Revision A1 Transmittal - Cirrus Design Authorized Service Center

Revision A1 Transmittal - Cirrus Design Authorized Service Center
Cirrus Design
SR20
Pilot’s Operating Handbook
Transmittal
Revision A1 Transmittal
April 28, 2016
TO:
Holders of Cirrus Design SR20 Pilot’s Operating Handbook for Aircraft
Serials 2016 and Subsequent with Cirrus Perspective Avionics System, P/N 11934-004AR.
SUBJECT:
Revision A1 dated 28 Apr 2016.
Revision A1 to the Model SR20 Pilot’s Operating Handbook revises
Sections 1, 2, 3, 3A, 4, 5, 6, 7, 8, 9, and 10.
Revise sections by inserting revised pages and removing superseded
pages in accordance with the List of Effective Pages. After incorporating revision pages, discard superseded pages and this transmittal.
P/N 11934-004AR
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SR20
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Transmittal-2
P/N 11934-004AR
Revision A1
Cirrus Design
SR20
Pilot’s Operating Handbook
Revision Highlights
Revision A1 Highlights
Page
Revision Description
Front Matter ..... Revised Front Matter.
Section 1.......... Revised Introduction section.
Revised The Airplane section.
Section 2.......... Incorporated TPOH 15-01: MD302.
Incorporated TPOH 15-04: Baro-VNAV.
Added door placard.
Section 3.......... Removed High Fuel Flow CAS message.
Revised Starter Engaged Annunciation Checklist.
Revised Engine Partial Power Loss Checklist.
Section 3A ....... Incorporated TPOH 15-01: MD302.
Revised Starter Engaged Annunciation Checklist.
Section 4.......... Incorporated TPOH 14-07: Environmental Considerations.
Incorporated TPOH 15-23: Cruise Procedure.
Revised Preflight Walk-Around Checklist.
Revised Starting Engine Checklist.
Revised Before Takeoff Checklist.
Revised Climb Checklist.
Section 5.......... Revised Associated Conditions Affecting Performance section.
Revised Outside Air Temperature for ISA Condition table.
Revised Cruise Performance section.
Revised Landing Distance section.
Added Landing Distance Table - Flaps 50%.
Added Landing Distance Table - Flaps 0%.
Section 6.......... Revised Introduction section.
Removed Airplane Weighing Form.
Removed Airplane Weighing Procedures.
Removed Airplane Leveling section.
Revised Loading Data section.
Section 7.......... Incorporated TPOH 14-01: Brakes.
Incorporated TPOH 14-04: Electrical System.
Incorporated TPOH 15-01: MD302.
Incorporated TPOH 15-04: Baro-VNAV.
Incorporated TPOH 15-07R1: USB-A Ports & Fire Extinguisher.
Added Key Fob to Cabin Doors section.
Revised Magnetic Compass section.
Added Mixture Management section.
Revised Pitot-Static System illustration.
Added GTX 33 ES Transponder.
Added MY2016 Convenience Lighting option.
P/N 11934-004AR
Revision A1
Highlights-1
Pilot’s Operating Handbook
Revision Highlights
Cirrus Design
SR20
Section 8 ..........Incorporated TPOH 14-01: Brakes.
Revised Operator’s Publications section.
Removed Brake Inspection.
Added Keyfob Battery Replacement section.
Added Care of Graphics section.
Section 9 ..........Revised Log of Supplements.
Section 10 ........Removed Door Position table from Landing Considerations.
Revised Taxiing, Steering, and Braking Practices section.
Highlights-2
P/N 11934-004AR
Revision A1
Cirrus Design
SR20
Pilot’s Operating Handbook
List of Effective Pages
List of Effective Pages
Use this page to determine the current effective date for each page in the POH. Supplements are
issued individually and are controlled by the Log of Supplements Page in Section 9.
Dates of original issue and revised pages are:
Reissue................... A................. 13 Nov 2013
Revision.................. A1............... 28 Apr 2016
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SR20
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Revision A1
Cirrus Design
SR20
Pilot’s Operating Handbook
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SR20
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P/N 11934-004AR
Reissue A
Cirrus Design
SR20
Front Matter
Foreword
Foreword
This Pilot’s Operating Handbook (POH) has been prepared by Cirrus
Design Corporation to familiarize operators with the aircraft. Read this
POH carefully. It provides operational procedures that will assure the
operator obtains the performance published in the manual, data
designed to allow the most efficient use of the airplane, and basic
information for maintaining the airplane in a “like new” condition.
• Note •
All limitations, procedures, maintenance & servicing
requirements, and performance data contained in this POH
are mandatory for compliance with FAA operating rules and
for continued airworthiness of the airplane.
This POH includes the material required to be furnished to the pilot by
the Federal Aviation Regulations (FARs) and additional information
provided by Cirrus Design Corporation and constitutes the FAA
Approved Airplane Flight Manual for the aircraft.
P/N 11934-004
Revision A1
Front Matter-1
Front Matter
Foreword
Cirrus Design
SR20
The Pilot’s Operating Handbook
This Pilot’s Operating Handbook has been prepared using GAMA
Specification #1 for Pilot’s Operating Handbook, Revision 2, dated 18
October 1996 as the content model and format guide. However, some
deviations from this specification were made for clarity. The POH is
presented in loose-leaf form for ease in inserting revisions and is sized
for convenient storage. Tabbed dividers throughout the POH allow
quick reference to each section. Logical and convenient Tables of
Contents are located at the beginning of each section to aid in locating
specific data within that section. The POH is divided into ten sections
as follows:
Section 1................................................................................... General
Section 2...............................................................................Limitations
Section 3.......................................................... Emergency Procedures
Section 3A .......................................................... Abnormal Procedures
Section 4................................................................. Normal Procedures
Section 5...................................................................Performance Data
Section 6...........................................Weight & Balance/Equipment List
Section 7..............................................Airplane & Systems Description
Section 8........................................ Handling, Servicing & Maintenance
Section 9........................................................................... Supplements
Section 10.................................................................Safety Information
The data presented in this POH is the result of extensive flight tests
and is approved by the Federal Aviation Administration. However, as
new procedures or performance data are developed, the POH will be
revised.
• Note •
It is the responsibility of the owner to ensure that the Pilot’s
Operating Handbook is current at all times. Therefore, it is
very important that all revisions be properly incorporated into
this POH as soon as they are available.
Front Matter-2
P/N 11934-004
Revision A1
Cirrus Design
SR20
Front Matter
Foreword
Revising the Pilot’s Operating Handbook
Two types of revisions may be issued for this Handbook: Temporary
and Numbered.
Temporary revisions are printed on yellow paper, normally cover only
one topic or procedure, and are issued to provide safety related
information or other time sensitive information where the rigor of
providing a numbered revision is not possible in the time allowed. All
the information needed to properly file a temporary revision is included
on the revision itself. Typically, a temporary revision is superseded and
replaced by the next numbered revision.
Numbered revisions are printed on white paper, normally cover
several subjects, and are issued as general updates to the POH. Each
numbered revision includes an “Instruction Sheet,” a “List of Effective
Pages”, and a “Revision Highlights” page. The “Instruction Sheet” is
intended to assist the manual holder in removing superseded pages
and inserting new or superseding pages. The “List of Effective Pages”
shows the issue or revision status of all pages in the POH. The
“Revision Highlights” page gives a brief description of changes made
to each page in the current revision.
Identifying Revised Material
Each page in the POH has revision identification at the lower inside
corner opposite the page number. Original issue pages will be
identified by the words “Original Issue” at this location. In the event
that the majority of pages in the POH are revised, Cirrus may
determine that it is more effective to reissue the POH. Reissued pages
will be identified by the word “Reissue” followed by a letter indicating
the reissue level; for example, “Reissue A” Revised pages will be
identified by the word “Revision” followed by the revision number at
this location; for example, “Revision 2” (Original Issue, Revision 2) or
“Revision B1” (Reissue B, Revision 1).
Revised material on a page can be identified by a change bar located
at the outside page margin. Revision bars are not used at reissues of
the POH.
P/N 11934-004
Revision A1
Front Matter-3
Front Matter
Foreword
Cirrus Design
SR20
Revisions to the Pilot’s Operating Handbook
POH revisions, temporary revisions, and supplements can be
downloaded from Cirrus Design at www.cirrusaircraft.com, or from the
Authorized Service Center website.
Paper copies of POH revisions and supplements can be purchased
from Cirrus Connection at www.cirrusconnection.com.
• Note •
If at any time it is found that the POH is not current, temporary
revisions are missing, or applicable supplements are not
included, contact Cirrus Design.
Supplements
The Supplements section (Section 9) of this POH contains FAA
Approved Supplements necessary to safely and efficiently operate the
airplane when equipped with optional equipment not provided with the
standard airplane or not included in the POH. Supplements are
essentially “mini-handbooks” and may contain data corresponding to
most sections of the POH. Data in a supplement either adds to,
supersedes, or replaces similar data in the basic POH.
Section 9 includes a “Log of Supplements” page preceding all Cirrus
Design Supplements produced for this airplane. The “Log of
Supplements” page can be utilized as a “Table of Contents” for Section
9. If the airplane is modified at a non Cirrus Design facility through an
STC or other approval method, it is the owner’s responsibility to
ensure that the proper supplement, if applicable, is installed in the
POH and that the supplement is properly recorded on the “Log of
Supplements” page.
FAA Approved POH Supplements must be in the airplane for flight
operations when the subject optional equipment is installed or the
special operations are to be performed.
Retention of Data
In the event a new title page is issued, the weight and balance data
changes, the equipment list changes, or the “Log of Supplements” is
replaced, the owner must ensure that all information applicable to the
airplane is transferred to the new pages and the aircraft records are
current. It is not a requirement that owners retain information, such as
supplements, that is not applicable to their airplane.
Front Matter-4
P/N 11934-004
Revision A1
Cirrus Design
SR20
Front Matter
Foreword
In the event a new POH is purchased, the owner must ensure that all
information applicable to the airplane is transferred to the new POH
and the aircraft records are current.
Warnings, Cautions, and Notes
Warnings, Cautions, and Notes are used throughout this POH to focus
attention on special conditions or procedures as follows:
• WARNING •
Warnings are used to call attention to operating procedures
which, if not strictly observed, may result in personal injury or
loss of life.
• Caution •
Cautions are used to call attention to operating procedures
which, if not strictly observed, may result in damage to
equipment.
• Note •
Notes are used to highlight specific operating conditions or
steps of a procedure.
P/N 11934-004
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Cirrus Design
SR20
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Front Matter-6
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 1
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 publications, see the “Foreword” section.
All liquid volumes referenced in this publication are expressed
in United States Customary Units, e.g., U.S. Gallons.
P/N 11934-004
Revision A1
1-3
Section 1
General
Cirrus Design
SR20
26.0 ft
7.92 m
8.9 ft
2.71 m
9 inches (minimum)
23 cm (minimum)
NOTE:
• Wing span includes
position and strobe lights.
• Prop ground clearance at
3050 lb - 9 inches (23 cm).
• Wing Area = 144.9 sq. ft.
38.3 ft
11.67 m
74 inches 3-BLADE
188 cm
9.1 ft
2.8 m
SR20_FM01_2415
Figure 1-1
Airplane Three View
1-4
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 1
General
The Airplane
Engine
Number of Engines.............................................................................. 1
Number of Cylinders............................................................................ 6
Engine Manufacturer ............................................Teledyne Continental
Engine Model ....................................................................... IO-360-ES
Fuel Metering ................................................................... Fuel Injected
Engine Cooling ..................................................................... Air Cooled
Engine Type ................................... Horizontally Opposed, Direct Drive
Horsepower Rating................................................ 200 hp @ 2700 rpm
Propeller
Hartzell
Propeller Type ............................................................. Constant Speed
Two-Blade Propeller:
Model Number................................................... BHC-J2YF-1BF/F7694
Diameter.............................................................76.0” (73.0” Minimum)
Three-Blade Propeller:
Model Number............................................... PHC-J3YF-1MF/F7392-1
Diameter.............................................................74.0” (72.0” Minimum)
Model Number............................................... PHC-J3YF-1RF/F7392-1
Diameter.............................................................74.0” (72.0” Minimum)
P/N 11934-004
Reissue A
1-7
Section 1
General
Cirrus Design
SR20
Fuel
Total Capacity ............................................ 58.5 U.S. Gallons (221.0 L)
Total Usable.............................................. .56.0 U.S. Gallons (212.0 L)
Approved Fuel Grades:
100 LL Grade Aviation Fuel (Blue)
100 (Formerly 100/130) Grade Aviation Fuel (Green)
Oil
Oil Capacity (Sump) .............................................8 U.S. Quarts (7.6 L)
Oil Grades:
All Temperatures ............................................ SAE 15W-50 or 20W-50
Below 40 °F (4° C)................................................... SAE 30 or 10W-30
Above 40 °F (4° C) ....................................................................SAE 50
Maximum Certificated Weights
Maximum Gross for Takeoff...................................... 3050 lb (1383 Kg)
Maximum Baggage Compartment Loading .................... 130 lb (59 Kg)
Maximum Useful Load................................................ 1000 lb (454 Kg)
Full Fuel Payload.......................................................... 671 lb (304 Kg)
Cabin and Entry Dimensions
Refer to the preceding figures for dimensions of the cabin interior and
entry door openings.
Baggage Spaces and Entry Dimensions
Refer to the preceding figures for dimensions of the baggage area and
baggage door opening.
