FLIGHT OPERATIONS MANUAL CIRRUS PERSPECTIVE AVIONICS - PILOT EDITION

International Border Operations .................................................... 2-21 Incident and Accident Procedures (U.S. Only) ............................. 2-23 Aircraft Incident and Accident Report ........................................... 2-24 Section 3 Standard Operating Procedures ................................................... 3-1 General ........................................................................................... 3-1 Single Pilot Resource Management................................................ 3-2 Checklist Philosophy ....................................................................... 3-5 Pre-Flight Inspection ....................................................................... 3-7 Before Engine Start....................................................................... 3-21 Engine Start .................................................................................. 3-23 Before Taxi.................................................................................... 3-27 Taxi-Out ........................................................................................ 3-29 Before Takeoff .............................................................................. 3-32 Takeoff Briefing ............................................................................. 3-37 Normal Takeoff ............................................................................. 3-38 Short-Field Takeoff ....................................................................... 3-42 Soft-Field Takeoff.......................................................................... 3-45 Crosswind Takeoff Technique ...................................................... 3-46 Feb 2013 TOC-2 P/N 23020-003 Cirrus Perspective Flight Operations Manual Table of Contents Table of Contents Enroute Climb ...............................................................................3-47 Cruise ............................................................................................3-52 Icing Conditions (FIKI)...................................................................3-54 Descent .........................................................................................3-57 Before Landing and Traffic Pattern ...............................................3-60 Stabilized Approach Definition ......................................................3-64 Instrument Approach Procedures .................................................3-66 Precision Approach Procedure .....................................................3-68 Nonprecision Approach Procedure ...............................................3-73 Go-Around.....................................................................................3-78 Approach and Landing Speeds .....................................................3-81 Normal Landing .............................................................................3-82 Short-Field Landing .......................................................................3-84 Soft-Field Landing .........................................................................3-85 Crosswind Landing........................................................................3-86 Reduced Flap Landings (0% and 50%) ........................................3-87 Icing Landing Procedure ...............................................................3-88 After Landing .................................................................................3-90 Arrival and Engine Shutdown ........................................................3-92 Section 4 Emergency & Abnormal Procedures ............................................4-1 General ...........................................................................................4-1 Checklist Usage for Abnormal Procedures .....................................4-1 Checklist Usage for Emergency Procedures ..................................4-1 CAPS Deployment ..........................................................................4-2 Emergency Descent ........................................................................4-7 Engine Malfunctions Overview ........................................................4-9 Engine Failure In Flight .................................................................4-10 Emergency Landing Without Engine Power..................................4-14 Unexplained Loss of Manifold Pressure........................................4-17 Engine Roughness or Partial Power Loss.....................................4-20 Loss of Oil Pressure ......................................................................4-22 Engine Fire In Flight ......................................................................4-24 Electrical Malfunctions Overview ..................................................4-27 Alternator 1 and 2 Failures ............................................................4-28 Electrical Fire (Cabin Fire In Flight)...............................................4-30 Feb 2013 P/N 23020-003 TOC-3 Cirrus Perspective Flight Operations Manual Table of Contents Table of Contents Integrated Avionics Malfunctions Overview ..................................4-32 PFD Display Failure and Reversionary Mode ............................... 4-34 Air Data Computer Failure ............................................................4-36 AHRS Failure ................................................................................ 4-38 GIA Failure .................................................................................... 4-40 Loss of GPS Integrity .................................................................... 4-41 Other Emergency Procedures Overview ...................................... 4-42 Unusual Attitudes .......................................................................... 4-42 Inadvertent Flight into IMC ............................................................4-44 Flap Malfunction............................................................................ 4-46 Oxygen System Malfunction ......................................................... 4-47 Power Lever Linkage Failure ........................................................ 4-49 Loss of Brake Pressure................................................................. 4-51 Open Door .................................................................................... 4-53 Section 5 Maneuvers.......................................................................................5-1 General ........................................................................................... 5-1 Steep Turns (Private and Commercial)........................................... 5-2 Steep Spirals (Commercial) ............................................................ 5-4 Chandelle (Commercial) ................................................................. 5-7 Lazy Eights (Commercial) ............................................................. 5-10 Maneuvering during Slow Flight.................................................... 5-14 Power-Off Stalls ............................................................................ 5-16 Power-On Stalls ............................................................................ 5-18 Autopilot Stall Recognition ............................................................5-20 Ground Reference Maneuvers...................................................... 5-22 Rectangular Course (Private) ....................................................... 5-23 S-Turns (Private)........................................................................... 5-25 Turns Around a Point (Private) .....................................................5-27 Eight On Pylons (Commercial)...................................................... 5-29 Section 6 Performance ................................................................................... 6-1 General ........................................................................................... 6-1 Section 7 Limitations ...................................................................................... 7-1 Feb 2013 TOC-4 P/N 23020-003 Cirrus Perspective Flight Operations Manual Table of Contents Table of Contents General ...........................................................................................7-1 Feb 2013 Cirrus Perspective Flight Operations Manual Section 1 Introduction P/N 23020-003 1-1 Section 1 Introduction General Reference Materials The following references supplement the content of this publication: • Federal Aviation Regulations (FARs) or governing regulations, as applicable, • Aeronautical Information Manual (AIM), • FAA Approved Airplane Flight Manual (AFM) and Pilot’s Operating Handbook (POH), • FAA Handbook of Aeronautical Knowledge and Airplane Flying Handbook, • Advisory Circulars, • Cirrus Aircraft Envelope of Safety, • Cirrus Syllabus Suite, • Avionics Pilot Guides and Manuals, • Aircraft Maintenance Manual, Feb 2013 1-2 P/N 23020-003 Flight Operations Manual Cirrus Perspective Introduction Section 1 Terms and Abbreviations The following terms and abbreviations will be referenced in this manual. AP Autopilot ATC Air Traffic Control CAS Crew Alert System DA Decision Altitude ETA Estimated Time of Arrival ETE Estimated Time Enroute FAA Federal Aviation Administration FAF Final Approach Fix FIKI Flight Into Known Ice FITS FAA Industry Training Standards FMS Flight Management System GPH Gallons Per Hour GNS Global Navigation System GS Glide-slope Hg Mercury IAF Initial Approach Fix IAP Instrument Approach Procedure LNAV Lateral Navigation LPV Localizer Performance with Vertical Guidance MAP Missed Approach Point MDA Minimum Descent Altitude MFD Multi Function Display MP Manifold Pressure NAS National Airspace System NH No Hazard Anti-Ice System PFD Primary Flight Display Feb 2013 Cirrus Perspective Flight Operations Manual Section 1 Introduction P/N 23020-003 1-3 PIC Pilot in Command RPM Revolutions Per Minute SRM Single Pilot Resource Management VNAV Vertical Navigation VTF Vectors to Final WAAS Wide Area Augmentation System SR20 Cirrus SR20 equipped with Cirrus Perspective avionics SR22 Cirrus SR22 with normally-aspirated engine equipped with Cirrus Perspective avionics. SR22 may also represent SR22, SR22TN, SR22T, and SR22 G5 aircraft when SR22TN or SR22T is not distinctively noted. SR22TN Cirrus SR22 with Tornado Alley Turbonormalized engine equipped with Cirrus Perspective avionics. SR22T Cirrus SR22T with TCM Turbocharged engine equipped with Cirrus Perspective avionics. SR22T may also represent SR22T G5 aircraft when SR22T G5 is not distinctively noted. SR22 G5 Cirrus SR22 G5 equipped with Cirrus Perspective avionics and a maximum certified takeoff weight of 3600 pounds. SR22 G5 may also represent SR22T G5 when SR22TG5 is not destinctively noted. SR22T G5 Cirrus SR22T G5 equipped with Cirrus Perspective avionics with a maximum certified takeoff weight of 3600 pounds. Feb 2013 1-4 P/N 23020-003 Flight Operations Manual Cirrus Perspective Introduction Section 1 Contact Information Flight Training Department .............................................. 