Flight............................................ CONTINUE, MONITOR

If left fuel quantity indicates more than 8 gallons:
a. If On-Ground........................... CORRECT PRIOR TO FLIGHT
b.

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If In-Flight............................................ CONTINUE, MONITOR

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Cirrus Design
SR20

Section 3A
Abnormal Procedures

Right Fuel Tank Quantity
R FUEL QTY Advisory
R FUEL QTY

1. Right Fuel Quantity Gage .................................................. CHECK
If right fuel quantity indicates less than or equal to 8 gallons:
a. If On-Ground ..............................REFUEL PRIOR TO FLIGHT
b.

If In-Flight ........................................... CONTINUE, MONITOR

If right fuel quantity indicates more than 8 gallons:
a. If On-Ground .......................... CORRECT PRIOR TO FLIGHT
b.

If In-Flight ........................................... CONTINUE, MONITOR

Amplification
Right fuel quantity is less than or equal to 8 gallons.

Fuel Filter in Bypass Mode
Airplane Serials 2016 thru 2031
FUEL FILTER Advisory
FUEL FILTER

1. If In-Flight .................................. LAND AS SOON AS PRACTICAL
2. Replace fuel filter element prior to next flight.
Amplification
The fuel filter is in bypass mode. The fuel filter element must be
replaced.

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Section 3A
Abnormal Procedures

Cirrus Design
SR20

Electrical System
Low Voltage on Main Bus 1
M BUS 1 Caution
M BUS 1

1. Perform Alt 1 Caution (Failure) Checklist.
Amplification
Main Bus 1 Voltage is low, indicates Alt 1 failure; will typically be
associated with low M1 voltage Alt 1 current indications, Battery 1
discharge and ALT 1 Caution message.

Low Voltage on Main Bus 2
M BUS 2 Caution
M BUS 2

1. Perform Alt 1 and Alt 2 Caution (Failure) checklists.
Amplification
Main Bus 2 Voltage is low, indicative of dual Alt 1 and 2 failures; will
typically be associated with low M1 and M2 voltages, Alt 1 and Alt 2
current indications, Battery 1 discharge, ALT 1 & 2 and M BUS 1 & 2
Caution messages, and ESS BUS Warning message.

Battery 1 Current Sensor
BATT 1 Caution
BATT 1

1. Main Bus 1, 2 and Non-Essential Bus Loads...................REDUCE
2. Main Bus 1, 2 and Essential Bus Voltages..................... MONITOR
3. Land as soon as practical.
Amplification
Battery 1 discharge while Alt 1 is functioning normally, indicative of an
internal power distribution failure within the MCU
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SR20

Section 3A
Abnormal Procedures

Low Alternator 1 Output
ALT 1 Caution (Failure)
ALT 1

1. ALT 1 Circuit Breaker .............................................. CHECK & SET
2. ALT 1 Master Switch ........................................................... CYCLE
If alternator does not reset (low A1 Current and M1 voltage):
3. ALT 1 Master Switch ................................................................ OFF
4. Non-Essential Bus Loads ................................................ REDUCE
a. If flight conditions permit, consider shedding the following to
preserve Battery 1:
(1) Air Conditioning,
(2) Landing Light,
(3) Yaw Servo,
(4) Convenience Power (aux items plugged into armrest jack)
5. Continue Flight, avoiding IMC or night flight as able (reduced
power redundancy).
Amplification
• Caution •
Dependant on Battery 1 state (indicated by M1 voltage),
landing light may be weak or inoperative for landing.
Alternator 1 output is low, indicative of alternator failure; will typically
be associated with low M1 voltage, Battery 1 discharge and M BUS 1
Caution message.

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Section 3A
Abnormal Procedures

Cirrus Design
SR20

Low Alternator 2 Output
ALT 2 Caution (Failure)
ALT 2

1. ALT 2 Circuit Breaker .............................................. CHECK & SET
2. ALT 2 Master Switch ........................................................... CYCLE
If alternator does not reset (low A2 Current and M2 voltage less
than M1 voltage):
3. ALT 2 Master Switch ................................................................OFF
4. Continue Flight, avoiding IMC or night flight as able (reduced
power redundancy).
Amplification
Alternator 2 output is low, indicative of alternator failure; isolated Alt 2
failure will not typically be associated with any other unusual
indications, cautions or warnings (Alt 1 will pick up all loads).

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Cirrus Design
SR20

Section 3A
Abnormal Procedures

Integrated Avionics System
Avionics Switch Off
AVIONICS OFF Caution
AVIONICS OFF

1. AVIONICS Switch ........................................... ON, AS REQUIRED
Amplification
The AVIONICS master switch is off.

PFD Cooling Fan Failure
PFD 1 FAN FAIL Advisory
PFD 1 FAN FAIL

1. AVIONICS FAN 2 Circuit Breaker ....................................... CYCLE
If annunciation does not extinguish:
a. Hot cabin temperatures ...... LAND AS SOON AS PRACTICAL
b.

Cool cabin temperatures .................... CONTINUE, MONITOR

Amplification
The cooling fan for the PFD is inoperative.

MFD Cooling Fan Failure
MFD FAN FAIL Advisory
MFD FAN FAIL

1. AVIONICS FAN 1 Circuit Breaker ....................................... CYCLE
If annunciation does not extinguish:
a. High cabin temperatures .... LAND AS SOON AS PRACTICAL
b.

Low cabin temperatures ..................... CONTINUE, MONITOR

Amplification
The cooling fan for the MFD is inoperative.
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Section 3A
Abnormal Procedures

Cirrus Design
SR20

Flight Displays Too Dim
1. INSTRUMENT dimmer knob .............. OFF (full counter-clockwise)
If flight displays do not provide sufficient brightness:
2. Revert to standby instruments.
Amplification
The instrument dimmer knob provides manual dimming control of the
display screens, key and text backlighting, flap and Environmental
Control System (ECS) status indicators, and standby instruments.
Rotation of the dimmer knob fully counterclockwise disables the
dimmer, and reverts to daytime lighting for all components.
In daytime lighting (knob OFF/full counterclockwise):
• Standby instruments, all Avionics system keypads and the
bolster switch panel are unlit
• MFD and PFD screen illumination is controlled by automatic
photocell (providing full brightness in high light conditions, only
slightly reduced by darkness)
• ECS and control panels are backlight and their status lights at
maximum intensity
With active dimming (knob moved clockwise), the full bright position
(full clockwise) applies maximum illumination to keys and switches, to
standby instruments and to status lights, but the PFD/MFD screen
illumination is at a substantially reduced level (levels still appropriate
for night flight). Maximum screen illumination (appropriate for daytime
use) is with the dimmer OFF/full counterclockwise.

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SR20

Section 3A
Abnormal Procedures

Pitot Static System
Pitot Static Malfunction
Static Source Blocked
1. Pitot Heat ...................................................................................ON
2. Alternate Static Source ......................................................... OPEN
Amplification
If erroneous readings of the static source instruments (airspeed,
altimeter and vertical speed) are suspected, the alternate static source
valve, on side of console near pilot’s right ankle, should be opened to
supply static pressure from the cabin to these instruments. With the
alternate static source on, adjust indicated airspeed slightly during
climb or approach according to the Airspeed Calibration (Alternate
Static Source) table in Section 5 as appropriate for vent/ heater
configuration.
Pitot Tube Blocked
1. Pitot Heat ...................................................................................ON
Amplification
If only the airspeed indicator is providing erroneous information, and in
icing conditions, the most probable cause is Pitot ice. If setting Pitot
Heat ON does not correct the problem, descend to warmer air. If an
approach must be made with a blocked Pitot tube, use known pitch
and power settings and the GPS groundspeed indicator, taking
surface winds into account.

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Section 3A
Abnormal Procedures

Cirrus Design
SR20

Pitot Heat Current Sensor Annunciation
PITOT HEAT FAIL Caution
PITOT HEAT FAIL

1. Pitot Heat Circuit Breaker.................................................... CYCLE
2. Pitot Heat ............................................................. CYCLE OFF, ON
If inadvertent icing encountered, perform Inadvertent Icing
Encounter Emergency Checklist and:
a. Airspeed .......................EXPECT NO RELIABLE INDICATION
b.

Exit icing conditions using attitude, altitude, and power
instruments.

Amplification
Pitot heat failure. Displayed when Pitot heat switch is ON and Pitot
heat current is not detected.

Pitot Heat Required Annunciation
PITOT HEAT REQUIRED Caution
PITOT HEAT REQD

1. Pitot Heat .................................................................................. ON
Amplification
Displayed 20 seconds after system detects OAT is less than 41°F
(5°C) and Pitot Heat Switch is OFF.

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SR20

Section 3A
Abnormal Procedures

Flight Control System
Electric Trim/Autopilot Failure
1. Airplane Control ..........................................MAINTAIN MANUALLY
2. Autopilot (if engaged).................................................DISENGAGE
If Problem Is Not Corrected:
3. Circuit Breakers ........................................... PULL AS REQUIRED
• PITCH TRIM
• ROLL TRIM
• YAW SERVO
• AP SERVOS
4. Power Lever ........................................................... AS REQUIRED
5. Control Yoke..................................MANUALLY HOLD PRESSURE
6. Land as soon as practical.
Amplification
Any failure or malfunction of the electric trim or autopilot can be overridden by use of the control yoke. If runaway trim is the problem, deenergize the circuit by pulling the appropriate circuit breakers and land
as soon as conditions permit.

Flap System Exceedance
FLAPS Caution
FLAPS

1. Airspeed........................................................................... REDUCE
or
1. Flaps .............................................................................. RETRACT
Amplification
Flaps are extended beyond airspeed limitations.
Flaps at 100%, airspeed greater than 109 KIAS for 5 seconds or more,
OR
Flaps at 50%, airspeed greater than 124 KIAS for 5 seconds or more.
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Section 3A
Abnormal Procedures

Cirrus Design
SR20

Landing Gear System
Brake Failure During Taxi
1. Engine Power ......................................................... AS REQUIRED
• To stop airplane - REDUCE
• If necessary for steering - INCREASE
2. Directional Control ...............................MAINTAIN WITH RUDDER
3. Brake Pedal(s)...................................................................... PUMP
If directional control can not be maintained:
4. Ignition Switch ..........................................................................OFF
Amplification
Ground steering is accomplished by differential braking. However,
increasing power may allow some rudder control due to increased
groundspeed and airflow over the rudder.

Left/Right Brake Over-Temperature
BRAKE TEMP Caution

Intentionally Left Blank
BRAKE TEMP

1. Stop aircraft and allow the brakes to cool.
Amplification
Brake temperature is between 270°F and 293°F for more than 5
seconds. Refer to Section 10 - Safety Information: Taxiing, Steering,
and Braking Practices for additional information.

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SR20

Section 3A
Abnormal Procedures

Other Conditions
Aborted Takeoff
1. Power Lever ............................................................................ IDLE
2. Brakes.................................................................... AS REQUIRED
Amplification
Use as much of the remaining runway as needed to safely bring the
airplane to a stop or to slow the airplane sufficiently to turn off runway.
• Caution •
For maximum brake effectiveness, retract flaps, hold control
yoke full back, and bring the airplane to a stop by smooth,
even application of the brakes.
After a high-speed aborted takeoff, brake temperatures will be
elevated; subsequent aborted takeoffs or other high-energy
use of the brakes may cause brake overheat, failure and
possibly even fire. A 25-minute cooling time is recommended
following high-energy use of the brake system before
attempting to conduct operations that may require further
high-energy braking. Brake temperature indicator should be
inspected prior to flight following a high-energy brake event
(refer to Preflight Walk-Around Checklist for detail).

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Section 3A
Abnormal Procedures

Cirrus Design
SR20

Parking Brake Engaged Annunciation
PARK BRAKE Caution
PARK BRAKE

1. Parking Brake................................................................. RELEASE
2. Monitor CAS for BRAKE TEMP Caution. Stop aircraft and allow
the brakes to cool if necessary.
Amplification
Parking brake is set.

Communications Failure
1. Switches, Controls ............................................................. CHECK
2. Frequency ....................................................................... CHANGE
3. Circuit Breakers........................................................................ SET
4. Headset........................................................................... CHANGE
5. Hand Held Microphone ................................................. CONNECT
Amplification
If, after following the checklist procedure, communication is not
restored, proceed with FAR/AIM lost communications procedures.
• Note •
In the event of an audio panel power failure the audio panel
connects COM 1 to the pilot’s headset and speakers. Setting
the audio panel ‘Off’ will also connect COM 1 to the pilot’s
headsets and speakers.

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SR20

Section 4
Normal Procedures

Section 4
Normal Procedures
Table of Contents
Introduction ........................................................................................ 3
Airspeeds for Normal Operation ........................................................ 3
Normal Procedures ............................................................................ 4
Preflight Inspection ......................................................................... 4
Preflight Walk-Around ..................................................................... 4
Before Starting Engine.................................................................... 9
Starting Engine ............................................................................. 10
Before Taxiing............................................................................... 12
Taxiing .......................................................................................... 12
Before Takeoff .............................................................................. 13
Takeoff.......................................................................................... 15
Normal Takeoff ............................................................................. 16
Short Field Takeoff ....................................................................... 16
Climb............................................................................................. 17
Cruise ........................................................................................... 18
Cruise Leaning.............................................................................. 19
Descent......................................................................................... 20
Before Landing ............................................................................. 20
Landing ......................................................................................... 21
Balked Landing/Go-Around .......................................................... 22
After Landing ................................................................................ 22
Shutdown...................................................................................... 23
Stalls ............................................................................................. 23
Environmental Considerations ......................................................... 24
Cold Weather Operation ............................................................... 24
Hot Weather Operation................................................................. 26
Noise Characteristics/Abatement..................................................... 27
Fuel Conservation ............................................................................ 27

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Normal Procedures

Cirrus Design
SR20

Intentionally Left Blank

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SR20

Section 4
Normal Procedures

Introduction
This section provides amplified procedures for normal operation.
Normal procedures associated with optional systems can be found in
Section 9.

Airspeeds for Normal Operation
Unless otherwise noted, the following speeds are based on a
maximum weight of 3050 lb. and may be used for any lesser weight.
However, to achieve the performance specified in Section 5 for takeoff
and landing distance, the speed appropriate to the particular weight
must be used.
Takeoff Rotation:
• Normal, Flaps 50% ..................................................65 - 70 KIAS
• Short Field, Flaps 50% ................................................... 65 KIAS
• Obstacle Clearance, Flaps 50% ..................................... 77 KIAS
Enroute Climb, Flaps Up:
• Normal, SL...................................................................... 96 KIAS
• Normal, 10,000’ .............................................................. 92 KIAS
• Best Rate of Climb, SL ................................................... 96 KIAS
• Best Rate of Climb, 10,000............................................. 92 KIAS
• Best Angle of Climb, SL.................................................. 83 KIAS
• Best Angle of Climb, 10,000 ........................................... 87 KIAS
Landing Approach:
• Normal Approach, Flaps Up ........................................... 88 KIAS
• Normal Approach, Flaps 50%......................................... 83 KIAS
• Normal Approach, Flaps 100%....................................... 78 KIAS
• Short Field, Flaps 100% ................................................. 78 KIAS
Go-Around, Flaps 50%:
• Full Power ....................................................................... 78 KIAS
Maximum Recommended Turbulent Air Penetration:
• 3050 Lb.........................................................................131 KIAS
• 2600 Lb.........................................................................122 KIAS
• 2200 Lb.........................................................................111 KIAS
Maximum Demonstrated Crosswind Velocity:
• Takeoff or Landing ......................................................... 20 Knots
P/N 13999-004 Info Manual
September 2011

4-3

Section 4
Normal Procedures

Cirrus Design
SR20

Normal Procedures
Preflight Inspection
Before carrying out preflight inspections, ensure that all required
maintenance has been accomplished. Review your flight plan and
compute weight and balance.
• Note •
Throughout the walk-around: check all hinges, hinge pins, and
bolts for security; check skin for damage, condition, and
evidence of delamination; check all control surfaces for proper
movement and excessive free play; check area around liquid
reservoirs and lines for evidence of leaking.
In cold weather, remove all frost, ice, or snow from fuselage,
wing, stabilizers and control surfaces. Ensure that control
surfaces are free of internal ice or debris. Check that wheel
fairings are free of snow and ice accumulation. Check that
Pitot probe warms within 30 seconds of setting Pitot Heat to
ON.

Preflight Walk-Around

6
3
5

1
8
13

10
11
12

SR22_FM04_1454

4-4

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

1. Cabin
a. Required Documents.................................................On Board
b.

Avionics Power Switch....................................................... OFF

Bat 2 Master Switch ...........................................................ON

d. PFD ........................................................................... Verify On
e. Essential Bus Voltage............................................. 23-25 Volts
f.

Flap Position Light ........................................................... OUT

g. Bat 1 Master Switch ............................................................ON
h. Avionics Cooling Fan .................................................... Audible
i.

Lights............................................................. Check Operation

Stall Warning .....................................................................Test

Fuel Quantity ................................................................. Check

Fuel Selector .............................................. Select Fullest Tank

m. Flaps.....................................................100%, Check Light ON
n. Oil Annunciator .................................................................... On
o.

Bat 1 and 2 Master Switches............................................. OFF

Alternate Static Source..............................................NORMAL

q. Circuit Breakers .................................................................... IN
r.

Fire Extinguisher ................................. Charged and Available

Emergency Egress Hammer ......................................Available

CAPS Handle .....................................................Pin Removed

2. Left Fuselage
a. Door Lock ...................................................................... Unlock
b.

COM 1 Antenna (top) ......................Condition and Attachment

Transponder Antenna (underside) ...Condition and Attachment

d. Wing/Fuselage Fairing.................................................... Check
e. COM 2 Antenna (underside) ...........Condition and Attachment
f.

Baggage Door ........................................... Closed and Secure

g. Static Button .............................................. Check for Blockage
h. Parachute Cover........................................ Sealed and Secure
(Continued on following page)
P/N 13999-004 Info Manual
September 2011

4-5

Section 4
Normal Procedures

Cirrus Design
SR20

3. Empennage
a. Tiedown Rope .............................................................Remove
b.

Horizontal and Vertical Stabilizers .............................Condition
• Note •

Verify tape covering the forward and aft inspection holes
located on outboard ends of horizontal stabilizer is installed
and securely attached.
c.

Elevator and Tab............................... Condition and Movement

d. Rudder.................................................. Freedom of Movement
e. Rudder Trim Tab ...................................Condition and Security
f.

Attachment hinges, bolts and cotter pins...................... Secure

4. Right Fuselage
a. Static Button .............................................. Check for Blockage
b.

Wing/Fuselage Fairings ..................................................Check

Door Lock ...................................................................... Unlock

5. Right Wing Trailing Edge
a. Flap and Rub Strips (if installed) ..........Condition and Security
b.

Aileron and Tab................................. Condition and Movement

Hinges, actuation arm, bolts, and cotter pins ............... Secure

6. Right Wing Tip
a. Tip...........................................................................Attachment
b.

Strobe, Nav Light and Lens ..................Condition and Security

Fuel Vent (underside) ......................................... Unobstructed

7. Right Wing Forward and Main Gear
a. Leading Edge and Stall Strips ...................................Condition
b.

Fuel Cap ....................................... Check Quantity and Secure

Fuel Drains (2 underside) ............................ Drain and Sample

d. Wheel Fairings...................... Security, Accumulation of Debris

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P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

e. Tire ............................................Condition, Inflation, and Wear
• Caution •
Clean and inspect temperature indicator installed to piston
housing. If indicator center is black, the brake assembly has
been overheated. The brake linings must be inspected and Orings replaced.
f.

Wheel and Brakes ....... Fluid Leaks, Evidence of Overheating,
General Condition, and Security.

g. Chocks and Tiedown Ropes........................................Remove
h. Cabin Air Vent......................................................Unobstructed
8. Nose, Right Side
a. Cowling.....................................................Attachments Secure
b.

Exhaust Pipe ....................Condition, Security, and Clearance

Gascolator (underside)................ Drain for 3 seconds, Sample

9. Nose gear, Propeller, and Spinner
• WARNING •
Keep clear of propeller rotation plane. Do not allow others to
approach propeller.
a. Tow Bar ....................................................... Remove and Stow
b.

Strut........................................................................... Condition

Wheel Fairing ....................... Security, Accumulation of Debris

d. Wheel and Tire ..........................Condition, Inflation, and Wear
e. Propeller ........................... Condition (indentations, nicks, etc.)
f.

Spinner ............................... Condition, Security, and Oil Leaks

g. Air Inlets ..............................................................Unobstructed
h. Alternator Belt........................................Condition and Tension
10. Nose, Left Side
a. Landing Light............................................................. Condition
b.

Engine Oil......... Check 6-8 quarts, Leaks, Cap & Door Secure

Cowling.....................................................Attachments Secure
(Continued on following page)

P/N 13999-004 Info Manual
September 2011

4-7

Section 4
Normal Procedures

Cirrus Design
SR20

d. External Power .....................................................Door Secure
e. Exhaust Pipe(s) .................Condition, Security, and Clearance
11. Left Main Gear and Forward Wing
a. Wheel fairings ....................... Security, Accumulation of Debris
b.

Tire ............................................Condition, Inflation, and Wear
• Caution •

Clean and inspect temperature indicator installed to piston
housing. If indicator center is black, the brake assembly has
been overheated. The brake linings must be inspected and Orings replaced.
c.

Wheel and Brakes ....... Fluid Leaks, Evidence of Overheating,
General Condition, and Security.

d. Chocks and Tiedown Ropes........................................Remove
e. Fuel Drains (2 underside) ............................ Drain and Sample
f.

Cabin Air Vent..................................................... Unobstructed

g. Fuel Cap ....................................... Check Quantity and Secure
h. Leading Edge and Stall Strips ...................................Condition
12. Left Wing Tip
a. Fuel Vent (underside) ......................................... Unobstructed
b.

Pitot Mast (underside) .................Cover Removed, Tube Clear

Strobe, Nav Light and Lens ..................Condition and Security

d. Tip ..........................................................................Attachment
13. Left Wing Trailing Edge
a. Flap And Rub Strips (If installed)..........Condition and Security

4-8

Aileron .................................................. Freedom of movement

Hinges, actuation arm, bolts, and cotter pins ............... Secure

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

Before Starting Engine
1. Preflight Inspection ...................................................COMPLETED
• WARNING •
Ensure that the airplane is properly loaded and within the
AFM’s weight and balance limitations prior to takeoff.
2. Weight and Balance............................................Verify within limits
3. Emergency Equipment ................................................ ON BOARD
4. Passengers ..................................................................... BRIEFED
• Note •
Ensure all the passengers have been fully briefed on smoking,
the use of the seat belts, doors, emergency exits, egress
hammer, and CAPS.
Verify CAPS handle safety pin is removed.
5. Seats, Seat Belts, and Harnesses ................ADJUST & SECURE
• Caution •
Crew seats must be locked in position and control handles
fully down before flight. Ensure seat belt harnesses are not
twisted.

P/N 13999-004 Info Manual
September 2011

4-9

Section 4
Normal Procedures

Cirrus Design
SR20

Starting Engine
If the engine is warm, no priming is required. For the first start of the
day and in cold conditions, prime will be necessary.
Weak intermittent firing followed by puffs of black smoke from the
exhaust stack indicates over-priming or flooding. Excess fuel can be
cleared from the combustion chambers by the following procedure:
• Turn fuel pump off.
• Allow fuel to drain from intake tubes.
• Set the mixture control full lean and the power lever full open.
• Crank the engine through several revolutions with the starter.
• When engine starts, release ignition switch, retard power lever,
and slowly advance the mixture control to FULL RICH position.
If the engine is under-primed, especially with a cold soaked engine, it
will not fire, and additional priming will be necessary. As soon as the
cylinders begin to fire, open the power lever slightly to keep it running.
Refer to Cold Weather Operation in this section or additional
information regarding cold weather operations.
• WARNING •
If airplane will be started using external power, keep all
personnel and power unit cables well clear of the propeller
rotation plane.
• Caution •
Alternators should be left OFF during engine starting to avoid
high electrical loads.
After starting, if the oil gage does not begin to show pressure
within 30 seconds in warm weather and about 60 seconds in
very cold weather, shut down engine and investigate cause.
Lack of oil pressure indicates loss of lubrication, which can
cause severe engine damage.
1. External Power (If applicable) ....................................... CONNECT
2. Brakes .................................................................................. HOLD
3. Bat Master Switches ........................................... ON (Check Volts)
4. Strobe Lights ............................................................................. ON
5. Mixture ......................................................................... FULL RICH
4-10

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

6. Power Lever ........................................................ FULL FORWARD
7. Fuel Pump .................................................... PRIME, then BOOST
• Note •
On first start of the day, especially under cool ambient
conditions, holding Fuel Pump switch to PRIME for 2 seconds
will improve starting.
8. Propeller Area ..................................................................... CLEAR
9. Power Lever ........................................................... OPEN ¼ INCH
10. Ignition Switch....................... START (Release after engine starts)
• Caution •
Limit cranking to intervals of 20 seconds with a 20 second
cooling period between cranks. This will improve battery and
contactor life.
11. Power Lever ..............................RETARD (to maintain 1000 RPM)
12. Oil Pressure ....................................................................... CHECK
13. Alt Master Switches ...................................................................ON
14. Avionics Power Switch ...............................................................ON
15. Engine Parameters ........................................................ MONITOR
16. External Power (If applicable) ................................. DISCONNECT
17. Amp Meter/Indication ......................................................... CHECK

P/N 13999-004 Info Manual
September 2011

4-11

Section 4
Normal Procedures

Cirrus Design
SR20

Before Taxiing
1. Flaps ................................................................................. UP (0%)
2. Radios/Avionics...................................................... AS REQUIRED
3. Cabin Heat/Defrost ............................................... AS REQUIRED
4. Fuel Selector ...........................................................SWITCH TANK

Taxiing
When taxiing, directional control is accomplished with rudder
deflection and intermittent braking (toe taps) as necessary. Use only
as much power as is necessary to achieve forward movement.
Deceleration or taxi speed control using brakes but without a reduction
in power will result in increased brake temperature. Taxi over loose
gravel at low engine speed to avoid damage to the propeller tips.
• WARNING •
Maximum continuous engine speed for taxiing is 1000 RPM
on flat, smooth, hard surfaces. Power settings slightly above
1000 RPM are permissible to start motion, for turf, soft
surfaces, and on inclines. Use minimum power to maintain taxi
speed.
If the 1000 RPM taxi power limit and proper braking
procedures are not observed, the brake system may overheat
and result in brake damage or brake fire.
1. Parking Brake.............................................................DISENGAGE
2. Brakes ................................................................................ CHECK
3. HSI Orientation .................................................................. CHECK
4. Attitude Gyro ...................................................................... CHECK
5. Turn Coordinator ............................................................... CHECK

4-12

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

Before Takeoff
During cold weather operations, the engine should be properly
warmed up before takeoff. In most cases this is accomplished when
the oil temperature has reached at least 100°F (38°C). In warm or hot
weather, precautions should be taken to avoid overheating during
prolonged ground engine operation. Additionally, long periods of idling
may cause fouled spark plugs.
• WARNING •
Do not takeoff with frost, ice, snow, or other contamination on
the fuselage, wing, stabilizers, and control surfaces.
1. Doors ..............................................................................LATCHED
2. CAPS Handle ..................................................Verify Pin Removed
3. Seat Belts and Shoulder Harness.................................... SECURE
4. Air Conditioner .......................................................... AS DESIRED
• Note •
If Air Conditioner is ON for takeoff roll, see Section 5,
Performance for takeoff distance change. No takeoff distance
change is necessary if system remains OFF for takeoff roll.
5. Fuel Quantity ................................................................. CONFIRM
6. Fuel Selector......................................................... FULLEST TANK
7. Fuel Pump .................................................................................ON
8. Flaps ............................................................... SET 50% & CHECK
9. Transponder ............................................................................. SET
10. Autopilot ............................................................................. CHECK
11. Navigation Radios/GPS ......................................... SET for Takeoff
12. Cabin Heat/Defrost ................................................ AS REQUIRED
13. Brakes................................................................................... HOLD
14. Power Lever ................................................................... 1700 RPM
15. Alternator ........................................................................... CHECK
a. Pitot Heat.............................................................................ON
b.

Navigation Lights .................................................................ON
(Continued on following page)

P/N 13999-004 Info Manual
September 2011

4-13

Section 4
Normal Procedures

Cirrus Design
SR20

Landing Light ...................................................................... ON

d. Annunciator Lights....................................................... CHECK
- Verify both ALT 1 and ALT 2 caution lights out and positive
amps indication for each alternator.
16. Voltage ............................................................................... CHECK
17. Pitot Heat ............................................................... AS REQUIRED
• Note •
Pitot Heat should be turned ON for flight into IMC, flight into
visible moisture, or whenever ambient temperatures are 41° F
(5° C) or less.
18. Navigation Lights.................................................... AS REQUIRED
19. Landing Light ......................................................... AS REQUIRED
20. Magnetos .................................................... CHECK Left and Right
a. Ignition Switch ................................. R, note RPM, then BOTH
b.

Ignition Switch .................................. L, note RPM, then BOTH
• Note •

RPM drop must not exceed 150 RPM for either magneto. RPM
differential must not exceed 75 RPM between magnetos. If
there is a doubt concerning operation of the ignition system,
RPM checks at higher engine speeds will usually confirm
whether a deficiency exists.
An absence of RPM drop may indicate faulty grounding of one
side of the ignition system or magneto timing set in advance of
the specified setting.
21. Engine Parameters ............................................................ CHECK
22. Power Lever ................................................................... 1000 RPM
23. Flight Instruments, HSI, and Altimeter .................... CHECK & SET
24. Flight Controls ................................................. FREE & CORRECT
25. Trim ............................................................................. SET Takeoff
26. Autopilot .................................................................. DISCONNECT

4-14

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

Takeoff
• Note •
The engine is equipped with an altitude compensating fuel
pump that automatically provides the proper full rich mixture.
Because of this, the mixture should be left full rich for takeoff,
even at high altitude airfields.
Power Check: Check full-throttle engine operation early in takeoff run.
The engine should run smoothly and turn approximately 2700 RPM.
All engine parameters should read in the green. Discontinue takeoff at
any sign of rough operation or sluggish acceleration. Make a thorough
full-throttle static run-up before attempting another takeoff.
For takeoff over a gravel surface, advance Power Lever slowly. This
allows the airplane to start rolling before high RPM is developed, and
gravel will be blown behind the propeller rather than pulled into it.
Flap Settings: Normal and short field takeoffs are accomplished with
flaps set at 50%. Takeoffs using 0% are permissible, however, no
performance data is available for takeoffs in the flaps up configuration.
Takeoffs with 100% flaps are not approved.
Soft or rough field takeoffs are performed with 50% flaps by lifting the
airplane off the ground as soon as practical in a tail-low attitude. If no
obstacles are ahead, the airplane should be leveled off immediately to
accelerate to a higher climb speed.
Takeoffs into strong crosswinds are normally performed with the flaps
set at 50% to minimize the drift angle immediately after takeoff. With
the ailerons fully deflected into the wind, accelerate the airplane to a
speed slightly higher than normal while decreasing the aileron
deflection as speed increases then - with authority - rotate to prevent
possibly settling back to the runway while drifting. When clear of the
ground, make a coordinated turn into the wind to correct for drift.
• Note •
Fuel BOOST should be left ON during takeoff and for climb as
required for vapor suppression with hot or warm fuel.
(Continued on following page)

P/N 13999-004 Info Manual
September 2011

4-15

Section 4
Normal Procedures

Cirrus Design
SR20

Normal Takeoff
1. Brakes ....................................RELEASE (Steer with Rudder Only)
2. Power Lever ........................................................FULL FORWARD
3. Engine Parameters ............................................................ CHECK
4. Elevator Control ........................ ROTATE Smoothly at 65-70 KIAS
5. At 85 KIAS, Flaps....................................................................... UP

Short Field Takeoff
1. Flaps ........................................................................................50%
2. Brakes .................................................................................. HOLD
3. Power Lever ........................................................FULL FORWARD
4. Engine Parameters ............................................................ CHECK
5. Brakes ....................................RELEASE (Steer with Rudder Only)
6. Elevator Control ............................. ROTATE Smoothly at 65 KIAS
7. Airspeed at Obstacle..........................................................77 KIAS

4-16

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

Climb
Normal climbs are performed flaps UP (0%) and full power at speeds 5
to 10 knots higher than best rate-of-climb speeds. These higher
speeds give the best combination of performance, visibility and engine
cooling.
For maximum rate of climb, use the best rate-of-climb speeds shown
in the rate-of-climb chart in Section 5. If an obstruction dictates the use
of a steep climb angle, the best angle-of-climb speed should be used.
Climbs at speeds lower than the best rate-of-climb speed should be of
short duration to avoid engine-cooling problems.
• Note •
The engine is equipped with an altitude compensating fuel
pump that automatically provides the proper full rich mixture
for climb. The mixture for climb should be left full rich.
1. Climb Power............................................................................. SET
2. Flaps ................................................................................ Verify UP
3. Mixture ......................................................................... FULL RICH
4. Engine Parameters ............................................................ CHECK
5. Fuel Pump ............................................................................... OFF
• Note •
Fuel BOOST should be left ON during takeoff and for climb as
required for vapor suppression with hot or warm fuel.

P/N 13999-004 Info Manual
September 2011

4-17

Section 4
Normal Procedures

Cirrus Design
SR20

Cruise
Normal cruising is performed between 55% and 85% power. The
engine power setting and corresponding fuel consumption for various
altitudes and temperatures can be determined by using the cruise data
in Section 5.
The selection of cruise altitude is made based on the most favorable
wind conditions and the desired power settings. These significant
factors should be considered on every trip to reduce fuel consumption.
• Note •
For engine break-in, cruise at a minimum of 75% power until
the engine has been operated for at least 25 hours or until oil
consumption has stabilized. Operation at this higher power will
ensure proper seating of the rings, is applicable to new
engines, and engines in service following cylinder
replacement or top overhaul of one or more cylinders.
1. Fuel Pump................................................................................OFF
• Note •
The Fuel Pump may be used for vapor suppression during
cruise.
2. Cruise Power............................................................................ SET
3. Mixture ............................................................... LEAN as required
4. Engine Parameters ........................................................ MONITOR
• Note •
Fuel BOOST must be used for switching from one tank to
another. Failures to activate the Fuel Pump before transfer
could result in delayed restart if the engine should quit due to
fuel starvation.
5. Fuel Flow and Balance................................................... MONITOR

4-18

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

Cruise Leaning
The engine is equipped with an altitude compensating fuel pump that
automatically provides the proper full rich mixture. Because of this, the
mixture should be set to full rich to allow the aneroid to provide auto
leaning for the engine during all flight conditions. If additional cruise
leaning beyond that provided by the aneroid is desired, be advised that
there may not be a 75° temperature rise from full rich to peak. This is
acceptable provided the airplane is at 75% power or less and engine
temperatures are within limits.
• Caution •
If moving the mixture control from the full rich position only
decreases the EGT from the full rich value, place the mixture
control back in the full forward position and have the fuel
system serviced.
Exhaust gas temperature (EGT) may be used as an aid for mixture
leaning in cruise flight. For “Best Power” use 75% power or less.
For “Best Economy” use 65% power or less. To adjust the mixture,
lean to establish the peak EGT as a reference point and then adjust
the mixture by the desired increment based on the following table:
Mixture Description

Exhaust Gas Temperature

Best Power

75° F Rich Of Peak EGT

Best Economy

50° F Lean Of Peak EGT

Under some conditions, engine roughness may occur while operating
at best economy. If this occurs, enrich mixture as required to smooth
engine operation. Any change in altitude or Power Lever position will
require a recheck of EGT indication.

P/N 13999-004 Info Manual
September 2011

4-19

Section 4
Normal Procedures

Cirrus Design
SR20

Descent
1. Altimeter ................................................................................... SET
2. Cabin Heat/Defrost ................................................ AS REQUIRED
3. Landing Light ............................................................................ ON
4. Fuel System ....................................................................... CHECK
5. Mixture ................................................................... AS REQUIRED
6. Brake Pressure .................................................................. CHECK

Before Landing
1. Seat Belt and Shoulder Harness...................................... SECURE
2. Fuel Pump.......................................................................... BOOST
3. Mixture ......................................................................... FULL RICH
4. Flaps ...................................................................... AS REQUIRED
5. Autopilot ................................................................. AS REQUIRED

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P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

Landing
• Caution •
Landings should be made with full flaps. Landings with less
than full flaps are recommended only if the flaps fail to deploy
or to extend the aircraft’s glide distance due to engine
malfunction. Landings with flaps at 50% or 0%; power should
be used to achieve a normal glide path and low descent rate.
Flare should be minimized.
Normal Landing
Normal landings are made with full flaps with power on or off. Surface
winds and air turbulence are usually the primary factors in determining
the most comfortable approach speeds.
Actual touchdown should be made with power off and on the main
wheels first to reduce the landing speed and subsequent need for
braking. Gently lower the nose wheel to the runway after airplane
speed has diminished. This is especially important for rough or soft
field landings.
Short Field Landing
For a short field landing in smooth air conditions, make an approach at
78 KIAS with full flaps using enough power to control the glide path
(slightly higher approach speeds should be used under turbulent air
conditions). After all approach obstacles are cleared, progressively
reduce power to reach idle just before touchdown and maintain the
approach speed by lowering the nose of the airplane. Touchdown
should be made power-off and on the main wheels first. Immediately
after touchdown, lower the nose wheel and apply braking as required.
For maximum brake effectiveness, retract the flaps, hold the control
yoke full back, and apply maximum brake pressure without skidding.
Crosswind Landing
Normal crosswind landings are made with full flaps. Avoid prolonged
slips. After touchdown, hold a straight course with rudder and brakes
as required.
The maximum allowable crosswind velocity is dependent upon pilot
capability as well as aircraft limitations. Operation in direct crosswinds
of 20 knots has been demonstrated.

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September 2011

4-21

Section 4
Normal Procedures

Cirrus Design
SR20

Balked Landing/Go-Around
In a balked landing (go-around) climb, disengage autopilot, apply full
power, then reduce the flap setting to 50%. If obstacles must be
cleared during the go-around, climb at the best angle of climb with
50% flaps. After clearing any obstacles, retract the flaps and
accelerate to the normal flaps-up climb speed.
1. Autopilot .....................................................................DISENGAGE
2. Power Lever ........................................................FULL FORWARD
3. Flaps ........................................................................................50%
4. Airspeed .........................BEST ANGLE OF CLIMB (81 – 83 KIAS)
After clear of obstacles:
5. Flaps ......................................................................................... UP

After Landing
1. Power Lever ................................................................... 1000 RPM
2. Fuel Pump................................................................................OFF
3. Flaps .......................................................................................... UP
4. Transponder .......................................................................... STBY
5. Lights ..................................................................... AS REQUIRED
6. Pitot Heat .................................................................................OFF
• Note •
As the airplane slows the rudder becomes less effective and
taxiing is accomplished using differential braking.

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P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

Shutdown
1. Fuel Pump (if used) ................................................................ OFF
2. Throttle.................................................................................... IDLE
• Caution •
Note that the engine hesitates as the switch cycles through
the “OFF” position. If the engine does not hesitate, one or both
magnetos are not grounded. Prominently mark the propeller
as being “Hot,” and contact maintenance personnel
immediately.
3. Ignition Switch..................................................................... CYCLE
4. Mixture ..............................................................................CUTOFF
5. All Switches ............................................................................. OFF
6. Magnetos ................................................................................. OFF
7. ELT........................................................... TRANSMIT LIGHT OUT
8. Chocks, Tie-downs, Pitot Covers ........................... AS REQUIRED

Stalls
Aircraft stall characteristics are conventional. Power-off stalls may be
accompanied by a slight nose bobbing if full aft stick is held. Power-on
stalls are marked by a high sink rate at full aft stick. Power-off stall
speeds at maximum weight for both forward and aft CG positions are
presented in Section 5 - Performance Data.
When practicing stalls at altitude, as the airspeed is slowly reduced,
you will notice a slight airframe buffet, hear the stall speed warning
horn sound between 5 and 10 knots before the stall, and see the Crew
Alerting System display a STALL Warning annunciation. Normally, the
stall is marked by a gentle nose drop and the wings can easily be held
level or in the bank with coordinated use of the ailerons and rudder.
Upon stall warning in flight, recovery is accomplished by immediately
by reducing back pressure to maintain safe airspeed, adding power if
necessary and rolling wings level with coordinated use of the controls.
• WARNING •
Extreme care must be taken to avoid uncoordinated,
accelerated or abused control inputs when close to the stall,
especially when close to the ground.
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September 2011

4-23

Section 4
Normal Procedures

Cirrus Design
SR20

Environmental Considerations
Cold Weather Operation
• Caution •
An engine that has been superficially warmed, may start and
appear to run satisfactorily, but can be damaged from lack of
lubrication due to the congealed oil blocking proper oil flow
through the engine. The amount of damage will vary and may
not become evident for many hours. However, the engine may
be severely damaged and may fail shortly following application
of high power. Proper procedures require thorough application
of preheat to all parts of the engine. Hot air must be applied
directly to the oil sump and external oil lines as well as the
cylinders, air intake and oil cooler. Because excessively hot air
can damage non-metallic components such as composite
parts, seals, hoses, and drives belts, do not attempt to hasten
the preheat process.
Starting
If the engine has been cold soaked, it is recommended that the
propeller be pulled through by hand several times to break loose or
limber the oil. This procedure will reduce power draw on the battery if a
battery start is made.
When the engine has been exposed to temperatures at or below 20°F
(-7°C) for a period of two hours or more, the use of an external preheater and external power is recommended. Failure to properly
preheat a cold-soaked engine may result in oil congealing within the
engine, oil hoses, and oil cooler with subsequent loss of oil flow,
possible internal damage to the engine, and subsequent engine
failure.
If the engine does not start during the first few attempts, or if engine
firing diminishes in strength, the spark plugs have probably frosted
over. Preheat must be used before another start is attempted.