Specific Loadings
Wing Loading..................................................... 22.2 lb per square foot
Power Loading................................................................. 15.0 lb per hp
1-8
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 2
Limitations
Section 2: Limitations
Table of Contents
Introduction ........................................................................................ 3
Certification Status ............................................................................. 3
Airspeed Limitations........................................................................... 4
Airspeed Indicator Markings .............................................................. 5
Powerplant Limitations ....................................................................... 6
Engine............................................................................................. 6
Propeller ......................................................................................... 7
Weight Limits ..................................................................................... 7
Engine Instrument Markings & Annunciations ................................... 8
PowerPlant ..................................................................................... 8
Fuel................................................................................................. 9
Electrical ......................................................................................... 9
Center of Gravity Limits ................................................................... 10
Maneuver Limits............................................................................... 11
Flight Load Factor Limits.................................................................. 11
Minimum Flight Crew ....................................................................... 11
Kinds of Operation ........................................................................... 12
Kinds of Operation Equipment List ............................................... 12
Icing .............................................................................................. 16
Runway Surface ........................................................................... 16
Taxi Power .................................................................................... 17
Fuel Limits........................................................................................ 17
Altitude Limits................................................................................... 17
Environmental Conditions ................................................................ 17
Maximum Occupancy ...................................................................... 17
Systems and Equipment Limits........................................................ 19
Cirrus Perspective Integrated Avionics System ............................ 19
L-3 Skywatch Traffic Advisory System (Optional)......................... 22
L-3 Stormscope Weather Information System (Optional) ............. 22
Max Viz Enhanced Vision System (Optional) ............................... 23
MD302 Standby Attitude Module (Optional) ................................. 23
Air Conditioning System (Optional)............................................... 23
Inflatable Restraint System........................................................... 23
Flap Limitations............................................................................. 23
Paint.............................................................................................. 24
Cirrus Airframe Parachute System (CAPS) .................................. 24
P/N 11934-004
Revision A1
2-1
Section 2
Limitations
Cirrus Design
SR20
Other Limitations .............................................................................. 25
Smoking ........................................................................................ 25
Placards ........................................................................................... 26
2-2
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 2
Limitations
Maneuver Limits
Aerobatic maneuvers are prohibited.
Spins are prohibited.
This airplane is certified in the normal category and is not designed for
aerobatic operations. Only those operations incidental to normal flight
are approved. These operations include normal stalls, chandelles, lazy
eights, and turns in which the angle of bank is limited to 60°.
• Note •
Because the aircraft has not been certified for spin recovery,
the Cirrus Airframe Parachute System (CAPS) must be
deployed if the airplane departs controlled flight. Refer to
Section 3, Inadvertent Spin Entry.
Flight Load Factor Limits
Flaps UP (0%), 3050 lb. .....................................................+3.8g, -1.9g
Flaps 50%, 3050 lb................................................................. +1.9g, 0g
Flaps 100% (Down), 3050 lb. ................................................. +1.9g, 0g
Minimum Flight Crew
The minimum flight crew is one pilot.
P/N 11934-004
Revision A1
2-11
Section 2
Limitations
Cirrus Design
SR20
Kinds of Operation
The aircraft is equipped and approved for the following type
operations:
• VFR day and night.
• IFR day and night.
Kinds of Operation Equipment List
The following listing summarizes the equipment required under
Federal Aviation Regulations (FAR) Part 23 for airworthiness under
the listed kind of operation. Those minimum items of equipment
necessary under the operating rules are defined in FAR Part 91 and
FAR Part 135 as applicable.
• Note •
All references to types of flight operations on the operating
limitations placards are based upon equipment installed at the
time of Airworthiness Certificate issuance.
Kinds of Operation
System, Instrument, and/
or Equipment
VFR
Day
VFR
Nt.
IFR
Day
IFR
Nt.
1
1
1
1
—
—
1
1
Battery 1
1
1
1
1
Battery 2
—
—
1
1
Alternator 1
1
1
1
1
Alternator 2
—
—
1
1
Amp Meter/Indication
1
1
1
1
Remarks, Notes,
and/or
Exceptions
Placards and Markings
Airplane Flight Manual
(Included w/ POH)
Communications
VHF COM
Electrical Power
2-12
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 2
Limitations
Taxi Power
Maximum continuous engine speed for taxiing is 1000 RPM on flat,
smooth, hard surfaces. Power settings slightly above 1000 RPM are
permissible to start motion, for turf, soft surfaces, and on inclines. Use
minimum power to maintain taxi speed.
Fuel Limits
Approved Fuel ............... Aviation Grade 100 LL (Blue) or 100 (Green)
Total Fuel Capacity ..................................... 58.5 U.S. gallons (221.4 L)
Total Fuel Each Tank ...................................29.3 U.S. gallons (110.9 L)
Total Usable Fuel (all flight conditions)....... 56.0 U.S. gallons (212.0 L)
Maximum Allowable Fuel Imbalance............... 7.5 U.S. Gallon (28.4 L)
The fuel pump must be set to BOOST for takeoff, climb, landing, and
for switching fuel tanks.
Altitude Limits
Maximum Takeoff Altitude ......................................... 10,000 Feet MSL
Maximum Operating Altitude ..................................... 17,500 Feet MSL
The operating rules (FAR Part 91 and FAR Part 135) require the use of
supplemental oxygen at specified altitudes below the maximum
operating altitude.
Environmental Conditions
For operation of the airplane below an outside air temperature of -10°F
(-23° C), use of cowl inlet covers approved by Cirrus Design and listed
in the Winterization Kit AFM Supplement P/N 11934-S25 is required.
Maximum Occupancy
Serials w/o 2+1 Rear Seat
Occupancy of this airplane is limited to four persons, the pilot and
three passengers.
Serials w/ 2+1 Rear Seat
Occupancy of this airplane is limited to “4+1” persons, the pilot and
four passengers. If carrying three rear seat passengers, occupants
must be wearing a seat belt and shoulder harness with their hips and
back firmly against the seatback as show in the following illustration. If
P/N 11934-004
Revision A1
2-17
Section 2
Limitations
Cirrus Design
SR20
three rear seat passengers cannot meet these requirements,
occupancy is limited to four persons.
.
SR20_FM02_3490
Figure 2-2
Rear Passenger Seat Arrangement
Child Restraint System
1. Rear seat configuration for LATCH / ISOFIX compliant child seats
is limited to two seats in the outboard positions.
2. A single non-LATCH / ISOFIX compliant seat may be installed in
the center seat position.
3. Installation of three child seats in the rear seat is prohibited.
Refer to Section 7, Seats for additional information.
2-18
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 2
Limitations
n. Serials w/ system software load 0764.21 or later: Barometric
vertical navigation (Baro-VNAV) operations may be conducted
if SBAS is unavailable or disabled. The Perspective Integrated
Avionics System will provide automatic, temperaturecompensated glidepath vertical guidance and has been
shown to meet the accuracy requirements of VFR/IFR
enroute, terminal, and approach Baro-VNAV operations within
the conterminous US and Alaska in accordance with the
criteria in AC 20-138D.
5. Navigation using the Perspective Integrated Avionics System is
not authorized in the following geographic areas:
a. north of 70°North latitude (northern polar region),
b. south of 70°South latitude (southern polar region),
c.
north of the 65°North latitude between longitude 75°W and
120°W (Northern Canada),
d. south of 55°south latitude between longitude 120°E and
165°E (region south of Australia and New Zealand).
6. The MFD checklist display supplements the Pilot Operating
Handbook checklists and is advisory only. Use of the MFD
checklists as the primary set of on-board airplane checklists is
prohibited.
7. The NAVIGATION MAP is intended only to enhance situational
awareness. Use of the NAVIGATION MAP page for pilotage
navigation is prohibited.
8. Do not use SAFETAXI or CHARTVIEW functions as the basis for
ground maneuvering. SAFETAXI and CHARTVIEW functions
have not been qualified to be used as an Airport Moving Map
Display (AMMD). SAFETAXI and CHARTVIEW are to be used by
the flight crew to orient themselves on the airport surface to
improve pilot situational awareness during ground operations.
9. The TERRAIN PROXIMITY MAP is intended only to enhance
situational awareness. Use of the TERRAIN PROXIMITY
information for primary terrain avoidance is prohibited.
10. LTNG information on the NAVIGATION MAP or WEATHER MAP
is approved only as an aid to hazardous weather avoidance. Use
of the WEATHER MAP for hazardous weather penetration is
prohibited.
P/N 11934-004
Revision A1
2-21
Section 2
Limitations
Cirrus Design
SR20
11. The SYNTHETIC VISION SYSTEM (SVS) cannot be used for
flight guidance, navigation, traffic avoidance, or terrain avoidance.
Maneuvering the airplane in any phase of flight such as taxi,
takeoff, approach, landing, or roll out shall not be predicated on
SVS imagery. The synthetic vision system is not intended to be
used independently of traditional attitude instrumentation.
Consequently, SVS is disabled when traditional attitude
instrumentation is not available. Otherwise, the traditional attitude
instrumentation will always be visible in the foreground with SVS
features in the background.
12. Use of the TRAFFIC ADVISORY SYSTEM (TAS) to maneuver the
airplane to avoid traffic is prohibited. The TAS is intended for
advisory use only. TAS is intended only to help the pilot to visually
located traffic. It is the responsibility of the pilot to see and
maneuver to avoid traffic.
13. Use of use of portable electronic devices during takeoff and
landing is prohibited.
L-3 Skywatch Traffic Advisory System (Optional)
1. Traffic information shown on the Perspective Integrated Avionics
System displays is provided as an aid in visually acquiring traffic.
Pilots must maneuver the aircraft based only upon ATC guidance
or positive visual acquisition of conflicting traffic.
2. If the pilot is advised by ATC to disable transponder altitude
reporting, Traffic Advisory System must be turned OFF.
3. When option installed, the appropriate revision of the L-3 Avionics
Systems SkyWatch Traffic Advisory System Model SKY497 Pilot’s
Guide (p/n 009-10801-001) must be available to the pilot during
flight.
L-3
Stormscope
Weather
Information
System
(Optional)
1. Use of the Weather Information System is not intended for
hazardous weather penetration (thunderstorm penetration).
Weather information, as displayed on the Perspective Integrated
Avionics System, is to be used only for weather avoidance, not
penetration.
2. When option installed, the appropriate revision of the L-3 Avionics
Systems WX500 Stormscope Series II Weather Mapping Sensor
2-22
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 2
Limitations
User’s Guide, (p/n 009-11501-001) must be available to the pilot
during flight.
Max Viz Enhanced Vision System (Optional)
1. The Enhanced Vision System (EVS) cannot be used for flight
guidance, navigation, traffic avoidance, or terrain avoidance.
Maneuvering the airplane in any phase of flight such as taxi,
takeoff, approach, landing, or roll out shall not be predicated on
EVS imagery. The EVS shall only be used as an aide to assist the
flight crew to visually acquire objects normally viewed through the
cockpit windows.
2. The appropriate revision of the Max Viz Enhanced Vision System
Information Manual, (p/n 309100024) must be available to the pilot
during flight.
MD302 Standby Attitude Module (Optional)
1. Selection of the option menu of the MD302 is limited to ground or
visual meteorological conditions.
2. The display has an operational lower temperature limit of -22°F
(-30°C). Visibility of the display may be reduced between -4°F
(-20°C) and -22°F (-30°C).
3. The appropriate revision of the Mid-Continent Instruments and
Avionics MD302 Standby Attitude Module Pilot’s Guide (p/n
9017846) must be available to the pilot whenever the system is in
use.
Air Conditioning System (Optional)
The use of Recirculation Mode during flight is prohibited.
Inflatable Restraint System
Use of a child safety seat with the inflatable restraint system is
prohibited.
Flap Limitations
Approved Takeoff Settings .......................................... UP (0%) or 50%
Approved Landing Settings ..................................... 0%, 50%, or 100%
P/N 11934-004
Revision A1
2-23
Section 2
Limitations
Cirrus Design
SR20
Paint
To ensure that the temperature of the composite structure does not
exceed 150° F (66° C), the outer surface of the airplane must be
painted in accordance with the paint colors and schemes as specified
in the Airplane Maintenance Manual. Refer to Airplane Maintenance
Manual (AMM), Chapter 51, for specific paint requirements.
Cirrus Airframe Parachute System (CAPS)
VPD Maximum Demonstrated Deployment Speed..................133 KIAS
• Note •
Refer to Section 10, Cirrus Airframe Parachute System
(CAPS) for additional CAPS guidance.
2-24
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 2
Limitations
Other Limitations
Smoking
Smoking is prohibited in this airplane.
P/N 11934-004
Reissue A
2-25
Section 2
Limitations
Cirrus Design
SR20
Placards
Engine compartment, inside oil filler access:
ENGINE OIL GRADE
ABOVE 40° F SAE 50 OR 20W50
BELOW 40° F SAE 30 OR 10W30, 15W50, OR 20W50
REFER TO AFM FOR APPROVED OILS
Wing, adjacent to fuel filler caps:
Upper fuselage, either side of CAPS rocket cover:
WARNING!
ROCKET FOR PARACHUTE DEPLOYMENT INSIDE
STAY CLEAR WHEN AIRPLANE IS OCCUPIED
SR20_FM02_3001A
Figure 2-3
Placards (Sheet 1 of 6)
2-26
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 2
Limitations
Elevator and Rudder, both sides:
NO PUSH
Left fuselage, on external power supply door:
EXTERNAL
POWER
28 V DC
Doors, adjacent to latch:
PUSH
OPEN
TO
OPEN
Serials 2016 thru 2302
Serials 2303 & subs
SR20_FM02_3002
Figure 2-4
Placards (Sheet 2 of 6)
P/N 11934-004
Revision A1
2-27
Section 2
Limitations
Cirrus Design
SR20
Engine control panel:
CREW SEATS MUST BE LOCKED IN POSITION AND
CONTROL HANDLES FULLY DOWN BEFORE FLIGHT
RICH
MAX
M
P
F
I
TURN BOOST PUMP
ON DURING TAKE OFF,
CLIMB, LANDING AND
SWITCHING FUEL TANKS.
O
X
W
T
BOOST
U
E
FUEL
PUMP
R
R
I
C
T
I
O
N
R
E
PRIME
IDLE
CUTOFF
RIGHT
28 U.S.
GALLONS
USABLE
LEFT
28 U.S.
GALLONS
USABLE
OFF
OFF
LIFT BUTTON FOR OFF POSITION
NOTE
Serials 2016 thru 2155:
Fuel Gage located on center console.