800.921.2737 training@cirrusaircraft.com Sales Department............................................................ 888.750.9927 info@cirrusaircraft.com Air Safety and Maintenance Hot line ............................... 800.921.2737 218.788.3400 CSIP or Training Center Inquiries csip@cirrusaircraft.com Flight Training and Operations... 218.788.3873Flight Training Network, CSIP and CTC .............................. 218.788.3882Flight Scheduling 218.788.3217Public Relations .................................. 218.788.3302 Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-1 Section 2 General Operating Procedures General This section should be used as a supplement for the planning and execution of all flights in Cirrus aircraft. Although an excellent resource, this information will not guarantee a safe flight. Minimizing flight risk requires sound judgment and sensible operating practices. Safety of flight ultimately depends upon the decisions made by you, the pilot. Safe flights should be conducted in accordance with regulations, ATC clearances, personal capabilities, and the aircraft operating limitations described in the FAA Approved Airplane Flight Manual and Pilot’s Operating Handbook (POH). For operations outside the United States, refer to the appropriate regulations for that country. This publication should be in the pilot's possession during all flight operations. Feb 2013 2-2 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Pilot Qualification and Training The pilot in command of any Cirrus aircraft is responsible for its safe operation. It is recommended that all pilots operate in accordance with the policies and procedures prescribed within this publication. In no case does this document relieve the pilot in command from the responsibility of making safe decisions regarding the operation of the aircraft. Initial Training Cirrus pilots should satisfactorily complete the Cirrus Transition Training Course, Advanced Transition Training Course, Avionics Differences, Airframe and Power Plant Differences, or the Cirrus Standardized Instructor Pilot (CSIP) course prior to acting as pilot in command of a Cirrus aircraft. • Note • Instrument rated pilots should complete an instrument proficiency check (IPC) prior to flying in IMC. • Additional Qualification and Differences Training Cirrus pilots should complete differences training when changing airframes, power plants, avionics, or other features that require an additional qualification. Differences training can be accomplished with a Cirrus Factory Instructor, Cirrus Training Center (CTC), or Cirrus Standardized Instructor Pilot (CSIP). Differences training emphasizes changes to equipment or capability and is designed for proficient pilots who have previously completed initial transition training. Differences courses fall into two categories: Airframe and Power plant • SR22/SR20 Differences, • Turbo Differences, • Online Icing Awareness Training. Avionics • Avidyne Entegra Differences, • Cirrus Perspective Differences. Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-3 Recurrent Training Cirrus pilots should complete recurrent training at a Cirrus Training Center (CTC) or with a Cirrus Standardized Instructor Pilot (CSIP) under the guidance found in the Cirrus Syllabus Suite. Recurrent training emphasizes aeronautical decision making, risk management, and airmanship, which leads to increased proficiency. The recurrent training program provides an opportunity to meet the requirements of a biennial flight review or instrument proficiency check. • Note • Instrument rated pilots should complete an instrument proficiency check every six months. Pilot Qualification and Training for Flight Into Known Icing Conditions The PIC must successfully complete the Cirrus Icing Awareness Course or a Cirrus Aircraft approved equivalent training course within 24 months prior to flight into forecast or known icing conditions. The Cirrus Icing Awareness Course can be purchased at www.cirrusconnection.com. Cirrus Accepted Syllabi Training syllabi designated with the “Cirrus Accepted” logo have been reviewed and accepted by the Cirrus Flight Standards department for use in Cirrus Training. Training Resources Cirrus Training Portal Cirrus pilots can find a wealth of information regarding aircraft and avionics operation, abnormal and emergency procedures, training resources, online courses, and other software at http:// training.cirrusaircraft.com. Cirrus Owners and Pilots Association Cirrus Owners and Pilots Association (COPA) is an organization that welcomes the membership of Cirrus owners, pilots, and enthusiasts with an interest in aviation and Cirrus aircraft issues and events. Three main training and safety related events provided by COPA are the Feb 2013 2-4 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Cirrus Pilot Proficiency Program (CPPP), the Critical Decision Making (CDM) seminar, and the Partner In Command (PIC) seminar. • The CPPP is designed to expose Cirrus pilots to situations they may encounter while operating their aircraft. Topics such as weather, accident review, advanced avionics, emergency procedures, and engine management are discussed and applied during a CPPP. • The CDM seminar is a facilitated interactive hangar-flying session where the group looks at general aviation and Cirrus accident statistics, reviews case studies of Cirrus accidents, and participates in the reenactment of an actual accident. • The PIC seminar has been designed to give frequent Cirrus passengers more knowledge regarding safety system operations in the unlikely event that the pilot in command should become incapacitated. Procedures include using basic radio communication and CAPS activation. The PIC seminar is provided by both Cirrus Aircraft and COPA. CPPP, CDM, and PIC schedules and information can be found on the COPA web site at www.cirruspilots.org. Medical Certificates In order to exercise the privileges of a private pilot certificate the pilot must hold a third class medical certificate, which is valid for 24 months from the date of issue (60 months if the person is under 40.) In order to exercise the privileges of a commercial pilot certificate a pilot must hold and maintain a second-class medical certificate, which is valid for 12 calendar months from the date of issue. Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-5 Personal Minimums and Risk Assessment Cirrus pilots will regularly assess their recent flight experience, training, and pilot certification to develop personal minimums for wind, ceiling and visibility, and instrument approach minimums. Use Figures 2.1 and 2.2 on the following pages to aid in this process. Guidelines for Personal Weather Minimums Use the guidance matrix, Firgure 2.1, to establish your risk category. Pilots should re-evaluate their risk category on a quarterly basis or any time a major milestone occurs. Apply this category to the recommended personal minimums found in the Envelope of Safety, Figure 2.2. Envelope of Safety The Envelope of Safety, Figure 2.2, describes recommended personal minimums for wind, ceiling, and visibility based on the pilot’s risk category, time of day, and pilot rating. These minimums are followed by company pilots at Cirrus Aircraft. Takeoff and Landing Wind Proficiency A Cirrus pilot should not attempt to takeoff or land when the wind speed and crosswind component exceed the individual's capabilities. • Note • Cirrus pilots should use caution when attempting to takeoff or land in wind conditions with which they are not experienced. When taking off or landing on ice-covered runways (braking action reported POOR), the crosswind component should not exceed 50% of the aircraft's demonstrated crosswind component. Use extreme caution during takeoff and landing when the wind exceeds 25 knots or the gust factor exceeds 10 knots. Land into the wind whenever possible during normal operations. When the airport layout or the type of operation requires landing with a tailwind - for example, an ILS approach - up to a 10 knot tailwind component is allowed per the Performance Section of the Pilot’s Operating Handbook. Feb 2013 2-6 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Figure 2-1 Guidance for Establishing Personal Weather Minimums 1 2 3 4 5 Your Rating Certificate Held ATP or CFI Commercial w/instrument Private w/instrument Private Pilot Pilot Mishap Last 24 months Incident Accident Hours logged last 12 months 200 150-200 100-150 50-150 <50 Hours in Cirrus last 90 days 50 35-50 25-35 10-25 <10 Total Time 2000 1000-2000 750-1000 500-750 <500 Cirrus Landings last 30 days 10 6 -9 3-5 1-2 0 Total ႕13 14-22 ႖ဆဇ 1 2 3 4 5 Your Rang >35 25--35 10-25 <5 Yes No Total ႕7 8-18 ႖စဓ Guidance for Establishing Personal Weather Minimums General Flight Guidelines Instrument Flight Guidelines > > > Recieved avionics specific IFR training from CSIP/CTC Category Not Applicable for pilots in first 100 hours of aircraft operation. > 5-10 >3 Instrument Approaches with use of Autopilot last 90 days Hand-flown Instrument Approaches last 90 days Simulated/Actual instrument hours in Cirrus in last 90 days >4 >2 1-3 <1 1-4 1 0 0 Pilot Category Pilot Category Years Actively Flying (Maintained FAA req. currency) >10 6-10 2-5 Last Recurrent Training Event <6 months 6mo-12mo 12mo-24mo Age: Add 2 pts for 65 years or older Time to Achieve Private Pilot: Add 2 pts for 100+ hours Time to Complete Transition Training: Add 2 pts for 30+ hours Crew: Subtract 1 pt for flying with licensed pilot Training: Add 2 pts for not completing Cirrus Transition Training Crew: Subtract 1 pt for flying with licensed pilot Training: Subtract 2 pts for completing avionics specific IPC from CSIP/CTC in last 12 months. Years Actively Flying IFR (Maintained FAA req. currency) Hours flown IFR last 90 days >5 <1 <2 1-5 Solo Student Pilot Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-7 Figure 2-2 Envelope of Safety IFR Minimums Press “ENT” or ri ghtmost softkey to acknowled ge ENVE LOPE OF SAFET Y: KNOW YOUR LIMITS Current Pilot Capability Category VFR Minimums Wind Limit Wind: 20 kts X-wind: 10 kts Max Gust: 10 kts 3000’ CEILINGS 10 SM VISIBILITY 5000’ CEILINGS 10 SM VISIBILITY Day Day Night 3000’ CEILINGS 5 SM VISIBILITY Wind: 35 kts X-wind: 20 kts Max Gust: 15 kts 5000’ CEILINGS 10 SM VISIBILITY Day Night Wind: 15 kts X-wind: 5 kts Max Gust: 5 kts 5000’ CEILINGS 10 SM VISIBILITY 5000’ CEILINGS 10 SM VISIBILITY Night Current Pilot Capability Category 1500’ / 3 SM Current Reported Weather +500’ / +1 SM Above Published