AIRPLANE INFORMATION MANUAL for the CIRRUS DESIGN SR20

Maximum Gross for Takeoff...................................... 3000 lb (1361 Kg) Maximum Landing Weight ........................................ 2900 lb (1315 Kg) Maximum Baggage Compartment Loading.................... 130 lb (59 Kg) Standard Empty Weight ............................................. 2050 lb (930 Kg) Maximum Useful Load.................................................. 950 lb (431 Kg) Full Fuel Payload.......................................................... 622 lb (282 Kg) Cabin and Entry Dimensions Dimensions of the cabin interior and entry door openings are illustrated in detail in Section 6. Baggage Spaces and Entry Dimensions Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. Specific Loadings Wing Loading .................................................... 22.2 lb per square foot Power Loading................................................................. 15.0 lb per hp Oct 2005 1-8 Information Manual Section 1 Cirrus Design General SR20 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. VG Best Glide Speed is the speed at which the greatest flight distance is attained per unit of altitude lost with power off. VO Operating Maneuvering Speed is the maximum speed at which application of full control movement will not overstress the airplane. V FE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. V NO Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, and then only with caution. V NE Never Exceed Speed is the speed that may not be exceeded at any time. V PD Maximum Demonstrated Parachute Deployment Speed is the maximum speed at which parachute deployment has been demonstrated. V S Stalling Speed is minimum steady flight speed at which the aircraft is controllable. V S 50% Stalling Speed is minimum steady flight speed at which the aircraft is controllable with 50% flaps. Oct 2005 Information Manual 1-9 Cirrus Design Section 1 SR20 General Meteorological Terminology V SO 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. V X Best Angle of Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. V Y Best Rate of Climb Speed is the speed which results in the greatest gain of altitude in a given time. 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. • 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. Oct 2005 1-10 Information Manual Section 1 Cirrus Design General SR20 Engine Power Terminology Performance and Flight Planning Terminology • 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. 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. Oct 2005 Information Manual 1-11 Cirrus Design Section 1 SR20 General Weight and Balance Terminology • Unusable Fuel is the quantity of fuel that cannot be safely used in flight. • Usable Fuel is the fuel available for flight planning. c.g. 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 (c.g.) 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. • 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). Oct 2005 1-12 Information Manual Section 1 Cirrus Design General SR20 • 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. Oct 2005 Information Manual 2-1 Cirrus Design Section 2 SR20 Limitations Section 2 Limitations Table of Contents Introduction .....................................................................................2-3 Certification Status ..........................................................................2-3 Airspeed Limitations........................................................................2-4 Airspeed Indicator Markings ...........................................................2-5 Power Plant Limitations ..................................................................2-6 Engine..........................................................................................2-6 Propeller ......................................................................................2-7 Weight Limits ...............................................................................2-7 Instrument Markings .......................................................................2-8 Center of Gravity Limits ..................................................................2-9 Maneuver Limits............................................................................ 2-10 Flight Load Factor Limits............................................................... 2-10 Minimum Flight Crew ....................................................................2-10 Kinds of Operation ........................................................................ 2-11 Kinds of Operation Equipment List ............................................ 2-11 Icing ........................................................................................... 2-15 Runway Surface ........................................................................ 2-15 Instrument Procedures .............................................................. 2-15 Fuel Limits..................................................................................... 2-16 Maximum Operating Altitude......................................................... 2-16 Environmental Conditions ............................................................. 2-16 Maximum Occupancy ................................................................... 2-16 Systems and Equipment Limits..................................................... 2-16 Cirrus Airframe Parachute System (CAPS) ............................... 2-16 Primary Flight Display ................................................................ 2-16 Multi-Function Display ............................................................... 2-18 Oxygen System ......................................................................... 2-20 Inflatable Restraint System........................................................ 2-20 Flap Limitations.......................................................................... 2-20 Paint........................................................................................... 2-20 Other Limitations ........................................................................... 2-20 Smoking..................................................................................... 2-20 Placards ........................................................................................ 2-21 Oct 2005 2-2 Information Manual Section 2 Cirrus Design Limitations SR20 Oct 2005 Intentionally Left Blank Information Manual 2-3 Cirrus Design Section 2 SR20 Limitations Introduction • Note • Limitations associated with optional equipment are not described in this section. For optional equipment limitations, refer to Section 9, Supplements 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 SR20 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. Certification Status The Cirrus SR20 is certificated under the requirements of Federal Aviation Regulations (FAR) Part 23 as documented by FAA Type Certificate TC A00009CH. Oct 2005 2-4 Information Manual Section 2 Cirrus Design Limitations SR20 Figure 2-1 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 200 200 Never Exceed Speed is the speed limit that may not be exceeded at any time. VNO 165 165 Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, and then only with caution. VO 3000 Lb 131 131 Operating Maneuvering Speed is the maximum speed at which full control travel may be used. Below this speed the airplane stalls before limit loads are reached. Above this speed, full control movements can damage the airplane. VFE 50% Flaps 100% Flaps 120 100 120 101 Maximum Flap Extended Speed is the highest speed permissible with wing flaps extended. VPD 135 135 Maximum Demonstrated Parachute Deployment Speed is the maximum speed at which parachute deployment has been demonstrated. Airspeed Limits Oct 2005 Information Manual 2-5 Cirrus Design Section 2 SR20 Limitations Airspeed Indicator Markings The airspeed indicator markings are based upon Section 5 Airspeed Calibrations using the normal static source. When using the alternate static source, allow for the airspeed calibration variations between the normal and alternate static sources. Marking Value (KIAS) Remarks White Arc 56 - 100 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 65 - 165 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 165 - 200 Caution Range. Operations must be conducted with caution and only in smooth air. Red Line 200 Never exceed speed. Maximum speed for all operations. Figure 2-2 Airspeed Indicator Markings Oct 2005 2-6 Information Manual Section 2 Cirrus Design Limitations SR20 Power Plant Limitations Engine Teledyne Continental ............................................................ IO-360-ES Power Rating ........................................................ 200 hp @ 2700 rpm Maximum RPM .......................................................................2700 rpm Oil: 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 Below 40 °F (4° C) ............................................ SAE 30 or 10W-30 Above 40 °F (4° C) ..............................................................SAE 50 Fuel Grade ................ Aviation Grade 100 LL (Blue) or 100 (green) • Note • Refer to General Limitations – Fuel Limits in this section for operational limitations regarding fuel and fuel storage. Oct 2005 Information Manual 2-7 Cirrus Design Section 2 SR20 Limitations Propeller • Note • Two-blade propellers are not EASA approved for use on this airplane. Airplanes registered in the European Union should ignore all references to the two-blade propeller in this POH. Hartzell Propeller Type ............................................................. Constant Speed Two-Blade Propeller: Model Number................................................... BHC-J2YF-1BF/F7694 Diameter.............................................................76.0” (74.5” Minimum) Three-Blade Propeller: Model Number............................................... PHC-J3YF-1MF/F7392-1 Diameter.............................................................74.0” (72.5” Minimum) Model Number............................................... PHC-J3YF-1RF/F7392-1 Diameter.............................................................74.0” (72.5” Minimum) Weight Limits Maximum Takeoff Weight ......................................... 3000 lb. (1361 kg) • Note • All weights in excess of 2900 pounds (1315 kg) must consist of wing fuel. Maximum Landing Weight ....................................... 2900 lb. (1315 kg) Maximum Weight in Baggage Compartment.................. 130 lb. (59 kg) Oct 2005 2-8 Information Manual Section 2 Cirrus Design Limitations SR20 Figure 2-3 Instrument Markings Instrument (Range) Red Line Green Arc Yellow Arc Red Line Minimum Normal Caution Maximum Power Plant Instrumentation Tachometer/ Engine Speed (0 - 3500 RPM) –– 500 - 2700 –– 2700 Cylinder Head Temperature (200° F - 500° F) –– 240° - 420° F 420° - 460° F 460° F Exhaust Gas Temp. (1250° - 1650° F) –– –– –– –– Manifold Pressure (10 – 35 Inches Hg) –– 15 - 29.5 in. Hg 29.5 – 35 in. Hg –– Fuel Flow (0 – 18 U.S. Gal./ Hr.) –– 7 – 13 GPH –– –– Oil Temperature (50° - 240° F) –– 100° - 240° F –– 240° F Oil Pressure (0 - 100 PSI) 10 psi (Idle) 30 - 60 psi 10 - 30 psi 60 - 100 psi 100 psi (Cold) Fuel Quantity (0 – 28 U.S. Gallon) 0 gal. –– 0 - 8.2 gal. –– Miscellaneous Instrumentation Voltmeter (16 - 32 Volts) –– 24 - 30 Volts –– 32 Volts Instrumentation Markings Oct 2005 Information Manual 2-9 Cirrus Design Section 2 SR20 Limitations Center of Gravity Limits Reference Datum ....................................100 inches forward of firewall Forward ................................................................... Refer to Figure 2-4 Aft ............................................................................ Refer to Figure 2-4 C.G. - Inches Aft of Datum Weight - Pounds SR20_FM02_1940 138 140 142 144 146 148 150 2000 2200 2400 2600 2800 3000 12.0 % MAC FS 138.7 2110 lb 24.1 % MAC FS 144.6 2110 lb 31.5 % MAC FS 148.1 2900 lb 16.7 % MAC FS 147.4 2570 lb 31.3 % MAC FS 148.0 3000 lb 23.1 % MAC FS 144.1 3000 lb 16.7 % MAC FS 141.0 2694 lb FORWARD LIMIT - The forward limit is FS 138.7 (12.0% MAC) at 2110 lb., with straight line taper to FS 141.0 (16.7% MAC) at 2694 lb., and to FS 144.1 (23.1% MAC) at 3000 lb. AFT LIMIT - The aft limit is FS 144.6 (24.1% MAC) at 2110 lb., with straight line taper to FS 147.4 (30.0% MAC) at 2570 lb., to FS 148.1 (31.5% MAC) at 2900 lb., and to FS 148.0 (31.3% MAC at 3000 lb. Figure 2-4 C.G. Envelope Oct 2005 2-10 Information Manual Section 2 Cirrus Design Limitations SR20 Maneuver Limits Aerobatic maneuvers, including spins, are prohibited. • Note • Because the SR20 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, Inadvertent Spiral/Spin Entry. 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°. Flight Load Factor Limits Flaps UP (0%), 3000 lb.......................................................+3.8g, -1.9g Flaps 50%, 3000 lb. ...............................................................+1.9g, -0g Flaps 100% (Down), 3000 lb. ................................................+1.9g, -0g Minimum Flight Crew The minimum flight crew is one pilot. Oct 2005 Information Manual 2-11 Cirrus Design Section 2 SR20 Limitations Kinds of Operation The SR20 is equipped and approved for the following type operations: • VFR day and night. • IFR day and night. Serials 1337 and subsequent with SRV configuration: The airplane is equipped and approved for the following type operations: • VFR 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. 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 Serials 1337 & subs w/ SRV standard configuration: ALT 2 not applicable. Oct 2005 2-12 Information Manual Section 2 Cirrus Design Limitations SR20 Amp Meter/Indication 1 1 1 1 Low Volts Annunciator 1 1 1 1 ALT 1 Annunciator 1 1 1 1 ALT 2 Annunciator 1 1 1 1 Serials 1337 and subsequent with SRV standard configuration: ALT 2 Annunciator not applicable. Circuit Breakers A/R A/R A/R A/R As Required. Equipment & Furnishings Emergency Locator Transmitter 1 1 1 1 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 Lights 3 3 3 3 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 System, Instrument, and/or Equipment Kinds of Operation Remarks, Notes, and/or Exceptions VFR Day VFR Nt. IFR Day IFR Nt. Oct 2005 Information Manual 2-13 Cirrus Design Section 2 SR20 Limitations Auxiliary Boost Pump 1 1 1 1 Fuel Quantity Indicator 2 2 2 2 Fuel Selector Valve 1 1 1 1 Ice & Rain Protection Alternate Engine Air Induction System 1 1 1 1 Alternate Static Air Source 1 1 1 1 Pitot Heater — — 1 1 Landing Gear Wheel Pants — — — — May be removed. Lights Anticollision Lights 2 2 2 2 Instrument Lights — ™ — ™ ™-Must be operative. Navigation Lights — 4 — 4 Landing Light — 1 — 1 For hire operations. Navigation & Pitot Static PFD Attitude Indicator - - 1 1 Serials 1337 & subs w/ PFD only. Standby Attitude Indicator - - 1 1 Serials 1337 & subs w/ PFD only. PFD Airspeed Indicator - - 1 1 Serials 1337 & subs w/ PFD only. Standby Airspeed Indicator 1 1 1 1 Serials 1337 & subs w/ PFD only. System, Instrument, and/or Equipment Kinds of Operation Remarks, Notes, and/or Exceptions VFR Day VFR Nt. IFR Day IFR Nt. Oct 2005 2-14 Information Manual Section 2 Cirrus Design Limitations SR20 PFD Altimeter - - 1 1 Serials 1337 & subs w/ PFD only. Standby Altimeter 1 1 1 1 Serials 1337 & subs w/ PFD only. PFD Heading - - 1 1 Serials 1337 & subs w/ PFD only. Altimeter 1 1 1 1 Airspeed Indicator 1 1 1 1 Vertical Speed Indicator — — — — Magnetic Compass 1 1 1 1 Attitude Gyro — — 1 1 HSI — — 1 1 Turn Coordinator (Gyro) — — 1 1 Clock — — 1 1 Nav Radio — — 1 1 Pitot System 1 1 1 1 Static System, Normal 1 1 1 1 Multi-Function Display — — — — Engine Indicating Cylinder Head Temperature Indication — — — — Exhaust Gas Temperature Indication — — — — Fuel Flow Indication 1 1 1 1 System, Instrument, and/or Equipment Kinds of Operation Remarks, Notes, and/or Exceptions VFR Day VFR