SR20_FM02_3003A
Figure 2-5
(Sheet 3 of 6)
2-28
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 3
Emergency Procedures
Section 3: Emergency Procedures
Table of Contents
Introduction ........................................................................................ 3
Emergency Procedures Guidance ..................................................... 4
Preflight Planning............................................................................ 4
Preflight Inspections/Maintenance .................................................. 4
Methodology ................................................................................... 4
Circuit Breakers .............................................................................. 5
Memory Items ................................................................................. 5
Airspeeds for Emergency Operations ................................................ 6
Engine Failures .................................................................................. 7
Engine Failure On Takeoff (Low Altitude) ....................................... 7
Engine Failure In Flight................................................................... 8
Airstart................................................................................................ 9
Engine Airstart ................................................................................ 9
Smoke and Fire................................................................................ 10
Cabin Fire In Flight ....................................................................... 10
Engine Fire In Flight...................................................................... 11
Wing Fire In Flight......................................................................... 12
Engine Fire During Start ............................................................... 12
Smoke and Fume Elimination ....................................................... 13
Emergency Descent......................................................................... 14
Emergency Descent ..................................................................... 14
Maximum Glide ............................................................................. 14
Forced Landings .............................................................................. 15
Emergency Landing Without Engine Power ................................. 15
Ditching......................................................................................... 16
Landing Without Elevator Control ................................................. 16
Engine System Emergencies ........................................................... 17
Engine Partial Power Loss............................................................ 17
Oil Pressure Out of Range............................................................ 19
Oil Temperature High ................................................................... 19
High Cylinder Head Temperature ................................................. 20
Propeller System Emergencies........................................................ 21
Engine Speed High ....................................................................... 21
Propeller Governor Failure ........................................................... 21
Fuel System Emergencies ............................................................... 22
Low Fuel Quantity......................................................................... 22
P/N 11934-004
Reissue A
3-1
Section 3
Emergency Procedures
Cirrus Design
SR20
Fuel Imbalance ............................................................................. 22
Electrical System Emergencies........................................................ 23
High Voltage on Main Bus 1 ......................................................... 23
High Voltage on Main Bus 2 ......................................................... 24
High or Low Voltage on Essential Bus.......................................... 25
Environmental System Emergencies ............................................... 26
Carbon Monoxide Level High........................................................ 26
Integrated Avionics System Emergencies........................................ 27
Attitude & Heading Reference System (AHRS) Failure ................ 27
Air Data Computer (ADC) Failure ................................................. 27
PFD Display Failure ...................................................................... 27
Unusual Attitude Emergencies ......................................................... 28
Inadvertent Spin Entry .................................................................. 28
Inadvertent Spiral Dive During IMC Flight..................................... 29
Other Emergencies .......................................................................... 30
Power Lever Linkage Failure ........................................................ 30
Emergency Engine Shutdown On Ground.................................... 30
Left/Right Brake Over-Temperature Annunciation ........................ 31
Starter Engaged Annunciation ...................................................... 31
Emergency Ground Egress........................................................... 32
CAPS Deployment ........................................................................ 33
3-2
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3
Emergency Procedures
If the cause of the fire is readily apparent and accessible, use the fire
extinguisher to extinguish flames and land as soon as possible.
Opening the vents or doors may feed the fire, but to avoid
incapacitating the crew from smoke inhalation, it may be necessary to
rid cabin of smoke or fire extinguishant.
If required to re-activate systems, pause several seconds between
activating each system to isolate malfunctioning system. Continue
flight to earliest possible landing with malfunctioning system off.
Activate only the minimum amount of equipment necessary to
complete a safe landing.
Engine Fire In Flight
If an engine fire occurs during flight, do not attempt to restart the
engine.
1. Mixture ..............................................................................CUTOFF
2. Fuel Pump ...............................................................................OFF
3. Fuel Selector............................................................................OFF
4. Airflow Selector ........................................................................OFF
5. Power Lever ........................................................................... IDLE
6. Ignition Switch..........................................................................OFF
7. Cabin Doors ...................................................... PARTIALLY OPEN
8. Land as soon as possible.
Amplification
If an engine fire occurs during flight, do not attempt to restart the
engine.
P/N 11934-004
Revision A1
3-11
Section 3
Emergency Procedures
Cirrus Design
SR20
Wing Fire In Flight
1. Pitot Heat Switch......................................................................OFF
2. Navigation Light Switch............................................................OFF
3. Landing Light ...........................................................................OFF
4. Strobe Light Switch ..................................................................OFF
5. If possible, side slip to keep flames away from fuel tank and cabin.
6. Land as soon as possible.
Amplification
• Caution •
Putting the airplane into a dive may blow out the fire. Do not
exceed VNE during the dive.
Engine Fire During Start
1. Mixture ............................................................................. CUTOFF
2. Fuel Pump................................................................................OFF
3. Fuel Selector ............................................................................OFF
4. Power Lever ................................................................. FORWARD
5. Starter ................................................................................ CRANK
6. If flames persist, perform Emergency Engine Shutdown On
Ground and Emergency Ground Egress checklists.
Amplification
A fire during engine start may be caused by fuel igniting in the fuel
induction system. If this occurs, attempt to draw the fire back into the
engine by continuing to crank the engine.
3-12
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 3
Emergency Procedures
Engine System Emergencies
Engine Partial Power Loss
1. Air Conditioner (if installed)...................................................... OFF
2. Fuel Pump ......................................................................... BOOST
3. Fuel Selector........................................................ SWITCH TANKS
4. Mixture ............................. CHECK appropriate for flight conditions
5. Power Lever....................................................................... SWEEP
6. Alternate Induction Air ...............................................................ON
7. Ignition Switch...................................................... BOTH, L, then R
8. Land as soon as practical.
Amplification
• WARNING •
If there is a strong smell of fuel in the cockpit, divert to the
nearest suitable landing field. Fly a forced landing pattern and
shut down the engine fuel supply once a safe landing is
assured.
Indications of a partial power loss include fluctuating RPM, reduced or
fluctuating manifold pressure, low oil pressure, high oil temperature,
and a rough-sounding or rough-running engine. Mild engine
roughness in flight may be caused by one or more spark plugs
becoming fouled. A sudden engine roughness or misfiring is usually
evidence of a magneto malfunction.
A gradual loss of manifold pressure and eventual engine roughness
may result from the formation of intake ice. Opening the alternate
engine air will provide air for engine operation if the normal source is
blocked or the air filter is iced over.
Low oil pressure may be indicative of an imminent engine failure. See
Oil Pressure Out of Range Checklist in this Section for special
procedures with low oil pressure.
A damaged (out-of-balance) propeller may cause extremely rough
operation. If an out-of-balance propeller is suspected, immediately
shut down engine and perform Forced Landings Checklist.
If the power loss is due to a fuel leak in the injector system, fuel
sprayed over the engine may be cooled by the slipstream airflow
P/N 11934-004
Revision A1
3-17
Section 3
Emergency Procedures
Cirrus Design
SR20
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.
Selecting BOOST on may clear the problem if vapor in the injection
lines is the problem or if the engine-driven fuel pump has partially
failed. The electric fuel pump will not provide sufficient fuel pressure to
supply the engine if the engine-driven fuel pump completely fails.
Selecting the opposite fuel tank may resolve the problem if fuel
starvation or contamination in one tank was the problem.
Cycling the ignition switch momentarily from BOTH to L and then to R
may help identify the problem. An obvious power loss in single ignition
operation indicates magneto or spark plug trouble. Lean the mixture to
the recommended cruise setting. If engine does not smooth out in
several minutes, try a richer mixture setting. Return ignition switch to
the BOTH position unless extreme roughness dictates the use of a
single magneto.
If a partial engine failure permits level flight, land at a suitable airfield
as soon as conditions permit. If conditions do not permit safe level
flight, use partial power as necessary to set up a forced landing
pattern over a suitable landing field. Always be prepared for a
complete engine failure and consider CAPS deployment if a suitable
landing site is not available. Refer to Section 10, Cirrus Airframe
Parachute System (CAPS) for CAPS deployment scenarios and
landing considerations.
3-18
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3
Emergency Procedures
Propeller System Emergencies
Engine Speed High
RPM Warning: Engine SpeedHigh
RPM
1. Tachometer ........................................................................ CHECK
If engine speed normal:
a. If On-Ground .......................... CORRECT PRIOR TO FLIGHT
b. If In-Flight ........................................... CONTINUE, MONITOR
If engine speed high:
a. Perform Propeller Governor Failure Checklist.
2. Oil Pressure Gage ............................................................. CHECK
Propeller Governor Failure
Propeller RPM will not increase:
1. Oil Pressure ....................................................................... CHECK
2. Land as soon as practical.
Propeller overspeeds or will not decrease:
1. Power Lever................................. ADJUST (to keep RPM in limits)
2. Airspeed.........................................................REDUCE to 90 KIAS
3. Land as soon as practical.
Amplification
If the RPM does not respond to power lever movement or overspeeds,
the most likely cause is a faulty governor or an oil system malfunction.
If moving the power lever is difficult or rough, suspect a power lever
linkage failure and perform the Power Lever Linkage Failure Checklist.
P/N 11934-004
Reissue A
3-21
Section 3
Emergency Procedures
Cirrus Design
SR20
Fuel System Emergencies
Low Fuel Quantity
FUEL QTY Warning
FUEL QTY
1. Fuel Quantity Gages .......................................................... CHECK
If fuel quantity indicates less than or equal to 7 gallons:
a. If On-Ground...............................REFUEL PRIOR TO FLIGHT
b. If In-Flight............................ LAND AS SOON AS PRACTICAL
If fuel quantity indicates more than 7 gallons:
a. If On-Ground........................... CORRECT PRIOR TO FLIGHT
b. If In-Flight............................................ CONTINUE, MONITOR
Amplification
Fuel Totalizer quantity less than or equal to 7 gallons.
Fuel Imbalance
FUEL IMBALANCE Warning
FUEL IMBALANCE
1. Fuel Quantity Gages .......................................................... CHECK
2. Fuel Pump.......................................................................... BOOST
If HIGH BOOST already in use for vapor suppression, pump
should be left in this position for tank switch.
3. Fuel Selector ..........................................SELECT FULLEST TANK
4. Fuel Pump.............................................................. AS REQUIRED
After switching tanks, message will remain until sensed
imbalance is less than 9.5 gallons.
Amplification
Fuel level imbalance (between left and right) is greater than 9.5
gallons.
3-22
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3
Emergency Procedures
Electrical System Emergencies
High Voltage on Main Bus 1
M BUS 1 Warning
M BUS 1
1. ALT 1 Master Switch ........................................................... CYCLE
2. M Bus 1 Voltage (M1) ........................................................ CHECK
If M Bus 1 Voltage is greater than 32 volts
3. ALT 1 Master Switch ................................................................ OFF
4. Perform ALT 1 Caution (Failure) Checklist (do not reset alternator)
Amplification
Main Bus 1 Voltage is excessive, indicates an alternator 1 voltage
regulator failure; will typically be associated with abnormally high
voltage indications on M1, M2 and ESS busses, may also be
associated with M Bus 2 or ESS BUS Warning message.
P/N 11934-004
Revision A1
3-23
Section 3
Emergency Procedures
Cirrus Design
SR20
High Voltage on Main Bus 2
M BUS 2 Warning
M BUS 2
1. Main Bus 1 Voltage (M1).................................................... CHECK
If M Bus 1 Voltage is greater than 32 volts
2. Perform M Bus 1 Warning Checklist
3. Main Bus 2 Voltage (M2).................................................... CHECK
If M Bus 2 Voltage is greater than 32 Volts:
4. ALT 2 Master Switch ........................................................... CYCLE
5. Main Bus 2 Voltage (M2).................................................... CHECK
If M Bus 2 Voltage remains greater than 32 volts
6. ALT 2 Master Switch ................................................................OFF
7. Perform ALT 2 Caution (Failure) Checklist (do not reset alternator)
Amplification
Main Bus 2 Voltage is excessive. Indicates an alternator voltage
regulator failure; will typically be associated with abnormally high bus
voltage indications on M2 and ESS, may also be associated with M
BUS 1 and ESS BUS Warning Messages.
3-24
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3
Emergency Procedures
High or Low Voltage on Essential Bus
ESS BUS Warning
ESS BUS
1. Essential Bus Voltage (ESS).............................................. CHECK
If Essential Bus Voltage is greater than 32 volts:
2. Main Bus 1 and Main Bus 2 Voltages (M1 and M2)........... CHECK
3. Perform appropriate M BUS 1 Warning or M BUS 2 Warning
checklists.
If Essential Bus Voltage is less than 24.5 volts:
4. Perform ALT 1 Caution (Failure) and ALT 2 Caution (Failure)
Checklists
If unable to restore at least one alternator:
5. Non-Essential Loads........................................................ REDUCE
a. If flight conditions permit, consider shedding:
Air Conditioning, Landing Light, Pitot Heat, Cabin Fan, Nav
Lights, Strobe Lights, Audio Panel, COM 2.
6. Land as soon as practical (Battery reserve only)
Amplification
• Caution •
Dependent on battery state, flaps and landing light may be
unavailable on landing.
Essential Bus voltage is high or low. High voltage indicates alternator
voltage regulator failure; will typically be associated with high M1 and/
or M2 voltages and M BUS 1 and/or M BUS 2 warning messages.
Low voltage indicates dual failures of Alternators 1 and 2, will typically
be associated with low M1 and M2 voltages, M BUS 1 and M BUS 2
Caution messages, and Alt 1 and Alt 2 Caution messages.
P/N 11934-004
Revision A1
3-25
Section 3
Emergency Procedures
Cirrus Design
SR20
Environmental System Emergencies
Carbon Monoxide Level High
CO LVL HIGH Warning
CO LVL HIGH
1. Air Conditioner (if installed) ...................... NOT IN RECIRC MODE
2. Temperature Selector............................................................ COLD
3. Vent Selector.........................FEET/PANEL/DEFROST POSITION
4. Airflow Selector .............................. SET AIRFLOW TO MAXIMUM
5. Panel Eyeball Outlets............................................................OPEN
If CO LVL HIGH does not extinguish:
6. Supplemental Oxygen (if available)
a. Oxygen Masks or Cannulas ............................................. DON
b. Oxygen System .................................................................. ON
c.
