PILOT’S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL for the CIRRUS SR22T

7-27 Revision 1 7-28 Revision 1 7-29 Revision 1 7-30 Revision 1 7-31 Revision 1 7-32 Revision 1 7-33 Revision 1 7-34 Revision 1 7-35 Revision 1 7-36 Revision 1 7-37 Revision 1 7-38 Revision 1 7-39 Revision 1 7-40 Revision 1 7-41 Revision 1 7-42 Revision 1 7-43 Revision 1 7-44 Revision 1 7-45 Revision 1 7-46 Revision 1 7-47 Revision 1 7-48 Revision 1 7-49 Revision 1 7-50 Revision 1 7-51 Revision 1 7-52 Revision 1 7-53 Revision 1 7-54 Revision 1 7-55 Revision 1 7-56 Revision 1 7-57 Revision 1 7-58 Revision 1 7-59 Revision 1 7-60 Revision 1 7-61 Revision 1 7-62 Revision 1 7-63 Revision 1 7-64 Revision 1 7-65 Revision 1 7-66 Revision 1 7-67 Revision 1 7-68 Revision 1 7-69 Revision 1 7-70 Revision 1 7-71 Revision 1 7-72 Revision 1 7-73 Revision 1 7-74 Revision 1 7-75 Revision 1 7-76 Revision 1 Revision 1 P/N 13772-005 C Cirrus Design Pilot’s Operating Handbook SR22T List of Effective Pages List of Effective Pages (Cont.) Page Status Page Status Page Status 7-77 Revision 1 7-78 Revision 1 7-79 Revision 1 7-80 Revision 1 7-81 Revision 1 7-82 Revision 1 7-83 Revision 1 7-84 Revision 1 7-85 Revision 1 7-86 Revision 1 7-87 Revision 1 7-88 Revision 1 7-89 Revision 1 7-90 Revision 1 7-91 Revision 1 7-92 Revision 1 7-93 Revision 1 7-94 Revision 1 7-95 Revision 1 7-96 Revision 1 7-97 Revision 1 7-98 Revision 1 7-99 Revision 1 7-100 Revision 1 7-101 Revision 1 7-102 Revision 1 7-103 Revision 1 7-104 Revision 1 7-105 Revision 1 7-106 Revision 1 7-107 Revision 1 7-108 Revision 1 8-1 Revision 1 8-2 Original Issue 8-3 Revision 1 8-4 Revision 1 8-5 Original Issue 8-6 Original Issue 8-7 Original Issue 8-8 Original Issue 8-9 Original Issue 8-10 Original Issue 8-11 Revision 1 8-12 Original Issue 8-13 Original Issue 8-14 Original Issue 8-15 Original Issue 8-16 Revision 1 8-17 Revision 1 8-18 Revision 1 8-19 Revision 1 8-20 Original Issue 8-21 Original Issue 8-22 Original Issue 8-23 Revision 1 8-24 Revision 1 8-25 Original Issue 8-26 Original Issue 8-27 Revision 1 8-28 Revision 1 8-29 Revision 1 8-30 Revision 1 8-31 Revision 1 8-32 Revision 1 8-33 Revision 1 8-34 Revision 1 8-35 Revision 1 8-36 Revision 1 8-37 Revision 1 8-38 Revision 1 9-1 Revision 1 9-2 Original Issue 10-1 Original Issue 10-2 Original Issue 10-3 Original Issue 10-4 Original Issue 10-5 Original Issue 10-6 Original Issue 10-7 Original Issue 10-8 Original Issue 10-9 Revision 1 10-10 Original Issue 10-11 Original Issue 10-12 Revision 1 10-13 Revision 1 10-14 Revision 1 Revision 1 D P/N 13772-005 Cirrus Design Pilot’s Operating Handbook SR22T List of Effective Pages List of Effective Pages (Cont.) Page Status Page Status Page Status Original Issue Intentionally Left Blank Cirrus Design TPOH SR22T AFM Temporary Change TPOH 15-16R2 1 of 8 TPOH 15-16R2 1 of 8 SR22T Airplane Flight Manual (AFM) Temporary Change Information in this Temporary Change adds to, supersedes, or deletes information in the basic Pilot’s Operating Handbook. Affected Sections: • Section 7 - Systems Description • Section 8 - Handling and Servicing • Section 10 - Safety Information Affected Publications: SR22T Basic Airplane Flight Manuals: • PN 13772-005 Rev 1 / 13772-003 Reissue A (FAA Approved) • PN 13772-005AR Original / 13772-003AR Reissue A (FAA Approved on behalf of ANAC-DA of Argentina) • PN 13772-005E Rev 1 / 13772-003E Rev 1 (FAA Approved on behalf of EASA) • PN 21400-005 Rev 1 / 21400-003 Rev 1 (FAA Approved on behalf of ANAC of Brazil) Filing Instructions: Insert the following changes adjacent to the first page of each affected POH Section, and insert this TPOH cover page adjacent to the last page of the List of Effective Pages. Retain until further notice. Purpose: This POH Temporary Change updates information associated with the Brake System. TPOH was revised 01 Nov 2019 to revise Affected Publications and update nose and main tire PSI. 01 Nov 2019 2 of 8 TPOH 15-16R2 TPOH Cirrus Design AFM Temporary Change SR22T 01 Nov 2019 Intentionally Left Blank Cirrus Design TPOH SR22T AFM Temporary Change TPOH 15-31 1 of 12 TPOH 15-31 1 of 12 SR22T Airplane Flight Manual (AFM) Temporary Change Information in this Temporary Change adds to, supersedes, or deletes information in the basic Pilot’s Operating Handbook. Affected Sections: • Section 2 - Limitations • Section 7 - Systems Description Affected Publications: SR22T Basic Airplane Flight Manuals: • PN 13772-005 Rev 1 (FAA Approved) Filing Instructions: Insert the following changes adjacent to the first page of each affected POH Section, and insert this TPOH cover page adjacent to the last page of the List of Effective Pages. Retain until further notice. Purpose: This POH Temporary Change adds limitations and system descriptions associated with the GDL 88 UAT/ADS-B Transceiver. Dec 30, 2015 2 of 12 TPOH 15-31 TPOH Cirrus Design AFM Temporary Change SR22T Dec 30, 2015 Intentionally Left Blank Cirrus Design TPOH SR22T AFM Temporary Change TPOH 15-34R2 1 of 8 TPOH 15-34R2 1 of 8 SR22T Airplane Flight Manual (AFM) Temporary Change Information in this Temporary Change adds to, supersedes, or deletes information in the basic Pilot’s Operating Handbook. Affected Sections: • Section 7 - Systems Description Affected Publications: SR22T Basic Airplane Flight Manuals: • PN 13772-005 Rev 1 (FAA Approved) • PN 13772-005E Rev 1 (FAA Approved on Behalf of the European Aviation Safety Agency (EASA)) • PN 13772-005AR Original Issue (FAA Approved on Behalf of ANAC-DA of Argentina) • PN 21400-005 Rev 1 (FAA Approved on Behalf of ANAC of Brazil) Filing Instructions: Insert the following changes adjacent to the first page of each affected POH Section, and insert this TPOH cover page adjacent to the last page of the List of Effective Pages. Retain until further notice. Purpose: This POH Temporary Change adds system descriptions associated with the Flight Stream 210 Bluetooth™ Transceiver and GMA 350c Audio Panel. TPOH was revised May 18, 2016 to add Affected Publications. May 18, 2016 2 of 8 TPOH 15-34R2 TPOH Cirrus Design AFM Temporary Change SR22T May 18, 2016 Intentionally Left Blank Cirrus Design TPOH SR22T AFM Temporary Change TPOH 20-07 1 of 4 TPOH 20-07 1 of 4 SR22T Airplane Flight Manual (AFM) Temporary Change Information in this Temporary Change adds to, supersedes, or deletes information in the basic Pilot’s Operating Handbook. Affected Sections: • Section 3 - Emergency Procedures Affected Publications: SR22T Basic Airplane Flight Manuals: • P/N 13772-003 Reissue A / 13772-005 Rev 1 (FAA Approved) • P/N 13772-003AR Reissue A / 13772-005AR Rev 1 (FAA Approved on behalf of ANAC-DA of Argentina) • P/N 13772-003E Rev 1 / 13772-005E Rev 1 (FAA Approved on behalf of EASA) • P/N 21400-003 Rev 1 / 21400-005 Rev 1 (FAA Approved on behalf of ANAC of Brazil) Filing Instructions: Insert the following changes adjacent to the first page of the affected POH Section, and insert this TPOH cover page adjacent to the last page of the List of Effective Pages. Retain until further notice. Purpose: This POH Temporary Change adds FUEL FLOW Warning CAS Message to Fuel System Emergencies. FAA Approved __________________________ Date _________ Manager, Southwest Flight Test Section, AIR-713 Federal Aviation Administration Ft. Worth, TX 27 OCT 2020 27 Oct 2020 2 of 4 TPOH 20-07 TPOH Cirrus Design AFM Temporary Change SR22T 27 Oct 2020 Intentionally Left Blank Cirrus Design Front Matter SR22T Foreword P/N 13772-005 