Nt. IFR Day IFR Nt. Oct 2005 Information Manual 2-15 Cirrus Design Section 2 SR20 Limitations Icing Flight into known icing conditions is prohibited. Runway Surface This airplane may be operated on any smooth runway surface. • Caution • Operation on unimproved runway surfaces will cause additional wear and may require additional maintenance or inspection. Refer to the Airplane Maintenance Manual. Instrument Procedures Due to the possibility of CDI needle oscillation, in aircraft configured with a 2 blade propeller, while conducting instrument procedures that use a localizer or Simplified Directional Facility (SDF) navaid, engine speed above 2600 rpm is prohibited. Manifold Pressure Indication 1 1 1 1 Oil Pressure Indication 1 1 1 1 Oil Quantity Indicator (Dipstick) 1 1 1 1 Oil Temperature Indication 1 1 1 1 Engine Speed 1 1 1 1 Special Equipment Cirrus Airframe Parachute (CAPS) 1 1 1 1 Airplane Flight Manual 1 1 1 1 Included w/ POH. System, Instrument, and/or Equipment Kinds of Operation Remarks, Notes, and/or Exceptions VFR Day VFR Nt. IFR Day IFR Nt. Oct 2005 2-16 Information Manual Section 2 Cirrus Design Limitations SR20 Fuel Limits The maximum allowable fuel imbalance is 7.5 U.S. gallons (¼ tank). Approved Fuel ............... Aviation Grade 100 LL (Blue) or 100 (Green) Total Fuel Capacity ..................................... 60.5 U.S. gallons (229.0 L) Total Fuel Each Tank .................................. 30.3 U.S. gallons (114.5 L) Total Usable Fuel (all flight conditions) ....... 56.0 U.S. gallons (212.0 L) Maximum Operating Altitude Maximum Operating Altitude ........................................ 17,500 ft. 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. Refer to Oxygen System Limitations in this Section. 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). Systems and Equipment Limits Cirrus Airframe Parachute System (CAPS) V PD Maximum Demonstrated Deployment Speed..................135 KIAS • Note • Refer to Section 10 – Safety Information, for additional CAPS guidance. Primary Flight Display 1. The PFD integrates with separately approved sensor installations. Adherence to limitations in appropriate installation POH supplements is mandatory. Oct 2005 Information Manual 2-17 Cirrus Design Section 2 SR20 Limitations 2. The Avidyne FlightMax Entegra-Series PFD Pilot’s Guide, P/N 600-00081-000, Revision 03, or latest revision, must be available to the pilot during all flight operations. 3. Flight under Instrument Flight Rules (IFR) is not permitted with the PFD or any standby indicator (attitude indicator or magnetic compass) inoperative. Refer to Kinds of Operation Equipment List. • Note • The Avidyne PFD software version is displayed on the PFD during system startup. 4. Serials 1337 and subsequent before installation of PFD software version 530-00123-XXX-REV05 (where X can be any digit from 0 to 9): Backcourse approaches are prohibited. When the PFD is coupled with Autopilot System, the following Limitations apply: 5. Autopilot operation is prohibited above: a. 185 KIAS for airplanes equipped with System 55 autopilots. b. 180 KIAS for airplanes equipped with System 55SR autopilots. 6. The autopilot must not be engaged for takeoff or landing. 7. The autopilot must be disengaged for missed approach, go- around, and balked landing. 8. Flaps must be set to 50% for autopilot operation in Altitude Hold at airspeeds below 95 KIAS. 9. Flap deflection is limited to 50% during autopilot operations. 10. The autopilot must be disconnected in moderate or severe turbulence. 11. Minimum engage height for the autopilot is 400 ft AGL. • WARNING • 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. Oct 2005 2-18 Information Manual Section 2 Cirrus Design Limitations SR20 12. Minimum speed with the autopilot engaged is 1.2Vs for the given configuration. 13. For VOR/GPS and ILS glideslope and localizer intercept, capture, and tracking, the following limitations apply: a. The autopilot must be disengaged no later than 100 feet below the Minimum Descent Altitude. b. The autopilot must be disconnected during approach if course deviation exceeds 50%. The approach should only be continued by “hand-flying” the airplane. c. The autopilot must be disengaged at the Decision Height. d. 12 knot maximum crosswind component between the missed approach point and outer marker. e. The intercept of the localizer shall occur at least 5 miles outside of the outer marker. f. If the crosswind component is greater than 12 knots and less than 17 knots, the intercept shall occur at least 10 miles outside of the outer marker. g. The intercept angle shall be no greater than a 45-degree intercept. h. The ILS is flown at normal approach speeds, and within any STC or TC speed constraints and as defined in this flight manual. i. The flaps should be extended in the approach configuration prior to the Outer Marker. No further changes in the flap configuration should be made throughout the autopilot- coupled approach. j. The glideslope is approached in such a manner to allow automatic arming of the glideslope, or if the glideslope is manually armed no more than 15% above the glideslope. Multi-Function Display 1. The moving map display must not be used as the primary navigation instrument. The moving map display provides visual advisory of the airplane’s GPS position against a moving map. Oct 2005 Information Manual 2-19 Cirrus Design Section 2 SR20 Limitations The information supplements CDI course deviation and information provided on the GPS navigator. 2. Use of Map page during IFR flight requires an IFR approved GPS receiver installation operated in accordance with applicable limitations. 3. Under no circumstances should the Map page terrain representations be used as a basis for terrain avoidance. 4. The Avidyne electronic checklists display supplements the Pilot Operating Handbook checklists and is advisory only. The electronic checklists must not be used as the primary set of on- board airplane checklists. 5. The MFD interfaces with separately approved sensor installations. Adherence to limitations in the appropriate sensor installation POH Supplements is mandatory. 6. Traffic information shown on the Map page display is provided to the pilot as an aid to visually acquire traffic. Pilots should maneuver their aircraft based only on ATC guidance or positive visual acquisition of the conflicting traffic. Maneuver should be consistent with ATC instructions. No maneuvers should be made based solely on a traffic advisory. 7. Do not use the optionally installed XM Satellite Weather System for navigation of the aircraft. The XM Satellite Weather System is intended to serve as a situational awareness tool only. 8. Do not use the optionally installed CMax Approach Charts function for navigation of the aircraft. The CMax Approach Charts function is intended to serve as a situational awareness tool only. The electronic approach charts must not be used as the primary set of on-board approach charts. 