Oxygen Flow Rate .................................................. MAXIMUM
7. Land as soon as possible.
Amplification
Annunciation indicates carbon monoxide level is greater than 50 PPM.
Ensure that air condition is not in recirculate mode and that air
temperature is set to full COLD to supply maximum amount of fresh air
to cabin.
3-26
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Revision A1
Cirrus Design
SR20
Section 3
Emergency Procedures
Integrated Avionics System Emergencies
A “Red X” through any electronic display field, such as COM
frequencies, NAV frequencies, or engine data, indicates that display
field is not receiving valid data.
Attitude & Heading Reference System (AHRS) Failure
1. Verify Avionics System has switched to functioning AHRS
If not, manually switch to functioning AHRS and attempt to bring
failed AHRS back on-line:
2. Failed AHRS Circuit Breaker ................................................... SET
If open, reset (close) circuit breaker. If circuit breaker opens again,
do not reset.
3. Be prepared to revert to Standby Instruments (Altitude, Heading).
Amplification
Failure of the Attitude and Heading Reference System (AHRS) is
indicated by removal of the sky/ground presentation and a “Red X”
and a yellow “ATTITUDE FAIL” shown on the PFD. The digital heading
presentation will be replaced with a yellow “HDG” and the compass
rose digits will be removed. The course pointer will indicate straight up
and course may be set using the digital window.
Air Data Computer (ADC) Failure
1. ADC Circuit Breaker................................................................. SET
If open, reset (close) circuit breaker. If circuit breaker opens again,
do not reset.
2. Revert to Standby Instruments (Altitude, Airspeed).
3. Land as soon as practical.
Amplification
Complete loss of the Air Data Computer is indicated by a “Red X” and
yellow text over the airspeed, altimeter, vertical speed, TAS and OAT
displays. Some FMS functions, such as true airspeed and wind
calculations, will also be lost.
PFD Display Failure
1. Display Backup .............................................................. ACTIVATE
2. Land as soon as practical.
P/N 11934-004
Revision A1
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Section 3
Emergency Procedures
Cirrus Design
SR20
Unusual Attitude Emergencies
Inadvertent Spin Entry
1. CAPS .............................................................................ACTIVATE
Amplification
• WARNING •
In all cases, if the aircraft enters an unusual attitude following
or in connection with a stall, a spin condition should be
assumed and, immediate deployment of the CAPS is
required. Under no circumstances should spin recovery other
than CAPS deployment be attempted.
The aircraft is not approved for spins, and has not been certified for
traditional spin recovery characteristics. The only approved and
demonstrated method of spin recovery is activation of the Cirrus
Airframe Parachute System (see CAPS Deployment Checklist, this
section). Because of this, if the aircraft enters a spin, CAPS must be
deployed immediately.
While the stall characteristics of the aircraft make inadvertent 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 Section 4, Stalls discussion).
If, at the stall, the controls are misapplied and abused aggressive
inputs are made to the elevator, rudder and/or ailerons, an abrupt wing
drop may be felt and a spin may be entered.
3-28
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3
Emergency Procedures
Inadvertent Spiral Dive During IMC Flight
1. Power Lever............................................................................ IDLE
2. Stop the spiral dive by using coordinated aileron and rudder
control while referring to the attitude indicator and turn coordinator
to level the wings.
3. Cautiously apply elevator back pressure to bring airplane to level
flight attitude.
4. Trim for level flight.
5. Set power as required.
6. Use autopilot if functional otherwise keep hands off control yoke,
use rudder to hold constant heading.
7. Exit IMC conditions as soon as possible.
Amplification
In all cases, if the aircraft enters an unusual attitude from which
recovery is not assured, immediately deploy CAPS. Refer to Section
10, Cirrus Airframe Parachute System (CAPS) for CAPS deployment
information.
P/N 11934-004
Revision A1
3-29
Section 3
Emergency Procedures
Cirrus Design
SR20
Other Emergencies
Power Lever Linkage Failure
1. Power Lever Movement ..................................................... VERIFY
2. Power ............................................................................ SET if able
3. Flaps ........................................................................ SET if needed
4. Mixture ..................................... AS REQUIRED (full rich to cut-off)
5. Land as soon as possible.
Amplification
If the Power Lever linkage fails in flight, the engine will not respond to
power lever control movements. Use power available and flaps as
required to safely land the airplane.
If the power lever is stuck at or near the full power position, proceed to
a suitable airfield. Fly a forced landing pattern. With landing assured,
shut down engine by moving mixture control full aft to CUTOFF. If
power is needed again, return mixture control to full RICH and regain
safe pattern parameters or go-around. If airspeed cannot be
controlled, shut engine down and perform the Forced Landings
checklist. After landing, bring the airplane to a stop and complete the
Emergency Engine Shutdown On Ground Checklist.
If the power lever is stuck at or near the idle position and straight and
level flight cannot be maintained, establish glide to a suitable landing
surface. Fly a forced landing pattern.
Emergency Engine Shutdown On Ground
1. Power Lever ............................................................................ IDLE
2. Fuel Pump (if used)..................................................................OFF
3. Mixture ............................................................................. CUTOFF
4. Fuel Selector ............................................................................OFF
5. Ignition Switch ..........................................................................OFF
6. Bat-Alt Master Switches ...........................................................OFF
3-30
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3
Emergency Procedures
Left/Right Brake Over-Temperature Annunciation
BRAKE TEMP Warning
BRAKE TEMP
1. Stop aircraft and allow the brakes to cool.
Amplification
Annunciation indicates brake temperature is greater than 293°F. Refer
to Section 10, Taxiing, Steering, and Braking Practices for additional
information
Starter Engaged Annunciation
STARTER ENGAGED Warning
START ENGAGE
On-Ground
1. Ignition Switch............................................................DISENGAGE
2. Battery Switches ............... Wait 1 minute before next start attempt
If starter does not disengage (relay or solenoid failure):
3. BAT 1 Switch............................................................................ OFF
4. Engine........................................................................ SHUTDOWN
5. STARTER Circuit breaker ...................................................... PULL
In-Flight
1. Ignition Switch...................................... Ensure not stuck in START
2. STARTER Circuit breaker ...................................................... PULL
3. Flight ............................................................................ CONTINUE
Engine start will not be available at destination.
(Continued on following page)
P/N 11934-004
Revision A1
3-31
Section 3
Emergency Procedures
Cirrus Design
SR20
Amplification
• WARNING •
Use caution after shutdown if STARTER circuit breaker
required pull (failed relay or solenoid). If breaker is
unknowingly or unintentionally reset, starter will instantly
engage if Battery 1 power is supplied; creating a hazard for
ground personnel.
Starter has been engaged for more than 15 seconds (starter limit is 10
seconds); if not manually engaged, such as during difficult start, this
annunciation may indicate a failure of the starter solenoid or a stuck
keyswitch.
Emergency Ground Egress
1. Engine........................................................................SHUTDOWN
2. Seat belts ....................................................................... RELEASE
3. Airplane ...................................................................................EXIT
Amplification
• WARNING •
While exiting the airplane, make sure evacuation path is clear
of other aircraft, spinning propellers, and other hazards.
If the engine is left running, set the Parking Brake prior to evacuating
the airplane.
If the doors cannot be opened, break out the windows with egress
hammer, located in the console between the front seats, and crawl
through the opening.
3-32
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3
Emergency Procedures
CAPS Deployment
• WARNING •
The maximum demonstrated deployment speed is 133 KIAS.
1. Activation Handle Cover ................................................. REMOVE
2. Activation Handle (Both Hands)............. PULL STRAIGHT DOWN
After deployment, as time permits:
3. Mixture ..............................................................................CUTOFF
4. Fuel Selector............................................................................ OFF
5. Fuel Pump ............................................................................... OFF
6. Bat-Alt Master Switches........................................................... OFF
Turn the Bat-Alt Master Switches off after completing any
necessary radio communications.
7. Ignition Switch.......................................................................... OFF
8. ELT.............................................................................................ON
9. Seat Belts and Harnesses .............................................. TIGHTEN
10. Loose Items ..................................................................... SECURE
11. Assume emergency landing body position.
12. After the airplane comes to a complete stop, evacuate quickly and
move upwind.
Amplification
• 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 ensures
successful activation.
The Cirrus Airframe Parachute System (CAPS) should be activated
immediately in the event of a spin. It should also be used in other lifethreatening emergencies where CAPS deployment is determined to
be safer than continued flight and landing.
P/N 11934-004
Revision A1
3-33
Section 3
Emergency Procedures
Cirrus Design
SR20
Expected impact in a fully stabilized deployment is equivalent to a drop
from approximately 10 feet.
• Caution •
CAPS deployment will likely result in damage or loss to the
airframe.
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.
3-34
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3A
Abnormal Procedures
Section 3A: Abnormal Procedures
Table of Contents
Introduction ........................................................................................ 3
Abnormal Procedures Guidance ........................................................ 3
Circuit Breakers .............................................................................. 3
Flight Environment ............................................................................. 4
Inadvertent Icing Encounter ............................................................ 4
Inadvertent IMC Encounter............................................................. 4
Door Open In Flight ........................................................................ 4
Abnormal Landings ............................................................................ 5
Landing With Failed Brakes ............................................................ 5
Landing With Flat Tire..................................................................... 5
Engine System ................................................................................... 6
Low Idle Oil Pressure...................................................................... 6
Starter Engaged Annunciation........................................................ 7
Fuel System ....................................................................................... 8
Low Fuel Quantity........................................................................... 8
Left Fuel Tank Quantity .................................................................. 8
Right Fuel Tank Quantity ................................................................ 9
Fuel Filter in Bypass Mode ............................................................. 9
Fuel Imbalance ............................................................................. 10
Electrical System ............................................................................. 11
Low Voltage on Main Bus 1 .......................................................... 11
Low Voltage on Main Bus 2 .......................................................... 11
Battery 1 Current Sensor .............................................................. 11
Low Alternator 1 Output................................................................ 12
Low Alternator 2 Output................................................................ 13
Integrated Avionics System ............................................................. 14
Avionics Switch Off ....................................................................... 14
PFD Cooling Fan Failure .............................................................. 14
MFD Cooling Fan Failure.............................................................. 14
Flight Displays Too Dim ................................................................ 15
Pitot Static System ........................................................................... 16
Pitot Static Malfunction ................................................................. 16
Pitot Heat Current Sensor Annunciation ....................................... 17
Pitot Heat Required Annunciation................................................. 17
Flight Control System....................................................................... 18
Electric Trim/Autopilot Failure ....................................................... 18
P/N 11934-004
Revision A1
3A-1
Section 3A
Abnormal Procedures
Cirrus Design
SR20
Flap System Exceedance ............................................................. 18
Landing Gear System ...................................................................... 19
Brake Failure During Taxi ............................................................. 19
Left/Right Brake Over-Temperature.............................................. 19
Other Conditions .............................................................................. 20
Aborted Takeoff ............................................................................ 20
Parking Brake Engaged Annunciation .......................................... 21
Communications Failure ............................................................... 21
3A-2
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3A
Abnormal Procedures
Introduction
This section provides procedures for handling abnormal system and/or
flight conditions which, if followed, will maintain an acceptable level of
airworthiness or reduce operational risk. The guidelines described in
this section are to be used when an abnormal condition exists and
should be considered and applied as necessary.
• Caution •
If a Warning annunciation is illuminated in combination with
any of the following Abnormal annunciations, the Warning
annunciation takes precedence and shall be performed first.
Abnormal Procedures Guidance
Although this section provides procedures for handling most abnormal
system and/or flight conditions that could arise in the aircraft, it is not a
substitute for thorough knowledge of the airplane and general aviation
techniques. A thorough study of the information in this handbook while
on the ground will help you prepare for time-critical situations in the air.
Sound judgment as well as thorough knowledge of the aircraft, its
characteristics, and the flight manual procedures are essential in the
handling of any abnormal system and/or flight condition. In addition to
the outlined items in the Abnormal Procedures, the following steps are
considered part of all abnormal situations:
• Maintain Aircraft Control
• Analyze the Situation
• Take Appropriate Action
Circuit Breakers
Many procedures involve manipulating circuit breakers. The following
criteria should be followed during “Circuit Breaker” steps:
• Circuit breakers that are “SET” should be checked for normal
condition. If the circuit breaker is not “Set”, it may be reset only
once. If the circuit breaker opens again, do not reset.
• Circuit breakers that “PULL” should only be pulled and not reset.
• Circuit breakers that “CYCLE” should be pulled, delayed for
several seconds, and reset only once. Allow sufficient cooling
time for circuit breakers that are reset through a “CYCLE”
procedure.
P/N 11934-004
Revision A1
3A-3
Section 3A
Abnormal Procedures
Cirrus Design
SR20
Flight Environment
Inadvertent Icing Encounter
1. Pitot Heat .................................................................................. ON
2. Exit icing conditions. Turn back or change altitude.
3. Cabin Heat .................................................................... MAXIMUM
4. Windshield Defrost ...................................................... FULL OPEN
5. Alternate Induction Air............................................................... ON
Amplification
Flight into known icing conditions is prohibited.
Inadvertent IMC Encounter
1. Airplane Control ......................ESTABLISH straight and level flight
2. Autopilot ............................. ENGAGE to hold heading and altitude
3. Heading................................................ RESET to initiate 180° turn
Amplification
Upon entering IMC, a pilot who is not completely proficient in
instrument flying should rely upon the autopilot to execute a 180° turn
to exit the conditions. Immediate action should be made to turn back
as described above:
Door Open In Flight
The doors on the airplane will remain 1-3 inches open in flight if not
latched. If this is discovered on takeoff roll, abort takeoff if practical. If
already airborne do not allow efforts to close the door interfere with the
primary task of maintaining control of the airplane.