4-24

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

1. Ignition Switch.......................................................................... OFF
• WARNING •
Use caution when pulling the propeller through by hand. Make
sure ignition switch is OFF, keys are out of ignition, and then
act as if the engine will start.
2. Propeller .......................................... Hand TURN several rotations
3. External Power (If applicable) ....................................... CONNECT
4. Brakes .................................................................................. HOLD
5. Bat Master Switches ........................................ ON (check voltage)
6. Mixture ......................................................................... FULL RICH
7. Power lever ......................................................... FULL FORWARD
8. Fuel Pump .................................................... PRIME, then BOOST
• Note •
In temperatures down to 20°F, hold Fuel Pump switch to
PRIME for 15 seconds prior to starting.
9. Propeller Area ..................................................................... CLEAR
10. Power Lever ............................................................ OPEN ¼ INCH
11. Ignition Switch....................... START (Release after engine starts)
• Caution •
Limit cranking to intervals of 20 seconds with a 20 second
cooling period between cranks.
12. Power Lever ...............................RETARD (to maintain 1000 RPM)
13. Oil Pressure ....................................................................... CHECK
14. Alt Master Switches ...................................................................ON
15. Avionics Power Switch ...............................................................ON
16. Engine Parameters ........................................................ MONITOR
17. External Power (If applicable) ................................. DISCONNECT
18. Amp Meter/Indication ......................................................... CHECK
19. Strobe Lights..............................................................................ON

P/N 13999-004 Info Manual
September 2011

4-25

Section 4
Normal Procedures

Cirrus Design
SR20

Hot Weather Operation
Avoid prolonged engine operation on the ground. Fuel BOOST must
be ON for engine start and takeoff, and should be ON during climb for
vapor suppression which could occur under hot ambient conditions or
after extended idle.
Ground Operation of Air Conditioning System (Optional)
• Note •
To facilitate faster cabin cooling, prior to engine start leave the
cabin doors open for a short time to allow hot air to escape
cabin.
1. Control Panel ................ SELECT Desired Mode and Temperature
2. Voltage ........................................................................... MONITOR
• Note •
Decrease electrical load if battery discharge is noted.
3. Annunciator Lights ............................................................. CHECK
a. Verify ALT 1 caution light out and positive amps indication.
4. Engine Parameters ............................................................ CHECK

4-26

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 4
Normal Procedures

Noise Characteristics/Abatement
The certificated noise levels for the aircraft established in accordance
with FAR 36 Appendix G are:
Configuration

Actual

Maximum Allowable

Two-blade Propeller

84.79 dB(A)

87.6 dB(A)

Three-blade Propeller

83.42 dB(A)

87.6 dB(A)

No determination has been made by the Federal Aviation
Administration that the noise levels of this airplane are or should be
acceptable or unacceptable for operation at, into, or out of, any airport.
The above noise levels were established at 3000 pounds takeoff
weight and 2700 RPM.
Recently, increased emphasis on improving environmental quality
requires all pilots to minimize the effect of airplane noise on the
general public. The following suggested procedures minimize
environmental noise when operating the aircraft.
• Note •
Do not follow these noise abatement procedures where they
conflict with Air Traffic Control clearances or instructions,
weather considerations, or wherever they would reduce
safety.
1. When operating VFR over noise-sensitive areas, such as outdoor
events, parks, and recreational areas, fly not less than 2000 feet
above the surface even though flight at a lower level may be
allowed.
2. For departure from or approach to an airport, avoid prolonged
flight at low altitude near noise-sensitive areas.

Fuel Conservation
Minimum fuel use at cruise will be achieved using the best economy
power setting described under cruise.

P/N 13999-004 Info Manual
September 2011

4-27

Section 4
Normal Procedures

Cirrus Design
SR20

Intentionally Left Blank

4-28

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Section 5
Performance Data
Table of Contents
Introduction ........................................................................................ 3
Associated Conditions Affecting Performance................................ 3
Demonstrated Operating Temperature ........................................... 3
Airspeed Calibration - Normal Static Source...................................... 4
Airspeed Calibration - Alternate Static Source................................... 5
Altitude Correction
Normal Static Source: Primary Flight Display .................................... 6
Altitude Correction
Normal Static Source: Standby Altimeter........................................... 7
Altitude Correction
Alternate Static Source: Primary Flight Display ................................. 8
Altitude Correction
Alternate Static Source: Standby Altimeter ........................................ 9
Temperature Conversion ................................................................. 10
Outside Air Temperature for ISA Condition ..................................... 11
Stall Speeds ..................................................................................... 12
Wind Components ........................................................................... 13
Takeoff Distance .............................................................................. 14
Takeoff Distance - 3050 LB ............................................................. 15
Takeoff Distance - 2500 LB ............................................................. 16
Takeoff Climb Gradient .................................................................... 17
Takeoff Rate of Climb ...................................................................... 18
Enroute Climb Gradient ................................................................... 19
Enroute Rate of Climb...................................................................... 20
Enroute Rate of Climb Vs Density Altitude ...................................... 21
Time, Fuel and Distance to Climb .................................................... 22
Cruise Performance ......................................................................... 23
Range / Endurance Profile ............................................................... 25
Range / Endurance Profile (Continued) ........................................... 26
Balked Landing Climb Gradient ....................................................... 27
Balked Landing Rate of Climb ......................................................... 28
Landing Distance ............................................................................. 29
Landing Distance ............................................................................. 30

P/N 13999-004 Info Manual
September 2011

5-1

Section 5
Performance Data

Cirrus Design
SR20

Intentionally Left Blank

5-2

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Introduction
Performance data in this section are presented for operational
planning so that you will know what performance to expect from the
airplane under various ambient and field conditions. Performance data
are presented for takeoff, climb, and cruise (including range &
endurance).

Associated Conditions Affecting Performance
Computed performance data in this section are based upon data
derived from actual flight testing with the airplane and engine in good
condition and using average piloting techniques. Unless specifically
noted in the “Conditions” notes presented with each table, ambient
conditions are for a standard day (refer to Section 1). Flap position as
well as power setting technique is similarly noted with each table.
The charts in this section provide data for ambient temperatures from
-4°F (–20°C) to 104°F (40°C). If ambient temperature is below the
chart value, use the lowest temperature shown to compute
performance. This will result in more conservative performance
calculations. If ambient temperature is above the chart value, use
extreme caution as performance degrades rapidly at higher
temperatures.
Aircraft with optional Air Conditioning System; Brake Horsepower is
reduced by approximately 6 BHP.

Demonstrated Operating Temperature
Satisfactory engine cooling has been demonstrated for this airplane
with an outside air temperature 23°C above standard. The value given
is not considered an operating limitation. Reference should be made
to Section 2 for engine operating limitations.

P/N 13999-004 Info Manual
September 2011

5-3

Section 5
Performance Data

Cirrus Design
SR20

Airspeed Calibration - Normal Static Source
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• Note •
Indicated airspeed values assume zero instrument error.
KCAS

5-4

KIAS

Flaps
0%

Flaps
50%

Flaps
100%

100

101

110

111

120

121

130

132

140

142

150

152

160

163

170

173

180

183

190

193

200

204

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Airspeed Calibration - Alternate Static Source
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• Heater, Defroster & Vents .................................................................................. ON
• Note •
Indicated airspeed values assume zero instrument error.
KCAS
KIAS

Flaps
0%

Flaps
50%

Flaps
100%

100

110

103

102

101

120

112

130

121

122

140

131

150

141

160

150

170

160

180

170

190

179

200

189

210

198

P/N 13999-004 Info Manual
September 2011

5-5

Section 5
Performance Data

Cirrus Design
SR20

Altitude Correction
Normal Static Source: Primary Flight Display
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• 3050 LB
• Note •
Add correction to desired altitude to obtain indicated altitude to fly.
Indicated airspeed values assume zero instrument error.
KIAS: Knots Indicated Airspeed.
CORRECTION TO BE ADDED - FEET
Flaps

Density
Alt

Normal Static Source - KIAS
60

100

120

140

160

180

200

S.L

5000

10000

15000

S.L

-1

-6

-10

-11

-3

5000

-2

-7

-12

-13

-4

10000

-2

-9

-14

-15

-4

50%

100%

5-6

S.L

-11

-10

-1

5000

-13

-12

-1

10000

-15

-14

-1

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Altitude Correction
Normal Static Source: Standby Altimeter
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• 3050 LB
• Note •
Add correction to desired altitude to obtain indicated altitude to fly.
Indicated airspeed values assume zero instrument error.
KIAS: Knots Indicated Airspeed.
CORRECTION TO BE ADDED - FEET
Flaps

Density
Alt

Normal Static Source - KIAS
60

100

120

140

160

180

200

S.L

-11

-24

-37

-50

-60

5000

-13

-28

-43

-57

-69

10000

-15

-33

-50

-67

-81

15000

-18

-38

-59

-79

-95

S.L

-5

-11

-14

5000

-6

-13

-17

10000

-7

-15

-20

50%

100%

S.L

-1

5000

-1

10000

-1

P/N 13999-004 Info Manual
September 2011

5-7

Section 5
Performance Data

Cirrus Design
SR20

Altitude Correction
Alternate Static Source: Primary Flight Display
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• Heater, Defroster, & Vents .................................................................................. ON
• Note •
Add correction to desired altitude to obtain indicated altitude to fly.
Indicated airspeed values assume zero instrument error.
KIAS: Knots Indicated Airspeed.
CORRECTION TO BE ADDED - FEET
Flaps

Density
Alt

Alternate Static Source - KIAS
60

100

120

140

160

180

200

S.L

-3

139

178

218

265

5000

-3

114

161

207

253

307

10000

-3

133

188

241

296

358

15000

-4

156

220

283

347

420

S.L

102

5000

119

10000

139

50%

100%

5-8

S.L

5000

10000

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Altitude Correction
Alternate Static Source: Standby Altimeter
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• Heater, Defroster, & Vents.................................................................................. ON
• Note •
Add correction to desired altitude to obtain indicated altitude to fly.
Indicated airspeed values assume zero instrument error.
KIAS: Knots Indicated Airspeed.
CORRECTION TO BE ADDED - FEET
Flaps

Density
Alt

Alternate Static Source - KIAS
60

100

120

140

160

180

200

S.L

114

141

169

205

5000

100

133

163

196

238

10000

117

155

191

229

277

15000

138

182

224

268

325

S.L

5000

106

10000

123

50%

100%

S.L

5000

10000

P/N 13999-004 Info Manual
September 2011

5-9

Section 5
Performance Data

Cirrus Design
SR20

Temperature Conversion
To convert from Celsius (°C) to Fahrenheit (°F), find, in the shaded columns,
the number representing the temperature value (°C) to be converted. The
equivalent Fahrenheit temperature is read to the right.
 EXAMPLE: 38°C = 100°F.
To convert from Fahrenheit (°F) to Celsius (°C), find in the shaded columns
area, the number representing the temperature value (°F) to be converted.
The equivalent Celsius temperature is read to the left.
 EXAMPLE: 38°F = 3°C.
Temp to Convert
°C or °F

Temp to Convert
°C or °F

°C
-50


-58

°F
-72

°C
-17


2

°F
36

°C
17


62

°F
144

-49

-56

-69

-16

147

-48

-54

-65

-14

151

-47

-52

-62

-13

154

-46

-50

-58

-12

158

-44

-48

-54

-11

162

-43

-46

-51

-10

165

-42

-44

-47

-9

169

-41

-42

-44

-8

172

-40

-7

176

-39

-38

-36

-6

180

-38

-36

-33

-4

183

-37

-34

-29

-3

187

-36

-32

-26

-2

190

-34

-30

-22

-1

194

-33

-28

-18

198

-32

-26

-15

201

-31

-24

-11

205

-30

-22

-8

100

208

-29

-20

-4

104

100

212

-28

-18

108

102

216

-27

-16

111

104

219

-26

-14

115

106

223

-24

-12

118

108

226

-23

-10

122

110

230

-22

-8

126

112

234

-21

-6

129

114

237

-20

-4

133

116

241

-19

-2

136

118

244

-18
5-10

140

120
49
248
P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Outside Air Temperature for ISA Condition

Press
Alt
Feet

ISA-40°C

ISA-20°C

ISA+10°C

ISA+20°C

°C

°F

°C

°F

°C

°F

°C

°F

°C

°F

-25

-13

-5

1000

-27

-18

-7

2000

-29

-20

-9

3000

-31

-24

-11

4000

-33

-27

-13

5000

-35

-31

-15

6000

-37

-34

-17

7000

-39

-38

-19

-2

8000

-41

-42

-21

-6

-1

9000

-43

-45

-23

-9

-3

10000

-45

-49

-25

-13

-5

11000

-47

-52

-27

-16

-7

12000

-49

-56

-29

-20

-9

13000

-51

-59

-31

-23

-11

-1

14000

-53

-63

-33

-27

-13

-3

15000

-55

-67

-35

-31

-15

-5

16000

-57

-71

-37

-34

-17

-7

17000

-59

-75

-39

-38

-19

-2

-9

17500

-60

-76

-40

-20

-3

-10

P/N 13999-004 Info Manual
September 2011

ISA

5-11

Section 5
Performance Data

Cirrus Design
SR20

Stall Speeds
Conditions:
• Weight ........................................................................................................ 3050 LB
• CG ..................................................................................................................Noted
• Power................................................................................................................. Idle
• Bank Angle .....................................................................................................Noted
• Note •
Altitude loss during wings level stall may be 250 feet or more.
KIAS values may not be accurate at stall.

Weight

Bank
Angle

STALL SPEEDS
Flaps 0%
Full Up

Flaps 50%

Flaps 100%Full
Down

Deg

KIAS

KCAS

KIAS

KCAS

KIAS

KCAS

3050

Most
AFT
C.G.

3050
Most
FWD
C.G.

5-12

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Wind Components
Example:
• Runway Heading ................................................................................................ 10°
• Wind Direction.................................................................................................... 60°
• Wind Velocity..............................................................................................15 Knots
• Note •
The max demonstrated crosswind is 20 knots. Value not considered limiting.
40

0°

10°

20°

FL
IG
HT

PA
TH

30°

TY
CI
LO
VE

AN
D

S
OT
KN

40°

50°

IN
D

DI
RE

20
70°

G
LE

WIND COMPONENTS ~ KNOTS
Tailwind
Headwind

BE
T

W
EE

60°

80°

90°

100°

-10

110°
170°

180°
-20

150°
160°

140°

130°

120°

10
20
30
CROSSWIND COMPONENT ~ KNOTS

P/N 13999-004 Info Manual
September 2011

40
SR20_FM05_1014

5-13

Section 5
Performance Data

Cirrus Design
SR20

Takeoff Distance
Conditions:
• Winds................................................................................................................ Zero
• Runway.........................................................................................Dry, Level, Paved
• Flaps................................................................................................................. 50%
• Air Conditioner.................................................................................................. OFF
• Power.................................................................................................... Full Throttle
• Mixture............................................................................................ Set per Placard
• Note •
The following factors are to be applied to the computed takeoff distance for
the noted condition:
• Headwind - Subtract 10% from computed distance for each 12 knots headwind.
• Tailwind - Add 10% for each 2 knots tailwind up to 10 knots.
• Grass Runway, Dry - Add 20% to ground roll distance.
• Grass Runway, Wet - Add 30% to ground roll distance.
• Sloped Runway - Increase table distances by 22% of the ground roll distance at
Sea Level, 30% of the ground roll distance at 5000 ft, 43% of the ground roll
distance at 10,000 ft for each 1% of upslope. Decrease table distances by 7% of
the ground roll distance at Sea Level, 10% of the ground roll distance at 5000 ft,
and 14% of the ground roll distance at 10,000 ft for each 1% of downslope.
• Note •
The above corrections for runway slope are required to be included herein.
These corrections should be used with caution since published runway slope
data is usually the net slope from one end of the runway to the other. Many
runways will have portions of their length at greater or lesser slopes than the
published slope, lengthening (or shortening) takeoff ground roll estimated
from the table.
• If brakes are not held while applying power, distances apply from point where full
throttle and mixture setting is complete.
• For operation in outside air temperatures colder than this table provides, use
coldest data shown.
• For operation in outside air temperatures warmer than this table provides, use
extreme caution.
• Aircraft with optional Air Conditioning System; Add 300 feet to ground roll
distance and 400 feet to distance over 50' obstacle if Air Conditioner is ON
during takeoff.

5-14

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Takeoff Distance - 3050 LB
WEIGHT = 3050 LB
Speed at Liftoff = 71 KIAS
Speed over 50 Ft. Obstacle = 77 KIAS
Flaps - 50% · Takeoff Pwr · Dry Paved

PRESS
ALT
FT
SL

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

DISTANCE

Headwind: Subtract 10% for each 12
knots headwind.
Tailwind: Add 10% for each 2 knots tailwind up to 10 knots.
Runway Slope: Ref. Factors.
Dry Grass: Add 20% to Ground Roll.
Wet Grass: Add 30% to Ground Roll.
Air Conditioner: Add 300 feet to ground
roll and 400 feet to distance over 50'
obstacle if A/C is ON during takeoff.

TEMPERATURE ~ °C
0

ISA

Grnd Roll

1319

1424

1534

1648

1767

1478

50 ft

1996

2145

2300

2460

2626

2221

Grnd Roll

1448

1563

1684

1809

1940

1599

50 ft

2183

2346

2515

2691

2872

2396

Grnd Roll

1590

1717

1850

1988

2131

1730

50 ft

2389

2568

2753

2945

3144

2586

Grnd Roll

1748

1888

2034

2185

2343

1874

50 ft

2616

2812

3015

3226

3444

2792

Grnd Roll

1923

2077

2237

2404

2577

2030

50 ft

2868

3082

3305

3536

3775

3017

Grnd Roll

2117

2287

2463

2647

2837

2201

50 ft

3145

3381

3625

3879

4141

3262

Grnd Roll

2333

2519

2714

2916

3126

2388

50 ft

3452

3711

3980

4258

4546

3529

Grnd Roll

2572

2777

2992

2592

50 ft

3792

4076

4371

3820

Grnd Roll

2837

3064

3300

2815

50 ft

4167

4480

4805

4137

Grnd Roll

3132

3383

3644

3059

50 ft

4584

4928

5285

4483

Grnd Roll

3460

3737

3326

50 ft

5045

5424

4860

P/N 13999-004 Info Manual
September 2011

5-15

Section 5
Performance Data

Cirrus Design
SR20

Takeoff Distance - 2500 LB
WEIGHT = 2500 LB
Speed at Liftoff = 68 KIAS
Speed over 50 Ft Obstacle = 75 KIAS
Flaps - 50% · Takeoff Pwr · Dry Paved

PRESS
ALT
FT
SL

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

5-16

DISTANCE

TEMPERATURE ~ °C
0

ISA

Grnd Roll

787

850

915

983

1054

882

50 ft

1215

1306

1400

1497

1598

1353

Grnd Roll

864

933

1005

1079

1157

954

50 ft

1329

1428

1531

1637

1748

1459

Grnd Roll

949

1025

1104

1186

1271

1032

50 ft

1454

1563

1676

1792

1913

1574

Grnd Roll

1043

1126

1213

1304

1398

1118

50 ft

1593

1712

1835

1963

2095

1700

Grnd Roll

1147

1239

1335

1434

1537

1211

50 ft

1745

1876

2011

2151

2296

1836

Grnd Roll

1263

1364

1469

1579

1693

1313

50 ft

1914

2057

2206

2359

2518

1985

Grnd Roll

1392

1503

1619

1739

1865

1424

50 ft

2101

2258

2421

2589

2764

2147

Grnd Roll

1534

1657

1785

1546

50 ft

2307

2479

2658

2324

Grnd Roll

1692

1828

1969

1679

50 ft

2535

2725

2922

2516

Grnd Roll

1868

2018

2174

1825

50 ft

2788

2997

3213

2727

Grnd Roll

2064

2229

1984

50 ft

3068

3298

2956

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Takeoff Climb Gradient
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture ............................................................................................ Set per Placard
• Flaps .................................................................................................................50%
• Airspeed .....................................................................................Best Rate of Climb
• Note •
Climb Gradients shown are the gain in altitude for the horizontal distance
traversed expressed as Feet per Nautical Mile.
Cruise climbs or short duration climbs are permissible at best power as long
as altitudes and temperatures remain within those specified in the table.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use extreme caution.
Weight

CLIMB GRADIENT ~ Feet per Nautical Mile

Press
Alt

Climb
Speed

KIAS

-20

ISA

678

621

568

518

581

2000

587

532

481

433

504

4000

500

447

398

351

430

6000

416

365

318

274

358

8000

336

287

241

199

289

10000

259

212

957

880

808

741

826

2000

841

767

698

634

729

4000

730

659

593

531

636

6000

624

555

492

545

8000

522

456

396

459

10000

425

362

Temperature ~ °C

3050

224

2500

P/N 13999-004 Info Manual
September 2011

377

5-17

Section 5
Performance Data

Cirrus Design
SR20

Takeoff Rate of Climb
Conditions:
• Power.................................................................................................... Full Throttle
• Mixture............................................................................................ Set per Placard
• Flaps................................................................................................................. 50%
• Airspeed .................................................................................... Best Rate of Climb
• Note •
Rate-of-Climb values shown are change in altitude for unit time expended
expressed in Feet per Minute.
Cruise climbs or short duration climbs are permissible at best power as long
as altitudes and temperatures remain within those specified in the table.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use extreme caution.
Aircraft with optional Air Conditioning System; Maximum rate of climb
performance is reduced by approximately 75 feet per minute if system is ON.
For maximum climb performance the air-conditioner should be off.
Weight

3050

2500

5-18

Press
Alt

Climb
Speed

KIAS

RATE OF CLIMB ~ Feet per Minute
Temperature ~ °C
-20

ISA

905

862

817

771

828

2000

807

761

712

663

734

4000

707

657

606

554

639

6000

607

553

499

444

545

8000

504

447

390

333

450

10000

401

341

356

1256

1201

1144

1086

1158

2000

1136

1077

1017

955

1044

824

929

4000

1014

952

888

6000

892

825

758

815

8000

768

698

627

701

10000

643

569

587

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Enroute Climb Gradient
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture .......................................................................................................Full Rich
• Flaps .......................................................................................................... 0% (UP)
• Airspeed .....................................................................................Best Rate of Climb
• Note •
Climb Gradients shown are the gain in altitude for the horizontal distance
traversed expressed as Feet per Nautical Mile.
Cruise climbs or short duration climbs are permissible at best power as long
as altitudes and temperatures remain within those specified in the table.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use extreme caution.
Weight

3050

2500

Press
Alt

Climb
Speed

KIAS

CLIMB GRADIENT - Feet per Nautical Mile
Temperature ~ °C
-20

ISA

650

589

533

481

549

2000

560

502

448

398

474

4000

474

418

367

319

402

6000

392

338

289

244

332

214

171

265

8000

313

216

10000

237

188

200

12000

164

118

139

14000

846

777

712

652

728

2000

741

674

612

554

640

4000

640

576

516

461

555

6000

543

482

425

473

337

395

8000

451

392

10000

363

306

320

12000

279

224

248

14000

198

147

180

P/N 13999-004 Info Manual
September 2011

5-19

Section 5
Performance Data

Cirrus Design
SR20

Enroute Rate of Climb
Conditions:
• Power.................................................................................................... Full Throttle
• Mixture................................................................................................. As Required
• Flaps...........................................................................................................0% (UP)
• Airspeed .................................................................................... Best Rate of Climb
• Note •
Rate-of-Climb values shown are change in altitude in feet per unit time
expressed in Feet per Minute.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use extreme caution.
Cruise climbs or short duration climbs are permissible at best power as long
as altitudes and temperatures remain within those specified in the table.
Aircraft with optional Air Conditioning System; Maximum rate of climb
performance is reduced by approximately 75 feet per minute if system is ON.
For maximum climb performance the air-conditioner should be off.
Weight

3050

2500

5-20

Press
Alt

Climb
Speed

RATE OF CLIMB ~ Feet per Minute

KIAS

-20

Temperature ~ °C
0

ISA

1007

949

890

830

905

2000

868

808

748

688

775

4000

756

693

630

567

671

6000

642

576

510

445

566

389

321

462

8000

527

458

10000

411

339

357

12000

294

218

252

14000

175

148

1231

1175

1117

1058

1132

2000

1109

1050

988

926

1016

793

900

4000

987

923

858

6000

863

796

727

785

595

670

8000

738

667

10000

612

537

555

12000

484

405

440

14000

355

273

325

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Enroute Rate of Climb Vs Density Altitude
Conditions:
•
•
•
•

Power .................................................................................................... Full Throttle
Mixture ....................................................................................................... Full Rich
Flaps ...........................................................................................................0% (UP)
Airspeed ..................................................................................... Best Rate of Climb

15,000
14,000
25

00
30

LB
00

13,000
12,000
11,000
10,000
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000

00
12

00
11

00
10

0
90

0
80

0
70

0
60

0
50

0
40

0
30

0
20

0
10

Rate of Climb ~ Feet Per Minute
P/N 13999-004 Info Manual
September 2011

5-21

Section 5
Performance Data

Cirrus Design
SR20

Time, Fuel and Distance to Climb
Conditions:
• Power.................................................................................................... Full Throttle
• Mixture....................................................................................................... Full Rich
• Fuel Density...........................................................................................6.0 LB/GAL
• Weight ........................................................................................................ 3050 LB
• Winds................................................................................................................ Zero
• Climb Airspeed ...............................................................................................Noted
• Note •
Taxi Fuel - Add 1.5 gallon for start, taxi, and takeoff.
Temperature - Add 10% to computed values for each 10º C above standard.
Fuel flow must be set to the placarded limit for all takeoffs and climbs.
Cruise climbs or short duration climbs are permissible at best power as long
as altitudes and temperatures remain within those specified in the table.
Press
Alt

OAT
(ISA)

Climb
Speed

Rate Of
Climb

°C

KIAS

FPM

Time
Minutes

Fuel
U.S. Gal

Distance
NM

880

0.0

1000

828

1.3

0.3

2000

775

2.4

0.6

3000

723

3.8

1.0

4000

671

5.2

1.3

5000

618

6.7

1.7

6000

566

8.4

2.0

7000

514

10.3

2.4

8000

-1

462

12.3

2.9

9000

-3

409

14.6

3.3

10000

-5

357

17.2

3.8

11000

-7

305

20.3

4.4

12000

-9

252

23.8

5.0

13000

-11

200

28.3

5.8

14000

-13

148

34.0

6.8

5-22

TIME, FUEL, DISTANCE ~ From Sea Level

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Cruise Performance
Conditions:
• Mixture ...................................................................................................Best Power
• Weight ........................................................................................................ 2600 LB
• Winds ............................................................................................................... Zero
• Shaded Cells: Cruise Pwr above 85% not recommended.
• Note •
Subtract 10 KTAS if nose wheel pant and fairing removed. Lower KTAS by
10% if nose and main wheel pants & fairings are removed.
Aircraft with optional Air Conditioning System; Cruise performance is reduced
by 2 knots. For maximum performance, turn air-conditioner off.

ISA - 30°C
ISA
ISA + 30°C
Press
Alt
RPM MAP PWR KTAS GPH PWR KTAS GPH PWR KTAS GPH
2000

4000

6000

2700 27.8

101%

160

16.0

95%

160

15.0

91%

157

14.2

2500 27.8

90%

154

14.1

85%

154

13.4

81%

151

12.9

2500 26.6

85%

151

13.4

80%

151

12.8

76%

148

11.7

2500 25.4

80%

147

12.7

75%

147

11.6

72%

144

11.3

2500 24.1

74%

143

11.5

70%

143

11.1

67%

140

10.7

2500 22.9

69%

139

11.0

65%

139

10.6

62%

136

10.2

2500 22.0

65%

136

10.5

62%

136

10.2

59%

133

9.9

2500 19.7

55%

127

9.5

52%

127

9.20

50%

124

8.9

2700 25.8

94%

159

14.8

89%

159

14.4

84%

157

13.4

2500 25.8

84%

153

13.3

79%

153

12.7

75%

150

11.7

2500 24.8

80%

150

12.7

75%

150

11.6

72%

147

11.2

2500 23.6

75%

146

11.5

70%

146

11.1

67%

143

10.8

2500 22.3

69%

141

10.9

65%

141

10.5

62%

138

10.2

2500 21.0

63%

136

10.3

60%

136

10.0

57%

133

9.7

2500 19.8

58%

131

9.8

55%

131

9.4

52%

129

9.2

2700 24.0

88%

159

13.8

83%

159

13.1

79%

156

12.6

2500 24.0

79%

152

12.0

74%

152

11.5

71%

149

11.1

2500 23.0

74%

148

11.5

70%

148

11.1

67%

145

10.7

2500 21.8

69%

144

11.0

65%

144

10.6

62%

141

10.2

2500 20.8

65%

140

10.4

61%

140

10.0

58%

137

9.7

2500 19.4

59%

134

9.8

55%

134

9.5

53%

131

9.2

P/N 13999-004 Info Manual
September 2011

5-23

Section 5
Performance Data

Cirrus Design
SR20

ISA - 30°C
ISA
ISA + 30°C
Press
Alt
RPM MAP PWR KTAS GPH PWR KTAS GPH PWR KTAS GPH
8000

2700 22.2

82%

157

12.9

77%

157

11.6

73%

154

11.4

2500 22.2

73%

150

11.4

69%

150

11.0

65%

147

10.6

2500 21.2

69%

146

10.9

65%

146

10.5

62%

143

10.2

2500 20.1

64%

142

10.4

60%

142

10.0

57%

139

9.7

2500 18.9

59%

136

9.8

55%

136

9.5

52%

134

9.2

2500 17.7

53%

131

9.2

50%

131

8.9

48%

128

8.7

10000 2700 20.6

76%

155

11.7

72%

155

11.2

68%

152

10.9

2500 20.6

68%

148

10.8

64%

148

10.5

61%

145

10.1

2500 19.6

64%

144

10.4

60%

144

10.0

57%

141

9.7

2500 18.5

59%

139

9.8

55%

139

9.5

53%

136

9.2

2500 17.3

54%

134

9.3

50%

134

9.0

48%

131

8.7

12000 2700 19.0

70%

153

11.1

66%

153

10.7

63%

150

10.3

2500 19.0

63%

146

10.3

59%

146

9.9

56%

143

9.6

2500 18.0

59%

141

9.8

55%

141

9.5

52%

138

9.2

2500 16.8

53%

136

9.2

50%

136

8.9

47%

133

8.6

14000 2700 17.6

66%

151

10.5

62%

151

10.2

58%

148

9.8

2500 17.6

59%

144

9.8

55%

144

9.5

52%

141

9.2

2500 16.5

54%

142

9.3

50%

142

9.0

48%

139

8.7

5-24

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Range / Endurance Profile
Conditions:
• Weight ........................................................................................................ 3000 LB
• Temperature ....................................................................................... Standard Day
• Winds ............................................................................................................... Zero
• Mixture ................................................................................................... See Tables
• Total Fuel.................................................................................................56 Gallons
• Note •
Fuel Remaining For Cruise accounts for 10.1 gallons for 45 minutes IFR
reserve fuel at 75% power and fuel burn for descent.
Range and endurance shown includes descent to final destination at 160
KIAS and 500 fpm.
Range is decreased by 5% if nose wheel pant and fairings removed.
For aircraft with optional Air Conditioning System; range is decreased by 1% if
system in operation.
Range is decreased by 15% if nose and main wheel pants and fairings
removed.

75% POWER
Press Climb
Alt
Fuel
FT

Gal

Mixture = Best Power
Fuel
Remaining
For Cruise
Gal

Airspeed

Fuel
Flow

Endurance

Range

Specific
Range

KTAS

GPH

Hours

Nm/Gal

0.0

46.3

143

11.6

4.0

576

12.3

2000

0.6

45.7

147

11.6

4.0

594

12.6

4000

1.3

45.0

150

11.6

4.0

606

12.7

6000

2.0

44.3

152

11.6

4.0

617

12.7

8000

2.9

43.4

155

11.6

4.0

627

12.8

10000

3.8

42.5

12000

5.0

41.3

14000

6.8

39.5

P/N 13999-004 Info Manual
September 2011

5-25

Section 5
Performance Data

Cirrus Design
SR20

Range / Endurance Profile (Continued)
65% POWER
Press Climb
Alt
Fuel

Mixture = Best Power

Gal

Fuel
Remaining
For Cruise
Gal

Airspeed

Fuel
Flow

Endurance

KTAS

GPH

Hours

0.0

46.3

137

10.5

4.4

608

13.0

2000

0.6

45.7

139

10.5

4.4

620

13.1

4000

1.3

45.0

141

10.5

4.4

628

13.2

6000

2.0

44.3

143

10.5

4.4

635

13.2

8000

2.9

43.4

145

10.5

4.4

645

13.3

10000

3.8

42.5

147

10.5

4.4

654

13.3

12000

5.0

41.3

150

10.5

4.4

666

13.4

14000

6.8

39.5

55% POWER
Press Climb
Alt
Fuel
FT

Gal

Range

Specific
Range
Nm/Gal

Mixture = Best Economy
Fuel
Remaining
For Cruise
Gal

Airspeed

Fuel
Flow

Endurance

Range

Specific
Range

KTAS

GPH

Hours

Nm/Gal

0.0

46.3

127

8.4

5.5

708

15.2

2000

0.6

45.7

130

8.4

5.5

726

15.5

4000

1.3

45.0

131

8.4

5.5

731

15.4

6000

2.0

44.3

134

8.4

5.5

745

15.6

8000

2.9

43.4

136

8.4

5.5

755

15.7

10000

3.8

42.5

139

8.4

5.4

768

15.9

12000

5.0

41.3

141

8.4

5.4

776

15.9

14000

6.8

39.5

144

8.4

5.4

785

16.0

5-26

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Balked Landing Climb Gradient
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture .......................................................................................................Full Rich
• Flaps ...................................................................................................... 100% (DN)
• Airspeed .....................................................................................Best Rate of Climb
• Note •
Balked Landing Climb Gradients shown are the gain in altitude for the
horizontal distance traversed expressed as Feet per Nautical Mile.
Dashed cells in the table represent performance below the minimum balked
landing climb requirements.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use extreme caution.
This chart is required data for certification. However, significantly better
performance can be achieved by climbing at Best Rate of Climb speeds
shown with flaps down or following the Go-Around / Balked Landing
procedure in Section 4.
CLIMB GRADIENT ~ Feet/Nautical Mile
Weight

Press
Alt

Climb
Speed

KIAS

-20

ISA

654

588

527

470

542

2000

569

504

444

388

470

4000

484

420

361

306

399

6000

399

335

277

326

8000

313

250

193

253

10000

225

164

878

796

720

650

739

2000

779

698

624

556

657

4000

680

601

528

461

575

6000

582

504

433

493

8000

485

408

338

412

10000

387

311

Temperature ~°C

3050

179

2500

P/N 13999-004 Info Manual
September 2011

329

5-27

Section 5
Performance Data

Cirrus Design
SR20

Balked Landing Rate of Climb
Conditions:
• Power.................................................................................................... Full Throttle
• Mixture....................................................................................................... Full Rich
• Flaps...................................................................................................... 100% (DN)
• Climb Airspeed ...............................................................................................Noted
• Note •
Balked Landing Rate of Climb values shown are the full flaps change in
altitude for unit time expended expressed in Feet per Minute.
Dashed cells in the table represent performance below the minimum balked
landing climb requirements.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use extreme caution.
This chart is required data for certification. However, significantly better
performance can be achieved by climbing at Best Rate of Climb speeds
shown with flaps down or following the Go-Around / Balked Landing
procedure in Section 4.
RATE OF CLIMB - Feet per Minute
Weight

Press
Alt

Climb
Speed

KIAS

-20

ISA

854

798

741

684

756

2000

744

685

625

565

652

4000

633

571

508

446

549

6000

521

455

390

445

8000

407

339

271

342

10000

293

221

1140

1076

1010

944

1027

2000

1014

946

877

808

908

4000

886

815

743

671

790

6000

759

683

608

672

8000

630

552

474

556

10000

502

420

Temperature ~°C

3050

239

2500

5-28

440

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 5
Performance Data

Landing Distance
Conditions:
• Winds ............................................................................................................... Zero
• Runway ........................................................................................ Dry, Level, Paved
• Flaps. ..............................................................................................................100%
• Power ........................................................................................ 3° Power Approach
to 50 FT obstacle, then reduce power passing the estimated 50 foot point and
smoothly continue power reduction to reach idle just prior to touchdown.
• Note •
The following factors are to be applied to the computed landing distance for
the noted condition:
• Headwind - Subtract 10% from table distances for each 13 knots headwind
• Tailwind - Add 10% to table distances for each 2 knots tailwind up to 10 knots.
• Grass Runway, Dry - Add 20% to ground roll distance.
• Grass Runway, Wet - Add 60% to ground roll distance.
• Sloped Runway - Increase table distances by 27% of the ground roll distance for
each 1% of downslope. Decrease table distances by 9% of the ground roll
distance for each 1% of upslope.
• Note •
The above corrections for runway slope are required to be included herein.
These corrections should be used with caution since published runway slope
data is usually the net slope from one end of the runway to the other. Many
runways will have portions of their length at greater or lesser slopes than the
published slope, lengthening (or shortening) landing ground roll estimated
from the table.
• For operation in outside air temperatures colder than this table provides, use
coldest data shown.
• For operation in outside air temperatures warmer than this table provides, use
extreme caution.

P/N 13999-004 Info Manual
September 2011

5-29

Section 5
Performance Data

Cirrus Design
SR20

Landing Distance
WEIGHT = 3050 LB
Headwind: Subtract 10% per each
Speed over 50 Ft Obstacle = 78 KIAS
13 knots headwind.
Flaps - 100% · Idle · Dry, Level Paved Surface Tailwind: Add 10% for each 2 knots
tailwind up to 10 knots.
Runway Slope: Ref. Factors.
Dry Grass: Add 20% to Ground Roll
Wet Grass: Add 60% to Ground Roll
PRESS
ALT
FT
SL

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

5-30

DISTANCE

TEMPERATURE ~ °C
0

ISA

Grnd Roll

809

838

868

897

927

853

Total

2557

2609

2663

2717

2773

2636

Grnd Roll

838

869

900

931

961

878

Total

2610

2665

2722

2779

2838

2682

Grnd Roll

870

901

933

965

997

905

Total

2666

2725

2785

2846

2907

2731

Grnd Roll

902

935

968

1001

1034

932

Total

2726

2788

2852

2916

2981

2782

Grnd Roll

936

971

1005

1039

1073

960

Total

2790

2856

2923

2991

3060

2837

Grnd Roll

972

1007

1043

1079

1114

990

Total

2858

2928

2999

3070

3143

2894

Grnd Roll

1009

1046

1083

1120

1157

1021

Total

2931

3004

3079

3155

3232

2954

Grnd Roll

1048

1086

1125

1163

1201

1052

Total

3008

3086

3165

3245

3326

3017

Grnd Roll

1089

1128

1168

1208

1248

1085

Total

3091

3173

3256

3341

3427

3084

Grnd Roll

1131

1173

1214

1255

1297

1119

Total

3179

3265

3353

3443

3533

3154

Grnd Roll

1176

1219

1262

1305

1348

1155

Total

3272

3364

3457

3551

3646

3228

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 6
Weight and Balance Data

Section 6
Weight and Balance Data
Table of Contents
Introduction ........................................................................................ 3
Airplane Weighing Form .................................................................... 4
Airplane Weighing Procedures .......................................................... 5
Loading Instructions ........................................................................... 8
Weight and Balance Loading Form.................................................... 9
Loading Data.................................................................................... 10
Moment Limits.................................................................................. 11
Weight & Balance Record ................................................................ 12
Equipment List ................................................................................. 13

P/N 13999-004 Info Manual
September 2011

6-1

Section 6
Weight and Balance Data

Cirrus Design
SR20

Intentionally Left Blank

6-2

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 6
Weight and Balance Data

Introduction
This section describes the procedure for establishing the basic empty
weight and moment of the airplane. Sample forms are provided for
reference. Procedures for calculating the weight and moment for
various operations are also provided. A comprehensive list of all
equipment available for this airplane is included at the back of this
section.
It should be noted that specific information regarding the weight, arm,
moment, and installed equipment for this airplane as delivered from
the factory can only be found in the plastic envelope carried in the
back of this handbook.
It is the responsibility of the pilot to ensure that the airplane is loaded
properly.

