PILOT’S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL for the CIRRUS DESIGN SR22

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. See the outside margin of this page adjacent to this paragraph for an example. Revision bars are not used at reissues of the Handbook. Revision A1 iv P/N 13772-001 Pilot’s Operating Handbook Cirrus Design Foreword SR22 Revision Service Revision service for this Handbook is provided at no cost for the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual assigned to an airplane. Additional copies of the Handbook and revision service can be obtained from Customer Service at Cirrus Design at the address below. • Note • If at any time it is found that the Handbook is not current, temporary revisions are missing, or applicable supplements are not included, contact Customer Service at Cirrus Design immediately. Customer Service Cirrus Design Corporation 4515 Taylor Circle Duluth, MN 55811 Phone: (218) 727-2737 Fax: (218) 727-2148 Supplements The Supplements section (Section 9) of this Handbook contains FAA Approved Supplements necessary to safely and efficiently operate the SR22 when equipped with optional equipment not provided with the standard airplane or not included in the Handbook. Supplements are essentially “mini-handbooks” and may contain data corresponding to most sections of the Handbook. Data in a supplement either adds to, supersedes, or replaces similar data in the basic Handbook. 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 Handbook and that the supplement is properly recorded on the “Log of Supplements” page. Reissue A P/N 13772-001 v Cirrus Design Pilot’s Operating Handbook SR22 Foreword Retention of Data In the event a new title page is issued, the weight and balance data changes, 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. Warnings, Cautions, and Notes Warnings, Cautions, and Notes are used throughout this Handbook 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. Reissue A vi P/N 13772-001 Pilot’s Operating Handbook Cirrus Design Foreword SR22 Reissue A Intentionally Left Blank P/N 13772-001 1-1 Cirrus Design Section 1 SR22 General Section 1 General Table of Contents Introduction .....................................................................................1-3 The Airplane....................................................................................1-6 Engine..........................................................................................1-6 Propeller ......................................................................................1-6 Fuel..............................................................................................1-6 Oil ...............................................................................................1-7 Maximum Certificated Weights ....................................................1-7 Cabin and Entry Dimensions .......................................................1-7 Baggage Spaces and Entry Dimensions .....................................1-7 Specific Loadings.........................................................................1-7 Symbols, Abbreviations and Terminology.......................................1-8 General Airspeed Terminology and Symbols ..............................1-8 Meteorological Terminology.........................................................1-9 Engine Power Terminology........................................................ 1-10 Performance and Flight Planning Terminology..........................1-10 Weight and Balance Terminology.............................................. 1-11 Revision A3 1-2 P/N 13772-001 Section 1 Cirrus Design General SR22 Intentionally Left Blank Revision A3 P/N 13772-001 1-3 Cirrus Design Section 1 SR22 General Introduction This section contains information of general interest to pilots and owners. You will find the information useful in acquainting yourself with the airplane, as well as in loading, fueling, sheltering, and handling the airplane during ground operations. Additionally, this section contains definitions or explanations of symbols, abbreviations, and terminology used throughout this handbook. • Note • For specific information regarding the organization of this Handbook, revisions, supplements, and procedures to be used to obtain revision service for this handbook, refer to the “Foreword” immediately following the title page Reissue A 1-4 P/N 13772-001 Section 1 Cirrus Design General SR22 Figure 1-1 78 inches 3-BLADE 198 cm 38.3 ft 11.67 m 10.8 ft 3.29 m 7 inches 18 cm 26.0 ft 7.92 m SR22_FM01_1371A 8.8 ft 2.70 m NOTE: • Wing span includes position and strobe lights. • Prop ground clearance at 3400 lb - 7" inches (18 cm). • Wing Area = 144.9 sq. ft. Airplane Three View Revision A3 P/N 13772-001 1-5 Cirrus Design Section 1 SR22 General 10.8 ft. (3.30 m) 0.5 ft. (.15 m) 24.8 ft. (7.54 m) 7.0 ft. (2.16 m) -RADIUS FOR NOSE GEAR -RADIUS FOR OUTSIDE GEAR -RADIUS FOR INSIDE GEAR -RADIUS FOR WING TIP PARTIAL POWER. ACTUAL TURNING RADIUS MAY VARY A S MUCH AS THREE FEET. TURNING RADII ARE CALCULATED USING ONE BRAKE AND GROUND TURNING CLEARANCE SR22_FM01_1370 Figure 1-2 Turning Radius Reissue A 1-6 P/N 13772-001 Section 1 Cirrus Design General SR22 The Airplane Engine Number of Engines.............................................................................. 1 Number of Cylinders............................................................................ 6 Engine Manufacturer ........................................... Teledyne Continental Engine Model.......................................................................... IO-550-N Fuel Metering.................................................................... Fuel Injected Engine Cooling ..................................................................... Air Cooled Engine Type....................................Horizontally Opposed, Direct Drive Horsepower Rating................................................ 310 hp @ 2700 rpm Propeller Hartzell Propeller Type........................................ Constant Speed, Three Blade Model Number ...................................................PHC-J3YF-1RF/F7694 Diameter ............................................................ 78.0" (76.5" Minimum) Model Number ..............................................PHC-J3YF-1RF/F7693DF Diameter ............................................................ 78.0" (76.5" Minimum) or McCauley Propeller Type........................................ Constant Speed, Three Blade Model Number .................................................... D3A34C443/78CYA-0 Diameter ............................................................ 78.0" (76.5" Minimum) Fuel Total Capacity .............................................84.0 U.S. Gallons (318.0 L) Total Usable................................................81.0 U.S. Gallons (306.6 L) Approved Fuel Grades: 100 LL Grade Aviation Fuel (Blue) 100 (Formerly 100/130) Grade Aviation Fuel (Green) Revision A1 P/N 13772-001 1-7 Cirrus Design Section 1 SR22 General Oil Oil Capacity (Sump) ............................................. 8 U.S. Quarts (7.6 L) Oil Grades: All Temperatures ............................ SAE 15W-50, 20W-50, or 20W-60 Below 40 °F (4° C).....................................................................SAE 30 Above 40 °F (4° C) ....................................................................SAE 50 Maximum Certificated Weights Maximum Gross for Takeoff...................................... 3400 lb (1542 Kg) Maximum Baggage Compartment Loading.................... 130 lb (59 Kg) Standard Empty Weight ........................................... 2250 lb (1021 Kg) Maximum Useful Load................................................ 1150 lb (522 Kg) Full Fuel Payload.......................................................... 676 lb (307 Kg) Cabin and Entry Dimensions Dimensions of the cabin interior and entry door openings are illustrated in detail in Section 6. Baggage Spaces and Entry Dimensions Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. Specific Loadings Wing Loading .................................................... 23.5 lb per square foot Power Loading................................................................. 11.0 lb per hp Reissue A 1-8 P/N 13772-001 Section 1 Cirrus Design General SR22 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. VO Operating Maneuvering Speed is the maximum speed at which application of full control movement will not overstress the airplane. V FE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. V NO Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, and then only with caution. V NE Never Exceed Speed is the speed that may not be exceeded at any time. V PD Maximum Demonstrated Parachute Deployment Speed is the maximum speed at which parachute deployment has been demonstrated. V S Stalling Speed is minimum steady flight speed at which the aircraft is controllable. V S 50% Stalling Speed is minimum steady flight speed at which the aircraft is controllable with 50% flaps. 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. Reissue A P/N 13772-001 1-9 Cirrus Design Section 1 SR22 General Meteorological Terminology V X Best Angle of Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. V Y Best Rate of Climb Speed is the speed which results in the greatest gain of altitude in a given time. IMC Instrument Meteorological Conditions are meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling less than the minima for visual flight defined in FAR 91.155. ISA International Standard Atmosphere (standard day) is an atmosphere where (1) the air is a dry perfect gas, (2) the temperature at sea level is 15° C, (3) the pressure at sea level is 29.92 in.Hg (1013.2 millibars), and (4) the temperature gradient from sea level to the altitude at which the temperature is -56.5° C is -0.00198° C per foot and zero above that altitude. MSL Mean Sea Level is the average height of the surface of the sea for all stages of tide. In this Handbook, altitude given as MSL is the altitude above the mean sea level. It is the altitude read from the altimeter when the altimeter’s barometric adjustment has been set to the altimeter setting obtained from ground meteorological sources. OAT Outside Air Temperature is the free air static temperature obtained from inflight temperature indications or from ground meteorological sources. It is expressed in either degrees Celsius or degrees Fahrenheit. • Pressure Altitude is the altitude read from the altimeter when the altimeter’s barometric adjustment has been set to 29.92 in.Hg (1013 mb) corrected for position and instrument error. In this Handbook, altimeter instrument errors are assumed to be zero. Reissue A 1-10 P/N 13772-001 Section 1 Cirrus Design General SR22 Engine Power Terminology Performance and Flight Planning Terminology • Standard Temperature is the temperature that would be found at a given pressure altitude in the standard atmosphere. It is 15° C (59° F) at sea level pressure altitude and decreases approximately 