Approach Minimums Published Approach Minimums General Flight Minimums Instrument Flight Minimums ICING CONDITIONS Flight Into Icing Conditions Is Hazardous Refer to Airplane Flight Manual Limitations Visit www.cirrusaircraft.com/knowyourlimits to precisely determine your Pilot Capability Category Flying within the Envelope of Safety will not guarantee a safe flight. Pilots must comply with FARs, exercise sound judgement, and maintain a high level of flying proficiency in order to minimize the risks associated with flight. NIGHT OPERATIONS Decrease wind limits by 5 kts Increase vigilence when conducting Instrument Approach Procedures Day Cirrus Aircraft company pilots comply with and endorse this Envelope of Safety. s Envelope of Safe ty. sese thi p comp dndoror pmp y pany p ee thth ndnd w ots c rcraf Cirrus Infrequent Flyer Average Pilot Elite Aviator General •12-24 mo. since last training •<50 hrs last 12 mo •10 hrs last 90 days Instrument •<5 IFR hrs last 90 days •<1hr IMC/ last 90 days •No approaches last 90 days General •6-12 mo. since last training •100-150 hrs last 12 mo •25-35 hrs last 90 days Instrument •10-25 IFR hrs last 90 days •1-3 hrs IMC/ last 90 days •1-4 AP approaches last 90 days •1 Non-AP approach last 90 days General •<6 mo. since last training •>200 hrs last 12 mo •>50 hrs last 90 days Instrument •>35 IFR hrs last 90 days •>3 hrs IMC/ last 90 days •>4 AP approaches last 90 days •>2 Non-AP approach last 90 days Current & Proficient Feb 2013 2-8 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Currency Requirements VFR Cirrus pilots should maintain VFR currency by completing each of the following items in a Cirrus aircraft: • The Cirrus Transition Training course, • 3 takeoffs and 3 landings to a full stop within the previous 60 days, • 10 hours as the PIC within the previous 60 days, • The training events outlined in the Cirrus Syllabus Suite. Cirrus pilots should fly with a Training Center Instructor (TCI) or with a CSIP to meet the flight currency requirement if currency lapses. Completion of training events outlined in the Cirrus Syllabus Suite will also restore flight currency. IFR Cirrus pilots should maintain IFR currency by completing each of the following items in a Cirrus aircraft: • VFR currency requirements, • An IPC with CTC instructor or a CSIP within the previous 6 months, • 3 instrument approaches in actual or simulated instrument conditions within the previous 60 days. • For low-IMC currency, demonstrate the ability to execute an instrument approach to minimums within the previous 60 days. • Note • Initial low-IMC currency should be obtained with a TCI or a CSIP. Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-9 Pilot Duty and Rest Period Duty Time and Rest Pilots should avoid a duty period greater than 14 hours, including a maximum of 8 hours of flight instruction. A pilot should have a 10 hour rest period prior to flying the following day. Pilots should consider non- flight related working-periods as duty time. Physiological Considerations Intoxicants A pilot should not consume alcohol or other intoxicants within 12 hours prior to flying and should always consider the lasting effects of alcohol the following day. Blood Donations A pilot should not operate an aircraft within 72 hours after a blood donation or transfusion due to temporary lowering of oxygen carrying capacity of blood following a blood donation or transfusion. Scuba Diving A pilot or passenger who intends to fly after scuba diving should allow the body sufficient time to rid itself of excess nitrogen absorbed during the dive. The recommended wait times are as follows: • Wait 12 hours - if flight will be below 8,000 feet pressure altitude and dive did not require a controlled ascent. • Wait 24 hours - if flight will be above 8,000 feet pressure altitude or dive required a controlled ascent. Supplemental Oxygen Pilots are encouraged to utilize supplemental oxygen when operating aircraft above 10,000 feet MSL during the day or above 5000 feet MSL during night time per AIM recommendations. Reference 14 CFR 91..211 for regulatory oxygen requirements. Feb 2013 2-10 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Aircraft Maintenance and Airworthiness Cirrus aircraft owners and operators are to maintain their aircraft in accordance with the Instructions for Continued Airworthiness found in the Airplane Maintenance Manual. Aircraft maintenance should be completed at a Cirrus Authorized Service Center. There is a worldwide network of Cirrus authorized professionals who are trained to maintain Cirrus aircraft. Cirrus Authorized Service Centers are available for regularly scheduled aircraft maintenance or needed repairs. A complete listing of service centers is available at http://www.cirrusaircraft.com. If a Cirrus aircraft is damaged or encounters mechanical difficulty that is hazardous to flight or ground operations away from home base, the pilot should land as soon as practical and not attempt to takeoff. The pilot should secure the aircraft and contact a Cirrus Authorized Service Center or call the Cirrus Service Hot line 800.279.4322. The purpose of this call is to assist the pilot in analyzing the problem, determine the best solution, and develop a plan of action. Grounding of Aircraft A Cirrus pilot or mechanic has the authority to ground an aircraft anytime it is determined to not be airworthy. Inform other pilots who may fly the aircraft that the aircraft is unairworthy. Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-11 Flight Planning Pilots are encouraged to file VFR or IFR flight plans for all cross- country flights. Pilots should always plan an alternative course of action, whether operating VFR or IFR. The pilot should complete the following flight planning responsibilities: • Determine the best route and altitude considering: winds aloft, freezing levels, cloud bases and tops, turbulence, terrain, airspace and TFRs, • Determine an alternate airport, • Calculate fuel requirements, • Verify aircraft is within weight and balance limitations, • Verify adequate climb performance for departure procedures, • Calculate takeoff and landing distances. Verify runway lengths for intended airports, • File flight plan. Weather Assessment Pilots should determine if the weather conditions exceed their qualifications and capabilities. A decision should be made to postpone the flight if the weather is not acceptable. Flight planning should continue if the weather is acceptable. • Note • To facilitate flight planning, the U.S. Government provides a free Direct User Access Terminal Service (DUATS) for all licensed pilots at www.duats.com or www.duat.com. IFR Alternate Airport Weather Requirements If from 1 hour before to 1 hour after the estimated time of arrival at the destination airport, the weather is forecast to be at least 2,000 foot ceilings and 3 mile visibilities, no alternate is required, though it is important to be familiar with the area in case a diversion is required. If forecasted weather conditions are less than 2,000 feet and 3 miles, an alternate must be filed. A pilot may only include an alternate airport in an IFR flight plan when appropriate weather reports or forecasts, or a combination of them, indicate that, at the estimated time of arrival at the alternate airport, Feb 2013 2-12 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 the ceiling and visibility at that airport will be at or above the following weather minima: • For a precision approach procedure: Ceiling 600 feet and visibility 2 statute miles. • For a Non-precision approach procedure: Ceiling 800 feet and visibility 2 statute miles. If an instrument approach procedure has not been published for the intended destination, the ceiling and visibility minima are those allowing descent from the MEA, approach and landing under basic VFR conditions and an alternate airport must be filed. Fuel Requirements No person may operate an aircraft in IFR conditions unless there is enough fuel (considering weather reports, forecasts, and weather conditions) to: • Complete the flight to the first airport of intended landing, • Fly from that airport to the alternate airport, • Fly after that for 45 minutes at normal cruising speed. No person may begin a flight in an aircraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing (assuming normal cruising speed and fuel burn) and at least an additional 45 minutes beyond that point in either day or night conditions. Minimum Runway Length Cirrus pilots are encouraged to operate using a minimum runway length of 2,500 feet or twice the expected takeoff and/or landing distance, whichever is higher. Cirrus pilots should receive short-field takeoff and landing instruction prior to operating on runways that are shorter than 2,500 feet. Oxygen Equipment Prior to flight, pilots should thoroughly understand and brief passengers on how to use oxygen equipment and on signs of hypoxia. Pulse Oximeter Pilots are encouraged to use a pulse oximeter to monitor oxygen saturation of the blood. Pilots should adjust the flow rate of oxygen to Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-13 maintain a minimum of 90% saturation. If saturation cannot be maintained above 90%, pilots should descend appropriately. Oxygen Cannula Oxygen cannulas may be used at any altitude below 18,000 feet. Users should ensure that breathing is through the nose and not the mouth. Eating or excessive talking may reduce oxygen saturation levels. Oxygen Mask Oxygen masks must be worn above 18,000 feet MSL. Masks should be properly fitted to each individual face prior to flight. Loose-fitting masks or facial hair may reduce the effectiveness of the mask and reduce oxygen saturation levels. Weather Planning A critical factor in a successful flight is the pilot's evaluation of weather conditions. Many weather related accidents are avoidable and could have been prevented during pre-flight if the pilot thoroughly evaluated the weather conditions. The following weather resources will be useful for evaluating the weather: Flight Service Station: .................................................. 800-WX-BRIEF Aviation Weather Center ............................... www.aviationweather.gov FlightPlan.com............................................................. www.fltplan.com ForeFlight ................................................................ www.foreflight.com National Weather Service....................................... www.nws.noaa.gov The go/no-go decisions and the route to the intended destination depend greatly on the weather at the departure airport, along the route, and at the destination. The pilot's ability to interpret and understand aviation weather is critical to the safety of flight. Follow the steps below when assessing the weather for every flight. Overview The first step to understanding the weather conditions along the intended route is to assess the big picture. The pilot should become familiar with pressure systems, frontal systems, precipitation, areas of marginal VFR and IFR conditions, and areas of icing and turbulence. Available weather products include: • Surface analysis chart, • Weather radar, Feb 2013 2-14 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 • Satellite imagery. Hazards to Flight The second step is to identify any potential hazards for the intended flight. The pilot should become familiar with areas of marginal VFR and IFR conditions, convective activity, and areas of icing and turbulence. Available weather products include: • Weather depiction chart, • AIRMETs, SIGMETs and Convective SIGMETs, • Weather radar, • Pilot reports, • Area forecast, • Current and forecasted icing potential. Current Observations The third step is to become familiar with the current observations along the intended flight. Current weather observations within 50 miles of the departure, intended route and destination airport should be analyzed. Available weather products include: • METARs, • Pilot reports. Forecasted Weather The fourth step is to understand what the weather is expected to do during your flight. Evaluate the weather +/- 2 hours from your estimated time of arrival at the destination and planned alternate. Available weather products include: • TAFs, • Area forecast, • Prognostic charts, • Winds and temperature aloft, • AIRMETs, SIGMETs and Convective SIGMETs. NOTAMS The fifth step is to become aware of any NOTAMs that may affect the flight. Pay close attention to any TFRs that may interfere with your route. Thunderstorm Flying Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-15 Never regard a thunderstorm lightly, even when radar observations report that echoes are of light intensity. Avoiding thunderstorms is the best policy. The following are some Do’s and Don'ts of thunderstorm avoidance: • Don't land or takeoff in the face of an approaching thunderstorm. A sudden gust front or low level turbulence could cause loss of control. • Don't attempt to fly under a thunderstorm even if you can see through to the other side. Turbulence and wind shear under the storm could be disastrous. • Don't trust the visual appearance to be a reliable indicator of the turbulence inside a thunderstorm. • Do avoid by at least 20 miles any thunderstorm identified as severe or giving an intense radar echo. This is especially true under the anvil of a large cumulonimbus cloud. • Do circumnavigate the entire area if the area has 6/10 thunderstorm coverage. • Do remember that vivid and frequent lightning indicates the existence of a strong thunderstorm. Regard as extremely hazardous any thunderstorm with tops 35,000 feet or higher, whether the top is visually sighted or determined by radar. Temperature Minimums Flight training operations should not be conducted when the outside air temperature falls below -20 degrees Fahrenheit. Cirrus aircraft should be pre-heated if exposed to ground temperatures below 20 degrees Fahrenheit for more than two hours. Do not operate the engine at speeds above 1700 RPM unless oil temperature is 75 degrees Fahrenheit or higher and oil pressure is within specified limits of 30-60 PSI. When oil temperature has reached 100 degrees Fahrenheit and oil pressure does not exceed 60 PSI at 2500 RPM, the engine has been warmed sufficiently to accept full rated power. Operations in Icing Conditions • Caution • Flight into icing conditions is hazardous. Refer to the airplane flight manual for limitations. Feb 2013 2-16 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 A pilot is prohibited from taking off in an aircraft that has frost, snow, slush, or ice adhering to any external surface. Icing can be expected when flying in visible moisture, such as rain, snow, or clouds, and the temperature of the aircraft is below freezing. If icing is detected, a pilot should turn on all available anti-icing equipment and do one of two things to exit the icing condition: get out of the area of visible moisture, or go to an altitude where the temperature is above freezing. The warmer altitude may not always be a lower altitude. Proper pre-flight action includes obtaining information on the freezing levels. Report icing to ATC and request new routing or new altitude if icing is encountered. Cirrus aircraft that are certified for Flight Into Known Icing (FIKI) conditions must operate within criteria defined by FAR Part 25, Appendix C. These conditions do not include, nor were tests conducted in all icing conditions that may be encountered such as freezing rain, freezing drizzle, mixed conditions, or conditions defined as severe. Flight in these conditions must be avoided. Some icing conditions not defined in FAR Part 25 have the potential of producing hazardous ice accumulations, which exceed the capabilities of the airplane’s anti-ice system, and/or create unacceptable airplane performance including loss of control. Pilots who encounter icing conditions that are outside the FAR defined conditions should divert the flight promptly. Inadvertent operation in these conditions may be detected by unusually extensive ice accumulated on the airframe in areas not normally observed to collect ice. If the airplane encounters conditions that are determined to contain freezing rain or freezing drizzle, immediately exit the freezing rain or freezing drizzle conditions by changing altitude, turning back, or even continuing on the same course if clear air is known to be immediately ahead. Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-17 Flight Considerations Turns after Takeoff The recommended turn altitude after takeoff is a minimum of 400 feet AGL, unless obstacle departure procedures or ATC instructions dictate otherwise. When cleared to fly runway heading, pilots should maintain the heading that corresponds with the extended center line of the departure runway until otherwise directed by ATC. Drift correction should not be applied: i.e., Runway 04, with an actual magnetic heading of the runway center line being 044 degrees, fly 044 degrees. Noise Abatement When operating out of noise sensitive airports pilots are encouraged to follow local noise abatement procedures and consider an RPM reduction from 2700 RPM to 2500 RPM during the climb if necessary and safe. A power reduction in an SR22T has little effect on outside noise levels and is not necessary for noise abatement. Weather Status Pilots should monitor the weather along the route and destination airport for deteriorating conditions using onboard weather resources and ground based weather resources. En route Flight Advisory Service (EFAS), Flight Watch, is generally available on 122.0 anywhere in the contiguous United States. A diversion may be necessary if the weather deteriorates beyond the pilot's qualifications or capabilities. Aircraft Systems Status Pilots should monitor the flight, engine and system parameters throughout the flight. Verify adequate fuel remains to reach the intended destination and switch fuel tanks as required to maintain within maximum fuel imbalance requirements. Pilot Status Pilots should monitor fatigue and stress levels during the flight. A diversion may be necessary if the pilot has any reason to believe the flight can not be completed safely. Manage cockpit workload according the procedures described in Section 3 of this manual. Pilots flying above 10,000 MSL should monitor oxygen saturation levels with a Feb 2013 2-18 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 pulse oxymeter frequently. Adjust oxygen flow rates or altitude to maintain oxygen saturation levels above 90% Post Flight Inspection Pilots are encouraged to conduct an abbreviated inspection after each flight in order to identify maintenance issues that may have occurred during flight. A post flight inspection may allow the pilot to identify and resolve any AOG maintenance issues and reduce aircraft downtime. Pilots should pay attention to the following items during a post flight inspection: 1. Main landing gear ............................................................... Inspect Inspect the brake temperature sticker and general tire condition. Verify there are no brake fluid leaks. 2. Leading edge surfaces........................................................ Inspect Inspect for signs of impact or damage from a possible bird strike. 3. Upper and lower fuselage ................................................... Inspect Inspect for signs of excessive oil leak, and condition of external antennas. Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-19 Flight Safety In addition to the operating limitations specific to each aircraft type, the following actions are not recommended: • Parachuting activities, • Hand propped engine starts, • Flight below 500' AGL except for takeoff and landing, • Flight over water beyond the safe gliding distance of land is not recommended. • Note • Pilots should ensure that adequate survival gear is readily accessible if flight over water beyond the safe gliding distance to land is required. Sterile Cabin During sterile cabin operations all distractions such as music, non- flight related activities, and unnecessary communication with passengers should be minimized. A sterile cabin should be observed during departure, arrival, and abnormal/emergency operations. Smoking Smoking is prohibited inside or near aircraft, hangars, and ramp areas. It is the responsibility of the pilot to ensure that passengers comply with these restrictions. Collision Avoidance The pilot shall maintain vigilance for other aircraft and use all resources available to avoid any situation which could result in a collision. Pilots are encouraged to file an IFR flight plan or request traffic advisories or flight following when operating in a radar environment. Passenger Flight Briefing The pilot shall provide a safety briefing, referencing the Passenger Briefing Card, to all passengers prior to each flight. The briefing shall provide instructions for the following: • CAPS procedures in the event of a pilot incapacitation, • Seat belts, Feb 2013 2-20 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 • Exits, • Safety equipment on the aircraft, • Sterile cabin procedures. Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-21 International Border Operations Pre-Flight • Appropriate charts and flight supplements Personal Documentation • Pilot certificate with “English Proficient” endorsement, • Medical certificate, • FCC Restricted Radiotelephone Operator Permit, • Proof of citizenship, • Passport, • Resident alien ID Card (if required), • Other Visa documentation as required, • Notarized letter authorizing children to fly (if accompanied by only one parent). Aircraft Documentation • Airworthiness certificate, • Registration certificate (not temporary registration certificate), • Operating limitations (approved aircraft flight manual), • Weight and balance information, • FCC Aircraft Radio Station License, • Proof of liability insurance for the specific country, • U.S. Customs Annual User Fee Decal (Form 339A), • FAA Form 337 (U.S. aircraft only) or STC documentation if fuel tanks have been added in baggage or passenger compartments, • Experimental Aircraft - Standardized Validation (for operations in Canada) or Special Flight Authorization (for operations in U.S.). Crossing the United States and Canadian Border Departure • Provide passenger manifest to U.S. Customs using Electronic Advance Passenger Information System (eAPIS) at least 1 hour prior to departing from or arriving in the United States, Feb 2013 2-22 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 • https://eapis.cbp.dhs.gov, • Give advance notification to Customs, • U.S. to Canada - contact CANPASS no less than 2 hours before and no more than 48 hours before arrival at 888- CAN-PASS (226-7277), • Canada to U.S. - telephone Customs office at airport of entry no less than 1 hour and no more then 23 hours before arrival; enter ADCUS in Remarks block of flight plan form, • File and activate a VFR or IFR flight plan, • Advise Customs if any change in ETA at airport of entry via ATC/ FSS while in flight, and get the badge number and name of the Customs official that ATC/FSS is communicating with. Arrival • Make first landing at an airport of entry (AOE), • Taxi to the Customs area on ramp, • In the U.S. - Arrive at the destination at or within 15 minutes of your planned ETA. Wait in the aircraft for the Customs official to motion you out of aircraft, • In Canada - if not met, find a telephone and call 888-CAN- PASS, follow directions from Customs official, obtain arrival report number, • If inspected, present documentation as required, fill out any declaration forms and pay appropriate duties and taxes, • Close your flight plan. Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-23 Incident and Accident Procedures (U.S. Only) Pilots shall immediately notify the nearest National Transportation Safety Board field office if an aircraft incident or accident occurs as defined in NTSB Part 830. The proper law enforcement agency and/or search and rescue shall be notified if necessary. The pilot should complete the Aircraft Accident and Incident Report, found in this section, after any incident or accident. The pilot should not discuss the circumstances with anyone not involved with the investigation. Emergency Landing If a Cirrus aircraft makes an emergency landing at a site not designated as an airport, the pilot should not attempt to takeoff, but should immediately contact the proper authorities. Aircraft Incident and Accident Notification An Aircraft Incident and Accident Report should be completed by the pilot any time a Cirrus aircraft sustains any damage or is involved in an incident or accident. The information may be useful in a future investigation. The report form is found in this manual. NTSB Field Offices Eastern Region Atlanta, GA ......................................................................404-562-1666 Miami, FL.........................................................................305-597-4610 Ashburn, VA ....................................................................571-223-3930 Central Region Chicago, IL ......................................................................630-377-8177 Denver, CO......................................................................303-373-3500 Arlington, TX....................................................................817-652-7800 Western Region Seattle, WA......................................................................206-870-2200 Gardena, CA ...................................................................310-380-5660 Alaska Region Anchorage, AK ................................................................907-271-5001 Feb 2013 2-24 P/N 23020-003 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Aircraft Incident and Accident Report Date of accident:_____________Time: ________________________ Pilot's Name: _______________Phone No:_____________________ Owner and/or Operator: ____________________________________ Aircraft Type:________________ N#: _________________________ Type of Event (circle one): Accident Incident Damage Last point of departure: ____________________________________ Point of intended landing: ___________________________________ Position of aircraft in reference to an easily defined geographical point: _______________________________________________________ _______________________________________________________ Number of persons aboard: _____ Fatalities: ____ Injured:_________ Description of injuries: (if applicable):__________________________ _______________________________________________________ _______________________________________________________ Names of passengers: _____________________________________ _______________________________________________________ _______________________________________________________ Weather conditions (attach weather print-off if available): Wind Direction: ______________Wind Velocity:__________________ Visibility: ___________________Sky Condition:__________________ Temp/Dew point: _____________Altimeter Setting:________________ Other___________________________________________________ Eye Witnesses: Name Phone Number 1._________________________ ___________________________ 2._________________________ ___________________________ 3._________________________ ___________________________ Feb 2013 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P/N 23020-003 2-25 Damage to Aircraft/Property (If yes, explain): ___________________ ______________________________________________________ ______________________________________________________ Description of any dangerous cargo:__________________________ ______________________________________________________ ______________________________________________________ Detailed explanation of incident, accident, or damage: ____________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ ______________________________________________________ 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_______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ _______________________________________________________ Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-1 Section 3 Standard Operating Procedures General The Standard Operating Procedures section describes the recommended procedures when operating a Cirrus aircraft during visual and instrument conditions. This information should serve as a framework for aircraft and avionics management. These standard operating procedures were developed by and are used by professional pilots and flight instructors at Cirrus Aircraft. The procedures outlined are considered the best operating practices while flying Cirrus aircraft; however, these procedures may not be inclusive to all variables encountered in the national airspace system. Cirrus pilots are encouraged to follow the procedures outlined in this manual, use their best judgment, and adapt these procedures when handling non- standard situations. • Note • Checklist procedures in the FOM have been designed to accommodate all aircraft equipped with Cirrus Perspective avionics. In each checklist, items that are specific to only certain aircraft will be noted in each procedure. Unless specified, items will apply to all aircraft with Cirrus Perspective avionics. Utilizing these standard operating procedures will enhance the situational awareness of the pilot in both single pilot and crew situations and allow for timely completion of tasks in the aircraft. Adhering to these procedures will help the pilot take full advantage of the aircraft's capabilities while maintaining a high level of safety. • Note • Procedures in this publication are derived from procedures in the FAA Approved Airplane Flight Manual (AFM). Cirrus Aircraft has attempted to ensure that the data contained agrees with the data in the AFM. If there is any disagreement, the Airplane Flight Manual is the final authority. Feb 2013 3-2 P/N 23020-003 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Single Pilot Resource Management Single Pilot Resource Management (SRM) is the ability to manage all the resources available to a pilot to ensure that the successful outcome of the flight is never in doubt. The majority of Cirrus aircraft operations are conducted as single-pilot. The workload associated with flying the aircraft, configuring and monitoring avionics, communicating with air traffic control, and decision making requires pilots to efficiently manage all tasks while maintaining positive aircraft control at all times. The following SRM procedures have been adapted from cockpit procedures common to dual pilot transport category aircraft. General aviation pilots have a great deal of latitude on how to manage and operate aircraft. To ensure the highest levels of safety, it is strongly recommended that these single pilot operating procedures be incorporated into the operation of the aircraft. Priority of Tasks The following is a list of priorities that apply to any situation encountered in flight. Pilots must adhere to these priorities during every flight. 1. Maintain Aircraft Control The number one priority of the pilot is to maintain aircraft control. Pilots should maintain a high level of vigilance during periods of high and low workload to ensure aircraft control is always maintained. 2. Navigation Once aircraft control is assured, pilots should set and verify that the avionics are correctly configured for navigation. This task includes creating and modifying flight plans, selecting proper navigation sources and/or tuning navigation frequencies. Use of the autopilot may assist the pilot with accomplishing these tasks. Pilots should monitor flight parameters closely while programming various avionics equipment. 