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September 2011

6-3

Section 6
Weight and Balance Data

Cirrus Design
SR20

Airplane Weighing Form
REF DATUM
FS 0.0

FS 100.0

FS 142.5

WL 100.0

A = x + 100
B=A-y
y = ____________
x = ____________

Measured
Measured

B
A

Weighing
Point

SR20_FM06_2539

Scale
Reading

- Tare

= Net Weight

X Arm

L Main

R Main

Nose

Total
As Weighed

CG=

= Moment

CG = Total Moment / Total Weight
Space below provided for additions or subtractions to as weighed condition

Empty Weight

CG=

Engine Oil (if oil drained)
15 lb at FS 78.4, moment = 1176

Unusable Fuel

15.0

Basic Empty Weight

154.9

2324

CG=

Figure 6-1
6-4

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 6
Weight and Balance Data

Airplane Weighing Procedures
A basic empty weight and center of gravity were established for this
airplane when the airplane was weighed just prior to initial delivery.
However, major modifications, loss of records, addition or relocation of
equipment, accomplishment of service bulletins, and weight gain over
time may require re-weighing to keep the basic empty weight and
center of gravity current. All changes to the basic empty weight and
center of gravity are the responsibility of the operator.
1. Preparation:
a. Inflate tires to recommended operating pressures.
b.

Service brake reservoir.

Drain fuel system.

d. Service engine oil.
e. Move crew seats to the most forward position.
f.

Raise flaps to the fully retracted position.

g. Place all control surfaces in neutral position.
h. Verify equipment installation and location against equipment
list.
2. Leveling:
a. Level longitudinally with a spirit level placed on the pilot door
sill and laterally with of a spirit level placed across the door
sills. Alternately, level airplane by sighting the forward and aft
tool holes along waterline 95.9.
b.

Place scales under each wheel (minimum scale capacity, 500
pounds nose, 1000 pounds each main).

Deflate the nose tire and/or shim underneath scales as
required to properly center the bubble in the level.

3. Weighing:
a. With the airplane level, doors closed, and brakes released,
record the weight shown on each scale. Deduct the tare, if
any, from each reading.
4. Measuring:
a. Obtain measurement ‘x’ by measuring horizontally along the
airplane center line (BL 0) from a line stretched between the
main wheel centers to a plumb bob dropped from the forward
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September 2011

6-5

Section 6
Weight and Balance Data

Cirrus Design
SR20

side of the firewall (FS 100). Add 100 to this measurement to
obtain left and right weighing point arm (dimension ‘A’).
Typically, dimension ‘A’ will be in the neighborhood of 157.5.
b.

Obtain measurement ‘y’ by measuring horizontally and
parallel to the airplane centerline (BL 0), from center of
nosewheel axle, left side, to a plumb bob dropped from the
line stretched between the main wheel centers. Repeat on
right side and average the measurements. Subtract this
measurement from dimension ‘A’ to obtain the nosewheel
weighing point arm (dimension ‘B’).

5. Determine and record the moment for each of the main and nose
gear weighing points using the following formula:
Moment = Net Weight x Arm
6. Calculate and record the as-weighed weight and moment by
totaling the appropriate columns.
7. Determine and record the as-weighed CG in inches aft of datum
using the following formula:
CG = Total Moment / Total Weight
8. Add or subtract any items not included in the as-weighed condition
to determine the empty condition. Application of the above CG
formula will determine the C.G for this condition.
9. Add the correction for engine oil (15 lb at FS 78.4), if the airplane
was weighed with oil drained. Add the correction for unusable fuel
(15.0 lb at FS 154.9) to determine the Basic Empty Weight and
Moment. Calculate and record the Basic Empty Weight C.G. by
applying the above C.G. formula.
10. Record the new weight and CG values on the Weight and Balance
Record.
The above procedure determines the airplane Basic Empty Weight,
moment, and center of gravity in inches aft of datum. CG can also be
expressed in terms of its location as a percentage of the airplane
Mean Aerodynamic Cord (MAC) using the following formula:
CG% MAC = 100 x (CG Inches – LEMAC) / MAC
Where:
LEMAC = 133.1
MAC = 47.7
6-6

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 6
Weight and Balance Data

Airplane Leveling

Spirit Level

LONGITUDINAL LEVELING

Spirit Level
Straight
Edge

Straight Edge

Spacer
Block

Straight Edge

Door Sill

LATERAL LEVELING

Spacer
Block

SR22_FM06_1440A

Figure 6-2
P/N 13999-004 Info Manual
September 2011

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Section 6
Weight and Balance Data

Cirrus Design
SR20

Loading Instructions
It is the responsibility of the pilot to ensure that the airplane is properly
loaded and operated within the prescribed weight and center of gravity
limits. The following information enables the pilot to calculate the total
weight and moment for the loading. The calculated moment is then
compared to the Moment Limits chart or table (Figure 6-5) for a
determination of proper loading.
Airplane loading determinations are calculated using the Weight &
Balance Loading Form (Figure 6-3), the Loading Data chart and table
(Figure 6-4), and the Moment Limits chart and table (Figure 6-5).
1. Basic Empty Weight – Enter the current Basic Empty Weight and
Moment from the Weight & Balance Record (Figure 6-6).
2. Front Seat Occupants – Enter the total weight and moment/1000
for the front seat occupants from the Loading Data (Figure 6-4).
3. Rear Seat Occupants – Enter the total weight and moment/1000
for the rear seat occupants from the Loading Data (Figure 6-4).
4. Baggage – Enter weight and moment for the baggage from the
Loading Data (Figure 6-4).
• If desired, subtotal the weights and moment/1000 from steps 1
through 4. This is the Zero Fuel Condition. It includes all useful
load items excluding fuel.
5. Fuel Loading – Enter the weight and moment of usable fuel
loaded on the airplane from the Loading Data (Figure 6-4).
• Subtotal the weight and moment/1000. This is the Ramp
Condition or the weight and moment of the aircraft before taxi.
6. Fuel for start, taxi, and run-up – This value is pre-entered on the
form. Normally, fuel used for start, taxi, and run-up is
approximately 9 pounds at an average moment/1000 of 1.394.
7. Takeoff Condition – Subtract the weight and moment/1000 for
step 8 (start, taxi, and run-up) from the Ramp Condition values
(step 7) to determine the Takeoff Condition weight and moment/
1000.
• The total weight at takeoff must not exceed the maximum weight
limit of 3050 pounds. The total moment/1000 must not be above
the maximum or below the minimum moment/1000 for the
Takeoff Condition Weight as determined from the Moment Limits
chart or table (Figure 6-5).
6-8

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September 2011

Cirrus Design
SR20

Section 6
Weight and Balance Data

Weight and Balance Loading Form
• Note •
For Center of Gravity Envelope, refer to Section 2, Limitations.
The Takeoff Condition Weight must not exceed 3050 lb.
The Takeoff Condition Moment must be within the Minimum
Moment to Maximum Moment range at the Takeoff Condition
Weight. (Refer to Moment Limits).
Serial Num: __________________________ Date: ______________
Reg. Num: ___________________________ Initials:_____________

Item

Description

Basic Empty Weight
Includes unusable fuel & full oil

Front Seat Occupants
Pilot & Passenger (total)

Rear Seat Occupants

Baggage Area
130 lb maximum

Zero Fuel Condition Weight
Sub total item 1 thru 4

Fuel Loading
56 Gallon @ 6.0 lb/gal. Maximum

Ramp Condition Weight
Sub total item 5 and 6

Fuel for start, taxi, and run-up
Normally 9 lb at average moment of 922.8.

Takeoff Condition Weight
Subtract item 8 from item 7

Weight
LB

Moment/
1000

–

Figure 6-3
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September 2011

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Section 6
Weight and Balance Data

Cirrus Design
SR20

Loading Data
Use the following chart or table to determine the moment/1000 for fuel
and payload items to complete the Loading Form.
600
Fuel
500
Fwd Pass

Weight - Pounds

Loading Chart

Aft Pass

400

300

200
Baggage
100

0
0.0

20.0

40.0

60.0

80.0

Moment/1000

Weight
LB

Fwd
Aft
Pass
Pass
FS 143.5 FS 180.0

Baggage

Fuel

Weight

FS 208.0

FS 153.8

SR20_FM06_3029

Fwd
Aft
Fuel
Pass
Pass
FS 143.5 FS 180.0 FS 153.8

2.87

3.60

4.16

3.10

220

31.57

39.60

34.08

5.74

7.20

8.32

6.20

240

34.44

43.20

37.18

8.61

10.80

12.48

9.29

260

37.31

46.80

40.27

11.48

14.40

16.64

12.39

280

40.18

50.40

43.37

100

14.35

18.00

20.80

15.49

300

43.05

54.00

46.47

120

17.22

21.60

24.96

18.59

320

45.92

57.60

49.57

140

20.09

25.20

(27.04)*

21.69

336**

48.79

61.20

52.05

160

22.96

28.80

24.78

360

51.66

64.80

180

25.83

32.40

27.88

380

54.53

68.40

200

28.70

36.00

30.98

400

57.40

72.00

Figure 6-4
6-10

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 6
Weight and Balance Data

Moment Limits
Use the following chart or table to determine if the weight and moment
from the completed Weight and Balance Loading Form (Figure 6-3)
are within limits.
3200

Weight - Pounds

3000
2800
2600
2400
2200
2000
300

320

340

360

380

400

420

Moment/1000

Weight

Moment/1000

Weight

440

460

SR20_FM06_3030

Moment/1000

Minimum

Maximum

Minimum

Maximum

2200

304

326

2700

375

398

2250

311

333

2750

383

406

2300

318

341

2800

390

414

2350

326

348

2850

398

421

2400

333

354

2900

406

429

2450

340

362

2950

414

437

2500

347

369

3000

421

444

2550

354

375

3050

429

452

2600

362

383

2700

375

398

2650

369

390

Figure 6-5
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September 2011

6-11

Section 6
Weight and Balance Data

Cirrus Design
SR20

Weight & Balance Record
Use this form to maintain a continuous history of changes and
modifications to airplane structure or equipment affecting weight and
balance:
Serial Num:

Reg. Num:

In Out

Weight Change
Running Basic
Added (+) or Removed (-) Empty Weight

Item No.

Date

Page

Description of Article
or Modification

WT
LB

ARM
IN.

MOM/
1000

WT
LB

MOM/
1000

As Delivered

Figure 6-6
6-12

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September 2011

Cirrus Design
SR20

Section 6
Weight and Balance Data

Equipment List
This list will be determined after the final equipment has been installed
in the aircraft.

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September 2011

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Section 6
Weight and Balance Data

Cirrus Design
SR20

Intentionally Left Blank

6-14

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Cirrus Design
SR20

Section 7
Airplane and Systems Description

Section 7
Airplane and Systems Description
Table of Contents
Introduction ........................................................................................ 5
Airframe ............................................................................................. 6
Fuselage ......................................................................................... 6
Wings.............................................................................................. 6
Empennage .................................................................................... 7
Flight Controls .................................................................................... 8
Elevator System.............................................................................. 8
Aileron System.............................................................................. 10
Rudder System ............................................................................. 12
Control Locks................................................................................ 12
Instrument Panel .............................................................................. 14
Pilot Panel Arrangement............................................................... 14
Center Console Arrangement ....................................................... 14
Bolster Panel Arrangement........................................................... 14
Flight Instruments ............................................................................ 16
Attitude Indicator........................................................................... 18
Airspeed Indicator......................................................................... 19
Altimeter........................................................................................ 20
Horizontal Situation Indicator........................................................ 21
Vertical Speed Indicator................................................................ 21
Magnetic Compass ....................................................................... 22
Wing Flaps ....................................................................................... 22
Flap Control Switch....................................................................... 22
Landing Gear ................................................................................... 24
Main Gear ..................................................................................... 24
Nose Gear .................................................................................... 24
Brake System ............................................................................... 24
Baggage Compartment .................................................................... 26
Seats ................................................................................................ 27
Seat Belt and Shoulder Harness .................................................. 28
Cabin Doors ..................................................................................... 29
Windshield and Windows.............................................................. 29
Engine .............................................................................................. 30
Engine Controls ............................................................................ 30
Engine Indicating .......................................................................... 32
Engine Lubrication System ........................................................... 36
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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Ignition and Starter System........................................................... 36
Air Induction System ..................................................................... 36
Engine Exhaust............................................................................. 37
Engine Fuel Injection .................................................................... 37
Engine Cooling.............................................................................. 37
Propeller ........................................................................................... 38
Fuel System ..................................................................................... 39
Fuel Selector Valve....................................................................... 40
Fuel Pump Operation.................................................................... 40
Fuel Indicating............................................................................... 42
Electrical System.............................................................................. 46
Power Generation ......................................................................... 46
Power Distribution......................................................................... 48
Electrical System Protection ......................................................... 49
Electrical System Control.............................................................. 51
Ground Service Receptacle .......................................................... 52
Electrical Indicating ....................................................................... 53
Lighting Systems .............................................................................. 55
Exterior Lighting ............................................................................ 55
Interior Lighting ............................................................................. 56
Environmental System ..................................................................... 58
Distribution .................................................................................... 61
Heating.......................................................................................... 61
Cooling.......................................................................................... 62
Airflow Selection ........................................................................... 62
Vent Selection............................................................................... 63
Temperature Selection.................................................................. 63
Stall Warning System ....................................................................... 65
Preflight Check.............................................................................. 65
Pitot-Static System ........................................................................... 66
Pitot Heat Switch........................................................................... 66
Pitot Heat Annunciation ................................................................ 66
Alternate Static Source ................................................................. 66
Avionics ............................................................................................ 68
Perspective Integrated Avionics System....................................... 68
Optional Avionics .......................................................................... 76
Avionics Support Equipment......................................................... 81
Cabin Features................................................................................. 83
Emergency Locator Transmitter.................................................... 83
Fire Extinguisher ........................................................................... 84
Hour Meters .................................................................................. 85
Emergency Egress Hammer......................................................... 85
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Cirrus Design
SR20

Section 7
Airplane and Systems Description

Convenience Outlet ...................................................................... 85
Cirrus Airplane Parachute System ................................................... 86
System Description ....................................................................... 86
Activation Handle .......................................................................... 87
Deployment Characteristics .......................................................... 89

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Airplane and Systems Description

Cirrus Design
SR20

Intentionally Left Blank

7-4

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Cirrus Design
SR20

Section 7
Airplane and Systems Description

Introduction
This section provides a basic description and operation of the
standard airplane and its systems. Optional equipment described
within this section is identified as optional.
• Note •
Some optional equipment may not be described in this
section. For description and operation of optional equipment
not described in this section, refer to Section 9, Supplements.

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September 2011

7-5

Section 7
Airplane and Systems Description

Cirrus Design
SR20

Airframe
Fuselage
The airplane’s monocoque fuselage is constructed primarily of
composite materials and is designed to be aerodynamically efficient.
The cabin area is bounded on the forward side by the firewall at
fuselage station 100, and on the rear by the aft baggage compartment
bulkhead at fuselage station 222. Comfortable seating is provided for
four adults. A composite roll cage within the fuselage structure
provides roll protection for the cabin occupants. The cabin and
baggage compartment floors are constructed of a foam core
composite with access to under-floor components.
All flight and static loads are transferred to the fuselage structure from
the wings and control surfaces through four wing attach points in two
locations under the front seats and two locations on the sidewall just
aft of the rear seats.
The lower firewall employes a 20° bevel to improve crashworthiness.
In addition, an avionics bay is located aft of bulkhead 222 and
accessible through an access panel installed on the RH side of the aft
fuselage.

Wings
The wing structure is constructed of composite materials producing
wing surfaces that are smooth and seamless. The wing cross section
is a blend of several high performance airfoils. A high aspect ratio
results in low drag. Each wing provides attach structure for the main
landing gear and contains a 29.3-gallon fuel tank.
The wing is constructed in a conventional spar, rib, and shear section
arrangement. The upper and lower skins are bonded to the spar, ribs,
and aft shear web forming a torsion box that carries all of the wing
bending and torsion loads. The rear shear webs are similar in
construction but do not carry through the fuselage. The main spar is
laminated epoxy/carbon fiber in a C-section, and is continuous from
wing tip to wing tip. The wing spar passes under the fuselage below
the two front seats and is attached to the fuselage in two locations. Lift
and landing loads are carried by the single carry-through spar, plus a
pair of rear shear webs (one on each wing) attached to the fuselage.

7-6

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September 2011

Cirrus Design
SR20

Section 7
Airplane and Systems Description

Empennage
The empennage consists of a horizontal stabilizer, a two-piece
elevator, a vertical fin and a rudder. All of the empennage components
are conventional spar (shear web), rib, and skin construction.
The horizontal stabilizer is a single composite structure from tip to tip.
The two-piece elevator, attached to the horizontal stabilizer, is
aluminum.
The vertical stabilizer is composite structure integral to the main
fuselage shell for smooth transfer of flight loads. The rudder is
aluminum and is attached to the vertical stabilizer rear shear web at
three hinge points.

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September 2011

7-7

Section 7
Airplane and Systems Description

Cirrus Design
SR20

Flight Controls
The airplane uses conventional flight controls for ailerons, elevator and
rudder. The control surfaces are pilot controlled through either of two
single-handed side control yokes mounted beneath the instrument
panel. The location and design of the control yokes allow easy, natural
use by the pilot. The control system uses a combination of push rods,
cables and bell cranks for control of the surfaces.

Elevator System
The two-piece elevator provides airplane pitch control. The elevator is
of conventional design with skin, spar and ribs manufactured of
aluminum. Each elevator half is attached to the horizontal stabilizer at
two hinge points and to the fuselage tailcone at the elevator control
sector. Elevator motion is generated through the pilot's control yokes
by sliding the yoke tubes forward or aft in a bearing carriage. A pushpull linkage is connected to a cable sector mounted on a torque tube.
A single cable system runs from the forward elevator sector under the
cabin floor to the aft elevator sector pulley. A push-pull tube connected
to the aft elevator sector pulley transmits motion to the elevator
bellcrank attached to the elevators.
Pitch Trim System
Pitch trim is provided by adjusting the neutral position of the
compression spring cartridge in the elevator control system by means
of an electric motor. It is possible to easily override full trim or autopilot
inputs by using normal control inputs. A ground adjustable trim tab is
installed on the elevator to provide small adjustments in neutral trim.
This tab is factory set and does not normally require adjustment. An
electric motor changes the neutral position of the spring cartridge
attached to the elevator control horn. A conical trim button located on
top of each control yoke controls the motor. Moving the switch forward
will initiate nose-down trim and moving the switch aft will initiate noseup trim. Neutral (takeoff) trim is indicated by the alignment of a
reference mark on the yoke tube with a tab attached to the instrument
panel bolster. The elevator trim also provides a secondary means of
airplane pitch control in the event of a failure in the primary pitch
control system not involving a jammed elevator.
Elevator (pitch) trim operates on 28 VDC supplied through the 2-amp
PITCH TRIM circuit breaker on ESS BUS 2.

7-8

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September 2011

Cirrus Design
SR20

Section 7
Airplane and Systems Description

SR20_FM07_1461

Figure 7-1
Elevator System
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September 2011

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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Aileron System
The ailerons provide airplane roll control. The ailerons are of
conventional design with skin, spar and ribs manufactured of
aluminum. Each aileron is attached to the wing shear web at two hinge
points.
Aileron control motion is generated through the pilot's control yokes by
rotating the yokes in pivoting bearing carriages. Push rods link the
pivoting carriages to a centrally located pulley sector. A single cable
system runs from the sector to beneath the cabin floor and aft of the
rear spar. From there, the cables are routed in each wing to a vertical
sector/crank arm that rotates the aileron through a right angle conical
drive arm.
Roll Trim System
Roll trim is provided by adjusting the neutral position of a compression
spring cartridge in the aileron control system by means of an electric
motor. The electric roll trim is also used by the autopilot to position the
ailerons. It is possible to easily override full trim or autopilot inputs by
using normal control inputs.
A ground adjustable trim tab is installed on the right aileron to provide
small adjustments in neutral trim. This tab is factory set and does not
normally require adjustment.
An electric motor changes the neutral position of a spring cartridge
attached to the left actuation pulley in the wing. A conical trim button
located on top of each control yoke controls the motor. Moving the
switch left will initiate left-wing-down trim and moving the switch right
will initiate right-wing-down trim. Neutral trim is indicated by the
alignment of the line etched on the control yoke with the centering
indication marked on the instrument panel. The aileron trim also
provides a secondary means of airplane roll control in the event of a
failure in the primary roll control system not involving jammed ailerons.
Aileron trim operates on 28 VDC supplied through the 2-amp ROLL
TRIM circuit breaker on ESS BUS 2.

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September 2011

Cirrus Design
SR20

Section 7
Airplane and Systems Description

SR20_FM07_1462

Figure 7-2
Aileron System
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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Rudder System
The rudder provides airplane directional (yaw) control. The rudder is of
conventional design with skin, spar and ribs manufactured of
aluminum. The rudder is attached to the aft vertical stabilizer shear
web at three hinge points and to the fuselage tailcone at the rudder
control bell crank.
Rudder motion is transferred from the rudder pedals to the rudder by a
single cable system under the cabin floor to a sector next to the
elevator sector pulley in the aft fuselage. A push-pull tube from the
sector to the rudder bell crank translates cable motion to the rudder.
Springs and a ground adjustable spring cartridge connected to the
rudder pedal assembly tension the cables and provide centering force.
Yaw Trim System
Yaw trim is provided by spring cartridge attached to the rudder pedal
torque tube and console structure. The spring cartridge provides a
centering force regardless of the direction of rudder deflection. The
yaw trim is ground adjustable only.
A ground adjustable trim tab is installed on the rudder to provide small
adjustments in neutral trim. This tab is factory set and does not
normally require adjustment.

Control Locks
The airplane’s control system is not equipped with gust locks. The trim
spring cartridges have sufficient power to act as a gust damper without
rigidly locking the position.

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September 2011

Cirrus Design
SR20

Section 7
Airplane and Systems Description

SR20_FM07_1463

Figure 7-3
Rudder System
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September 2011

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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Instrument Panel
The instrument panel is of all metal construction and is installed in
sections so equipment can be easily removed for maintenance. The
surrounding glareshield is made of composite material and projects
over the instrument panel to reduce reflections on the windshield from
lighted equipment and to shield the panel equipment from glare.

Pilot Panel Arrangement
Two color landscape-oriented electronic flight displays are installed to
the instrument panel; the Primary Flight Display (PFD) and the
Multifunction Display (MFD). The PFD, installed directly in front of the
pilot, is a intended to be the primary display of flight parameter
information (attitude, airspeed, heading, and altitude). The MFD,
installed to the right of the PFD, provides supplemental situational and
navigation information to the pilot. The ignition switch is located on the
left side of the instrument panel. The cabin environmental control
switches are located on the right side of the instrument panel.
Instrument panel air vents are located on the outboard sections of the
panel.

Center Console Arrangement
A center console contains the Flight Management System Keyboard,
autopilot and audio controls, flap system control and indication, fuel
system indicator and controls, and the power and mixture levers.
System circuit breakers, the alternate static source valve, alternate
induction air control, and the ELT panel switch are located on the left
side of the console. A friction knob for adjusting throttle and mixture
control feel and position stability is located on the right side of the
console. The accessory outlet, map compartment, audio jacks, hour
meters, and emergency egress hammer are installed inside the
console armrest.

Bolster Panel Arrangement
A switch panel located in the “dash board” bolster below the
instrument panel contains the master, avionics power, Pitot heat, and
exterior and interior lighting switches and controls. The standby
airspeed, attitude, and altimeter instruments are located below bolster
switch panel.

7-14

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September 2011

Cirrus Design
SR20

Section 7
Airplane and Systems Description

1
20
2

3
4

17
16
15
14

4
7

Legend
1. Cirrus Airframe Parachute System
(CAPS) Activation T-Handle Cover
2. Magnetic Compass
3. Multifunction Display
4. Fresh Air “Eyeball” Outlet
5. Temperature/Ventilation Controls
6. Control Yoke
7. Air Outlet
8. Rudder Pedals
9. Flap Control & Position Indicators
10. Armrest
11. Passenger Audio Jacks
12. Engine & Fuel System Controls

13. Left Side Console
· Circuit Breaker Panel
· Alternate Engine Air
· ELT Remote Switch
· Alternate Static Source
14. Avionics Panel
15. Parking Brake
16. Flight Instrument Panel
17. Bolster Switch Panel
18. Start/Ignition Key Switch
19. Primary Flight Display
20. Overhead Light & Switch
SR20_FM07_3010

Figure 7-4
Instrument Panel and Console
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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Flight Instruments
Flight instruments and annunciations are displayed on the Primary
Flight Display (PFD) located directed in front of the pilot. The PFD
presents the primary flight instruments arranged in the conventional
basic “T” configuration. Standby instruments for airspeed, attitude and
altitude are mounted on the LH bolster panel and are on separate
power sources than the PFD.
Knobs, knob sets, and membrane-type push button switches are
located along the inboard edge of the PFD and MFD and provide
control for communication (COM), navigation (NAV), heading (HDG),
barometric pressure set (BARO), and various Flight Management
functions. For electrical requirements and additional information on
PFD and MFD integration, refer to the Perspective Integrated Avionics
System description in this section.

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Cirrus Design
SR20

125°

1.01NM

N
33

XTK

TERM

GPS

LEGEND
1. True Airspeed
2. Airspeed Indicator
3. Horizontal Situation Indicator (HSI)
4. Attitude Indicator
5. Slip/Skid Indicator
6. Vertical Deviation Indicator (VDI)
7. Selected Altitude Bug
8. Current Altitude
9. Altimeter
10. Selected Altitude
11. Vertical Speed Indicator (VSI)
12. Current Heading
13. Lubber Line
14. Selected Heading Bug
15. Flight Phase
16. Navigation Source
17. Aircraft Symbol
18. Course Deviation Scale
19. Rotating Compass Rose
20. Course Pointer

Section 7
Airplane and Systems Description

17
18

HSI DETAIL
21. To/From Indicator
22. Course Deviation Indicator
23. Current Track Indicator
24. Turn Rate/Heading Trend Vector
25. Turn Rate Indicator

SR20_FM07_3009

Figure 7-5
Flight Instruments
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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Attitude Indicator
The primary attitude indicator is show on the upper center of the PFD
and displays pitch, roll, and slip/skid information provided by the
Attitude and Heading Reference System (AHRS).
Above and below the horizon line, major pitch marks and labels are
shown for every 10°, up to 80°. Between 25° below and 45° above the
horizon line, the pitch index scale is graduated in 5° increments with
every 10° of pitch labeled. Between 20° below and 20° above the
horizon line, minor pitch marks occur every 2.5°. If pitch limits are
exceeded in either the nose-up or nose-down attitude, red warning
chevrons will appear and point the way back to level flight. The roll
index scale is graduated with major tick marks at 30° and 60° and
minor tick marks at 10°, 20°, and 45°. The roll pointer is slaved to the
airplane symbol. The slip-skid indicator is the bar beneath the roll
pointer. The indicator moves with the roll pointer and moves laterally
away from the pointer to indicate lateral acceleration. Slip/skid is
indicated by the location of the bar relative to the pointer. One bar
displacement is equal to one ball displacement on a traditional slip/
skid indicator.
Standby Attitude Indicator
The standby attitude indicator is mounted on the LH bolster panel and
provides backup indication of flight attitude. Bank attitude is indicated
by a pointer at the top of the indicator relative to the bank scale with
index marks at 10°, 20°, 30°, 60°, and 90° either side of the center
mark. A fixed miniature airplane superimposed over a movable mask
containing a white symbolic horizon bar, which divides the mask into
two sections, indicates pitch and roll attitudes. The upper “blue sky”
section and the lower “earth” sections have pitch reference lines useful
for pitch attitude control. A knob at the bottom of the instrument allows
adjustment of the miniature airplane to the horizon bar for a more
accurate flight attitude indication. A PULL TO CAGE knob on the
indicator is used for quick erection of the gyro. When the caging knob
is pulled, the pitch and roll indications will align to within 2° of their
respective fixed references.The standby attitude indicator is
electrically driven. A red GYRO flag indicates loss of electrical power.
Redundant circuits paralleled through diodes at the indicator supply
DC electrical power for gyro operation.
28 VDC for attitude gyro operation is supplied through the 5-amp
STDBY ATTD 1 circuit breaker on the ESS BUS 1 and the 5-amp
STDBY ATTD 2 circuit breaker on the MAIN BUS 1.
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SR20

Section 7
Airplane and Systems Description

Airspeed Indicator
Primary airspeed data is provided by the Air Data Computer and is
shown as a vertical tape along the upper left side of the PFD. The
airspeed scale is graduated with major tick marks at intervals of 10
knots and minor tick marks at intervals of 5 knots. Speed indication
starts at 20 knots, with 60 knots of airspeed viewable at any time. The
actual airspeed is displayed inside the black pointer. The pointer
remains black until reaching the never-exceed speed (VNE), at which
point it turns red. Color coded bars are provided to indicate flap
operating range, normal operating range, caution range, and neverexceed speed. Speeds above the never-exceed speed, appear in the
high speed warning range, represented on the airspeed tape by red/
white “barber pole” coloration. Calculated true airspeed is displayed in
window at the bottom edge of the airspeed tape. Airspeed trend is also
displayed as a bar along side of the airspeed tape.
Standby Airspeed Indicator
The standby airspeed indicator is mounted on the LH bolster panel
and displays indicated and true airspeeds on a dual-scale, internally lit
precision airspeed indicator installed in the pilot's instrument panel.
The instrument senses difference in static and Pitot pressures and
displays the result in knots on an airspeed scale. A single pointer
sweeps an indicated airspeed scale calibrated from 40 to 220 knots.
The 'zero' index is at the 12 o'clock position. A sub-scale aligns true
airspeed with the corresponding indicated airspeed when the altitude/
temperature correction is set in the correction window. A knob in the
lower left corner of the instrument is used to rotate the pressure
altitude scale in the correction window to align the current pressure
altitude with the outside air temperature.

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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Altimeter
Primary altitude data is provided by the Air Data Computer and is
shown as a vertical tape along the upper right side of the PFD. The
altimeter scale is graduated with major tick marks at intervals of 100
feet and minor tick marks at intervals of 20 feet. Six hundred (600) feet
of barometric altitude is viewable at any time.
The local barometric pressure is set using the barometric adjustment
knob on the PFD. The selectable altitude reference bug is displayed on
the altimeter tape and is set using the altitude selection knob on the
Flight Management System Keyboard. Barometric minimum descent
altitude (MDA, or Decision Height, DH), can be preset. Altimeter trend
is also displayed as a bar along side of the altimeter tape.
The PFD Altitude is corrected for static source position error (normal
static source / 0% flaps), the altitude calibration errors for the PFD are
zero with flaps up and normal source (typical cruise flight). Calibration
corrections are only necessary when flaps are extended or the
alternate static source is selected
Standby Altimeter
Airplane altitude is depicted on a conventional, three-pointer, internally
lit barometric altimeter installed on the LH bolster panel. The
instrument senses the local barometric pressure adjusted for altimeter
setting and displays the result on the instrument in feet. The altimeter
is calibrated for operation between -1000 and 20,000 feet altitude. The
scale is marked from 0 to 10 in increments of 2. The long pointer
indicates hundreds of feet and sweeps the scale every 1000 feet (each
increment equals 20 feet). The short, wide pointer indicates thousands
of feet and sweeps the scale every 10,000 feet (each increment equals
200 feet). The short narrow pointer indicates tens of thousands feet
and sweeps from 0 (zero) to 2 (20,000 feet with each increment equal
to 2000 feet). Barometric windows on the instrument's face allow
barometric calibrations in either inches of mercury (in.Hg) or millibars
(mb). The barometric altimeter settings are input through the
barometric adjustment knob at the lower left of the instrument.
The standby altimeter does not have automatic position error
corrections, calibration corrections are necessary. Because the PFD
has automatic corrections and the standby does not, differences
between the two indications are typical (difference is the greatest at
high altitudes and high airspeeds, where the position error corrections
are the highest).
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Cirrus Design
SR20

Section 7
Airplane and Systems Description

Horizontal Situation Indicator
The horizontal situation indicator is displayed along the lower center of
the PFD. Heading data is provided by the Attitude and Heading
Reference System (AHRS) and the onboard magnetometers. The HSI
displays a rotating compass card in a heading-up orientation. Letters
indicate the cardinal points and numeric labels occur every 30°. Major
tick marks are at 10° intervals and minor tick marks at 5° intervals.
Reference index marks are provided at 45° intervals around the
compass card. A circular segment scale directly above the rotating
compass card shows half and standard rates of turn based on the
length of the turn rate trend vector.
The HSI presents heading, turn rate, course deviation, bearing, and
navigation source information in a 360° compass-rose format. The HSI
contains a Course Deviation Indicator (CDI) with a course pointer
arrow, a To/From arrow, a sliding deviation bar, and scale. The course
pointer is a single line arrow (GPS, VOR1, and LOC1) or a double line
arrow (VOR2 and LOC2) which points in the direction of the set
course. The To/From arrow rotates with the course pointer and is
displayed when the active NAVAID is received.
The HSI heading reference bug is set using the heading selection
knob on the Flight Management System Keyboard. The selected
heading is displayed in a window above the upper LH 45° index mark
and will disappear approximately 3 seconds after the heading
selection knob stops turning.
The Course Deviation Indicator (CDI) navigation source shown on the
HSI is set using the CDI softkey to select GPS, NAV1, or NAV2 inputs.
The course pointer is set using the course selection knob on the Flight
Management System Keyboard. The selected course is displayed in a
window above the upper RH 45° index mark and will disappear
approximately 3 seconds after the heading selection knob stops
turning.

Vertical Speed Indicator
Vertical Speed data is provided by the Air Data Computer and is
shown as a vertical tape along the right side of the altimeter on the
PFD. The VSI scale is graduated with major tick marks at 1000 and
2000 fpm in each direction and minor tick marks at intervals of 500 feet
The vertical speed pointer moves up and down the fixed VSI scale and
shows the rate of climb or descent in digits inside the pointer. A
reference notch at the RH edge of the scale indicates 0 feet/min.
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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Vertical speed must exceed 100 feet/min before digits will appear in
the VSI pointer. If the rate of ascent/descent exceeds 2000 fpm, the
pointer appears at the corresponding edge of the tape and the rate
appears inside the pointer.

Magnetic Compass
A conventional, internally lighted, liquid filled, magnetic compass is
installed on the cabin headliner immediately above the windshield. A
compass correction card is installed with the compass.

Wing Flaps
The electrically controlled, single-slotted flaps provide low-speed lift
enhancement. Each flap is manufactured of aluminium and connected
to the wing structure at three hinge points. Rub strips are installed on
the top leading edge of each flap to prevent contact between the flap
and wing flap cove. The flaps are selectively set to three positions: 0%,
50% (16°) and 100% (32°) by operating the FLAP control switch. The
FLAP control switch positions the flaps through a motorized linear
actuator mechanically connected to both flaps by a torque tube.
Proximity switches in the actuator limit flap travel to the selected
position and provide position indication.
The wing flaps are powered by 28 VDC through the 10-amp FLAPS
circuit breaker on the NON ESS BUS.
The flaps control switch and indicator lights are powered by 28 VDC
through the KEYPADS/AP CTRL circuit breaker on MAIN BUS 1.

Flap Control Switch
An airfoil-shaped FLAPS control switch is located at the bottom of the
vertical section of the center console. The control switch is marked
and has detents at three positions: UP (0%), 50% and 100%. The
appropriate VFE speed is marked at the Flap 50% and 100% switch
positions. Setting the switch to the desired position will cause the flaps
to extend or retract to the appropriate setting. An indicator light at each
control switch position illuminates when the flaps reach the selected
position. The UP (0%) light is green and the 50% and 100% lights are
yellow.

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Cirrus Design
SR20

Section 7
Airplane and Systems Description

SR20_FM07_1460

Figure 7-6
Wing Flaps
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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Landing Gear
Main Gear
The main landing gear are bolted to composite wing structure between
the wing spar and shear web. The landing gear struts are constructed
of composite material for fatigue resistance. The composite
construction is both rugged and maintenance free. The main wheels
and wheel pants are bolted to the struts. Each main gear wheel has a
15 x 6.00 x 6 tire with inner-tube installed. Standard wheel pants are
easily removable to provide access to tires and brakes. Access plugs
in the wheel pants can be removed to allow tire inflation and pressure
checking. Each main gear wheel is equipped with an independent,
hydraulically operated single cylinder, dual piston, disc brake.

Nose Gear
Serials 2016 thru 2064:
The nose gear strut is of tubular steel construction and is attached to
the steel engine mount structure. The nose wheel is free castering and
can turn through an arc of approximately, Serials 1005 thru 1885, 216
degrees (108 degrees either side of center) or, Serials 1886 and subs,
170 degrees (85 degrees either side of center). Nose gear shock
absorption is provided by polymer shock absorbing pucks. Steering is
accomplished by differential application of individual main gear brakes.
The tube-type nosewheel tire measures 5.00 x 5.
Serials 2065 & subs:
The nose gear strut is of tubular steel construction and is attached to
the steel engine mount structure. The nose wheel is free castering and
can turn through an arc of approximately 170 degrees (85 degrees
either side of center). Nose gear shock absorption is accomplished by
an oleo strut. Steering is accomplished by differential application of
individual main gear brakes. The tube-type nosewheel tire measures
5.00 x 5.

Brake System
The main wheels have hydraulically operated, single-disc type brakes,
individually activated by floor mounted toe pedals at both pilot stations.
A parking brake mechanism holds induced hydraulic pressure on the
disc brakes for parking. The brake system consists of a master
cylinder for each rudder pedal, a hydraulic fluid reservoir, a parking
brake valve, a single disc brake assembly on each main landing gear
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Cirrus Design
SR20

Section 7
Airplane and Systems Description

wheel, temperature sensors, and associated hydraulic plumbing and
wring.
Braking pressure is initiated by depressing the top half of a rudder
pedal (toe brake). The brakes are plumbed so that depressing either
the pilot’s or copilot’s left or right toe brake will apply the respective
(left or right) main wheel brake. The reservoir is serviced with Mil-H5606 hydraulic fluid.
Brake system malfunction or impending brake failure may be indicated
by a gradual decrease in braking action after brake application, noisy
or dragging brakes, soft or spongy pedals, excessive travel, and/or
weak braking action. A temperature sensitive resistor is mounted to
each brake assembly which transmit signals via the Engine Airframe
Unit to the Engine Indicating System for brake temperature caution/
warning annunciation.
Should any of these symptoms occur, immediate maintenance is
required. If, during taxi or landing roll, braking action decreases, let up
on the toe brakes and then reapply the brakes with heavy pressure. If
the brakes are spongy or pedal travel increases, pumping the pedals
may build braking pressure.
Refer to Section 10, Safety Information, for Brake System operational
considerations.
Parking Brake
• Caution •
Do not set the PARK BRAKE in flight. If a landing is made with
the parking brake valve set, the brakes will maintain any
pressure applied after touchdown.
The main wheel brakes are set for parking by using the PARK BRAKE
handle on the right side kick plate near the pilot’s right knee. Brake
lines from the toe brakes to the main wheel brake calipers are
plumbed through a parking brake valve. For normal operation, the
handle is pushed in. With the handle pushed in, poppets in the valve
are mechanically held open allowing normal brake operation. When
the handle is pulled out, the parking brake valve holds applied brake
pressure, locking the brakes. To apply the parking brake, set the
brakes with the rudder-pedal toe brakes, and then pull the PARK
BRAKE handle aft.

