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 harmo-

nized 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 can-

not be used as a substitute for the official Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual.

Information Manual

P/N 13999-004 September 2011

Cirrus Design Corporation

4515 Taylor Circle

Duluth, MN 55811

P/N 13999-004 Info Manual 1-1

Cirrus Design Section 1

SR20 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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1-2 P/N 13999-004 Info Manual

Section 1 Cirrus Design

General SR20

September 2011

Intentionally Left Blank

Cirrus Design Section 1

SR20 General

P/N 13999-004 Info Manual 1-3

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.

September 2011

1-4 P/N 13999-004 Info Manual

Section 1 Cirrus Design

General SR20

Figure 1-1

Airplane Three View

74 inches 3-BLADE

188 cm

38.3 ft

11.67 m

9.1 ft

2.8 m

9 inches (minimum)

23 cm (minimum)

26.0 ft

7.92 m

8.9 ft

2.71 m

NOTE:

• Wing span includes

position and strobe lights.

• Prop ground clearance at

3050 lb - 9 inches (23 cm).

• Wing Area = 144.9 sq. ft.

SR20_FM01_2415

September 2011

Cirrus Design Section 1

SR20 General

P/N 13999-004 Info Manual 1-5

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

39.8"

49.3"

240220

200

180160140120

16.0"

49.7"

25.0"

38.5"

10.5"

33.4" 39.0"

20.0"

33.3"

32.0"

SR22_FM06_1019

100

222

CABIN DOOR

OPENING

BAGGAGE DOOR

OPENING

20.0"

21.0"

5.0"

Station

Fuselage

September 2011

1-6 P/N 13999-004 Info Manual

Section 1 Cirrus Design

General SR20

Figure 1-3

Turning Radius

9.1 ft. (2.77 m)

0.5 ft. (0.15 m)

24.3 ft. (7.41 m)

7.0 ft. (2.16 m)

RADIUS FOR NOSE GEAR

RADIUS FOR OUTSIDE GEAR

RADIUS FOR INSIDE GEAR

RADIUS FOR WING TIP

TURNING RADII ARE CALCULATED USING ONE BRAKE AND

PARTIAL POWER. ACTUAL TURNING RADIUS MAY VARY AS

MUCH AS THREE FEET.

GROUND TURNING CLEARANCE

SR20_FM01_2413

September 2011

Cirrus Design Section 1

SR20 General

P/N 13999-004 Info Manual 1-7

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)

September 2011

1-8 P/N 13999-004 Info Manual

Section 1 Cirrus Design

General 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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Cirrus Design Section 1

SR20 General

P/N 13999-004 Info Manual 1-9

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.

VGBest Glide Speed is the speed at which the greatest flight

distance is attained per unit of altitude lost with power off.

VOOperating 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.

VSStalling 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 Cirrus Design

General SR20

Meteorological Terminology

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.

VXBest 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.

VYBest 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.

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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Cirrus Design Section 1

SR20 General

P/N 13999-004 Info Manual 1-11

Engine Power Terminology

Performance and Flight Planning Terminology

• 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.

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.

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.

September 2011

1-12 P/N 13999-004 Info Manual

Section 1 Cirrus Design

General SR20

Weight and Balance Terminology

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.

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.

September 2011

Cirrus Design Section 1

SR20 General

P/N 13999-004 Info Manual 1-13

• 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.

September 2011

1-14 P/N 13999-004 Info Manual

Section 1 Cirrus Design

General SR20

September 2011

Intentionally Left Blank

P/N 13999-004 Info Manual 2-1

Cirrus Design Section 2

SR20 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

September 2011

2-2 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations SR20

Smoking ........................................................................................ 22

Placards ...........................................................................................23

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-3

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.

September 2011

2-4 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations 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.

3050 Lb 130 131

Operating Maneuvering Speed is the maxi-

mum 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.

VFE

50% Flaps

100% Flaps

119

104

120

104

Maximum Flap Extended Speed is the high-

est speed permissible with wing flaps

extended.

VPD 133 135 Maximum Demonstrated Parachute

Deployment Speed is the maximum speed at

which parachute deployment has been dem-

onstrated.

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-5

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) Remarks

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 cau-

tion and only in smooth air.

Red Line 200 Never exceed speed. Maximum speed for all operations.

September 2011

2-6 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations 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 MIL-

L-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.

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-7

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)

September 2011

2-8 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations SR20

Engine Instrument Markings & Annunciations

The following describes the engine instrument markings. Associated

Warning and Caution Annunciations are shown in capitalized text.

PowerPlant

*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.

Instrument

(Range & Units)

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 > 240

OIL

TEMP

Percent Power

(0 – 100%)

–– –– 0 – 100 –– ––

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Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-9

Fuel

Electrical

*20 seconds delay. **30 second delay.

Instrument

(Range & Units)

Red

Arc/Bar

Yellow

Arc/Bar

Green

Arc/Bar

Yellow

Arc/Bar

Red

Arc/Bar

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 0 – 8.2 –– –– ––

Instrument

(Range & Units)

Red

Arc/Bar

Yellow

Arc/Bar

Green

Arc/Bar

Yellow

Arc/Bar

Red

Arc/Bar

Minimum

Caution

Range

Normal

Range

Maximum

Caution

Range Maximum

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

––

September 2011

2-10 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations SR20

Center of Gravity Limits

Reference Datum ....................................100 inches forward of firewall

Forward....................................................................Refer to Figure 2-1

Aft ............................................................................Refer to Figure 2-1

Figure 2-1

CG Envelope

FS 148.1

2100 lb

FS 148.1

3050 lb

FS 139.1

2700 lb

FS 140.7

3050 lb

FS 137.8

2100 lb

2000

2050

2100

2150

2200

2250

2300

2350

2400

2450

2500

2550

2600

2650

2700

2750

2800

2850

2900

2950

3000

3050

3100

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

C.G. - Inches Aft of Datum

Weight - Pounds

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-11

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.

September 2011

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Section 2 Cirrus Design

Limitations 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.

System, Instrument, and/

or Equipment

Kinds of Operation

Remarks, Notes,

and/or

Exceptions

VFR

Day

VFR

Nt.

IFR

Day

IFR

Nt.

Placards and Markings

Airplane Flight Manual 1 1 1 1 Included w/ POH.

Communications

VHF COM ——1 1

Electrical Power

Battery 1 1 1 1 1

Battery 2 — — 1 1

Alternator 1 1 1 1 1

Alternator 2 — — 1 1

Amp Meter/Indication 1 1 1 1

Low Volts Annunciator 1 1 1 1

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-13

ALT 1 Annunciator 1 1 1 1

ALT 2 Annunciator — — 1 1

Circuit Breakers A/R A/R A/R A/R As required.

Equipment & Furnishings

Emergency Locator Trans-

mitter

1111

Restraint System A/R A/R A/R A/R One seat belt for

each occupant.

Fire Protection

Fire Extinguisher 1 1 1 1

Flight Controls

Flap Position Indicator 1 1 1 1

Flap System 1 1 1 1

Pitch Trim Indicator 1 1 1 1

Pitch Trim System 1 1 1 1

Roll Trim Indicator 1 1 1 1

Roll Trim System 1 1 1 1

Stall Warning System 1 1 1 1

Fuel

Auxiliary Fuel Pump 1 1 1 1

Fuel Quantity Indicator 2 2 2 2

Fuel Selector Valve 1 1 1 1

System, Instrument, and/

or Equipment

Kinds of Operation

(Continued) Remarks, Notes,

and/or

Exceptions

VFR

Day

VFR

Nt.

IFR

Day

IFR

Nt.

September 2011

2-14 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations SR20

Ice & Rain Protection

Alternate Engine Air Induc-

tion System

1111

Alternate Static Air Source 1 1 1 1

Pitot Heater — — 1 1

Landing Gear

Wheel Pants — — — — May be removed.

Lights

PFD Bezel Lighting — — — 1

PFD Backlighting * 1 1 1 *Required if MFD

Backlighting Fails.

Engine Indicators

Must Be Shown in

Backup Mode.

MFD Bezel Lighting — — — 1

MFD Backlighting * 1 1 1 *Required if PFD

Backlighting Fails.

Engine Indicators

Must Be Shown in

Backup Mode.

Anticollision Lights 2 2 2 2

Instrument Lights — 1 — 1

Navigation Lights — 2 — 2

Landing Light — 1 — 1 For hire opera-

tions.

Flash Light — 1 — 1

Navigation & Pitot Static

Airspeed Indicator 1 1 1 1

System, Instrument, and/

or Equipment

Kinds of Operation

(Continued) Remarks, Notes,

and/or

Exceptions

VFR

Day

VFR

Nt.

IFR

Day

IFR

Nt.

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-15

Altimeter 1 1 1 1

Magnetic Compass 1 1 1 1

Pitot System 1 1 1 1

Static System, Normal 1 1 1 1

Attitude Indicator — — 1 1

Clock ——1 1

Gyroscopic Directional Indi-

cation (HSI)

——1 1

Magnetometer — — 1 1

Nav Radio — — 1 1

PFD Airspeed Indication — — 1 1

PFD Altitude Indication — — 1 1

PFD Attitude Indication — — 1 1

PFD Heading Indication — — 1 1

PFD Slip/Skid Indication — — 1 1

Turn Coordinator — — 1 1

Altitude Encoder A/R A/R 1 1 As required per

procedure.

GPS Receiver/Navigator — — A/R A/R As required per

procedure.

Marker Beacon Receiver — — A/R A/R As required per

procedure.

VHF Navigation Radio — — A/R A/R As required per

procedure.

Vertical Speed Indicator — — — —

System, Instrument, and/

or Equipment

Kinds of Operation

(Continued) Remarks, Notes,

and/or

Exceptions

VFR

Day

VFR

Nt.

IFR

Day

IFR

Nt.

September 2011

2-16 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations SR20

Icing

Flight into known icing conditions is prohibited.