Front Matter-1 P/N 13772-005 Front Matter-1 Foreword This Pilot’s Operating Handbook (POH) has been prepared by Cirrus Design Corporation to familiarize operators with the aircraft. Read this POH carefully. It provides operational procedures that will assure the operator obtains the performance published in the manual, data designed to allow the most efficient use of the airplane, and basic information for maintaining the airplane in a “like new” condition. • Note • All limitations, procedures, maintenance & servicing requirements, and performance data contained in this POH are mandatory for compliance with FAA operating rules and for continued airworthiness of the airplane. This POH includes the material required to be furnished to the pilot by the Federal Aviation Regulations (FARs) and additional information provided by Cirrus Design Corporation and constitutes the FAA Approved Airplane Flight Manual for the aircraft. Revision 1 Front Matter-2 P/N 13772-005 Front Matter Cirrus Design Foreword SR22T The Pilot’s Operating Handbook This Pilot’s Operating Handbook has been prepared using GAMA Specification #1 for Pilot’s Operating Handbook, Revision 2, dated 18 October 1996 as the content model and format guide. However, some deviations from this specification were made for clarity. The POH is presented in loose-leaf form for ease in inserting revisions and is sized for convenient storage. Tabbed dividers throughout the POH allow quick reference to each section. Logical and convenient Tables of Contents are located at the beginning of each section to aid in locating specific data within that section. The POH is divided into ten sections as follows: Section 1................................................................................... General Section 2...............................................................................Limitations Section 3.......................................................... Emergency Procedures Section 3A .......................................................... Abnormal Procedures Section 4................................................................. Normal Procedures Section 5...................................................................Performance Data Section 6...........................................Weight & Balance/Equipment List Section 7............................................................... Systems Description Section 8........................................ Handling, Servicing & Maintenance Section 9........................................................................... Supplements Section 10.................................................................Safety Information The data presented in this POH is the result of extensive flight tests and is approved by the Federal Aviation Administration. However, as new procedures or performance data are developed, the POH will be revised. • Note • It is the responsibility of the owner to ensure that the Pilot’s Operating Handbook is current at all times. Therefore, it is very important that all revisions be properly incorporated into this POH as soon as they are available. Revision 1 Cirrus Design Front Matter SR22T Foreword P/N 13772-005 Front Matter-3 P/N 13772-005 Front Matter-3 Revising the Pilot’s Operating Handbook Two types of revisions may be issued for this POH: Temporary and Numbered. Temporary revisions are printed on yellow paper, normally cover only one topic or procedure, and are issued to provide safety related information or other time sensitive information where the rigor of providing a numbered revision is not possible in the time allowed. All the information needed to properly file a temporary revision is included on the revision itself. Typically, a temporary revision is superseded and replaced by the next numbered revision. Numbered revisions are printed on white paper, normally cover several subjects, and are issued as general updates to the POH. Each numbered revision includes an “Instruction Sheet,” a “List of Effective Pages”, and a “Revision Highlights” page. The “Instruction Sheet” is intended to assist the manual holder in removing superseded pages and inserting new or superseding pages. The “List of Effective Pages” shows the issue or revision status of all pages in the POH. The “Revision Highlights” page gives a brief description of changes made to each page in the current revision. Identifying Revised Material Each page in the POH has revision identification at the lower inside corner opposite the page number. Original issue pages will be identified by the words “Original Issue” at this location. In the event that the majority of pages in the POH are revised, Cirrus may determine that it is more effective to reissue the POH. Reissued pages will be identified by the word “Reissue” followed by a letter indicating the reissue level; for example, “Reissue A” Revised pages will be identified by the word “Revision” followed by the revision number at this location; for example, “Revision 2” (Original Issue, Revision 2) or “Revision B1” (Reissue B, Revision 1). Revised material on a page can be identified by a change bar located at the outside page margin. Revision bars are not used at reissues of the POH. Revision 1 Front Matter-4 P/N 13772-005 Front Matter Cirrus Design Foreword SR22T Revisions to the Pilot’s Operating Handbook POH revisions, temporary revisions, and supplements can be downloaded from Cirrus Design at www.cirrusaircraft.com, or from the Authorized Service Center website. Paper copies of POH revisions and supplements can be purchased from Cirrus Connection at www.cirrusconnection.com. • Note • If at any time it is found that the POH is not current, temporary revisions are missing, or applicable supplements are not included, contact Cirrus Design. Supplements The Supplements section (Section 9) of this POH contains FAA Approved Supplements necessary to safely and efficiently operate the airplane when equipped with optional equipment not provided with the standard airplane or not included in the POH. Supplements are essentially “mini-handbooks” and may contain data corresponding to most sections of the POH. Data in a supplement either adds to, supersedes, or replaces similar data in the basic POH. Section 9 includes a “Log of Supplements” page preceding all Cirrus Design Supplements produced for this airplane. The “Log of Supplements” page can be utilized as a “Table of Contents” for Section 9. If the airplane is modified at a non Cirrus Design facility through an STC or other approval method, it is the owner’s responsibility to ensure that the proper supplement, if applicable, is installed in the POH and that 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. Retention of Data In the event a new title page is issued, the weight and balance data changes, the equipment list changes, or the “Log of Supplements” is replaced, the owner must ensure that all information applicable to the airplane is transferred to the new pages and the aircraft records are current. It is not a requirement that owners retain information, such as supplements, that is not applicable to their airplane. Revision 1 Cirrus Design Front Matter SR22T Foreword P/N 13772-005 Front Matter-5 P/N 13772-005 Front Matter-5 In the event a new POH is purchased, the owner must ensure that all information applicable to the airplane is transferred to the new POH and the aircraft records are current. Warnings, Cautions, and Notes Warnings, Cautions, and Notes are used throughout this POH to focus attention on special conditions or procedures as follows: • WARNING • Warnings are used to call attention to operating procedures which, if not strictly observed, may result in personal injury or loss of life. • Caution • Cautions are used to call attention to operating procedures which, if not strictly observed, may result in damage to equipment. • Note • Notes are used to highlight specific operating conditions or steps of a procedure. Revision 1 Front Matter-6 P/N 13772-005 Front Matter Cirrus Design Foreword SR22T Original Issue Intentionally Left Blank P/N 13772-005 1-1 Cirrus Design Section 1 SR22T General 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............................. 