2° C (3.6° F) for each 1000 feet of altitude increase. See ISA definition. HP Horsepower is the power developed by the engine. MCP Maximum Continuous Power is the maximum power that can be used continuously. MAP Manifold Pressure is the pressure measured in the engine’s induction system expressed as in. Hg. RPM Revolutions Per Minute is engine rotational speed. • Static RPM is RPM attained during a full-throttle engine runup when the airplane is on the ground and stationary. g One “g” is a quantity of acceleration equal to that of earth’s gravity. • Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during taxi, takeoff, and landing was actually demonstrated during certification testing. Demonstrated crosswind is not considered to be limiting. • Service Ceiling is the maximum altitude at which the aircraft at maximum weight has the capability of climbing at a rate of 100 feet per minute. GPH Gallons Per Hour is the amount of fuel (in gallons) consumed by the aircraft per hour. NMPG Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configuration. Reissue A P/N 13772-001 1-11 Cirrus Design Section 1 SR22 General Weight and Balance Terminology • Unusable Fuel is the quantity of fuel that cannot be safely used in flight. • Usable Fuel is the fuel available for flight planning. c.g. Center of Gravity is the point at which an airplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. • Arm is the horizontal distance from the reference datum to the center of gravity (c.g.) of an item. The airplane’s arm is obtained by adding the airplane’s individual moments and dividing the sum by the total weight. • Basic Empty Weight is the actual weight of the airplane including all operating equipment that has a fixed location in the airplane. The basic empty weight includes the weight of unusable fuel and full oil. MAC Mean Aerodynamic Chord is the chord drawn through the centroid of the wing plan area. LEMAC Leading Edge of Mean Aerodynamic Chord is the forward edge of MAC given in inches aft of the reference datum (fuselage station). • Maximum Gross Weight is the maximum permissible weight of the airplane and its contents as listed in the aircraft specifications. • Moment is the product of the weight of an item multiplied by its arm. • Useful Load is the basic empty weight subtracted from the maximum weight of the aircraft. It is the maximum allowable combined weight of pilot, passengers, fuel and baggage. • Station is a location along the airplane fuselage measured in inches from the reference datum and expressed as a number. For example: A point 123 inches aft of the reference datum is Fuselage Station 123.0 (FS 123). Reissue A 1-12 P/N 13772-001 Section 1 Cirrus Design General SR22 • Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. • Tare is the weight of all items used to hold or position the airplane on the scales for weighing. Tare includes blocks, shims, and chocks. Tare weight must be subtracted from the associated scale reading. Reissue A P/N 13772-001 2-1 Cirrus Design Section 2 SR22 Limitations Section 2 Limitations Table of Contents Introduction .....................................................................................2-3 Certification Status ..........................................................................2-3 Airspeed Limitations........................................................................2-4 Airspeed Indicator Markings ...........................................................2-5 Power Plant Limitations ..................................................................2-6 Engine..........................................................................................2-6 Propeller ......................................................................................2-7 Instrument Markings .......................................................................2-8 General Limitations .........................................................................2-9 Weight Limits ...............................................................................2-9 Center of Gravity Limits ...............................................................2-9 Altitude Limits ..............................................................................2-9 Maneuver Limits ..........................................................................2-9 Flap Limitations.......................................................................... 2-11 Flight Load Factor Limits ........................................................... 2-11 Fuel Limits .................................................................................2-11 Maximum Occupancy ................................................................ 2-11 Minimum Flight Crew .................................................................2-11 Paint........................................................................................... 2-11 Runway Surface ........................................................................ 2-12 Smoking..................................................................................... 2-12 System Limits................................................................................ 2-12 Cirrus Airframe Parachute System (CAPS) ............................... 2-12 Multi-Function Display ............................................................... 2-12 Oxygen System ......................................................................... 2-12 Kinds of Operation ........................................................................ 2-13 Icing ........................................................................................... 2-13 Kinds of Operation Equipment List ............................................ 2-13 Placards ........................................................................................ 2-17 Revision A3 2-2 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Intentionally Left Blank Revision A3 P/N 13772-001 2-3 Cirrus Design Section 2 SR22 Limitations Introduction • Note • Limitations associated with optional equipment are not described in this section. For optional equipment limitations, refer to Section 9, Supplements The limitations included in this Section of the Pilot’s Operating Handbook (POH) are approved by the Federal Aviation Administration. This section provides operating limitations, instrument markings and basic placards required by regulation and necessary for the safe operation of the SR22 and its standard systems and equipment. Refer to Section 9 of this handbook for amended operating limitations for airplanes equipped with optional equipment. Compliance with the operating limitations in this section and in Section 9 is required by Federal Aviation Regulations. Certification Status The Cirrus SR22 is certificated under the requirements of Federal Aviation Regulations (FAR) Part 23 as documented by FAA Type Certificate TC A00009CH. Revision A3 2-4 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Figure 2-1 Airspeed Limitations The indicated airspeeds in the following table are based upon Section 5 Airspeed Calibrations using the normal static source. When using the alternate static source, allow for the airspeed calibration variations between the normal and alternate static sources. Speed KIAS KCAS Remarks VNE 201 204 Never Exceed Speed is the speed limit that may not be exceeded at any time. VNO 178 180 Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, and then only with caution. VO 3400 Lb 133 135 Operating Maneuvering Speed is the maximum speed at which full control travel may be used. Below this speed the airplane stalls before limit loads are reached. Above this speed, full control movements can damage the airplane. VFE 50% Flaps 100% Flaps 119 104 120 104 Maximum Flap Extended Speed is the highest speed permissible with wing flaps extended. VPD 133 135 Maximum Demonstrated Parachute Deployment Speed is the maximum speed at which parachute deployment has been demonstrated. Airspeed Limits Reissue A P/N 13772-001 2-5 Cirrus Design Section 2 SR22 Limitations Airspeed Indicator Markings The airspeed indicator markings are based upon Section 5 Airspeed Calibrations using the normal static source. When using the alternate static source, allow for the airspeed calibration variations between the normal and alternate static sources. Marking Value (KIAS) Remarks White Arc 59 - 104 Full Flap Operating Range. Lower limit is the most adverse stall speed in the landing configuration. Upper limit is the maximum speed permissible with flaps extended. Green Arc 70 - 178 Normal Operating Range. Lower limit is the maximum weight stall at most forward C.G. with flaps retracted. Upper limit is the maximum structural cruising speed. Yellow Arc 178 - 201 Caution Range. Operations must be conducted with caution and only in smooth air. Red Line 201 Never exceed speed. Maximum speed for all operations. Figure 2-2 Airspeed Indicator Markings Reissue A 2-6 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Power Plant Limitations Engine Teledyne Continental .............................................................. IO-550-N Power Rating ......................................................... 310 hp @ 2700 rpm Maximum RPM .......................................................................2700 rpm Oil: Oil Temperature..................................... 240° F (115° C) maximum Oil Pressure: Minimum................................................................................ 10 psi Maximum............................................................................. 100 psi Approved Oils: Engine Break-In: For first 25 hours of operation or until oil consumption stabilizes use straight mineral oil conforming to MIL- L-6082. If engine oil must be added to the factory installed oil, add only MIL-L-6082 straight mineral oil. After Engine Break-In: Use only oils conforming to Teledyne Continental Specification MHS-24 (Ashless Dispersant Lubrication Oil) or MHS-25 (Synthetic Lubrication Oil). Refer to Section 8 - Oil Servicing. Oil viscosity range as follows: All Temperatures ............................... 15W-50, 20W-50 or 20W-60 Below 40 °F (4° C) ..............................................................SAE 30 Above 40 °F (4° C) ..............................................................SAE 50 Fuel Grade ................ Aviation Grade 100 LL (Blue) or 100 (green) • Note • Refer to General Limitations – Fuel Limits in this section for operational limitations regarding fuel and fuel storage. Revision A1 P/N 13772-001 2-7 Cirrus Design Section 2 SR22 Limitations Propeller Hartzell Propeller Type ........................................Constant Speed, Three Blade Model Number...................................................PHC-J3YF-1RF/F7694 Diameter.............................................................78.0” (76.5” Minimum) Model Number.............................................. PHC-J3YF-1RF/F7693DF Diameter.............................................................78.0" (76.5" Minimum) or McCauley Propeller Type ........................................Constant Speed, Three Blade Model Number.................................................... D3A34C443/78CYA-0 Diameter.............................................................78.0" (76.5" Minimum) Revision A1 2-8 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Figure 2-3 Instrument Markings Instrument (Range) Red Line Green Arc Yellow Arc Red Line Minimum Normal Caution Maximum Power Plant Instruments Tachometer (0 - 3500 RPM) –– 500 - 2700 –– 2700 Cylinder Head Temperature (200° F - 500° F) –– 240° - 420° F 420° - 460° F 460° F Exhaust Gas Temp. (1250° - 1650° F) –– –– –– –– Manifold Pressure (10 – 30 Inches Hg) –– 15 - 29.5 in. Hg –– –– Fuel Flow (0 – 30 U.S. Gal./Hr.) –– 10 - 20 GPH –– –– Oil Temperature (50° - 240° F) –– 100° - 240° F –– 240° F Oil Pressure (0 - 100 PSI) 10 psi (Idle) 30 - 60 psi 10 - 30 psi 60 - 100 psi 100 psi (Cold) Fuel Quantity (0 – 90 U.S. Gallon) 0 gal. –– 0 - 14 gal. –– Miscellaneous Instruments Voltmeter (16 - 32 Volts) –– 24 - 30 Volts –– 32 Volts Instrument Markings Reissue A P/N 13772-001 2-9 Cirrus Design Section 2 SR22 Limitations General Limitations Weight Limits Maximum Takeoff Weight ......................................... 3400 lb (1542 Kg) Maximum Weight in Baggage Compartment.................. 130 lb (59 Kg) Center of Gravity Limits Reference Datum ....................................100 inches forward of firewall Forward ................................................................... Refer to Figure 2-4 Aft ............................................................................ Refer to Figure 2-4 Altitude Limits Maximum Takeoff Altitude ..........................................10,000 Feet MSL Maximum Operating Altitude ......................................17,500 Feet MSL The operating rules (FAR Part 91 and FAR Part 135) require the use of supplemental oxygen at specified altitudes below the maximum operating altitude. Refer to Oxygen System Limitations in this Section. Maneuver Limits Aerobatic maneuvers, including spins, are prohibited. • Note • Because the SR22 has not been certified for spin recovery, the Cirrus Airframe Parachute System (CAPS) must be deployed if the airplane departs controlled flight. Refer to Section 3 – Emergency Procedures, Inadvertent Spiral/Spin Entry. This airplane is certified in the normal category and is not designed for aerobatic operations. Only those operations incidental to normal flight are approved. These operations include normal stalls, chandelles, lazy eights, and turns in which the angle of bank is limited to 60°. Revision A1 2-10 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Figure 2-4 C.G. - Inches Aft of Datum Weight - Pounds 138 3000 3400 3200 SR22_FM02_1944 136 140 142 144 146 148 150 2000 2200 2400 2600 2800 3600 10.2 % MAC FS 138.0 2200 lb 31.5 % MAC FS 148.1 2200 lb 31.5 % MAC FS 148.1 3400 lb 12.5 % MAC FS 139.1 2700 lb 17.4 % MAC FS 141.4 3210 lb 22.4 % MAC FS 143.8 3400 lb FORWARD LIMIT - The forward limit is FS 138.0 (10.2% MAC) at 2200 lb, with straight line taper to FS 139.1 (12.5% MAC) at 2700 lb, to FS 141.4.0 (17.4% MAC) at 3210 lb, and to FS 143.8 (22.4% MAC at 3400 lb. AFT LIMIT - The aft limit is FS 148.1 (31.5% MAC) at all weights from 2200 lb to 3400 lb. C.G. Envelope Revision A1 P/N 13772-001 2-11 Cirrus Design Section 2 SR22 Limitations Flap Limitations Serials 0002 through 0227 before accomplishment of Service Bulletin SB 22-27-02: Simultaneous Flap operation and COM transmission is prohibited. Approved Takeoff Settings........................................... UP (0%) or 50% Approved Landing Settings ............................. Up (0%), 50%, or 100% Flight Load Factor Limits Flaps UP (0%), 3400 lb. .....................................................+3.8g, -1.9g Flaps 50% .............................................................................+1.9g, -0g Flaps 100% (Down), 3400 lb. ................................................+1.9g, -0g Fuel Limits Approved Fuel ............... Aviation Grade 100 LL (Blue) or 100 (Green) Total Fuel Capacity...................................... 84.0 U.S. Gallon (318.0 L) Total Fuel Each Tank ................................... 42.0 U.S. Gallon (159.0 L) Total Usable Fuel (all flight conditions) ........ 81.0 U.S. Gallon (306.6 L) Maximum Allowable Fuel Imbalance .............10.0 U.S. Gallon (¼ tank) The fuel system BOOST pump must be on for takeoff, landing, and for switching fuel tanks. Maximum Occupancy Occupancy of this airplane is limited to four persons (the pilot and three passengers). Minimum Flight Crew The minimum flight crew is one pilot. Paint To ensure that the temperature of the composite structure does not exceed 150° F (66° C), the outer surface of the airplane must be painted with an approved white paint, except for areas of registration marks, placards, and minor trim. Refer to SR22 Airplane Maintenance Manual (AMM), Chapter 51, for specific paint requirements. Revision A2 2-12 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Runway Surface This airplane may be operated into and off of any runway surface. Smoking Smoking is prohibited in this airplane. System Limits Cirrus Airframe Parachute System (CAPS) V PD Maximum Demonstrated Deployment Speed..................133 KIAS • Note • Refer to Section 10 – Safety Information, for additional CAPS guidance. Multi-Function Display The Multi-Function Display is not approved as a primary navigation instrument. Information displayed on the multi-function display may be used for advisory purposes only. Oxygen System Whenever the operating rules require the use of supplemental oxygen, the pilot must: • Use an oxygen system approved by Cirrus Design and listed in the Oxygen System AFM Supplement Part Number 13772-109. • Secure the oxygen bottle in the right front seat as described in the AFM Supplement noted above. Revision A1 P/N 13772-001 2-13 Cirrus Design Section 2 SR22 Limitations Kinds of Operation The SR22 is equipped and approved for the following type operations: • VFR day and night. • IFR day and night. Icing Flight into known icing conditions is prohibited. Kinds of Operation Equipment List The following listing summarizes the equipment required under Federal Aviation Regulations (FAR) Part 23 for airworthiness under the listed kind of operation. Those minimum items of equipment necessary under the operating rules are defined in FAR Part 91 and FAR Part 135 as applicable. • Note • All references to types of flight operations on the operating limitations placards are based upon equipment installed at the time of Airworthiness Certificate issuance. System, Instrument, and/or Equipment Kinds of Operation Remarks, Notes, and/or Exceptions VFR Day VFR Nt. IFR Day IFR Nt. Communications VHF COM — — 1 1 Electrical Power Battery 1 1 1 1 1 Battery 2 — — 1 1 Alternator 1 1 1 1 1 Alternator 2 — — 1 1 Ammeter 1 1 1 1 Low Volts Annunciator 1 1 1 1 Reissue A 2-14 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 ALT 1 Annunciator 1 1 1 1 ALT 2 Annunciator 1 1 1 1 Circuit Breakers A/R A/R A/R A/R As Required. Equipment & Furnishings Emergency Locator Transmitter 1 1 1 1 Restraint System A/R A/R A/R A/R One Seat Belt for each occupant. Fire Protection Fire Extinguisher 1 1 1 1 Flight Controls Flap Position Lights 3 3 3 3 Flap System 1 1 1 1 Pitch Trim Indicator 1 1 1 1 Pitch Trim System 1 1 1 1 Roll Trim Indicator 1 1 1 1 Roll Trim System 1 1 1 1 Rudder Trim and Indicator 1 1 1 1 Rudder Trim System and/or Indicator may be inoperative provided the trim tab is fixed in the streamlined position, the indicator is placarded "Rudder Trim Inop," and the system is electrically disabled System, Instrument, and/or Equipment Kinds of Operation Remarks, Notes, and/or Exceptions VFR Day VFR Nt. IFR Day IFR Nt. Reissue A P/N 13772-001 2-15 Cirrus Design Section 2 SR22 Limitations Stall Warning System 1 1 1 1 Fuel Auxiliary Boost Pump 1 1 1 1 Fuel Quantity Indicator 2 2 2 2 Fuel Selector Valve 1 1 1 1 Ice & Rain Protection Alternate Engine Air Induction System 1 1 1 1 Alternate Static Air Source 1 1 1 1 Pitot Heater — — 1 1 Landing Gear Wheel Pants — — — — May be removed. Lights Anticollision Lights 2 2 2 2 Instrument Lights — ™ — ™ ™-Must be operative. Navigation Lights — 2 — 2 Navigation & Pitot Static Altimeter 1 1 1 1 Airspeed Indicator 1 1 1 1 Vertical Speed Indicator — — — — Magnetic Compass 1 1 1 1 Attitude Gyro — — 1 1 HSI — — 1 1 System, Instrument, and/or Equipment Kinds of Operation Remarks, Notes, and/or Exceptions VFR Day VFR Nt. IFR Day IFR Nt. Revision A3 2-16 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Turn Coordinator (Gyro) — — 1 1 Clock — — 1 1 Nav Radio — — 1 1 Pitot System 1 1 1 1 Static System, Normal 1 1 1 1 Multi-Function Display — — — — Engine Indicating Cylinder Head Temperature Gage — — — — Exhaust Gas Temperature Gage — — — — Fuel Flow Gage 1 1 1 1 Manifold Pressure Gage 1 1 1 1 Oil Pressure Gage 1 1 1 1 Oil Quantity Indicator (Dipstick) 1 1 1 1 Oil Temperature Gage 1 1 1 1 Tachometer 1 1 1 1 Special Equipment Cirrus Airframe Parachute (CAPS) 1 1 1 1 Airplane Flight Manual 1 1 1 1 Included w/ POH. System, Instrument, and/or Equipment Kinds of Operation Remarks, Notes, and/or Exceptions VFR Day VFR Nt. IFR Day IFR Nt. Revision A3 P/N 13772-001 2-17 Cirrus Design Section 2 SR22 Limitations Placards 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 Engine compartment, inside oil filler access: SR2_FM02_1372A Wing, adjacent to fuel filler caps: Serials 0002 thru 0549. AVGAS MIN GRADE 100LL OR 100 40.5 U.S. GALS. (153 LITERS) TOTAL USABLE CAP . 23.5 U.S. GALS. (89 LITERS) USABLE TO TAB A V G A S M I N G R A D E 1 0 0LL O R 1 0 0 1 5 6 4 8 - 0 0 4 40.5 U . S . G A L S . (1 5 3 L I T E R S ) T O T A L U S A B L E C A P A C I T 23.5 U . S . G A L S . ( 8 9 L I T E R S ) U S A B L E T O T A B Y Serials 0550 & subs. ROCKET FOR PARACHUTE DEPLOYMENT INSIDE STAY CLEAR WHEN AIRPLANE IS OCCUPIED WARNING! Upper fuselage, either side of CAPS rocket cover: Figure 2-5 Placards (Sheet 1 of 7) Revision A2 2-18 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Figure 2-5 Doors, above and below latch: SR22_FM02_1373A NO PUSH Elevator, Rudder, & Elec. Trim Tab (if installed), both sides: Serials 0334 & subs w/ Ice Protection. CLOSE OPEN Serials 0002 thru 0521. N O F U EL N O F U E L N O F U E L Serials 0522 thru 0820. N O P E C L O S E Serials 0334 & subs w/ Ice Protection. 