9. Serials with EX3000C MFD installed: The Avidyne FlightMax EX3000C/5000C Pilot’s Guide, P/N 600-00072, Revision 00 or later, must be available to the pilot during all flight operations. Serials with EX5000C MFD installed: The Avidyne FlightMax EX5000C Pilot’s Guide, P/N 600-00108-000, Revision 03 or later, must be available to the pilot during all flight operations. Oct 2005 2-20 Information Manual Section 2 Cirrus Design Limitations SR20 Oxygen System Whenever the operating rules require the use of supplemental oxygen, the pilot must: • Use an oxygen system approved by Cirrus Design and listed in the Oxygen System AFM Supplement Part Number 11934- S09. • Secure the oxygen bottle in the right front seat as described in the AFM Supplement noted above. Inflatable Restraint System Serials 1268 thru 1540 after SB 2X-25-14 and serials 1541 and subsequent; 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 ............................. Up (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 with an approved white paint, except for areas of registration marks, placards, and minor trim. Refer to SR20 Airplane Maintenance Manual (AMM), Chapter 51, for specific paint requirements. Other Limitations Smoking Smoking is prohibited in this airplane. Oct 2005 Information Manual 2-21 Cirrus Design Section 2 SR20 Limitations Placards REFER TO AFM FOR APPROVED OILS ENGINE OIL GRADE BELOW 40° F SAE 30 OR 10W30, 15W50, OR 20W50 ABOVE 40° F SAE 50 OR 20W50 Engine compartment, inside oil filler access: Wing, adjacent to fuel filler caps: SR20_FM02_1220C A V G A S M I N G R A D E 1 0 0 L L OR 1 0 0 1 5 6 4 8 - 0 0 2 2 8 U . S . G A L S . (1 0 6 L I T E R S ) T O T A L U S A B L E C A P A C I T 1 3 U . S . G A L S . ( 4 8 L I T E R S ) U S A B L E T O T A B Y Serials 1327 & subs. Serials 1100 thru 1326. Serials 1005 thru 1099. AVGAS MIN GRADE 100LL OR 100 28 U.S. GALS. TOTAL USABLE CAP 13 U.S. GALS. USABLE TO TAB AVGAS MIN GRADE 100LL OR 100 28 U.S. GALS. (106 LITERS) TOTAL USABLE CAP 13 U.S. GALS. (49 LITERS) USABLE TO TAB Figure 2-5 Placards (Sheet 1 of 7) Oct 2005 2-22 Information Manual Section 2 Cirrus Design Limitations SR20 Figure 2-5 Upper fuselage, either side of CAPS rocket cover : WARNING! STAY CLEAR WHEN AIRPLANE IS OCCUPIED ROCKET FOR PARACHUTE DEPLOYMENT INSIDE OPEN TO PUSH Serials 1423 & subs. E S O L C EP O N Serials 1317 thru 1422. Serials 1005 thru 1316. OPEN CLOSE Doors, above and below latch: Rudder, and elevator, both sides: NO PUSH Left fuselage, on external power supply door: EXTERNAL POWER 28 V DC SR20_FM02_1221B Placards (Sheet 2 of 7) Oct 2005 Information Manual 2-23 Cirrus Design Section 2 SR20 Limitations OFF FLAPS UP MAX FULL RICH IDLE CUTOFF P O W E R M I X T U R E F R I C T I O N BOOST FUEL PUMP PRIME LEFT 28 GALLONS USABLE RIGHT 28 USABLE GALLONS SR20_FM02_1602A OFF CREW SEATS MUST BE LOCKED IN POSITION AND CONTROL HANDLES FULLY DOWN BEFORE FLIGHT Engine control panel: 50% 120 KIAS 100% 100 KIAS Figure 2-5 Placards (Sheet 3 of 7) Oct 2005 2-24 Information Manual Section 2 Cirrus Design Limitations SR20 Figure 2-5 Serials 1337 & subs with SRV option. DAY - NIGHT - VFR Bolster Switch Panel, left edge: 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 Instrument Panel Upper left: INCLUDING APPROVED NO NORMAL CATEGORY AIRPLANE SPINS, ACROBATIC MANEUVERS, SPEED: Vo 131 KIAS MANEUVERING OPERATE PER AIRPLANE FLIGHT MANUAL FLIGHT INTO KNOWN ICING IS PROHIBITED (WITH REQUIRED EQUIPMENT) FOLLOWING FLIGHT OPERATIONS: THIS AIRCRAFT IS CERTIFIED FOR THE NO STEP RESCUE: FRACTURE AND REMOVE WINDOW Wing, flap aft edge: Cabin Door Window, lower edge, centered, applied upside down : Serials 1005 & subs w/o SRV option. SR20_FM02_1223E Placards (Sheet 4 of 7) Oct 2005 Information Manual 2-25 Cirrus Design Section 2 SR20 Limitations SR20_FM02_1517C Serials 1351 & subs. GRAB HERE Bolster Panel, both sides: Serials 1005 thru 1178. EMERGENCY EXIT REMOVE EGRESS HAMMER FROM ARMREST LID STRIKE CORNER OF WINDOW, KICK OR PUSH OUT AFTER FRACTURING Cabin Window, above door latch: OR Above MFD (on one line): FIRE EXTINGUISHER UNDER PILOT SEAT FRONT FASTEN SEATBELTS NO SMOKING Instrument Panel Upper Right: UNDER PILOT SEAT FRONT FIRE EXTINGUISHER FASTEN SEATBELTS NO SMOKING 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: Serials 1179 & subs. Figure 2-5 Placards (Sheet 5 of 7) Oct 2005 2-26 Information Manual Section 2 Cirrus Design Limitations SR20 Figure 2-5 SR20_FM02_1224 12378-001 REV A Baggage Compartment Door, inside: Baggage Compartment, aft edge: AND WEIGHT AND BALANCE INFORMATION SEE AIRPLANE FLIGHT MANUAL FOR BAGGAGE TIE-DOWN BAGGAGE STRAP CAPACITY IS 35 LBS EACH MAXIMUM DISTRIBUTED FLOOR LIMIT 130 LBS REMOVE CARPET AND ACCESS PANEL ELT LOCATED BEHIND BULKHEAD Placards (Sheet 6 of 7) Oct 2005 Information Manual 2-27 Cirrus Design Section 2 SR20 Limitations CAPS Deployment Handle Cover, above pilot's right shoulder : SR20_FM02_1590 ! WARNING USE FOR EXTREME EMERGENCIES ONLY SEAT BELT AND SHOULDER HARNESS MUST BE WORN AT ALL TIMES USE OF THIS DEVICE COULD RESULT IN INJURY OR DEATH MAXIMUM DEMONSTRATED DEPLOYMENT SPEED 135 KIAS CIRRUS AIRFRAME PARACHUTE SYSTEM ACTIVATION PROCEDURE 1. FUEL MIXTURE.......................................CUT-OFF 2. THIS COVER............................................REMOVE 3. ACTIVATION HANDLE.........PULL STRAIGHT DOWN BOTH HANDS, MAXIMUM FORCE, STEADY PULL DO NOT JERK HANDLE 4. FUEL SELECTOR HANDLE........OFF 5. MASTER SWITCH........................OFF 6. RESTRAINT SYSTEM............SECURE Figure 2-5 Placards (Sheet 7 of 7) Oct 2005 2-28 Information Manual Section 2 Cirrus Design Limitations SR20 Oct 2005 Intentionally Left Blank Information Manual 3-1 Cirrus Design Section 3 SR20 Emergency Procedures Section 3 Emergency Procedures Table of Contents Introduction .....................................................................................3-3 Airspeeds for Emergency Operations .............................................3-4 Emergency Procedures Guidance ..................................................3-5 Preflight Planning.........................................................................3-5 Preflight Inspections/Maintenance...............................................3-5 Methodology ................................................................................3-5 Memory Items ..............................................................................3-6 Ground Emergencies ......................................................................3-7 Engine Fire During Start ..............................................................3-7 Emergency Engine Shutdown On Ground...................................3-7 Emergency Ground Egress .........................................................3-8 In-Flight Emergencies .....................................................................3-9 Engine Failure On Takeoff (Low Altitude)....................................3-9 Maximum Glide ............................................................................. 3-10 Engine Failure In Flight.............................................................. 3-11 Engine Airstart ........................................................................... 3-12 Engine Partial Power Loss......................................................... 3-13 Low Oil Pressure ....................................................................... 3-15 Propeller Governor Failure ........................................................ 3-15 Smoke and Fume Elimination....................................................3-16 Engine Fire In Flight................................................................... 3-16 Wing Fire In Flight...................................................................... 3-16 Cabin Fire In Flight ....................................................................3-17 Emergency Descent .................................................................. 3-18 Inadvertent Spiral Dive During IMC Flight ................................. 3-18 Spins.......................................................................................... 3-19 CAPS Deployment..................................................................... 3-20 Landing Emergencies ................................................................... 3-23 Forced Landing (Engine Out) ....................................................3-23 Landing Without Elevator Control .............................................. 3-24 System Malfunctions ..................................................................... 3-25 Primary Flight Display System ................................................... 3-25 PFD - Loss of Air Data............................................................... 3-25 Oct 2005 3-2 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 Exit IMC. ....................................................................................3-25 PFD - Loss of Attitude Data .......................................................3-25 Exit IMC. ....................................................................................3-25 Power Lever Linkage Failure .....................................................3-26 Oct 2005 Information Manual 3-3 Cirrus Design Section 3 SR20 Emergency Procedures Introduction This section provides procedures for handling emergencies and critical flight situations that may occur while operating the SR20. 