12 Weight and Balance Terminology................................................. 12 Original Issue Section 1: General Table of Contents 1-2 P/N 13772-005 Section 1 Cirrus Design General SR22T Original Issue Intentionally Left Blank Cirrus Design Section 1 SR22T General P/N 13772-005 1-3 P/N 13772-005 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 publications, see the “Foreword” section. All liquid volumes referenced in this publication are expressed in United States Customary Units, e.g., U.S. Gallons. Revision 1 1-4 P/N 13772-005 Section 1 Cirrus Design General SR22T Figure 1-1 Airplane Three View 78 inches 3-BLADE 198 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 - 9" inches (23 cm). • Wing Area = 144.9 sq. ft. SR22_FM01_3550 Original Issue Cirrus Design Section 1 SR22T General P/N 13772-005 1-5 P/N 13772-005 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" 240 220 200 180 160 140 120 16.0" 49.7" 27.0" 38.5" FS 10.5" 33.4" 39.0" 20.0" 33.3" 32.0" SR22_FM01_1019A 100 222 CABIN DOOR OPENING BAGGAGE DOOR OPENING 20.0" 21.0" 5.0" Station Fuselage Original Issue 1-6 P/N 13772-005 Section 1 Cirrus Design General SR22T 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 SR22_FM01_2412 Original Issue Cirrus Design Section 1 SR22T General P/N 13772-005 1-7 P/N 13772-005 1-7 The Airplane Engine Number of Engines.............................................................................. 1 Engine Manufacturer ............................................Teledyne Continental Engine Model .....................................................................TSIO-550-K Engine Type ........ Turbocharged, direct drive, fuel injected, air cooled, horizontally opposed 6 cylinder engine with 550 cubic inch displacement. Horsepower Rating.............................................. 315 bhp @ 2500 rpm Propeller Hartzell Compact Series Lightweight Hub with Composite Blades Propeller Type ........................................ Constant Speed, Three Blade Model Number..............................................PHC-J3Y1F-1N/N7605(B) Diameter........................................................................................78.0" Model Number........................................... PHC-J3Y1F-1N/N7605C(B) Diameter........................................................................................78.0" Original Issue 1-8 P/N 13772-005 Section 1 Cirrus Design General SR22T Fuel Total Capacity ............................................ 94.5 U.S. Gallons (358.0 L) Total Usable.............................................. .92.0 U.S. Gallons (348.0 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 ...................................... 15W-50, 20W-50 or 20W-60 Above 40°F (4°C) .......................................SAE 50, 20W50, or 20W60 Below 40°F (4°C).......................... SAE 30, 10W30, 15W50, or 20W50 Maximum Certificated Weights Maximum Gross for Takeoff...................................... 3600 lb (1633 Kg) Maximum Zero Fuel Weight ..................................... 3400 lb (1542 Kg) Maximum Baggage Compartment Loading .................... 130 lb (59 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 baggage area and baggage door opening. Specific Loadings Wing Loading..................................................... 24.8 lb per square foot Power Loading................................................................. 11.4 lb per hp Revision 1 Cirrus Design Section 1 SR22T General P/N 13772-005 1-9 P/N 13772-005 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. V G Best Glide Speed is the speed at which the greatest flight distance is attained per unit of altitude lost with power off. V O 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 REF Landing reference speed or threshold crossing speed. V S Stalling Speed is minimum steady flight speed at which the aircraft is controllable. Original Issue 1-10 P/N 13772-005 Section 1 Cirrus Design General SR22T Meteorological Terminology V S 50% Stalling Speed is minimum steady flight speed at which the aircraft is controllable with 50% flaps. 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 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. V Y Best Rate of Climb Speed is the speed at which the airplane will obtain the maximum increase in altitude per unit of time. The best rate-of-climb speed decreases slightly with altitude. 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. Original Issue Cirrus Design Section 1 SR22T General P/N 13772-005 1-11 P/N 13772-005 1-11 Engine Power Terminology 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 Pressure Altitude (PA) 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 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. BHP Brake 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 inches of mercury (in.Hg). RPM Revolutions Per Minute is engine rotational speed. Static RPM Static RPM is RPM attained during a full-throttle engine runup when the airplane is on the ground and stationary. TIT Turbine Inlet Temperature is the temperature measured in front of the first stage turbine nozzle valves. Original Issue 1-12 P/N 13772-005 Section 1 Cirrus Design General SR22T Performance and Flight Planning Terminology Weight and Balance Terminology g One “g” is a quantity of acceleration equal to that of earth’s gravity. Demonstrated Crosswind Velocity 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 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. Unusable Fuel Unusable Fuel is the quantity of fuel that cannot be safely used in flight. Usable Fuel Usable Fuel is the fuel available for flight planning. Reference Datum Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station 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). 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. Original Issue Cirrus Design Section 1 SR22T General P/N 13772-005 1-13 P/N 13772-005 1-13 Arm 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. Moment Moment is the product of the weight of an item multiplied by its arm. Standard Empty Weight Standard Empty Weight is the weight of a standard airplane including unusable fuel, full operating fluids, and full oil Basic Empty 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. Maximum Ramp Weight Maximum Ramp Weight is the maximum weight approved for ground maneuver and includes the weight of the fuel used for startup, taxi, and run-up. Maximum Gross Weight Maximum Gross Weight is the maximum permissible weight of the airplane and its contents as listed in the aircraft specifications. Maximum Zero Fuel Weight Maximum Zero Fuel Weight is the maximum permissible weight of the airplane and its contents minus the total weight of the fuel onboard. Useful Load Useful Load is the basic empty weight subtracted from the maximum ramp weight. It is the maximum allowable combined weight of pilot, passengers, fuel and baggage. 