28 V DC POWER EXTERNAL Left fuselage, on external power supply door: DE-ICING FLUID REFER TO AFM FOR APPROVED DE-ICING FLUIDS Serials 0821 & subs. PUSH TO OPEN Placards (Sheet 2 of 7) Revision A2 P/N 13772-001 2-19 Cirrus Design Section 2 SR22 Limitations 104 KIAS 100% 119 KIAS 50% UP Engine control panel: SR22_FM02_1374C N O I T C I R F M I X T U R E Serials 0334 thru 0434. Serials 0002 & subs. Serials 0410 & subs & serials 0002 thru 0409 after incorporating SA 02-13. MAX NORMAL ICE PROTECTION OFF CONTROL HANDLES FULLY DOWN BEFORE FLIGHT CREW SEATS MUST BE LOCKED IN POSITION AN D OFF LIFT BUTTON FOR OFF POSITION OFF TURN BOOST PUMP ON BEFORE SWITCHING FUEL TANKS RIGHT 40.5 U.S. GALLONS USABLE LEFT 40.5 U.S. GALLONS USABLE 13614-001 FUEL PUMP PRIME BOOST P O W E R CUTOFF IDLE RICH MAX FLAPS Figure 2-5 Placards (Sheet 3 of 7) Revision A3 2-20 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Figure 2-5 SR22_FM02_1375C NO STEP Wing, flap aft edge and fuselage vortex generator: RESCUE: FRACTURE AND REMOVE WINDOW Cabin Door Window, lower edge, centered, applied upside down: THIS AIRCRAFT IS CERTIFIED FOR THE FOLLOWING FLIGHT OPERATIONS: DAY - NIGHT - VFR - IFR (WITH REQUIRED EQUIPMENT) FLIGHT INTO KNOWN ICING IS PROHIBITED OPERATE PER AIRPLANE FLIGHT MANUAL Bolster Switch Panel, left edge: MANEUVERING SPEED: Vo 133 KIAS ACROBATIC MANEUVERS, SPINS, NORMAL CATEGORY AIRPLANE NO APPROVED INCLUDING Instrument Panel Upper left: Instrument Panel Upper Right: ALTITUDE GPH 16000 17 12000 18 8000 21 4000 24 SL 27 MAX POWER FUEL FLOWS Placards (Sheet 4 of 7) Revision A2 P/N 13772-001 2-21 Cirrus Design Section 2 SR22 Limitations SR22_FM02_1376C Serials 0656 & subs. GRAB HERE Bolster Panel, both sides: ELT LOCATED BEHIND BULKHEAD REMOVE CARPET AND ACCESS PANEL Baggage Compartment, aft edge: 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: 12378-001 REV A Figure 2-5 Placards (Sheet 5 of 7) Revision A3 2-22 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Figure 2-5 Serials 0169 & subs. Cabin Window, above door latch: EMERGENCY EXIT REMOVE EGRESS HAMMER FROM WITHIN CENTER ARMREST LID. STRIKE CORNER OF WINDOW. KICK OR PUSH OUT AFTER FRACTURING NO SMOKING FASTEN SEATBELTS FIRE EXTINGUISHER UNDER PILOT SEAT FRONT Instrument Panel: NO SMOKING FASTEN SEATBELTS FIRE EXTINGUISHER UNDER PILOT SEAT FRONT Above MFD (on one line): OR Cabin Window, above door latch: EMERGENCY EXIT REMOVE EGRESS HAMMER FROM ARMREST LID STRIKE CORNER OF WINDOW, KICK OR PUSH OUT AFTER FRACTURING Serials 0002 thru 0168. SR22_FM02_1517C Placards (Sheet 6 of 7) Revision A2 P/N 13772-001 2-23 Cirrus Design Section 2 SR22 Limitations CAPS Deployment Handle Cover, above pilot's right shoulder: SR22_FM02_1437B Serials 0002 thru 0209 before SB 22-95-03. Serials 0210 & subs & 0002 thru 0209 after incorporating SB 22-95-03. ! WARNING USE FOR EXTREME EMERGENCIES ONLY SEAT BELT AND SHOULDER HARNESS MUST BE WORN AT ALL TIMES USE OF THIS DEVICE COULD RESULT IN INJURY OR DEATH MAXIMUM DEMONSTRATED DEPLOYMENT SPEED 133 KIAS CIRRUS AIRFRAME PARACHUTE SYSTEM ACTIVATION PROCEDURE 1. FUEL MIXTURE.......................................CUT-OFF 2. THIS COVER............................................REMOVE 3. ACTIVATION HANDLE.........PULL STRAIGHT DOWN BOTH HANDS, MAXIMUM FORCE, STEADY PULL DO NOT JERK HANDLE 4. FUEL SELECTOR HANDLE........OFF 5. MASTER SWITCH........................OFF 6. RESTRAINT SYSTEM............SECURE ! WARNING USE FOR EXTREME EMERGENCIES ONLY USE OF THIS DEVICE COULD RESULT IN INJURY OR DEATH MAXIMUM DEMONSTRATED DEPLOYMENT SPEED 133 KIAS ACTIVATION PROCEDURES 1. FUEL MIXTURE.......................................CUT-OFF 2. THIS COVER............................................REMOVE 3. ACTIVATION HANDLE................PULL DOWN AND 4. FUEL SELECTOR HANDLE........OFF 5. MASTER SWITCH........................OFF 6. RESTRAINT SYSTEM............SECURE THIS AIRCRAFT IS EQUIPPED W I T H A CIRRUS AIRFRAME PARACHUTE S Y S T E M SEAT BELT AND SHOULDER HARNESS MUST BE WORN AT ALL TIMES FWD WITH BOTH HANDS Figure 2-5 Placards (Sheet 7 of 7) Revision A2 2-24 P/N 13772-001 Section 2 Cirrus Design Limitations SR22 Reissue A Intentionally Left Blank P/N 13772-001 3-1 Cirrus Design Section 3 SR22 Emergency Procedures Section 3 Emergency Procedures Table of Contents Introduction .....................................................................................3-3 Airspeeds for Emergency Operations .............................................3-4 Emergency Procedures Guidance ..................................................3-5 Preflight Planning.........................................................................3-5 Preflight Inspections/Maintenance...............................................3-5 Methodology ................................................................................3-5 Ground Emergencies ......................................................................3-7 Engine Fire During Start ..............................................................3-7 Brake Failure During Taxi ............................................................3-7 Aborted Takeoff ...........................................................................3-7 Emergency Engine Shutdown On Ground...................................3-8 Emergency Ground Egress .........................................................3-8 In-Flight Emergencies .....................................................................3-9 Engine Failure On Takeoff (Low Altitude)....................................3-9 Maximum Glide ............................................................................. 3-10 Engine Failure In Flight.............................................................. 3-11 Engine Airstart ........................................................................... 3-12 Engine Partial Power Loss......................................................... 3-13 Low Oil Pressure ....................................................................... 3-15 Propeller Governor Failure ........................................................ 3-15 Smoke and Fume Elimination....................................................3-16 Engine Fire In Flight................................................................... 3-16 Wing Fire In Flight...................................................................... 3-16 Cabin Fire In Flight ....................................................................3-17 Inadvertent Icing Encounter....................................................... 3-18 Emergency Descent .................................................................. 3-18 Inadvertent IMC Encounter........................................................ 3-19 Inadvertent Spiral Dive During IMC Flight ................................. 3-19 Door Open In Flight ................................................................... 3-19 Spins.......................................................................................... 3-20 CAPS Deployment..................................................................... 3-21 Landing Emergencies ................................................................... 3-23 Forced Landing (Engine Out) ....................................................3-23 Revision A3 3-2 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 Landing Without Elevator Control ..............................................3-24 Landing With Failed Brakes .......................................................3-24 Landing With Flat Tire................................................................3-25 System Malfunctions .....................................................................3-27 Alternator Failure .......................................................................3-27 LOW VOLTS Warning Light Illuminated ....................................3-29 Communications Failure ............................................................3-29 Power Lever Linkage Failure .....................................................3-30 Pitot Static Malfunction ..............................................................3-31 Electric Trim/Autopilot Failure ....................................................3-32 Revision A3 P/N 13772-001 3-3 Cirrus Design Section 3 SR22 Emergency Procedures Introduction This section provides procedures for handling emergencies and abnormal situations that may occur while operating the SR22. Although emergencies caused by airplane, systems, or engine malfunctions are extremely rare, the guidelines described in this section should be considered and applied as necessary should an emergency arise. • Note • Emergency procedures associated with optional systems can be found in Section 9. Reissue A 3-4 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 Airspeeds for Emergency Operations Maneuvering Speed: 3400 lb .............................................................................133 KIAS Best Glide: 3400 lb ...............................................................................88 KIAS 2900 lb ...............................................................................87 KIAS Emergency Landing (Engine-out): Flaps Up.............................................................................90 KIAS Flaps 50% ..........................................................................85 KIAS Flaps 100% ........................................................................80 KIAS Reissue A P/N 13772-001 3-5 Cirrus Design Section 3 SR22 Emergency Procedures Emergency Procedures Guidance Although this section provides procedures for handling most emergencies and abnormal flight conditions that could arise in the SR22, it is not a substitute for thorough knowledge of the airplane and general aviation techniques. A thorough study of the information in this handbook while on the ground will help you prepare for time-critical situations in the air. Preflight Planning Enroute emergencies caused by weather can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. Preflight Inspections/Maintenance In-flight mechanical problems in the SR22 will be extremely rare if proper preflight inspections and maintenance are practiced. Always perform a thorough walk-around preflight inspection before any flight to ensure that no damage occurred during the previous flight or while the airplane was on the ground. Pay special attention to any oil leaks or fuel stains that could indicate engine problems. Methodology Aircraft emergencies are very dynamic events. Because of this, it is impossible to address every action a pilot might take to handle a situation. However, four basic actions can be applied to any emergency. They are: Maintain Aircraft Control — Many minor aircraft emergencies turn into major ones when the pilot fails to maintain aircraft control. Remember, do not panic and do not fixate on a particular problem. Over-attention to a faulty warning light during an instrument approach can lead to a pilot induced unusual attitude and possibly worse. To avoid this, even in an emergency: aviate, navigate, and communicate, in this order. Never let anything interfere with your control of the airplane. Never stop flying. Analyze the Situation — Once you are able to maintain control of the aircraft, assess the situation. Look at the engine instruments. Listen to the engine. Determine what the airplane is telling you. Reissue A 3-6 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 Take Appropriate Action — In most situations, the procedures listed in this section will either correct the aircraft problem or allow safe recovery of the aircraft. Follow them and use good pilot judgment. Land as soon as Conditions Permit — Once you have handled the emergency, assess your next move. Handle any non-critical “clean-up” items in the checklist and put the aircraft on the ground. Remember, even if the airplane appears to be in sound condition, it may not be. Reissue A P/N 13772-001 3-7 Cirrus Design Section 3 SR22 Emergency Procedures Ground Emergencies Engine Fire During Start A fire during engine start may be caused by fuel igniting in the fuel induction system. If this occurs, attempt to draw the fire back into the engine by continuing to crank the engine. 