Runway Surface

This airplane may be operated on any smooth runway surface.

Engine Indicating

Cylinder Head

Temperature Indication

————

Exhaust Gas Temperature

Indication

————

Fuel Flow Indication 1 1 1 1

Manifold Pressure Indica-

tion

1111

Oil Pressure Indication 1 1 1 1

Oil Quantity Indicator (Dip-

stick)

1111

Oil Temperature Indication 1 1 1 1

Engine Speed 1 1 1 1

Special Equipment

Cirrus Airframe Parachute

(CAPS)

1111

System, Instrument, and/

or Equipment

Kinds of Operation

(Continued) Remarks, Notes,

and/or

Exceptions

VFR

Day

VFR

Nt.

IFR

Day

IFR

Nt.

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-17

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).

September 2011

2-18 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations 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.

c. 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.

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-19

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.

j. 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.

k. 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.

l. 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 20-

28) for RNAV operations including LNAV/VNAV and LPV

approach operations.

September 2011

2-20 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations 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),

c. 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.

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-21

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.

September 2011

2-22 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations 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.

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-23

Placards

Figure 2-2

Placards (Sheet 1 of 6)

Upper fuselage, either side of CAPS rocket cover:

WARNING!

STAY CLEAR WHEN AIRPLANE IS OCCUPIED

ROCKET FOR PARACHUTE DEPLOYMENT INSIDE

Wing, adjacent to fuel filler caps:

SR20_FM02_3001A

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

September 2011

2-24 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations SR20

Figure 2-3

Placards (Sheet 2 of 6)

NO PUSH

Elevator and Rudder, both sides:

EXTERNAL

POWER

28 V DC

Left fuselage, on external power supply door:

OPEN

PUSH

Doors, above and below latch:

SR20_FM02_3002

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-25

Figure 2-4

(Sheet 3 of 6)

MAX

IDLE

BOOST

PRIME

FUEL

PUMP

CUTOFF

OFF

LIFT BUTTON FOR OFF POSITION

OFF

RICH

CREW SEATS MUST BE LOCKED IN POSITION AND

CONTROL HANDLES FULLY DOWN BEFORE FLIGHT

TURN BOOST PUMP

ON DURING TAKE OFF,

CLIMB, LANDING AND

SWITCHING FUEL TANKS.

RIGHT

28 U.S.

GALLONS

USABLE

LEFT

28 U.S.

GALLONS

USABLE

Engine control panel:

SR20_FM02_3003

September 2011

2-26 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations SR20

Figure 2-5

(Sheet 4 of 6)

NO STEP

RESCUE: FRACTURE AND REMOVE WINDOW

OPERATE PER AIRPLANE FLIGHT MANUAL

FLIGHT INTO KNOWN ICING IS PROHIBITED

(WITH REQUIRED EQUIPMENT)

DAY - NIGHT - VFR - IFR

FOLLOWING FLIGHT OPERATIONS:

THIS AIRCRAFT IS CERTIFIED FOR THE

MANEUVERING

SPEED: Vo 130 KIAS

NORMAL CATEGORY AIRPLANE

NO ACROBATIC MANEUVERS,

INCLUDING SPINS, APPROVED

Instrument Panel, left :

Bolster Switch Panel, left edge:

Cabin Door Window, lower edge, centered, applied upside down:

Wing, flap aft edge and fuselage vortex generator:

SR20_FM02_3004

September 2011

Cirrus Design Section 2

SR20 Limitations

P/N 13999-004 Info Manual 2-27

Figure 2-6

(Sheet 5 of 6)

Instrument Panel, center:

DISPLAY

BACKUP

GRAB HERE

Bolster Panel, both sides:

ELT LOCATED BEHIND BULKHEAD

REMOVE CARPET AND ACCESS PANEL

Baggage Compartment, aft edge:

FIRE EXTINGUISHER FORWARD LEFT OF PILOT SEAT

FASTEN SEATBELTS • NO SMOKING

Instrument Panel:

EMERGENCY EXIT

REMOVE EGRESS HAMMER FROM WITHIN

CENTER ARMREST LID. STRIKE CORNER OF

WINDOW. KICK OR PUSH OUT AFTER FRACTURING

Cabin Window, above door latch:

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

Baggage Compartment Door, inside:

SR20_FM02_3005

September 2011

2-28 P/N 13999-004 Info Manual

Section 2 Cirrus Design

Limitations SR20

Figure 2-7

(Sheet 6 of 6)

6. RESTRAINT SYSTEM............SECURE

5. MASTER SWITCH........................OFF

4. FUEL SELECTOR HANDLE........OFF

DO NOT JERK HANDLE

BOTH HANDS, MAXIMUM FORCE, STEADY PULL

3. ACTIVATION HANDLE.........PULL STRAIGHT DOWN

2. THIS COVER............................................REMOVE

1. FUEL MIXTURE.......................................CUT-OFF

ACTIVATION PROCEDURE

CIRRUS AIRFRAME PARACHUTE SYSTEM

133 KIAS

MAXIMUM DEMONSTRATED DEPLOYMENT SPEED

IN INJURY OR DEATH

USE OF THIS DEVICE COULD RESULT

MUST BE WORN AT ALL TIMES

SEAT BELT AND SHOULDER HARNESS

USE FOR EXTREME EMERGENCIES ONLY

WARNING

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

SR22_FM02_2685

September 2011

P/N 13999-004 Info Manual 3-1

Cirrus Design Section 3

SR20 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

September 2011

3-2 P/N 13999-004 Info Manual

Section 3 Cirrus Design

Emergency Procedures 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

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-3

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.

September 2011

3-4 P/N 13999-004 Info Manual

Section 3 Cirrus Design

Emergency Procedures 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.

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-5

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

September 2011

3-6 P/N 13999-004 Info Manual

Section 3 Cirrus Design

Emergency Procedures 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

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-7

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.

September 2011

3-8 P/N 13999-004 Info Manual

Section 3 Cirrus Design

Emergency Procedures 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.

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-9

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.

September 2011

3-10 P/N 13999-004 Info Manual

Section 3 Cirrus Design

Emergency Procedures 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.

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-11

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.

September 2011

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Section 3 Cirrus Design

Emergency Procedures 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.

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-13

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.

September 2011

3-14 P/N 13999-004 Info Manual

Section 3 Cirrus Design

Emergency Procedures SR20

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

Best Glide Speed

99 KIAS at 3050 lb

95 KIAS at 2500 lb

Maximum Glide Ratio ~ 9 : 1

Conditions Example:

Power OFF Altitude 8,000 ft. AGL

Propeller Windmilling Airspeed Best Glide

Flaps 0% (UP) Glide Distance 12.0 NM

Wind Zero

14000

12000

10000

8000

6000

2000

4000

068

10 12 14 16 18

GROUND DISTANCE - NAUTICAL MILES

HEIGHT ABOVE GROUND - FEET

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-15

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.

September 2011

3-16 P/N 13999-004 Info Manual

Section 3 Cirrus Design

Emergency Procedures 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.

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-17

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

September 2011

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Section 3 Cirrus Design

Emergency Procedures 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.

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-19

Oil Pressure Out of Range

OIL PRESS Warning

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

1. Power ...............................................................................REDUCE

2. Airspeed........................................................................INCREASE

3. Oil Temperature Gage.................................................... MONITOR

If temperature remains high:

4. Land as soon as possible.

OIL PRESS

OIL TEMP

September 2011

3-20 P/N 13999-004 Info Manual

Section 3 Cirrus Design

Emergency Procedures SR20

High Cylinder Head Temperature

CHT Caution and Warning

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.

CHT

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-21

Propeller System Emergencies

Engine Speed High

RPM Warning: Engine Speed High

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.

RPM

September 2011

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Section 3 Cirrus Design

Emergency Procedures SR20

Fuel System Emergencies

Low Fuel Quantity

FUEL QTY Warning

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 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.

FUEL QTY

FUEL FLOW

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-23

Electrical System Emergencies

High Voltage on Main Bus 1

M BUS 1 Warning

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.

M BUS 1

September 2011

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Section 3 Cirrus Design

Emergency Procedures SR20

High Voltage on Main Bus 2

M BUS 2 Warning

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.

M BUS 2

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-25

High or Low Voltage on Essential Bus

ESS BUS Warning

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.

ESS BUS

September 2011

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Section 3 Cirrus Design

Emergency Procedures SR20

Environmental System Emergencies

Carbon Monoxide Level High

CO LVL HIGH Warning

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

c. 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.

CO LVL HIGH

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-27

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.

September 2011

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Section 3 Cirrus Design

Emergency Procedures 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.

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-29

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.

September 2011

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Section 3 Cirrus Design

Emergency Procedures 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

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-31

Left/Right Brake Over-Temperature Annunciation

BRAKE TEMP Warning

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

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)

BRAKE TEMP

START ENGAGE

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Section 3 Cirrus Design

Emergency Procedures 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.

September 2011

Cirrus Design Section 3

SR20 Emergency Procedures

P/N 13999-004 Info Manual 3-33

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.

September 2011

3-34 P/N 13999-004 Info Manual

Section 3 Cirrus Design

Emergency Procedures 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.

September 2011

P/N 13999-004 Info Manual 3A-1

Cirrus Design Section 3A

SR20 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

September 2011

3A-2 P/N 13999-004 Info Manual

Section 3A Cirrus Design

Abnormal Procedures 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

September 2011

Cirrus Design Section 3A

SR20 Abnormal Procedures

P/N 13999-004 Info Manual 3A-3

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

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.

September 2011

3A-4 P/N 13999-004 Info Manual

Section 3A Cirrus Design

Abnormal Procedures 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

September 2011

Cirrus Design Section 3A

SR20 Abnormal Procedures

P/N 13999-004 Info Manual 3A-5

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.

September 2011

3A-6 P/N 13999-004 Info Manual

Section 3A Cirrus Design

Abnormal Procedures SR20

Engine System

Low Idle Oil Pressure

OIL PRESS Caution

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.