1. Airplane Control ............................................................. MAINTAIN
3A-4
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 3A
Abnormal Procedures
Starter Engaged Annunciation
STARTER ENGAGED Caution
START ENGAGE
On-Ground
1. Ignition Switch........................... DISENGAGE prior to 10 Seconds
2. Battery Switches ...........Wait 20 seconds before next start attempt
If starter does not disengage (relay or solenoid failure):
3. BAT 1 Switch............................................................................ OFF
4. Engine........................................................................ SHUTDOWN
5. STARTER Circuit breaker ...................................................... PULL
In-Flight
1. Ignition Switch...................................... Ensure not stuck in START
2. STARTER Circuit breaker ...................................................... PULL
3. Flight ............................................................................ CONTINUE
Engine start will not be available at destination.
Amplification
• WARNING •
Use caution after shutdown if STARTER circuit breaker
required pull (failed relay or solenoid). If breaker is
unknowingly or unintentionally reset, starter will instantly
engage if Battery 1 power is supplied, creating a hazard for
ground personnel.
Starter has been engaged for more than 15 seconds (starter limit is 10
seconds). If not manually engaged, such as during difficult start, this
annunciation may indicate a failure of the starter solenoid or a stuck
keyswitch.
P/N 11934-004
Revision A1
3A-7
Section 3A
Abnormal Procedures
Cirrus Design
SR20
Fuel System
Low Fuel Quantity
FUEL QTY Caution
FUEL QTY
1. Fuel Quantity Gages .......................................................... CHECK
If left & right fuel quantities indicate less than or equal to 8 gallons
per side:
a. Land as soon as practical.
If left & right fuel quantities indicate more than 8 gallons per side:
a. Flight................................................... CONTINUE, MONITOR
Amplification
Annunciation indicates measured/sensed fuel quantity for both tanks
is less than or equal to 8 gallons per side.
Left Fuel Tank Quantity
L FUEL QTY Advisory
L FUEL QTY
1. Left Fuel Quantity Gage ..................................................... CHECK
If left fuel quantity indicates less than or equal to 8 gallons:
a. If On-Ground...............................REFUEL PRIOR TO FLIGHT
b. If In-Flight............................................ CONTINUE, MONITOR
If left fuel quantity indicates more than 8 gallons:
a. If On-Ground........................... CORRECT PRIOR TO FLIGHT
b. If In-Flight............................................ CONTINUE, MONITOR
3A-8
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 3A
Abnormal Procedures
Right Fuel Tank Quantity
R FUEL QTY Advisory
R FUEL QTY
1. Right Fuel Quantity Gage .................................................. CHECK
If right fuel quantity indicates less than or equal to 8 gallons:
a. If On-Ground ..............................REFUEL PRIOR TO FLIGHT
b. If In-Flight ........................................... CONTINUE, MONITOR
If right fuel quantity indicates more than 8 gallons:
a. If On-Ground .......................... CORRECT PRIOR TO FLIGHT
b. If In-Flight ........................................... CONTINUE, MONITOR
Amplification
Right fuel quantity is less than or equal to 8 gallons.
Fuel Filter in Bypass Mode
Airplane Serials 2016 thru 2031:
FUEL FILTER Advisory
FUEL FILTER
1. If In-Flight .................................. LAND AS SOON AS PRACTICAL
2. Replace fuel filter element prior to next flight.
Amplification
The fuel filter is in bypass mode. The fuel filter element must be
replaced.
P/N 11934-004
Revision A1
3A-9
Section 3A
Abnormal Procedures
Cirrus Design
SR20
Fuel Imbalance
FUEL IMBALANCE Caution
FUEL IMBALANCE
1. Fuel Quantity Gages .......................................................... CHECK
2. Fuel Pump.......................................................................... BOOST
If HIGH BOOST already in use for vapor suppression, pump
should be left in this position for tank switch.
3. Fuel Selector ..........................................SELECT FULLEST TANK
4. Fuel Pump.............................................................. AS REQUIRED
After switching tanks, message will remain until sensed
imbalance is less than 7.5 gallons.
Amplification
Fuel level imbalance (between left and right) is greater than 7.5
gallons.
FUEL IMBALANCE Advisory
FUEL IMBALANCE
1. Fuel Quantity Gages .......................................................... CHECK
2. Fuel Pump.......................................................................... BOOST
If HIGH BOOST already in use for vapor suppression, pump
should be left in this position for tank switch.
3. Fuel Selector ..........................................SELECT FULLEST TANK
4. Fuel Pump.............................................................. AS REQUIRED
After switching tanks, message will remain until sensed
imbalance is less than 5.5 gallons.
Amplification
Fuel level imbalance (between left and right) is greater than 5.5
gallons.
3A-10
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 3A
Abnormal Procedures
Electrical System
Low Voltage on Main Bus 1
M BUS 1 Caution
M BUS 1
1. Perform ALT 1 Caution (Failure) Checklist.
Amplification
Main Bus 1 Voltage is low, indicates Alt 1 failure and will typically be
associated with low M1 voltage Alt 1 current indications, Battery 1
discharge and ALT 1 Caution message.
Low Voltage on Main Bus 2
M BUS 2 Caution
M BUS 2
1. Perform ALT 1 Caution (Failure) and ALT 2 Caution (Failure)
Checklists.
Amplification
Main Bus 2 Voltage is low, indicative of dual Alt 1 and 2 failures and
will typically be associated with low M1 and M2 voltages, Alt 1 and Alt
2 current indications, Battery 1 discharge, ALT 1 & 2 and M BUS 1 & 2
Caution messages, and ESS BUS Warning message.
Battery 1 Current Sensor
BATT 1 Caution
BATT 1
1. Main Bus 1, 2 and Non-Essential Bus Loads................... REDUCE
2. Main Bus 1, 2 and Essential Bus Voltages .................... MONITOR
3. Land as soon as practical.
Amplification
Battery 1 discharge while Alt 1 is functioning normally, indicative of an
internal power distribution failure within the MCU.
P/N 11934-004
Revision A1
3A-11
Section 3A
Abnormal Procedures
Cirrus Design
SR20
Low Alternator 1 Output
ALT 1 Caution (Failure)
ALT 1
1. ALT 1 Circuit Breaker .............................................. CHECK & SET
2. ALT 1 Master Switch ........................................................... CYCLE
If alternator does not reset (low A1 Current and M1 voltage):
3. ALT 1 Master Switch ................................................................OFF
4. Non-Essential Bus Loads.................................................REDUCE
a. If flight conditions permit, consider shedding the following to
preserve Battery 1:
(1) Air Conditioning,
(2) Landing Light,
(3) Yaw Servo,
(4) Convenience Power (aux items plugged into armrest jack)
5. Continue Flight, avoiding IMC or night flight as able (reduced
power redundancy).
Amplification
• Caution •
Dependent on Battery 1 state (indicated by M1 voltage),
landing light may be weak or inoperative for landing.
Alternator 1 output is low, indicative of alternator failure and will
typically be associated with low M1 voltage, Battery 1 discharge and M
BUS 1 Caution message.
3A-12
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3A
Abnormal Procedures
Low Alternator 2 Output
ALT 2 Caution (Failure)
ALT 2
1. ALT 2 Circuit Breaker.............................................. CHECK & SET
2. ALT 2 Master Switch ........................................................... CYCLE
If alternator does not reset (low A2 Current and M2 voltage less
than M1 voltage):
3. ALT 2 Master Switch ................................................................ OFF
4. Continue Flight, avoiding IMC or night flight as able (reduced
power redundancy).
Amplification
Alternator 2 output is low, indicative of alternator failure. Isolated Alt 2
failure will not typically be associated with any other unusual
indications, cautions or warnings (Alt 1 will pick up all loads).
P/N 11934-004
Revision A1
3A-13
Section 3A
Abnormal Procedures
Cirrus Design
SR20
Integrated Avionics System
Avionics Switch Off
AVIONICS OFF Caution
AVIONICS OFF
1. AVIONICS Switch............................................ON, AS REQUIRED
Amplification
The AVIONICS master switch is off.
PFD Cooling Fan Failure
PFD FAN FAIL Advisory
PFD 1 FAN FAIL
1. AVIONICS FAN 2 Circuit Breaker ....................................... CYCLE
If annunciation does not extinguish:
a. Hot cabin temperatures ...... LAND AS SOON AS PRACTICAL
b. Cool cabin temperatures .................... CONTINUE, MONITOR
Amplification
The cooling fan for the PFD is inoperative.
MFD Cooling Fan Failure
MFD FAN FAIL Advisory
MFD FAN FAIL
1. AVIONICS FAN 1 Circuit Breaker ....................................... CYCLE
If annunciation does not extinguish:
a. High cabin temperatures .... LAND AS SOON AS PRACTICAL
b. Low cabin temperatures ..................... CONTINUE, MONITOR
Amplification
The cooling fan for the MFD is inoperative.
3A-14
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3A
Abnormal Procedures
Flight Displays Too Dim
1. INSTRUMENT dimmer knob.............. OFF (full counter-clockwise)
If flight displays do not provide sufficient brightness:
2. Revert to standby instruments.
Amplification
The instrument dimmer knob provides manual dimming control of the
display screens, key and text backlighting, flap and Environmental
Control System (ECS) status indicators, and standby instruments.
Rotation of the dimmer knob fully counterclockwise disables the
dimmer, and reverts to daytime lighting for all components. In the
event of a dimmer control circuit failure, or to override the manual
dimming circuit, pull the CABIN LIGHTS circuit breaker.
In daytime lighting (knob OFF/full counterclockwise, or with CABIN
LIGHTS circuit breaker pulled):
• Electro-mechanical standby instruments, all avionics system
keypads and the bolster switch panel are unlit
• MFD, PFD, and MD302 Standby Attitude Module (optional)
screen illumination is controlled by automatic photocell
(providing full brightness in high light conditions, only slightly
reduced by darkness)
• ECS and control panels are backlit and their status lights are at
maximum intensity
With active dimming (knob moved clockwise), the full bright position
(full clockwise) applies maximum illumination to keys and switches, to
standby instruments and to status lights, but the PFD, MFD, and
MD302 Standby Attitude Module (optional) screen illumination is at a
substantially reduced level (levels still appropriate for night flight).
Maximum screen illumination (appropriate for daytime use) is with the
dimmer OFF/full counterclockwise.
P/N 11934-004
Revision A1
3A-15
Section 3A
Abnormal Procedures
Cirrus Design
SR20
Pitot Static System
Pitot Static Malfunction
Static Source Blocked
1. Pitot Heat .................................................................................. ON
2. Alternate Static Source..........................................................OPEN
Amplification
If erroneous readings of the static source instruments (airspeed,
altimeter and vertical speed) are suspected, the alternate static source
valve, on side of console near pilot’s right ankle, should be opened to
supply static pressure from the cabin to these instruments. With the
alternate static source on, adjust indicated airspeed slightly during
climb or approach in accordance with Section 5, Airspeed Calibration Alternate Static Source as appropriate for vent/ heater configuration.
Pitot Tube Blocked
1. Pitot Heat .................................................................................. ON
Amplification
If only the airspeed indicator is providing erroneous information, and in
icing conditions, the most probable cause is Pitot ice. If setting Pitot
Heat ON does not correct the problem, descend to warmer air. If an
approach must be made with a blocked Pitot tube, use known pitch
and power settings and the GPS groundspeed indicator, taking
surface winds into account.
3A-16
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3A
Abnormal Procedures
Pitot Heat Current Sensor Annunciation
PITOT HEAT FAIL Caution
PITOT HEAT FAIL
1. Pitot Heat Circuit Breaker ................................................... CYCLE
2. Pitot Heat ............................................................. CYCLE OFF, ON
If inadvertent icing encountered, perform Inadvertent Icing
Encounter Checklist and:
a. Airspeed .......................EXPECT NO RELIABLE INDICATION
b. Exit icing conditions using attitude, altitude, and power
instruments.
Amplification
Pitot heat failure. Displayed when Pitot heat switch is ON and Pitot
heat current is not detected.
Pitot Heat Required Annunciation
PITOT HEAT REQUIRED Caution
PITOT HEAT REQD
1. Pitot Heat ...................................................................................ON
Amplification
Displayed 20 seconds after system detects OAT is less than 41°F
(5°C) and Pitot Heat Switch is OFF.
P/N 11934-004
Revision A1
3A-17
Section 3A
Abnormal Procedures
Cirrus Design
SR20
Flight Control System
Electric Trim/Autopilot Failure
1. Airplane Control ......................................... MAINTAIN MANUALLY
2. Autopilot (if engaged) ................................................ DISENGAGE
If Problem Is Not Corrected:
3. Circuit Breakers ........................................... PULL AS REQUIRED
• PITCH TRIM
• ROLL TRIM
• YAW SERVO
• AP SERVOS
4. Power Lever ........................................................... AS REQUIRED
5. Control Yoke................................. MANUALLY HOLD PRESSURE
6. Land as soon as practical.
Amplification
Any failure or malfunction of the electric trim or autopilot can be overridden by use of the control yoke. If runaway trim is the problem, deenergize the circuit by pulling the appropriate circuit breakers and land
as soon as conditions permit.
Flap System Exceedance
FLAPS Caution
FLAPS
1. Airspeed ...........................................................................REDUCE
or
1. Flaps .............................................................................. RETRACT
Amplification
Flaps are extended beyond airspeed limitations.
Flaps at 100%, airspeed greater than 109 KIAS for 5 seconds or more,
OR
Flaps at 50%, airspeed greater than 124 KIAS for 5 seconds or more.
3A-18
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3A
Abnormal Procedures
Landing Gear System
Brake Failure During Taxi
1. Engine Power ........................................................ AS REQUIRED
• To stop airplane - REDUCE
• If necessary for steering - INCREASE
2. Directional Control ...............................MAINTAIN WITH RUDDER
3. Brake Pedal(s) ......................................................................PUMP
If directional control can not be maintained:
4. Ignition Switch.......................................................................... OFF
Amplification
Ground steering is accomplished by differential braking. However,
increasing power may allow some rudder control due to increased
groundspeed and airflow over the rudder.