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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Baggage Compartment
The baggage compartment door, located on the left side of the
fuselage aft of the wing, allows entry to the baggage compartment.
The baggage door is hinged on the forward edge and latched on the
rear edge. The door is locked from the outside with a key lock. The
baggage compartment key will also open the cabin doors.
The baggage compartment extends from behind the rear passenger
seat to the aft cabin bulkhead. The rear seats can be folded forward to
provide additional baggage area for long or bulky items.
Four baggage tie-down straps are provided to secure baggage and
other items loaded in the baggage compartment. Each strap assembly
has a hook at each end and a cam-lock buckle in the middle. The hook
ends clip over loop fittings installed in the baggage floor and in the aft
bulkhead. The tie-down straps should be stowed attached and
tightened to the fittings.
• Caution •
If not adequately restrained, baggage compartment items may
pose a projectile hazard to cabin occupants in the event of
rapid deceleration. Secure all baggage items with tie-down
straps.
To install tie-down strap:
1. Position straps over baggage. Thread straps through luggage
handles if possible.
2. Clip hook ends of straps over loop fittings.
3. Grasp the buckle and pull the loose strap end of each strap to
tighten straps over contents of baggage compartment.
To loosen tie-down straps:
1. Lift buckle release and pull on buckle to loosen strap.
2. Lift hook ends free of loop fittings.

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Cirrus Design
SR20

Section 7
Airplane and Systems Description

Seats
The seating arrangement consists of two individually adjustable seats
for the pilot and front seat passenger and two individual seats with fold
down seat backs for the rear seat passengers.The front seats are
adjustable fore and aft and the seat backs can be reclined for
passenger comfort or folded forward for rear seat access. Integral
headrests are provided. The fore and aft travel path is adjusted
through the seat position control located below the forward edge of the
seat cushion. The seat track is angled upward for forward travel so that
shorter people will be positioned slightly higher as they adjust the seat
forward. Recline position is controlled through levers located on each
side of the seat backs. Depressing the recline release control while
there is no pressure on the seat back will return the seat back to the
full up position.
• Caution •
Do not kneel or stand on the seats. The seat bottoms have an
integral aluminum honeycomb core designed to crush under
impact to absorb downward loads.
To position front seat fore and aft:
1. Lift the position control handle.
2. Slide the seat into position.
3. Release the handle and check that the seat is locked in place.
To adjust recline position:
1. Actuate and hold the seat back control lever.
2. Position the seat back to the desired angle.
3. Release the control lever.
Each rear seat consists of a fixed seat bottom, a folding seat back, and
a headrest. The seat backs can be unlatched from inside the baggage
compartment and folded forward to provide a semi-flat surface for
bulky cargo extending forward from the baggage compartment.
To fold seat back forward:
1. From the baggage access, lift the carpet panel at lower aft edge of
seat to reveal the seat back locking pins (attached to lanyards).
2. Remove the locking pins and fold seat forward.

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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Seat Belt and Shoulder Harness
Integrated seat belt and shoulder harness assemblies with inertia
reels are provided for the pilot and each passenger. The rear seat
belts are attached to fittings on the floorboard and the forward seat
belts are attached to the seat frame. The shoulder harnesses are
attached to inertia reels mounted in the seat back for the front seats
and on the baggage compartment rear bulkhead for the rear seats.
Each harness is attached to the seat belt. The buckle half of each
assembly is on the left-hand side and the link half is on the right-hand
side. The inertia reels allow complete freedom of movement of the
occupant’s upper torso. In the event of a sudden deceleration, the
reels lock automatically to protect the occupants. It is recommended
that the seat belts be stowed in the latched position when not in use.
An inflatable shoulder harness is integral to each crew seat harness.
The electronic module assembly, mounted below the cabin floor,
contains a crash sensor, battery, and related circuitry to monitor the
deceleration rate of the airplane. In the event of a crash, the sensor
evaluates the crash pulse and sends a signal to an inflator assembly
mounted to the aft seat frame. This signal releases the gas in the
inflator and rapidly inflates the airbag within the shoulder harness
cover, After airbag deployment, the airbag deflates to enable the pilot/
co-pilot to egress the airplane without obstruction.
The crash sensor’s predetermined deployment threshold does not
allow inadvertent deployment during normal operations, such as hard
landings, strikes on the seat, or random vibration.
• Caution •
No slack may exist between the occupant’s shoulder and
restraint harness shoulder strap.
Stow the seat belts in the latched position when not in use.
To use the restraints:
1. Slip arms behind the harness so that the harness extends over
shoulders.
2. Hold the buckle and firmly insert the link.
3. Grasp the seat belt tabs outboard of the link and buckle and pull to
tighten. Buckle should be centered over hips for maximum comfort
and safety.

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Cirrus Design
SR20

Section 7
Airplane and Systems Description

4. Restraint harnesses should fit snug against the shoulder with the
lap buckle centered and tightened around the hips.
To release the restraints:
1. Grasp the top of the buckle opposite the link and pull outward. The
link will slip free of buckle.
2. Slip arms from behind the harness.

Cabin Doors
Two large forward hinged doors allow crew and passengers to enter
and exit the cabin. The door handles engage latching pins in the door
frame receptacles at the upper aft and lower aft door perimeter. Gas
charged struts provide assistance in opening the doors and hold the
doors open against gusts. Front seat armrests are integrated with the
doors. A key lock in each door provides security. The cabin door keys
also fit the baggage compartment door lock. Separate keys are
provided for the fuel caps.

Windshield and Windows
The windshield and side windows are manufactured of acrylic. Use
only clean soft cloths and mild detergent to clean acrylic surfaces.
Refer to Section 8 for detailed cleaning instructions.

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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Engine
The airplane is powered by a Teledyne Continental IO-360-ES, sixcylinder, normally aspirated, fuel-injected engine de-rated to 200 hp at
2,700 RPM. The engine has a 2000-hour Time Between Overhaul
(TBO). Dual, conventional magnetos provide ignition.
The engine is attached to the firewall by a four-point steel mount
structure. The firewall attach points are structurally reinforced with
gusset-type attachments that transfer thrust and bending loads into
the fuselage shell.

Engine Controls
Engine controls are easily accessible to the pilot on a center console.
They consist of a single-lever power (throttle) control and a mixture
control lever. A friction control wheel, labeled FRICTION, on the right
side of the console is used to adjust control lever resistance to rotation
for feel and control setting stability.
Power (Throttle) Lever
The single-lever throttle control, labeled MAX-POWER-IDLE, on the
console adjusts the engine throttle setting in addition to automatically
adjusting propeller speed. The lever is mechanically linked by cables
to the air throttle body/fuel-metering valve and to the propeller
governor. Moving the lever towards MAX opens the air throttle butterfly
and meters more fuel to the fuel manifold. A separate cable to the
propeller governor adjusts the governor oil pressure to increase
propeller pitch to maintain engine RPM. The system is set to maintain
approximately 2500 RPM throughout the cruise power settings and
2700 RPM at full power.

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SR20

Section 7
Airplane and Systems Description

Mixture Control
The mixture control lever, labeled RICH-MIXTURE-CUTOFF, on the
console adjusts the proportion of fuel to air for combustion. The
Mixture Control Lever is mechanically linked to the mixture control
valve in the engine-driven fuel pump. Moving the lever forward
(towards RICH) repositions the valve allowing greater proportions of
fuel and moving the lever aft (towards CUTOFF) reduces (leans) the
proportion of fuel. The full aft position (CUTOFF) closes the control
valve.
Alternate Air Control
An Alternate Induction Air Control knob, labeled ALT AIR – PULL, is
installed on the left console near the pilot’s right knee.To operate the
control, depress the center lock button, pull the knob to the open
position, and then release the lock button. Pulling the knob opens the
alternate air induction door on the engine induction air manifold,
bypasses the air filter, and allows warm unfiltered air to enter the
engine. Alternate induction air should be used if blocking of the normal
air source is suspected. Operation using alternate induction air should
be minimized and the cause of filter blocking corrected as soon as
practical.

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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Engine Indicating
Engine information is displayed as analog-style gages, bar graphs,
and text on the MFD’s ENGINE page. When the ENGINE page is not
active or in the case of an electronic display failure (backup mode), all
essential engine information is displayed along the LH edge of the
display. Engine data is acquired by the Engine Airframe Unit which
transmits the data to the Engine Indicating System for display as
described in the following pages.
• Note •
A “Red X” through any electronic display field indicates that
the display field is not receiving valid data and should be
considered inoperative.
Engine System Annunciations
Engine system health, caution, and warning messages are displayed
in color-coded text in the Crew Alerting System (CAS) window located
to the right of the Altimeter and Vertical Speed Indicator. In
combination with a CAS alert, the affected engine parameter displayed
on the ENGINE page changes to the corresponding color of CAS alert
and the annunciation system issues an audio alert.
For specific pilot actions in response to Engine System
Annunciations, refer to the Engine System procedures
contained in Section 3 - Emergency Procedures, and Section
3A - Abnormal Procedures.
For additional information on Engine Instrument Markings and
Annunciations, refer to Section 2 - Limitations.
For additional information on the System Annunciations And
Alerts, refer to the Perspective Integrated Avionics System
description in this section.

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SR20

Section 7
Airplane and Systems Description

Density Alt

8000 Ft

Oat 31°F -1°C (ISA +0°C)

Engine Instruments

7
8

9
10

LEGEND
1. Percent Power
2. CHT
3. Tachometer
4. EGT
5. Manifold Pressure
6. Oil Temperature
and Pressure
7. Alternate Air Control
8. Power Lever
9. Friction Control
10. Mixture Control

Engine Controls

SR20_FM07_3008

Figure 7-7
Engine Controls and Indicating
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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Tachometer
Engine speed (RPM) is shown in the upper mid-left corner of the
ENGINE page as both a simulated tachometer and as a digital value.
The tachometer pointer sweeps a scale range from 0 to 3000 RPM in
100 RPM increments. The digital RPM value is displayed in
increments of 10 RPM in white numerals below the gage.
The tachometer receives a speed signal from a magnetic pickup
sensor on the right hand magneto from the Engine Indicating System
via the Engine Airframe Unit.
Exhaust Gas Temperature (EGT)
Exhaust gas temperatures for all six cylinders are displayed in the
Engine Temperature block of the ENGINE page as vertical bars. The
EGT graph is marked from 1000°F to 1600°F in 100°F increments.
The digital EGT value of the cylinder is displayed above the bar in
white numerals. A sensor in the exhaust pipe of each cylinder
measures exhaust gas temperature and provides a voltage signal to
the Engine Airframe Unit which processes and transmits the data to
the Engine Indicating System.
Cylinder Head Temperature (CHT)
Cylinder head temperatures for all six cylinders are displayed in the
Engine Temperature block of the ENGINE page as vertical bars. The
CHT graph is marked from 100°F to 500°F in 100°F increments. The
digital CHT value of the cylinder is displayed above the bar in white
numerals.
A sensor in each cylinder head measures cylinder head temperature
and provides a voltage signal to the Engine Airframe Unit which
processes and transmits the data to the Engine Indicating System.

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Section 7
Airplane and Systems Description

Oil Temperature
Oil temperature is shown in the upper right corner of the ENGINE
page, opposite the oil pressure scale, as both a simulated temperature
gage and as a digital value. The gage pointer sweeps a scale range
from 75°F to 250°F in 50°F increments. The digital temperature value
is displayed in white numerals below the gage.
The oil temperature sensor is mounted below the oil cooler and
provides a signal to the Engine Airframe Unit that is processed and
transmitted to the Engine Indicating System for display.
Oil Pressure
Oil Pressure is shown in the upper right corner of the ENGINE page,
opposite the oil temperature scale, as both a simulated pressure gage
and as a digital value. The gage pointer sweeps a scale range from 0
to 90 PSI in 10 PSI increments. The digital pressure value is displayed
in white numerals below the gage.
The oil pressure sensor is mounted below the oil cooler and provides a
signal to the Engine Airframe Unit that is processed and transmitted to
the Engine Indicating System for display.
Manifold Pressure Gage
Manifold pressure is shown in the upper center portion of the ENGINE
page as both a simulated pressure gage and as a digital value. The
gage pointer sweeps a scale range from 10 to 35 inches Hg in 1 inch
Hg increments. The digital MAP value is displayed in white numerals
below the gage. The manifold pressure sensor is mounted in the
induction air manifold near the throttle body and provides a signal to
the Engine Airframe Unit that is processed and transmitted to the
Engine Indicating System for display.
Percent Power Gage
Percent power is shown in the upper left corner of the ENGINE page
as both a simulated gage and as a digital value. The percent power
gage sweeps a scale marked from 0 to 100 percent in 5 percent
increments. The digital percent power value is displayed in white
numerals below the gage. The display units calculate the percentage
of maximum engine power produced by the engine based on an
algorithm employing manifold pressure, indicated air speed, outside
air temperature, pressure altitude, engine speed, and fuel flow.

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Cirrus Design
SR20

Engine Lubrication System
The engine is provided with a wet-sump, high-pressure oil system for
engine lubrication and cooling. Oil for engine lubrication is drawn from
an eight-quart capacity sump through an oil suction strainer screen
and directed to the engine-mounted oil cooler. The oil cooler is
equipped with a pressure relief and temperature control valve set to
bypass oil if the temperature is below 170° F or the pressure drop is
greater than 18 psi. Bypass or cooled oil is then directed through the
one-quart, full-flow oil filter, a pressure relief valve, and then through
oil galleries to the engine rotating parts and piston inner domes. Oil is
also directed to the propeller governor to regulate propeller pitch. The
complete oil system is contained in the engine. An oil filler cap and
dipstick are located at the left rear of the engine. The filler cap and
dipstick are accessed through a door on the top left side of the engine
cowling.

Ignition and Starter System
Two engine-driven magnetos and two spark plugs in each cylinder
provide engine fuel ignition. The right magneto fires the lower right and
upper left spark plugs, and the left magneto fires the lower left an
upper right spark plugs. Normal operation is conducted with both
magnetos, as more complete burning of the fuel-air mixture occurs
with dual ignition. A rotary-type key switch, located on the instrument
panel, controls ignition and starter operation. The switch is labeled
OFF-R-L- BOTH-START. In the OFF position, the starter is electrically
isolated, the magnetos are grounded and will not operate. Normally,
the engine is operated on both magnetos (switch in BOTH position)
except for magneto checks and emergency operations. The R and L
positions are used for individual magneto checks and for single
magneto operation when required. When the battery master switch is
ON, rotating the switch to the spring loaded START position energizes
the starter and activates both magnetos. The switch automatically
returns to the BOTH position when released.
28 VDC for Starter operation is supplied through the 2-amp STARTER
circuit breaker on NON-ESSENTIAL BUS.

Air Induction System
Induction air enters the engine compartment through the two inlets in
the forward cowling. The air passes through a dry-foam induction filter,
through the throttle butterfly, into the six-tube engine manifold, and
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Section 7
Airplane and Systems Description

finally through the cylinder intake ports into the combustion chambers.
Should the dry induction filter become clogged, a pilot controlled
alternate induction air door can be opened, allowing engine operation
to continue. For additional information on the Alternate Air Control,
refer to Engine Controls - Alternate Air Control description in this
section.

Engine Exhaust
Engine exhaust gases are routed through a tuned exhaust system.
After leaving the cylinders, exhaust gases are routed through the
exhaust manifold, through mufflers located on either side of the
engine, then overboard through exhaust pipes exiting through the
lower cowling. A muff type heat exchanger, located around the right
muffler, provides cabin heat.

Engine Fuel Injection
The multi-nozzle, continuous-flow fuel injection system supplies fuel
for engine operation. An engine driven fuel pump draws fuel from the
selected wing tank and passes it to the mixture control valve integral to
the pump. The mixture control valve proportions fuel in response to the
pilot operated mixture control lever position. From the mixture control,
fuel is routed to the fuel-metering valve on the air-induction system
throttle body. The fuel-metering valve adjusts fuel flow in response to
the pilot controlled Power Lever position. From the metering valve, fuel
is directed to the fuel manifold valve (spider) and then to the individual
injector nozzles. The system meters fuel flow in proportion to engine
RPM, mixture setting, and throttle angle. Manual mixture control and
idle cut-off are provided. An electric fuel pump provides fuel boost for
vapor suppression and for priming.

Engine Cooling
Engine cooling is accomplished by discharging heat to the oil and then
to the air passing through the oil cooler, and by discharging heat
directly to the air flowing past the engine. Cooling air enters the engine
compartment through the two inlets in the cowling. Aluminum baffles
direct the incoming air to the engine and over the engine cylinder
cooling fins where the heat transfer takes place. The heated air exits
the engine compartment through two vents in the aft portion of the
cowling. No movable cowl flaps are used.

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Cirrus Design
SR20

Propeller
The airplane is equipped with a constant-speed, aluminum-alloy
propeller with a governor. The airplane is available with the standard
two-blade (76” diameter) propeller or an optional three-blade (74”
diameter) propeller.
The propeller governor automatically adjusts propeller pitch to
regulate propeller and engine RPM. The propeller governor senses
engine speed by means of flyweights and senses throttle setting
through a cable connected to the power (throttle) control lever in the
cockpit. The propeller governor boosts oil pressure in order to regulate
propeller pitch position. Moving the throttle lever forward causes the
governor to meter less high-pressure oil to the propeller hub allowing
centrifugal force acting on the blades to lower the propeller pitch for
higher RPM operation. Reducing the power (throttle) lever position
causes the governor to meter more high-pressure oil to the propeller
hub forcing the blades to a higher pitch, lower RPM, position. During
stabilized flight, the governor automatically adjusts propeller pitch in
order to maintain an RPM setting (throttle position). Any change in
airspeed or load on the propeller results in a change in propeller pitch.

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Section 7
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Fuel System
An 56-gallon usable wet-wing fuel storage system provides fuel for
engine operation. The system consists of a 29.3-gallon capacity (28
gallon usable) vented integral fuel tank and a fuel collector/sump in
each wing, a three position selector valve, an electric fuel pump, and
an engine-driven fuel pump. Fuel is gravity fed from each tank to the
associated collector sumps where the engine-driven fuel pump draws
fuel through a filter and selector valve to pressure feed the engine fuel
injection system. The electric fuel pump is provided for engine priming
and vapor suppression.
Each integral wing fuel tank has a filler cap in the upper surface of
each wing for fuel servicing. Access panels in the lower surface of
each wing allow access to the associated wet compartment (tank) for
inspection and maintenance. Float-type fuel quantity sensors in each
wing tank supply fuel level information to the fuel quantity gages.
Positive pressure in the tank is maintained through a vent line from
each wing tank. Fuel, from each wing tank, gravity feeds through
strainers and a flapper valve to the associated collector tank in each
wing. Each collector tank/sump incorporates a flush mounted fuel
drain and a vent to the associated fuel tank.
The engine-driven fuel pump pulls filtered fuel from the two collector
tanks through a three-position (LEFT-RIGHT-OFF) selector valve. The
selector valve allows tank selection. From the fuel pump, the fuel is
metered to a flow divider, and delivered to the individual cylinders.
Excess fuel is returned to the selected tank.
A dual-reading fuel-quantity gage is located in the center console next
to the fuel selector in plain view of the pilot. Fuel shutoff and tank
selection is positioned nearby for easy access.
Fuel system venting is essential to system operation. Blockage of the
system will result in decreasing fuel flow and eventual engine fuel
starvation and stoppage. Venting is accomplished independently from
each tank by a vent line leading to a NACA-type vent mounted in an
access panel underneath the wing near each wing tip.
The airplane may be serviced to a reduced capacity to permit heavier
cabin loadings. This is accomplished by filling each tank to a tab
visible below the fuel filler, giving a reduced fuel load of 13.0 gallons
usable in each tank (26 gallons total usable in all flight conditions).
Drain valves at the system low points allow draining the system for
maintenance and for examination of fuel in the system for
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Section 7
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Cirrus Design
SR20

contamination and grade. The fuel must be sampled prior to each
flight. A sampler cup is provided to drain a small amount of fuel from
the wing tank drains, the collector tank drains, and the gascolator
drain. If takeoff weight limitations for the next flight permit, the fuel
tanks should be filled after each flight to prevent condensation.

Fuel Selector Valve
A fuel selector valve, located at the rear of the center console,
provides the following functions:
• LEFT Allows fuel to flow from the left tank
• RIGHT Allows fuel to flow from the right tank
• OFF Cuts off fuel flow from both tanks
The valve is arranged so that to feed off a particular tank the valve
should be pointed to the fuel indicator for that tank. To select RIGHT or
LEFT, rotate the selector to the desired position. To select Off, first
raise the fuel selector knob release and then rotate the knob to OFF.

Fuel Pump Operation
Fuel pump operation and engine prime is controlled through the Fuel
Pump switch located adjacent to the fuel selector valve. The PRIME
position is momentary and the BOOST position is selectable. A twospeed prime allows the fuel pressure to rapidly achieve proper starting
pressure.
An oil pressure based system is used to control fuel pump operation.
The oil pressure/oil temperature sensor provides a signal to the
starting circuit to generate a ground for the oil annunciator and the fuel
system. This system allows the fuel pump to run at high speed
(PRIME) when the engine oil pressure is less than 10 PSI. Whenever
the engine oil pressure exceeds 10 PSI, pressing PRIME will have no
effect. Selecting BOOST energizes the fuel pump in low-speed mode
regardless of oil pressure to deliver a continuous 4-6 psi boost to the
fuel flow for vapor suppression in a hot fuel condition.
The fuel pump operates on 28 VDC supplied through the 5-amp FUEL
PUMP circuit breaker on MAIN BUS 2.

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SR20

VENT

Section 7
Airplane and Systems Description

ANNUNCIATOR
FUEL
FUEL
QUANTITY
INDICATOR

FILLER

VENT

FILLER

L. WING TANK

R. WING TANK

L. WING
COLLECTOR

R. WING
COLLECTOR
CHECK
VALVE

CHECK
VALVE

SELECTOR
VALVE

FLAPPER
VALVE
DRAIN
(5 PLACES)

FLAPPER
VALVE

FIREWALL

SELECTOR VALVE
OPERATION

RIGHT

ELECTRIC
AUXILIARY
PUMP

RETURN

FUEL
RELAY

FEED

BOOST
FUEL
PUMP

AUTO
PRIME

GASCOLATOR
RETURN
FEED

LEFT

OIL
PRESSURE
SENSOR
(LOW PRESSURE)

OFF
ENGINE DRIVEN
FUEL PUMP
MIXTURE CNTL.

ENGINE
AIRFRAME
UNIT

FUEL FLOW
SENSOR

FUEL
FLOW
INDICATOR

THROTTLE
METERING
VALVE

NOTE
In Prime mode, relay
allows high-speed pump
operation until 10 psi oil
pressure is reached then
drops to low-speed
operation.

INJECTOR
MANIFOLD

FUEL PRESSURE SWITCH

SR20_FM07_3007

Figure 7-8
Fuel System Schematic
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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Fuel Indicating
Fuel system information is displayed as analog-style gages and text
on the MFD’s ENGINE page. When the ENGINE page is not active or
in the case of an electronic display failure (backup mode), fuel flow is
displayed along the LH edge of the display. Fuel data is acquired by
the Engine Airframe Unit which transmits the data to the Engine
Indicating System for display as described in the following pages.
• Note •
A “Red X” through any electronic display field indicates that
the display field is not receiving valid data and should be
considered inoperative.
Fuel System Annunciations
Fuel system health, caution, and warning messages are displayed in
color-coded text in the Crew Alerting System (CAS) window located to
the right of the Altimeter and Vertical Speed Indicator. In combination
with a CAS alert, the affected fuel parameter displayed on the
ENGINE page changes to the corresponding color of CAS alert and
the annunciation system issues an audio alert.
• Note •
For specific pilot actions in response to Fuel System
Annunciations, refer to the Fuel System procedures contained
in Section 3 - Emergency Procedures, and Section 3A Abnormal Procedures.
For additional information on Engine Instrument Markings and
Annunciations, refer to Section 2 - Limitations.
For additional information on the System Annunciations And
Alerts, refer to the Perspective Integrated Avionics System
description in this section.

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SR20

Section 7
Airplane and Systems Description

Density Alt

8000 Ft

Oat 31°F -1°C (ISA +0°C)

2 3 4 5 6
Fuel System Indication

7
LEGEND
1. Fuel Flow
2. Fuel Used (Totalizer)
3. Fuel Remaining (Totalizer)
4. Time Remaining (Totalizer)
5. Fuel Range (Totalizer)
6. Nautical Miles Per Gallon (Totalizer)
7. Fuel Pump Switch
8. Fuel Quantity Gage (Float Sensor)
9. Fuel Selector Valve

8
9

Fuel System Controls
SR20_FM07_3012

Figure 7-9
Fuel System Controls and Indicating
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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Fuel Quantity Gage
A dual reading 2¼” fuel quantity gage is installed on the console
immediately forward of the fuel selector valve. The LEFT pointer
indicates left tank fuel quantity and sweeps a scale marked from 0 to
28 U.S. gallons in 2½-gallon increments. The RIGHT pointer sweeps
an identical scale for the right tank. Each scale is marked with a yellow
arc from 0 to 8.2 U.S. gallons. The indicators are calibrated to read 0
gallons when no usable fuel remains and are internally lighted.
The fuel quantity gage provides output signals to the Engine Airframe
Unit based on the float sensor positions in the fuel tanks. The output
signals are processed and transmitted to the CAS window for display.
• An white Advisory message is generated when either fuel tank
goes below 8 gallons.
• A amber Caution message is generated when both fuel tanks go
below 8 gallons.
• A red Warning message is generated when the fuel totalizer
amount goes below 7 gallons. Note that the Warning message is
generated based on the fuel totalizer which is dependent on
correct input by the pilot.
28 VDC for fuel quantity system operation is supplied through the 3amp FUEL QTY circuit breaker on MAIN BUS 1.
• Note •
When the fuel tanks are 1/4 full or less, prolonged
uncoordinated flight such as slips or skids can uncover the
fuel tank outlets. Therefore, if operating with one fuel tank dry
or if operating on LEFT or RIGHT tank when 1/4 full or less, do
not allow the airplane to remain in uncoordinated flight for
periods in excess of 30 seconds.
Fuel Flow
Fuel Flow is shown in the upper mid right corner of the ENGINE page
as both a simulated pressure gage and as a digital value. The gage
pointer sweeps a scale range from 0 to 20 Gallons Per Hour (GPH).
The fuel flow value is displayed in white numerals below the gage.
Fuel flow is measured by a transducer on the right side of the engine
in the fuel line between the engine driven fuel pump and distribution
block. The fuel flow signal is sent to the Engine Airframe Unit,
processed, and transmitted to the Engine Indicating System for
display.
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SR20

Section 7
Airplane and Systems Description

Fuel Totalizer and Calculated Information
Fuel totalizer calculations are located in the lower right section of the
ENGINE page and are separate and independent of the fuel quantity
gage and float sensor system. The fuel totalizer monitors fuel flow and
calculates fuel-to-destination, fuel used, fuel remaining, time
remaining, fuel range, and nautical miles per gallon. Upon system
startup, the fuel totalizer initial fuel screen appears and prompts the
user to enter the total fuel on board at start. The option to enter the
number of gallons added since last fuel fill and the ability to set fuel to
“Full” or to “Tabs” buttons is also available.

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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Electrical System
The airplane is equipped with a two-alternator, two-battery, 28-volt
direct current (VDC) electrical system designed to reduce the risk of
electrical system faults. The system provides uninterrupted power for
avionics, flight instrumentation, lighting, and other electrically operated
and controlled systems during normal operation.

Power Generation
Primary power for the airplane is supplied by a 28-VDC, negativeground electrical system. The electrical power generation system
consists of two alternators controlled by a Master Control Unit (MCU)
mounted on the left side of the firewall and two batteries for starting
and electrical power storage.
Alternator 1 (ALT 1) is a belt-driven, internally rectified, 75-amp
alternator mounted on the right front of the engine. Alternator 2 (ALT 2)
is a gear-driven, internally rectified, 40-amp alternator mounted on the
accessory drive at the rear of the engine. ALT 1 is regulated to 28 volts
and ALT 2 is regulated to 28.75 volts.
Both alternators are self-exciting and require battery voltage for field
excitation in order to start up - for this reason, the batteries should not
be turned off in flight.
Storage
Battery 1 (BAT 1) is an aviation grade 12-cell, lead-acid, 24-volt, 10amp-hour battery mounted on the right firewall. BAT 1 is charged from
the Main Distribution Bus 1 in the MCU.
Battery 2 (BAT 2) is composed of two 12-volt, 7-amp-hour, sealed,
lead-acid batteries connected in series to provide 24 volts.Both BAT 2
units are located in a vented, acid-resistant container mounted behind
the aft cabin bulkhead (FS 222) below the parachute canister. BAT 2 is
charged from the circuit breaker panel ESS BUS 1.

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SR20

Section 7
Airplane and Systems Description

LANDING
LIGHT

100A

F ALT 1 B

7.5A

ALT 1
SWITCH

MAIN DIST BUS 1

VOLT REG

EXTERNAL
POWER RELAY
EXTERNAL
POWER

125A

BAT 1

BAT 1
RELAY

BAT 1
SWITCH

LANDING LIGHT
SWITCH
30A
30A
30A

50A

80A

ESSENTIAL DIST BUS

ALT 1
RELAY

50A

STARTER
50A

MAIN DIST BUS 2

STARTER
RELAY
STARTER
SWITCH
80A

F ALT 2 B

30A

30A
30A
30A

VOLT REG
MASTER CONTROL UNIT

CABIN AIR
CONTROL
CABIN
FAN

ALT 1

EVS
CAMERA
12V DC
OUTLET

ALT 2
ENGINE
INSTR
STALL
WARNING
ROLL
TRIM
PITCH
TRIM

AVIONICS
STDBY
ATTD #2

MAIN BUS 1

MAIN BUS 3

A/C BUS 2

ESSENTIAL BUS 2

A/C BUS 1

ALT 2
SWITCH

MFD #1

MFD #2
CABIN
LIGHTS
FUEL QTY

COM 2
AHRS 2

ESSENTIAL
POWER
BAT 2
GPS NAV
GIA 1
COM 1
ADC
20A
AHRS 1

FUEL
PUMP
PFD #2

KEYPADS
/ AP CTRL
AVIONICS BUS

AVIONICS
FAN 2
GPS NAV
GIA 2

ESSENTIAL BUS 1

MAIN BUS 2

20A

NON-ESSENTIAL BUS

AP SERVOS
STARTER
AVIONICS
FAN 1
RECOG
LIGHTS
8A
NAV
LIGHTS
STROBE
LIGHTS
PITOT
HEAT
FLAPS

DME / ADF
AUDIO
PANEL
WEATHER
XPONDER

STDBY
ATTD #1

TRAFFIC

PFD #1

CIRCUIT BREAKER PANEL
30A

BAT 2

BAT 2
SWITCH

AVIONICS
SWITCH
AVIONICS
NON-ESSENTIAL
RELAY

SR20_FM07_2805

Figure 7-10
Electrical System Schematic
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Section 7
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Cirrus Design
SR20

Power Distribution
Power is supplied to the airplane circuits through three distribution
buses contained in the MCU; Main Distribution Bus 1, Main
Distribution Bus 2, and the Essential Distribution Bus. The three
distribution buses power the associated buses on the circuit breaker
panel.
Master Control Unit
The Master Control Unit (MCU) is located on the left firewall. The MCU
controls ALT 1, ALT 2, starter, landing light, external power, and power
generation functions. In addition to ALT 1 and ALT 2 voltage
regulation, the MCU also provides external power reverse polarity
protection, alternator overvoltage protection, as well as electrical
system health annunciations to the Integrated Avionics System. Power
is distributed to the airplane circuit panel buses through Main and
Essential buses in the MCU. The Main distribution buses are
interconnected by an 80-amp fuse and a diode. The diode prevents
ALT 2 from feeding the Main Distribution Bus 1. Additionally, since ALT
2 Bus voltage is slightly higher than ALT 1 voltage, bus separation is
further assured.
Essential Distribution Bus
The Essential Distribution Bus is fed by both Main Distribution Bus 1
and Main Distribution Bus 2 in the MCU through two 50-amp fuses.
The Essential Bus powers two circuit breaker buses through 30-amp
fuses located in the MCU;
• ESS BUS 1,
• ESS BUS 2.
Main Distribution Bus 1
The output from ALT 1 is connected to the Main Distribution Bus 1 in
the MCU through a 100-amp fuse. Main Distribution Bus 1 directly
powers the Landing Light through a 7.5-amp fuse and three circuit
breaker buses through 30-amp fuses located in the MCU;
• A/C BUS 1,
• A/C BUS 2,
• MAIN BUS 3.

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SR20

Section 7
Airplane and Systems Description

Main Distribution Bus 2
The output from ALT 2 is connected to the Main Distribution Bus 2 in
the MCU through an 80-amp fuse. Main Distribution Bus 2 powers
three circuit breaker buses through 30-amp fuses located in the MCU;
• NON ESS BUS,
• MAIN BUS 1,
• MAIN BUS 2.

Electrical System Protection
Circuit Breakers, Fuses and Voltage Suppressors
Individual electrical circuits connected to the Main, Essential, and
Non-Essential Buses in the airplane are protected by re-settable circuit
breakers mounted in the circuit breaker panel on the left side of the
center console. Loads on circuit breaker panel buses are shed by
pulling the individual circuit breakers.
Transient Voltage Suppressors
Transient Voltage Suppressors (TVS) are installed in key ares of the
electrical system to protect the system from lightning strikes. During
lightning strikes, enormous energy spikes can be induced within the
airplane electrical system. In the absence of any transient protection,
this unwanted energy would typically be dissipated in the form of highvoltage discharge across the avionics and electrical systems of the
airplane. By adding a high power TVS at key power entry points on the
electrical busses, unwanted energy from electrical transients is
allowed to dissipate through a semi-conducting pathway to ground.
• Caution •
If smoke and/or fumes are detected in the cabin and it is
suspected that this event was caused by a TVS failure, the
operator should confirm that there is no fire and perform the
Smoke and Fume Elimination checklist.
Essential Buses
The circuit breaker panel ESS BUS 1 and ESS BUS 2 are powered
directly by ALT 1 and ALT 2 from the MCU Essential Distribution Bus
through 30-amp fuses inside the MCU and also by BAT 2 through the
20-amp BAT 2 circuit breaker.
In the event of ALT 1 or ALT 2 failure, the Essential Buses in the circuit
breaker panel will be powered by the remaining alternator through the
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Cirrus Design
SR20

Main Distribution Bus 1 or Main Distribution Bus 2 in the MCU. In the
case of both alternators failing, BAT 1 is connected directly to the
Essential Distribution Bus in the MCU and will power ESS BUS 1 and
ESS BUS 2. In the event of both alternators and BAT 1 failing, BAT 2 is
connected directly to ESS BUS 1.
Main Buses
The circuit breaker panel MAIN BUS 1 and MAIN BUS 2 are powered
by ALT 2 from the MCU Main Distribution Bus 2 and - in the event of
ALT 2 failure - by ALT 1 and BAT 1 from the Main Distribution Bus 2 via
the diode interconnecting the MCU distribution buses through 30-amp
fuses inside the MCU.
The 10-amp AVIONICS circuit breaker on MAIN BUS 1, controlled
through the AVIONICS master switch on the bolster switch panel,
powers all loads on the AVIONICS BUS.
The circuit breaker panel MAIN BUS 3 is powered by ALT 1 and BAT 1
from the MCU Main Distribution Bus 1 through a 30-amp fuse inside
the MCU. In the event of ALT 1 failure, BAT 1 will power MAIN BUS 3.
ALT 2 is prevented from powering MAIN BUS 3 by the isolation diode
interconnecting the MCU distribution buses 1 and 2.
Non-Essential Buses
The circuit breaker panel NON ESS BUS is powered by ALT 2 from the
MCU Main Distribution Bus 2 and - in the event of ALT 2 failure - by
ALT 1 and BAT 1 from the Main Distribution Bus 2 via the diode
interconnecting the MCU distribution buses through 30-amp fuses
inside the MCU. The Avionics Non-Essential Bus is powered through
the 10-amp AVIONICS circuit breaker on MAIN BUS 1 and is
discussed above.
The circuit breaker panel A/C BUS 1 and A/C BUS 2, is powered by
ALT 1 and BAT 1 from the MCU Main Distribution Bus 1 through a 30amp fuse inside the MCU. In the event of ALT 1 failure, BAT 1 will
power A/C BUS 1 and A/C BUS 2. ALT 2 is prevented from powering
A/C BUS 1 and A/C BUS 2 by the isolation diode interconnecting the
MCU distribution buses 1 and 2.

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SR20

Section 7
Airplane and Systems Description

Electrical System Control
The rocker type electrical system MASTER switches are ‘on’ in the up
position and ‘off’ in the down position. The switches, labeled BAT 2,
BAT 1, ALT 1, ALT 2 are located in the bolster switch panel
immediately below the instrument panel. These switches, along with
the AVIONICS master switch, control all electrical power to the
airplane.
Battery Switches
The BAT 1 and BAT 2 switches control the respective battery. Setting
the BAT 1 switch 'on' energizes a relay connecting BAT 1 to the MCU
Distribution Buses (also energizing the circuit breaker panel buses)
and the open contacts of the starter relay. Setting the BAT 2 switch 'on’
energizes a relay connecting BAT 2 to the circuit breaker panel ESS
BUS 1. Normally, for flight operations, all master switches will be 'on'
However, the BAT 1 and BAT 2 switches can be turned 'on' separately
to check equipment while on the ground. Setting only the BAT 2 switch
'on' will energize those systems connected to the circuit breaker
panel’s ESS BUS 1 and ESS BUS 2. If any system on the other buses
is energized, a failure of the Distribution Bus interconnect isolation
diode is indicated. When the BAT 1 switch is set to 'on,' the remaining
systems will be energized. To check or use non-essential avionics
equipment or radios while on the ground, the AVIONICS master switch
must also be turned on.
Alternator Switches
The ALT 1 and ALT 2 switches control field power to the respective
alternator. For ALT 1 to start, the BAT 1 switch must be 'on'. Setting the
ALT 1 switch 'on' energizes a relay allowing 28 VDC from the 5 amp
ALT 1 circuit breaker on A/C BUS 1 to be applied to a voltage regulator
for ALT 1. For ALT 2 to start, either the BAT 1 switch or the BAT 2
switch must be 'on.' Setting the ALT 2 switch 'on' energizes a relay
allowing 28 VDC from the 5 amp ALT 2 circuit breaker on ESS BUS 2
to be applied to voltage regulator for ALT 2. Positioning either ALT
switch to the OFF position removes the affected alternator from the
electrical system.
• Caution •
Continued operation with the alternators switched off will
reduce battery power enough to open the battery relay,
remove power from the alternator field, and prevent alternator
restart.
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SR20

AVIONICS Master Switch
A rocker switch, labeled AVIONICS, controls electrical power from the
circuit breaker panel (MAIN BUS 1) to the Avionics Bus. The switch is
located next to the ALT and BAT Master switches. Typically, the switch
is used to energize or de-energize all non-essential avionics on the
AVIONICS bus simultaneously. With the switch in the OFF position, no
electrical power will be applied to the non-essential avionics
equipment, regardless of the position of the MASTER switch or the
individual equipment switches. For normal operations, the AVIONICS
switch should be placed in the OFF position prior to activating the
MASTER switches, starting the engine, or applying an external power
source.

Ground Service Receptacle
A ground service receptacle is located just aft of the cowl on the left
side of the airplane. This receptacle is installed to permit the use of an
external power source for cold weather starting and maintenance
procedures requiring reliable power for an extended period. The
external power source must be regulated to 28 VDC. The external
power control contactor is wired through the BAT 1 MASTER switch so
that the BAT 1 switch must be 'on' to apply external power.
Refer to Section 8, Ground Handling, Servicing, and Maintenance, for
use of external power and special precautions to be followed.