1. Mixture ..............................................................................CUTOFF 2. Fuel Pump ............................................................................... OFF 3. Fuel Selector............................................................................ OFF 4. Power Lever ..................................................................FORWARD 5. Starter ............................................................................... CRANK 6. If flames persist, perform Emergency Engine Shutdown on Ground and Emergency Ground Egress checklists. Brake Failure During Taxi Ground steering is accomplished by differential braking. However, increasing power may allow some rudder control due to increased groundspeed and airflow over the rudder. 1. Engine Power......................................................... AS REQUIRED • To stop airplane - REDUCE • If necessary for steering - INCREASE 2. Directional Control ............................... MAINTAIN WITH RUDDER 3. Brake Pedal(s) ......................................................................PUMP Aborted Takeoff Use as much of the remaining runway as needed to safely bring the airplane to a stop or to slow the airplane sufficiently to turn off the runway. 1. Power Lever ............................................................................ IDLE 2. Brakes.................................................................... AS REQUIRED • Caution • For maximum brake effectiveness, retract flaps, hold control yoke full back, and bring the airplane to a stop by smooth, Reissue A 3-8 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 even application of the brakes to avoid loss of control and/or a blown tire. Emergency Engine Shutdown On Ground 1. Power Lever ............................................................................ IDLE 2. Fuel Pump (if used)..................................................................OFF 3. Mixture ............................................................................. CUTOFF 4. Fuel Selector ............................................................................OFF 5. Ignition Switch ..........................................................................OFF 6. Bat-Alt Master Switches ...........................................................OFF Emergency Ground Egress • WARNING • While exiting the airplane, make sure evacuation path is clear of other aircraft, spinning propellers, and other hazards. 1. Engine........................................................................SHUTDOWN • Note • If the engine is left running, set the Parking Brake prior to evacuating the airplane. 2. Seat belts ....................................................................... RELEASE 3. Airplane................................................................................... EXIT • Note • If the doors cannot be opened, break out the windows with egress hammer, located in the console between the front seats, and crawl through the opening. Reissue A P/N 13772-001 3-9 Cirrus Design Section 3 SR22 Emergency Procedures In-Flight Emergencies Engine Failure On Takeoff (Low Altitude) If the engine fails immediately after becoming airborne, abort on the runway if possible. If altitude precludes a runway stop but is not sufficient to restart the engine, lower the nose to maintain airspeed and establish a glide attitude. In most cases, the landing should be made straight ahead, turning only to avoid obstructions. After establishing a glide for landing, perform as many of the checklist items as time permits. • WARNING • If a turn back to the runway is elected, be very careful not to stall the airplane. 1. Best Glide or Landing Speed (as appropriate) .......... ESTABLISH 2. Mixture ..............................................................................CUTOFF 3. Fuel Selector............................................................................ OFF 4. Ignition Switch.......................................................................... OFF 5. Flaps ...................................................................... AS REQUIRED If time permits: 6. Power Lever ............................................................................ IDLE 7. Fuel Pump ............................................................................... OFF 8. Bat-Alt Master Switches........................................................... OFF 9. Seat Belts ..................................................... ENSURE SECURED Reissue A 3-10 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 Maximum Glide Best Glide Speed 3400 lb 88 KIAS Maximum Glide Ratio ~ 9.6 : 1 Conditions Example: Power OFF Altitude 10,000 ft. AGL Propeller Windmilling Airspeed Best Glide Flaps 0% (UP) Wind Zero Glide Distance 15.8 NM 14000 12000 10000 8000 6000 2000 4000 0 6 8 10 12 14 16 18 4 2 20 0 GROUND DISTANCE - NAUTICAL MILES HEIGHT ABOVE GROUND - FEET SR22_FM03_1391 Figure 3-1 Maximum Glide Reissue A P/N 13772-001 3-11 Cirrus Design Section 3 SR22 Emergency Procedures Engine Failure In Flight If the engine fails at altitude, pitch as necessary to establish best glide speed. While gliding toward a suitable landing area, attempt to identify the cause of the failure and correct it. • WARNING • If engine failure is accompanied by fuel fumes in the cockpit, or if internal engine damage is suspected, move Mixture Control to CUTOFF and do not attempt a restart. 1. Best Glide Speed ....................................................... ESTABLISH • Note • With a seized or failed engine, the distance that the airplane will glide will be more than the distance it would glide with the engine at idle, such as during training. If the propeller is windmilling, some additional glide range may be achieved by moving the Power Lever to idle and increasing airspeed by 5 to 10 knots. 2. Mixture ......................................................................... FULL RICH 3. Fuel Selector........................................................ SWITCH TANKS 4. Fuel Pump ......................................................................... BOOST 5. Alternate Induction Air ...............................................................ON 6. Ignition Switch.........................................................CHECK, BOTH 7. If engine does not start, proceed to Engine Airstart or Forced Landing checklist, as required. Reissue A 3-12 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 Engine Airstart The following procedures address the most common causes for engine loss. Switching tanks and turning the fuel pump on will enhance starting if fuel contamination was the cause of the failure. Leaning the mixture and then slowly enriching mixture may correct faulty mixture control. • Note • Engine airstarts may be performed during 1g flight anywhere within the normal operating envelope of the airplane. 1. Bat Master Switches ................................................................. ON 2. Power Lever .................................................................... ½” OPEN 3. Mixture ................................................................................... RICH 4. Fuel Selector ........................................................ SWITCH TANKS 5. Ignition Switch ....................................................................... BOTH 6. Fuel Pump.......................................................................... BOOST 7. Alternate Induction Air............................................................... ON 8. Alt Master Switches .................................................................OFF 9. Starter (Propeller not Windmilling) ...................................ENGAGE 10. Power Lever .......................................................slowly INCREASE 11. Alt Master Switches .................................................................. ON 12. If engine will not start, perform Forced Landing checklist. Reissue A P/N 13772-001 3-13 Cirrus Design Section 3 SR22 Emergency Procedures Engine Partial Power Loss Indications of a partial power loss include fluctuating RPM, reduced or fluctuating manifold pressure, low oil pressure, high oil temperature, and a rough-sounding or rough-running engine. Mild engine roughness in flight may be caused by one or more spark plugs becoming fouled. A sudden engine roughness or misfiring is usually evidence of a magneto malfunction. • Note • Low oil pressure may be indicative of an imminent engine failure – Refer to Low Oil Pressure procedure in this section for special procedures with low oil pressure. • Note • A damaged (out-of-balance) propeller may cause extremely rough operation. If an out-of-balance propeller is suspected, immediately shut down engine and perform Forced Landing checklist. If a partial engine failure permits level flight, land at a suitable airfield as soon as conditions permit. If conditions do not permit safe level flight, use partial power as necessary to set up a forced landing pattern over a suitable landing field. Always, be prepared for a complete engine failure. If the power loss is due to a fuel leak in the injector system, fuel sprayed over the engine may be cooled by the slipstream airflow which may prevent a fire at altitude. However, as the Power Lever is reduced during descent and approach to landing the cooling air may not be sufficient to prevent an engine fire. • WARNING • If there is a strong smell of fuel in the cockpit, divert to the nearest suitable landing field. Fly a forced landing pattern and shut down the engine fuel supply once a safe landing is assured. The following procedure provides guidance to isolate and correct some of the conditions contributing to a rough running engine or a partial power loss: (Continued on following page) Reissue A 3-14 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 1. Fuel Pump.......................................................................... BOOST Selecting BOOST on may clear the problem if vapor in the injection lines is the problem or if the engine-driven fuel pump has partially failed. The electric fuel pump will not provide sufficient fuel pressure to supply the engine if the engine-driven fuel pump completely fails. 2. Fuel Selector ........................................................ SWITCH TANKS Selecting the opposite fuel tank may resolve the problem if fuel starvation or contamination in one tank was the problem. 