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). Original Issue 1-14 P/N 13772-005 Section 1 Cirrus Design General SR22T Tare 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. Original Issue P/N 13772-005 2-1 Cirrus Design Section 2 SR22T Limitations Introduction ........................................................................................ 3 Certification Status ............................................................................. 3 Airspeed Limitations........................................................................... 4 Airspeed Indicator Markings .............................................................. 5 Powerplant Limitations ....................................................................... 6 Engine............................................................................................. 6 Operating Limits.............................................................................. 6 Approved Oils: ................................................................................ 6 Fuel Grade..................................................................................... :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 ...................................................................... 18 Systems and Equipment Limits........................................................ 19 Cirrus Perspective Integrated Avionics System ............................ 19 L-3 Skywatch Traffic Advisory System (Optional)......................... 22 L-3 Stormscope Weather Information System (Optional) ............. 22 Max Viz Enhanced Vision System (Optional) ............................... 23 MD302 Standby Attitude Module (Optional) ................................. 23 Air Conditioning System (Optional)............................................... 23 Inflatable Restraint System........................................................... 23 Flap Limitations............................................................................. 23 Revision 1 Section 2: Limitations Table of Contents 2-2 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T Paint.............................................................................................. 24 Cirrus Airframe Parachute System (CAPS) ..................................24 Other Limitations .............................................................................. 24 Smoking ........................................................................................ 24 Placards ........................................................................................... 25 Revision 1 Cirrus Design TPOH SR22T AFM Temporary Change TPOH 15-31 3 of 12 TPOH 15-31 3 of 12 Section 2 - Limitations Systems and Equipment Limits ADS-B OUT Equipment, including GDL 88 UAT/ADS-B Transceiver and GTX 33ES Mode S with Extended Squitter (Optional) 1. The installed ADS-B OUT system has been shown to meet the equipment requirements of 14 CFR 91.227. FIS-B Receiver Equipment, including GDL 88 UAT/ ADS-B Transceiver (Optional) 1. Flight Information Services - Broadcast (FIS-B) information is intended to enhance pilot awareness of weather and airspace conditions. It does not replace positive two way communication when making safety critical weather or routing decisions. Use FIS- B weather and National Airspace System (NAS) status information as follows: a. To aid pilot awareness of hazardous meteorological conditions and awareness of the regulatory status of the airspace. b. FIS-B information is meant to enhance flight planning only. It lacks sufficient resolution and updating necessary for tactical maneuvering. Dec 30, 2015 4 of 12 TPOH 15-31 TPOH Cirrus Design AFM Temporary Change SR22T Dec 30, 2015 Intentionally Left Blank Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-3 P/N 13772-005 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: Log of Supplements 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: Log of 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. Original Issue 2-4 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T Airspeed Limitations The indicated airspeeds in the following table are based on Section 5, Airspeed Calibration: Normal Static Source Table. When using the alternate static source, allow for the airspeed calibration variations between the normal and alternate static sources. Speed KIAS KCAS Remarks VNE up to 17,500 feet MSL 205 208 Never Exceed Speed is the speed that may not be exceeded at any time. VNE at 25,000 feet MSL 175 178 V NE is reduced linearly from 17,500 feet to 25,000 feet. VNO up to 17,500 feet MSL 176 179 Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution. VNO at 25,000 feet MSL 150 153 V NO is reduced linearly from 17,500 feet to 25,000 feet. VO 3600 Lb 140 142 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 150 110 152 111 Maximum Flap Extended Speed is the high- est speed permissible with wing flaps extended. VPD 140 142 Maximum Demonstrated Parachute Deployment Speed is the maximum speed at which parachute deployment has been demonstrated. Original Issue Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-5 P/N 13772-005 2-5 Airspeed Indicator Markings The airspeed indicator markings are based on Section 5, Airspeed Calibration: Normal Static Source Table. 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 64 - 110 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. Do not use flaps above 17,500 feet MSL. Green Arc up to 17,500 feet MSL 25,000 feet MSL 74 - 176 74 - 150 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 (V NO ). V NO and upper limit of green arc is reduced linearly from 17,500 feet to 25,000 feet. Yellow Arc up to 17,500 MSL 25,000 feet MSL 176 - 205 150 - 175 Caution Range Operations must be conducted with caution and only in smooth air. Upper and lower lim- its of yellow arc are reduced linearly from 17,500 feet to 25,000 feet. Red Line up to 17,500 feet MSL 25,000 feet MSL 205 175 Never Exceed Speed (V NE ) Maximum speed for all operations. V NE and red line is reduced linearly from 17,500 feet to 25,000 feet. Original Issue 2-6 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T Powerplant Limitations Engine Number of Engines.............................................................................. 1 Engine Manufacturer ........................................... Teledyne Continental Engine Model......................................................................TSIO-550-K Engine Type......... Turbocharged, direct drive, fuel injected, air cooled, horizontally opposed 6 cylinder engine with 550 cubic inch displacement. Horsepower Rating.............................................. 315 bhp @ 2500 rpm Oil Temperature ........................................... 240 °F (116 °C) maximum Minimum Oil Temperature for Takeoff...............................75 °F (24 °C) Oil Pressure: Minimum ............................................................................... 10 psi Maximum ............................................................................ 