OIL PRESS

September 2011

Cirrus Design Section 3A

SR20 Abnormal Procedures

P/N 13999-004 Info Manual 3A-7

Starter Engaged Annunciation

STARTER ENGAGED Caution

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.

START ENGAGE

September 2011

3A-8 P/N 13999-004 Info Manual

Section 3A Cirrus Design

Abnormal Procedures SR20

Fuel System

Low Fuel Quantity

FUEL QTY Caution

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

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

FUEL QTY

L FUEL QTY

September 2011

Cirrus Design Section 3A

SR20 Abnormal Procedures

P/N 13999-004 Info Manual 3A-9

Right Fuel Tank Quantity

R FUEL QTY Advisory

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

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.

R FUEL QTY

FUEL FILTER

September 2011

3A-10 P/N 13999-004 Info Manual

Section 3A Cirrus Design

Abnormal Procedures SR20

Electrical System

Low Voltage on Main Bus 1

M BUS 1 Caution

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

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

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

M BUS 1

M BUS 2

BATT 1

September 2011

Cirrus Design Section 3A

SR20 Abnormal Procedures

P/N 13999-004 Info Manual 3A-11

Low Alternator 1 Output

ALT 1 Caution (Failure)

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.

ALT 1

September 2011

3A-12 P/N 13999-004 Info Manual

Section 3A Cirrus Design

Abnormal Procedures SR20

Low Alternator 2 Output

ALT 2 Caution (Failure)

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).

ALT 2

September 2011

Cirrus Design Section 3A

SR20 Abnormal Procedures

P/N 13999-004 Info Manual 3A-13

Integrated Avionics System

Avionics Switch Off

AVIONICS OFF Caution

1. AVIONICS Switch ........................................... ON, AS REQUIRED

Amplification

The AVIONICS master switch is off.

PFD Cooling Fan Failure

PFD 1 FAN FAIL Advisory

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

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.

AVIONICS OFF

PFD 1 FAN FAIL

MFD FAN FAIL

September 2011

3A-14 P/N 13999-004 Info Manual

Section 3A Cirrus Design

Abnormal Procedures 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.

September 2011

Cirrus Design Section 3A

SR20 Abnormal Procedures

P/N 13999-004 Info Manual 3A-15

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.

September 2011

3A-16 P/N 13999-004 Info Manual

Section 3A Cirrus Design

Abnormal Procedures SR20

Pitot Heat Current Sensor Annunciation

PITOT HEAT FAIL Caution

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

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.

PITOT HEAT FAIL

PITOT HEAT REQD

September 2011

Cirrus Design Section 3A

SR20 Abnormal Procedures

P/N 13999-004 Info Manual 3A-17

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 over-

ridden by use of the control yoke. If runaway trim is the problem, de-

energize the circuit by pulling the appropriate circuit breakers and land

as soon as conditions permit.

Flap System Exceedance

FLAPS Caution

1. Airspeed...........................................................................REDUCE

1. Flaps .............................................................................. RETRACT

Amplification

Flaps are extended beyond airspeed limitations.

Flaps at 100%, airspeed greater than 109 KIAS for 5 seconds or more,

Flaps at 50%, airspeed greater than 124 KIAS for 5 seconds or more.

FLAPS

September 2011

3A-18 P/N 13999-004 Info Manual

Section 3A Cirrus Design

Abnormal Procedures 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

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.

BRAKE TEMP

September 2011

Intentionally Left Blank

Cirrus Design Section 3A

SR20 Abnormal Procedures

P/N 13999-004 Info Manual 3A-19

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).

September 2011

3A-20 P/N 13999-004 Info Manual

Section 3A Cirrus Design

Abnormal Procedures SR20

Parking Brake Engaged Annunciation

PARK BRAKE Caution

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.

PARK BRAKE

September 2011

P/N 13999-004 Info Manual 4-1

Cirrus Design Section 4

SR20 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

September 2011

4-2 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures SR20

September 2011

Intentionally Left Blank

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-3

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

September 2011

4-4 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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

SR22_FM04_1454

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-5

1. Cabin

a. Required Documents.................................................On Board

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

c. 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

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

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

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

m. Flaps.....................................................100%, Check Light ON

n. Oil Annunciator.................................................................... On

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

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

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

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

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

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

2. Left Fuselage

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

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

c. 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)

September 2011

4-6 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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

c. 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

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

6. Right Wing Tip

a. Tip...........................................................................Attachment

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

c. 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

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

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

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-7

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 O-

rings 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

c. 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

c. 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

c. Cowling.....................................................Attachments Secure

(Continued on following page)

September 2011

4-8 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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 O-

rings 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

c. 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

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

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

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-9

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.

September 2011

4-10 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-11

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

September 2011

4-12 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-13

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)

September 2011

4-14 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures SR20

c. 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

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-15

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)

September 2011

4-16 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-17

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.

September 2011

4-18 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-19

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:

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.

Mixture Description Exhaust Gas Temperature

Best Power 75° F Rich Of Peak EGT

Best Economy 50° F Lean Of Peak EGT

September 2011

4-20 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-21

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.

September 2011

4-22 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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.

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-23

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.

September 2011

4-24 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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 pre-

heater 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.

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-25

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

September 2011

4-26 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures 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

September 2011

Cirrus Design Section 4

SR20 Normal Procedures

P/N 13999-004 Info Manual 4-27

Noise Characteristics/Abatement

The certificated noise levels for the aircraft established in accordance

with FAR 36 Appendix G are:

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.

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)

September 2011

4-28 P/N 13999-004 Info Manual

Section 4 Cirrus Design

Normal Procedures SR20

September 2011

Intentionally Left Blank

P/N 13999-004 Info Manual 5-1

Cirrus Design Section 5

SR20 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

September 2011

5-2 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

September 2011

Intentionally Left Blank

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-3

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.

September 2011

5-4 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Airspeed Calibration - Normal Static Source

• Note •

Indicated airspeed values assume zero instrument error.

Conditions:

• Power for level flight or maximum continuous, whichever is less.

KIAS

KCAS

Flaps

50%

Flaps

100%

60 57 56 57

70 68 68 70

80 79 80 80

90 89 91 89

100 100 101 99

110 111 111

120 121 121

130 132

140 142

150 152

160 163

170 173

180 183

190 193

200 204

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-5

Airspeed Calibration - Alternate Static Source

• Note •

Indicated airspeed values assume zero instrument error.

Conditions:

• Power for level flight or maximum continuous, whichever is less.

• Heater, Defroster & Vents .................................................................................. ON

KIAS

KCAS

Flaps

50%

Flaps

100%

60 61 58 54

70 68 66 63

80 77 74 72

90 85 83 82

100 94 92 92

110 103 102 101

120 112 112

130 121 122

140 131

150 141

160 150

170 160

180 170

190 179

200 189

210 198

September 2011

5-6 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Altitude Correction

Normal Static Source: Primary Flight Display

• Note •

Add correction to desired altitude to obtain indicated altitude to fly.

Indicated airspeed values assume zero instrument error.

KIAS: Knots Indicated Airspeed.

Conditions:

• Power for level flight or maximum continuous, whichever is less.

• 3050 LB

Flaps Density

Alt

CORRECTION TO BE ADDED - FEET

Normal Static Source - KIAS

60 70 80 90 100 120 140 160 180 200

S.L 000000000

5000 000000000

10000 000000000

15000 000000000

50%

S.L -1 -6 -10 -11 -3

5000 -2 -7 -12 -13 -4

10000 -2 -9 -14 -15 -4

100%

S.L 0-11-10-1 6

5000 0-13-12-1 7

10000 0-15-14-1 8

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-7

Altitude Correction

Normal Static Source: Standby Altimeter

• Note •

Add correction to desired altitude to obtain indicated altitude to fly.

Indicated airspeed values assume zero instrument error.

KIAS: Knots Indicated Airspeed.

Conditions:

• Power for level flight or maximum continuous, whichever is less.

• 3050 LB

Flaps Density

Alt

CORRECTION TO BE ADDED - FEET

Normal Static Source - KIAS

60 70 80 90 100 120 140 160 180 200

S.L 12 9 5 0 -11 -24 -37 -50 -60

5000 14 11 6 0 -13 -28 -43 -57 -69

10000 17 12 7 0 -15 -33 -50 -67 -81

15000 20 15 8 0 -18 -38 -59 -79 -95

50%

S.L 11 3 -5 -11 -14

5000 13 3 -6 -13 -17

10000 15 4 -7 -15 -20

100%

S.L 151-14 6

5000 171-15 7

10000 201-16 8

September 2011

5-8 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Altitude Correction

Alternate Static Source: Primary Flight Display

• Note •

Add correction to desired altitude to obtain indicated altitude to fly.

Indicated airspeed values assume zero instrument error.

KIAS: Knots Indicated Airspeed.

Conditions:

• Power for level flight or maximum continuous, whichever is less.

• Heater, Defroster, & Vents .................................................................................. ON

Flaps Density

Alt

CORRECTION TO BE ADDED - FEET

Alternate Static Source - KIAS

60 70 80 90 100 120 140 160 180 200

S.L -3 16 35 56 98 139 178 218 265

5000 -3 18 41 65 114 161 207 253 307

10000 -3 21 48 76 133 188 241 296 358

15000 -4 25 56 89 156 220 283 347 420

50%

S.L 13 31 50 69 102

5000 15 36 58 80 119

10000 17 42 68 94 139

100%

S.L 14 30 44 57 71

5000 16 35 51 66 82

10000 18 40 60 77 96

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-9

Altitude Correction

Alternate Static Source: Standby Altimeter

• Note •

Add correction to desired altitude to obtain indicated altitude to fly.

Indicated airspeed values assume zero instrument error.

KIAS: Knots Indicated Airspeed.

Conditions:

• Power for level flight or maximum continuous, whichever is less.