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. Serials 1337 and subsequent with SRV standard configuration: The airplane is equipped with a single alternator, dual battery electrical system. References to Alternator 2 in the following section do not apply. Oct 2005 3-4 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 Airspeeds for Emergency Operations Maneuvering Speed: 3000 lb .............................................................................131 KIAS 2600 lb .............................................................................122 KIAS 2200 lb .............................................................................111 KIAS Best Glide: 3000 lb ...............................................................................96 KIAS 2500 lb ...............................................................................87 KIAS Emergency Landing (Engine-out): Flaps Up.............................................................................86 KIAS Flaps 50% ..........................................................................81 KIAS Flaps 100% ........................................................................75 KIAS Oct 2005 Information Manual 3-5 Cirrus Design Section 3 SR20 Emergency Procedures Emergency Procedures Guidance Although this section provides procedures for handling most emergencies and critical flight situations that could arise in the SR20, 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 SR20 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. Oct 2005 3-6 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 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. 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. Memory Items Checklist steps emphasized by underlining such as this: 1. Best Glide Speed ....................................................... ESTABLISH should be memorized for accomplishment without reference to the procedure. Oct 2005 Information Manual 3-7 Cirrus Design Section 3 SR20 Emergency Procedures Ground Emergencies Engine Fire During Start 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. 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. 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 Oct 2005 3-8 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 Emergency Ground Egress • WARNING • While exiting the airplane, make sure evacuation path is clear of other aircraft, spinning propellers, and other hazards. 1. Engine........................................................................SHUTDOWN • Note • If the engine is left running, set the Parking Brake prior to evacuating the airplane. 2. Seat belts ....................................................................... RELEASE 3. Airplane................................................................................... EXIT • Note • 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. Oct 2005 Information Manual 3-9 Cirrus Design Section 3 SR20 Emergency Procedures In-Flight Emergencies Engine Failure On Takeoff (Low Altitude) 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. • WARNING • If a turn back to the runway is elected, be very careful not to stall the airplane. 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 Oct 2005 3-10 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 Maximum Glide Best Glide Speed 3000 lb 96 KIAS 2500 lb 87 KIAS Maximum Glide Ratio ~ 10.9 : 1 Conditions Example: Power OFF Altitude 7,000 ft. AGL Propeller Windmilling Airspeed Best Glide Flaps 0% (UP) Wind Zero Glide Distance 12.5 NM 14000 12000 10000 8000 6000 2000 4000 0 6 8 10 12 14 16 18 4 2 20 0 GROUND DISTANCE - NAUTICAL MILES HEIGHT ABOVE GROUND - FEET SR20_FM03_1046 Figure 3-1 Maximum Glide Oct 2005 Information Manual 3-11 Cirrus Design Section 3 SR20 Emergency Procedures Engine Failure In Flight 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. • 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. 1. Best Glide Speed ....................................................... ESTABLISH • Note • With a seized or failed engine, the distance that the airplane will glide will be more than the distance it would glide with the engine at idle, such as during training. If the propeller is windmilling, some additional glide range may be achieved by moving the Power Lever to idle and increasing airspeed by 5 to 10 knots. 2. Mixture ......................................................................... FULL RICH 3. Fuel Selector........................................................ SWITCH TANKS 4. Fuel Pump ......................................................................... BOOST 5. Alternate Induction Air ...............................................................ON 6. Ignition Switch.........................................................CHECK, BOTH 7. If engine does not start, proceed to Engine Airstart or Forced Landing checklist, as required. Oct 2005 3-12 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 Engine Airstart The following procedures address the most common causes for engine loss. 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. • Note • Engine airstarts may be performed during 1g flight anywhere within the normal operating envelope of the airplane. 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. Oct 2005 Information Manual 3-13 Cirrus Design Section 3 SR20 Emergency Procedures Engine Partial Power Loss 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. • Note • Low oil pressure may be indicative of an imminent engine failure – Refer to Low Oil Pressure procedure in this section for special procedures with low oil pressure. • Note • 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 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. 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 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. • 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. (Continued on following page) Oct 2005 3-14 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 The following procedure provides guidance to isolate and correct some of the conditions contributing to a rough running engine or a partial power loss: 1. Fuel Pump.......................................................................... BOOST 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. 2. Fuel Selector ........................................................ SWITCH TANKS Selecting the opposite fuel tank may resolve the problem if fuel starvation or contamination in one tank was the problem. 3. Mixture ............................. CHECK appropriate for flight conditions 4. Power Lever ....................................................................... SWEEP Sweep the Power Lever through range as required to obtain smooth operation and required power. 5. Alternate Induction Air............................................................... ON 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. 6. Ignition Switch ...................................................... BOTH, L, then R 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. 7. Land as soon as practical. Oct 2005 Information Manual 3-15 Cirrus Design Section 3 SR20 Emergency Procedures Low Oil Pressure If low oil pressure is accompanied by a rise in oil temperature, the engine has probably lost a significant amount of its oil and engine failure may be imminent. Immediately reduce engine power to idle and select a suitable forced landing field. • WARNING • Prolonged use of high power settings after loss of oil pressure will lead to engine mechanical damage and total engine failure, which could be catastrophic. • Note • Full power should only be used following a loss of oil pressure when operating close to the ground and only for the time necessary to climb to an altitude permitting a safe landing or analysis of the low oil pressure indication to confirm oil pressure has actually been lost. If low oil pressure is accompanied by normal oil temperature, it is possible that the oil pressure sensor, gage, or relief valve is malfunctioning. In any case, land as soon as practical and determine cause. 