100 psi Operating Limits Do not reduce manifold pressure below 15 inches when above 18,000 ft MSL. Approved Oils: Engine Break-In: For first 25 hours of operation or until oil consumption stabilizes use straight mineral oil conforming to MIL- C-6529. If engine oil must be added to the factory installed oil, add only MIL-C-6529 straight mineral oil. After Engine Break-In: Use only oils conforming to Teledyne Continental Specification SAE J 1899 (Ashless Dispersant Lubrication Oil). All Temperatures ............................... 15W-50, 20W-50 or 20W-60 Above 40 °F (4 °C)...............................SAE 50, 20W50, or 20W60 Below 40 °F (4 °C) ................. SAE 30, 10W30, 15W50, or 20W50 Original Issue Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-7 P/N 13772-005 2-7 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. Propeller Hartzell Compact Series Lightweight Hub with Composite Blades Propeller Type ........................................ Constant Speed, Three Blade Model Number..............................................PHC-J3Y1F-1N/N7605(B) Diameter........................................................................................78.0" Model Number........................................... PHC-J3Y1F-1N/N7605C(B) Diameter........................................................................................78.0" Weight Limits Maximum Takeoff Weight ......................................... 3600 lb (1633 Kg) Maximum Weight in Baggage Compartment.................. 130 lb (59 Kg) Maximum Zero Fuel Weight ..................................... 3400 lb (1542 Kg) Original Issue 2-8 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T Engine Instrument Markings & Annunciations The following describes the engine instrument markings. Associated Warning and Caution Annunciations are shown in capitalized text. PowerPlant 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 – 2550 –– > 2550 RPM Exhaust Gas Temperature (1000°F – 1800°F) –– –– 1000–1800 –– –– Manifold Pressure (10 – 40 in.Hg) –– –– 15.0 - 36.5 36.5 - 37.5 37.5 - 40.0 Oil Pressure (0 – 100 PSI) 0 – 10 10 – 30 OIL PRESS 30 – 60 60 – 100 > 100 OIL PRESS Oil Temperature (75°F – 250°F) –– –– 100 – 240 –– > 240 OIL TEMP Percent Power (0 – 100%) –– –– 0 – 100 –– –– Turbocharger Inlet Temperature (1000°F - 1800°F) –– –– 1000 – 1750 –– 1750 -1800 TIT Original Issue Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-9 P/N 13772-005 2-9 Fuel * Dynamically changes based on engine parameters. Electrical Instrument (Range & Units) Red Arc/Bar Yellow Arc/ Bar Green Arc/ Bar Yellow Arc/ Bar Red Arc/Bar Minimum Minimum Caution Range Normal Range Maximum Caution Range Maximum Fuel Flow (0 – 45 U.S. Gal./Hr.) –– –– *See Note –– –– Fuel Totalizer (U.S. Gallon) N < 9 FUEL QTY 9 – 18 > 18 –– –– Fuel Quantity Gage (0 – 46 U.S. Gallon) 0 10 – 14 14 – 46 –– –– Instrument (Range & Units) Red Arc/Bar Yellow Arc/Bar Green Arc/ Bar Yellow Arc/Bar Red Arc/Bar Minimum Minimum Caution Range Normal Range Maximum Caution Range Maximum 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 – 100 Amps) –– –– 2 – 100 0 – 1 ALT 1 –– Alternator 2 Current (0 – 100 Amps) –– –– 2 – 100 0 – 1 ALT 2 –– Battery 1 Current (-59 to 59 Amps) –– –– -4 – 59 -59 to -5 BATT 1 –– Original Issue 2-10 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T 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 2000 2200 2400 2600 2800 3000 3200 3400 3600 C.G. - Inches Aft of Datum Weight - Pounds 12.5% MAC FS 139.1 2700 lb 9.8% MAC FS 137.8 2100 lb 31.5% MAC FS 148.2 2100 lb 21.1% MAC FS 143.2 3600 lb 31.5% MAC FS 148.2 3600 lb Max Zero Fuel 138 136 140 142 144 146 148 150 SR22_FM02_3216 FORWARD LIMIT - The forward limit is FS 137.8 (9.8% MAC) at 2100 lb, with straight line taper to FS 139.1 (12.5% MAC) at 2700 lb, to FS 143.2 (21.1% MAC) at 3600 lb. AFT LIMIT - The aft limit is FS 148.2 (31.5% MAC) at all weights from 2100 lb to 3600 lb. Original Issue Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-11 P/N 13772-005 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, Inadvertent Spin Entry. Flight Load Factor Limits Flaps UP (0%), 3600 lb. .....................................................+3.8g, -1.9g Flaps 50%, 3600 lb................................................................. +1.9g, 0g Flaps 100%, 3600 lb............................................................... +1.9g, 0g Minimum Flight Crew The minimum flight crew is one pilot. Revision 1 2-12 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T 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 (Included w/ POH) 1 1 1 1 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 Original Issue Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-13 P/N 13772-005 2-13 Low Volts Annunciator 1 1 1 1 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 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 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 Indicators 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. Original Issue 2-14 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T Ice & Rain Protection Alternate Engine Air Induc- tion 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 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 System, Instrument, and/ or Equipment Kinds of Operation (Continued) Remarks, Notes, and/or Exceptions VFR Day VFR Nt. IFR Day IFR Nt. Original Issue Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-15 P/N 13772-005 2-15 Navigation & Pitot Static Airspeed Indicator 1 1 1 1 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 Indication (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. System, Instrument, and/ or Equipment Kinds of Operation (Continued) Remarks, Notes, and/or Exceptions VFR Day VFR Nt. IFR Day IFR Nt. Original Issue 2-16 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T Icing Flight into known icing conditions is prohibited. Runway Surface This airplane may be operated on any smooth runway surface. Vertical Speed Indicator — — — — Engine Indicating Cylinder Head Temperature Indication — — — — Exhaust Gas Temperature Indication — — — — Fuel Flow Indication 1 1 1 1 Manifold Pressure Indica- tion 1 1 1 1 Oil Pressure Indication 1 1 1 1 Oil Quantity Indicator (Dip- stick) 1 1 1 1 Oil Temperature Indication 1 1 1 1 Turbine Inlet Temperature Indication 1 1 1 1 Engine Speed 1 1 1 1 Special Equipment Cirrus Airframe Parachute (CAPS) 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. Original Issue Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-17 P/N 13772-005 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 ...................................... 94.5 U.S. Gallon (358.0 L) Total Fuel Each Tank ................................. 47.25 U.S. Gallon (179.0 L) Total Usable Fuel (all flight conditions)........ 92.0 U.S. Gallon (348.0 L) Maximum Allowable Fuel Imbalance............. 10.0 U.S. Gallon (37.9 L) 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 ..................................... 25,000 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 Do not operate the airplane below an outside air temperature of -40°F (-40°C). Original Issue 2-18 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T Maximum Occupancy Occupancy of this airplane is limited to “4+1” persons, the pilot and four passengers. If carrying three rear seat passengers, occupants must be wearing a seat belt and shoulder harness with their hips and back firmly against the seatback as show in the following illustration. If three rear seat passengers cannot meet these requirements, occupancy is limited to four persons. Child Restraint System 1. Rear seat configuration for LATCH / ISOFIX compliant child seats is limited to two seats in the outboard positions. 