• Heater, Defroster, & Vents.................................................................................. ON

Flaps Density

Alt

CORRECTION TO BE ADDED - FEET

Alternate Static Source - KIAS

60 70 80 90 100 120 140 160 180 200

S.L 10 25 40 56 87 114 141 169 205

5000 11 29 47 65 100 133 163 196 238

10000 13 34 55 76 117 155 191 229 277

15000 16 39 64 89 138 182 224 268 325

50%

S.L 25 40 55 69 91

5000 29 46 64 81 106

10000 34 54 75 94 123

100%

S.L 28 42 53 62 71

5000 33 49 62 72 83

10000 38 57 72 84 96

September 2011

5-10 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data 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

Temp to Convert

°C or °F

°C  °F °C  °F °C  °F

-50 -58 -72 -17 236 17 62 144

-49 -56 -69 -16 439 18 64 147

-48 -54 -65 -14 643 19 66 151

-47 -52 -62 -13 846 20 68 154

-46 -50 -58 -12 10 50 21 70 158

-44 -48 -54 -11 12 54 22 72 162

-43 -46 -51 -10 14 57 23 74 165

-42 -44 -47 -9 16 61 24 76 169

-41 -42 -44 -8 18 64 26 78 172

-40 -40 -40 -7 20 68 27 80 176

-39 -38 -36 -6 22 72 28 82 180

-38 -36 -33 -4 24 75 29 84 183

-37 -34 -29 -3 26 79 30 86 187

-36 -32 -26 -2 28 82 31 88 190

-34 -30 -22 -1 30 86 32 90 194

-33 -28 -18 032 90 33 92 198

-32 -26 -15 134 93 34 94 201

-31 -24 -11 236 97 36 96 205

-30 -22 -8 338 100 37 98 208

-29 -20 -4 440 104 38 100 212

-28 -18 0 6 42 108 39 102 216

-27 -16 3 7 44 111 40 104 219

-26 -14 7 8 46 115 41 106 223

-24 -12 10 948 118 42 108 226

-23 -10 14 10 50 122 43 110 230

-22 -8 18 11 52 126 44 112 234

-21 -6 21 12 54 129 46 114 237

-20 -4 25 13 56 133 47 116 241

-19 -2 28 14 58 136 48 118 244

-18 032 16 60 140 49 120 248

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-11

Outside Air Temperature for ISA Condition

Press

Alt

Feet

ISA-40°C ISA-20°C ISA ISA+10°C ISA+20°C

°C °F °C °F °C °F °C °F °C °F

SL -25 -13 -5 23 15 59 25 77 35 95

1000 -27 -18 -7 18 13 54 23 72 33 90

2000 -29 -20 -9 16 11 52 21 70 31 88

3000 -31-24-1112 9 4819662984

4000 -33-27-139 7 4517632781

5000 -35-31-155 5 4115592577

6000 -37-34-172 3 3813562374

7000 -39 -38 -19 -2 1 34 11 52 21 70

8000 -41-42-21-6 -1 3010482066

9000 -43 -45 -23 -9 -3 27 7 45 17 63

10000 -45 -49 -25 -13 -5 23 5 41 15 59

11000 -47 -52 -27 -16 -7 20 3 38 13 56

12000 -49 -56 -29 -20 -9 16 1 34 11 52

13000 -51 -59 -31 -23 -11 13 -1 31 9 49

14000 -53 -63 -33 -27 -13 9 -3 27 7 45

15000 -55 -67 -35 -31 -15 6 -5 23 5 41

16000 -57 -71 -37 -34 -17 2 -7 20 3 38

17000 -59 -75 -39 -38 -19 -2 -9 16 1 34

17500 -60 -76 -40 -40 -20 -3 -10 14 0 32

September 2011

5-12 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Stall Speeds

• Note •

Altitude loss during wings level stall may be 250 feet or more.

KIAS values may not be accurate at stall.

Conditions:

• Weight ........................................................................................................3050 LB

• CG ..................................................................................................................Noted

• Power................................................................................................................. Idle

• Bank Angle .....................................................................................................Noted

Weight

Bank

Angle

Deg

STALL SPEEDS

Flaps 0%

Full Up

Flaps 50% Flaps 100%Full

Down

KIAS KCAS KIAS KCAS KIAS KCAS

3050

Most

FWD

C.G.

069 67 66 63 61 59

15 70 68 67 65 62 60

30 74 72 70 68 64 63

45 81 80 76 75 70 70

60 95 95 89 90 83 83

3050

Most

AFT

C.G.

069 67 63 60 59 56

15 75 68 64 61 60 57

30 77 72 66 64 62 60

45 83 79 72 71 68 67

60 99 94 85 85 79 79

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-13

Wind Components

• Note •

The max demonstrated crosswind is 20 knots. Value not considered limiting.

Example:

• Runway Heading................................................................................................ 10°

• Wind Direction.................................................................................................... 60°

• Wind Velocity..............................................................................................15 Knots

10°

Headwind

Tailwind

0°

ANGLE BETWEEN WIND DIRECTION AND FLIGHT PATH

20°

30°

40°

50°

60°

70°

80°

90°

100°

110°

120°

130°

140°

150°

160°

170°

180°

VELOCITY

KNOTS

WIND

40302010

WIND COMPONENTS ~ KNOTS

CROSSWIND COMPONENT ~ KNOTS

-20

-10

SR20_FM05_1014

September 2011

5-14 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Takeoff Distance

• 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.

Conditions:

• Winds................................................................................................................ Zero

• Runway.........................................................................................Dry, Level, Paved

• Flaps................................................................................................................. 50%

• Air Conditioner.................................................................................................. OFF

• Power.................................................................................................... Full Throttle

• Mixture............................................................................................ Set per Placard

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-15

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

Headwind: Subtract 10% for each 12

knots headwind.

Tailwind: Add 10% for each 2 knots tail-

wind 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.

PRESS

ALT

DISTANCE

TEMPERATURE ~ °C

010 20 30 40 ISA

SL Grnd Roll 1319 1424 1534 1648 1767 1478

50 ft 1996 2145 2300 2460 2626 2221

1000 Grnd Roll 1448 1563 1684 1809 1940 1599

50 ft 2183 2346 2515 2691 2872 2396

2000 Grnd Roll 1590 1717 1850 1988 2131 1730

50 ft 2389 2568 2753 2945 3144 2586

3000 Grnd Roll 1748 1888 2034 2185 2343 1874

50 ft 2616 2812 3015 3226 3444 2792

4000 Grnd Roll 1923 2077 2237 2404 2577 2030

50 ft 2868 3082 3305 3536 3775 3017

5000 Grnd Roll 2117 2287 2463 2647 2837 2201

50 ft 3145 3381 3625 3879 4141 3262

6000 Grnd Roll 2333 2519 2714 2916 3126 2388

50 ft 3452 3711 3980 4258 4546 3529

7000 Grnd Roll 2572 2777 2992 2592

50 ft 3792 4076 4371 3820

8000 Grnd Roll 2837 3064 3300 2815

50 ft 4167 4480 4805 4137

9000 Grnd Roll 3132 3383 3644 3059

50 ft 4584 4928 5285 4483

10000 Grnd Roll 3460 3737 3326

50 ft 5045 5424 4860

September 2011

5-16 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data 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

Headwind: Subtract 10% for each 12

knots headwind.

Tailwind: Add 10% for each 2 knots tail-

wind 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.

PRESS

ALT

DISTANCE

TEMPERATURE ~ °C

010 20 30 40 ISA

SL Grnd Roll 787 850 915 983 1054 882

50 ft 1215 1306 1400 1497 1598 1353

1000 Grnd Roll 864 933 1005 1079 1157 954

50 ft 1329 1428 1531 1637 1748 1459

2000 Grnd Roll 949 1025 1104 1186 1271 1032

50 ft 1454 1563 1676 1792 1913 1574

3000 Grnd Roll 1043 1126 1213 1304 1398 1118

50 ft 1593 1712 1835 1963 2095 1700

4000 Grnd Roll 1147 1239 1335 1434 1537 1211

50 ft 1745 1876 2011 2151 2296 1836

5000 Grnd Roll 1263 1364 1469 1579 1693 1313

50 ft 1914 2057 2206 2359 2518 1985

6000 Grnd Roll 1392 1503 1619 1739 1865 1424

50 ft 2101 2258 2421 2589 2764 2147

7000 Grnd Roll 1534 1657 1785 1546

50 ft 2307 2479 2658 2324

8000 Grnd Roll 1692 1828 1969 1679

50 ft 2535 2725 2922 2516

9000 Grnd Roll 1868 2018 2174 1825

50 ft 2788 2997 3213 2727

10000 Grnd Roll 2064 2229 1984

50 ft 3068 3298 2956

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-17

Takeoff Climb Gradient

• 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.

Conditions:

• Power ....................................................................................................Full Throttle

• Mixture ............................................................................................ Set per Placard

• Flaps .................................................................................................................50%

• Airspeed .....................................................................................Best Rate of Climb

Weight

Press

Alt

Climb

Speed

KIAS

CLIMB GRADIENT ~ Feet per Nautical Mile

Temperature ~ °C

-20 020 40 ISA

3050

SL 89 678 621 568 518 581

2000 88 587 532 481 433 504

4000 87 500 447 398 351 430

6000 86 416 365 318 274 358

8000 85 336 287 241 199 289

10000 84 259 212 224

2500

SL 88 957 880 808 741 826

2000 87 841 767 698 634 729

4000 86 730 659 593 531 636

6000 85 624 555 492 545

8000 84 522 456 396 459

10000 83 425 362 377

September 2011

5-18 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Takeoff 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.