1. Power Lever ................................................ MINIMUM REQUIRED 2. Land as soon as possible. Propeller Governor Failure 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. 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 80 KIAS 3. Land as soon as practical. Oct 2005 3-16 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 Smoke and Fume Elimination 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 pattern and shut down the fuel supply to the engine once a safe landing is assured. 1. Heater ......................................................................................OFF 2. Air Vents......................................................... OPEN, FULL COLD 3. Prepare to land as soon as possible. If airflow is not sufficient to clear smoke or fumes from cabin: 4. Cabin Doors ................................................................... UNLATCH 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. Power Lever ........................................................................... IDLE 4. Fuel Selector ............................................................................OFF 5. Ignition Switch ..........................................................................OFF 6. Perform Forced Landing checklist. Wing Fire In Flight 1. Pitot Heat Switch......................................................................OFF 2. Navigation Light Switch............................................................OFF 3. Strobe Light Switch ..................................................................OFF 4. If possible, side slip to keep flames away from fuel tank and cabin. • Note • Putting the airplane into a dive may blow out the fire. Do not exceed V NE during the dive. 5. Land as soon as possible. Oct 2005 Information Manual 3-17 Cirrus Design Section 3 SR20 Emergency Procedures Cabin Fire In Flight If the cause of the fire is readily apparent and accessible, use the fire extinguisher to extinguish flames and land as soon as possible. Opening the vents 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: • WARNING • Serials 1337 and subsequent: 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. 1. Bat-Alt Master Switches........................................ OFF, AS REQ’D • Note • With Bat-Alt Master Switches OFF, engine will continue to run. However, no electrical power will be available. 2. Heater ...................................................................................... OFF 3. Air Vents........................................................................... CLOSED 4. Fire Extinguisher ............................................................ ACTIVATE • WARNING • Halon gas used in the fire extinguisher can be toxic, especially in a closed area. After extinguishing fire, ventilate cabin by opening air vents and unlatching door (if required). 5. When fire extinguished, Air Vents ................... OPEN, FULL COLD 6. Avionics Power Switch ............................................................. OFF 7. All other switches ..................................................................... OFF 8. 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: (Continued on following page) Oct 2005 3-18 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 • WARNING • 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. 9. Bat-Alt Master Switches ............................................................ ON 10. Avionics Power Switch .............................................................. ON 11. Activate required systems one at a time. 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. Emergency Descent 1. Power Lever ............................................................................ IDLE 2. Mixture ................................................................... AS REQUIRED • Caution • If significant turbulence is expected do not descend at indicated airspeeds greater than V NO (165 KIAS) 3. Airspeed ................................................................. V NE (200 KIAS) 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. Oct 2005 Information Manual 3-19 Cirrus Design Section 3 SR20 Emergency Procedures Spins The SR20 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 SR20 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. • 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. Inadvertent Spin Entry 1. CAPS ................................................................................. Activate Oct 2005 3-20 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 CAPS Deployment 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. • 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. • Caution • Expected impact in a fully stabilized deployment is equivalent to a drop from approximately 10 feet. • Note • 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. Once the decision is made to deploy CAPS, the following actions should be taken: 1. Airspeed ....................................................... MINIMUM POSSIBLE (Continued on following page) Oct 2005 Information Manual 3-21 Cirrus Design Section 3 SR20 Emergency Procedures The maximum demonstrated deployment speed is 135 KIAS. Reducing airspeed allows minimum parachute loads and prevents structural overload and possible parachute failure. 2. Mixture (If time and altitude permit) ..................................CUTOFF Generally, a distressed airplane will be safer for its occupants if the engine is not running. 3. Activation Handle Cover...................................................REMOVE The cover has a handle located at the forward edge. Pull cover down to expose activation T-handle. 4. Activation Handle (Both Hands).............PULL STRAIGHT DOWN Pull the activation T-handle from its holder. Clasp both hands around the handle and pull straight down in a strong, steady, and continuous motion. Maintain maximum pull force until the rocket activates. Pull forces up to, or exceeding, 45 pounds may be required. Bending of the handle-housing mount is to be expected. • WARNING • 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. After Deployment: 5. Mixture ............................................................... CHECK, CUTOFF 6. Fuel Selector............................................................................ OFF Shutting off fuel supply to engine will reduce the chances of fire resulting from impact at touchdown. 7. Bat-Alt Master Switches........................................................... OFF 8. Ignition Switch.......................................................................... OFF 9. Fuel Pump ............................................................................... OFF 10. ELT.............................................................................................ON 11. Seat Belts and Harnesses .............................................. TIGHTEN (Continued on following page) Oct 2005 3-22 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 All occupants must have seat belts and shoulder harness securely fastened. 12. Loose Items ..................................................................... SECURE If time permits, all loose items should be secured to prevent injury from flying objects in the cabin at touchdown. 13. Assume emergency landing body position. The emergency landing body position is assumed 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. 