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SR20

Section 7
Airplane and Systems Description

Electrical Indicating
Electrical system information is displayed as bar graphs and text on
the MFD’s ENGINE page. When the ENGINE page is not active or in
the case of an electronic display failure (backup mode), Battery 1
ampere output and Essential Bus voltage output are displayed along
the LH edge of the display. Electrical data is acquired by the Engine
Airframe Unit which transmits the data to the Engine Indicating System
for display as described in the following pages.
• Note •
A “Red X” through any electronic display field indicates that
the display field is not receiving valid data and should be
considered inoperative.
Electrical System Annunciations
Electrical system health, caution, and warning messages are
displayed in color-coded text in the Crew Alerting System (CAS)
window located to the right of the Altimeter and Vertical Speed
Indicator. In combination with a CAS alert, the affected electrical
parameter displayed on the ENGINE page changes to the
corresponding color of CAS alert and the annunciation system issues
an audio alert.
• Note •
For specific pilot actions in response to Electrical System
Annunciations, refer to the Electrical System procedures
contained in Section 3 - Emergency Procedures, and Section
3A - Abnormal Procedures.
For additional information on Engine Instrument Markings and
Annunciations, refer to Section 2 - Limitations.
For additional information on the System Annunciations And
Alerts, refer to the Perspective Integrated Avionics System
description in this section.

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Cirrus Design
SR20

Density Alt

8000 Ft

Oat 31°F -1°C (ISA +0°C)

1 2
Electrical System Indication

3 4 5 6 7 8 9 10

Electrical and Lighting Controls

LEGEND
1. Essential & Main Bus Voltage
2. Alternator & Battery Current
3. Battery 2
4. Battery 1
5. Alternator 1
6. Alternator 2

7. Avionics
8. Navigation
9. Strobe
10. Landing Light
11. Instrument Dimmer
12. Panel Dimmer
SR20_FM07_2810

Figure 7-11
Electrical / Lighting Controls and Indicating
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Cirrus Design
SR20

Section 7
Airplane and Systems Description

Lighting Systems
Exterior Lighting
The airplane is equipped with wing tip navigation lights with integral
anti-collision strobe lights and recognition lights. The landing light is
located in the lower cowl.
Navigation Lights
The airplane is equipped with standard wing tip navigation lights. The
lights are controlled through the NAV light switch on the instrument
panel bolster.
28 VDC for navigation light operation is supplied through the 5-amp
NAV LIGHTS circuit breaker on the NON ESS BUS.
Strobe Light
Anti-collision strobe lights are installed integral with the standard
navigation lights. Each strobe is flashed by a separate power supply.
The strobe power supplies are controlled through the STROBE light
switch on the instrument panel bolster.
28 VDC for strobe light and control circuits is supplied through the 5amp STROBE LIGHTS circuit breaker on the NON ESS BUS.
Landing Light
A High Intensity Discharge (HID) landing light is mounted in the lower
engine cowl. The landing light is controlled through the LAND light
switch on the instrument panel bolster.
Setting the LAND light switch 'on' energizes the landing light control
relay in the Master Control Unit (MCU) completing a 28 VDC circuit
from the airplane Main Distribution Bus 1 to the light's ballast located
on the firewall. The ballast provides boosted voltage to illuminate the
HID lamp.
A 7.5-amp fuse on the Main Distribution Bus 1 in the MCU protects the
circuit.
Recognition Lights
The airplane is equipped with recognition lights on the leading edge of
the wing tips. The lights are controlled through the landing light switch
on the instrument panel bolster.
28 VDC for recognition light operation is supplied through the 5-amp
RECOG LIGHTS circuit breaker on the NON ESS BUS.
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Cirrus Design
SR20

Interior Lighting
Interior lighting for the airplane consists of separately controlled
incandescent overhead lights for general cabin lighting, individual
lights for the pilots and passengers, and dimmable panel floodlights.
The flight instrumentation and avionics equipment lights are dimmable.
Instrument Lights
Instrument lighting for the airplane includes: Primary Flight and
Multifunction Display backlighting and bezel, bolster switch panel,
audio panel keys, FMS keyboard, and optionally installed GMC 705
AFCS Control Unit, incandescent lights in the standby instrument
bezels, key backlighting and status lighting for the flap and
Environmental Control System (ECS) control panels. Associated
lighting is adjustable through the INSTRUMENT dimmer control on the
instrument panel bolster. The dimmer is OFF when rotated fully
counterclockwise, all systems revert to daytime lighting in this position
(not full DIM).
In daytime lighting (knob OFF/full counterclockwise):
• Standby instruments, all Avionics system keypads and the
bolster switch panel are unlit
• MFD and PFD screen illumination is controlled by automatic
photocell (providing full brightness in high light conditions, only
slightly reduced by darkness)
• ECS and control panels are backlight and their status lights at
maximum intensity
With active dimming (knob moved clockwise), the full bright position
(full clockwise) applies maximum illumination to keys and switches, to
standby instruments and to status lights, but the PFD/MFD screen
illumination is at a substantially reduced level (levels still appropriate
for night flight). Maximum screen illumination (appropriate for daytime
use) is with the dimmer OFF/full counterclockwise.
The instrument light circuits operate on 28 VDC supplied through the
5-amp CABIN LIGHTS circuit breaker on MAIN BUS.
Panel Flood Lights
A string of red LEDs mounted under the instrument panel glareshield
provide flood lighting for the instrument panel. The lights are controlled
through the PANEL dimmer control on the instrument panel bolster.

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SR20

Section 7
Airplane and Systems Description

The panel lights operate on 28 VDC supplied through the 5-amp
CABIN LIGHTS circuit breaker on MAIN BUS 1.
Reading Lights
Individual eyeball-type reading lights are installed in the headliner
above each passenger position. Each light is aimed by positioning the
lens in the socket and is controlled by a push-button switch located
next to the light. The pilot and copilot reading lights are also dimmable
through the PANEL lights control on the instrument panel bolster. The
reading lights are powered by 28 VDC supplied through the 5-amp
CABIN LIGHTS circuit breaker on MAIN BUS 1.
Overhead Dome Light
General cabin lighting is provided by a dome light located in the
headliner at the approximate center of the cabin. The dome light is
controlled through the OVERHEAD light control on the instrument
panel bolster or by the switch next to the light assembly on the ceiling
of the airplane. On airplane with OVERHEAD light control on the
instrument panel bolster, rotating the knob clockwise from the off
position will illuminate the light and control its intensity. The dome light
is powered by 28 VDC supplied through the 5-amp CABIN LIGHTS
circuit breaker on MAIN BUS 1.

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Cirrus Design
SR20

Environmental System
• Note •
To facilitate faster cabin cooling, prior to engine start leave the
cabin doors open for a short time to allow hot air to escape.
Standard cabin heating and ventilation is accomplished by supplying
conditioned air from the heat exchanger for heating and windshield
defrost and fresh outside air for ventilation. The environmental system
consists of a fresh air inlet in the lower RH cowl, a heat exchanger
around the RH engine exhaust muffler, an air mixing chamber, air
ducting for distribution, a distribution manifold, a windshield diffuser,
crew and passenger air vents, and associated plumbing, controls,
actuators, wiring for system flow-selection and temperature control.
An optional 3-speed blower fan is available to supplement airflow when
ram air may be inadequate such as during ground operation.
Serials 2016 thru 2064; 28 VDC for Environmental System Control
Panel operation is supplied through the 2-amp CABIN AIR CONTROL
breaker on MAIN BUS 1.
Serials 2065 & subs; 28 VDC for Environmental System Control Panel
operation is supplied 2-amp CABIN AIR CONTROL breaker on the
MAIN BUS 1.
The optional Blower Fan is powered by 28 VDC supplied through a 15amp CABIN FAN breaker on A/C BUS 2.
Serials 2065 and subs with Optional Air Condition System;
The Air Conditioning System is designed to cool the cabin to desired
temperature settings and maintain comfortable humidity levels. The
system consists of an engine driven compressor, condenser assembly,
and evaporator assembly.
28 VDC for Air Conditioner Condenser operation is supplied through
the 15-amp A/C COND breaker on A/C BUS 1.
28 VDC for Air Conditioner Compressor operation is supplied through
the 5-amp A/C COMPR breaker on A/C BUS 2.
The airplane engine must be running for the air conditioner to operate.

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SR20

Section 7
Airplane and Systems Description

RAM AIR
RAM AIR

HOT AIR
VALVE

HEAT
EXCHANGER

MIXING
CHAMBER

FRESH AIR
VALVE
AIR FLOW VALVE
CONTROL PANEL

SERVO MOTOR

FLOOR AIRFLOW

WINDSHIELD
DIFFUSER
PANEL AIRFLOW
DISTRIBUTION
MANIFOLD

AIR GASPER
FAN
ASSEMBLY

FOOT-WARMER
DIFFUSER

NOTE: Illustration depicts maximum
cabin cooling airflows and
selector settings with optional
Fan installation.

SR20_FM07_2781

Figure 7-12
Standard Environmental System
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Cirrus Design
SR20

RAM AIR
S

RAM AIR
HOT AIR
VALVE

COMPRESSOR

MIXING
CHAMBER

HEAT
EXCHANGER

FRESH AIR
VALVE

WINDSHIELD
DIFFUSER

AIR FLOW VALVE
SERVO MOTOR

FLOOR
AIRFLOW

CONTROL PANEL
PANEL AIRFLOW
DISTRIBUTION
MANIFOLD

AIR
GASPER

EVAPORATOR
ASSEMBLY
RECIRCULATION
CHECK VALVE

CONDENSER
ASSEMBLY

FOOT-WARMER
DIFFUSER

NOTE: llustration depicts maximum cabin
cooling airflows and selector settings
while on ground or warm outside air
temperatures.

SR20_FM09_3361

Figure 7-13
Optional Air Conditioning System
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SR20

Section 7
Airplane and Systems Description

Distribution
Ventilation and cooling is provided by ducting fresh air from a NACA
inlet on the RH cowl to the mixing chamber located on the lower RH
portion of the firewall. Depending on operating mode and temperature
selection, the air in the mixing chamber is ducted directly into the
distribution system or, if in air conditioning mode (optional), is further
cooled as it passes through the evaporator assembly located under
the front passenger seat.
Heating is accomplished by mixing ventilation air from the fresh air
inlet with heated air provided by the heat exchanger in the mixing
chamber on the firewall. From the mixing chamber - which also
controls airflow into the cabin compartment - the conditioned air is
forced by ram air pressure or by blower fan into a distribution manifold
mounted to the center, aft side of the firewall. The distribution manifold
uses butterfly valves to control airflow to the floor and defrost vents.
Airflow is ducted directly to all panel air vents.
Crew panel air vents are located inboard on the RH and LH bolster
panels and on the outboard section of the instrument panel. The crew
floor air vents are mounted to the bottom of each kick plate. The
passenger panel air vents are chest high outlets mounted in the
armrests integral to the LH and RH cabin wall trim panels. The
passenger floor air vents are mounted to the bottom portion of the LH
and RH cabin wall trim panels. The windshield diffuser, located in the
glareshield assembly, directs conditioned air to the base of the
windshield.

Heating
Ram air from the NACA inlet flows through the upper cowl and is
ducted to the heat exchanger. The heated air is then routed to the hot
air valve, mounted to the forward side of the firewall, which controls
entry of hot air into the cabin distribution system. When the valve is
open, the air flows into the cabin mixing chamber. When the valve is
closed, the heated air exits into the engine compartment and is
exhausted overboard with the engine cooling airflow. Cabin heat is
regulated by controlling the volume of hot air admitted into the
distribution system’s air mixing chamber. The proportion of heated air
to fresh air is accomplished using the temperature selector mounted
on the RH instrument panel.

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Section 7
Airplane and Systems Description

Cirrus Design
SR20

Cooling
Standard cabin cooling is provided by ram air admitted through the
NACA inlet on the RH cowl to the fresh air valve, mounted to the
forward side of the firewall. When the fresh air valve is open, the air
flows into the cabin mixing chamber. When the fresh air valve is
closed, the cooled air exits into the engine compartment and is
exhausted overboard with the engine cooling airflow.
In Air Conditioning mode (optional), R134A refrigerant enters the
engine mounted compressor as a vapor and is pressurized until the
heat-laden vapor reaches a point much hotter than the outside air. The
compressor then pumps the vapor to the condenser where it cools,
changes to a liquid, and passes to the receiver-drier. The receiverdrier’s function is to filter, remove moisture, and ensure a steady flow
of liquid refrigerant into the evaporator through the expansion valve - a
temperature controlled metering valve which regulates the flow of
liquid refrigerant to the evaporator. Inside the evaporator, the liquid
refrigerant changes state to a gas and in doing so, absorbs heat. The
evaporator then absorbs the heat from the air passing over the coils
and the moisture from the air condenses and is drained overboard
through the belly of the airplane. From the evaporator, the refrigerant
vapor returns to the compressor where the cycle is repeated. During
normal air conditioning operation, ram air from the fresh air intake
flows into the evaporator assembly, is cooled as it passes through the
evaporator coils, and is then ducted forward to the distribution
manifold.

Airflow Selection
The airflow selector on the system control panel regulates the volume
of airflow allowed into the cabin distribution system. When the airflow
selector is moved past the OFF position an electro-mechanical linkage
actuates a valve in the mixing chamber on the forward firewall to the
full open position. The air is then distributed by either ram air or
blower fan to the distribution manifold mounted to the center, aft side of
the firewall. The airflow system modes are as follows: OFF (ram air), 1
(low fan), 2 (medium fan), and 3 (high fan).

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SR20

Section 7
Airplane and Systems Description

Vent Selection
Air from the distribution manifold is proportioned and directed to
passengers and/or the windshield by pressing the cabin vent selector
buttons which electrically actuate butterfly valves at the entrances to
the windshield diffuser and the cabin floor ducting.
When the Temperature Selector is in the blue “cool” zone, there is
continuous airflow to the panel and armrest eyeball outlets. Each
occupant can control the flow rate from 'off' to maximum by rotating the
nozzle.
When the Panel selector button is pushed, both butterfly valves are
closed providing maximum airflow to the instrument panel and armrest
eyeball outlets.
Pressing the Panel-Foot selector button opens the cabin floor butterfly
valve allowing airflow to the rear seat foot warmer diffusers and the
front seat outlets mounted to the underside of each kickplate.
Selecting Panel-Foot-Windshield button opens the windshield diffuser
butterfly valve which permits shared airflow to the defrosting
mechanism and cabin floor outlets.
When the Windshield selector button is pushed the cabin floor butterfly
valve is closed providing maximum airflow to the windshield diffuser.

Temperature Selection
The temperature selector is electrically linked to the hot and cold air
valves. Rotating the selector simultaneously opens and closes the two
valves, permitting hot and cold air to mix and enter the distribution
system. Rotating the selector clockwise, permits warmer air to enter
the system - counterclockwise, cooler air.
On airplane with the optional Air Conditioning System installed, when
the air conditioning button (snowflake) is pushed, the valve on the
firewall completely closes and the air-conditioner is activated. When
recirculation button is pushed, the fresh air valve completely closes
and cabin air is recirculated to provide for maximum air conditioning
operation. When the air conditioning system is on and the temperature
selector is rotated to the full cool position, recirculating mode can be
activated to provide maximum cabin cooling. Air conditioning or
recirculating mode is not available when the airflow fan selector is in
the “0” position. Recirculating mode is not available unless the air
conditioning system is operating.
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SR20

Rotating the selector controls the volume of airflow
allowed into the cabin distribution system through
use of an electro-mechanical linkage to a butterfly
(hot air) valve in the mixing chamber on the forward
firewall. When the airflow selector fan speed is
moved to the 1, 2, or 3 position the electro-mechanical
linkage actuates the hot air valve to the full open
position and the 3-speed blower fan is turned on.

VENTS

Maximum airflow
to defroster.
AIRFLOW
Shared airflow to the
defroster, cabin floor,
and panel outlets.

Maximum air
conditioning
(recirculation)
mode. AC ON
illuminated.

Maximum airflow to
the rear seat foot warmer
diffusers and the front
seat kickplate outlets.

TEMPERATURE

Maximum airflow
to the panel and
armrest air gaspers.

Air conditioning mode.
AC ON illuminated.
Rotating the selector simultaneously
opens and closes the hot and fresh air
butterfly valves, permitting conditioned
(mixed) air to enter distribution system.

NOTE: Illustration depicts settings for Emergency Procedures
Smoke and Fume Elimination.
If source of smoke and fume is firewall forward, turn
Airflow Selector OFF.
SR20_FM09_3362

Figure 7-14
Environmental System Operation
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SR20

Section 7
Airplane and Systems Description

Stall Warning System
The airplane is equipped with an electro-pneumatic stall warning
system to provide audible warning of an approach to aerodynamic
stall. The system consists of an inlet in the leading edge of the right
wing, a pressure switch and associated plumbing.
As the airplane approaches a stall, the low pressure on the upper
surface of the wings moves forward around the leading edge of the
wings. As the low pressure area passes over the stall warning inlet, a
slight negative pressure is sensed by the pressure switch. The
pressure switch then provides a signal to cause the warning horn to
sound, the red STALL warning CAS annunciation to illuminate, and, if
engaged, the autopilot system to disconnect.
The warning sounds at approximately 5 knots above stall with full flaps
and power off in wings level flight and at slightly greater margins in
turning and accelerated flight.
The system operates on 28 VDC supplied though the 2-amp STALL
WARNING circuit breaker on the ESS BUS 2.

Preflight Check
With battery power on, the stall warning system preflight check is
accomplished as follows:
Stall warning system preflight check:
1. Use small suction cup and apply suction. A sound from the
warning horn will confirm that the system is operative.

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Airplane and Systems Description

Cirrus Design
SR20

Pitot-Static System
The Pitot-Static system consists of a single heated Pitot tube mounted
on the left wing and dual static ports mounted in the fuselage. The
Pitot heat is pilot controlled through a panel-mounted switch. An
internally mounted alternate static pressure source provides backup
static pressure should that the primary static source becomes blocked.
Water traps with drains, under the floor in the cabin, are installed at
each Pitot and static line low point to collect any moisture that enters
the system. The traps should be drained at the annual inspection and
when water in the system is known or suspected.

Pitot Heat Switch
The heated Pitot system consists of a heating element in the Pitot
tube, a rocker switch labeled PITOT HEAT, and associated wiring. The
switch and circuit breaker are located on the left side of the switch and
control panel. When the Pitot heat switch is turned on, the element in
the Pitot tube is heated electrically to maintain proper operation in
possible icing conditions. The Pitot heat system operates on 28 VDC
supplied through the 7.5-amp PITOT HEAT circuit breaker on the
NON-ESSENTIAL BUS.

Pitot Heat Annunciation
Illumination of the PITOT HEAT FAIL Caution indicates that the Pitot
Heat switch is ON and the Pitot heater is not receiving electrical
current. Illumination of PITOT HEAT REQD Caution indicates the
system detects OAT is less than 41°F (5°C) and Pitot Heat Switch is
OFF. A current sensor on the Pitot heater power supply wire provides
current sensing.

Alternate Static Source
An alternate static pressure source valve is installed on the switch and
control panel to the right of the pilot's leg. This valve supplies static
pressure from inside the cabin instead of the external static port. If
erroneous instrument readings are suspected due to water or ice in
the pressure line going to the standard external static pressure source,
the alternate static source valve should be turned on. Pressures within
the cabin will vary with open heater/vents. Whenever the alternate
static pressure source is selected, refer to Section 5 for airspeed
calibration and altitude corrections to be applied.
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SR20

Section 7
Airplane and Systems Description

AIR DATA COMPUTER

PFD Air Data

AIRSPEED
INDICATOR

ALTIMETER

ALTERNATE
STATIC
AIR SOURCE

PITOT-STATIC
WATER TRAPS

PITOT MAST
STATIC
BUTTONS

HEATER

Annunciation
PITOT HEAT

CURRENT
SENSOR

7.5A

LOGIC

PITOT
HEAT
CB

PITOT HEAT SW

ENGINE AIRFRAME UNIT

SR20_FM07_2793

Figure 7-15
Pitot-Static System
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Cirrus Design
SR20

Avionics
Perspective Integrated Avionics System
The Perspective Integrated Avionics System provides advanced
cockpit functionality and improved situational awareness through the
use of fully integrated flight, engine, communication, navigation and
monitoring equipment. The system consists of the following
components:
• GDU Primary Flight Display (PFD)
• GDU Multifunction Display (MFD)
• GCU 478 Flight Management System Keyboard
• GRS 77 Attitude and Heading Reference System
• GDC 74A Air Data Computer
• GIA 63W Integrated Avionics Units
• GEA 71 Engine Airframe Unit
• GTX 32 Mode A, C Transponder
• GMA 347 Audio Panel with Integrated Marker Beacon Receiver
• GFC 700 3-Axis Autopilot and GMC 705 Controller (Optional)
• GTX 33 Mode S Transponder (Optional)
• GDL 69/69A XM Satellite Weather/Radio Receiver (Optional)
- GRT 10 XM Radio Remote Transceiver (Optional)
- GRC 10 XM Radio Remote Control (Optional)
• S-Tec System 55X Autopilot with Optional Flight Director
• S-Tec System 55SR (Optional)
• Traffic Advisory System (Optional)
• Weather Information System (Optional)
• Bendix/King KR 87 Automatic Direction Finder (Optional)
• Bendix/King KN 63 Distance Measuring Equipment (Optional)
• Synthetic Vision System (Optional)
• Max Viz Enhanced Vision System (Optional)
Refer to the Perspective Integrated Avionics System Pilot’s Guide for a
detailed description of the system and it’s operating modes.

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SR20

Section 7
Airplane and Systems Description

PFD

MFD

XM RADIO
RECEIVER
(optional)
SATELLITE DATA
LINK RECEIVER
(optional)

FMS KEYBOARD
MAG 2

MAG 1

AHRS 1

AUTOPILOT
MODE CONTROLLER
(optional)

AHRS 2
(optional)
AIR DATA
COMPUTER

AIR DATA
COMPUTER 2
(optional)

INTEGRATED
AVIONICS UNIT 1

TRANSPONDER

AUDIO PANEL

PITCH SERVO
(optional)

INTEGRATED
AVIONICS UNIT 2

ENGINE
AIRFRAME UNIT

ROLL SERVO
(optional)

PITCH TRIM ADAPTER
(optional)

SR20_FM07_2914A

Figure 7-16
Perspective Integrated Avionics System Schematic
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Cirrus Design
SR20

GDU Primary Flight Display
The Primary Flight Display, located directly in front of the pilot, is
intended to be the primary display of flight parameter information
(attitude, airspeed, heading, and altitude) during normal operations.
The PFD accepts data from a variety of sources, including the MFD
and the Integrated Avionics Units through a high-speed data bus
connection. In conjunction with Flight Management System Keyboard,
the PFD also controls and displays all communication and navigation
frequencies as well as displaying warning/status annunciations on
airplane systems. During engine start, reversionary operation (MFD
failure), or when the DISPLAY BACKUP switch is selected, engine
system information is displayed on the PFD.
Redundant power sources provide 28 VDC for PFD operation. Power
is supplied through the 5-amp PFD 1 circuit breaker on the ESS BUS 1
and the 5-amp PFD 2 circuit breaker on MAIN BUS 2. Either circuit is
capable of powering the PFD. System start-up is automatic once
power is applied. Power-on default brightness is determined by
ambient lighting and is user adjustable. Typical alignment time is 60
seconds from battery turn on.
Display Backup Mode
In the event of a detected display failure, the Integrated Avionics
System automatically switches to Display Backup Mode. In Display
Backup Mode, all essential flight information from the PFD is
presented on the remaining display in the same format as in normal
operating mode with the addition of the Engine Indicating System. The
change to backup is completely automated and no pilot action is
required. However, if the system fails to detect a display problem,
Display Backup Mode may be manually activated by pressing the red
DISPLAY BACKUP Button. Pressing this button again deactivates
Display Backup Mode.
GDU Multifunction Display
The Multifunction Display, located above the center console, depicts
navigation, terrain, lightning, traffic data, NAV/COM frequencies, and
annunciation information. All engine data is displayed on a dedicated
ENGINE page. When the ENGINE page is not shown, all essential
engine information is shown on an engine strip at the edge of the
display.
Redundant power sources provide 28 VDC for MFD operation. Power
is supplied through the 5-amp MFD 1 circuit breaker on the MAIN
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Section 7
Airplane and Systems Description

BUS 3 and the 5-amp MFD 2 circuit breaker on MAIN BUS 1. Either
circuit is capable of powering the MFD. System start-up is automatic
once power is applied. Power-on default brightness is determined by
ambient lighting and is user adjustable.
GCU 478 Flight Management System Keyboard
The Flight Management System Keyboard is found on the upper
section of the center console and is the primary interface for avionics
system data entry, PFD/MFD operation, NAV/COM tuning, and
heading, course and altitude selection.
28 VDC for Flight Management System Keyboard operation is
supplied through the 5-amp KEYPADS / AP CTRL circuit breaker on
MAIN BUS 1.
GRS 77 Attitude and Heading Reference System (AHRS)
The Attitude and Heading Reference System (AHRS) unit(s), mounted
behind the PFD, provide airplane attitude and heading information to
both the PFD and the primary Air Data Computer. The AHRS units(s)
contain advanced sensors (including accelerometers and rate
sensors) and interfaces with the; primary Magnetometer to obtain
magnetic field information, the Air Data Computer to obtain air data,
and both Integrated Avionics Units to obtain GPS information.
28 VDC for AHRS 1 operation is supplied through the 5-amp AHRS 1
circuit breaker on the ESS BUS 1. If option installed, 28 VDC for
AHRS 2 operation is supplied through the 5-amp AHRS 2 circuit
breaker on the MAIN BUS 2.
GDC 74A Air Data Computer (ADC)
The Air Data Computer(s), mounted behind the instrument panel to
the right of the MFD, process data from the Pitot/Static system and
outside air temperature (OAT) sensor(s). This unit(s) provide pressure
altitude, airspeed, vertical speed and OAT information to the
Integrated Avionics System, and communicate with the primary PFD,
Integrated Avionics Unit, and AHRS units. The Air Data Computer(s) is
also connected directly to the Outside Air Temperature probe(s) and
Pitot-Static System.
28 VDC for ADC 1 operation is supplied through the 5-amp ADC 1
circuit breaker on the ESS BUS 1. If option installed, 28VDC for ADC 2
operation is supplied through a 5-amp AHRS 2 / ADC 2 circuit breaker
on the MAIN BUS 2.

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3 4 5 6

13 14 15 16

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7 8 9

Legend
1. Soft Keys
2. PFD
3. PFD Range/Pan Joystick
4. Barometric Pressure
5. COM Transceiver Selection & Tune
6. COM Frequency Transfer
(& 121.5 Emer Tune)
7. COM Volume and Squelch
8. Display Backup Selection
9. NAV and ID Audio Volume
10. NAV Frequency Transfer

10 11

19 20 21

11. NAV Transceiver Selection & Tune
12. MFD
13. PFD Direct-to-Course
14. PFD Flight Plan Page
15. PFD Clear/Cancel Information
16. PFD Flight Management System
17. GFC 705 Mode Controller (opt)
18. Audio Panel
19. PFD Enter Key
20. PFD Procedures
21. PFD Menu Key
SR20_FM07_2807

Figure 7-17
Perspective Integrated Avionics System (Sheet 1 of 2)
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22 23 24

25 26 27

28 29

GARMIN

HDG

FPL

PROC

IDENT

FMS/XPDR
COM/NAV

FMS

XPDR

COM

NAV

RANGE

40
PUSH SYNC

CLR

PUSH

ENT

PUSH
CRSR/1-2

B
G

C
H

D
I

PUSH SYNC

E
J

O
T

33
34

F
1

+/-

K
P

U
Z

PAN

EMERG

PUSH CTR

ALT SEL

DFLT MAP

CRS

Q
V

SPC

BKSP

Flight Management System Keyboard

Legend
22. MFD Clear/Cancel Information
(Default Map)
23. MFD Flight Plan Page
24. MFD Direct-to-Course
25. MFD Menu
26. MFD Procedures
27. MFD Enter Key
28. COM Tuning Mode
29. FMS Mode
30. Transponder Mode (Ident)

31. NAV Tuning Mode
32. MFD Range/Pan Joystick
33. Frequency Transfer (121.5 Tune)
34. MFD FMS XPDR/NAV/COM Control
35. Alphanumeric Keys
36. Backspace Key
37. Space Key
38. Altitude Selection (PFD)
39. Course Selection (HSI)
40. Heading Selection (PFD HSI)
SR20_FM07_2820

Figure 7-17
Perspective Integrated Avionics System (Sheet 2 of 2)
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GIA 63W Integrated Avionics Units
The Integrated Avionics Units, located behind the MFD and instrument
panel, function as the main communication hub, linking all Integrated
Avionics System components with the PFD. Each Integrated Avionics
Unit contains a GPS WAAS receiver, VHF COM/NAV/GS receivers,
system integration microprocessors, and flight director if the optional
AFCS is installed. The Integrated Avionics Units are not paired
together and do not communicate with each other directly.
28 VDC for Integrated Avionics Unit 1 operation is supplied through
the 7.5-amp COM 1 and 5-amp GPS NAV GIA 1 circuit breakers on
the ESS BUS 1. 28 VDC for Integrated Avionics Unit 2 operation is
supplied through the 7.5-amp COM 2 and 5-amp GPS NAV GIA 2
circuit breakers on the MAIN BUS 2.
GEA 71 Engine Airframe Unit
The Engine Airframe Unit, mounted behind the MFD, receives and
processes analog signals from the fuel gaging system, CHT, EGT,
MAP, RPM and other sensors and transmits this data to the Integrated
Avionics Unit.
28 VDC for Engine Airframe Unit operation is supplied through the 3amp ENGINE INSTR circuit breaker on the ESS BUS 2.
GTX 32 Transponder
The GTX 32 solid-state transponder communicates with the primary
Integrated Avionics Unit and provides Modes A and C interrogation/
reply capabilities. The transponder is controlled via the PFD or Flight
Management System Keyboard and is located in the empennage
avionics compartment.
28 VDC for Transponder operation is supplied through the 2-amp
XPONDER circuit breaker on AVIONICS BUS. Refer to the
Perspective Integrated Avionics System Pilot’s Guide for a complete
description of the system, its operating modes, and additional detailed
operating procedures.

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GMA 347 Audio Panel with Integrated Marker Beacon Receiver
The Audio Panel, installed on the center console below the Flight
Management System Keyboard, integrates NAV/COM digital audio,
intercom and marker beacon controls. The VHF communications
portion of the unit interfaces with both Integrated Avionics Units to
provide external radio communication, receive and demodulate VOR,
Localizer, and Glide Slope signals.
28 VDC for Audio Panel operation is supplied through the 5-amp
AUDIO PANEL circuit breaker on the AVIONICS bus.
• Note •
COM swap mode is not available in this installation.
For a detailed operating instructions, refer to the GMA 347 Audio
Panel Pilot’s Guide.
Annunciation and Alert System
Aircraft annunciations and alerts are displayed in the Crew Alerting
System (CAS) window located to the right of the altimeter and VSI.
Aircraft annunciations are grouped by criticality and sorted by order of
appearance with the most recent message on top. The color of the
message text is based on its urgency and required action:
• Warning (red) – Immediate crew awareness and action required.
• Caution (yellow) – Immediate crew awareness and future
corrective action required.
• Advisory (white) – Crew awareness required and subsequent
action may be required.
In combination with the CAS Window, the system issues an audio alert
when specific system conditions are met and an expanded description
of the condition is displayed in the Alerts Window located in the lower
RH corner of the PFD.
• Note •
For specific pilot actions in response to System
Annunciations, refer to Section 3 - Emergency Procedures
and Section 3A - Abnormal Procedures.
For additional information on Engine Instrument Markings and
Annunciations, refer to Section 2 - Limitations.

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Optional Avionics
GFC 700 3-Axis Autopilot and GMC 705 Autopilot Controller
Refer to Section 9, Supplements for GFC 700 3-Axis Autopilot
operating information.
GTX 33 Mode S Transponder
The GTX 33 Mode S solid-state transponder communicates with the
primary Integrated Avionics Unit and provides Modes A, C, and S
interrogation/reply capabilities. The transponder is controlled via the
PFD or Flight Management System Keyboard and is located in the
empennage avionics compartment.
28 VDC for Mode S Transponder operation is supplied through the 2amp XPONDER circuit breaker on AVIONICS BUS. Refer to the
Perspective Integrated Avionics System Pilot’s Guide for a complete
description of the system, its operating modes, and additional detailed
operating procedures.
GDL 69/69A XM Satellite Weather and Radio
The Data Link Satellite Receiver, mounted in the empennage avionics
compartment, receives and transmits real-time weather information to
the MFD and PFD. If GDL 69A option is installed, this unit also
provides digital XM audio entertainment to the cabin audio system via
the GRT 10 XM Radio Remote Transceiver, mounted in the
empennage avionics compartment and controlled by the GRC 10
Remote Control.
28 VDC for Satellite Data Link Receiver operation is supplied through
the 3-amp WEATHER circuit breaker on AVIONICS BUS. Refer to the
Perspective Integrated Avionics System Pilot’s Guide for a complete
description of the system, its operating modes, and additional detailed
operating procedures.
S-Tec System 55X Autopilot with optional Flight Director System
Refer to Section 9, Supplements for S-Tec System 55X Autopilot
operating information.
S-Tec System 55SR Autopilot
Refer to Section 9, Supplements for S-Tec System 55SR Autopilot
operating information.

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Traffic Advisory System
The Traffic Advisory System (TAS) advises the pilot of transponderequipped airplane that may pose a collision threat. TAS information is
displayed on the MFD and indicates the relative range, bearing, and
altitude of intruder airplane. The Traffic Advisory System consists of a
Transmitter Receiver Computer under the LH cockpit seat, and two
directional antennas installed on the airplane exterior. The system
utilizes inputs from the secondary Integrated Avionics Units via the
primary Air Data Computer and is controlled via the MFD or Flight
Management System Keyboard.
28 VDC for Traffic Advisory System operation is supplied through the
5-amp TRAFFIC circuit breaker on AVIONICS BUS. Refer to the
Perspective Integrated Avionics System Pilot’s Guide for a general
description of the system and its operating modes. If applicable, refer
to the L-3 Skywatch Pilot’s Guide for a detailed discussion of the Traffic
Advisory System.
Weather Information System
The Weather Information System detects electrical discharges
associated with thunderstorms and displays the activity on the MFD.
The system consists of an antenna located on top of the fuselage and
a processor unit mounted under the aft baggage floor. The antenna
detects the electrical and magnetic fields generated by intra-cloud,
inter-cloud, or cloud to ground electrical discharges occurring within
200 nm of the airplane and sends the “discharge” data to the
processor. The processor digitizes, analyzes, and converts the
“discharge” signals into range and bearing data and communicates
the data to the MFD every two seconds via the secondary Integrated
Avionics Unit.
28 VDC for Weather System operation is supplied through the 3-amp
WEATHER circuit breaker on AVIONICS BUS. Refer to the
Perspective Integrated Avionics System Pilot’s Guide for a general
description of the system and its operating modes. If applicable, refer
to the L-3 Stormscope WX-500 Weather Mapping Sensor Pilot’s Guide
for a detailed discussion of the system.
Bendix/King KR 87 Automatic Direction Finder (ADF)
The KR 87 ADF System is used as a means of identifying positions,
receiving low and medium frequency voice communications, homing,
tracking, and for navigation on instrument approach procedures. The
system consists of an antenna installed on the airplane exterior and
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the KR 87 receiver which communicates with the Integrated Avionics
System via the secondary Integrated Avionics Unit. The HSI Bearing
Needle may be configured to indicate ADF tracking and homing
information. 28 VDC for ADF System operation is supplied through the
3-amp DME/ADF circuit breaker on AVIONICS BUS. Refer to the
Perspective Integrated Avionics System Pilot’s Guide for a general
description of the system and its operating modes. Refer to the
Bendix/King ADF System Pilot’s Guide for a detailed discussion of the
system.
Bendix/King KN 63 Distance Measuring Equipment (DME)
The KN 63 DME determines airplane distance to a land-based
transponder by sending and receiving pulse pairs - two pulses of fixed
duration and separation. The ground stations are typically collocated
with VORs. The system consists of an antenna installed on the
airplane exterior and the KN 63 receiver which communicates with the
Integrated Avionics System via the secondary Integrated Avionics
Unit. 28 VDC for ADF System operation is supplied through the 3-amp
DME/ADF circuit breaker on AVIONICS BUS. Refer to the Perspective
Integrated Avionics System Pilot’s Guide for a general description of
the system and its operating modes. Refer to the Bendix/King DME
System Pilot’s Guide for a detailed discussion of the system.
Synthetic Vision System
The Synthetic Vision System (SVS) is intended to provide the pilot with
enhanced situational awareness by placing a three dimensional
depiction of terrain, obstacles, traffic and the desired flight path on the
PFD so that proximity and location is more easily understood during
instrument scanning. The SVS database is created from a digital
elevation model with a 9 arc-sec (approx. 885 ft (270m)) horizontal
resolution.
The synthetic vision system is not intended to be used independently
of traditional attitude instrumentation. Consequently, SVS is disabled
when traditional attitude instrumentation is not available. Otherwise,
the traditional attitude instrumentation will always be visible in the
foreground with SVS features in the background. The PFD with SVS
installed includes:
• Perspective depiction of surrounding terrain,
• Zero pitch line,
• Perspective depiction of runways,
• Perspective depiction of large bodies of water,
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• Perspective depiction of obstacles,
• Flight path marker,
• Terrain warning system,
• Field of view depiction on the MFD Navigation Page.
Refer to the Perspective Integrated Avionics System Pilot’s Guide for a
complete description of the system, its operating modes, and
additional detailed operating procedures
Max Viz Enhanced Vision System
The Enhanced Vision System is an electro-optical system that uses a
Long-Wave Infrared (IR) camera. Infrared is particularly effective at
night, smoke, haze, and smog in addition to a broad spectrum of rain,
snow, and radiation-type fog. However, penetration is limited during
certain environmental conditions associated with heavy rain, heavy
snow, coastal fog and most cloud formations. Therefore the EVS is not
intended for all atmospheric conditions and may only be used for
acquisition of objects normally viewed through the cockpit windows.
EVS is an aid to visual acquisitions of:
• Ground vehicles and other ground-based equipment/obstacles,
• Aircraft on taxi-ways and runways,
• Other traffic during takeoff, approach, and landing,
• Runway and taxi lights,
• Runway and terrain features during climb, descent, and low
altitude maneuvering.
The EVS sensor, located on the underside of the LH wing, contains a
long-wave infrared camera that produces a infrared image and a lowlight CMOS camera that produces a visible image. The two images are
then combined to produce a single fused image and transmitted
directly to the MFD. Upon power-up the Sensor requires approximately
90 seconds to produce a usable image. The image generated is a
monochrome image. The hotter an object is the whiter it appears on
the display.
28 VDC Enhanced Vision System operation is supplied through the 5amp EVS CAMERA circuit breaker on MAIN BUS 3. Refer to the Max
Viz Enhanced Vision System Pilot’s Guide for a detailed discussion of
the system. For maintenance information and special precautions to
be followed, refer to Section 8, Ground Handling, Servicing, and
Maintenance
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3
2
1

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4
5
6
4
7
8

4
30

29
28

11
12
13
14

15
16
17
24
18

26
25

24
23

20
21

LEGEND
1. AHRS 1
2. Integrated
Avionics Unit 1
3. AHRS 2
4. Avionics Cooling Fan
5. Integrated
Avionics Unit 2
6. Engine Airframe Unit
7. Air Data Computer 2 (opt)
8. Air Data Computer 1
9. GFC 705 Mode
Controller (opt)
10. ADF (Opt)
11. CAPS Activation Handle
(Cabin Ceiling)
12. Hour Meters
13. Egress Hammer
14. Telephone and
Audio Jacks
15. Cabin Speaker
16. Roll Servo (opt)
17. Pitch Trim Adapter (opt)
18. Pitch Servo (opt)
19. XM Radio
Transceiver (Opt)
20. Transponder
21. Satellite Data Link
Receiver (Opt)
22. ELT
23. Battery 2
24. Tiedown Loops
25. CAPS Parachute
26. Stormscope
Receiver (Opt)
27. Microphone
28. TAS Receiver (Opt)
29. DME (Opt)
30. Fire Extinguisher
SR20_FM07_3011A

Figure 7-18
Equipment Locations
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Avionics Support Equipment
Antennas
Two rod-type COM antennas are mounted to the airplane’s exterior;
COM 1 is mounted directly above the passenger compartment, COM 2
is mounted directly below the baggage compartment. These antennas
are connected to the two VHF communication transceivers contained
in the Integrated Avionics Units.
The optional blade-type DME antenna is mounted on the airplane
underside just aft, right of the firewall.
The optional combined loop/sense ADF antenna is mounted to the
underside of the airplane just aft of the main wing spar. The antenna
combines antenna signals into a single signal input to the ADF
receiver.
A sled-type marker beacon antenna is mounted to the underside of the
airplane below the baggage compartment and provides a signal to the
marker beacon receiver located in the GMA 347 audio panel. If the
optional air conditioning system is installed this antenna is located
below the baggage floor inside of the airplane.
The transponder antenna is located on the bottom side of the airplane,
just aft of the baggage compartment bulkhead on the RH side of the
airplane.
GPS 1 antenna is mounted directly above the passenger
compartment. If the optional XM system is installed, a combination
GPS1/XM antenna is installed in this location. GPS 2 antenna is
mounted just forward of the baggage compartment window. These
antennas are connected to the two GPS receivers contained in the
Integrated Avionics Units.
The optional Traffic System antenna is mounted just above the pilot/
copilot compartment.
If the Garmin GTS 800 Series Traffic Advisory System is installed, a
second blade-type antenna is located on the bottom RH side of the
airplane just forward of the baggage compartment.
The optional Weather System antenna is mounted directly above the
passenger compartment.
The Navigation antenna is mounted to the top of the vertical fin. This
antenna provides VOR and glidescope signals to the VHF navigation
receivers contained in the Integrated Avionics Units.
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Headset and Microphone Installation
The airplane is equipped with provisions for four noise-canceling
headsets
with
integrated
microphones.
The
forward
microphone-headsets use remote Push-To-Talk (PTT) switches
located on the top of the associated control yoke grip. The rear
headsets do not have COM transmit capabilities and do not require
PTT switches. The microphone (MIC), headset, and automatic noise
reduction (ANR) power jacks for the pilot and front seat passenger are
located in the map case and similar jacks for the aft passengers are
located on the aft portion of the center console. Audio to all four
headsets is controlled by the individual audio and volume selectors on
the audio control panel.
Audio Input Jack
Two 3.5 mm audio input jacks (AUDIO INPUT) are provided on the aft
portion of the center console. One jack is located near the
convenience outlet for use by the pilot and forward passenger, and
another is located further aft by the rear passenger ANR power jacks.
These jacks can be used to plug in personal entertainment devices
such as portable radios, cassette players, or CD players. Audio volume
through these jacks is controlled by connected individual
entertainment device.
Cell Phone Input Jack
One 2.5 mm cell phone jack (CELL PHONE INPUT) is provided on the
aft portion of the center console near the convenience outlet. This jack
provides full-duplex telephone interface with intercom isolation and
disable capability. Cabin audio volume through this jack is controlled
by the volume selector on the audio control panel.
Avionics Cooling Fans
Three electric fans provide forced ambient-air cooling for the
Integrated Avionics System. A fan located forward of the instrument
panel provides ambient air cooling directly to the Integrated Avionics
Units. Two additional fans blow air directly onto the heat sinks located
on the forward sides of the PFD and MFD.
28 VDC for MFD Fan operation is supplied through the 5-amp
AVIONICS FAN 1 circuit breaker on NON-ESSENTIAL BUS. 28 VDC
for PFD and Integrated Avionics Unit Fan operation is supplied through
the 5-amp AVIONICS FAN 2 circuit breaker on MAIN BUS 2.