Conditions:

• Power.................................................................................................... Full Throttle

• Mixture............................................................................................ Set per Placard

• Flaps................................................................................................................. 50%

• Airspeed .................................................................................... Best Rate of Climb

Weight

Press

Alt

Climb

Speed

KIAS

RATE OF CLIMB ~ Feet per Minute

Temperature ~ °C

-20 020 40 ISA

3050

SL 89 905 862 817 771 828

2000 88 807 761 712 663 734

4000 87 707 657 606 554 639

6000 86 607 553 499 444 545

8000 85 504 447 390 333 450

10000 84 401 341 356

2500

SL 88 1256 1201 1144 1086 1158

2000 87 1136 1077 1017 955 1044

4000 86 1014 952 888 824 929

6000 85 892 825 758 815

8000 84 768 698 627 701

10000 83 643 569 587

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-19

Enroute Climb Gradient

• 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.

Conditions:

• Power ....................................................................................................Full Throttle

• Mixture .......................................................................................................Full Rich

• Flaps .......................................................................................................... 0% (UP)

• Airspeed .....................................................................................Best Rate of Climb

Weight

Press

Alt

Climb

Speed

KIAS

CLIMB GRADIENT - Feet per Nautical Mile

Temperature ~ °C

-20 020 40 ISA

3050

SL 96 650 589 533 481 549

2000 96 560 502 448 398 474

4000 95 474 418 367 319 402

6000 94 392 338 289 244 332

8000 93 313 216 214 171 265

10000 92 237 188 200

12000 91 164 118 139

14000 90 95 51 80

2500

SL 93 846 777 712 652 728

2000 93 741 674 612 554 640

4000 92 640 576 516 461 555

6000 91 543 482 425 473

8000 91 451 392 337 395

10000 90 363 306 320

12000 89 279 224 248

14000 88 198 147 180

September 2011

5-20 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Enroute 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.

Conditions:

• Power.................................................................................................... Full Throttle

• Mixture................................................................................................. As Required

• Flaps...........................................................................................................0% (UP)

• Airspeed .................................................................................... Best Rate of Climb

Weight

Press

Alt

Climb

Speed

KIAS

RATE OF CLIMB ~ Feet per Minute

Temperature ~ °C

-20 020 40 ISA

3050

SL 96 1007 949 890 830 905

2000 96 868 808 748 688 775

4000 95 756 693 630 567 671

6000 94 642 576 510 445 566

8000 93 527 458 389 321 462

10000 92 411 339 357

12000 91 294 218 252

14000 90 175 97 148

2500

SL 93 1231 1175 1117 1058 1132

2000 93 1109 1050 988 926 1016

4000 92 987 923 858 793 900

6000 91 863 796 727 785

8000 91 738 667 595 670

10000 90 612 537 555

12000 88 484 405 440

14000 88 355 273 325

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-21

Enroute Rate of Climb Vs Density Altitude

Conditions:

• Power .................................................................................................... Full Throttle

• Mixture ....................................................................................................... Full Rich

• Flaps ...........................................................................................................0% (UP)

• Airspeed ..................................................................................... Best Rate of Climb

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

10,000

11,000

12,000

13,000

14,000

15,000

100

200

300

400

500

600

700

800

900

1000

1100

1200

2500 LB

3000 LB

Rate of Climb ~ Feet Per Minute

September 2011

5-22 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Time, Fuel and Distance to Climb

• 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.

Conditions:

• Power.................................................................................................... Full Throttle

• Mixture....................................................................................................... Full Rich

• Fuel Density...........................................................................................6.0 LB/GAL

• Weight ........................................................................................................3050 LB

• Winds................................................................................................................ Zero

• Climb Airspeed ...............................................................................................Noted

Press

Alt

OAT

(ISA)

°C

Climb

Speed

KIAS

Rate Of

Climb

FPM

TIME, FUEL, DISTANCE ~ From Sea Level

Time

Minutes

Fuel

U.S. Gal

Distance

SL 15 96 880 0.0 0.0 0

1000 13 96 828 1.3 0.3 2

2000 11 96 775 2.4 0.6 4

3000 9 95 723 3.8 1.0 6

4000 7 95 671 5.2 1.3 8

5000 5 95 618 6.7 1.7 11

6000 3 94 566 8.4 2.0 14

7000 1 94 514 10.3 2.4 17

8000 -1 93 462 12.3 2.9 21

9000 -3 93 409 14.6 3.3 25

10000 -5 92 357 17.2 3.8 29

11000 -7 92 305 20.3 4.4 35

12000 -9 91 252 23.8 5.0 41

13000 -11 91 200 28.3 5.8 49

14000 -13 90 148 34.0 6.8 60

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-23

Cruise Performance

• 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.

Conditions:

• Mixture ...................................................................................................Best Power

• Weight........................................................................................................ 2600 LB

• Winds ............................................................................................................... Zero

• Shaded Cells: Cruise Pwr above 85% not recommended.

Press

Alt

ISA - 30°C ISA ISA + 30°C

RPM MAP PWR KTAS GPH PWR KTAS GPH PWR KTAS GPH

2000 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

4000 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

6000 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

September 2011

5-24 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

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

Press

Alt

ISA - 30°C ISA ISA + 30°C

RPM MAP PWR KTAS GPH PWR KTAS GPH PWR KTAS GPH

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-25

Range / Endurance Profile

• 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.

Conditions:

• Weight........................................................................................................ 3000 LB

• Temperature.......................................................................................Standard Day

• Winds ............................................................................................................... Zero

• Mixture ................................................................................................... See Tables

• Total Fuel.................................................................................................56 Gallons

75% POWER Mixture = Best Power

Press

Alt

Climb

Fuel

Gal

Fuel

Remaining

For Cruise

Gal

Airspeed

KTAS

Fuel

Flow

GPH

Endurance

Hours

Range

Specific

Range

Nm/Gal

00.0 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

September 2011

5-26 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Range / Endurance Profile (Continued)

65% POWER Mixture = Best Power

Press

Alt

Climb

Fuel

Gal

Fuel

Remaining

For Cruise

Gal

Airspeed

KTAS

Fuel

Flow

GPH

Endurance

Hours

Range

Specific

Range

Nm/Gal

00.0 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 Mixture = Best Economy

Press

Alt

Climb

Fuel

Gal

Fuel

Remaining

For Cruise

Gal

Airspeed

KTAS

Fuel

Flow

GPH

Endurance

Hours

Range

Specific

Range

Nm/Gal

00.0 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

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-27

Balked Landing Climb Gradient

• 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.

Conditions:

• Power ....................................................................................................Full Throttle

• Mixture .......................................................................................................Full Rich

• Flaps ...................................................................................................... 100% (DN)

• Airspeed .....................................................................................Best Rate of Climb

Weight

Press

Alt

Climb

Speed

KIAS

CLIMB GRADIENT ~ Feet/Nautical Mile

Temperature ~°C

-20 020 40 ISA

3050

SL 84 654 588 527 470 542

2000 81 569 504 444 388 470

4000 78 484 420 361 306 399

6000 75 399 335 277 326

8000 72 313 250 193 253

10000 69 225 164 179

2500

SL 84 878 796 720 650 739

2000 81 779 698 624 556 657

4000 78 680 601 528 461 575

6000 75 582 504 433 493

8000 72 485 408 338 412

10000 69 387 311 329

September 2011

5-28 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Balked Landing Rate of Climb

• 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.

Conditions:

• Power.................................................................................................... Full Throttle

• Mixture....................................................................................................... Full Rich

• Flaps...................................................................................................... 100% (DN)

• Climb Airspeed ...............................................................................................Noted

Weight

Press

Alt

Climb

Speed

KIAS

RATE OF CLIMB - Feet per Minute

Temperature ~°C

-20 020 40 ISA

3050

SL 84 854 798 741 684 756

2000 81 744 685 625 565 652

4000 78 633 571 508 446 549

6000 75 521 455 390 445

8000 72 407 339 271 342

10000 69 293 221 239

2500

SL 84 1140 1076 1010 944 1027

2000 81 1014 946 877 808 908

4000 78 886 815 743 671 790

6000 75 759 683 608 672

8000 72 630 552 474 556

10000 69 502 420 440

September 2011

Cirrus Design Section 5

SR20 Performance Data

P/N 13999-004 Info Manual 5-29

Landing Distance

• 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.

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.

September 2011

5-30 P/N 13999-004 Info Manual

Section 5 Cirrus Design

Performance Data SR20

Landing Distance

WEIGHT = 3050 LB

Speed over 50 Ft Obstacle = 78 KIAS

Flaps - 100% · Idle · Dry, Level Paved Surface

Headwind: Subtract 10% per each

13 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 60% to Ground Roll

PRESS

ALT

DISTANCE

TEMPERATURE ~ °C

010 20 30 40 ISA

SL Grnd Roll 809 838 868 897 927 853

Total 2557 2609 2663 2717 2773 2636

1000 Grnd Roll 838 869 900 931 961 878

Total 2610 2665 2722 2779 2838 2682

2000 Grnd Roll 870 901 933 965 997 905

Total 2666 2725 2785 2846 2907 2731

3000 Grnd Roll 902 935 968 1001 1034 932

Total 2726 2788 2852 2916 2981 2782

4000 Grnd Roll 936 971 1005 1039 1073 960

Total 2790 2856 2923 2991 3060 2837

5000 Grnd Roll 972 1007 1043 1079 1114 990

Total 2858 2928 2999 3070 3143 2894

6000 Grnd Roll 1009 1046 1083 1120 1157 1021

Total 2931 3004 3079 3155 3232 2954

7000 Grnd Roll 1048 1086 1125 1163 1201 1052

Total 3008 3086 3165 3245 3326 3017

8000 Grnd Roll 1089 1128 1168 1208 1248 1085

Total 3091 3173 3256 3341 3427 3084

9000 Grnd Roll 1131 1173 1214 1255 1297 1119

Total 3179 3265 3353 3443 3533 3154

10000 Grnd Roll 1176 1219 1262 1305 1348 1155

Total 3272 3364 3457 3551 3646 3228

September 2011

P/N 13999-004 Info Manual 6-1

Cirrus Design Section 6

SR20 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

September 2011

6-2 P/N 13999-004 Info Manual

Section 6 Cirrus Design

Weight and Balance Data SR20

September 2011

Intentionally Left Blank

Cirrus Design Section 6

SR20 Weight and Balance Data

P/N 13999-004 Info Manual 6-3

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.