2. A single non-LATCH / ISOFIX compliant seat may be installed in the center seat position. 3. Installation of three child seats in the rear seat is prohibited. Refer to Section 7, Seats for additional information. Figure 2-2 Rear Passenger Seat Arrangement SR22_FM02_3491 Original Issue Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-19 P/N 13772-005 2-19 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. Original Issue 2-20 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T 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 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. Original Issue Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-21 P/N 13772-005 2-21 n. Serials w/ system software load 0764-21 or later: Barometric vertical navigation (Baro-VNAV) operations may be conducted if SBAS is unavailable or disabled. The Perspective Integrated Avionics System will provide automatic, temperature- compensated glidepath vertical guidance and has been shown to meet the accuracy requirements of VFR/IFR enroute, terminal, and approach Baro-VNAV operations within the conterminous US and Alaska in accordance with the criteria in AC 20-138D. 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. Do not use SAFETAXI or CHARTVIEW functions as the basis for ground maneuvering. SAFETAXI and CHARTVIEW functions have not been qualified to be used as an Airport Moving Map Display (AMMD). SAFETAXI and CHARTVIEW are to be used by the flight crew to orient themselves on the airport surface to improve pilot situational awareness during ground operations. 9. The TERRAIN PROXIMITY MAP is intended only to enhance situational awareness. Use of the TERRAIN PROXIMITY information for primary terrain avoidance is prohibited. 10. 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. Revision 1 2-22 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T 11. 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. 12. 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. 13. 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 Revision 1 Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-23 P/N 13772-005 2-23 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. MD302 Standby Attitude Module (Optional) 1. Selection of the option menu of the MD302 is limited to ground or visual meteorological conditions. 2. The display has an operational lower temperature limit of -22°F (-30°C). Visibility of the display may be reduced between -4°F (-20°C) and -22°F (-30°C). 3. The appropriate revision of the Mid-Continent Instruments and Avionics MD302 Standby Attitude Module Pilot’s Guide (p/n 9017846) must be available to the pilot whenever the system is in use. Air Conditioning System (Optional) The use of Recirculation Mode during flight is prohibited. 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% Do not use flaps above 17,500 feet MSL. Revision 1 2-24 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T 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.................140 KIAS • Note • Refer to Section 10, Cirrus Airframe Parachute System (CAPS) for additional CAPS guidance. Other Limitations Smoking Smoking is prohibited in this airplane. Revision 1 Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-25 P/N 13772-005 2-25 Placards Figure 2-3 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: SR22_FM02_2680 Engine compartment, inside oil filler access: ENGINE OIL GRADE ABOVE 40° F SAE 50 OR 20W50 OR 20W60 BELOW 40° F SAE 30 OR 10W30, 15W50, OR 20W50 REFER TO AFM FOR APPROVED OILS Revision 1 2-26 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T Figure 2-4 Placards (Sheet 2 of 6) NO PUSH Wing, adjacent to fluid filler cap: USE ONLY AL-5 (DTD-406B) FLUID 4.0 US GALLONS (15.1 LITERS) TOTAL USABLE CAPACITY TKS ICE PROTECTION FLUID EXTERNAL POWER 28 V DC OPEN OPEN Serials 0442 thru 1232 Serials 1233 & subs TO PUSH Left fuselage, on external power supply door: Serials w/ Ice Protection. Elevator and Rudder, both sides: SR22_FM02_4258 Doors, adjacent to latch: Revision 1 Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-27 P/N 13772-005 2-27 Figure 2-5 (Sheet 3 of 6) CREW SEATS MUST BE LOCKED IN POSITION AND CONTROL HANDLES FULLY DOWN BEFORE FLIGHT RICH OFF LIFT BUTTON FOR OFF POSITION P O W E R OFF RIGHT 46 U.S. GALLONS USABLE LEFT 46 U.S. GALLONS USABLE CUTOFF F R I C T I O N IDLE M I X T U R E MAX TURN BOOST PUMP ON DURING TAKE OFF, CLIMB, LANDING AND SWITCHING FUEL TANKS. PUMP FUEL BOOST HIGH BOOST/ PRIME Engine control panel: SR22_FM02_3559 100% 50% UP FLAPS 150 KIAS 110 KIAS Revision 1 2-28 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T Figure 2-6 (Sheet 4 of 6) NO STEP RESCUE: FRACTURE AND REMOVE WINDOW ABOVE 17,500 V NE AND V NO MANEUVERING SPEED: Vo 140 KIAS NORMAL CATEGORY AIRPLANE NO ACROBATIC MANEUVERS, INCLUDING SPINS, APPROVED REDUCE LINEARLY WITH ALTITUDE: V NE V NO 17,500 205 176 KIAS 25,000 175 150 KIAS 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, left : Bolster Switch Panel, left edge: Cabin Door Window, lower edge, centered, applied upside down: Wing, flap aft edge and fuselage vortex generator: SR22_FM02_3566 Revision 1 Cirrus Design Section 2 SR22T Limitations P/N 13772-005 2-29 P/N 13772-005 2-29 Figure 2-7 (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: SR22_FM02_2684 Revision 1 2-30 P/N 13772-005 Section 2 Cirrus Design Limitations SR22T Figure 2-8 (Sheet 6 of 6) DO NOT JERK HANDLE ACTIVATION PROCEDURE CIRRUS AIRFRAME PARACHUTE SYSTEM IN INJURY OR DEATH USE OF THIS DEVICE COULD RESULT 140 KIAS BOTH HANDS, MAXIMUM FORCE, STEADY PULL MAXIMUM DEMONSTRATED DEPLOYMENT SPEED MUST BE WORN AT ALL TIMES SEAT BELT AND SHOULDER HARNESS USE FOR EXTREME EMERGENCIES ONLY ! WARNING 3. FUEL MIXTURE.................... CUT-OFF 6. RESTRAINT SYSTEM............SECURE 5. MASTER SWITCH..........................OFF 4. FUEL SELECTOR HANDLE...........OFF 2. ACTIVATION HANDLE....PULL STRAIGHT DOWN 1. THIS COVER............................................REMOVE CAPS Deployment Handle Cover, above pilot's right shoulder: SR22_FM02_3567 Revision 1 P/N 13772-005 3-1 Cirrus Design Section 3 SR22T Emergency Procedures Introduction ........................................................................................ 3 Emergency Procedures Guidance ..................................................... 4 CAPS Guidance.............................................................................. 4 Preflight Planning............................................................................ 4 Preflight Inspections/Maintenance.................................................. 4 Methodology ................................................................................... 4 Circuit Breakers .............................................................................. 5 Memory Items ................................................................................. 6 Airspeeds for Emergency Operations ................................................ 7 Engine Failures .................................................................................. 8 Engine Failure On Takeoff (Low Altitude)....................................... 8 Engine Failure In Flight................................................................... 