Left/Right Brake Over-Temperature
BRAKE TEMP Caution
BRAKE TEMP
1. Stop aircraft and allow the brakes to cool.
Amplification
Brake temperature is between 270°F and 293°F for more than 5
seconds. Refer to Section 10, Taxiing, Steering, and Braking Practices
for additional information.
P/N 11934-004
Revision A1
3A-19
Section 3A
Abnormal Procedures
Cirrus Design
SR20
Other Conditions
Aborted Takeoff
1. Power Lever ............................................................................ IDLE
2. Brakes .................................................................... AS REQUIRED
Amplification
Use as much of the remaining runway as needed to safely bring the
airplane to a stop or to slow the airplane sufficiently to turn off runway.
• Caution •
For maximum brake effectiveness, retract flaps, hold control
yoke full back, and bring the airplane to a stop by smooth,
even application of the brakes.
After a high-speed aborted takeoff, brake temperatures will be
elevated. Subsequent aborted takeoffs or other high-energy
use of the brakes may cause brake overheat, failure and
possibly even fire. A 25-minute cooling time is recommended
following high-energy use of the brake system before
attempting to conduct operations that may require further
high-energy braking. Brake temperature indicator should be
inspected prior to flight following a high-energy brake event.
Refer to Section 4, Preflight Inspection Checklist for additional
detail.
3A-20
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 3A
Abnormal Procedures
Parking Brake Engaged Annunciation
PARK BRAKE Caution
PARK BRAKE
1. Parking Brake ................................................................ RELEASE
2. Monitor CAS for BRAKE TEMP Caution. Stop aircraft and allow
the brakes to cool if necessary.
Amplification
Parking brake is set.
Communications Failure
1. Switches, Controls ............................................................. CHECK
2. Frequency ........................................................................CHANGE
3. Circuit Breakers ....................................................................... SET
4. Headset ...........................................................................CHANGE
5. Hand Held Microphone ................................................. CONNECT
Amplification
If, after following the checklist procedure, communication is not
restored, proceed with FAR/AIM lost communications procedures.
• Note •
In the event of an audio panel power failure the audio panel
connects COM 1 to the pilot’s headset and speakers. Setting
the audio panel ‘Off’ will also connect COM 1 to the pilot’s
headsets and speakers.
P/N 11934-004
Revision A1
3A-21
Section 3A
Abnormal Procedures
Cirrus Design
SR20
Intentionally Left Blank
3A-22
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 4
Normal Procedures
Section 4: Normal Procedures
Table of Contents
Introduction ........................................................................................ 3
Airspeeds for Normal Operation ........................................................ 3
Normal Procedures ............................................................................ 4
Preflight Inspection ......................................................................... 4
Preflight Walk-Around ..................................................................... 4
Before Starting Engine.................................................................... 9
Starting Engine ............................................................................. 10
Before Taxiing............................................................................... 12
Taxiing .......................................................................................... 12
Before Takeoff .............................................................................. 13
Takeoff.......................................................................................... 15
Normal Takeoff ............................................................................. 16
Short Field Takeoff ....................................................................... 16
Climb............................................................................................. 17
Cruise ........................................................................................... 18
Cruise Leaning.............................................................................. 19
Descent......................................................................................... 20
Before Landing ............................................................................. 20
Landing ......................................................................................... 21
Balked Landing/Go-Around .......................................................... 22
After Landing ................................................................................ 22
Shutdown...................................................................................... 23
Stalls ............................................................................................. 23
Environmental Considerations ......................................................... 24
Cold Weather Operation ............................................................... 24
Hot Weather Operation................................................................. 26
Extended Ground Operation......................................................... 26
Lead Reduction Before Shut Down .............................................. 27
Noise Characteristics/Abatement..................................................... 27
Fuel Conservation ............................................................................ 28
P/N 11934-004
Revision A1
4-1
Section 4
Normal Procedures
Cirrus Design
SR20
Intentionally Left Blank
4-2
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 4
Normal Procedures
Introduction
This section provides amplified procedures for normal operation.
Normal procedures associated with optional systems can be found in
Section 9: Log of Supplements.
Airspeeds for Normal Operation
Unless otherwise noted, the following speeds are based on a
maximum weight of 3050 lb. and may be used for any lesser weight.
However, to achieve the performance specified in Section 5 for takeoff
and landing distance, the speed appropriate to the particular weight
must be used.
Takeoff Rotation:
• Normal, Flaps 50% ....................................................65-70 KIAS
• Short Field, Flaps 50% ................................................... 65 KIAS
• Obstacle Clearance, Flaps 50% ..................................... 77 KIAS
Enroute Climb, Flaps Up:
• Normal, SL...................................................................... 96 KIAS
• Normal, 10,000’ .............................................................. 92 KIAS
• Best Rate of Climb, SL ................................................... 96 KIAS
• Best Rate of Climb, 10,000’ ............................................ 92 KIAS
• Best Angle of Climb, SL.................................................. 83 KIAS
• Best Angle of Climb, 10,000’ .......................................... 87 KIAS
Landing Approach:
• Normal Approach, Flaps Up ........................................... 88 KIAS
• Normal Approach, Flaps 50%......................................... 83 KIAS
• Normal Approach, Flaps 100%....................................... 78 KIAS
• Short Field, Flaps 100% ................................................. 78 KIAS
Go-Around, Flaps 50%:
• Full Power....................................................................... 78 KIAS
Maximum Recommended Turbulent Air Penetration:
• 3050 Lb.........................................................................131 KIAS
• 2600 Lb.........................................................................122 KIAS
• 2200 Lb......................................................................... 111 KIAS
Maximum Demonstrated Crosswind Velocity:
• Takeoff or Landing ......................................................... 20 Knots
P/N 11934-004
Revision A1
4-3
Section 4
Normal Procedures
Cirrus Design
SR20
Normal Procedures
Preflight Inspection
Before carrying out preflight inspections, ensure that all required
maintenance has been accomplished. Review your flight plan and
compute weight and balance.
• Note •
Throughout the walk-around: check all hinges, hinge pins, and
bolts for security; check skin for damage, condition, and
evidence of delamination; check all control surfaces for proper
movement and excessive free play; check area around liquid
reservoirs and lines for evidence of leaking.
In cold weather, remove all frost, ice, or snow from fuselage,
wing, stabilizers and control surfaces. Ensure that control
surfaces are free of internal ice or debris. Check that wheel
fairings are free of snow and ice accumulation. Check that
Pitot probe warms within 30 seconds of setting Pitot Heat to
ON.
Preflight Walk-Around
6
3
5
4
7
2
1
8
13
9
10
11
12
SR22_FM04_1454
4-4
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 4
Normal Procedures
• Caution •
Serials 2016 thru 2240 before SB2X-32-21: Clean and inspect
temperature indicator installed to piston housing. If indicator
center is black, the brake assembly has been overheated. The
brake linings must be inspected and O-rings replaced.
f.
Wheel and Brakes ....... Fluid Leaks, Evidence of Overheating,
General Condition, and Security.
g. Chocks and Tiedown Ropes........................................Remove
8. Nose, Right Side
a. Cowling.....................................................Attachments Secure
b. Exhaust Pipe ....................Condition, Security, and Clearance
c.
Gascolator (underside)................Drain for 3 seconds, Sample
9. Nose gear, Propeller, and Spinner
• WARNING •
Keep clear of propeller rotation plane. Do not allow others to
approach propeller.
a. Tow Bar ....................................................... Remove and Stow
b. Strut ........................................................................... Condition
c.
Wheel Fairing ....................... Security, Accumulation of Debris
d. Wheel and Tire ..........................Condition, Inflation, and Wear
e. Propeller ........................... Condition (indentations, nicks, etc.)
f.
Spinner ............................... Condition, Security, and Oil Leaks
g. Air Inlets ..............................................................Unobstructed
h. Alternator Belt....................................... Condition and Tension
10. Nose, Left Side
a. Landing Light............................................................. Condition
b. Engine Oil......... Check 6-8 quarts, Leaks, Cap & Door Secure
c.
Cowling.....................................................Attachments Secure
d. External Power ..................................................... Door Secure
e. Exhaust Pipe(s) .................Condition, Security, and Clearance
(Continued on following page)
P/N 11934-004
Revision A1
4-7
Section 4
Normal Procedures
Cirrus Design
SR20
11. Left Main Gear and Forward Wing
a. Wheel fairings....................... Security, Accumulation of Debris
b. Tire.............................................Condition, Inflation, and Wear
• Caution •
Serials 2016 thru 2240 before SB2X-32-21: Clean and inspect
temperature indicator installed to piston housing. If indicator
center is black, the brake assembly has been overheated. The
brake linings must be inspected and O-rings replaced.
c.
Wheel and Brakes ....... Fluid Leaks, Evidence of Overheating,
General Condition, and Security.
d. Chocks and Tiedown Ropes....................................... Remove
e. Fuel Drains (2 underside) ............................ Drain and Sample
f.
Fuel Cap ....................................... Check Quantity and Secure
g. Leading Edge and Stall Strips....................................Condition
12. Left Wing Tip
a. Fuel Vent (underside) ......................................... Unobstructed
b. Pitot Mast (underside) ................ Cover Removed, Tube Clear
c.
Strobe, Nav Light and Lens ..................Condition and Security
d. Tip ..........................................................................Attachment
13. Left Wing Trailing Edge
a. Flap And Rub Strips (If installed) ..........Condition and Security
b. Aileron ..................................................Freedom of movement
c.
4-8
Hinges, actuation arm, bolts, and cotter pins ............... Secure
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 4
Normal Procedures
6. Power Lever........................................................ FULL FORWARD
7. Fuel Pump .................................................... PRIME, then BOOST
• Note •
On first start of the day, especially under cool ambient
conditions, holding Fuel Pump switch to PRIME for 2 seconds
will improve starting.
8. Propeller Area ..................................................................... CLEAR
9. Power Lever ........................................................... OPEN ¼ INCH
10. Ignition Switch....................... START (Release after engine starts)
• Caution •
Limit cranking to intervals of 10 seconds with a 20 second
cooling period between cranks. This will improve battery and
contactor life.
11. Power Lever...............................RETARD (to maintain 1000 RPM)
12. Fuel Pump ............................................................................... OFF
13. Oil Pressure ....................................................................... CHECK
14. Alt Master Switches ...................................................................ON
15. Avionics Power Switch...............................................................ON
16. Engine Parameters ........................................................ MONITOR
17. External Power (If applicable) ................................. DISCONNECT
18. Amp Meter/Indication ......................................................... CHECK
P/N 11934-004
Revision A1
4-11
Section 4
Normal Procedures
Cirrus Design
SR20
Before Taxiing
1. Flaps ................................................................................. UP (0%)
2. Radios/Avionics...................................................... AS REQUIRED
3. Cabin Heat/Defrost ............................................... AS REQUIRED
4. Fuel Selector .......................................................... SWITCH TANK
Taxiing
When taxiing, directional control is accomplished with rudder
deflection and intermittent braking (toe taps) as necessary. Use only
as much power as is necessary to achieve forward movement.
Deceleration or taxi speed control using brakes but without a reduction
in power will result in increased brake temperature. Taxi over loose
gravel at low engine speed to avoid damage to the propeller tips.
• WARNING •
Maximum continuous engine speed for taxiing is 1000 RPM
on flat, smooth, hard surfaces. Power settings slightly above
1000 RPM are permissible to start motion, for turf, soft
surfaces, and on inclines. Use minimum power to maintain
taxi speed.
If the 1000 RPM taxi power limit and proper braking
procedures are not observed, the brake system may overheat
and result in brake damage or brake fire.
1. Parking Brake ........................................................... DISENGAGE
2. Brakes ................................................................................ CHECK
3. HSI Orientation................................................................... CHECK
4. Attitude Gyro ...................................................................... CHECK
5. Turn Coordinator ............................................................... CHECK
4-12
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 4
Normal Procedures
Before Takeoff
During cold weather operations, the engine should be properly
warmed up before takeoff. In most cases this is accomplished when
the oil temperature has reached at least 100°F (38°C). In warm or hot
weather, precautions should be taken to avoid overheating during
prolonged ground engine operation. Additionally, long periods of idling
may cause fouled spark plugs.
• WARNING •
Do not takeoff with frost, ice, snow, or other contamination on
the fuselage, wing, stabilizers, and control surfaces.
1. Doors ..............................................................................LATCHED
2. CAPS Handle ................................................. Verify Pin Removed
3. Seat Belts and Shoulder Harness.................................... SECURE
4. Air Conditioner .......................................................... AS DESIRED
• Caution •
Use of RECIRC mode prohibited in flight.
• Note •
If Air Conditioner is ON for takeoff roll, see Section 5, Takeoff
Distance for takeoff distance change. No takeoff distance
change is necessary if system remains OFF for takeoff roll.
5. Fuel Quantity ................................................................. CONFIRM
6. Fuel Selector......................................................... FULLEST TANK
7. Flaps ............................................................... SET 50% & CHECK
8. Transponder............................................................................. SET
9. Autopilot ............................................................................. CHECK
10. Navigation Radios/GPS ......................................... SET for Takeoff
11. Cabin Heat/Defrost ................................................ AS REQUIRED
12. Brakes................................................................................... HOLD
13. Mixture ......................................................................... FULL RICH
14. Power Lever................................................................... 1700 RPM
15. Alternator ........................................................................... CHECK
(Continued on following page)
P/N 11934-004
Revision A1
4-13
Section 4
Normal Procedures
Cirrus Design
SR20
a. Pitot Heat............................................................................ ON
b. Navigation Lights ................................................................ ON
c.
Landing Light ...................................................................... ON
d. Annunciator Lights....................................................... CHECK
- Verify both ALT 1 and ALT 2 caution lights out and positive
amps indication for each alternator.
16. Voltage ............................................................................... CHECK
17. Pitot Heat ............................................................... AS REQUIRED
• Note •
Pitot Heat should be turned ON for flight into IMC, flight into
visible moisture, or whenever ambient temperatures are 41° F
(5° C) or less.