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Cabin Features
Emergency Locator Transmitter
The airplane is equipped with a self-contained emergency locator
transmitter (ELT). The transmitter and antenna are installed
immediately behind the aft cabin bulkhead, slightly to the right of the
airplane centerline. The main transmitter control switch, labeled ONOFF-ARMED, on the transmitter is in the armed position for normal
operations. A remote switch and indicator panel is installed on the left
console near the pilot’s right knee. If rapid deceleration is detected, the
transmitter will repeatedly transmit VHF band audio sweeps at 121.5
MHz and 243.0 MHz approximately 0.5 seconds apart.
The transmitter and antenna are accessible through the avionics bay
access panel along the aft portion of the RH fuselage or the lower aft
center access panel of baggage compartment The ELT can be
removed from the airplane and used as a personal locating device if it
is necessary to leave the airplane after an accident. Eight dated “D”
cell alkaline batteries contained within the transmitter unit power the
ELT transmitter. The batteries must be replaced at specified intervals
based upon the date appearing on the battery (Refer to Airplane
Maintenance Manual).
ELT Remote Switch and Indicator Panel
The ELT remote switch and indicator panel, located on the left console
near the pilot’s right knee, provides test and monitoring functions for
the ELT. The panel contains a button labeled ON, a button labeled
RESET, and a red LED (light). The red light flashes when the ELT is
transmitting. The ON button is used to test the unit in accordance with
the maintenance manual procedures. The RESET button can be used
to cancel an inadvertent transmission. A 6-volt Lithium battery
mounted in the panel powers the LED. The battery must be replaced
at regular intervals (Refer to Airplane Maintenance Manual).
In the event of an accident:
1. Verify ELT operation by noting that the ELT indicator light on the
remote panel is flashing.
2. If possible, access the unit as described below and set the ELT
main transmitter control switch ON.
Portable use of ELT:
a. Remove access at lower aft center of baggage compartment.
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SR20

Disconnect fixed antenna lead from front of unit.

Disconnect lead from remote switch and indicator unit.

d. Loosen attach straps and remove transmitter unit and portable
antenna.
e. Attach portable antenna to antenna jack on front of unit.
f.

Set main control switch to ON.

g. Hold antenna upright as much as possible.

Fire Extinguisher
A liquefied-gas-type fire extinguisher, containing Halon 1211/1301
extinguishing agent, is mounted on the forward outboard side of the
pilot-side footwell. The extinguisher is approved for use on class B
(liquid, grease) and class C (electrical equipment) fires. The Halon
1211/1301 blend provides the best fire extinguishing capability with
low toxicity. A pin is installed through the discharge mechanism to
prevent inadvertent discharge of extinguishing agent. The fire
extinguisher must be replaced after each use.
To operate the extinguisher:
1. Loosen retaining clamp and remove the extinguisher from its
mounting bracket.
2. Hold the extinguisher upright and pull the pin.
3. Get back from the fire and aim nozzle at base of fire at the nearest
edge.
4. Press red lever and sweep side to side.
The extinguisher must be visually inspected before each flight to
assure that it is available, charged, and operable. The preflight
inspection consists of ensuring that the nozzle is unobstructed, the pin
has not been pulled, and the canister has not been damaged.
Additionally, the unit should weigh approximately 1.5 lb (0.7 kg). For
preflight, charge can be determined by ‘hefting’ the unit.

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Hour Meters
The airplane is equipped with two hour meters located inside the
armrest storage compartment between the pilot and copilot seats. The
#1 hour meter, labeled HOBBS begins recording when the BAT 1
switch is ON and either the ALT 1 or ALT 2 switch is ON. The #2 hour
meter records flight time and is labeled FLIGHT. Recording begins
when the airplane reaches a speed of approximately 35 KIAS and is
controlled by the Engine Airframe Unit.
28 VDC for hour meter operation is supplied through the 5-amp FUEL
QTY circuit breaker on MAIN BUS 1.

Emergency Egress Hammer
An eight-ounce ball-peen type hammer is located in the center armrest
accessible to either front seat occupant. In the event of a mishap
where the cabin doors are jammed or inoperable, the hammer may be
used to break through the acrylic windows to provide an escape path
for the cabin occupants.

Convenience Outlet
A 12-volt convenience outlet is installed in the center console. The
receptacle accepts a standard cigarette-lighter plug. The outlet may be
used to power portable entertainment equipment such as CD players,
cassette players, and portable radios. Amperage draw through the
outlet must not exceed 3.5 amps. Power for the convenience outlet is
supplied through the 5-amp 12V DC OUTLET circuit breaker on the
MAIN BUS 3.

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Cirrus Design
SR20

Cirrus Airplane Parachute System
The airplane is equipped with a Cirrus Airplane Parachute System
(CAPS) designed to bring the airplane and its occupants to the ground
in the event of a life-threatening emergency. The system is intended to
save the lives of the occupants but will most likely destroy the airplane
and may, in adverse circumstances, cause serious injury or death to
the occupants. Because of this it is important to carefully read the
CAPS descriptions in this section, section 3 Emergency Procedures
and Section 10, Safety and consider when and how you would use the
system.
• WARNING •
The parachute system does not require electrical power for
activation and can be activated at any time. The solidpropellant rocket flight path is upward from the parachute
cover. Stay clear of parachute canister area when airplane is
occupied. Do not allow children in the airplane unattended.

System Description
The CAPS consists of a parachute, a solid-propellant rocket to deploy
the parachute, a rocket activation handle, and a harness imbedded
within the fuselage structure.
A composite box containing the parachute and solid-propellant rocket
is mounted to the airplane structure immediately aft of the baggage
compartment bulkhead. The box is covered and protected from the
elements by a thin composite cover.
The parachute is enclosed within a deployment bag that stages the
deployment and inflation sequence. The deployment bag creates an
orderly deployment process by allowing the canopy to inflate only after
the rocket motor has pulled the parachute lines taut.
The parachute itself is a 2400-square-foot round canopy equipped with
a slider, an annular-shaped fabric panel with a diameter significantly
less than the open diameter of the canopy. The slider has grommets
spaced around its perimeter. The canopy suspension lines are routed
through these grommets so that the slider is free to move along the
suspension lines. Since the slider is positioned at the top of the
suspension lines near the canopy, at the beginning of the deployment
sequence the slider limits the initial diameter of the parachute and the
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rate at which the parachute inflates. As the slider moves down the
suspension lines the canopy inflates.
A three-point harness connects the airplane fuselage structure to the
parachute. The aft harness strap is stowed in the parachute canister
and attached to the structure at the aft baggage compartment
bulkhead. The forward harness straps are routed from the canister to
firewall attach points just under the surface of the fuselage skin. When
the parachute deploys, the forward harness straps pull through the
fuselage skin covering from the canister to the forward attach points.

Activation Handle
CAPS is initiated by pulling the CAPS Activation T-handle installed in
the cabin ceiling on the airplane centerline just above the pilot’s right
shoulder. A placarded cover, held in place with hook and loop
fasteners, covers the T-handle and prevents tampering with the
control. The cover is be removed by pulling the black tab at the forward
edge of the cover.
Pulling the activation T-handle will activate the rocket and initiate the
CAPS deployment sequence. To activate the rocket, two separate
events must occur:
1. Pull the activation T-handle from its receptacle. Pulling the Thandle removes it from the o-ring seal that holds it in place and
takes out the slack in the cable (approximately two inches (5 cm)
of cable will be exposed). Once the slack is removed, the T-handle
motion will stop and greater force will be required to activate the
rocket.
2. Clasp both hands around activation T-handle and pull straight
downward with a strong, steady, and continuous force until the
rocket activates. A chin-up type pull works best. Up to 45.0 pounds
(20.4 Kg) force, or greater, may be required to activate the rocket.
The greater force required occurs as the cable arms and then
releases the rocket igniter firing pin. When the firing pin releases,
two primers discharge and ignite the rocket fuel.
• Note •
Jerking or rapidly pulling on the activation T-handle greatly
increases the pull forces required to activate the rocket.
Attempting to activate the rocket by pushing the activation Thandle forward and down limits the force that can be applied.
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Pulling the activation T-handle straight down generates the
greatest force.
A maintenance safety pin is provided to ensure that the activation
handle is not pulled during maintenance. However, there may be some
circumstances where an operator may wish to safety the CAPS
system; for example, the presence of unattended children in the
airplane, the presence of people who are not familiar with the CAPS
activation system in the airplane, or during display of the airplane.
The pin is inserted through the handle retainer and barrel locking the
handle in the “safe” position. A “Remove Before Flight” streamer is
attached to the pin.
• WARNING •
After maintenance has been performed or any other time the
system has been safetied, operators must verify that the pin
has been removed before further flight.

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Deployment Characteristics
When the rocket launches, the parachute assembly is extracted
outward due to rocket thrust and rearward due to relative wind. In
approximately two seconds the parachute will begin to inflate.
When air begins to fill the canopy, forward motion of the airplane will
dramatically be slowed. This deceleration increases with airspeed but
in all cases within the parachute envelope should be less than 3 g’s.
During this deceleration a slight nose-up may be experienced,
particularly at high speed; however, the rear riser is intentionally
snubbed short to preclude excessive nose-up pitch. Following any
nose-up pitching, the nose will gradually drop until the airplane is
hanging nose-low beneath the canopy.
Eight seconds after deployment, the rear riser snub line will be cut and
the airplane tail will drop down into its final approximately level attitude.
Once stabilized in this attitude, the airplane may yaw slowly back and
forth or oscillate slightly as it hangs from the parachute. Descent rate
is expected to be less than 1700 feet per minute with a lateral speed
equal to the velocity of the surface wind. In addition, surface winds
may continue to drag the airplane after ground impact.
• Caution •
Ground impact is expected to be equivalent to touchdown
from a height of approximately 10 feet. While the airframe,
seats and landing gear are designed to accommodate this
stress, occupants must prepare for it in accordance with the
CAPS Deployment procedure in Section 3 - Emergency
Procedures.
• Note •
The CAPS is designed to work in a variety of airplane
attitudes, including spins. However, deployment in an attitude
other than level flight may yield deployment characteristics
other than those described above.

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Section 8
Handling, Servicing, & Maintenance
Table of Contents
Introduction ........................................................................................ 3
Operator’s Publications ...................................................................... 3
Service Publications ....................................................................... 3
Ordering Publications ..................................................................... 4
Airplane Records and Certificates ..................................................... 5
Airworthiness Directives..................................................................... 6
Airplane Inspection Periods ............................................................... 6
Annual Inspection ........................................................................... 6
100-Hour Inspection ....................................................................... 7
Cirrus Design Progressive Inspection Program .............................. 7
Pilot Performed Preventative Maintenance .................................... 8
Ground Handling .............................................................................. 10
Application of External Power ....................................................... 10
Towing .......................................................................................... 11
Taxiing .......................................................................................... 12
Parking.......................................................................................... 13
Tiedown ........................................................................................ 14
Leveling ........................................................................................ 14
Jacking.......................................................................................... 14
Servicing .......................................................................................... 16
Landing Gear Servicing ................................................................ 16
Brake Servicing............................................................................. 16
Tire Inflation .................................................................................. 18
Propeller Servicing........................................................................ 18
Oil Servicing.................................................................................. 18
Fuel System Servicing .................................................................. 21
Fuel Contamination and Sampling................................................ 22
Draining Fuel System ................................................................... 23
Battery Service................................................................................. 24
Cleaning and Care ........................................................................... 25
Cleaning Exterior Surfaces ........................................................... 25
Cleaning Interior Surfaces ............................................................ 29

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Introduction
This section provides general guidelines for handling, servicing and
maintaining your aircraft. In order to ensure continued safe and
efficient operation of your airplane, keep in contact with your
Authorized Cirrus Service Center to obtain the latest information
pertaining to your aircraft.

Operator’s Publications
The FAA Approved Airplane Flight Manual and Pilot’s Operating
Handbook (POH) is provided at delivery. Additional or replacement
copies may be obtained from Cirrus Design by contacting the
Customer Service Department.

Service Publications
The following service publications are available for purchase from
Cirrus Design:
• Airplane Maintenance Manual (AMM) – Maintenance Manual
divided into chapters as specified by GAMA and ATA covering
inspection, servicing, maintenance, troubleshooting, and repair
of the airplane structure, systems, and wiring. Revision Service
for this manual is also available. A current copy of the AMM is
provided at delivery.
• Engine Operators and Maintenance Manual – Cirrus Design
provides a Teledyne Continental Engine Operator’s and
Maintenance Manual at the time of delivery. Engine and engine
accessory overhaul manuals can be obtained from the original
equipment manufacturer.
• Avionics Component Operator and Maintenance Manuals -–
Cirrus Design provides all available operator’s manuals at the
time of delivery. Maintenance manuals, if available, may be
obtained from the original equipment manufacturer.
Cirrus Design offers a Subscription Service for the Service Bulletins,
Service Letters and Options Letters issued from the factory. This
service is offered to interested persons such as owners, pilots and
mechanics at a nominal fee. Interested parties may obtain copies and
subscription service for these documents by contacting Customer
Service at Cirrus Design.
• Service Bulletins – are of special importance. When you receive
a Service Bulletin, comply with it promptly.
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SR20

• Service Advisory Notices – are used to notify you of optional
Service Bulletins, supplier Service Bulletins or Service Letters
affecting your airplane, and maintenance data or corrections not
requiring a Service Bulletin. Give careful attention to the Service
Advisory Notice information.

Ordering Publications
Aircraft publications subscription service may be obtained by
contacting Customer Service at Cirrus Design as follows:
Cirrus Design Corporation
Customer Service
4515 Taylor Circle
Duluth, MN 55811
Phone: 218 727-2737
FAX: 218 727-2148
Make sure to include airplane serial number and owner’s name in all
correspondence for accurate processing of your documentation
needs.

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Airplane Records and Certificates
The Federal Aviation Administration (FAA) requires that certain data,
certificates, and licenses be displayed or carried aboard the airplane
at all times. Additionally, other documents must be made available
upon request. The mnemonic acronym “ARROW” is often used to help
remember the required documents.
• Note •
Owners of aircraft not registered in the United States should
check with the registering authority for additional
requirements.
Required Documents

Note

Airworthiness Certificate
FAA Form 8100-2

Must be displayed at all times.

Registration Certificate
FAA Form 8050-3

Must be in the aircraft for all operations.

Radio Station License
FCC Form 556

Required only for flight operations outside the
United States.

Operating Instructions

FAA Approved Flight Manual and Pilot’s Operating Handbook fulfills this requirement.

Weight & Balance Data

Included in FAA Approved Airplane Flight
Manual and Pilot’s Operating Handbook. Data
must include current empty weight, CG, and
equipment list.

Other Documents

Note

Airplane Logbook

Must be made available upon request.

Engine Logbook

Must be made available upon request.

Pilot’s Checklist

Available in cockpit at all times.

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Airworthiness Directives
The Federal Aviation Administration (FAA) publishes Airworthiness
Directives (AD’s) that apply to specific aircraft and aircraft appliances
or accessories. AD’s are mandatory changes and must be complied
with within a time limit set forth in the AD. Operators should
periodically check with Cirrus Service Centers or A&P mechanic to
verify receipt of the latest issued AD for their airplane.

Airplane Inspection Periods
• Note •
FAR 1.1 defines time in service, with respect to maintenance
time records, as “the time from the moment an aircraft leaves
the surface of the earth until it touches it at the next point of
landing.”
The #2 Hour Meter, located in the center console and labeled
FLIGHT, begins recording when the airplane reaches
approximately 35 KIAS and should be used to track
maintenance time intervals as it more accurately records time
in service than the #1 Hour Meter.
The inspection items specified in the Annual/100 Inspection
have been determined by the average aircraft use rate of the
typical owner. Non-commercially operated aircraft that are
flown significantly more than 100 hours per year should
consider additional inspections commensurate with the hours
flown. 100-Hour Inspection or enrollment in a Progressive
Inspection Program should be considered in addition to the
normally required Annual Inspection. The Annual Inspection
interval may also be shortened to accommodate high
utilization rate.

Annual Inspection
Unless enrolled in a Progressive Inspection Program, The U.S.
Federal Aviation Regulations require all civil aircraft must undergo a
thorough Annual Inspection each twelve calendar months. Annual
Inspections are due on the last day of the twelfth month following the
last Annual Inspection. For example: If an Annual Inspection were
performed on 19 November 2010, the next Annual Inspection will be
due 30 November 2011. Annual Inspections must be accomplished
regardless of the number of hours flown the previous year and can
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only be performed by a licensed Airframe and Powerplant (A&P)
mechanic holding an Inspection Authorization (IA). All Cirrus
Authorized Service Centers can perform Annual Inspections. The
inspection is listed, in detail, in Chapter 5 of the Aircraft Maintenance
Manual.

100-Hour Inspection
If the airplane is used commercially, in addition to the Annual
Inspection requirement, the Federal Aviation Regulations requires that
the airplane undergo a 100-Hour Inspection each 100 hours of flight
operation. The scope of the 100-Hour Inspection is identical to the
Annual Inspection except that it can be accomplished by a licensed
A&P mechanic. The 100-hour interval may be exceeded by not more
than 10 flight hours in order to reach a place where the inspection can
be accomplished. Any flight hours used to reach an inspection station
must be deducted from the next 100-Hour Inspection interval. The
inspection is listed, in detail, in Chapter 5 of the Aircraft Maintenance
Manual.

Cirrus Design Progressive Inspection Program
In lieu of the above requirements, an airplane may be inspected using
a Progressive Inspection Program in accordance with the Federal
Aviation Regulation Part 91.409.
The Cirrus Design Progressive Inspection Program provides for the
complete inspection of the airplane utilizing a five-phase cyclic
inspection program. A total of eight inspections are accomplished over
the course of 400 flight hours, with an inspection occurring every 50
flight hours. The inspection items to be covered in the Progressive
Inspection are very similar to the Annual Inspection items. The
Progressive Inspection will accomplish a full Inspection of the airplane
at 400 flight hours or at 12 calendar months. The inspection is listed, in
detail, in Chapter 5 of the Aircraft Maintenance Manual.

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SR20

Pilot Performed Preventative Maintenance
The holder of a Pilot Certificate issued under FAR Part 61 may
perform certain preventive maintenance described in FAR Part 43,
Appendix A. This maintenance may be performed only on an aircraft
that the pilot owns or operates and which is not used in air carrier
service. The regulation also stipulates that the pilot must also
complete the appropriate logbook entries. The following is a list of the
maintenance that the pilot may perform:
• Note •
The pilot should have the ability and manual procedures for
the work to be accomplished.
The pilot may not accomplish any work involving the removal
or disassembly of primary structure or operating system, or
interfere with an operating system, or affect the primary
structure.
• Remove, install, and repair tires.
• Clean, grease, or replace wheel bearings.
• Replace defective safety wire or cotter pins.
• Lubrication not requiring disassembly other than removal of nonstructural items such as access covers, cowlings, or fairings.
• Caution •
Do not use unapproved lubricants. Unapproved lubricants
may damage control system components, including but not
limited to engine and flight controls. Refer to the AMM for
approved lubricants.
• Replenish hydraulic fluid in the hydraulic and brake reservoirs.
• Refinish the airplane interior or exterior (excluding balanced
control surfaces) with protective coatings.
• Repair interior upholstery and furnishings.
• Replace side windows.
• Replace bulbs, reflectors and lenses of position and landing
lights.
• Replace cowling not requiring removal of the propeller.
• Replace, clean or set spark plug gap clearance.
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• Replace any hose connection, except hydraulic connections,
with replacement hoses.
• Clean or replace fuel and oil strainers, as well as replace or
clean filter elements.
• Replace prefabricated fuel lines.
• Replace the battery and check fluid level and specific gravity.
Logbook Entry
After any of the above work is accomplished, appropriate logbook
entries must be made. Logbook entries should contain:
• The date the work was accomplished.
• Description of the work.
• Number of hours on the aircraft.
• The certificate number of pilot performing the work.
• Signature of the individual doing the work.
Logbooks should be complete and up to date. Good records reduce
maintenance cost by giving the mechanic information about what has
or has not been accomplished.

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SR20

Ground Handling
Application of External Power
A ground service receptacle, located just aft of the cowl on the left side
of the airplane, permits the use of an external power source for cold
weather starting and maintenance procedures.
• WARNING •
If external power will be used to start engine, keep yourself,
others, and power unit cables well clear of the propeller
rotation plane.
To apply external power to the airplane:
• Caution •
Do not use external power to start the airplane with a ‘dead’
battery or to charge a dead or weak battery in the airplane.
The battery must be removed from the airplane and battery
maintenance performed in accordance with the appropriate
AMM procedures.
1. Ensure that external power source is regulated to 28 VDC.
2. Check BAT and AVIONICS power switches are ‘off.’
3. Plug external power source into the receptacle.
4. Set BAT 1 switch to ON. 28 VDC from the external power unit will
energize the main distribution and essential distribution buses.
The airplane may now be started or electrical equipment
operated.
5. If avionics are required, set AVIONICS power switch ON.
• Caution •
If maintenance on avionics systems is to be performed, it is
recommended that external power be used. Do not start or
crank the engine with the AVIONICS power switch ‘on.’
To remove external power from airplane:
1. If battery power is no longer required, set BAT 1 switch ‘off.’
2. Pull external power source plug.

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Towing
The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed in the rear baggage compartment or
by power equipment that will not damage or excessively strain the
nose gear assembly. The steering bar is engaged by inserting it into
lugs just forward of the nose wheel axle.
• Caution •
While pushing the aircraft backward, the tow bar must be
installed to keep the nose wheel from turning abruptly.
Do not use the vertical or horizontal control surfaces or
stabilizers to move the airplane. If a tow bar is not available,
use the wing roots as push points.
Do not push or pull on control surfaces or propeller to
maneuver the airplane.
Do not tow the airplane when the main gear is obstructed with
mud or snow.
If the airplane is to be towed by vehicle, do not turn the nose
wheel more than 90 degrees either side of center or structural
damage to the nose gear could result.
1. Refer to Section 1, General, Airplane Three View and Turning
Radius figures for clearances. Be especially cognizant of hangar
door clearances.
2. Insert tow bar into the lugs just forward of the nose wheel axle.
3. Release parking brake and remove chocks
4. Move airplane to desired location.
5. Install chocks
6. Remove tow bar.
To obtain a minimum radius turn during ground handling, the airplane
may be rotated around either main landing gear by pressing down on a
fuselage just forward of the horizontal stabilizer to raise the nosewheel
off the ground.

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Taxiing
Before attempting to taxi the airplane, ground personnel should be
instructed and authorized by the owner to taxi the airplane. Instruction
should include engine starting and shutdown procedures in addition to
taxi and steering techniques.
• Caution •
Verify that taxi and propeller wash areas are clear before
beginning taxi.
Do not operate the engine at high RPM when running up or
taxiing over ground containing loose stones, gravel, or any
loose material that may cause damage to the propeller blades.
Taxi with minimum power needed for forward movement.
Excessive braking may result in overheated or damaged
brakes.
1. Remove chocks.
2. Start engine in accordance with Starting Engine procedure.
3. Release parking brake.
4. Advance throttle to initiate taxi. Immediately after initiating taxi,
apply the brakes to determine their effectiveness. During taxiing,
use differential braking to make slight turns to ascertain steering
effectiveness.
• Caution •
Observe wing clearance when taxiing near buildings or other
stationary objects. If possible, station an observer outside the
airplane.
Avoid holes and ruts when taxiing over uneven ground.
5. Taxi airplane to desired location.
6. Shut down airplane and install chocks and tie-downs in
accordance with Shutdown procedure.

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Parking
The airplane should be parked to protect the airplane from weather
and to prevent it from becoming a hazard to other aircraft. The parking
brake may release or exert excessive pressure because of heat
buildup after heavy braking or during wide temperature swings.
Therefore, if the airplane is to be left unattended or is to be left
overnight, chock and tie down the airplane.
1. For parking, head airplane into the wind if possible.
2. Retract flaps.
3. Set parking brake by first applying brake pressure using the toe
brakes and then pulling the PARK BRAKE knob aft.
• Caution •
Care should be taken when setting overheated brakes or
during cold weather when accumulated moisture may freeze a
brake.
4. Chock both main gear wheels.
5. Tie down airplane in accordance with tiedown procedure in this
section.
6. Install a Pitot head cover. Be sure to remove the Pitot head cover
before flight.
7. Cabin and baggage doors should be locked when the airplane is
unattended.

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SR20

Tiedown
The airplane should be moored for immovability, security and
protection. FAA Advisory Circular AC 20-35C, Tiedown Sense,
contains additional information regarding preparation for severe
weather, tiedown, and related information. The following procedures
should be used for the proper mooring of the airplane:
1. Head the airplane into the wind if possible.
2. Retract the flaps.
3. Chock the wheels.
4. Secure tie-down ropes to the wing tie-down rings and to the tail
ring at approximately 45-degree angles to the ground. When using
rope or non-synthetic material, leave sufficient slack to avoid
damage to the airplane should the ropes contract.
• Caution •
Anchor points for wing tiedowns should not be more than 18
feet apart to prevent eyebolt damage in heavy winds.
Use bowline knots, square knots, or locked slipknots. Do not
use plain slipknots.

Leveling
The airplane is leveled longitudinally by means of a spirit level placed
on the pilot door sill and laterally by means of a spirit level placed
across the door sills. Alternately, sight the forward and aft tool holes
along waterline 95.9 to level airplane. Refer to AMM Section 6,
Airplane Weighing Procedures for illustration.

Jacking
Three jacking points, located at each wing tiedown and tail tiedown,
are provided to perform maintenance operations. Tie-down rings must
be removed and replaced with jack points prior to lifting. Jack points
are stowed in the baggage compartment. The airplane may be jacked
using two standard aircraft hydraulic jacks at the wing jacking points
and a weighted tailstand attached to the aft tail tiedown. Refer to AMM
Section 7, Airplane Lifting Procedures for list of required tools and for
illustration.

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Raise Airplane
• Caution •
Do not jack the aircraft outside or in open hangar with winds in
excess of 10 mph.
The empty CG is forward of the wing jacking points. To prevent
airplane from tipping forward during maintenance or jacking,
use a weighted tailstand (300-lb minimum) attached to the tail
tiedown.
Jacks must be used in pairs. Do not attempt to jack only one
side of aircraft. Keep the airplane as level as possible when
jacking.
1. Position airplane on a hard, flat, level surface.
2. Remove main gear fairings. (Refer to AMM 32-10)
3. Remove and stow tie-down rings from wings.
4. Attach a weighted tailstand to tail tiedown ring.
5. Position jacks and jack points for jacking. Insert jack point into
wing tiedown receptacle. Holding the jack point in place, position
the jack under the point and raise the jack to firmly contact the jack
point. Repeat for opposite jacking point.
6. Raise airplane no more than required for maintenance being
performed.
7. Raise the airplane keeping the airplane as level as possible.
8. Secure jack locks.
Lower Airplane
1. Release pressure on all jacks simultaneously to keep airplane as
level as possible.
2. Remove jacks, jack points, and tailstand. Stow points in baggage
compartment.
3. Install tiedown rings.
4. Install main gear fairings. (Refer to AMM 32-10)

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SR20

Servicing
Landing Gear Servicing
The main landing gear wheel assemblies use 15 x 6.00 x 6, six-ply
rating tires and tubes. The nose wheel assembly uses a 5.00 x 5 fourply rating, type III tire and tube. Always keep tires inflated to the rated
pressure to obtain optimum performance and maximum service. The
landing gear struts do not require servicing. With the exception of
replenishing brake fluid, wheel and brake servicing must be
accomplished in accordance with AMM procedures.

Brake Servicing
Brake Replenishing
The brake system is filled with MIL-H-5606 hydraulic brake fluid. The
fluid level should be checked at every oil change and at the annual/
100-hour inspection, replenishing the system when necessary. The
brake reservoir is located on the right side of the battery support
frame. If the entire system must be refilled, refer to the AMM.
To replenish brake fluid:
1. Chock tires and release parking brake.
2. Remove top engine cowling to gain access to hydraulic fluid
reservoir.
3. Clean reservoir cap and area around cap before opening reservoir
cap.
4. Remove cap and add MIL-H-5606 hydraulic fluid as necessary to
fill reservoir.
5. Install cap, inspect area for leaks, and then install and secure
engine cowling.

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Brake Inspection
The brake assemblies and linings should be checked at every oil
change (50 hours) for general condition, evidence of overheating, and
deterioration.Serials 2016 thru 2030 before SB 2X-05-01: At every
annual/100-hour inspection the brakes should be disassembled, the
brake linings should be checked and the O-rings replaced.
The aircraft should not be operated with overheated, damaged, or
leaking brakes. Conditions include, but are not limited to:
• Leaking brake fluid at the caliper. This can be observed by
checking for evidence of fluid on the ground or deposited on the
underside of the wheel fairing. Wipe the underside of the fairing
with a clean, white cloth and inspect for red colored fluid
residue.
• Overheated components, indicated by discoloration or warping
of the disk rotor. Excessive heat can cause the caliper
components to discolor or cause yellowing of the part
identification label.
To inspect the brake assemblies:
1. Remove main gear fairing. (Refer to AMM 32-10)
2. Wipe off any debris from brake caliper assembly that may obstruct
inspection.
3. Check brake linings for deterioration and maximum permissible
wear. Replace lining when worn to 0.100 inch (2.54 mm).
4. Inspect temperature indicator(s):
a. Clean and inspect temperature indicators installed to brake
caliper assembly.
b.

Verify temperature indicators are firmly adhered to piston
housing.

If either temperature indicator is black, the brake assembly
has overheated. The brake linings must be inspected and the
O-rings replaced.

5. Check brake assemblies for evidence of overheating and/or
deterioration.
6. Install main gear fairing. (Refer to AMM 32-10)

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SR20

Tire Inflation
For maximum service from the tires, keep them inflated to the proper
pressure. When checking tire pressure, examine the tires for wear,
cuts, nicks, bruises and excessive wear.
To inflate tires:
1. Remove inspection buttons on wheel pants to gain access to
valve stems. It may be necessary to move airplane to get valve
stem aligned with the access hole.
2. Remove valve stem cap and verify tire pressure with a dial-type
tire pressure gage.
3. Inflate nose tire to 30 psi (207 kPa) and main wheel tires to 62 psi
(427 kPa).
4. Replace valve stem cap and inspection buttons.
All wheels and tires are balanced before original installation and the
relationship of tire, tube, and wheel should be maintained upon
reinstallation. In the installation of new components, it may be
necessary to rebalance the wheels with the tires mounted.
Unbalanced wheels can cause extreme vibration in the landing gear.

Propeller Servicing
The spinner and backing plate should be cleaned and inspected for
cracks frequently. Before each flight the propeller should be inspected
for nicks, scratches, and corrosion. If found, they should be repaired as
soon as possible by a rated mechanic, since a nick or scratch causes
an area of increased stress which can lead to serious cracks or the
loss of a propeller tip. The back face of the blades should be painted
when necessary with flat black paint to retard glare. To prevent
corrosion, the surface should be cleaned and waxed periodically.

Oil Servicing
• Caution •
The engine should not be operated with less than six quarts of
oil. Seven quarts (dipstick indication) is recommended for
extended flights.
The oil capacity of the Teledyne Continental IO-360-ES engine is 8
quarts. It is recommended that the oil be changed every 50 hours and

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Handling, Servicing, and Maintenance

sooner under unfavorable operating conditions. The following grades
are recommended for the specified temperatures at sea level (SL):
Ambient Air Temperature (SL)

Single Viscosity

Multi-Viscosity

All Temperatures

-—

20W-60
20W-50
15W-50

Below 40°F

SAE 30

10W-30
20W-60
20W-50
15W-50

Above 40°F

SAE 50

20W-60
20W-50
15W-50

An oil filler cap and dipstick are located at the left rear of the engine
and are accessible through an access door on the top left side of the
engine cowling. The engine should not be operated with less than six
quarts of oil. Seven quarts (dipstick indication) is recommended for
extended flights.
To check and add oil:
1. Open access door on upper left-hand side of cowl. Pull dipstick
and verify oil level.
2. If oil level is below 6 quarts (5.7 liters), remove filler cap and add
oil through filler as required to reach 6-8 quarts (5.7-7.6 liters).
3. Verify oil level and install dipstick and filler cap.
4. Close and secure access panel.
Approved Oils
For the first 25 hours of operation (on a new or rebuilt engine) or until
oil consumption stabilizes, use only straight mineral oil conforming to
Mil-L-6082. If engine oil must be added to the factory installed oil, add
only MIL-L-6082 straight mineral oil.
After 25 hours of operation and after oil consumption has stabilized,
use only aviation lubricating oils conforming to Teledyne Continental
Motors (TCM) Specification MHS24, Lubricating Oil, Ashless
Dispersant, or TCM Specification MHS25, Synthetic Lubrication Oil.

P/N 13999-004 Info Manual
September 2011

8-19

Section 8
Handling, Servicing, and Maintenance

Cirrus Design
SR20

Product

Supplier

Aeroshell (R) W

Shell Australia

Aeroshell Oil W
Aeroshell Oil W 15W-50
Anti-Wear Formulation Aeroshell 15W50

Shell Canada Ltd.

Aeroshell Oil W
Aeroshell Oil W 15W-50
Anti-Wear Formulation Aeroshell 15W50

Shell Oil Company

Aviation Oil Type A

Phillips 66 Company

BP Aero Oil

BP Oil Corporation

Castrolaero AD Oil

Castrol Ltd. (Australia)

Chevron Aero Oil

Chevron U.S.A. Inc.

Conoco Aero S

Continental Oil

Delta Avoil

Delta Petroleum Co.

Exxon Aviation Oil EE

Exxon Company, U.S.A.

Mobil Aero Oil

Mobil Oil Company

Pennzoil Aircraft Engine Oil

Pennzoil Company

Quaker State AD Aviation Engine Oil

Quaker State Oil & Refining Co.

Red Ram Aviation Oil 20W-50

Red Ram Ltd. (Canada)

Sinclair Avoil

Sinclair Oil Company

Texaco Aircraft Engine Oil – Premium AD

Texaco Inc.

Total Aero DW 15W50

Total France

Turbonycoil 3570

NYCO S.A.

Union Aircraft Engine Oil HD

Union Oil Company of California

Figure 8-1
Approved Oils

8-20

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 8
Handling, Servicing, and Maintenance

Fuel System Servicing
Fuel Filtration Screen/Element
Airplane Serials 2016 thru 2031; After the first 25 hours of operation,
then every 100-hours or as conditions dictate, the fuel filter element in
the gascolator must be replaced. At every oil change, Verify red popup tab on gascolator is not visible. If tab is visible, the fuel filter
element must be replaced and the pop-up tab manually reset.
Airplane serials 2032 & subsequent; After the first 25 hours of
operation, then every 50-hours or as conditions dictate, the fuel
filtration screen in the gascolator must be cleaned. After cleaning, a
small amount of grease applied to the gascolator bowl gasket will
facilitate reassembly.
Refer to the AMM for Fuel Screen/Element servicing information.
Fuel Requirements
Aviation grade 100 LL (blue) or 100 (green) fuel is the minimum octane
approved for use in this airplane.
Filling Fuel Tanks
Observe all safety precautions required when handling gasoline. Fuel
fillers are located on the forward slope of the wing. Each wing holds a
maximum of 29.3 U.S. gallons. When using less than the standard
58.5 gallon capacity, fuel should be distributed equally between each
side.
• WARNING •
Have a fire extinguisher available.
Ground fuel nozzle and fuel truck to airplane exhaust pipe and
ground fuel truck or cart to suitable earth ground.
Do not fill tank within 100 feet (30.5 meters) of any energized
electrical equipment capable of producing a spark.
Permit no smoking or open flame within 100 feet (30.5 meters)
of airplane or refuel vehicle.
Do not operate radios or electrical equipment during refuel
operations. Do not operate any electrical switches.

P/N 13999-004 Info Manual
September 2011

8-21

Section 8
Handling, Servicing, and Maintenance

Cirrus Design
SR20

To refuel airplane:
1. Place fire extinguisher near fuel tank being filled.
2. Connect ground wire from refuel nozzle to airplane exhaust, from
airplane exhaust to fuel truck or cart, and from fuel truck or cart to
a suitable earth ground.
3. Place rubber protective cover over wing around fuel filler.
• Note •
Do not permit fuel nozzle to come in contact with bottom of
fuel tanks. Keep fuel tanks at least half full at all times to
minimize condensation and moisture accumulation in tanks. In
extremely humid areas, the fuel supply should be checked
frequently and drained of condensation to prevent possible
distribution problems.
4. Remove fuel filler cap and fuel airplane to desired level.
• Note •
If fuel is going to be added to only one tank, the tank being
serviced should be filled to the same level as the opposite
tank. This will aid in keeping fuel loads balanced.
5. Remove nozzle, install filler cap, and remove protective cover.
6. Repeat refuel procedure for opposite wing.
7. Remove ground wires.
8. Remove fire extinguisher.