3. Mixture ............................. CHECK appropriate for flight conditions 4. Power Lever ....................................................................... SWEEP Sweep the Power Lever through range as required to obtain smooth operation and required power. 5. Alternate Induction Air............................................................... ON A gradual loss of manifold pressure and eventual engine roughness may result from the formation of intake ice. Opening the alternate engine air will provide air for engine operation if the normal source is blocked or the air filter is iced over. 6. Ignition Switch ...................................................... BOTH, L, then R Cycling the ignition switch momentarily from BOTH to L and then to R may help identify the problem. An obvious power loss in single ignition operation indicates magneto or spark plug trouble. Lean the mixture to the recommended cruise setting. If engine does not smooth out in several minutes, try a richer mixture setting. Return ignition switch to the BOTH position unless extreme roughness dictates the use of a single magneto. 7. Land as soon as practical. Reissue A P/N 13772-001 3-15 Cirrus Design Section 3 SR22 Emergency Procedures Low Oil Pressure If low oil pressure is accompanied by a rise in oil temperature, the engine has probably lost a significant amount of its oil and engine failure may be imminent. Immediately reduce engine power to idle and select a suitable forced landing field. • WARNING • Prolonged use of high power settings after loss of oil pressure will lead to engine mechanical damage and total engine failure, which could be catastrophic. • Note • Full power should only be used following a loss of oil pressure when operating close to the ground and only for the time necessary to climb to an altitude permitting a safe landing or analysis of the low oil pressure indication to confirm oil pressure has actually been lost. If low oil pressure is accompanied by normal oil temperature, it is possible that the oil pressure sensor, gage, or relief valve is malfunctioning. In any case, land as soon as practical and determine cause. 1. Power Lever ................................................ MINIMUM REQUIRED 2. Land as soon as possible. Propeller Governor Failure If the RPM does not respond to power lever movement or overspeeds, the most likely cause is a faulty governor or an oil system malfunction. If moving the power lever is difficult or rough, suspect a power lever linkage failure and perform the Power Lever Linkage Failure checklist. Propeller RPM will not increase: 1. Oil Pressure ....................................................................... CHECK 2. Land as soon as practical. Propeller overspeeds or will not decrease: 1. Power Lever ................................. ADJUST (to keep RPM in limits) 2. Airspeed.........................................................REDUCE to 90 KIAS 3. Land as soon as practical. Reissue A 3-16 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 Smoke and Fume Elimination If smoke and/or fumes are detected in the cabin, check the engine instruments for any sign of malfunction. If a fuel leak has occurred, actuation of electrical components may cause a fire. If there is a strong smell of fuel in the cockpit, divert to the nearest suitable landing field. Perform a Forced Landing pattern and shut down the fuel supply to the engine once a safe landing is assured. 1. Heater ......................................................................................OFF 2. Air Vents......................................................... OPEN, FULL COLD 3. Prepare to land as soon as possible. If airflow is not sufficient to clear smoke or fumes from cabin: 4. Cabin Doors ................................................................... UNLATCH Engine Fire In Flight If an engine fire occurs during flight, do not attempt to restart the engine. 1. Mixture ............................................................................. CUTOFF 2. Fuel Pump................................................................................OFF 3. Power Lever ........................................................................... IDLE 4. Fuel Selector ............................................................................OFF 5. Ignition Switch ..........................................................................OFF 6. Perform Forced Landing checklist. Wing Fire In Flight 1. Pitot Heat Switch......................................................................OFF 2. Navigation Light Switch............................................................OFF 3. Strobe Light Switch ..................................................................OFF 4. If possible, side slip to keep flames away from fuel tank and cabin. • Note • Putting the airplane into a dive may blow out the fire. Do not exceed V NE during the dive. 5. Land as soon as possible. Reissue A P/N 13772-001 3-17 Cirrus Design Section 3 SR22 Emergency Procedures Cabin Fire In Flight If the cause of the fire is readily apparent and accessible, use the fire extinguisher to extinguish flames and land as soon as possible. Opening the vents may feed the fire, but to avoid incapacitating the crew from smoke inhalation, it may be necessary to rid cabin of smoke or fire extinguishant. If the cause of fire is not readily apparent, is electrical, or is not readily accessible, proceed as follows: • WARNING • Serials 0435 and subsequent with PFD: If the airplane is in IMC conditions, turn ALT 1, ALT 2, and BAT 1 switches OFF. Power from battery 2 will keep the Primary Flight Display operational for approximately 30 minutes. 1. Bat-Alt Master Switches........................................ OFF, AS REQ’D • Note • With Bat-Alt Master Switches OFF, engine will continue to run. However, no electrical power will be available. 2. Heater ...................................................................................... OFF 3. Air Vents........................................................................... CLOSED 4. Fire Extinguisher ............................................................ ACTIVATE • WARNING • Halon gas used in the fire extinguisher can be toxic, especially in a closed area. After extinguishing fire, ventilate cabin by opening air vents and unlatching door (if required). 5. When fire extinguished, Air Vents ................... OPEN, FULL COLD 6. Avionics Power Switch ............................................................. OFF 7. All other switches ..................................................................... OFF 8. Land as soon as possible. If setting master switches off eliminated source of fire or fumes and airplane is in night, weather, or IFR conditions: (Continued on following page) Revision A2 3-18 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 • WARNING • If airplane is in day VFR conditions and turning off the master switches eliminated the fire situation, leave the master switches OFF. Do not attempt to isolate the source of the fire by checking each individual electrical component. 9. Bat-Alt Master Switches ............................................................ ON 10. Avionics Power Switch .............................................................. ON 11. Activate required systems one at a time. Pause several seconds between activating each system to isolate malfunctioning system. Continue flight to earliest possible landing with malfunctioning system off. Activate only the minimum amount of equipment necessary to complete a safe landing. Inadvertent Icing Encounter Flight into known icing conditions is prohibited. However, If icing is inadvertently encountered: 1. Pitot Heat .................................................................................. ON 2. Exit icing conditions. Turn back or change altitude. 3. Cabin Heat .................................................................... MAXIMUM 4. Windshield Defrost ...................................................... FULL OPEN 5. Alternate Induction Air............................................................... ON Emergency Descent 1. Power Lever ............................................................................ IDLE 2. Mixture ........................................................................ As Required • Caution • If significant turbulence is expected do not descend at indicated airspeeds greater than V NO (178 KIAS) 3. Airspeed ................................................................. V NE (201 KIAS) Revision A2 P/N 13772-001 3-19 Cirrus Design Section 3 SR22 Emergency Procedures Inadvertent IMC Encounter Upon entering IMC, a pilot who is not completely proficient in instrument flying should rely upon the autopilot to execute a 180° turn to exit the conditions. Immediate action should be made to turn back as follows: 1. Airplane Control ........................ Establish Straight and Level Flight 2. Autopilot ............................... Engage to hold Heading and Altitude 3. Heading ..................................................Reset to initiate 180° turn Inadvertent Spiral Dive During IMC Flight 1. Power Lever ............................................................................ IDLE 2. Stop the spiral dive by using coordinated aileron and rudder control while referring to the attitude indicator and turn coordinator to level the wings. 3. Cautiously apply elevator back pressure to bring airplane to level flight attitude. 4. Trim for level flight. 5. Set power as required. 6. Use autopilot if functional otherwise keep hands off control yoke, use rudder to hold constant heading. 