18. Navigation Lights.................................................... AS REQUIRED
19. Landing Light ......................................................... AS REQUIRED
20. Magnetos .................................................... CHECK Left and Right
a. Ignition Switch ................................. R, note RPM, then BOTH
b. Ignition Switch .................................. L, note RPM, then BOTH
• Note •
RPM drop must not exceed 150 RPM for either magneto.
RPM differential must not exceed 50 RPM between
magnetos. If there is a doubt concerning operation of the
ignition system, RPM checks at higher engine speeds will
usually confirm whether a deficiency exists.
An absence of RPM drop may indicate faulty grounding of one
side of the ignition system or magneto timing set in advance of
the specified setting.
21. Engine Parameters ............................................................ CHECK
22. Power Lever ................................................................... 1000 RPM
23. Fuel Pump.......................................................................... BOOST
24. Flight Instruments, HSI, and Altimeter .................... CHECK & SET
25. Flight Controls ................................................. FREE & CORRECT
26. Trim ............................................................................. SET Takeoff
27. Autopilot .................................................................. DISCONNECT
4-14
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 4
Normal Procedures
Climb
Normal climbs are performed flaps UP (0%) and full power at speeds 5
to 10 knots higher than best rate-of-climb speeds. These higher
speeds give the best combination of performance, visibility and engine
cooling.
For maximum rate of climb, use the best rate-of-climb speeds shown
in the rate-of-climb chart in Section 5. If an obstruction dictates the use
of a steep climb angle, the best angle-of-climb speed should be used.
Climbs at speeds lower than the best rate-of-climb speed should be of
short duration to avoid engine-cooling problems.
• Note •
The engine is equipped with an altitude compensating fuel
pump that automatically provides the proper full rich mixture
for climb. The mixture for climb should be left full rich.
1. Climb Power ............................................................................ SET
2. Flaps ................................................................................ Verify UP
3. Mixture ......................................................................... FULL RICH
4. Engine Parameters ............................................................ CHECK
5. Fuel Pump ............................................................. AS REQUIRED
• Note •
Fuel BOOST should be left ON during takeoff and for climb as
required for vapor suppression with hot or warm fuel.
P/N 11934-004
Revision A1
4-17
Section 4
Normal Procedures
Cirrus Design
SR20
Cruise
Normal cruising is performed between 55% and 85% power. The
engine power setting and corresponding fuel consumption for various
altitudes and temperatures can be determined by using the cruise data
in Section 5.
The selection of cruise altitude is made based on the most favorable
wind conditions and the desired power settings. These significant
factors should be considered on every trip to reduce fuel consumption.
• Note •
Mineral oil should be used for the first 25 hours of engine
operation or until oil consumption stabilizes (mineral oil
promotes better wear-in of piston rings during this period).
The first hour of engine operation should be at 75% power or
greater, with mixture maintained at best power (75°F to 125°
rich of peak EGT, provides higher cylinder pressures,
promoting better wear-in).
The second hour of engine operation should vary between
75% power and 65% power, with mixture at best power; power
should be varied between these two levels, changed every 15
to 30 minutes.
1. Fuel Pump................................................................................OFF
• Note •
The Fuel Pump may be used for vapor suppression during
cruise.
The Fuel Pump must be set to BOOST during maneuvering
flight (i.e. flight training maneuvers, chandelles, stalls, etc.).
2. Cruise Power ........................................................................... SET
3. Mixture ............................................................... LEAN as required
4. Engine Parameters ........................................................ MONITOR
• Note •
Fuel BOOST must be used for switching from one tank to
another. Failures to activate the Fuel Pump before transfer
could result in delayed restart if the engine should quit due to
fuel starvation.
5. Fuel Flow and Balance .................................................. MONITOR
4-18
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 4
Normal Procedures
1. Ignition Switch.......................................................................... OFF
• WARNING •
Use caution when pulling the propeller through by hand. Make
sure ignition switch is OFF, keys are out of ignition, and then
act as if the engine will start.
2. Propeller .......................................... Hand TURN several rotations
3. External Power (If applicable) ....................................... CONNECT
4. Brakes .................................................................................. HOLD
5. Bat Master Switches ........................................ ON (check voltage)
6. Mixture ......................................................................... FULL RICH
7. Power lever ......................................................... FULL FORWARD
8. Fuel Pump .................................................... PRIME, then BOOST
• Note •
In temperatures down to 20°F, hold Fuel Pump switch to
PRIME for 15 seconds prior to starting.
9. Propeller Area ..................................................................... CLEAR
10. Power Lever............................................................ OPEN ¼ INCH
11. Ignition Switch....................... START (Release after engine starts)
• Caution •
Limit cranking to intervals of 10 seconds with a 20 second
cooling period between cranks.
12. Power Lever...............................RETARD (to maintain 1000 RPM)
13. Oil Pressure ....................................................................... CHECK
14. Alt Master Switches ...................................................................ON
15. Avionics Power Switch...............................................................ON
16. Engine Parameters ........................................................ MONITOR
17. External Power (If applicable) ................................. DISCONNECT
18. Amp Meter/Indication ......................................................... CHECK
19. Strobe Lights ..............................................................................ON
P/N 11934-004
Revision A1
4-25
Section 4
Normal Procedures
Cirrus Design
SR20
Hot Weather Operation
Avoid prolonged engine operation on the ground. Fuel BOOST must
be ON for engine start and takeoff, and should be ON during climb for
vapor suppression which could occur under hot ambient conditions or
after extended idle.
Ground Operation of Air Conditioning System (Optional)
• Note •
To facilitate faster cabin cooling, prior to engine start leave the
cabin doors open for a short time to allow hot air to escape
cabin.
1. Control Panel ................ SELECT Desired Mode and Temperature
2. Voltage ........................................................................... MONITOR
• Note •
Decrease electrical load if battery discharge is noted.
3. Annunciator Lights ............................................................. CHECK
a. Verify ALT 1 caution light out and positive amps indication.
4. Engine Parameters ............................................................ CHECK
Extended Ground Operation
For airplanes that experience prolonged engine operation on the
ground, the following procedure is recommended to reduce potential
for spark plug lead fouling and lead build-up on engine valve guides.
1. Set throttle to 1200 RPM.
2. Lean the mixture for maximum RPM.
3. Reduce throttle to RPM for continued ground operations (800 1000 RPM is recommended).
• WARNING •
Before takeoff, the mixture lever must be returned to the full
forward/rich position.
• Note •
If further ground operations will be required after the BEFORE
TAKEOFF checklist is completed, lean the mixture again (as
described above) until ready for the TAKEOFF checklist.
4-26
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 4
Normal Procedures
Lead Reduction Before Shut Down
Complete the following procedure before shutdown to reduce potential
for lead build-up in the combustion chamber, spark plugs, and engine
oil.
• Caution •
The airplane must be stationary before the following
procedure is completed.
1. Maintain throttle between 1000 and 1200 RPM until operating
temperature has stabilized.
2. Increase throttle to 1800 RPM for 15 - 20 seconds.
3. Reduce throttle back to between 1000 and 1200 RPM and shut
down immediately using mixture control.
Noise Characteristics/Abatement
The certificated noise levels for the aircraft established in accordance
with FAR 36 Appendix G are:
Configuration
Actual
Maximum Allowable
Two-blade Propeller
84.79 dB(A)
87.6 dB(A)
Three-blade Propeller
83.42 dB(A)
87.6 dB(A)
No determination has been made by the Federal Aviation
Administration that the noise levels of this airplane are or should be
acceptable or unacceptable for operation at, into, or out of, any airport.
The above noise levels were established at 3000 pounds takeoff
weight and 2700 RPM.
Recently, increased emphasis on improving environmental quality
requires all pilots to minimize the effect of airplane noise on the
general public. The following suggested procedures minimize
environmental noise when operating the aircraft.
P/N 11934-004
Revision A1
4-27
Section 4
Normal Procedures
Cirrus Design
SR20
• Note •
Do not follow these noise abatement procedures where they
conflict with Air Traffic Control clearances or instructions,
weather considerations, or wherever they would reduce
safety.
1. When operating VFR over noise-sensitive areas, such as outdoor
events, parks, and recreational areas, fly not less than 2000 feet
above the surface even though flight at a lower level may be
allowed.
2. For departure from or approach to an airport, avoid prolonged
flight at low altitude near noise-sensitive areas.
Fuel Conservation
Minimum fuel use at cruise will be achieved using the best economy
power setting described under cruise.
4-28
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 5
Performance Data
Section 5: Performance Data
Table of Contents
Introduction ........................................................................................ 3
Associated Conditions Affecting Performance................................ 3
Demonstrated Operating Temperature ........................................... 3
Airspeed Calibration - Normal Static Source...................................... 4
Airspeed Calibration - Alternate Static Source................................... 5
Altitude Correction
Normal Static Source: Primary Flight Display .................................... 6
Altitude Correction
Normal Static Source: Standby Altimeter........................................... 7
Altitude Correction
Alternate Static Source: Primary Flight Display ................................. 8
Altitude Correction
Alternate Static Source: Standby Altimeter ........................................ 9
Temperature Conversion ................................................................. 10
Outside Air Temperature for ISA Condition ..................................... 11
Stall Speeds ..................................................................................... 12
Wind Components ........................................................................... 13
Takeoff Distance .............................................................................. 14
Takeoff Distance - 3050 LB ............................................................. 15
Takeoff Distance - 2500 LB ............................................................. 16
Takeoff Climb Gradient .................................................................... 17
Takeoff Rate of Climb ...................................................................... 18
Enroute Climb Gradient ................................................................... 19
Enroute Rate of Climb...................................................................... 20
Enroute Rate of Climb Vs Density Altitude ...................................... 21
Time, Fuel and Distance to Climb .................................................... 22
Cruise Performance ......................................................................... 23
Range / Endurance Profile ............................................................... 25
Range / Endurance Profile (Continued) ........................................... 26
Balked Landing Climb Gradient ....................................................... 27
Balked Landing Rate of Climb ......................................................... 28
Landing Distance ............................................................................. 29
Landing Distance Table - Flaps 100% ............................................. 30
Landing Distance Table - Flaps 50% ............................................... 31
Landing Distance Table - Flaps 0% ................................................. 32
P/N 11934-004
Revision A1
5-1
Section 5
Performance Data
Cirrus Design
SR20
Intentionally Left Blank
5-2
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 5
Performance Data
Introduction
Performance data in this section are presented for operational
planning so that you will know what performance to expect from the
airplane under various ambient and field conditions. Performance data
are presented for takeoff, climb, and cruise (including range &
endurance).
Associated Conditions Affecting Performance
Computed performance data in this section are based upon data
derived from actual flight testing with the airplane and engine in good
condition and using average piloting techniques. Unless specifically
noted in the “Conditions” notes presented with each table, ambient
conditions are for a standard day (refer to Section 1, Meteorological
Terminology). Flap position as well as power setting technique is
similarly noted with each table.
The charts in this section provide data over temperature ranges as
specified on the chart. If ambient temperature is below the chart value,
use the lowest temperature shown to compute performance. This will
result in more conservative performance calculations. If ambient
temperature is above the chart value, use caution as performance
degrades rapidly at higher temperatures.
Aircraft with optional Air Conditioning System: Brake Horsepower is
reduced by approximately 6 BHP.
Demonstrated Operating Temperature
Satisfactory engine cooling has been demonstrated for this airplane
with an outside air temperature 23°C above standard. The value given
is not considered an operating limitation. Reference should be made
to Section 2, Powerplant Limitations for operating limitations.
P/N 11934-004
Revision A1
5-3
Section 5
Performance Data
Cirrus Design
SR20
Airspeed Calibration - Normal Static Source
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• Note •
Indicated airspeed values assume zero instrument error.
KCAS
5-4
KIAS
Flaps
0%
Flaps
50%
Flaps
100%
60
57
56
57
70
68
68
70
80
79
80
80
90
89
91
89
100
100
101
99
110
111
111
120
121
121
130
132
140
142
150
152
160
163
170
173
180
183
190
193
200
204
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 5
Performance Data
Outside Air Temperature for ISA Condition
Press
Alt
Feet
ISA-30°C
ISA-15°C
ISA+15°C
ISA+30°C
°C
°F
°C
°F
°C
°F
°C
°F
°C
°F
SL
-15
5
0
32
15
59
30
86
45
113
1000
-17
1
-2
28
13
55
28
82
43
109
2000
-19
-2
-4
25
11
52
26
79
41
106
3000
-21
-6
-6
21
9
48
24
75
39
102
4000
-23
-9
-8
18
7
45
22
72
37
99
5000
-25
-13
-10
14
5
41
20
68
35
95
6000
-27
-17
-12
10
3
37
18
64
33
91
7000
-29
-20
-14
7
1
34
16
61
31
88
8000
-31
-24
-16
3
-1
30
14
57
29
84
9000
-33
-27
-18
0
-3
27
12
54
27
81
10000
-35
-31
-20
-4
-5
23
10
50
25
77
11000
-37
-35
-22
-8
-7
19
8
46
23
73
12000
-39
-38
-24
-11
-9
16
6
43
21
70
13000
-41
-42
-26
-15
-11
12
4
39
19
66
14000
-43
-45
-28
-18
-13
9
2
36
17
63
15000
-45
-49
-30
-22
-15
5
0
32
15
59
16000
-47
-53
-32
-26
-17
1
-2
28
13
55
17000
-49
-56
-34
-29
-19
-2
-4
25
11
52
17500
-50
-58
-35
-31
-20
-4
-5
23
10
50
P/N 11934-004
Revision A1
ISA
5-11
Section 5
Performance Data
Cirrus Design
SR20
Stall Speeds
Conditions:
• Weight ........................................................................................................ 3050 LB
• CG ..................................................................................................................Noted
• Power ................................................................................................................ Idle
• Bank Angle .....................................................................................................Noted
• Note •
Altitude loss during wings level stall may be 250 feet or more.
KIAS values may not be accurate at stall.
Weight
LB
Bank
Angle
STALL SPEEDS
Flaps 0%
Full Up
Flaps 50%
Flaps 100%Full
Down
Deg
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
0
69
67
66
63
61
59
15
70
68
67
65
62
60
30
74
72
70
68
64
63
45
81
80
76
75
70
70
60
95
95
89
90
83
83
0
69
67
63
60
59
56
3050
15
75
68
64
61
60
57
Most
AFT
C.G.