Fuel Contamination and Sampling
Typically, fuel contamination results from foreign material such as
water, dirt, rust, and fungal or bacterial growth. Additionally, chemicals
and additives that are incompatible with fuel or fuel system
components are also a source of fuel contamination. To assure that
the proper grade of fuel is used and that contamination is not present,
the fuel must be sampled prior to each flight.
Each fuel system drain must be sampled by draining a cupful of fuel
into a clear sample cup. Fuel drains are provided for the fuel
gascolator, wing tanks, and collector tank drains. The gascolator drain
exits the lower engine cowl just forward of the firewall near the airplane
centerline. Fuel tank and collector tank drains are located at the low
spot in the respective tank.
8-22

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 8
Handling, Servicing, and Maintenance

If sampling reveals contamination, the gascolator and tank drains must
be sampled again repeatedly until all contamination is removed. It is
helpful to gently rock the wings and lower the tail slightly to move
contaminates to the drain points for sampling. If after repeated
samplings (three or more), evidence of significant contamination
remains, do not fly the airplane until a mechanic is consulted, the fuel
system is drained and purged, and the source of contamination is
determined and corrected.
If sampling reveals the airplane has been serviced with an improper
fuel grade, do not fly the airplane until the fuel system is drained and
refueled with an approved fuel grade.
To help reduce the occurrence of contaminated fuel coming from the
supplier or fixed based operator, pilots should assure that the fuel
supply has been checked for contamination and that the fuel is
properly filtered. Also, between flights, the fuel tanks should be kept as
full as operational conditions permit to reduce condensation on the
inside of fuel tanks.
Airplane Serials 2016 thru 2031; The gascolator incorporates a filter
bypass that activates a red, pop-up tab when pressure drop across the
gascolator reaches 0.8 ± 0.2 PSI. The filter is bypassed when the
pressure drop reaches 1.20 ± 0.2 PSI. Once the pop-up tab is
activated, the fuel filter element must be replaced and the pop-up tab
manually reset. Do not attempt to clean the filter element.

Draining Fuel System
The bulk of the fuel may be drained from the wing fuel tanks by the use
of a siphon hose placed in the cell or tank through the filler neck. The
remainder of the fuel may be drained by opening the drain valves. Use
the same precautions as when refueling airplane. Refer to the AMM
for specific procedures.

P/N 13999-004 Info Manual
September 2011

8-23

Section 8
Handling, Servicing, and Maintenance

Cirrus Design
SR20

Battery Service
The aircraft is delivered with a maintenance free, rechargeable,
sealed, lead acid primary battery. Battery #1 is mounted to the forward
right side of the firewall and access is gained by removing the upper
cowl. The battery vent is connected to an acid resistant plastic tube
that vents gases and electrolyte overflow overboard
A capacity check must be performed at initial 24 months or 1200 hours
in service and then every 12 months or 200 hours thereafter. Refer to
the AMM for additional information on Battery #1 Overhaul and
Replacement Schedule and Scheduled Maintenance Checks.
• Note •
For aircraft equipped with conventional lead acid battery
requiring periodic electrolyte level check: Refer to the AMM for
information on Battery Overhaul and Replacement Schedule
and Scheduled Maintenance Checks
Battery #2 is a maintenance free, rechargeable, sealed, lead acid
batter. Mounted in the empennage just aft of bulkhead 222, there is no
need to check the specific gravity of the electrolyte or add water to
these batteries during their service life. Refer to the AMM for Overhaul
and Replacement Schedule.
The external power receptacle is located on the left side of the
fuselage just aft of the firewall. Refer to the AMM for battery servicing
procedures.

8-24

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 8
Handling, Servicing, and Maintenance

Cleaning and Care
Cleaning Exterior Surfaces
• Note •
Prior to cleaning, place the airplane in a shaded area to allow
the surfaces to cool.
The airplane should be washed with a mild soap and water. Harsh
abrasives or alkaline soaps or detergents could make scratches on
painted or plastic surfaces or could cause corrosion of metal. Cover
static ports and other areas where cleaning solution could cause
damage. Be sure to remove the static port covers before flight. To
wash the airplane, use the following procedure:
1. Flush away loose dirt with water.
2. Apply cleaning solution with a soft cloth, a sponge or a soft bristle
brush.
3. To remove exhaust stains, allow the solution to remain on the
surface longer.
4. To remove stubborn oil and grease, use a cloth dampened with
naphtha.
5. Rinse all surfaces thoroughly.
Any good silicone free automotive wax may be used to preserve
painted surfaces. Soft cleaning cloths or a chamois should be used to
prevent scratches when cleaning or polishing. A heavier coating of
wax on the leading surfaces will reduce the abrasion problems in these
areas.

P/N 13999-004 Info Manual
September 2011

8-25

Section 8
Handling, Servicing, and Maintenance

Cirrus Design
SR20

Cleaning Product

Cleaning Application

Supplier

Pure Carnauba Wax

Fuselage Exterior

Any Source

Mothers California Gold
Pure Carnauba Wax

Fuselage Exterior

Wal-Mart Stores

RejeX

Fuselage Exterior

Corrosion Technologies

WX/Block System

Fuselage Exterior

Wings and Wheels

AeroShell Flight Jacket
Plexicoat

Fuselage Exterior

ShellStore Online

XL-100 Heavy-Duty
Cleaner/Degreaser

Fuselage Exterior and
Landing Gear

Buckeye International

Stoddard Solvent
PD-680 Type ll

Engine Compartment

Any Source

Kerosene

Exterior Windscreen and
Windows

Any Source

Klear-To-Land

Exterior Windscreen and
Windows

D.W. Davies & Co

Prist

Exterior Windscreen and
Windows

Prist Aerospace

LP Aero Plastics
Acrylic Polish & Sealant

Exterior Windscreen and
Windows

Aircraft Spruce & Specialty

Figure 8-2
Recommended Exterior Cleaning Products

8-26

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 8
Handling, Servicing, and Maintenance

Windscreen and Windows
Before cleaning an acrylic window, rinse away all dirt particles before
applying cloth or chamois. Never rub dry acrylic. Dull or scratched
window coverings may be polished using a special acrylic polishing
paste.
• Caution •
Clean acrylic windows with a solvent free, none abrasive,
antistatic acrylic cleaner. Do not use gasoline, alcohol,
benzene, carbon tetrachloride, thinner, acetone, or glass
window cleaning sprays.
Use only a nonabrasive cotton cloth or genuine chamois to
clean acrylic windows. Paper towel or newspaper are highly
abrasive and will cause hairline scratches.
1. Remove grease or oil using a soft cloth saturated with kerosene
then rinse with clean, fresh water.
• Note •
Wiping with a circular motion can cause glare rings. Use an up
and down wiping motion to prevent this.
To prevent scratching from dirt that has accumulated on the
cloth, fold cloth to expose a clean area after each pass.
2. Using a moist cloth or chamois, gently wipe the windows clean of
all contaminates.
3. Apply acrylic cleaner to one area at a time, then wipe away with a
soft, cotton cloth.
4. Dry the windows using a dry nonabrasive cotton cloth or chamois.
Enhanced Vision System Sensor Windows (Optional)
The Enhanced Vision System Sensor is located on the underside of
the LH wing. The three sensor windows are made of Germanium. In
contrast to visible light energy, infrared energy typically passes
through dirt on the window. As such, the Sensor windows requires
only occasional cleaning with mild liquid soap and water or isopropyl
alcohol, and a soft cloth.
• Caution •
If a EVS Sensor Window breaks, use gloves and masks when
handling broken germanium window material.
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September 2011

8-27

Section 8
Handling, Servicing, and Maintenance

Cirrus Design
SR20

Do not use abrasive cleansers or cleaning pads on the
germanium window. Abrasive cleaning can damage the
sensor window coating.
Do not use any cleansers containing ammonia. Ammonia will
remove the sensor window coating.
Engine Compartment
Before cleaning the engine compartment, place a strip of tape on the
magneto vents to prevent any solvent from entering these units.
1. Place a large pan under the engine to catch waste.
2. Remove induction air filter and seal off induction system inlet.
3. With the engine cowling removed, spray or brush the engine with
solvent or a mixture of solvent and degreaser. In order to remove
especially heavy dirt and grease deposits, it may be necessary to
brush areas that were sprayed.
• Caution •
Do not spray solvent into the alternator, vacuum pump, starter,
or induction air intakes.
4. Allow the solvent to remain on the engine from 5 to 10 minutes.
Then rinse engine clean with additional solvent and allow it to dry.
• Caution •
Do not operate the engine until excess solvent has evaporated
or otherwise been removed.
5. Remove the protective tape from the magnetos.
6. Open induction system air inlet and install filter.
7. Lubricate in accordance with the Lubrication Chart.
Landing Gear
Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly.
1. Place a pan under the gear to catch waste.
2. Spray or brush the gear area with solvent or a mixture of solvent
and degreaser, as desired. Where heavy grease and dirt deposits
have collected, it may be necessary to brush areas that were
sprayed, in order to clean them.

8-28

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 8
Handling, Servicing, and Maintenance

3. Allow the solvent to remain on the gear from five to ten minutes.
Then rinse the gear with additional solvent and allow to dry.
4. Remove the cover from the wheel and remove the catch pan.
5. Lubricate the gear in accordance with the Lubrication Chart.

Cleaning Interior Surfaces
Seats, carpet, upholstery panels, and headliners should be vacuumed
at regular intervals to remove surface dirt and dust. While vacuuming,
use a fine bristle nylon brush to help loosen particles.
• Caution •
Remove any sharp objects from pockets or clothing to avoid
damaging interior panels or upholstery.
Windshield and Windows
Never rub dry acrylic. Dull or scratched window coverings may be
polished using a special acrylic polishing paste.
• Caution •
Clean acrylic windows with a solvent free, none abrasive,
antistatic acrylic cleaner. Do not use gasoline, alcohol,
benzene, carbon tetrachloride, thinner, acetone, or glass
window cleaning sprays.
Use only a nonabrasive cotton cloth or genuine chamois to
clean acrylic windows. Paper towel or newspaper are highly
abrasive and will cause hairline scratches.
• Note •
Wiping with a circular motion can cause glare rings. Use an up
and down wiping motion to prevent this.
To prevent scratching from dirt that has accumulated on the
cloth, fold cloth to expose a clean area after each pass.
1. Using a moist cloth or chamois, gently wipe the windows clean of
all contaminates.
2. Apply acrylic cleaner to one area at a time, then wipe away with a
soft, cotton cloth.
3. Dry the windows using a dry nonabrasive cotton cloth or chamois.

P/N 13999-004 Info Manual
September 2011

8-29

Section 8
Handling, Servicing, and Maintenance

Cirrus Design
SR20

Cleaning Product

Cleaning Application

Supplier

Prist

Interior Windscreen and
Windows

Prist Aerospace

Optimax

Display Screens

PhotoDon

Mild Dishwasher Soap
(abrasive free)

Cabin Interior

Any Source

Leather Care Kit
50689-001

Leather Upholstery

Cirrus Design

Leather Cleaner
50684-001

Leather Upholstery

Cirrus Design

Ink Remover
50685-001

Leather Upholstery

Cirrus Design

Leather Conditioner
50686-001

Leather Upholstery

Cirrus Design

Spot and Stain Remover
50687-001

Leather Upholstery

Cirrus Design

Vinyl Finish Cleaner
50688-001

Vinyl Panels

Cirrus Design

Vinyl & Leather Cleaner
51479-001

Vinyl and Leather Upholstery

Cirrus Design

Figure 8-3
Recommended Interior Cleaning Products

8-30

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 8
Handling, Servicing, and Maintenance

Instrument Panel and Electronic Display Screens
The instrument panel, control knobs, and plastic trim need only to be
wiped clean with a soft damp cloth. The multifunction display, primary
flight display, and other electronic display screens should be cleaned
with Optimax - LCD Screen Cleaning Solution as follows:
• Caution •
To avoid solution dripping onto display and possibly migrating
into component, apply the cleaning solution to cloth first, not
directly to the display screen.
Use only a lens cloth or nonabrasive cotton cloth to clean
display screens. Paper towels, tissue, or camera lens paper
may scratch the display screen.
Clean display screen with power OFF.
1. Gently wipe the display with a clean, dry, cotton cloth.
2. Moisten clean, cotton cloth with cleaning solution.
3. Wipe the soft cotton cloth across the display in one direction,
moving from the top of the display to the bottom. Do not rub
harshly.
4. Gently wipe the display with a clean, dry, cotton cloth.
Headliner and Trim Panels
The airplane interior can be cleaned with a mild detergent or soap and
water. Harsh abrasives or alkaline soaps or detergents should be
avoided. Solvents and alcohols may damage or discolor vinyl or
urethane parts. Cover areas where cleaning solution could cause
damage. Use the following procedure:
• Caution •
Solvent cleaners and alcohol should not be used on interior
parts. If cleaning solvents are used on cloth, cover areas
where cleaning solvents could cause damage.
1. Clean headliner, and side panels, with a stiff bristle brush, and
vacuum where necessary.
2. Soiled upholstery, may be cleaned with a good upholstery cleaner
suitable for the material. Carefully follow the manufacturer's
instructions. Avoid soaking or harsh rubbing.

P/N 13999-004 Info Manual
September 2011

8-31

Section 8
Handling, Servicing, and Maintenance

Cirrus Design
SR20

Leather Upholstery and Seats
For routine maintenance, occasionally wipe leather upholstery with a
soft, damp cloth. For deeper cleaning, start with mix of mild detergent
and water then, if necessary, work your way up to the products
available from Cirrus for more stubborn marks and stains. Do not use
soaps as they contain alkaline which will alter the leather’s pH balance
and cause the leather to age prematurely. Cover areas where cleaning
solution could cause damage. Use the following procedure:
• Caution •
Solvent cleaners and alcohol should not be used on leather
upholstery.
1. Clean leather upholstery with a soft bristle brush, and vacuum
where necessary.
2. Wipe leather upholstery with a soft, damp cloth.
3. Soiled upholstery, may be cleaned with the approved products
available from Cirrus Design. Avoid soaking or harsh rubbing.
Carpets
To clean carpets, first remove loose dirt with a whiskbroom or vacuum.
For soiled spots and stubborn stains use a non-flammable, dry
cleaning fluid. Floor carpets may be cleaned like any household
carpet.

8-32

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 9
Supplements

Section 9
Supplements
This section of the handbook contains FAA Approved Supplements
necessary to safely and to efficiently operate the aircraft when
equipped with optional systems or equipment not provided with the
standard airplane or for special operations or not included in the
handbook. Basically, supplements are mini-handbooks and will
contain data corresponding to most sections of the handbook. Data in
a supplement adds to, supersedes, or replaces similar data in the
basic handbook.
A Log of Supplements page immediately follows this page and
precedes all Cirrus Design Supplements produced for this airplane.
The Log of Supplements page can be utilized as a “Table of Contents”
for this section. In the event the airplane is modified at a non Cirrus
Design facility through an STC or other approval method, it is the
owners responsibility to assure that the proper supplement, if
applicable, is installed in the handbook and the supplement is properly
recorded on the Log of Supplements page.
FAA Approved POH Supplements must be in the airplane for flight
operations when the subject optional equipment is installed or the
special operations are to be performed.
• Note •
This Log of Supplements shows all Cirrus Design
Supplements available for the aircraft at the corresponding
date of the revision level shown in the lower left corner. A mark
(x) in the Part Number column indicates that the supplement is
installed in the POH.

P/N 13999-004 Info Manual
September 2011

9-1

Section 9
Supplements

Cirrus Design
SR20

Intentionally Left Blank

9-2

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 9
Log of Supplements

Section 9
Log of Supplements
Part Number
___ 11934-S17

Title

Date

SR20 Airplanes Registered in Canada

10-10-01

___ 11934-S25 R1 Winterization Kit

12-07-04

___ 11934-S29

05-27-04

SR20 Airplanes Registered in the European Union

___ 11934-S36 R1 Artex ME406 406 MHz ELT System

12-18-08

___ 11934-S39

S-Tec Fifty Five X Autopilot w/ Optional Flight Director

12-18-08

___ 11934-S40

S-Tec Fifty Five SR Autopilot

12-18-08

___ 11934-S41 R2 GFC 700 Automatic Flight Control System

12-14-10

___ 11934-S42

Garmin Terrain Awareness/Warning System

12-18-08

___ 11934-S43

SR20 Airplanes Registered in Russia

10/14/09

___ 11934-S45

SR20 Airplanes Registered in Argentina

09-30-09

___ 11934-S51

SR20 Airplanes Registered in Colombia

12-07-10

P/N 13999-004 Info Manual
September 2011

9-3

Section 9
Log of Supplements

Cirrus Design
SR20

FAA Approved POH Supplements must be in the airplane for flight operations when the
subject optional equipment is installed or the special operations are to be performed.
This Log of Supplements shows all Cirrus Design Supplements available for the aircraft
at the corresponding date of the revision level shown in the lower left corner. A mark (x)
in the Part Number column indicates that the supplement is installed in the POH.
9-4

P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 9
Supplements

Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual
Supplement
for

Artex ME406 406 MHz ELT System
When Artex ME406 406 MHz ELT System is installed in the Cirrus
Design SR20, this POH Supplement is applicable and must be
inserted in the Supplements Section (Section 9) of the Cirrus Design
SR20 Pilot’s Operating Handbook. This document must be carried in
the airplane at all times. Information in this supplement adds to,
supersedes, or deletes information in the basic SR20 Pilot’s Operating
Handbook.
This POH Supplement Change, dated Revision 01: 12-18-08,
supersedes and replaces the Original release of this POH
Supplement dated 08-15-07.

P/N 11934-S36
Revision 01: 12-18-08

1 of 8

Section 9
Supplements

Cirrus Design
SR20

Section 1 - General
The 406 MHz emergency locator transmitter (ELT) is a radio-frequency
transmitter that generates a signal to assist in search and rescue for
missing aircraft. The ELT automatically transmits the standard sweep
tone on 121.5 MHz if rapid deceleration is detected. In addition, for the
first 24 hours of operation, a 406 MHz signal containing aircraft
specific information is transmitted at 50 seconds for 440 milliseconds.

FORW
ARD
AWNIRNG

1
8

CIRCUIT
BREAKER
PANEL
(REF)

7
1

5
MOUNTING
TRAY (REF)

LEGEND
1. LED Annunciator
2. Remote Switch
3. Antenna
4 Remote Cable
5. Main Control Switch
6. Antenna Jack
7. Attach Straps
8. Artex ME406 ELT
SR20_FM09_2676

2 of 8

Figure - 1
Artex ME406 ELT System

P/N 11934-S36
Revision 01: 12-18-08

Cirrus Design
SR20

Section 9
Supplements

Section 2 - Limitations
No Change.

Section 3 - Emergency Procedures
Forced Landing
Before performing a forced landing activate the ELT transmitter
manually by turning the ELT remote switch to the 'ON'-position.
Immediately after a forced landing, perform the following procedure:
• Note •
The ELT Remote Switch and Control Panel Indicator could be
inoperative in the event of a forced landing. If inoperative, the
inertia “G” switch will activate automatically. However, to turn
the ELT OFF and ON will require manual switching of the main
control switch located on the ELT unit.
1. ELT Remote Switch .........................................................Verify ON
• Switch the ELT Remote Switch ON even if the red LED
annunciator is flashing.
• If airplane radio operable and can be safety used (no threat of
fire or explosion), turn radio ON and select 121.5 MHz. If the
ELT can be heard transmitting, it is working properly.
2. Battery Power ..................................................................Conserve
• Do not use radio transceiver until rescue aircraft is sighted.
After sighting rescue aircraft:
3. ELT Remote Switch ................................................ “ARM” position
to prevent radio interference.
• Attempt contact with rescue aircraft with the radio transceiver
set to a frequency of 121.5 MHz. If no contact is established,
switch the panel mounted switch to the 'ON'-position
immediately.
(Continued on following page)

P/N 11934-S36
Revision 01: 12-18-08

3 of 8

Section 9
Supplements

Cirrus Design
SR20

Portable Use of ELT
The ELT transmitter can be removed from the airplane and used as a
personal locating device if it is necessary to leave the airplane after an
accident. Access the unit as described below and set the ELT
transmitter control switch to the 'ON'-position.
1. Remove avionics bay access panel along the aft portion of the RH
fuselage or the lower aft center access panel of baggage
compartment.
2. Disconnect fixed antenna lead from front of unit.
3. Disconnect lead from remote switch and indicator unit.
4. Disconnect antenna from mounting tray.
5. Loosen attach straps and remove transmitter unit.
6. Attach antenna to antenna jack on front of unit.
7. Set main control switch to ON.
8. Hold antenna upright as much as possible.

Section 4 - Normal Procedures
No Change.

Section 5 - Performance
No Change.

Section 6 - Weight & Balance
Installation of the subject propeller adds the following optional (Sym =
O) equipment at the weight and arm shown in the following table.
ATA /
Item

25-01

4 of 8

Description

Artex ME406 ELT and Batteries

Sym

Qty

Part Number

Unit
Wt

Arm

17190-100

3.4

229.5

P/N 11934-S36
Revision 01: 12-18-08

Cirrus Design
SR20

Section 9
Supplements

Section 7 - Systems Description
This airplane is equipped with a self-contained Artex ME406 406 MHz
ELT System. The transmitter unit is automatically activated upon
sensing a change of velocity along its longitudinal axis exceeding 4 to
5 feet per second. Once activated, the transmitter transmits VHF band
audio sweeps at 121.5 Mhz until battery power is gone. In addition, for
the first 24 hours of operation, a 406 MHz signal is transmitted at 50second intervals. This transmission lasts 440 ms and contains
identification data received by Cospas-Sarsat satellites. The
transmitted data is referenced in a database maintained by the
national authority responsible for ELT registration to identify the
beacon and owner.
The ELT transmitter is installed immediately behind the aft cabin
bulkhead, slightly to the right of the airplane centerline. The transmitter
and antenna are accessible through the avionics bay access panel
along the aft portion of the RH fuselage or the lower aft center access
panel of baggage compartment. The main transmitter control switch is
labeled “ON” - “ARM”. The transmitter is in the armed position for
normal operations. A red LED annunciator flashes when the ELT is
transmitting. A battery pack consisting of two “D” cell lithium batteries
mounts to a cover assembly within the transmitter to provide power to
the transmitter. The expiration date of the batteries are indicated on
the outside of the ELT battery case and recorded in the aircraft logs.
A warning buzzer is mounted to the transmitter mounting tray. When
the ELT is activated, the buzzer “beeps” periodically. This buzzer
operates in tandem with the ELT panel indicator and serves as a
redundant annunciation. Power to the buzzer is supplied by the ELT
batteries.
Serials 1005 thru 2015; The ELT Remote Switch and Control Panel
Indicator (RCPI) is located below the circuit breakers on the circuit
breaker panel or Serials 2016 and subsequent, below the Alternate
Induction Air Control knob near the pilot’s right knee.
The RCPI provides test and monitoring functions for the transmitter.
The panel contains a switch labeled “ON” - “ARM”, and a red LED
annunciator. The red LED annunciator flashes when the ELT is
transmitting. Power to the LED is supplied by the clock bus on the
MCU.

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SR20

Section 8 - Handling, Servicing & Maintenance
ELT and RCPI batteries must be inspected in accordance with the
Airplane Maintenances Manual, 5-20 - Scheduled Maintenance
Checks.
The ELT and RCPI batteries must be replaced upon reaching the date
stamped on the batteries, after an inadvertent activation of unknown
duration, or whenever the batteries have been in use for one
cumulative hour.

Inspection / Test
After setting transmitter switch to ARM position, the ELT automatically
enters a self-test mode. The self-test transmits a 406 MHz test coded
pulse that monitors certain system functions before shutting off. The
test pulse is ignored by any satellite that receives the signal, but the
ELT uses this pulse to check output power and frequency. Other
parameters of the ELT are checked and a set of error codes is
generated if a problem is found. The error codes are indicated by a
series of pulses on the transmitter LED, remote control panel indicator
LED, and alert buzzer.
• Note •
FAA regulations require that transmitter tests only be done
during the first 5 minutes of each hour and must not last for
more than 3 audio sweeps (1.5 seconds). If you are at a
location where there is an FAA control tower or other
monitoring facility, notify the facility before beginning the tests.
Never activate the ELT while airborne for any reason.
Operators may wish to use a low quality AM broadcast
receiver to determine if energy is being transmitted from the
antenna. When the antenna of the radio (tuning dial on any
setting) is held about 6 inches from the activated ELT antenna,
the ELT aural tone will be heard on the AM broadcast receiver.
This is not a measured check, but it does provide confidence
that the antenna is radiating sufficient power to aid search and
rescue. The aircraft’s VHF receiver, tuned to 121.5 MHz, may
also be used. This receiver, however, is more sensitive and
could pick up a weak signal even if the radiating ELT’s antenna
is disconnected. Thus it does not check the integrity of the ELT

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system or provide the same level of confidence as does an
AM radio.
1. Tune aircraft receiver to 121.5 MHz.
2. Turn the ELT aircraft panel switch "ON" for about 1 second, then
back to the "ARM" position. The receiver should transmit about 3
audio sweeps.
3. At turn-off (back to 'ARM' state) the panel LED and buzzer should
present 1 pulse. If more are displayed, determine the problem
from the list below.
4. Codes displayed with the associated conditions are as follows:
a. 1-Flash: Indicates that the system is operational and that no
error conditions were found.
b.

2-Flashes: Not used. If displayed, correct condition before
further flight.

3-Flashes: Open or short circuit condition on the antenna
output or cable. If displayed, correct condition before further
flight.

d. 4-Flashes: Low power detected. If displayed, correct condition
before further flight.
e. 5-Flashes: Indicates that the ELT has not been programmed.
Does not indicate erroneous or corrupted programmed data. If
displayed, correct condition before further flight.
f.

6-Flashes: Indicates that G-switch loop is not installed. If
displayed, correct condition before further flight.

g. 7-Flashes: Indicates that the ELT battery has too much
accumulated operation time (> 1hr). If displayed, correct
condition before further flight.

Section 10 - Safety Information
No Change.

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Intentionally Left Blank

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Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual
Supplement
for the

GFC 700 Automatic Flight Control
System
(Aircraft Serials w/ Perspective Avionics Only)
Including optionally installed Electronic Stability and Protection
(ESP), Underspeed Protection (USP), and Hypoxia Detection and
Automatic Descent functions.
When the GFC 700 Automatic Flight Control System is installed on the
aircraft, this POH Supplement is applicable and must be inserted in
the Supplements Section of the basic Pilot’s Operating Handbook.
This document must be carried in the airplane at all times. Information
in this supplement adds to, supersedes, or deletes information in the
basic Pilot’s Operating Handbook.
• Note •
This POH Supplement Change, dated Revision 02: 12-14-10,
supersedes and replaces the Revision 01 of this POH
Supplement dated 08-26-09.

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SR20

Section 1 - General
The aircraft is equipped with a Garmin GFC 700 Automatic Flight
Control System (AFCS) which is fully integrated within the Cirrus
Perspective Integrated Avionics System architecture. Refer to Section
7 - System Description and the Cirrus Perspective Pilot’s Guide for
additional description of the AFCS and operating procedures.
Determining status of Autopilot Underspeed Protection (USP)
and Hypoxia Detection and Automatic Descent
If Perspective System software load 0764-09 or later is installed, the
aircraft has these functions installed; software load is displayed in the
upper RH corner of the first MFD screen presented after power-up.
Determining status of Electronic Stability and Protection (ESP)
If the aircraft is equipped with ESP (software load 0764-09 or later), it
is identified and displayed on the second MFD splash screen
presented after power-up; this page will state “This aircraft is equipped
with Electronic Stability & Protection” if installed.

Section 2 - Limitations
1. The appropriate revision of the Cirrus Perspective Cockpit
Reference Guide (p/n 190-00821-XX, where X can be any digit
from 0 to 9) must be immediately available to the pilot during flight.
The system software version stated in the reference guide must
be appropriate for the system software version displayed on the
equipment.
2. Minimum Autopilot Speed ..................................................80 KIAS
3. Maximum Autopilot Speed ...............................................185 KIAS
4. Autopilot Minimum-Use-Height:
a. Takeoff and Climb ................................................ 400 feet AGL
b.

Enroute and Descent......................................... 1000 feet AGL

Approach (GP or GS Mode) ............ Higher of 200 feet AGL or
Approach MDA, DA, DH.

d. Approach (IAS, VS, PIT or ALT Mode)...Higher of 400 feet
AGL or Approach MDA.
5. The Autopilot may not be engaged beyond the Engagement
Limits. If the Autopilot is engaged beyond the command limits (up
to engagement limits) it will be rolled or pitched to within the
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command limits and an altitude loss of 1000 feet or more can be
expected while attitude is established in the selected mode.
Axis

Autopilot Engagement Limit

Pitch

± 30°

Roll

± 75°

6. The Autopilot and Flight Director will not command pitch or roll
beyond the Command Limits.
Axis

Autopilot Command Limit

FD Pitch Command Limits

+20°, -15°

FD Roll Command Limits

± 25°

7. Use of VNAV is not supported during an approach with a teardrop
course reversal. VNAV will be disabled at the beginning of the
teardrop.
8. For aircraft with optional USP, If Stall Warning is inoperative,
Autopilot Underspeed Protection will not be provided in Altitude
Critical Modes (ALT, GS, GP, TO and GA)

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Section 3 - Emergency Procedures
Autopilot Malfunction
Refer to Electric Trim/Autopilot Failure abnormal procedure in the
basic POH. Do not reengage the Autopilot until the malfunction has
been identified and corrected. The Autopilot may be disconnected by:
1. Pressing the A/P DISC on the control yoke.
or
2. Pulling the AP SERVOS circuit breaker on MAIN BUS 1.
Altitude lost during a roll or pitch axis Autopilot malfunction and
recovery:
Flight Phase

Bank Angle

Altitude Loss

Climb

45°

300 ft

Cruise

45°

300 ft

Maneuvering

45°

300 ft

Descent

45°

300 ft

Approach

45°

70 ft

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Section 3A - Abnormal Procedures
Altitude Miscompare
ALT MISCOMP Caution
ALT MISCOMP

For dual ADC installations, altitude difference is greater than 200 feet
between ADC1 and ADC2.
1. Altitude ............. CROSS-CHECK ADC1 against Standby Altimeter
2. ADC2 ................................................................................ SELECT
a. Press SENSOR softkey on PFD, followed by ADC2 softkey.
b.

Expect USING ADC2 message on PFD

3. Altitude ............. CROSS-CHECK ADC2 against Standby Altimeter
4. ADC ............................................................ SELECT more reliable
a. Press SENSOR softkey, then select the ADC that provided the
most reliable altitude indication

Airspeed Miscompare
IAS MISCOMP Caution
IAS MISCOMP

For dual ADC installations, airspeed difference is greater than 7 knots
between ADC1 and ADC2.
1. Airspeed........... CROSS-CHECK ADC1 against Standby Airspeed
Indicator
2. ADC2 ................................................................................ SELECT
a. Press SENSOR softkey on PFD, followed by ADC2 softkey
b.

Expect USING ADC2 message on PFD

3. Airspeed........... CROSS-CHECK ADC2 against Standby Airspeed
Indicator
4. ADC ............................................................ SELECT more reliable
a. Press SENSOR softkey, then select the ADC that provided the
most reliable airspeed indication
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SR20

Heading Miscompare
HDG MISCOMP Caution
HDG MISCOMP

For dual AHRS installations, heading difference is greater than 6°
between AHRS 1 and AHRS 2.
1. Heading....... CROSS-CHECK AHRS1 against Magnetic Compass
2. AHRS2 .............................................................................. SELECT
a. Press SENSOR softkey on PFD, followed by AHRS2 softkey
b.

Expect USING AHRS2 message on PFD

3. Altitude ........ CROSS-CHECK AHRS2 against Magnetic Compass
4. AHRS .......................................................... SELECT more reliable
a. Press SENSOR softkey, then select the AHRS that provided
the most reliable heading indication

Pitch Miscompare
PIT MISCOMP Caution
PIT MISCOMP

For dual AHRS installations, pitch difference is greater than 5°
between AHRS 1 and AHRS 2. Flight Director, Autopilot, and ESP (if
installed) will not be available when pitch miscompare exists.
1. Pitch ......CROSS-CHECK AHRS1 against Stdby Attitude Indicator
2. AHRS2 .............................................................................. SELECT
a. Press SENSOR softkey on PFD, followed by AHRS2 softkey
b.

Expect USING AHRS2 message on PFD

3. Pitch ......CROSS-CHECK AHRS2 against Stdby Attitude Indicator
4. AHRS .......................................................... SELECT more reliable
a. Press SENSOR softkey, then select the AHRS that provided
the most reliable pitch indication
5. UNRELIABLE AHRS CIRCUIT BREAKER ............................ PULL
Pulling circuit breaker for unreliable AHRS will clear miscompare
condition, but will result in 'NO PIT/ROLL/HDG COMPARE'
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advisory since backup source is not available for comparison.
Flight Director, Autopilot and ESP will become available when
unreliable AHRS CB is pulled.

Roll Miscompare
ROLL MISCOMP Caution
ROLL MISCOMP

For dual AHRS installations, roll (bank) difference is greater than 6°
between AHRS 1 and AHRS 2.
1. Roll........CROSS-CHECK AHRS1 against Stdby Attitude Indicator
2. AHRS2 .............................................................................. SELECT
a. Press SENSOR softkey on PFD, followed by AHRS2 softkey
b.

Expect USING AHRS2 message on PFD

3. Roll........CROSS-CHECK AHRS2 against Stdby Attitude Indicator
4. AHRS .......................................................... SELECT more reliable
a. Press SENSOR softkey, then select the AHRS that provided
the most reliable roll indication
5. UNRELIABLE AHRS CIRCUIT BREAKER............................ PULL
Pulling circuit breaker for unreliable AHRS will clear miscompare
condition, but will result in 'NO PIT/ROLL/HDG COMPARE'
advisory since backup source is not available for comparison.
Flight Director, Autopilot and ESP will become available when
unreliable AHRS CB is pulled.

Autopilot Miscompare
AP MISCOMP Caution
AP MISCOMP

Autopilot miscompare, Autopilot is not available.
1. Continue flight without Autopilot or isolate and remove the
unreliable sensor to clear the MISCOMP as described for ROLL or
PIT MISCOMP checklists to restore the autopilot.

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SR20

Autopilot and PFD Using Different AHRSs
AP/PFD AHRS Caution
AP/PFD AHRS

The Autopilot and PFD are using different Attitude and Heading
Reference Systems.
1. Continue flight without Autopilot. Monitor Standby Instruments.
Pilot may manually select other AHRS if installed.

No Autopilot ADC Modes Available
NO ADC MODES Caution
NO ADC MODES

Autopilot air data modes are not available.
1. Autopilot may only be engaged in pitch (PIT) mode.

No Autopilot Vertical Modes Available
NO VERT MODES Caution
NO VERT MODES

Autopilot vertical modes are not available.
1. Autopilot may only be engaged in lateral mode.

Altitude Selection Deviation
ALTITUDE SEL Advisory
ALTITUDE SEL

The pilot has programmed the Autopilot to climb or descend away from
the selected altitude. Typically done unintentionally.
1. Altitude Selection ................................CORRECT, AS REQUIRED

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Course Selection Track Error
COURSE SEL Advisory
COURSE SEL

The pilot has selected an Autopilot mode (ROL) and engaged a NAV
mode (VLOC or GPS) and the current aircraft track will not intercept
the selected course. Typically done unintentionally.
1. Course Heading .................................. CORRECT, AS REQUIRED

Autopilot Hypoxia Detection System (Optional)
ARE YOU ALERT? Advisory
ARE YOU ALERT?

No pilot activity has been detected over a prescribed interval of time,
interval decreases as altitude increases.
1. Actuate any Integrated Avionics System softkey or knob to reset
system.
HYPOXIA ALERT Caution
HYPOXIA ALERT

No pilot response to the ARE YOU ALERT? annunciation detected
after one minute.
1. Actuate any Integrated Avionics System softkey or knob to reset
system.

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AUTO DESCENT Warning
AUTO DESCENT

No pilot response to the HYPOXIA ALERT annunciation detected after
one minute. Warning remains until pilot responds. Automatic descent
begins after one minute of unanswered Warning. Once it begins
automatic descent will commence to 14,000 for 4 minutes, then to
12,500' thereafter. Once descent begins, only a decouple of the
Autopilot will interrupt this process.
1. If within 60 seconds of AUTO DESCENT Warning (prior to
descent):
a. Actuate Integrated Avionics System softkey or knob to reset.
2. If greater than 60 seconds of AUTO DESCENT Warning:
a. Autopilot............................................................ DISCONNECT
b.

Situation..................................................................... ASSESS
• WARNING •

Pilot should carefully asses aircraft state, altitude, location,
and physiological fitness to maintain continued safe flight.
c.

ATC.............................................COMMUNICATE SITUATION

d. ALT Bug ....................................................... RESET to desired
e. Autopilot.....................................................................ENGAGE
If hypoxia suspect:
f.

Oxygen Masks or Cannulas ............................................. DON

g. Oxygen System .................................................................. ON
h. Oxygen Flow Rate .................................................. MAXIMUM
i.

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Blood Oxygen Saturation Level ................................... CHECK

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Underspeed Protection Recovery (Optional)
UNDERSPEED PROTECT ACTIVE Warning
UNDERSPEED
PROTECT ACTIVE

Autopilot engaged and airspeed has fallen below minimum threshold.
Recovery may be initiated in one of three ways:
1. Power Lever ..................................................................INCREASE
as required to correct underspeed condition.
or
1. Autopilot AP DISC Switch ................................................. SELECT
and manually fly aircraft.
or
1. Autopilot ............................................................ CHANGE MODES
to one in which the AFCS can maintain.

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SR20

Section 4 - Normal Procedures
• Note •
Normal operating procedures for the GFC 700 Automatic
Flight Control System are described in the Cirrus Perspective
Pilot’s Guide.

PreFlight Inspection
1. A self test is performed upon power application to the AFCS. A
boxed AFCS annunciator will appear on the PFD in white text on a
red background, followed by a boxed PFT in black text on a white
background. Successful completion is identified by all Mode
Controller annunciations illuminating for two seconds.

Before Taxiing
1. Manual Electric Trim...............................................................TEST
Press the AP DISC button down and hold while commanding trim.
Trim should not operate either nose up or nose down.
2. Autopilot ..............................................ENGAGE (press AP button)
3. Autopilot Override ..................................................................TEST
Move flight controls fore, aft, left and right to verify that the
Autopilot can be overpowered.
4. Autopilot ........................................DISENGAGE (press AP button)
5. Trim ................................................................ SET FOR TAKEOFF

Enabling/Disabling ESP (Optional)
1. Turn the large FMS Knob to select the AUX page group
2. Turn the small FMS Knob to select the System Setup Page.
3. Press the SETUP 2 Softkey.
4. Press the FMS Knob momentarily to activate the flashing cursor.
5. Turn the large FMS Knob to highlight the ‘Status’ field in the
Stability & Protection Box.
6. Turn the small FMS Knob to select ‘ENABLED’ or ‘DISABLED’.
7. Press the FMS Knob momentarily to remove the flashing cursor.

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Temporary Interrupt of ESP (Optional)
Although ESP is only provided when AFCS Autopilot is disengaged,
the AFCS and its servos are the source of ESP guidance. When the
AP Disconnect button is pressed and held, the servos will provide no
ESP control force feedback. Upon release of the AP Disconnect
button, ESP will be restored.
1. AP Disconnect ..........PRESS and HOLD until maneuver complete

Section 5 - Performance
• WARNING •
The Autopilot may not be able to maintain all selectable
vertical speeds. Selecting a vertical speed that exceeds the
aircraft’s available performance may cause the aircraft to stall.
If AFCS Underspeed Protection function is not installed, the Autopilot
will disconnect if the Stall Warning System is activated.

Section 6 - Weight & Balance
Refer to Section 6 - Weight and Balance of the basic POH.

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SR20

Section 7 - System Description
This airplane is equipped with a GFC 700 - a two axis, fully digital, dual
channel, fail passive Automatic Flight Control System (AFCS). The
system consists of the GFC 705 AFCS Mode Controller, Flight
Management System Keyboard, Roll Servo, Pitch Servo, Integrated
Avionics Units, Pitch Trim Adapter, Autopilot Disconnect Switch, Take
Off / Go Around Button, Electric Pitch-Trim and Roll-Trim Hat Switch.
The GFC 700 AFCS can be divided into two primary operating
functions:
Flight Director - The Flight Director provides pitch and roll commands
to the AFCS system and displays them on the PFD. With the Flight
Director activated, the pilot can hand-fly the aircraft to follow the path
shown by the command bars. Flight Director operation takes place
within the #1 Integrated Avionics Unit and provides:
• Mode annunciation
• Vertical reference control
• Pitch and roll command calculation
• Pitch and roll command display
Autopilot - The Autopilot controls the aircraft pitch and roll, while
following commands received from the Flight Director. Autopilot
operation occurs within the trim servos and provides:
• Autopilot engagement and annunciation
• Autopilot command and control
• Auto-trim operation
• Manual electric trim
• Two axis airplane control (pitch and roll), including approaches
• Level (LVL) mode engagement command of zero roll and zero
vertical speed.