September 2011

6-4 P/N 13999-004 Info Manual

Section 6 Cirrus Design

Weight and Balance Data SR20

Airplane Weighing Form

Weighing

Point

Scale

Reading - Tare = Net Weight X Arm = Moment

L Main A=

R Main A=

Nose B=

Total

As Weighed

CG=

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 15.0 154.9 2324

Basic Empty Weight CG=

Figure 6-1

SR20_FM06_2539

WL 100.0

FS 100.0 FS 142.5

A = x + 100

B = A - y

y = ____________

Measured

x = ____________

Measured

REF DATUM

FS 0.0

September 2011

Cirrus Design Section 6

SR20 Weight and Balance Data

P/N 13999-004 Info Manual 6-5

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.

c. 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).

c. 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

September 2011

6-6 P/N 13999-004 Info Manual

Section 6 Cirrus Design

Weight and Balance Data 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

September 2011

Cirrus Design Section 6

SR20 Weight and Balance Data

P/N 13999-004 Info Manual 6-7

Airplane Leveling

Figure 6-2

SR22_FM06_1440A

Spirit Level

LONGITUDINAL LEVELING

LATERAL LEVELING

Spirit Level

Straight

Edge

Door Sill Door Sill

Spacer

Block

Straight Edge Straight Edge

Spacer

Block

September 2011

6-8 P/N 13999-004 Info Manual

Section 6 Cirrus Design

Weight and Balance Data 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).

September 2011

Cirrus Design Section 6

SR20 Weight and Balance Data

P/N 13999-004 Info Manual 6-9

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 Weight

Moment/

1000

1. Basic Empty Weight

Includes unusable fuel & full oil

2. Front Seat Occupants

Pilot & Passenger (total)

3. Rear Seat Occupants

4. Baggage Area

130 lb maximum

5. Zero Fuel Condition Weight

Sub total item 1 thru 4

6. Fuel Loading

56 Gallon @ 6.0 lb/gal. Maximum

7. Ramp Condition Weight

Sub total item 5 and 6

8. Fuel for start, taxi, and run-up

Normally 9 lb at average moment of 922.8.

––

9. Takeoff Condition Weight

Subtract item 8 from item 7

Figure 6-3

September 2011

6-10 P/N 13999-004 Info Manual

Section 6 Cirrus Design

Weight and Balance Data SR20

Loading Data

Use the following chart or table to determine the moment/1000 for fuel

and payload items to complete the Loading Form.

Weight

Fwd

Pass

FS 143.5

Aft

Pass

FS 180.0

Baggage

FS 208.0

Fuel

FS 153.8

Weight

Fwd

Pass

FS 143.5

Aft

Pass

FS 180.0

Fuel

FS 153.8

20 2.87 3.60 4.16 3.10 220 31.57 39.60 34.08

40 5.74 7.20 8.32 6.20 240 34.44 43.20 37.18

60 8.61 10.80 12.48 9.29 260 37.31 46.80 40.27

80 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

SR20_FM06_3029

Fwd Pass

Fuel

Aft Pass

Baggage

100

200

300

400

500

600

0.0

20.0 40.0 60.0 80.0

Moment/1000

Weight - Pounds

Loading Chart

September 2011

Cirrus Design Section 6

SR20 Weight and Balance Data

P/N 13999-004 Info Manual 6-11

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.

Weight

Moment/1000 Weight

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

Moment/1000

SR20_FM06_3030

Weight - Pounds

2000

2200

2400

2600

2800

3000

3200

300 320 340 360 380 400 420 440 460

September 2011

6-12 P/N 13999-004 Info Manual

Section 6 Cirrus Design

Weight and Balance Data 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: Page of

Date

Item No.

Description of Article

or Modification

Weight Change

Added (+) or Removed (-)

Running Basic

Empty Weight

In Out

ARM

IN.

MOM/

1000

MOM/

1000

As Delivered

Figure 6-6

September 2011

Cirrus Design Section 6

SR20 Weight and Balance Data

P/N 13999-004 Info Manual 6-13

Equipment List

This list will be determined after the final equipment has been installed

in the aircraft.

September 2011

6-14 P/N 13999-004 Info Manual

Section 6 Cirrus Design

Weight and Balance Data SR20

September 2011

Intentionally Left Blank

P/N 13999-004 Info Manual 7-1

Cirrus Design Section 7

SR20 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 Cirrus Design

Airplane and Systems Description 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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P/N 13999-004 Info Manual 7-3

Convenience Outlet ...................................................................... 85

Cirrus Airplane Parachute System ................................................... 86

System Description....................................................................... 86

Activation Handle.......................................................................... 87

Deployment Characteristics .......................................................... 89

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Section 7 Cirrus Design

Airplane and Systems Description SR20

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Intentionally Left Blank

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-5

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.

September 2011

7-6 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description 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.

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Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-7

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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Section 7 Cirrus Design

Airplane and Systems Description 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 push-

pull 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 nose-

up 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.

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Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-9

Figure 7-1

Elevator System

SR20_FM07_1461

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Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-11

Figure 7-2

Aileron System

SR20_FM07_1462

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Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-13

Figure 7-3

Rudder System

SR20_FM07_1463

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Section 7 Cirrus Design

Airplane and Systems Description 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.

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Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-15

Figure 7-4

Instrument Panel and Console

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

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

SR20_FM07_3010

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Section 7 Cirrus Design

Airplane and Systems Description 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 Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-17

Figure 7-5

Flight Instruments

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

125°

XTK

1.01NM

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

12345 6789

10 11

1819

TERM

GPS

HSI DETAIL

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Section 7 Cirrus Design

Airplane and Systems Description 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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Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-19

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 never-

exceed 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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7-20 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description 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).

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-21

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 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-23

Figure 7-6

Wing Flaps

SR20_FM07_1460

September 2011

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Section 7 Cirrus Design

Airplane and Systems Description 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

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-25

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-H-

5606 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.

September 2011

7-26 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-27

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.

September 2011

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Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-29

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.

September 2011

7-30 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description SR20

Engine

The airplane is powered by a Teledyne Continental IO-360-ES, six-

cylinder, 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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Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-31

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 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-33

Figure 7-7

Engine Controls and Indicating

Density Alt 8000 Ft

Oat 31°F -1°C (ISA +0°C)

Engine Instruments

Engine Controls

1345 6

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

SR20_FM07_3008

September 2011

7-34 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description 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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Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-35

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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Section 7 Cirrus Design

Airplane and Systems Description 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

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-37

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.

September 2011

7-38 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-39

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

September 2011

7-40 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description 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 two-

speed 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-41

Figure 7-8

Fuel System Schematic

CHECK

VALVE

CHECK

VALVE

THROTTLE

METERING

VALVE

FIREWALL

FUEL

PUMP

GASCOLATOR

SR20_FM07_3007

NOTE

In Prime mode, relay

allows high-speed pump

operation until 10 psi oil

pressure is reached then

drops to low-speed

operation.

OIL

PRESSURE

SENSOR

(LOW PRESSURE)

ENGINE

AIRFRAME

UNIT

FUEL FLOW

SENSOR

ELECTRIC

AUXILIARY

PUMP

R. WING

COLLECTOR

VENT

FILLER

R. WING TANK

FILLER

OFF

FEED

RETURN

LEFT

RIGHT

FEED

RETURN

FUEL PRESSURE SWITCH

SELECTOR VALVE

OPERATION

FUEL

FLOW

INDICATOR

ANNUNCIATOR

FUEL

QUANTITY

INDICATOR

AUTO

PRIME

BOOST

DRAIN

(5 PLACES)

INJECTOR

MANIFOLD

VENT

L. WING TANK

L. WING

COLLECTOR

FUEL

RELAY

ENGINE DRIVEN

FUEL PUMP

MIXTURE CNTL.

FLAPPER

VALVE

FLAPPER

VALVE

SELECTOR

VALVE

September 2011

7-42 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-43

Figure 7-9

Fuel System Controls and Indicating

3456

Fuel System Indication

Fuel System Controls

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

SR20_FM07_3012

Density Alt 8000 Ft

Oat 31°F -1°C (ISA +0°C)

September 2011

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Section 7 Cirrus Design

Airplane and Systems Description 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 3-

amp 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-45

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.

September 2011

7-46 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description 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, negative-

ground 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, 10-

amp-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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-47

Figure 7-10

Electrical System Schematic

30A

BAT 2

SWITCH

BAT 2

AVIONICS

SWITCH

20A

VOLT REG

BAT 1

SWITCH

EXTERNAL

POWER

MAIN DIST BUS 2

50A

80A

BAT 1

RELAY

30A

STARTER

SWITCH

AVIONICS

NON-ESSENTIAL

RELAY

30A

STARTER

125A

EXTERNAL

POWER RELAY

STARTER

RELAY

LANDING

LIGHT

LANDING LIGHT

SWITCH

7.5A

BAT 1

ALT 1

RELAY

MAIN DIST BUS 1

30A

ALT 1

100A

VOLT REG

MASTER CONTROL UNIT

ALT 1

SWITCH

DME / ADF

AVIONICS BUS

AUDIO

PANEL

WEATHER

TRAFFIC

XPONDER

STDBY

ATTD #2

MFD #2

MAIN BUS 1

CABIN

LIGHTS

FUEL QTY

KEYPADS

/ AP CTRL

AP SERVOS

AVIONICS

ESSENTIAL BUS 2

ENGINE

INSTR

STALL

WARNING

PITCH

TRIM

ROLL

TRIM

GPS NAV

GIA 1

COM 1

ESSENTIAL BUS 1

ADC

AHRS 1

PFD #1

STDBY

ATTD #1

ESSENTIAL

POWER

BAT 2

A/C BUS 1

ALT 1

MFD #1

MAIN BUS 3

12V DC

OUTLET

EVS

CAMERA

GPS NAV

GIA 2

COM 2

MAIN BUS 2

AHRS 2

PFD #2

FUEL

PUMP

AVIONICS

FAN 2

ALT 2

A/C BUS 2

CABIN

FAN

CABIN AIR

CONTROL

NAV

LIGHTS

STROBE

LIGHTS

NON-ESSENTIAL BUS

PITOT

HEAT

FLAPS

STARTER

AVIONICS

FAN 1

RECOG

LIGHTS

ALT 2

SWITCH

CIRCUIT BREAKER PANEL

SR20_FM07_2805

ESSENTIAL DIST BUS

30A

ALT 2

80A

50A

September 2011

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Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-49

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 high-

voltage 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

September 2011

7-50 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description 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 30-

amp 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-51

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.