7. Exit IMC conditions as soon as possible. Door Open In Flight The doors on the SR22 will remain 1-3 inches open in flight if not latched. If this is discovered on takeoff roll, abort takeoff if practical. If already airborne: 1. Airspeed...............................................REDUCE TO 80 – 90 KIAS 2. Land as soon as practical. Revision A1 3-20 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 Spins The SR22 is not approved for spins, and has not been tested or certified for spin recovery characteristics. The only approved and demonstrated method of spin recovery is activation of the Cirrus Airframe Parachute System (See CAPS Deployment, this section). Because of this, if the aircraft “departs controlled flight,” the CAPS must be deployed. While the stall characteristics of the SR22 make accidental entry into a spin extremely unlikely, it is possible. Spin entry can be avoided by using good airmanship: coordinated use of controls in turns, proper airspeed control following the recommendations of this Handbook, and never abusing the flight controls with accelerated inputs when close to the stall (see Stalls, Section 4). If, at the stall, the controls are misapplied and abused accelerated inputs are made to the elevator, rudder and/or ailerons, an abrupt wing drop may be felt and a spiral or spin may be entered. In some cases it may be difficult to determine if the aircraft has entered a spiral or the beginning of a spin. • WARNING • In all cases, if the aircraft enters an unusual attitude from which recovery is not expected before ground impact, immediate deployment of the CAPS is required. The minimum demonstrated altitude loss for a CAPS deployment from a one-turn spin is 920 feet. Activation at higher altitudes provides enhanced safety margins for parachute recoveries. Do not waste time and altitude trying to recover from a spiral/spin before activating CAPS. Inadvertent Spin Entry 1. CAPS ................................................................................. Activate Revision A1 P/N 13772-001 3-21 Cirrus Design Section 3 SR22 Emergency Procedures CAPS Deployment The Cirrus Airframe Parachute System (CAPS) should be activated in the event of a life-threatening emergency where CAPS deployment is determined to be safer than continued flight and landing. • WARNING • CAPS deployment is expected to result in loss of the airframe and, depending upon adverse external factors such as high deployment speed, low altitude, rough terrain or high wind conditions, may result in severe injury or death to the occupants. Because of this, CAPS should only be activated when any other means of handling the emergency would not protect the occupants from serious injury. • Caution • Expected impact in a fully stabilized deployment is equivalent to a drop from approximately 13 feet. • Note • Several possible scenarios in which the activation of the CAPS would be appropriate are discussed in Section 10 - Safety Information, of this Handbook. These include: • Mid-air collision • Structural failure • Loss of control • Landing in inhospitable terrain • Pilot incapacitation All pilots should carefully review the information on CAPS activation and deployment in Section 10 before operating the airplane. Once the decision is made to deploy CAPS, the following actions should be taken: 1. Airspeed....................................................... MINIMUM POSSIBLE (Continued on following page) Revision A1 3-22 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 The maximum demonstrated deployment speed is 133 KIAS. Reducing airspeed allows minimum parachute loads and prevents structural overload and possible parachute failure. 2. Mixture (If time and altitude permit) ................................. CUTOFF Generally, a distressed airplane will be safer for its occupants if the engine is not running. 3. Activation Handle Cover.................................................. REMOVE The cover has a handle located at the forward edge. Pull cover down to expose activation T-handle. 4. Activation Handle (Both Hands) ............ PULL STRAIGHT DOWN Pull the activation T-handle from its holder. Clasp both hands around the handle and pull straight down in a strong, steady, and continuous motion. Maintain maximum pull force until the rocket activates. Pull forces up to, or exceeding, 45 pounds may be required. Bending of the handle-housing mount is to be expected. • WARNING • Jerking or rapidly pulling the activation T-handle will greatly increase the pull forces required to activate the rocket. Use a firm and steady pulling motion – a “chin-up” type pull enhances successful activation. After Deployment: 5. Mixture ...............................................................CHECK, CUTOFF 6. Fuel Selector ............................................................................OFF Shutting off fuel supply to engine will reduce the chances of fire resulting from impact at touchdown. 7. Bat-Alt Master Switches ...........................................................OFF 8. Ignition Switch ..........................................................................OFF 9. Fuel Pump................................................................................OFF 10. ELT ............................................................................................ ON 11. Seat Belts and Harnesses .............................................. TIGHTEN All occupants must have seat belts and shoulder harness securely fastened. Revision A1 P/N 13772-001 3-23 Cirrus Design Section 3 SR22 Emergency Procedures 12. Loose Items ..................................................................... SECURE If time permits, all loose items should be secured to prevent injury from flying objects in the cabin at touchdown. 13. Assume emergency landing body position. The emergency landing body position is assumed by crossing the arms across the chest, firmly grasping the shoulder harness, and holding the upper torso erect. 14. After the airplane comes to a complete stop, evacuate quickly and move upwind. As occupants exit the airplane, the reduced weight may allow winds to drag the airplane further. As a result of landing impact, the doors may jam. If the doors cannot be opened, break out the windows with the egress hammer, located in the console between the front seats, and crawl through the opening. Landing Emergencies Forced Landing (Engine Out) If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing. A suitable field should be chosen as early as possible so that maximum time will be available to plan and execute the forced landing. For forced landings on unprepared surfaces, use full flaps if possible. Land on the main gear and hold the nose wheel off the ground as long as possible. If engine power is available, before attempting an “off airport” landing, fly over the landing area at a low but safe altitude to inspect the terrain for obstructions and surface conditions. • Note • Use of full (100%) flaps will reduce glide distance. Full flaps should not be selected until landing is assured. If ditching, avoid a landing flare because of difficulty in judging height over water. 1. Best Glide Speed ........................................................ ESTABLISH (Continued on following page) Revision A1 3-24 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 2. Radio............................................. Transmit (121.5 MHz) MAYDAY giving location and intentions 3. Transponder ........................................................... SQUAWK 7700 4. If off airport, ELT ........................................................... ACTIVATE 5. Power Lever ............................................................................ IDLE 6. Mixture ............................................................................. CUTOFF 7. Fuel Selector ............................................................................OFF 8. Ignition Switch ..........................................................................OFF 9. Fuel Pump................................................................................OFF 10. Flaps (when landing is assured) ...........................................100% 11. Master Switches.......................................................................OFF 12. Seat Belt(s) ................................................................... SECURED Landing Without Elevator Control The pitch trim spring cartridge is attached directly to the elevator and provides a backup should you lose the primary elevator control system. Set elevator trim for a 80 KIAS approach to landing. Thereafter, do not change the trim setting until in the landing flare. During the flare, the nose-down moment resulting from a power reduction may cause the airplane to hit on the nosewheel. To avoid this, move the trim button to the full nose-up position during the flare and adjust the power for a smooth landing. At touchdown, bring the power lever to idle. 1. Flaps ................................................................................SET 50% 2. Trim ............................................................................SET 80 KIAS 3. Power ...................................AS REQUIRED FOR GLIDE ANGLE Landing With Failed Brakes One brake inoperative 1. Land on the side of runway corresponding to the inoperative brake. 2. Maintain directional control using rudder and working brake. Revision A1 P/N 13772-001 3-25 Cirrus Design Section 3 SR22 Emergency Procedures Both brakes inoperative 1. Divert to the longest, widest runway with the most direct headwind. 2. Land on downwind side of the runway. 3. Use the rudder for obstacle avoidance. • Note • Rudder effectiveness will decrease with decreasing airspeed. 4. Perform Emergency Engine Shutdown on Ground checklist. Landing With Flat Tire If a flat tire or tread separation occurs during takeoff and you cannot abort, land as soon as conditions permit. Main Gear 1. Land on the side of the runway corresponding to the good tire. 2. Maintain directional control with the brakes and rudder. 3. Do not taxi. Stop the airplane and perform a normal engine shutdown. Nose Gear 1. Land in the center of the runway. 2. Hold the nosewheel off the ground as long as possible. 3. Do not taxi. Stop the airplane and perform a normal engine shutdown. Revision A1 3-26 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 ANNUN TURN COORD. #1 ATTITUDE #1 HSI/PFD #1 STALL WARNING BATTERY 2 ALT 2 ESSENTIAL POWER AUTOPILOT AVIONICS COM 1 GPS 1 STARTER RELAY PITOT HEAT/ COOLING FAN 12VDC OUTLET STROBE LIGHTS NAV LIGHTS FLAPS ESSENTIAL COM 2 ENCODER/ XPONDER WEATHER/ STORMSCOPE AUDIO PANEL MFD AVIONICS ENGINE INST INST LIGHTS PITCH TRIM ICE PROTECTION BATT SR22_FM03_1453B SKYWATCH/ TAWS ROLL TRIM ALT 1 ALT 2 AMMETER BAT 2 BAT 1 ALT 2 ALT 1 MAIN DISTRIBUTION BUS ESSENTIAL DISTRIBUTION BUS NON-ESSENTIAL ESSENTIAL MAIN BUS 1 ALT 1 CABIN LIGHTS HSI/PFD #2 ATTITUDE #2 TURN COORD. #2 MAIN BUS 2 FUEL PUMP NON-ESSENTIAL GPS 2 Figure 3-2 Electrical Power Distribution (Simplified) Revision A3 P/N 13772-001 3-27 Cirrus Design Section 3 SR22 Emergency Procedures System Malfunctions Alternator Failure Steady illumination of either ALT caution light in the annunciator panel indicates a failure of the corresponding alternator. The most likely the cause of the alternator failure is a wiring fault, a malfunctioning alternator, or a malfunctioning control unit. Usually, electrical power malfunctions are accompanied by an excessive rate of charge or a discharge rate shown on the ammeter. • Caution • Alternators in this airplane are self-exciting. These alternators require battery power for alternator starting; however, once started, the alternators will provide self-generated field power to continue operation in case of a battery failure. To assure alternator restart power is available if the alternators fail, the batteries should not be turned off during flight. A flashing ALT 1 light indicates an excessive charging rate. This could occur with a very low BAT 1 and heavy equipment loads. Since the loads on ALT 2 are much lower, it is unlikely that a flashing ALT 2 light could occur, even with a very low BAT 2. Figure 3-2 shows the electrical system power distribution. Individual loads on each circuit breaker panel bus are shown in the same order as they are on the panel. Note that items on the circuit breaker panel Essential buses are powered from ALT 1, ALT 2, BAT 1, and BAT 2. The circuit breaker panel Main buses and Non-Essential buses are powered from ALT 1 and BAT 1 only. • Note • If it is necessary to reduce electrical loads due to an alternator malfunction, switch off electrical components and/or systems that are not essential for the current flight conditions rather than pulling circuit breakers. Load shedding in this manner will prevent accidental circuit breaker disconnection and loss of power to flight-critical systems. See Figure 3-2, Electrical Power Distribution, for details on electrical busses and what components/systems they power. Revision A3 3-28 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 ALT 1 Light Steady Steady illumination indicates a failure of ALT 1. Attempt to bring alternator back on line. If alternator cannot be brought back, reduce loads and use Main Bus or Non-Essential loads only as necessary for flight conditions. 