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PFD

MFD

GFC 705
MODE CONTROLLER

INTEGRATED
AVIONICS UNIT 1

GO-AROUND
SWITCH

INTEGRATED
AVIONICS UNIT 2

A/P DISC
PITCH TRIM
ADAPTER

4-WAY
TRIM

PITCH TRIM
CARTRIDGE

ROLL SERVO

PITCH SERVO

SR20_FM09_2918

Figure - 1
GFC 700 Automatic Flight Control System Schematic
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SR20

GFC 705 AFCS Mode Controller
The GFC 705 AFCS Mode Controller, located in the upper section of
the center console provides primary control of Autopilot modes. A
pitch wheel is included for adjustment of pitch mode reference. 28
VDC for GFC 705 AFCS Mode Controller operation is supplied
through 5-amp KEYPADS / AP CTRL circuit breaker on MAIN BUS 1.
All Autopilot mode selection is performed by using the mode select
buttons and pitch wheel on the controller. Available functions are as
follows:
HDG - Heading Button
The HDG hold button selects/deselects the Heading Select mode.
Heading Select commands the Flight Director to follow the heading
bug (selected with the HDG knob).
NAV - Navigation Button
The NAV button selects/deselects the Navigation mode. This provides
lower gains for VOR enroute tracking and disables glideslope coupling
for localizer or back course approaches and glideslope coupling for
GPS approaches. This button is also used to couple to the GPS.
APR - Approach Button
The APR button selects the Approach mode. This provides higher
gains for VOR approach tracking and enables glideslope coupling for
ILS approaches and GPS coupling for LPV (Localizer Performance
with Vertical Guidance) and LNAV +V approaches.
AP - Autopilot Button
The AP button engages/disengages the Autopilot.
LVL - Level Button
The LVL button engages the Autopilot (within the Autopilot
Engagement Limits if not already engaged) and commands roll to zero
bank angle and pitch to zero vertical speed. The LVL button will not
engage, or will disengage, if the Stall Warning System is activated.
FD - Flight Director Button.
The FD button toggles the Flight Director activation. It turns on the
Flight Director in the default pitch and roll modes if no modes were
previously selected. Pressing the FD button with command bars in
view, will deactivate the Flight Director and remove the command bars
unless the Autopilot is engaged. If the Autopilot is engaged, the FD
button is deactivated.
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UP/DN - Pitch Wheel
The Pitch UP/DN Wheel on the controller is used to change the Flight
Director pitch mode reference value. Each click of the wheel results in
a step increase or decrease in the Flight Director pitch mode by the
amount shown in the table below. The Pitch Wheel controls the
reference for Pitch Hold (PIT), Vertical speed (VS), and Indicated
Airspeed (IAS) FD modes. The reference value is displayed next to the
active mode annunciation on the PFD. Go-Around and Glidescope
modes are not controlled by the nose Pitch Wheel, however, use of the
Pitch Wheel during Go-Around mode will cause reversion to Pitch Hold
mode. The Pitch Wheel controls altitude reference when in altitude
hold mode.
Flight Director Mode

Step Value

Default Pitch Hold (PIT)

0.50 Degree

Vertical speed (VS)

100 Feet per Minute

Indicated Airspeed (IAS)

1 Knot

Altitude Hold (ALT)

10 Feet

IAS - Indicated Airspeed Hold Button
The IAS button selects/deselects the Indicated Airspeed Hold mode.
ALT - Altitude Button
The ALT hold button selects/deselects the Altitude Hold mode.
VS - Vertical Speed Button
The VS button selects/deselects the Vertical Speed mode.
VNV - VNAV Button
The VNV button selects/deselects the Vertical Navigation mode.

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Flight Management System Keyboard
The Flight Management System Keyboard, found in the center console
below the AFCS mode controller, is the primary means for data entry
for the MFD and is used to control NAV/COM Radios, transponder,
and flight management system entry. Heading, course and altitude
select are also provided.
28 VDC for Flight Management System Keyboard operation is
supplied through the 5-amp KEYPADS / AP CTRL circuit breaker on
MAIN BUS 1.
AFCS related functions are as follows:
HDG - Heading Knob.
The HDG knob controls the selected heading bug on the HSI portion
of the PFD. It provides the reference for heading select mode. Pushing
the HDG knob synchronizes the selected heading to the current
heading.
CRS - Course Knob
The CRS knob controls the course pointer on the HSI portion of the
PFD. It provides the reference for FD navigation modes when the
Flight Director is selected. Pushing the CRS knob re-centers the CDI
and returns the course pointer to the bearing of the active waypoint or
navigation station.
ALT SEL - Altitude Select Knob
The ALT knob controls the Selected Altitude, which is used as the
reference for the altitude alerter and the altitude capture function.
Pushing the ALT SEL knob synchronizes the selected altitude to the
displayed altitude to the nearest 10 ft.

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Supplements

GARMIN
IDENT

HDG

FMS/XPDR
COM/NAV

RANGE

XPDR

FMS

FPL
PUSH SYNC

PROC

COM

NAV

DFLT MAP

CLR

PUSH

ENT

PUSH
CRSR/1-2

CRS
A

B
G

C
H

D
I

E
J

PUSH SYNC

O
T

P
U

+/-

PUSH CTR

ALT SEL

PAN

EMERG

Q
V

SPC

BKSP

Flight Management System Keyboard

HDG

NAV

LVL

APR

IAS

ALT

VNV

9
GFC 705 Mode Controller

Legend
1. Heading Selection
2. Course Selection
3. Altitude Selection
4. Heading Select Mode
5. Navigation Mode
6. Approach Mode
7. Autopilot

8. Wings Level
9. Flight Director
10. Pitch Wheel
11. Indicated Airspeed Hold
12. Altitude Hold
13. Vertical Speed Mode
14. Vertical Navigation Mode
SR20_FM09_2920

Figure - 2
FMS Keyboard and GFC 705 AFCS Mode Controller
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SR20

Roll and Pitch Servo
The Roll Servo, located below the passenger seat, and the Pitch
Servo, located below the baggage compartment, position the aircraft
flight controls in response to commands generated by the Integrated
Avionics Units Autopilot calculations.
28 VDC for Roll and Pitch Servo operation is supplied through the 5amp AP SERVOS circuit breaker on MAIN BUS 1.

Integrated Avionics Units
The Integrated Avionics Units located behind the MFD and instrument
panel, function as the main communication hubs to the Avionics
System and GFC 700, linking the systems to the PFD and MFD
displays. Each Integrated Avionics Unit receives air and attitude data
parameters from the Air Data Computer and Attitude and Heading
Reference System. Each Integrated Avionics Unit contains a GPS
WAAS receiver, VHF COM/NAV/GS receivers, and system integration
microprocessors. The AFCS function within the Integrated Avionics
Units control the active and armed modes for the Flight Director, as
well as Autopilot engagement. The Flight Director commands for the
active modes are calculated and sent to the PFD for display and mode
annunciation. The sensor data and Flight Director commands are also
sent to the servos over a common serial data bus.
28 VDC for Integrated Avionics Unit 1 operation is supplied through
the 7.5-amp COM 1 and 5-amp GPS NAV1 circuit breakers on the
ESS BUS 1. 28 VDC for Integrated Avionics Unit 2 operation is
supplied through the 7.5-amp COM 2 and 5-amp GPS NAV2 circuit
breakers on the MAIN BUS 2.

Autopilot Disconnect Switch
The yoke mounted Autopilot Disconnect (AP DISC) Switch disengages
the Autopilot and may also be used to mute the aural alert associated
with an Autopilot Disconnect.
For ESP equipped aircraft, the Autopilot Disconnect Switch will also
temporarily suspend the servo's from providing ESP correction forces,
thus having an "interrupt" function. This may be useful to alleviate
control forces if intentional maneuvers are necessary beyond ESP's
engagement threshold (i.e., isolated training maneuvers).

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SR20

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Take Off / Go Around Button
The remote TO/GA switch, located on the left side of the power lever,
selects the Takeoff or Go Around mode on the Flight Director. When
the aircraft is on the ground, pressing the TO/GA switch engages the
Flight Director command bars in Takeoff (TO) mode. When the aircraft
is in the air, pressing the TO/GA switch engages the Flight Director
command bars in Go Around (GA) mode and cancels all armed modes
except ALT ARM (ALTS).
• Note •
For aircraft without USP, selection of the TO/GA switch will
also disengage the autopilot.
For aircraft with USP, selection of TO/GA switch will not
change autopilot engagement (i.e., if initially engaged,
autopilot will remain engaged; if initially not engaged, autopilot
will remain not engaged).
After TO/GA engagement, other roll modes may be selected and
Autopilot engagement is allowed. However, an attempt to modify the
pitch attitude with the Pitch Wheel will result in a reversion to PIT
mode. Additionally, if in Approach mode, pressing the TO/GA switch
resumes automatic sequencing of waypoints by deactivating the
“SUSP” mode.
For aircraft with optional USP function, if power is insufficient to
maintain go-around attitude, the Autopilot will enter Underspeed
Protection Mode.

Pitch Trim Adapter
The Pitch Trim Adapter, located below the passenger seat, takes input
from the trim switches, Integrated Avionics Units, and the pitch servos
to allow the GFC 700 to drive the pitch trim cartridge.
28 VDC for Pitch Trim Adapter operation is supplied through the 2-amp
PITCH TRIM circuit breaker on Main Bus #1.

Electric Pitch/Roll-Trim Hat Switch
The yoke mounted Electric Pitch Trim and Roll Trim Hat Switch allows
the pilot to manually adjust aircraft trim when the Autopilot is not
engaged.

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SR20

Electronic Stability and Protection (Optional)
When installed, Electronic Stability and Protection (ESP) assists the
pilot in maintaining the airplane in a safe flight condition. Through the
use of the GFC 700 AFCS sensors, processors, and servos, ESP
provides control force feedback, i.e. a “soft barrier”, to maintain the
aircraft within the pitch, roll, and airspeed flight envelope by
automatically engaging one or more servos when the aircraft is near
the defined operating limit.
This feature is only active when in flight and the GFC 700 Autopilot is
off. The ESP engagement envelope is the same as the Autopilot
engagement envelope and is not provided beyond the Autopilot
engagement limits.
The pilot can interrupt ESP by pressing and holding the Autopilot
Disconnect (AP DISC) button. If frequent maneuvers are necessary
beyond the engagement threshold, such as commercial pilot training,
the system can be disabled from AUX/SETUP 2 page. Disabling will
cause the ESP OFF advisory to annunciate. The system can be reenabled from the same page, or is automatically re-enabled at the next
system power-up.
Pitch and Roll Modes
When the aircraft reaches the pitch and/or roll engagement limit, the
system commands the servos to apply a supplemental stick force back
toward the nominal attitude range. If the aircraft continues to pitch and/
or roll away from the nominal attitude range, stick forces will increase
with increasing attitude deviation until the maximum Autopilot
engagement limits are reached - at which point ESP will disengage.
ESP attempts to return the aircraft to the nominal attitude range not to
a specific attitude. As the attitude returns to the nominal range, the
stick forces and attitude rate change are reduced until the aircraft
reaches the disengagement threshold and ESP becomes inactive. The
disengagement threshold is sized so that the transition from ESP
being active to being inactive is transparent to the pilot.
Roll protection engagement limits are annunciated on the PFD as
double ticks at 45° roll attitude. If the aircraft exceeds 45° roll attitude
ESP becomes engaged and these indicators migrate to 30° roll
attitude denoting the disengagement threshold - the point at which
stick forces will be removed. No PFD annunciation is provided during
pitch ESP engagement.
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SR20

Section 9
Supplements

Wings Level Supplemental Stick Force

Roll Protection Limits:

Only Protected after crossing turn-on threshold

0°

15°

30°

45°
Bank Angle

60°

75°

90°

SR22_FM09_3399

Always Protected

Engagement Limit: .....................................................................45°
Maximum Stick Force attained at...............................................50°
Disengagement Threshold (Zero Stick Force) ...........................30°

Nose Down Supplemental Stick Force

High Pitch Protection Limits
Always Protected

0°

5°

10°
15°
Nose Up Pitch Angle

20°

25°

SR22_FM09_3403

Only Protected after crossing turn-on threshold

Engagement Limit: ................................................................+17.5°
Maximum Stick Force attained at:.........................................+22.5°
Disengagement Threshold (Zero Stick Force): .....................+12.5°
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Cirrus Design
SR20

Low Pitch Protection Limits
Nose Up Supplemental Stick Force

Always Protected

-5°

-10°
-15°
Nose Down Pitch Angle

-20°

-25°

SR22_FM09_3426

-0°

Only Protected after crossing turn-on threshold

Engagement Limit: ................................................................ -15.5°
Maximum Stick Force attained at: ......................................... -20.5°
Disengagement Threshold (Zero Stick Force) ...................... -10.5°
High Airspeed Mode
To protect against an overspeed condition, the High Airspeed Mode
uses engagement limits, thresholds, and stick forces similar to those
used for the pitch and roll modes, but is instead triggered by airspeed
and controlled by pitch attitude. When the aircraft reaches the ESP
engagement limit, the system commands the pitch servo to apply a
supplemental stick force back toward the nominal airspeed range.
• Note •
For turbocharged equipped aircraft, Vne reduces above
17,500 ft PA to follow a Mach limit of 0.42.
At high altitudes Mach number determines the threshold.

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SR20

Section 9
Supplements

High Airspeed Protection Limits - Below 17,500 ft PA
Nose Up Supplemental Stick Force

Always Protected

180

185

190
195
200
Indicated Airspeed (KIAS)

205

SR22_FM09_3405

Only Protected after crossing turn-on threshold

210

Engagement Limit: ........................................................... 200 KIAS
Maximum Stick Force attained at:.................................... 205 KIAS
Disengagement Threshold (Zero Stick Force) ................. 190 KIAS

Nose Up Supplemental Stick Force

High Airspeed Protection Limits - Above 17,500 ft PA

Only Protected after crossing turn-on threshold

0.4

0.405

0.41 0.415 0.42
Mach Number

0.425

0.43

0.435

SR22_FM09_3428

0.395

Always Protected

Engagement Limit: ....................................................... Mach 0.419
Maximum Stick Force attained at:................................ Mach 0.430
Disengagement Threshold (Zero Stick Force) ............. Mach 0.399
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SR20

Underspeed Protection Mode (Optional)
When installed, to discourage aircraft operation below minimum
established airspeeds the AFCS will automatically enter Underspeed
Protection Mode when the Autopilot is engaged and airspeed falls
below the minimum threshold. If aircraft stall warning system is not
operational, autopilot underspeed protections that depend on that
system will also not be functional (affects altitude critical modes only:
ALT, GS, GP, TO, and GA).
As described in the following table, when the aircraft reaches
predetermined airspeeds a yellow MINSPD annunciation will appear
above the airspeed indicator and a single aural “AIRSPEED” will
sound to alert the pilot to an impending underspeed condition.
MINSPD
Annunciations

Aural Alert
Annunciations

80 KIAS

85 KIAS

50%

76 KIAS

80 KIAS

100%

70 KIAS

80 KIAS

85 KIAS

90 KIAS

50%

81 KIAS

85 KIAS

Anti-Ice System Flaps

OFF

The system differentiates two types of vertical modes based on which
vertical Flight Director mode is selected; Altitude-Critical - where
terrain hazards are more probable and minimized altitude loss is
critical and Non-Altitude Critical - which generally correspond with
activities that can afford exchange of altitude for airspeed without
introducing terrain hazards.
Altitude-Critical Mode (ALT, GS, GP, GA, TO)
Upon stall warning system activation, the AFCS will abandon its Flight
Director and Autopilot reference modes and sacrifice altitude for
airspeed. The system will hold wings level and airspeed will
progressively increase by 1 knot per second until stall warning
becomes inactive. The system will then increase airspeed an
additional 2 knots above the speed at which the stall warning
discontinued. Recovery may be initiated in one of three ways:
1. Add sufficient power to recover to a safe flight condition.
If a small power addition is made, the AFCS will pitch the aircraft
to maintain speed reference. If a large power addition is made the
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SR20

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AFCS recognizes it via acceleration and the AP/FD will transition
to a nose-up pitch to aggressively return to original altitude or
glidepath/slope.
2. Disengage Autopilot via AP DISC and manually fly.
3. Change Autopilot modes to one in which the AFCS can maintain
(such as VS with a negative rate).
Non-Altitude Critical Mode (VS, PIT, VNAV, LVL, IAS)
For all non-altitude critical modes the Autopilot will maintain its original
reference (VS, PIT, etc...) until airspeed decays to a minimum airspeed
(MINSPD). Crew alert and annunciation during a non-altitude critical
underspeed event are similar to an altitude-critical event, except that;
• Stall warning may not be active. Depending on load tolerances,
the AP/FD may reach the minimum airspeed reference and take
underspeed corrective action before stall warning occurs. If stall
warning does coincide or precede the aircraft reaching its
minimum airspeed reference, it has no influence - only airspeed
affects the AP/FD in non-altitude critical events.
• The originally selected lateral mode remains active.
Upon reaching minimum airspeed, the AFCS will abandon its Flight
Director and Autopilot reference modes and maintain this airspeed
until recovery. As with altitude-critical modes, available options for
recovery are add power, decouple/manually fly, or change Autopilot
modes.
When adding power, unlike the altitude-critical modes, which performs
an aggressive recovery, the AP/FD will maintain MINSPD until the
original reference can be maintained. Non-altitude critical modes will
maintain the originally selected lateral mode (HDG, NAV, etc...).
Coupled Go-Around
Airplanes equipped with Underspeed Protection Mode are capable of
flying fully coupled go-around maneuvers. Pressing the GA button on
the throttle will not disengage the Autopilot. Instead, the Autopilot will
attempt to capture and track the Flight Director command bars. If
insufficient airplane performance is available to follow the commands,
the AFCS will enter Altitude-Critical Mode when the stall warning
sounds.

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SR20

Hypoxia Detection and Automatic Descent (Optional)
When installed, the AFCS Hypoxia Detection and Automatic Descent
function monitors pilot inputs to the Integrated Avionics System to
identify if a pilot has become incapacitated due to hypoxia, and upon
determination, automatically descends to a lower altitude where pilot
recovery is more probable. The feature is only available when the GFC
700 Autopilot is engaged and the aircraft is above 14,900 ft PA.
Mode of Operation
Pilot interaction with the Integrated Avionics System is monitored by
detecting key presses and turns of the knobs. If the pilot has not made
a system interaction within a defined interval - based on altitude and
time of useful consciousness - the AFCS prompts the pilot for a
response with an ARE YOU ALERT? CAS Advisory.
If no pilot response to the Advisory is detected, after one minute the
AFCS annunciates an HYPOXIA ALERT Caution and a double chime
aural alert.
After one minute, if no response to the Caution is detected the system
annunciates an AUTO DESCENT Warning and continuous aural
warning tone.
Lack of response after one minute of Warning annunciation is
considered evidence of pilot incapacitation. The AFCS will
automatically engage emergency descent mode (EDM) as follows:
1. EDM will annunciate in the AFCS status window.
2. The altitude bug will be automatically set to 14,000 ft indicated.
3. The airspeed bug will be set to the maximum commandable
Autopilot speed - i.e., the lesser of 185 KIAS or Mach 0.420.
4. The Autopilot vertical mode will change to IAS, and initiate a
descent to intercept 14,000 ft indicated.
Once descent begins only Autopilot Disconnect (AP DISC) will
interrupt this process. Autopilot lateral mode remains unchanged
throughout the descent and the aircraft will continue on its previously
selected course or heading. After reaching 14,000 ft indicated, the
aircraft will maintain this flight level for 4 additional minutes. If the pilot
does not acknowledge the Warning and resume control of the aircraft,
the AFCS will automatically perform a secondary descent to 12,500 ft
PA at 185 KIAS. An altitude of 12,500 ft PA will be maintained if the
pilot remains unresponsive
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SR20

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Annunciation System
• Note •
Refer to the Cirrus Perspective Pilot’s Guide for a detailed
description of the annunciator system and all warnings,
cautions and advisories.
Crew Alerting System
AFCS alerts are displayed in the Crew Alerting System (CAS) window
located to the right of the altimeter and VSI. AFCS annunciations are
grouped by criticality and sorted by order of appearance with the most
recent message on top. The color of the message text is based on its
urgency and required action:
• Warning (red) – Immediate crew awareness and action required.
• Caution (yellow) – Immediate crew awareness and future
corrective action required.
• Advisory (white) – Crew awareness required and subsequent
action may be required.
In combination with the CAS Window, the system issues an audio alert
when specific system conditions are meet and an expanded
description of the condition is displayed in the Alerts Window located
in the lower RH corner of the PFD.
• Note •
For specific pilot actions in response to AFCS alerts, refer to
Section 3A - Abnormal Procedures.
AFCS Status Box and Mode Annunciation
Flight Director mode annunciations are displayed on the PFD when
the Flight Director is active. Flight director selection and Autopilot
statuses are shown in the center of the AFCS Status Box. Lateral
Flight Director modes are displayed on the left and vertical on the
right. Armed modes are displayed in white and active in green.
AFCS status annunciations are displayed on the PFD above the
Airspeed and Attitude indicators. Only one annunciation may occur at
a time. Messages are prioritized by criticality.

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SR20

Section 8 – Handling, Service, & Maintenance
No Change.

Section 10 – Safety Information
No Change.

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SR20

Section 9
Supplements

Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual Supplement
for the

Garmin Terrain Awareness/Warning
System
When the Garmin Terrain Awareness/Warning System is installed on
the aircraft, this POH Supplement is applicable and must be inserted
in the Supplements Section (Section 9) of the Cirrus Design SR20
Pilot’s Operating Handbook. This document must be carried in the
airplane at all times. Information in this supplement adds to,
supersedes, or deletes information in the basic Pilot’s Operating
Handbook.

P/N 11934-S42
Original Issue: 12-18-08

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SR20

Section 1 - General
The airplane is equipped with the Garmin Terrain Awareness/Warning
System that performs the functions of a Class C Terrain Awareness
and Warning System (TAWS) in accordance with TSO C151b.
Refer to the Cirrus Perspective Integrated Flight Deck Pilot’s Guide for
a additional information on the system and its operating modes.

Section 2 - Limitations
1. The Cirrus Perspective by Garmin Integrated Avionics System
Pilot’s Guide for the SR20 and SR22, P/N 190-00820-02 Rev A or
later must be immediately available to the pilot during flight. The
software status stated in the pilot's guide must match that
displayed on the equipment.
2. Do not use Terrain Awareness and Warning System for navigation
of the aircraft. The TAWS is intended to serve as a situational
awareness tool only and may not provide the accuracy fidelity on
which to solely base terrain or obstacle avoidance maneuvering
decisions.
3. To avoid getting unwanted alerts, TAWS must be inhibited when
landing at an airport that is not included in the airport database.
• Note •
Only vertical maneuvers are recommended responses to
warnings and cautions unless operating in VMC or the pilot
determines, using all available information and instruments,
that a turn, in addition to the vertical escape maneuver, is the
safest course of action. During certain operations, warning
thresholds may be exceeded due to specific terrain or
operating procedures. During day VFR flight, these warnings
may be considered as cautionary.
Pilots are authorized to deviate from their current air traffic
control (ATC) clearance to the extent necessary to comply
with a TAWS warning.

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SR20

Section 9
Supplements

Section 3 - Emergency Procedures
To prevent unwanted aural alerting during ditching or other off-airport
landings, inhibit the Terrain Awareness System functions by selecting
the INHIBIT Softkey on the TAWS Page.

Response To TAWS Warnings
Red PULL UP Warning
PULL UP

Aural “PULL UP” Warning
Aural “TERRAIN AHEAD” Warning
Aural “OBSTACLE AHEAD” Warning
1. Level the wings, simultaneously adding full power.
2. Increase pitch attitude to 15 degrees nose up.
3. Adjust pitch attitude to ensure terrain clearance while respecting
stall warning. If flaps are extended, retract flaps to the UP position.
4. Continue climb at best angle of climb speed (Vx) until terrain
clearance is assured.

Section 3A - Abnormal Procedures
Response To TAWS Cautions
Amber TERRAIN Caution
TERRAIN

Aural “TERRAIN AHEAD” Caution
Aural “OBSTACLE AHEAD” Caution
Aural “CAUTION, TERRAIN” Caution
Aural “SINK RATE” Caution
Aural “DON’T SINK” Caution
Aural “TOO LOW, TERRAIN” Caution
1. Take positive corrective action until the alert ceases. Stop
descending, or initiate a climb turn as necessary, based on
analysis of all available instruments and information.

P/N 11934-S42
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Cirrus Design
SR20

Section 4 - Normal Procedures
Normal operating procedures are outlined in the Cirrus Perspective
Integrated Flight Deck Pilot’s Guide.

Alert Priority
When any of the TAWS aural alerts are in progress, all aural TRAFFIC
alerts are inhibited.

Advisory Callout
The advisory callout “FIVE HUNDRED”, occurs at approximately 500
feet AGL.

Section 5 - Performance
No Change.

Section 6 - Weight & Balance
No Change.

Section 7 - System Description
The Terrain Awareness/Warning System receives data from the GPS
receiver to determine horizontal position and altitude and compares
this information to the onboard terrain and obstacle databases to
calculate and “predict” the aircraft’s flight path in relation to the
surrounding terrain and obstacles. In this manner, TAWS provides
advanced alerts of predicted dangerous terrain conditions via aural
alerts communicated thru the pilot’s headset and color-coded terrain
annunciations displayed on the PFD.
Refer to the Cirrus Perspective Integrated Flight Deck Pilot’s Guide for
a additional information on the system and its operating modes.

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SR20

Section 9
Supplements

System Constraints
System test at startup: Aural tone lasting approximately one second
indicates successful completion of internal system test.
Red TAWS FAIL Warning
TAWS FAIL

Aural “TAWS SYSTEM FAILURE” Warning
1. TAWS power-up self-test has failed or TAWS has detected
problems with database validity, hardware status, and/or GPS
status.
White TAWS N/A Advisory
TAWS N/A

Aural “TAWS NOT AVAILABLE” Advisory
Should the 3-D GPS navigation solution become degraded or if the
aircraft is out of the database coverage area, the annunciation ‘TAWS
N/A’ is generated in the annunciation window and on the TAWS Page.
The aural message “TAWS NOT AVAILABLE” is generated. When the
GPS signal is re-established and the aircraft is within the database
coverage area, the aural message “TAWS AVAILABLE” is generated.

Geometric Altitude versus Measured Sea Level
TAWS uses information provided from the GPS receiver to provide a
horizontal position and altitude. This data serves as the reference for
color-coding for the TAWS Page and as an input to the TAWS Hazard
Avoidance algorithms. Because it is derived from GPS, Geometric
Altitude may differ from corrected barometric altitude. Therefore,
Geometric Altitude may be in error by as much as 100 ft and should
not be used for navigation.

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SR20

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SR20

Section 10
Safety Information

Section 10
Safety Information
Table of Contents
Introduction ........................................................................................ 3
Cirrus Airframe Parachute System (CAPS) ....................................... 4
Deployment Scenarios.................................................................... 4
General Deployment Information .................................................... 6
Landing Considerations .................................................................. 7
Taxiing, Steering, and Braking Practices ......................................... 10
Operating Practices ...................................................................... 10
Brake Maintenance ....................................................................... 11

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SR20

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SR20

Section 10
Safety Information

Introduction
This aircraft is designed to operate safely and efficiently in a flight
environment. However, like any other aircraft, pilots must maintain
proficiency to achieve maximum safety, utility, and economy.
As the pilot you must be thoroughly familiar with the contents of this
Handbook, the Handbook Supplements, Flight Checklist, and
operational guides and data provided by manufacturers of equipment
installed in this airplane. You must operate the airplane in accordance
with the applicable FAA operating rules and within the Limitations
specified in Section 2 of this Handbook.
The Normal Procedures section of this handbook was designed to
provide guidance for day-to-day operation of this airplane. The
procedures given are the result of flight testing, FAA certification
requirements, and input from pilots with a variety of operational
experience. Become fully familiar with the procedures, perform all the
required checks, and operate the airplane within the limitations and as
outlined in the procedures.

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Safety Information

Cirrus Design
SR20

Cirrus Airframe Parachute System (CAPS)
The Cirrus Airframe Parachute System (CAPS) is designed to lower
the aircraft and its passengers to the ground in the event of a lifethreatening emergency. However, because CAPS deployment is
expected to result in damage to the airframe and, depending upon
adverse external factors such as high deployment speed, low altitude,
rough terrain or high wind conditions, may result in severe injury or
death to the aircraft occupants, its use should not be taken lightly.
Instead, possible CAPS activation scenarios should be well thought
out and mentally practiced by every pilot.
The following discussion is meant to guide your thinking about CAPS
activation. It is intended to be informative, not directive. It is the
responsibility of you, the pilot, to determine when and how the CAPS
will be used.

Deployment Scenarios
This section describes possible scenarios in which the activation of the
CAPS might be appropriate. This list is not intended to be exclusive,
but merely illustrative of the type of circumstances when CAPS
deployment could be the only means of saving the occupants of the
aircraft.
Mid-Air Collision
A mid-air collision may render the airplane un-flyable by damaging the
control system or primary structure. If a mid-air collision occurs,
immediately determine if the airplane is controllable and structurally
capable of continued safe flight and landing. If it is not, CAPS
activation should be considered.
Structural Failure
Structural failure may result from many situations, such as:
encountering severe gusts at speeds above the airplane’s structural
cruising speed, inadvertent full control movements above the
airplane’s maneuvering speed, or exceeding the design load factor
while maneuvering. If a structural failure occurs, immediately
determine if the airplane is controllable and structurally capable of
continued safe flight and landing. If it is not, CAPS activation should be
considered.

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SR20

Section 10
Safety Information

Loss of Control
Loss of control may result from many situations, such as: a control
system failure (disconnected or jammed controls); severe wake
turbulence, severe turbulence causing upset, severe airframe icing, or
sustained pilot disorientation caused by vertigo or panic; or a spiral/
spin. If loss of control occurs, determine if the airplane can be
recovered. If control cannot be regained, the CAPS should be
activated. This decision should be made prior to your pre-determined
decision altitude (2,000’ AGL, as discussed below).
Landing Required in Terrain not Permitting a Safe Landing
If a forced landing is required because of engine failure, fuel
exhaustion, excessive structural icing, or any other condition CAPS
activation is only warranted if a landing cannot be made that ensures
little or no risk to the aircraft occupants. However, if the condition
occurs over terrain thought not to permit such a landing, such as: over
extremely rough or mountainous terrain, over water out of gliding
distance to land, over widespread ground fog or at night, CAPS
activation should be considered.
Pilot Incapacitation
Pilot incapacitation may be the result of anything from a pilot’s medical
condition to a bird strike that injures the pilot. If this occurs and the
passengers cannot reasonably accomplish a safe landing, CAPS
activation by the passengers should be considered. This possibility
should be explained to the passengers prior to the flight and all
appropriate passengers should be briefed on CAPS operation so they
could effectively deploy CAPS if required.

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Cirrus Design
SR20

General Deployment Information
Deployment Speed
The maximum speed at which deployment has been demonstrated is
133 KIAS. Deployment at higher speeds could subject the parachute
and aircraft to excessive loads that could result in structural failure.
Once a decision has been made to deploy the CAPS, make all
reasonable efforts to slow to the minimum possible airspeed. However,
if time and altitude are critical, and/or ground impact is imminent, the
CAPS should be activated regardless of airspeed.
Deployment Altitude
No minimum altitude for deployment has been set. This is because the
actual altitude loss during a particular deployment depends upon the
airplane’s airspeed, altitude and attitude at deployment as well as
other environmental factors. In all cases, however, the chances of a
successful deployment increase with altitude. As a guideline, the
demonstrated altitude loss from entry into a one-turn spin until under a
stabilized parachute is 920 feet. Altitude loss from level flight
deployments has been demonstrated at less than 400 feet. With these
numbers in mind it might be useful to keep 2,000 feet AGL in mind as a
cut-off decision altitude. Above 2,000 feet, there would normally be
time to systematically assess and address the aircraft emergency.
Below 2,000 feet, the decision to activate the CAPS has to come
almost immediately in order to maximize the possibility of successful
deployment. At any altitude, once the CAPS is determined to be the
only alternative available for saving the aircraft occupants, deploy the
system without delay.
Deployment Attitude
The CAPS has been tested in all flap configurations at speeds ranging
from VSO to VA. Most CAPS testing was accomplished from a level
attitude. Deployment from a spin was also tested. From these tests it
was found that as long as the parachute was introduced to the free air
by the rocket, it would successfully recover the aircraft into its level
descent attitude under parachute. However, it can be assumed that to
minimize the chances of parachute entanglement and reduce aircraft
oscillations under the parachute, the CAPS should be activated from a
wings-level, upright attitude if at all possible.

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September 2011

Cirrus Design
SR20

Section 10
Safety Information

Landing Considerations
After a CAPS deployment, the airplane will descend at less than 1700
feet per minute with a lateral speed equal to the velocity of the surface
wind. The CAPS landing touchdown is equivalent to ground impact
from a height of approximately 10 feet. While the airframe, seats, and
landing gear are designed to accommodate the stress, occupants
must be prepared for the landing. The overriding consideration in all
CAPS deployed landings is to prepare the occupants for the
touchdown in order to protect them from injury as much as possible.
Emergency Landing Body Position
The most important consideration for a touchdown with CAPS
deployed is to protect the occupants from injury, especially back injury.
Contacting the ground with the back offset attempting to open a door
or secure items increases the likelihood of back injury. All occupants
must be in the emergency landing body position well before
touchdown. After touchdown, all occupants should maintain the
emergency landing body position until the airplane comes to a
complete stop.
The emergency landing body position is assumed with tightened seat
belt and shoulder harness by placing both hands on the lap, clasping
one wrist with the opposite hand, and holding the upper torso erect
and against the seat backs. The seat cushions contain an aluminum
honeycomb core designed to crush under impact to absorb downward
loads and help protect the spine from compression injury.
Door Position
For most situations, it is best to leave the doors latched and use the
time available to transmit emergency calls, shut down systems, and
get into the Emergency Landing Body Position well before impact. The
discussion below gives some specific recommendations, however, the
pilot's decision will depend upon all factors, including time to impact,
altitude, terrain, winds, condition of airplane, etc.
There is the possibility that one or both doors could jam at impact. If
this occurs, to exit the airplane, the occupants will have to force open a
partially jammed door or break through a door window using the
Emergency Exit Hammer located in the lid of the center armrest. This
can significantly delay the occupants from exiting the airplane.
If the pilot elects to touchdown with a door opened, there are several
additional factors the pilot must consider: loss of door, possibility of
head injury, or injury from an object coming through the open door.
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September 2011

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Section 10
Safety Information

Cirrus Design
SR20

• If a door is open prior to touchdown in a CAPS landing, the door
will most likely break away from the airplane at impact.
• If the door is open and the airplane contacts the ground in a
rolled condition, an occupant could be thrown forward and strike
their head on the exposed door pillar. Contacting the ground in a
rolled condition could be caused by terrain that is not level,
contacting an obstacle such as a tree, or by transient aircraft
attitude.
• With a door open, it is possible for an object such as a tree limb
or flying debris to come through the opening and strike an
occupant.
• WARNING •
If it is decided to unlatch a door, unlatch one door only.
Opening only one door will provide for emergency egress as
well as reduce risks associated with ground contact. Typically,
this would be the copilot's door as this allows the other
occupants to exit first after the airplane comes to rest.
CAPS Landing Scenario

Door Position

Empty Copilot Seat

Unlatch Copilot Door

Very Little Time Before Impact

Keep Doors Closed

Fire

Unlatch Copilot Door

Water Landing

Unlatch Copilot Door

Condition Unknown

Keep Doors Closed

Water Landings
The ability of the airplane to float after a water landing has not been
tested and is unknown. However, since there is the possibility that one
or both doors could jam and use of the emergency egress hammer to
break out a window could take some time, the pilot may wish to
consider unlatching a door prior to assuming the emergency landing
body position in order to provide a ready escape path should the
airplane begin to sink.

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P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 10
Safety Information

Post Impact Fire
If there is no fire prior to touchdown and the pilot is able to shut down
the engine, fuel, and electrical systems, there is less chance of a post
impact fire. If the pilot suspects a fire could result from impact,
unlatching a door immediately prior to assuming the emergency
landing body position should be considered to assure rapid egress.
Ground Gusts
If it is known or suspected that ground gusts are present in the landing
zone, there is a possibility that the parachute could drag the airplane
after touchdown, especially if the terrain is flat and without obstacles.
In order to assure that the occupants can escape the airplane in the
timeliest manner after the airplane comes to rest, the pilot may elect to
unlatch the copilot's door for the CAPS landing. Occupants must be in
the Emergency Landing Body Position for touchdown. Occupants must
not loosen seat belts until the airplane comes to rest. When the
airplane comes to rest, the occupants should exit the airplane and
immediately move upwind to prevent a sudden gust from dragging the
airplane in their direction.

P/N 13999-004 Info Manual
September 2011

10-9

Section 10
Safety Information

Cirrus Design
SR20

Taxiing, Steering, and Braking Practices
Cirrus aircraft use a castering nose wheel and rely on aerodynamic
forces and differential braking for directional control while taxiing.
Proper braking practices are therefore critical to avoid potential
damage to the brakes.
The most common cause of brake damage and/or failure is the
creation of excessive heat through improper braking practices. Pilots
unaccustomed to free castering nose wheel steering may be inclined
to “ride” the brakes to maintain constant taxi speeds and use the
brakes excessively for steering.
• Caution •
When brake temperatures are between 270-293°F (132145°C), the Crew Alerting System will display a BRAKE TEMP
Caution annunciation. A BRAKE TEMP Warning annunciation
occurs when brake temperature exceeds 293°F (145°C). If
either annunciation occurs, the pilot should stop the aircraft
and allow the brakes to cool to avoid damaging the brake
system.

Operating Practices
When taxiing, directional control is accomplished with rudder
deflection and intermittent braking (toe taps) as necessary. Use only
as much power as is necessary to achieve forward movement.
Deceleration or taxi speed control using brakes but without a reduction
in power will result in increased brake temperature.
On flat, smooth, hard surfaces, do not exceed 1000 RPM maximum
continuous engine speed for taxi. Power settings slightly above 1000
RPM are permissible to start motion, for turf, soft surfaces, and on
inclines. Use minimum power to maintain constant taxi speed.
“Riding the brakes” while taxiing is similar to driving a car with one foot
on the brake and one foot on the gas. This causes a continuous build
up of energy that would otherwise be moving the airplane.
Observe the following operating practices:
• Verify that the parking brake is completely disengaged before
taxi.
• The rudder is effective for steering on the ground and should be
used.
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P/N 13999-004 Info Manual
September 2011

Cirrus Design
SR20

Section 10
Safety Information

• Use only as much power (throttle) as is necessary to achieve
forward movement. Keep in mind, any additional power added
with the throttle will be absorbed in the brakes to maintain
constant speed.
• Use rudder deflection and the minimum necessary inputs of
differential braking to achieve directional control.
• Do not “ride the brakes”. Pilots should consciously remove
pressure from the brakes while taxiing. Failure to do so results in
excessive heat buildup, premature brake wear, and increased
possibility of brake failure or fire.
• Avoid unnecessary high-speed taxiing. High-speed taxiing may
result in excessive demands on the brakes, increased brake
wear, and the possibility of brake failure or fire.
• Brakes have a large energy absorbing capacity; therefore,
cooling time should be considered. Energy absorbed during a
few seconds of deceleration can take up to an hour to dissipate.
Always allow adequate cooling time after brake use.
• Allow a cooling period following a high-energy braking event.
High-energy braking can include an aborted takeoff or the
equivalent energy required for a Maximum Gross Weight fullstop from 70 knots in less than 1000 feet.

Brake Maintenance
The brake assemblies and linings should be checked at every oil
change (50 hours) for general condition, evidence of overheating, and
deterioration. Serials 1005 thru 2030 before SB 2X-05-01: At every
annual/100-hour inspection the brakes should be disassembled, the
brake linings should be checked and the O-rings must be replaced.
Refer to Section 8, Handling, Servicing, and Maintenance for specific
servicing information on the Brake System.

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Safety Information

Cirrus Design
SR20

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