September 2011

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Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-53

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.

September 2011

7-54 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description SR20

Figure 7-11

Electrical / Lighting Controls and Indicating

LEGEND

1. Essential & Main Bus Voltage

2. Alternator & Battery Current

3. Battery 2

4. Battery 1

5. Alternator 1

6. Alternator 2

Density Alt 8000 Ft

Oat 31°F -1°C (ISA +0°C)

34 76589

Electrical System Indication

7. Avionics

8. Navigation

9. Strobe

10. Landing Light

11. Instrument Dimmer

12. Panel Dimmer

SR20_FM07_2810

Electrical and Lighting Controls

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-55

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 5-

amp 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.

September 2011

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Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-57

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.

September 2011

7-58 P/N 13999-004 Info Manual

Section 7 Cirrus Design

Airplane and Systems Description 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 15-

amp 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-59

Figure 7-12

Standard Environmental System

FLOOR AIRFLOW

AIR FLOW VALVE

HOT AIR

VALVE

SR20_FM07_2781

RAM AIR

FRESH AIR

VALVE

HEAT

EXCHANGER

FOOT-WARMER

DIFFUSER

DISTRIBUTION

MANIFOLD

FAN

ASSEMBLY

NOTE:

Illustration depicts maximum

cabin cooling airflows and

selector settings with optional

Fan installation.

PANEL AIRFLOW

CONTROL PANEL

WINDSHIELD

DIFFUSER

AIR GASPER

MIXING

CHAMBER

SERVO MOTOR

September 2011

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Section 7 Cirrus Design

Airplane and Systems Description SR20

Figure 7-13

Optional Air Conditioning System

PANEL AIRFLOW

FOOT-WARMER

DIFFUSER

DISTRIBUTION

MANIFOLD

CONTROL PANEL

AIR

GASPER

AIR FLOW VALVE

RAM AIR

FRESH AIR

VALVE

HOT AIR

VALVE

HEAT

EXCHANGER

EVAPORATOR

ASSEMBLY

COMPRESSOR

RECIRCULATION

CHECK VALVE

CONDENSER

ASSEMBLY

NOTE:

llustration depicts maximum cabin

cooling airflows and selector settings

while on ground or warm outside air

temperatures.

FLOOR

AIRFLOW

WINDSHIELD

DIFFUSER

SR20_FM09_3361

MIXING

CHAMBER

SERVO MOTOR

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-61

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 Cirrus Design

Airplane and Systems Description 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 receiver-

drier’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).

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-63

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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Section 7 Cirrus Design

Airplane and Systems Description SR20

Figure 7-14

Environmental System Operation

NOTE:

Illustration depicts settings for Emergency Procedures

Smoke and Fume Elimination.

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.

Shared airflow to the

defroster, cabin floor,

and panel outlets.

Maximum airflow to

the rear seat foot warmer

diffusers and the front

seat kickplate outlets.

Maximum airflow

to the panel and

armrest air gaspers.

Maximum airflow

to defroster.

Rotating the selector simultaneously

opens and closes the hot and fresh air

butterfly valves, permitting conditioned

(mixed) air to enter distribution system.

Air conditioning mode.

AC ON illuminated.

Maximum air

conditioning

(recirculation)

mode. AC ON

illuminated.

SR20_FM09_3362

AIRFLOW

VENTS

TEMPERATURE

If source of smoke and fume is firewall forward, turn

Airflow Selector OFF.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-65

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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Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-67

Figure 7-15

Pitot-Static System

STATIC

BUTTONS

PITOT HEAT

PFD Air Data

SR20_FM07_2793

AIRSPEED

INDICATOR

PITOT MAST

Annunciation

PITOT-STATIC

WATER TRAPS

ALTERNATE

STATIC

AIR SOURCE

ALTIMETER

ENGINE AIRFRAME UNIT

LOGIC

CURRENT

SENSOR

HEATER

7.5A PITOT

HEAT

PITOT HEAT SW

AIR DATA COMPUTER

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Section 7 Cirrus Design

Airplane and Systems Description 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-69

Figure 7-16

Perspective Integrated Avionics System Schematic

TRANSPONDER

ENGINE

AIRFRAME UNIT

AIR DATA

COMPUTER

PITCH TRIM ADAPTER

(optional)

ROLL SERVO

(optional)

PITCH SERVO

(optional)

AHRS 1

XM RADIO

RECEIVER

(optional)

SATELLITE DATA

LINK RECEIVER

(optional)

FMS KEYBOARD

AUTOPILOT

MODE CONTROLLER

(optional)

MAG 1 MAG 2

INTEGRATED

AVIONICS UNIT 1 INTEGRATED

AVIONICS UNIT 2

SR20_FM07_2914A

PFD

AUDIO PANEL

MFD

AHRS 2

(optional)

AIR DATA

COMPUTER 2

(optional)

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Section 7 Cirrus Design

Airplane and Systems Description 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

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-71

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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Section 7 Cirrus Design

Airplane and Systems Description SR20

Figure 7-17

Perspective Integrated Avionics System (Sheet 1 of 2)

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

13 14 15

3456 7 8 9

10 12

19 20 21

17 1816

SR20_FM07_2807

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

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-73

Figure 7-17

Perspective Integrated Avionics System (Sheet 2 of 2)

Flight Management System Keyboard

RANGE

PUSH

PAN

HDG

CRS

ALT SEL

GARMIN

SPC BKSP

123

456

789

+/-

EMERG

CRSR/1-2

PUSH

FMS/XPDR

COM/NAV

IDENT

DFLT MAP

PUSH SYNC

PUSH CTR

PUSH SYNC

FPL

CLR

PROC

ENT

FMS

XPDR

COM NAV

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)

22 23

40 32

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

363735

24 25 26 27 28 29 30 31

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Section 7 Cirrus Design

Airplane and Systems Description SR20

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 3-

amp 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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-75

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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Section 7 Cirrus Design

Airplane and Systems Description SR20

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 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.

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.

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-77

Traffic Advisory System

The Traffic Advisory System (TAS) advises the pilot of transponder-

equipped 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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Section 7 Cirrus Design

Airplane and Systems Description SR20

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,

September 2011

Cirrus Design Section 7

SR20 Airplane and Systems Description

P/N 13999-004 Info Manual 7-79

• 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 low-

light 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 5-

amp 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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Figure 7-18

Equipment Locations

SR20_FM07_3011A

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

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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 ON-

OFF-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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b. Disconnect fixed antenna lead from front of unit.

c. 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 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 solid-

propellant 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 T-

handle 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 T-

handle forward and down limits the force that can be applied.

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Airplane and Systems Description SR20

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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P/N 13999-004 Info Manual 8-1

Cirrus Design Section 8

SR20 Handling, Servicing, & Maintenance

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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Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-3

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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• 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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P/N 13999-004 Info Manual 8-5

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

AAirworthiness Certificate

FAA Form 8100-2

Must be displayed at all times.

RRegistration Certificate

FAA Form 8050-3

Must be in the aircraft for all operations.

RRadio Station License

FCC Form 556

Required only for flight operations outside the

United States.

OOperating Instructions FAA Approved Flight Manual and Pilot’s Oper-

ating Handbook fulfills this requirement.

WWeight & 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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P/N 13999-004 Info Manual 8-7

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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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 non-

structural 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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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.

September 2011

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-11

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.

September 2011

8-12 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance SR20

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.

September 2011

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-13

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.

September 2011

8-14 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance 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.

September 2011

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-15

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)

September 2011

8-16 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance 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 four-

ply 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.

September 2011

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-17

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.

c. 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)

September 2011

8-18 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance 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

Draft

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-19

sooner under unfavorable operating conditions. The following grades

are recommended for the specified temperatures at sea level (SL):

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.

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

September 2011

8-20 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance 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

September 2011

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-21

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 pop-

up 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.

September 2011

8-22 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance 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.

September 2011

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-23

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.

September 2011

8-24 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance 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.

September 2011

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-25

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.

September 2011

8-26 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance 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

September 2011

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-27

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.

September 2011

8-28 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance 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.

September 2011

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-29

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.

September 2011

8-30 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance 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 Uphol-

stery

Cirrus Design

Figure 8-3

Recommended Interior Cleaning Products

September 2011

Cirrus Design Section 8

SR20 Handling, Servicing, and Maintenance

P/N 13999-004 Info Manual 8-31

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.

September 2011

8-32 P/N 13999-004 Info Manual

Section 8 Cirrus Design

Handling, Servicing, and Maintenance 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.

September 2011

Cirrus Design Section 9

SR20 Supplements

P/N 13999-004 Info Manual 9-1

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.

September 2011

9-2 P/N 13999-004 Info Manual

Section 9 Cirrus Design

Supplements SR20

September 2011

Intentionally Left Blank

P/N 13999-004 Info Manual 9-3

Cirrus Design Section 9

SR20 Log of Supplements

Section 9

Log of Supplements

Part Number Title Date

___ 11934-S17 SR20 Airplanes Registered in Canada 10-10-01

___ 11934-S25 R1 Winterization Kit 12-07-04

___ 11934-S29 SR20 Airplanes Registered in the European Union 05-27-04

___ 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

September 2011

9-4 P/N 13999-004 Info Manual

Section 9 Cirrus Design

Log of Supplements SR20

September 2011

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.