9 Airstart.............................................................................................. 12 Engine Airstart .............................................................................. 12 Smoke and Fire................................................................................ 13 Cabin Fire In Flight ....................................................................... 13 Engine Fire In Flight...................................................................... 14 Wing Fire In Flight......................................................................... 15 Engine Fire During Start ............................................................... 15 Smoke and Fume Elimination....................................................... 16 Emergency Descent......................................................................... 17 Emergency Descent ..................................................................... 17 Maximum Glide............................................................................. 17 Forced Landing ................................................................................ 18 Emergency Landing Without Engine Power ................................. 18 Ditching......................................................................................... 19 Landing Without Elevator Control ................................................. 19 Engine System Emergencies ........................................................... 20 Engine Partial Power Loss............................................................ 20 Oil Pressure Out of Range............................................................ 22 Oil Temperature High ................................................................... 22 High Cylinder Head Temperature ................................................. 23 Turbocharger System Emergencies ................................................ 24 Unexpected Loss Of Manifold Pressure ....................................... 24 Manifold Pressure High ................................................................ 26 Overboost / Pressure Relief Valve................................................ 27 Original Issue Section 3: Emergency Procedures Table of Contents 3-2 P/N 13772-005 Section 3 Cirrus Design Emergency Procedures SR22T Turbine Inlet Temperature High .................................................... 27 EGT, TIT or CHT Temperature Sensor Failure............................. 28 Propeller System Emergencies ........................................................ 29 Engine Speed High ....................................................................... 29 Propeller Governor Failure............................................................ 30 Fuel System Emergencies ...............................................................31 Low Fuel Quantity ......................................................................... 31 Fuel Imbalance ............................................................................. 31 Electrical System Emergencies........................................................ 32 High Voltage on Main Bus 1 ......................................................... 32 High Voltage on Main Bus 2 ......................................................... 33 High or Low Voltage on Essential Bus.......................................... 34 Environmental System Emergencies ............................................... 35 Carbon Monoxide Level High........................................................ 35 Oxygen System Emergencies .......................................................... 36 Oxygen System Fault - Above 10,000 Ft ...................................... 36 Oxygen Quantity Low.................................................................... 37 Integrated Avionics System Emergencies........................................ 38 Attitude & Heading Reference System (AHRS) Failure ................ 38 Air Data Computer (ADC) Failure ................................................. 38 PFD Display Failure ...................................................................... 38 Unusual Attitude Emergencies ......................................................... 39 Inadvertent Spin Entry ..................................................................39 Inadvertent Spiral Dive During IMC Flight.....................................40 Other Emergencies .......................................................................... 41 Power Lever Linkage Failure ........................................................ 41 Emergency Engine Shutdown On Ground.................................... 41 Left/Right Brake Over-Temperature.............................................. 42 Starter Engaged............................................................................ 42 Emergency Ground Egress........................................................... 43 CAPS Deployment ........................................................................ 44 Original Issue Cirrus Design TPOH SR22T AFM Temporary Change TPOH 20-07 3 of 4 TPOH 20-07 3 of 4 Fuel System Emergencies High Fuel Flow FUEL FLOW Warning On-Ground If warning occurs during takeoff roll: a. Takeoff ..........................................................................ABORT If warning occurs on ground, not during takeoff roll: a. Power Lever............................................................... REDUCE b. Flight Operations ................................................ PROHIBITED Maintenance required to reduce fuel flow. In-Flight 1. Mixture Lever .... ADJUST FUEL FLOW TO TOP OF GREEN ARC 2. Annunciations and Engine Temperatures ...................... MONITOR Amplification Excessively high fuel flows may lead to loss of engine power and may cause the engine to fail. If fuel flow exceeds 42 GPH, maintenance is required. FUEL FLOW 27 Oct 2020 4 of 4 TPOH 20-07 TPOH Cirrus Design AFM Temporary Change SR22T 27 Oct 2020 Intentionally Left Blank Cirrus Design Section 3 SR22T Emergency Procedures P/N 13772-005 3-3 P/N 13772-005 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 equipment are not described in this section. Refer to Section 9: Log of Supplements for optional equipment Emergency Procedures. Original Issue 3-4 P/N 13772-005 Section 3 Cirrus Design Emergency Procedures SR22T 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 proper flight training, 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. CAPS Guidance All Cirrus aircraft are equipped with a pilot or passenger activated ballistic airframe parachute system. The system is capable of lowering the aircraft and occupants safely to the ground for life threatening emergencies. CAPS provides pilots and passengers an alternative means of handling various life threatening emergency situations. In many cases CAPS may offer a safer option for occupants as compared to continued flight or traditional countermeasures. Pilots flying Cirrus aircraft must be properly trained and familiar with CAPS guidance, limitations, and operating procedures. Refer to Section 10, Cirrus Airframe Parachute System (CAPS), for CAPS deployment and guidance information. 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: Original Issue Cirrus Design Section 3 SR22T Emergency Procedures P/N 13772-005 3-5 P/N 13772-005 3-5 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. 