3. Communication Communication is an important task in the aircraft but follows aircraft control and navigation as a priority. This task includes setting assigned frequencies, controlling communication volume and responding to ATC instructions. Communicate intentions and Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-3 relay instructions clearly to ATC/CTAF while maintaining aircraft control. • Note • Using Standard Operating Procedures will aid the pilot in timely completion of required tasks and allow the pilot to maintain high levels of situational awareness. Using Standard Operating Procedures The use of Standard Operating Procedures will allow for single-pilot operations with higher levels of safety and efficiency. Following standard procedures during flight operations will develop habit patterns through repetition that allow pilots to be most efficient while completing tasks and configuring the aircraft for various phases of flight. Section 3 of this manual details and describes the recommended procedures for operating a Cirrus aircraft in a normal flight environment for both VFR and IFR operations. Use of All Available Resources The use of all available resources during flight in single-pilot operations will allow pilots to make better and more timely decisions. Many resources are available to pilots such as: ATC, Flight Watch or Flight Service Stations, on-board weather displays, on-board chart displays, and even passengers. Collision Avoidance It is the responsibility of the pilot in command to see and avoid other aircraft. Pilots should use care during all movement on the ground. Read back all hold short instructions and visually verify that runways are clear prior to crossing. Use of SafeTaxi and/or Charts will increase the pilot’s situational awareness during movement on the ground. While in visual conditions pilots should regularly scan outside the aircraft in sweeping ten degree increments. Pilots are encouraged to use resources on board the aircraft to identify possible threats before they become a hazard. Displaying traffic on the PFD inset map will continuously assist pilots to see and avoid other traffic. Remember, non-transponder-equipped aircraft will not be detected by on-board traffic systems. Feb 2013 3-4 P/N 23020-003 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Terrain Avoidance Pilots are at greatest risk for controlled flight into terrain (CFIT) accidents during high workload situations (departure and arrival), in unfamiliar terrain or airspace, and in restricted visual conditions (IMC or night). Chances of a loss of control or CFIT accident is greatly increased when VFR flight is continued into IMC conditions. Proper pre-flight weather planning will reduce the likelihood of accidental flight into IMC conditions. Adhere to these guidelines to reduce the likelihood of a CFIT accident. • Verify that departure, enroute and destination weather conditions allow for safe completion of the flight, • Become familiar with all terrain and obstacle hazards for the planned route and plan the route and altitudes accordingly, • Become familiar with any departure procedures and brief the departure procedures prior to takeoff, • Exercise sterile cabin procedures during high workload periods, • Reference TAWS information in mountainous terrain. Ensure the the range is set to less than 100NM, • Maintain situational awareness at all times using the tools onboard the aircraft including: moving map displays, TAWS, and navigation information, • Proceed with caution and maintain high levels of vigilance when operating in unfamiliar terrain, especially during low or restricted visibility. Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-5 Checklist Philosophy When used properly, checklists enhance the safety of flight by confirming the aircraft is appropriately configured for the flight condition. At the same time, checklists expedite the completion of procedures that are necessary to transition to subsequent phases of flight. The electronic checklist in the MFD should be used anytime the MFD is running. Use of electronic checklists will help keep the cockpit organized and functional. Use a paper checklist whenever the MFD electronic checklists are not available. Classification of Checklists All checklist procedures can be assigned one of three classifications: Normal: Procedures used during normal flight operations. Normal checklists can be found in the Normal Procedures section of the POH. Abnormal: Procedures used in response to system failures and malfunctions that, while not immediately threatening, may affect safety of flight if not addressed. Abnormal checklists can be found in the Abnormal Procedures section in the POH. Emergency: Procedures used in response to system failures and malfunctions that are an immediate threat to the safety of flight. Emergencies require immediate action by the flight crew to ensure a safe outcome. Emergency checklists can be found in the Emergency Procedures section of the POH. Feb 2013 3-6 P/N 23020-003 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Checklist Completion for Normal Procedures Normal procedure checklists can be completed as a flow pattern or a do-list. The appropriate method for checklist completion for each normal procedure is indicated in the procedures section for each phase of flight. Do-List: A do-list checklist is executed by reading the checklist item and selecting the appropriate condition of the item. Do-lists are used when procedure sequence and/or item condition is critical to completion of the procedure and when ample time exists for completion of the checklist. Flow Pattern: The term “flow pattern” refers to a logical path through the cockpit that the pilot will move along during the execution of the checklist. Flow patterns use a “do and verify” approach to checklist completion. The items and their conditions are memorized and executed without immediate reference to the written checklist. Following completion of the flow pattern, the checklist is referenced as soon as time and workload permit to ensure procedure completion. When used properly, flow patterns allow timely configuration of the aircraft for the appropriate flight condition. Flow patterns are used when procedure sequence and aircraft condition are not critical and there is an operational advantage to executing the checklist items in a timely manner. Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-7 Pre-Flight Inspection The pre-flight inspection should be completed as a flow pattern when the pilot is familiar with the aircraft pre-flight inspection checklist. Always refer to the aircraft checklist after the flow to verify that all items have been completed. Documentation The following documents must be in the aircraft for the flight: • Certificate of Airworthiness, • Registration, • FAA Approved Airplane Flight Manual and Pilot’s Operating Handbook, including weight and balance, • Radio Station License for International Operations, • Appropriate Avionics Publications. Equipment The following equipment should be carried in the aircraft when appropriate: • Survival kit (appropriate to the climate and conditions), • Approved flotation devices for flights over water beyond gliding distance to land, • Supplemental oxygen system for high altitude operations, • Chocks, tie downs, extra oil, tow bar, engine and airplane covers. Ground Icing A visual inspection and tactile check of the entire aircraft is required before takeoff whenever conditions conducive to ground icing are present. Pilots are prohibited from taking off in an aircraft that has frost, snow, slush, or ice adhering to any external surface. FIKI - Dispatch into known icing conditions is prohibited if porous panels do not fully “wet-out”, or if there is a persistent annunciation of any anti-ice system crew alert system (CAS) message. Feb 2013 3-8 P/N 23020-003 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Procedure (Flow Pattern) 1. Cabin a. Required Documents................................................ On Board Ensure Airworthiness Certificate is visible to occupants, Registration Certificate, Pilot's Operating Handbook and Aircraft Weight and Balance are on board the aircraft. b. Avionics Power Switch.......................................................OFF c. Bat 2 Master Switch............................................................ ON d. PFD ...........................................................................Verify ON Verify on and alignment process beginning. e. Essential Bus Voltage ............................................. 23-25 Volts Verify with voltmeter located on the left hand side of the PFD. f. Flap Position Light ............................................................ OUT Verify flap position light is not illuminated to ensure isolation diodes are functioning properly. g. Bat 1 Master Switch............................................................ ON h. Avionics Cooling Fan .................................................... Audible SR22_OP02_2659 3 1 5 6 7 8 9 10 11 12 13 4 2 Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-9 Listen for cooling fan operation. i. Oxygen Masks/Cannulas and Hoses .............Check Condition j. Oxygen System ...................................................................ON (1) Quantity........Verify adequate supply for flight with reserve (2) Flow ................................... Check flowmeter on all masks (3) Oxygen System........................................................... OFF k. Avionics Master Switch (FIKI)..............................................ON Avionics Master and audio panel must be turned on and flaps must be 100% down in order to test stall warning on ground. l. Flaps...................................................100%, Check Lights ON Visually verify down and ensure light corresponds with flap setting. m. PITOT HEAT Switch ............................................................ON FIKI - Limit ground operations of Pitot Heat to 45 seconds. Operations of Pitot Heat in excess of 45 seconds while on the ground may cause excessive temperature on stall warning transducer faceplate and surrounding wing skin. n. Lights............................................................. Check Operation Verify operation of required interior (overhead, instrument and panel lights) and exterior (navigation, landing, anti-collision, and ice lights). Strobe lights are required for all flight operations. Navigation lights are required for all night operations. o. Stall Warning Faceplate (FIKI) ......................... Perceptibly Hot Stall warning faceplate should become hot when Pitot Heat is on. Use caution to avoid burns when checking system operation. p. Stall Warning ......................................................................Test Test stall warning system by applying suction to the stall warning system inlet and noting the warning horn sounds. FIKI - Verify Stall Warning System audio annunciation operation by lifting stall warning vane with wooden tooth pick or tongue depressor. Stall warning vane should be very hot. Avionics Master and audio panel must be turned on and flaps must be 100% down in order to test stall warning on ground. Feb 2013 3-10 P/N 23020-003 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 q. Pitot Heat..........................................................Perceptibly Hot Verify the pitot tube is hot. r. Fuel Quantity ..................................................................Check Ensure fuel quantity is sufficient for planned flight and corresponds to fuel amount in tanks and on MFD. s. Fuel Selector ..............................................Select Fullest Tank Switch fuel selector to the fullest