P/N 11934-S36 1 of 8

Cirrus Design Section 9

SR20 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.

Revision 01: 12-18-08

2 of 8 P/N 11934-S36

Section 9 Cirrus Design

Supplements 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.

CIRCUIT

BREAKER

PANEL

(REF)

MOUNTING

TRAY (REF)

SR20_FM09_2676

ING

ORWA

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

Artex ME406 ELT System

Revision 01: 12-18-08

Figure - 1

P/N 11934-S36 3 of 8

Cirrus Design Section 9

SR20 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)

Revision 01: 12-18-08

4 of 8 P/N 11934-S36

Section 9 Cirrus Design

Supplements 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 Description Sym Qty Part Number Unit

Wt Arm

25-01 Artex ME406 ELT and Batteries O 1 17190-100 3.4 229.5

Revision 01: 12-18-08

P/N 11934-S36 5 of 8

Cirrus Design Section 9

SR20 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 50-

second 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.

Revision 01: 12-18-08

6 of 8 P/N 11934-S36

Section 9 Cirrus Design

Supplements 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

Revision 01: 12-18-08

P/N 11934-S36 7 of 8

Cirrus Design Section 9

SR20 Supplements

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.

c. 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.

Revision 01: 12-18-08

8 of 8 P/N 11934-S36

Section 9 Cirrus Design

Supplements SR20

Revision 01: 12-18-08

Intentionally Left Blank

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 1 of 30

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.

Revision 02: 12-14-10

2 of 30 P/N 11934-S41

Section 9 Cirrus Design

Supplements 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

c. 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

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 3 of 30

command limits and an altitude loss of 1000 feet or more can be

expected while attitude is established in the selected mode.

6. The Autopilot and Flight Director will not command pitch or roll

beyond the Command Limits.

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)

Axis Autopilot Engagement Limit

Pitch ± 30°

Roll ± 75°

Axis Autopilot Command Limit

FD Pitch Command Limits +20°, -15°

FD Roll Command Limits ± 25°

Revision 02: 12-14-10

4 of 30 P/N 11934-S41

Section 9 Cirrus Design

Supplements SR20

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.

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

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 5 of 30

Section 3A - Abnormal Procedures

Altitude Miscompare

ALT MISCOMP Caution

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

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

ALT MISCOMP

IAS MISCOMP

Revision 02: 12-14-10

6 of 30 P/N 11934-S41

Section 9 Cirrus Design

Supplements SR20

Heading Miscompare

HDG MISCOMP Caution

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

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'

HDG MISCOMP

PIT MISCOMP

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 7 of 30

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

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

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.

ROLL MISCOMP

AP MISCOMP

Revision 02: 12-14-10

8 of 30 P/N 11934-S41

Section 9 Cirrus Design

Supplements SR20

Autopilot and PFD Using Different AHRSs

AP/PFD AHRS Caution

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

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

Autopilot vertical modes are not available.

1. Autopilot may only be engaged in lateral mode.

Altitude Selection Deviation

ALTITUDE SEL Advisory

The pilot has programmed the Autopilot to climb or descend away from

the selected altitude. Typically done unintentionally.

1. Altitude Selection ................................CORRECT, AS REQUIRED

AP/PFD AHRS

NO ADC MODES

NO VERT MODES

ALTITUDE SEL

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 9 of 30

Course Selection Track Error

COURSE SEL Advisory

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

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

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.

COURSE SEL

ARE YOU ALERT?

HYPOXIA ALERT

Revision 02: 12-14-10

10 of 30 P/N 11934-S41

Section 9 Cirrus Design

Supplements SR20

AUTO DESCENT Warning

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

AUTO DESCENT

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 11 of 30

Underspeed Protection Recovery (Optional)

UNDERSPEED PROTECT ACTIVE Warning

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.

1. Autopilot AP DISC Switch ................................................. SELECT

and manually fly aircraft.

1. Autopilot ............................................................ CHANGE MODES

to one in which the AFCS can maintain.

UNDERSPEED

PROTECT ACTIVE

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Section 9 Cirrus Design

Supplements 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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Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 13 of 30

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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Section 9 Cirrus Design

Supplements 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.

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 15 of 30

Figure - 1

GFC 700 Automatic Flight Control System Schematic

GFC 705

MODE CONTROLLER

PITCH TRIM

CARTRIDGE

INTEGRATED

AVIONICS UNIT 2

INTEGRATED

AVIONICS UNIT 1

MFD

PFD

PITCH TRIM

ADAPTER

ROLL SERVO PITCH SERVO

SR20_FM09_2918

4-WAY

TRIM

GO-AROUND

SWITCH

A/P DISC

Revision 02: 12-14-10

16 of 30 P/N 11934-S41

Section 9 Cirrus Design

Supplements 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.

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 17 of 30

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.

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.

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

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Section 9 Cirrus Design

Supplements SR20

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.

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 19 of 30

Figure - 2

FMS Keyboard and GFC 705 AFCS Mode Controller

478

12 1311

14 15

HDG NAV

AP LVL IAS ALT

APR

FD VS

VNV

Flight Management System Keyboard

GFC 705 Mode Controller

RANGE

PUSH

PAN

HDG

CRS

ALT SEL

GARMIN

SPC BKSP

123

456

789

+/-

EMERG

CRSR/1-2

PUSH

FMS/XPDR

COM/NAV

IDENT

DFLT MAP

PUSH SYNC

PUSH CTR

PUSH SYNC

FPL

CLR

PROC

ENT

FMS

XPDR

COM NAV

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

Revision 02: 12-14-10

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Section 9 Cirrus Design

Supplements 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 5-

amp 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).

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 21 of 30

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.

Revision 02: 12-14-10

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Section 9 Cirrus Design

Supplements 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 re-

enabled 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.

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 23 of 30

Roll Protection Limits:

Engagement Limit:.....................................................................45°

Maximum Stick Force attained at...............................................50°

Disengagement Threshold (Zero Stick Force) ...........................30°

High Pitch Protection Limits

Engagement Limit:................................................................+17.5°

Maximum Stick Force attained at:.........................................+22.5°

Disengagement Threshold (Zero Stick Force): .....................+12.5°

Always Protected

Only Protected after cross-

ing turn-on threshold

Bank Angle

0°

30° 45° 60° 75° 90°15°

Wings Level Supplemental Stick Force

SR22_FM09_3399

Nose Up Pitch Angle

0°

10° 15° 20° 25°

5°

Nose Down Supplemental Stick Force

Always Protected

Only Protected after cross-

ing turn-on threshold

SR22_FM09_3403

Revision 02: 12-14-10

24 of 30 P/N 11934-S41

Section 9 Cirrus Design

Supplements SR20

Low Pitch Protection Limits

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.

Nose Down Pitch Angle

-0°

-10° -15° -20° -25°

-5°

Nose Up Supplemental Stick Force

Always Protected

Only Protected after cross-

ing turn-on threshold

SR22_FM09_3426

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 25 of 30

High Airspeed Protection Limits - Below 17,500 ft PA

Engagement Limit:...........................................................200 KIAS

Maximum Stick Force attained at:.................................... 205 KIAS

Disengagement Threshold (Zero Stick Force) .................190 KIAS

High Airspeed Protection Limits - Above 17,500 ft PA

Engagement Limit:....................................................... Mach 0.419

Maximum Stick Force attained at:................................ Mach 0.430

Disengagement Threshold (Zero Stick Force) ............. Mach 0.399

205

Indicated Airspeed (KIAS)

180 190 195 200 210185

Nose Up Supplemental Stick Force

Always Protected

Only Protected after cross-

ing turn-on threshold

SR22_FM09_3405

Always Protected

Only Protected after cross-

ing turn-on threshold

0.4

0.41 0.42

Mach Number

0.395 0.415 0.425

0.43

0.4350.405

Nose Up Supplemental Stick Force

SR22_FM09_3428

Revision 02: 12-14-10

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Section 9 Cirrus Design

Supplements 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.

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

Anti-Ice System Flaps MINSPD

Annunciations

Aural Alert

Annunciations

OFF

0% 80 KIAS 85 KIAS

50% 76 KIAS 80 KIAS

100% 70 KIAS 80 KIAS

ON 0% 85 KIAS 90 KIAS

50% 81 KIAS 85 KIAS

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 27 of 30

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.

Revision 02: 12-14-10

28 of 30 P/N 11934-S41

Section 9 Cirrus Design

Supplements 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

Revision 02: 12-14-10

Cirrus Design Section 9

SR20 Supplements

P/N 11934-S41 29 of 30

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.

Revision 02: 12-14-10

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Section 9 Cirrus Design

Supplements SR20

Section 8 – Handling, Service, & Maintenance

No Change.

Section 10 – Safety Information

No Change.

Revision 02: 12-14-10

P/N 11934-S42 1 of 6

Cirrus Design Section 9

SR20 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.

Original Issue: 12-18-08

2 of 6 P/N 11934-S42

Section 9 Cirrus Design

Supplements 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 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

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

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.

PULL UP

TERRAIN

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Section 9 Cirrus Design

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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.

Original Issue: 12-18-08

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Cirrus Design Section 9

SR20 Supplements

System Constraints

System test at startup: Aural tone lasting approximately one second

indicates successful completion of internal system test.

Red TAWS FAIL Warning

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

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.

TAWS FAIL

TAWS N/A

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P/N 13999-004 Info Manual 10-1

Cirrus Design Section 10

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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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P/N 13999-004 Info Manual 10-3

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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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 life-

threatening 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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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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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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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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• 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.

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.

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

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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.

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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 (132-

145°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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• 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 full-

stop 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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