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 spin. It should also be used in other life-threatening emergencies where CAPS deployment is determined to be safer than continued flight and landing. Refer to Section 10, Cirrus Airframe Parachute System (CAPS) 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. Original Issue 3-6 P/N 13772-005 Section 3 Cirrus Design Emergency Procedures SR22T • 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 Original Issue Cirrus Design Section 3 SR22T Emergency Procedures P/N 13772-005 3-7 P/N 13772-005 3-7 Airspeeds for Emergency Operations Maneuvering Speed: 3600 lb .............................................................................140 KIAS Best Glide: All Weights ......................................................................... 92 KIAS Emergency Landing (Engine-out): Flaps Up............................................................................. 90 KIAS Flaps 50% .......................................................................... 85 KIAS Flaps 100% ........................................................................ 80 KIAS Original Issue 3-8 P/N 13772-005 Section 3 Cirrus Design Emergency Procedures SR22T 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 the engine fails immediately after becoming airborne, abort on the runway if possible. In most cases, when the engine fails below 500 feet AGL, the landing should be made straight ahead, turning only to avoid obstructions. In such a case, lower the nose to maintain airspeed and establish a glide attitude. If the engine fails between 500 feet and 2000 feet AGL, CAPS activation most likely is the safest option. After establishing a glide for landing or activating CAPS, perform as many of the checklist items as time permits. Original Issue Cirrus Design Section 3 SR22T Emergency Procedures P/N 13772-005 3-9 P/N 13772-005 3-9 Engine Failure In Flight 1. Best Glide Speed ........................................................ ESTABLISH 2. Fuel Selector........................................................ SWITCH TANKS 3. Ignition Switch........................................................ CHECK, BOTH 4. Fuel Pump ........................................................................ BOOST 5. Power Lever......................................................................½ OPEN 6. Mixture ...IDLE CUTOFF then slowly ADVANCE until engine starts If engine does not start: 7. Perform CAPS Deployment or Emergency Landing Without Engine Power checklist, as required. If engine starts: 8. CHTs and Oil Temperature.............. VERIFY within GREEN range, warm engine at partial power if 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, Fuel Selector to OFF, 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, Cirrus Airframe Parachute System (CAPS) for CAPS deployment scenarios and landing considerations. Excessive engine cooling may be experienced during long descents resulting in low engine oil and cylinder head temperatures. This may result in the engine not accelerating properly when power is reapplied. If oil or cylinder head temperatures are excessively low then the engine should be operated at partial power until the temperatures are sufficient for full power operation. Original Issue 3-10 P/N 13772-005 Section 3 Cirrus Design Emergency Procedures SR22T Possible Engine Failure Causes Improper Fuel Management: If the engine failure cause is determined to be improper fuel management, turn off Fuel Pump and resume fight. Engine Driven Fuel Pump Failure: If fuel management is correct, failure of the engine driven fuel pump or a clogged fuel filter is probable. An engine driven fuel pump failure is probable when engine will only operate with fuel pump on HIGH BOOST/PRIME. Reduce power to 75% or less and land as soon as practical. Do not set the mixture too rich for descent or landing. Improper Mixture Setting: If fuel management is correct and the engine driven fuel pump is functioning properly, it is possible the mixture is either too lean or too rich. Possible over rich conditions: • Very low power settings at high altitude and rich mixture. • Very low power settings with the fuel pump on and rich mixture. • Severe induction system blockage, leakage, or turbo failure and rich mixture. Possible over lean conditions: • Advancing the throttle from a lean condition before enriching the mixture • HIGH BOOST/PRIME switched off from a lean condition before enriching the mixture. • Vapor in fuel line (likely to happen in very hot ambient conditions at altitude). • High altitude descent in lean condition with no corresponding throttle or mixture change. Original Issue Cirrus Design Section 3 SR22T Emergency Procedures P/N 13772-005 3-11 P/N 13772-005 3-11 Above 18,000 Feet The manifold pressure should be maintained at or above 15 in.Hg (bottom of the green arc on the manifold pressure gage) when the aircraft is operating above 18,000 feet. If the manifold pressure is reduced below 15 in.Hg and the Power Lever positioned close to or at idle, the engine may cease combustion. Upon advancing the Power Lever, if the wind milling engine does not immediately regain power, the following procedure should be used: 1. Electric Fuel Pump.................................................... LOW BOOST 2. Power Lever...................................................................... ½ OPEN 3. Mixture Control .... FULL RICH, then LEAN until engine starts then slowly advance to FULL RICH 4. Power Lever........................................................... AS REQUIRED 5. Mixture ................................................................... AS REQUIRED 6. Electric Fuel Pump................................................. AS REQUIRED Original Issue 3-12 P/N 13772-005 Section 3 Cirrus Design Emergency Procedures SR22T Airstart Engine Airstart 1. Bat Master Switches ................................................................. ON 2. Power Lever ............................................................ OPEN ½ INCH 3. Mixture ................................................................ RICH, AS REQ’D 4. Fuel Selector ........................................................ SWITCH TANKS 5. Ignition Switch .......................................................................BOTH 6. Fuel Pump.......................................................................... BOOST 7. Alt Master Switches .................................................................OFF 8. Starter (Propeller not Windmilling) .................................. ENGAGE 9. Power Lever .......................................................slowly INCREASE 10. Alt Master Switches .................................................................. ON 11. CHTs and Oil Temperature..............VERIFY within GREEN range, warm engine at partial power if required. 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. Original Issue Cirrus Design Section 3 SR22T Emergency Procedures P/N 13772-005 3-13 P/N 13772-005 3-13 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 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) Original Issue 3-14 P/N 13772-005 Section 3 Cirrus Design Emergency Procedures SR22T 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 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 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 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 at