tank. Maximum fuel imbalance: 7.5 (SR20), 10 gal SR22(T),(TN),(G5). t. Alternate Static Source............................................. NORMAL Visually verify alternate static source located near pilot's right knee, above circuit breaker panel is in the NORMAL position. u. Bat 1 and 2 Master Switches.............................................OFF Ensure both battery switches are turned off. v. Circuit Breakers .................................................................... IN Ensure all circuit breakers are in and none are in re-settable (tripped) condition. w. Fire Extinguisher...................................Charged and Available Inspect extinguisher and ensure pin and safety wire are intact. There is no gauge to measure quantity. x. Emergency Egress Hammer ......................................Available Hammer should be stowed securely inside lid of the arm rest between the front seats. y. CAPS Handle ..................................................... Pin Removed Remove safety pin and stow for remainder of flight. Be sure to replace CAPS cover after pin removal as it is a required placard. Consider delaying this checklist item until all passengers are boarded and provide a passenger CAPS briefing at that time. 2. Left Fuselage a. Door Lock ...................................................................... Unlock Ensure the door lock is in the unlocked position to allow outside entry into the aircraft in the event of an accident. b. COM 1 Antenna.............................. Condition and Attachment Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-11 Visually check condition of antenna and surrounding area of fuselage. c. Wing/Fuselage Fairing.................................................... Check Visually inspect the wing root fairing for attachment along upper and lower surfaces of wing root. d. COM 2 Antenna...............................Condition and Attachment Visually check condition of antenna and surrounding area of fuselage. e. Transponder Antenna ......................Condition and Attachment The transponder antenna is located on the bottom side of the airplane, just aft of the baggage compartment bulkhead on the RH side of the aircraft. f. Baggage Door ........................................... Closed and Secure Physically check for locked and secured door and ensure keys are removed. g. Static Button .............................................. Check for Blockage Ensure removal of static covers if used and check for any blockage within static port openings. h. Parachute Cover...................................... Sealed and Secured Visually inspect area on top rear of fuselage directly behind rear top window for any cracks. 3. Empennage a. Tie Down Rope............................................................Remove Visually verify tail tie down is removed and stowed. b. Horizontal and Vertical Stabilizers............................. Condition Inspect leading edges and top of vertical stabilizer for any abnormalities. Ensure the clear tape covering inspection hole inside of elevator horn is intact. c. Elevator and Tab............................... Condition and Movement Check elevator for range of motion. Inspect tab on left side of elevator for condition. Visually inspect counter weight inside elevator horn for security. Check all hinges, bolts, and cotter pins. d. Rudder............................................... Freedom and Movement Feb 2013 3-12 P/N 23020-003 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Inspect for full range of motion. Inspect all hinges, bolts, and cotter pins from the left side of the rudder. Visually inspect counter weight inside top leading edge of rudder horn for security. e. Rudder Trim Tab ...................................Condition and Security f. Attachment Hinges, Bolts and Cotter Pins ................... Secure Verify all moveable control surfaces are secure and all bolts and cotter pins are in place. 4. Right Fuselage a. Static Button .............................................. Check for Blockage Ensure removal of static covers and check for any blockage within static port openings. b. Wing/Fuselage Fairings ..................................................Check Visually inspect the wing root fairing for attachment along upper and lower surfaces of wing root. c. Door Lock .................................................................. Unlocked Ensure the door lock is in the unlocked position to allow outside entry into the aircraft in the event of an accident. 5. Right Wing Trailing Edge a. Flaps and Rub Strip (if installed) ..........Condition and Security Inspect flap hinges, bolts and cotter pins for security and verify a small amount of movement when flaps are in an extended position. Visually inspect rub strip for abnormal chafing. b. Aileron and Tab................................. Condition and Movement Verify full deflection of right aileron and ensure opposite deflection of left aileron. Inspect control assemblies located near the leading edge of outboard and inboard aileron. Inspect the security of the bolt located under the inboard edge of the aileron. c. Aileron Gap Seal .........................................................Security Visually inspect the aileron gap seal for attachment along the entire surface. d. Hinges, Actuation Arm, Bolts and Cotter Pins .............Security Verify all moveable control surfaces are secure and all bolts and cotter pins are in place. Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-13 6. Right Wing Tip a. Tip ..........................................................................Attachment Ensure all screws are in place on upper and lower surfaces. Visually inspect for damage to leading edge, trailing edge, and wing tip. b. Strobe, Nav Light and Lens ..................Condition and Security Inspect for security of lights and lighting covers. c. Fuel Vent (underside) ..........................................Unobstructed Verify there are no obstructions to the fuel vent. 7. Right Wing Forward and Main Gear a. Leading Edge and Stall Strips ................................... Condition Inspect leading edge for any abnormalities. Ensure both stall strips are secured. b. Fuel Cap....................................... Check Quantity and Secure Visually check fuel is at desired amount and the fuel cap is secured and locking tab is facing rearward. Lock fuel caps as desired. c. TKS Fluid Reservoir (FIKI) .................. Verify Desired Quantity Check cap condition and security. Minimum dispatch level for flight into known ice is 5 gallons between the two tanks. Use only approved fluid meeting DTD-406B standards. d. Fuel Drains (2 underside)............................ Drain and Sample Use a clear fuel strainer and sample fuel from the main tank and the collector tank. Visually check color for grade of fuel and inspect for contaminants. Ensure fuel drains do not leak after taking sample. Do not use the same sample cup used to drain the TKS system. e. TKS Fluid Vent (underside wing) (FIKI) ...............Unobstructed Verify there are no obstructions to the TKS fluid vent. f. Wheel Fairings...................... Security, Accumulation of Debris Physically ensure security of wheel pants. Check for and remove any debris in wheel pants (ice or slush may have formed during taxi). g. Tire .............................................Condition, Inflation and Wear Feb 2013 3-14 P/N 23020-003 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Inspect tire for excessive wear to include flat spots, bald spots or visible tire chords. Ensure adequate tire inflation. Moving the aircraft may be necessary to visually inspect the entire tire for overall condition if excessive wear is suspected. h. Wheel and Brakes .....................................................Condition Inspect the area directly surrounding the wheel for evidence of fluid leaks. Visually inspect brake temperature sticker for evidence of overheating. (Center of blue inspection disc is white in a normal condition, dark gray when overheated.) i. Chocks and Tie Down Ropes ......................................Remove Ensure all wheel chocks and tie down ropes are removed and stowed. 8. Nose, Right Side a. Vortex Generator .......................................................Condition Inspect condition of vortex generator and ensure it has not been damaged. b. Ice-inspection Light (FIKI)............................Condition/Security Inspect for security of light and lighting cover. Ice lights are required for night operations in icing conditions. c. Cowling .................................................... Attachments Secure Visually inspect each cam lock for secure fitting along top and side of cowls. Screws should be inspected along center bottom and directly behind spinner. Two screws behind the spinner will be removed to de-cowl or to add/remove winterization kits. It is imperative that these screws not be overlooked during pre-flight as severe cowl damage will result if engine is started without them in place. d. Cabin Air Vent..................................................... Unobstructed Visually inspect air vent for debris or obstructions which could prevent fresh air flow to the cabin. e. Exhaust Pipe ..................... Condition, Security and Clearance SR20/SR22[(T),(TN),(G5)]- Ensure there is adequate clearance between lower cowling and exhaust pipes and verify they are secure with some movement. Inspect heat shield for security. Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-15 SR22TN/SR22T - Ensure each tailpipe is secure by grasping the end of the tailpipe. Loose tailpipes should be serviced prior to flight. Do not fly an aircraft with loose tailpipes. f. Gascolator (underside)............... Drain for 3 Seconds, Sample Use clear fuel strainer and drain for 3 seconds. Inspect fuel sample for contaminants and proper color. Ensure drain does not leak after taking sample. 9. Nose Gear, Propeller and Spinner a. Tow Bar ....................................................... Remove and Stow b. Strut........................................................................... Condition Inspect strut and fairing for condition and security. c. Wheel Fairing ....................... Security, Accumulation of Debris Ensure fairing is not damaged and is attached securely. d. Wheel and Tire ...........................Condition, Inflation and Wear e. Propeller ......................... Condition, Check Ground Clearance Inspect the propeller blades for smoothness and ensure there are no significant nicks in the blades. Check for any damage to the tips of each blade. SR22T or equipped - Verify oleo strut is properly inflated by checking ground clearance of the propeller. Clearance should be approximately 9 inches from blade tip to ground. f. Spinner ............................... Condition, Security, and Oil Leaks Ensure spinner screws are secure, check for any oil on spinner, propeller blades or cowling. g. Air Inlets ..............................................................Unobstructed Verify air inlets are free of obstructions and ensure cowling screws are secured. If winterization kits are installed, check for security of the kit and screws. h. Alternator................................................................... Condition SR20 - Physically verify security of alternator, electrical connections and belt. SR22/SR22TN/SR22T - Physically verify security of alternator and electrical connections. 