14. After the airplane comes to a complete stop, evacuate quickly and move upwind. As occupants exit the airplane, the reduced weight may allow winds to drag the airplane further. As a result of landing impact, the doors may jam. If the doors cannot be opened, break out the windows with the egress hammer, located in the console between the front seats, and crawl through the opening. Oct 2005 Information Manual 3-23 Cirrus Design Section 3 SR20 Emergency Procedures Landing Emergencies Forced Landing (Engine Out) If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing. 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. Land on the main gear and hold the nose wheel off the ground as long as possible. If engine power is available, before attempting an “off airport” landing, fly over the landing area at a low but safe altitude to inspect the terrain for obstructions and surface conditions. • Note • Use of full (100%) flaps will reduce glide distance. Full flaps should not be selected until landing is assured. If ditching, avoid a landing flare because of difficulty in judging height over water. 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 Oct 2005 3-24 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 Landing Without Elevator Control 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. 1. Flaps ................................................................................SET 50% 2. Trim ............................................................................SET 80 KIAS 3. Power ...................................AS REQUIRED FOR GLIDE ANGLE Oct 2005 Information Manual 3-25 Cirrus Design Section 3 SR20 Emergency Procedures System Malfunctions Primary Flight Display System In the unlikely event of a PFD failure, the pilot may lose the ability to control the autopilot through the PFD controls. If this malfunction occurs, the PFD circuit breakers may be pulled and the airplane flown using the mechanical standby instruments. With the PFD circuit breakers pulled, autopilot lateral control is available in GPSS steering mode through GPS 1 and autopilot vertical control is available through the Vertical Speed (VS) and Altitude (ALT) modes on the autopilot head. Dim brightness level to black if PFD is found distracting. PFD - Loss of Air Data In the event the PFD detects a loss of air data, the affected indicator is removed from the display and replaced with a red “X”. If loss of air data occurs, refer to the mechanical standby instruments (altitude, airspeed) and perform the following procedure: 1. Land as soon as practical. 2. Standby Instruments (altitude, airspeed) ....................... MONITOR If failure occurs while flying in IMC: Exit IMC. PFD - Loss of Attitude Data In the event the PFD detects a loss of attitude data, the affected indicator is removed from the display and replaced with a red “X”. If loss of attitude data occurs, refer to the mechanical standby instruments (attitude, heading) and perform the following procedure: 1. Standby Instruments (attitude, heading) ........................ MONITOR If failure occurs while flying in IMC: 2. Autopilot GPSS Mode .................................................... ACTIVATE 3. Autopilot Altitude Hold.................................................... ACTIVATE Exit IMC. (Continued on following page) Oct 2005 3-26 Information Manual Section 3 Cirrus Design Emergency Procedures SR20 • WARNING • Aircraft equipped with Software Version 530-00123-000 Rev 00 or higher; Any power interruption to the PFD will result in loss of attitude information until the PFD can be restarted on the ground. Aircraft equipped with Software Version 530-00159-000 Rev 00 or higher; When subjected to a power loss of less than 20 seconds, the PFD is capable of performing a warm start. In this event, a “PLEASE STANDBY” message will be displayed for 2 seconds followed by a “ATTEMPTING QUICK RESTART” message. In the event of a power loss greater than 20 seconds, a warm start is unlikely, and the power interruption will result in loss of attitude information until the PFD can be restarted on the ground. Power Lever Linkage Failure 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. 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. 6. Oct 2005 Information Manual 3A-1 Cirrus Design Section 3A SR20 Abnormal Procedures Section 3A Abnormal Procedures Table of Contents Introduction .................................................................................. 3A-3 Abnormal Procedures Guidance .................................................. 3A-4 Ground Procedures...................................................................... 3A-5 Brake Failure During Taxi ......................................................... 3A-5 Aborted Takeoff ........................................................................ 3A-5 In-Flight Procedures..................................................................... 3A-6 Inadvertent Icing Encounter...................................................... 3A-6 Inadvertent IMC Encounter....................................................... 3A-6 Door Open In Flight .................................................................. 3A-6 Landing Procedures ..................................................................... 3A-7 Landing With Failed Brakes ...................................................... 3A-7 Landing With Flat Tire............................................................... 3A-7 System Malfunctions .................................................................... 3A-9 Alternator Failure ...................................................................... 3A-9 Engine Indicating System Failure ........................................... 3A-11 LOW VOLTS Warning Light Illuminated ................................. 3A-11 Communications Failure ......................................................... 3A-12 Pitot Static Malfunction ........................................................... 3A-13 Electric Trim/Autopilot Failure ................................................. 3A-14 Oct 2005 3A-2 Information Manual Section 3A Cirrus Design Abnormal Procedures SR20 Oct 2005 Intentionally Left Blank Information Manual 3A-3 Cirrus Design Section 3A SR20 Abnormal Procedures Introduction This section provides procedures for handling abnormal system and/or flight conditions which, if followed, will maintain an acceptable level of airworthiness or reduce operational risk. The guidelines described in this section are to be used when an abnormal condition exists and should be considered and applied as necessary. Oct 2005 3A-4 Information Manual Section 3A Cirrus Design Abnormal Procedures SR20 Abnormal Procedures Guidance Although this section provides procedures for handling most abnormal system and/or flight conditions that could arise in the SR20, 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 Oct 2005 Information Manual 3A-5 Cirrus Design Section 3A SR20 Abnormal Procedures Ground Procedures Brake Failure During Taxi Ground steering is accomplished by differential braking. However, increasing power may allow some rudder control due to increased groundspeed and airflow over the rudder. 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. Mixture ..............................................................................CUTOFF Aborted Takeoff 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 the runway. 1. Power Lever ............................................................................ IDLE 2. Brakes.................................................................... AS REQUIRED • 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 to avoid loss of control and/or a blown tire. Oct 2005 3A-6 Information Manual Section 3A Cirrus Design Abnormal Procedures SR20 In-Flight Procedures Inadvertent Icing Encounter Flight into known icing conditions is prohibited. However, If icing is inadvertently encountered: 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 Inadvertent IMC Encounter 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 follows: 1. Airplane Control ........................Establish Straight and Level Flight 2. Autopilot ............................... Engage to hold Heading and Altitude 3. Heading.................................................. Reset to initiate 180° turn Door Open In Flight The doors on the SR20 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: 1. Airspeed ...............................................REDUCE TO 80 – 90 KIAS 2. Land as soon as practical. Oct 2005 Information Manual 3A-7 Cirrus Design Section 3A SR20 Abnormal Procedures Landing Procedures 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. • Note • Rudder effectiveness will decrease with decreasing airspeed. 4. Perform Emergency Engine Shutdown on Ground checklist. Landing With Flat Tire If a flat tire or tread separation occurs during takeoff and you cannot abort, land as soon as conditions permit. 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. Oct 2005 3A-8 Information Manual Section 3A Cirrus Design Abnormal Procedures SR20 ANNUN/ENGINE INST TURN COORD. #1 ATTITUDE #1 HSI/PFD #1 STALL WARNING BATTERY 2 ALT 2 ESSENTIAL POWER AUTOPILOT AVIONICS COM 1 GPS 1 STARTER RELAY PITOT HEAT/ COOLING FAN 12VDC OUTLET STROBE LIGHTS NAV LIGHTS FLAPS ESSENTIAL COM 2 ENCODER/ XPONDER WEATHER/ STORMSCOPE AUDIO PANEL MFD AVIONICS FUEL QTY/HOBBS INST LIGHTS PITCH TRIM ICE PROTECTION BATT SR20_FM03_1453D SKYWATCH/ TAWS ROLL TRIM ALT 1 ALT 2 AMMETER BAT 2 BAT 1 ALT 2 ALT 1 MAIN DISTRIBUTION BUS ESSENTIAL DISTRIBUTION BUS NON-ESSENTIAL ESSENTIAL MAIN BUS 1 ALT 1 CABIN LIGHTS HSI/PFD #2 ATTITUDE #2 TURN COORD. #2 MAIN BUS 2 FUEL PUMP NON-ESSENTIAL GPS 2 Figure 3A-1 Electrical Power Distribution (Simplified) Oct 2005 Information Manual 3A-9 Cirrus Design Section 3A SR20 Abnormal Procedures System Malfunctions Alternator Failure Steady illumination of either ALT caution light in the annunciator panel indicates a failure of the corresponding alternator. The most likely the cause of the alternator failure is a wiring fault, a malfunctioning alternator, or a malfunctioning control unit. Usually, electrical power malfunctions are accompanied by an excessive rate of charge or a discharge rate shown on the ammeter. • Caution • Alternators in this airplane are self-exciting. These alternators require battery power for alternator starting; however, once started, the alternators will provide self-generated field power to continue operation in case of a battery failure. To assure alternator restart power is available if the alternators fail, the batteries should not be turned off during flight. Serials 1005 thru 1581: A flashing ALT 1 light indicates an excessive charging rate. This could occur with a very low BAT 1 and heavy equipment loads. Since the loads on ALT 2 are much lower, it is unlikely that a flashing ALT 2 light could occur, even with a very low BAT 2. Figure 3-2 shows the electrical system power distribution. Individual loads on each circuit breaker panel bus are shown in the same order as they are on the panel. Note that items on the circuit breaker panel Essential buses are powered from ALT 1, ALT 2, BAT 1, and BAT 2. The circuit breaker panel Main buses and Non-Essential buses are powered from ALT 1 and BAT 1 only. • Note • If it is necessary to reduce electrical loads due to an alternator malfunction, switch off electrical components and/or systems that are not essential for the current flight conditions rather than pulling circuit breakers. Load shedding in this manner will prevent accidental circuit breaker disconnection and loss of power to flight-critical systems. See Figure 3-2, Electrical Power Distribution, for details on electrical busses and what components/systems they power. (Continued on following page) Oct 2005 3A-10 Information Manual Section 3A Cirrus Design Abnormal Procedures SR20 ALT 1 Light Steady Steady illumination indicates a failure of ALT 1. Attempt to bring alternator back on line. If alternator cannot be brought back, reduce loads and use Main Bus or Non-Essential loads only as necessary for flight conditions. 1. ALT 1 Master Switch ................................................................OFF 2. Alternator 1 Circuit Breaker............................ CHECK and RESET 3. ALT 1 Master Switch ................................................................. ON If alternator does not reset: 4. Switch off unnecessary equipment on Main Bus 1, Main Bus 2, and the Non-Essential Buses to reduce loads. Monitor voltage. 5. ALT 1 Master Switch ................................................................OFF 6. Land as soon as practical. ALT 1 Light Flashing Serials 1005 thru 1581: The most likely cause is a severely discharged battery along with heavy equipment loads. In this event, reduce loads on Main and Non-Essential buses and monitor amperage until charging rate is within normal limits. Then loads can be added as required. 1. Ammeter Switch ..................................................................... BATT 2. If charging rate is greater than 30 amps, reduce load on Main Bus 1, Main Bus 2, and Non-Essential buses. 3. Monitor ammeter until battery charge rate is less than 15 amps. 4. When battery charge rate is within limits, add loads as necessary for flight conditions. ALT 2 Light Steady Except during low RPM operations, steady illumination indicates a failure of ALT 2. If alternator cannot be brought back, Essential bus loads will be powered from ALT 1, BAT 1, and BAT 2. • Note • ALT 2 light will illuminate steady and ALT 2 will not come on line until 1700 - 2200 RPM. 1. ALT 2 Master Switch ................................................................OFF Oct 2005 Information Manual 3A-11 Cirrus Design Section 3A SR20 Abnormal Procedures 2. Alternator 2 Circuit Breaker ........................... CHECK and RESET 3. ALT 2 Master Switch ..................................................................ON If alternator does not reset: 4. Switch off unnecessary equipment on Main Bus 1, Main Bus 2, and Non-Essential Buses to reduce loads. 5. ALT 2 Master Switch ................................................................ OFF 6. Land as soon as practical. Engine Indicating System Failure Serials 1582 and Subsequent: In the event of an Data Acquisition Unit (DAU) failure, the engine indications displayed on the MFD and PFD will be disabled. Numeric readouts will display as three white dashes, the CHT and EGT bar graphs will be removed, and indicator needles displayed on the simulated gages will be removed. In the event of DAU failure, pull and reset the ANNUN / ENGINE INST circuit breaker. If the engine indicating system fails to resest, land as soon as practical. 1. ANNUN / ENGINE INST Circuit Breaker ............................... Cycle 2. Land as soon as practical. LOW VOLTS Warning Light Illuminated Illumination of the LOW VOLTS light indicates that the voltage measured at the Essential Bus is 24.5 volts or less. Typically, this indicates that the airplane is operating on battery power only and both alternators have failed or are off. If both alternators have failed: 1. Land as soon as practical. Oct 2005 3A-12 Information Manual Section 3A Cirrus Design Abnormal Procedures SR20 Communications Failure Communications failure can occur for a variety of reasons. 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. 1. Switches, Controls ............................................................. CHECK 2. Frequency ....................................................................... CHANGE 3. Circuit Breakers.................................................................. CHECK 4. Headset........................................................................... CHANGE 5. Hand Held Microphone ................................................. CONNECT Oct 2005 Information Manual 3A-13 Cirrus Design Section 3A SR20 Abnormal Procedures Pitot Static Malfunction Static Source Blocked 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. • Note • If selecting the alternate static source does not work, in