1. ALT 1 Master Switch ................................................................OFF 2. Alternator 1 Circuit Breaker............................ CHECK and RESET 3. ALT 1 Master Switch ................................................................. ON If alternator does not reset: 4. Switch off unnecessary equipment on Main Bus 1, Main Bus 2, and the Non-Essential Buses to reduce loads. Monitor voltage. 5. ALT 1 Master Switch ................................................................OFF 6. Land as soon as practical. ALT 1 Light Flashing The most likely cause is a severely discharged battery along with heavy equipment loads. In this event, reduce loads on Main and Non- Essential buses and monitor amperage until charging rate is within normal limits. Then loads can be added as required. 1. Ammeter Switch ..................................................................... BATT 2. If charging rate is greater than 30 amps, reduce load on Main Bus 1, Main Bus 2, and Non-Essential buses. 3. Monitor ammeter until battery charge rate is less than 15 amps. 4. When battery charge rate is within limits, add loads as necessary for flight conditions. ALT 2 Light Steady Except during low RPM operations, steady illumination indicates a failure of ALT 2. If alternator cannot be brought back, Essential bus loads will be powered from ALT 1, BAT 1, and BAT 2. • Note • ALT 2 light will illuminate steady and ALT 2 will not come on line until 1700 - 2200 RPM. 1. ALT 2 Master Switch ................................................................OFF Revision A3 P/N 13772-001 3-29 Cirrus Design Section 3 SR22 Emergency Procedures 2. Alternator 2 Circuit Breaker ........................... CHECK and RESET 3. ALT 2 Master Switch ..................................................................ON If alternator does not reset: 4. Switch off unnecessary equipment on Main Bus 1, Main Bus 2, and Non-Essential Buses to reduce loads. 5. ALT 2 Master Switch ................................................................ OFF 6. Land as soon as practical. LOW VOLTS Warning Light Illuminated Illumination of the LOW VOLTS light indicates that the voltage measured at the Essential Bus is 24.5 volts or less. Typically, this indicates that the airplane is operating on battery power only and both alternators have failed or are off. If both alternators have failed: 1. Land as soon as practical. Communications Failure Communications failure can occur for a variety of reasons. If, after following the checklist procedure, communication is not restored, proceed with FAR/AIM lost communications procedures. • Note • In the event of an audio panel power failure the audio panel connects COM 1 to the pilot’s headset and speakers. Setting the audio panel ‘Off’ will also connect COM 1 to the pilot’s headsets and speakers. 1. Switches, Controls ............................................................. CHECK 2. Frequency ........................................................................CHANGE 3. Circuit Breakers ................................................................. CHECK 4. Headset ...........................................................................CHANGE 5. Hand Held Microphone ................................................. CONNECT Revision A3 3-30 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 Power Lever Linkage Failure If the Power Lever linkage fails in flight, the engine will not respond to power lever control movements. Use power available and flaps as required to safely land the airplane. If the power lever is stuck at or near the full power position, proceed to a suitable airfield. Fly a forced landing pattern. With landing assured, shut down engine by moving mixture control full aft to CUTOFF. If power is needed again, return mixture control to full RICH and regain safe pattern parameters or go-around. If airspeed cannot be controlled, shut engine down and perform the Forced Landing checklist. After landing, bring the airplane to a stop and complete the Emergency Engine Shutdown on Ground checklist. If the power lever is stuck at or near the idle position and straight and level flight cannot be maintained, establish glide to a suitable landing surface. Fly a forced landing pattern. 1. Power Lever Movement.....................................................VERIFY 2. Power ............................................................................ SET if able 3. Flaps ........................................................................ SET if needed 4. Mixture ..................................... AS REQUIRED (full rich to cut-off) 5. Land as soon as possible. Revision A1 P/N 13772-001 3-31 Cirrus Design Section 3 SR22 Emergency Procedures Pitot Static Malfunction Static Source Blocked If erroneous readings of the static source instruments (airspeed, altimeter and vertical speed) are suspected, the alternate static source valve, on side of console near pilot’s right ankle, should be opened to supply static pressure from the cabin to these instruments. • Note • If selecting the alternate static source does not work, in an emergency, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the vertical speed indicator. When static pressure is supplied through the vertical speed indicator, the vertical speed UP- DOWN indications will be reversed (i.e., the needle will indicate UP for descent and DOWN for climb). With the alternate static source on, adjust indicated airspeed slightly during climb or approach according to the Airspeed Calibration (Alternate Static Source) table in Section 5 as appropriate for vent/ heater configuration. 1. Pitot Heat ...................................................................................ON 2. Alternate Static Source ......................................................... OPEN Pitot Tube Blocked If only the airspeed indicator is providing erroneous information, and in icing conditions, the most probable cause is pitot ice. If setting Pitot Heat ON does not correct the problem, descend to warmer air. If an approach must be made with a blocked Pitot tube, use known pitch and power settings and the GPS groundspeed indicator, taking surface winds into account. 1. Pitot Heat ...................................................................................ON Revision A1 3-32 P/N 13772-001 Section 3 Cirrus Design Emergency Procedures SR22 Electric Trim/Autopilot Failure Any failure or malfunction of the electric trim or autopilot can be over- ridden by use of the control yoke. If runaway trim is the problem, de- energize the circuit by pulling the circuit breaker (PITCH TRIM, ROLL TRIM, or AUTOPILOT) and land as soon as conditions permit. 1. Airplane Control ......................................... MAINTAIN MANUALLY 2. Autopilot (if engaged) .....................................................Disengage If Problem Is Not Corrected: 3. Circuit Breakers................................................ PULL AS Required • PITCH TRIM • ROLL TRIM • AUTOPILOT 4. Power Lever ........................................................... AS REQUIRED 5. Control Yoke................................. MANUALLY HOLD PRESSURE 6. Land as soon as practical. Revision A1 P/N 13772-001 4-1 Cirrus Design Section 4 SR22 Normal Procedures Section 4 Normal Procedures Table of Contents Introduction .....................................................................................4-3 Airspeeds for Normal Operation .....................................................4-4 Normal Procedures .........................................................................4-5 Preflight Inspection ......................................................................4-5 Preflight Walk-Around..................................................................4-6 Before Starting Engine.................................................................4-9 Starting Engine .......................................................................... 4-10 Before Taxiing............................................................................ 4-12 Taxiing ....................................................................................... 4-12 Before Takeoff ........................................................................... 4-12 Maximum Power Fuel Flow ....................................................... 4-14 Takeoff....................................................................................... 4-15 Normal Takeoff .......................................................................... 4-15 Short Field Takeoff ....................................................................4-16 Climb.......................................................................................... 4-16 Cruise ........................................................................................ 4-17 Cruise Leaning........................................................................... 4-18 Descent...................................................................................... 4-18 Before Landing .......................................................................... 4-18 Landing ...................................................................................... 4-19 Balked Landing/Go-Around ....................................................... 4-20 After Landing ............................................................................. 4-20 Shutdown................................................................................... 4-21 Stalls .......................................................................................... 4-22 Environmental Considerations ...................................................... 4-23 Cold Weather Operation ............................................................ 4-23 Hot Weather Operation.............................................................. 4-26 Noise Characteristics/Abatement.................................................. 4-26 Fuel Conservation ......................................................................... 4-27 Revision A3 4-2 P/N 13772-001 Section 4 Cirrus Design Normal Procedures SR22 Intentionally Left Blank Revision A3 P/N 13772-001 4-3 Cirrus Design Section 4 SR22 Normal Procedures Introduction Thi