10. Nose Left Side a. Landing Light............................................................. Condition Feb 2013 3-16 P/N 23020-003 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Verify landing light is intact and cover is secure with no cracks. b. Engine Oil ..................................................... Check 6-8 quarts Visually verify oil quantity, ensure oil cap is tightly secured and both latches on the oil door are locked. When opening oil door, do not let latches snap back against oil door as this may lead to paint chipping and cracking. c. Cowling ...................................................... Attachment Secure Visually inspect each cam lock for secure fitting along top and side of cowls. Screws should be inspected along center bottom and directly behind spinner. d. External Power .....................................................Door Secure Ensure cam lock is secured. Phillips head screw driver may be required to secure. e. Ice-inspection Light (FIKI)............................Condition/Security Inspect for security of light and lighting cover. Ice lights are required for night operations in icing conditions. f. Windshield Spray Nozzles (FIKI) .................Condition/Security Ensure nozzles are securely fitted to the cowling and are unobstructed. g. Vortex Generator .......................................................Condition Inspect condition of vortex generator and ensure it has not been damaged. h. Exhaust Pipes.................... Condition, Security and Clearance SR20/SR22 - Ensure there is adequate clearance between lower cowling and exhaust pipes and verify they are secure with some movement. Inspect heat shield for security. SR22TN/SR22T - Ensure each tailpipe is secure by grasping the end of the tailpipe. Loose tailpipes should be serviced prior to flight. Do not fly an aircraft with loose tailpipes. 11. Left Main Gear and Forward Wing a. Wheel Fairings...................... Security, Accumulation of Debris Physically ensure security of wheel pants. Check for debris in wheel pants (ice or slush may have formed during taxi). b. Tire .............................................Condition, Inflation and Wear Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-17 Inspect tire for excessive wear to include flat spots, bald spots or visible tire chords. Ensure adequate tire inflation. Moving the aircraft may be necessary to visually inspect the entire tire for overall condition if excessive wear is suspected. c. Wheels and Brakes ................................................... Condition Inspect the area directly surrounding the wheel for evidence of fluid leaks. Visually inspect brake temperature sticker for evidence of overheating. (Center of blue inspection disc is white in a normal condition, dark gray when overheated.) d. Chock and Tie Down Ropes....................................... Remove Ensure all wheel chocks and tie down ropes are removed and stowed securely to prevent hazards to others. e. Fuel Drains (2 underside)............................ Drain and Sample Use a clear fuel strainer and sample fuel from the main tank and the collector tank. Visually verify color for grade of fuel and inspect for contaminants. Ensure fuel drains do not leak after taking sample. f. TKS Fluid Vent (underside wing) (FIKI) ...............Unobstructed Verify there are no obstructions to the TKS fluid vent. g. TKS Fluid Reservoir (FIKI) .................. Verify Desired Quantity Check cap condition and security. Minimum dispatch level for flight into known ice is 5 gallons between the two tanks. Use only approved fluid meeting DTD-406B standards. h. Fuel Cap....................................... Check Quantity and Secure Visually verify fuel is at desired amount and that the fuel cap is secured and locking tab is facing rearward. i. Leading Edge and Stall Strips ................................... Condition Inspect leading edge for any abnormalities. Ensure both stall strips are secured. 12. Left Wing Tip a. Fuel Vent (underside) ..........................................Unobstructed Verify there are no obstructions to the fuel vent. b. Pitot Mast (underside) .................................................. Inspect Ensure cover removed and stowed, inspect tube inside and out for any obstructions. Pitot mast may be hot. Feb 2013 3-18 P/N 23020-003 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 c. Strobe, Nav Light and Lens ..................Condition and Security Inspect for security of lighting covers. d. Tip...........................................................................Attachment Ensure all screws are in place on upper and lower surfaces. Visually inspect for and damage to leading edge, trailing edge and wing tip. 13. Left Wing Trailing Edge a. Aileron .................................................. Freedom of Movement Verify full deflection of right aileron and ensure opposite deflection of left aileron. Inspect control assemblies located near the leading edge of outboard and inboard aileron. Inspect the security of the bolt located under the inboard edge of the aileron. b. Aileron Gap Seal .........................................................Security Visually inspect the aileron gap seal attachment along the entire surface. c. Flap and Rub Strip................................Condition and Security Inspect flap hinges, bolts, and cotter pins for security and verify a small amount of movement when flaps are in an extended position. Visually inspect rub strip for abnormal chafing. d. Hinges, Actuation Arm, Bolts and Cotter Pins .............. Secure Verify all moveable control surfaces are secure and all bolts and cotter pins are in place. Ice Protection System Pre-Flight Inspection The ice protection system should be tested following the normal pre- flight inspection. An inspection of the ice protection system including verification of proper mode selection and adequate fluid flow is required any time use of the system may be necessary during flight. FIKI - Dispatch into known icing conditions is prohibited if porous panels do not fully “wet-out” or persistent annunciation of any anti-ice system CAS messages. System priming is only necessary if planning to enter forecast icing conditions or IMC and OAT is less than 41ºF / 5ºC. Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-19 • Note • The following procedure is designed to be performed immediately following the normal pre-flight inspection. Items normally checked during that inspection will not be repeated here. Reference the AFM supplement for a complete, stand- alone checklist. Prior to conducting a pre-flight inspection of the ice protection system, ensure the aircraft is positioned in an area in which dripping anti-ice fluid will not cause a slipping hazard to other persons. Pilots should not operate the anti-ice system in high-traffic areas or inside hangars. During long periods of non-use, the porous panel membranes may dry out which can cause uneven fluid flow during subsequent operation. Perform the pre-flight inspection every 30 days to keep porous panel membranes wetted. 1. Cabin a. Battery 1 Master Switch ......................................................ON b. Cabin Doors .................................................................... Close Close doors in order to prevent anti-ice fluid from the windshield sprayer from entering cabin. c. WIND SHLD Push-Button ............................................... Press Verify Evidence of anti-ice fluid from spray nozzles. d. ICE PROTECT System Switch............................................ON e. ICE PROTECT Mode Switch ......................................... NORM Verify Metering Pump Cycle is 30s on, 90s off. Check anti-ice fluid endurance indications on the MFD. f. ICE PROTECT System Switch.......................................... OFF g. PUMP BKUP Switch............................................................ON Verify Metering Pump is continuously on. Check anti-ice fluid endurance indications on the MFD. h. PUMP BKUP Switch.......................................................... OFF i. ICE PROTECT System Switch............................................ON j. ICE PROTECT Mode Switch ........................................... HIGH Verify Metering Pump is continuously on. Check anti-ice fluid endurance indications on the MFD. Pump should remain on HIGH for walk-around inspection of panels. Feb 2013 3-20 P/N 23020-003 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 2. Empennage a. Stabilizer Porous Panels..............................Condition/Security Check condition and security of porous panels. Verify evidence of anti-ice fluid along length of panels. 3. Right Wing Forward and Main Gear a. Porous Panels..............................................Condition/Security Check condition and security of porous panels. Verify evidence of anti-ice fluid along length of panels. 4. Nose Gear, Propeller, Spinner a. Slinger Ring ..................................... Evidence of Anti-Ice Fluid Verify anti-ice fluid is dripping from the bottom of the slinger ring. This will ensure ice protection to the prop. 5. Left Wing Forward and Main Gear a. Porous Panels..............................................Condition/Security Check condition and security of porous panels. Verify evidence of anti-ice fluid along length of panels. 6. Cabin a. ICE PROTECT System Switch ..........................................OFF b. Anti-ice Fluid Quantity ....................................................Check Verify minimum 5 gallons if dispatching into icing conditions. c. Bat 1 and 2 Master Switches.............................................OFF Ensure both battery switches are turned off. Feb 2013 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures P/N 23020-003 3-21 Before Engine Start Complete the Before Starting Engine checklist as a do-list to start the aircraft engine. Before starting the engine verify all pre-flight items are complete and all emergency equipment is on board and stored in the proper location. Consider removing the CAPS pin after all occupants have boarded the aircraft and are seated with seat belts fastened. Ensure seats are locked into position by verifying the control handle is in the full down