30
77
72
66
64
62
60
45
83
79
72
71
68
67
60
99
94
85
85
79
79
3050
Most
FWD
C.G.
5-12
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 5
Performance Data
Wind Components
Example:
• Runway Heading................................................................................................ 10°
• Wind Direction.................................................................................................... 60°
• Wind Velocity .............................................................................................15 Knots
• Note •
The max demonstrated crosswind is 20 knots. Value not considered limiting.
40
0°
50
10°
W
IN
D
20°
FL
IG
HT
PA
TH
30°
TY
CI
LO
VE
30
40
AN
D
DI
RE
CT
IO
N
30
60°
W
IN
D
BE
TW
EE
N
50°
20
70°
AN
GL
E
10
WIND COMPONENTS ~ KNOTS
Tailwind
Headwind
S
OT
KN
20
~
40°
10
80°
0
90°
100°
-10
110°
170°
180°
-20
P/N 11934-004
Reissue A
150°
160°
140°
130°
120°
10
20
30
CROSSWIND COMPONENT ~ KNOTS
40
SR20_FM05_1014
5-13
Section 5
Performance Data
Cirrus Design
SR20
Takeoff Distance
Conditions:
• Winds................................................................................................................ Zero
• Runway........................................................................................ Dry, Level, Paved
• Flaps................................................................................................................. 50%
• Air Conditioner.................................................................................................. OFF
• Power ................................................................................................... Full Throttle
• Mixture............................................................................................ Set per Placard
• Note •
The following factors are to be applied to the computed takeoff distance for
the noted condition:
• Headwind - Subtract 10% from computed distance for each 12 knots headwind.
• Tailwind - Add 10% for each 2 knots tailwind up to 10 knots.
• Grass Runway, Dry - Add 20% to ground roll distance.
• Grass Runway, Wet - Add 30% to ground roll distance.
• Sloped Runway - Increase table distances by 22% of the ground roll distance at
Sea Level, 30% of the ground roll distance at 5000 ft, 43% of the ground roll
distance at 10,000 ft for each 1% of upslope. Decrease table distances by 7% of
the ground roll distance at Sea Level, 10% of the ground roll distance at 5000 ft,
and 14% of the ground roll distance at 10,000 ft for each 1% of downslope.
• Note •
The above corrections for runway slope are required to be included herein.
These corrections should be used with caution since published runway slope
data is usually the net slope from one end of the runway to the other. Many
runways will have portions of their length at greater or lesser slopes than the
published slope, lengthening (or shortening) takeoff ground roll estimated
from the table.
• If brakes are not held while applying power, distances apply from point where full
throttle and mixture setting is complete.
• For operation in outside air temperatures colder than this table provides, use
coldest data shown.
• For operation in outside air temperatures warmer than this table provides, use
caution.
• Aircraft with optional Air Conditioning System: Add 300 feet to ground roll
distance and 400 feet to distance over 50' obstacle if Air Conditioner is ON
during takeoff.
5-14
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 5
Performance Data
Takeoff Climb Gradient
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture ............................................................................................ Set per Placard
• Flaps .................................................................................................................50%
• Airspeed .....................................................................................Best Rate of Climb
• Note •
Climb Gradients shown are the gain in altitude for the horizontal distance
traversed expressed as Feet per Nautical Mile.
Cruise climbs or short duration climbs are permissible at best power as long
as altitudes and temperatures remain within those specified in the table.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use caution.
Weight
LB
3050
2500
CLIMB GRADIENT ~ Feet per Nautical Mile
Press
Alt
Climb
Speed
FT
KIAS
-20
0
20
40
50
ISA
SL
89
678
621
568
518
494
581
2000
88
587
532
481
433
410
504
4000
87
500
447
398
351
330
430
6000
86
416
365
318
274
253
358
8000
85
336
287
241
199
179
289
10000
84
259
212
SL
88
957
880
808
741
710
826
2000
87
841
767
698
634
604
729
4000
86
730
659
593
531
503
636
6000
85
624
555
492
545
8000
84
522
456
396
459
10000
83
425
362
P/N 11934-004
Revision A1
Temperature ~ °C
224
377
5-17
Section 5
Performance Data
Cirrus Design
SR20
Takeoff Rate of Climb
Conditions:
• Power ................................................................................................... Full Throttle
• Mixture....................................................................................................... Full Rich
• Flaps................................................................................................................. 50%
• Airspeed .................................................................................... Best Rate of Climb
• Note •
Rate-of-Climb values shown are change in altitude for unit time expended
expressed in Feet per Minute.
Cruise climbs or short duration climbs are permissible at best power as long
as altitudes and temperatures remain within those specified in the table.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use caution.
Aircraft with optional Air Conditioning System: Maximum rate of climb
performance is reduced by approximately 75 feet per minute if system is ON.
For maximum climb performance the air conditioner should be off.
Weight
LB
3050
2500
5-18
Press
Alt
Climb
Speed
RATE OF CLIMB ~ Feet per Minute
Temperature ~ °C
FT
KIAS
-20
0
20
40
50
ISA
SL
89
905
862
817
771
747
828
2000
88
807
761
712
663
638
734
4000
87
707
657
606
554
528
639
6000
86
607
553
499
444
417
545
8000
85
504
447
390
333
304
450
356
10000
84
401
341
SL
88
1256
1201
1144
1086
1057
1158
2000
87
1136
1077
1017
955
925
1044
4000
86
1014
952
888
824
792
929
6000
85
892
825
758
815
8000
84
768
698
627
701
10000
83
643
569
587
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 5
Performance Data
Enroute Climb Gradient
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture .......................................................................................................Full Rich
• Flaps .......................................................................................................... 0% (UP)
• Airspeed .....................................................................................Best Rate of Climb
• Note •
Climb Gradients shown are the gain in altitude for the horizontal distance
traversed expressed as Feet per Nautical Mile.
Cruise climbs or short duration climbs are permissible at best power as long
as altitudes and temperatures remain within those specified in the table.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use caution.
Weight
LB
3050
2500
Press
Alt
Climb
Speed
CLIMB GRADIENT - Feet per Nautical Mile
Temperature ~ °C
FT
KIAS
-20
0
20
40
50
ISA
SL
96
650
589
533
481
456
549
2000
96
560
502
448
398
374
474
4000
95
474
418
367
319
296
402
6000
94
392
338
289
244
222
332
8000
93
313
216
214
171
150
265
10000
92
237
188
200
12000
91
164
118
139
80
14000
90
95
51
SL
93
846
777
712
652
621
728
2000
93
741
674
612
554
525
640
4000
92
640
576
516
461
433
555
6000
91
543
482
425
473
8000
91
451
392
337
395
10000
90
363
306
320
12000
89
279
224
248
14000
88
198
147
180
P/N 11934-004
Revision A1
5-19
Section 5
Performance Data
Cirrus Design
SR20
Enroute Rate of Climb
Conditions:
• Power ................................................................................................... Full Throttle
• Mixture................................................................................................. As Required
• Flaps...........................................................................................................0% (UP)
• Airspeed .................................................................................... Best Rate of Climb
• Note •
Rate-of-Climb values shown are change in altitude in feet per unit time
expressed in Feet per Minute.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use caution.
Cruise climbs or short duration climbs are permissible at best power as long
as altitudes and temperatures remain within those specified in the table.
Aircraft with optional Air Conditioning System: Maximum rate of climb
performance is reduced by approximately 75 feet per minute if system is ON.
For maximum climb performance the air conditioner should be off.
Weight
LB
3050
2500
5-20
Press
Alt
Climb
Speed
RATE OF CLIMB ~ Feet per Minute
Temperature ~ °C
FT
KIAS
-20
0
20
40
50
ISA
SL
96
1007
949
890
830
800
905
2000
96
868
808
748
688
657
775
4000
95
756
693
630
567
535
671
6000
94
642
576
510
445
412
566
8000
93
527
458
389
321
287
462
10000
92
411
339
357
12000
91
294
218
252
14000
90
175
97
SL
93
1231
1175
1117
1058
1024
1132
2000
93
1109
1050
988
926
891
1016
4000
92
987
923
858
793
757
900
6000
91
863
796
727
785
8000
91
738
667
595
670
10000
90
612
537
555
12000
88
484
405
440
14000
88
355
273
325
148
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 5
Performance Data
Cruise Performance
Conditions:
• Mixture .................................................................................................. Best Power
• Weight ........................................................................................................ 2600 LB
• Winds ............................................................................................................... Zero
• Shaded Cells: Cruise Pwr above 85% not recommended.
• Note •
Subtract 10 KTAS if nose wheel pant and fairing removed. Lower KTAS by
10% if nose and main wheel pants and fairings are removed.
Aircraft with optional Air Conditioning System: Cruise performance is reduced
by 2 knots. For maximum performance, turn air conditioner off.
Aircraft with optional Enhanced Vision System: Cruise performance is
reduced by up to 1 knot.
ISA - 30°C
ISA
ISA + 30°C
Press
Alt
RPM MAP PWR KTAS GPH PWR KTAS GPH PWR KTAS GPH
2000
4000
6000
2700 27.8
101%
160
16.0
95%
160
15.0
91%
157
14.2
2500 27.8
90%
154
14.1
85%
154
13.4
2500 26.6
85%
151
13.4
80%
151
12.8
81%
151
12.9
76%
148
11.7
2500 25.4
80%
147
12.7
75%
147
11.6
72%
144
11.3
2500 24.1
74%
143
11.5
70%
143
11.1
67%
140
10.7
2500 22.9
69%
139
11.0
65%
139
10.6
62%
136
10.2
2500 22.0
65%
136
10.5
62%
136
10.2
59%
133
9.9
2500 19.7
55%
127
9.5
52%
127
9.20
50%
124
8.9
2700 25.8
94%
159
14.8
89%
159
14.4
84%
157
13.4
2500 25.8
84%
153
13.3
79%
153
12.7
75%
150
11.7
2500 24.8
80%
150
12.7
75%
150
11.6
72%
147
11.2
2500 23.6
75%
146
11.5
70%
146
11.1
67%
143
10.8
2500 22.3
69%
141
10.9
65%
141
10.5
62%
138
10.2
2500 21.0
63%
136
10.3
60%
136
10.0
57%
133
9.7
2500 19.8
58%
131
9.8
55%
131
9.4
52%
129
9.2
2700 24.0
88%
159
13.8
83%
159
13.1
79%
156
12.6
2500 24.0
79%
152
12.0
74%
152
11.5
71%
149
11.1
2500 23.0
74%
148
11.5
70%
148
11.1
67%
145
10.7
2500 21.8
69%
144
11.0
65%
144
10.6
62%
141
10.2
2500 20.8
65%
140
10.4
61%
140
10.0
58%
137
9.7
2500 19.4
59%
134
9.8
55%
134
9.5
53%
131
9.2
P/N 11934-004
Revision A1
5-23
Section 5
Performance Data
Cirrus Design
SR20
ISA - 30°C
ISA
ISA + 30°C
Press
Alt
RPM MAP PWR KTAS GPH PWR KTAS GPH PWR KTAS GPH
8000
2700 22.2
82%
157
12.9
77%
157
11.6
73%
154
11.4
2500 22.2
73%
150
11.4
69%
150
11.0
65%
147
10.6
2500 21.2
69%
146
10.9
65%
146
10.5
62%
143
10.2
2500 20.1
64%
142
10.4
60%
142
10.0
57%
139
9.7
2500 18.9
59%
136
9.8
55%
136
9.5
52%
134
9.2
2500 17.7
53%
131
9.2
50%
131
8.9
48%
128
8.7
10000 2700 20.6
76%
155
11.7
72%
155
11.2
68%
152
10.9
2500 20.6
68%
148
10.8
64%
148
10.5
61%
145
10.1
2500 19.6
64%
144
10.4
60%
144
10.0
57%
141
9.7
2500 18.5
59%
139
9.8
55%
139
9.5
53%
136
9.2
2500 17.3
54%
134
9.3
50%
134
9.0
48%
131
8.7
12000 2700 19.0
70%
153
11.1
66%
153
10.7
63%
150
10.3
2500 19.0
63%
146
10.3
59%
146
9.9
56%
143
9.6
2500 18.0
59%
141
9.8
55%
141
9.5
52%
138
9.2
2500 16.8
53%
136
9.2
50%
136
8.9
47%
133
8.6
14000 2700 17.6
66%
151
10.5
62%
151
10.2
58%
148
9.8
2500 17.6
59%
144
9.8
55%
144
9.5
52%
141
9.2
2500 16.5
54%
142
9.3
50%
142
9.0
48%
139
8.7
5-24
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 5
Performance Data
Balked Landing Climb Gradient
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture .......................................................................................................Full Rich
• Flaps ...................................................................................................... 100% (DN)
• Airspeed .....................................................................................Best Rate of Climb
• Note •
Balked Landing Climb Gradients shown are the gain in altitude for the
horizontal distance traversed expressed as Feet per Nautical Mile.
Blank shaded cells in the table represent performance below the minimum
balked landing climb requirements.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use caution.
This chart is required data for certification. However, significantly better
performance can be achieved by climbing at Best Rate of Climb speeds
shown with flaps down or following the Go-Around / Balked Landing
procedure in Section 4.
CLIMB GRADIENT ~ Feet/Nautical Mile
Weight
LB
3050
2500
Press
Alt
Climb
Speed
FT
KIAS
-20
0
20
40
50
ISA
SL
84
654
588
527
470
443
542
2000
81
569
504
444
388
362
470
4000
78
484
420
361
306
280
399
6000
75
399
335
277
326
8000
72
313
250
193
253
10000
69
225
164
SL
84
878
796
720
650
617
739
2000
81
779
698
624
556
523
657
4000
78
680
601
528
461
430
575
6000
75
582
504
433
493
8000
72
485
408
338
412
10000
69
387
311
P/N 11934-004
Revision A1
Temperature ~°C
179
329
5-27
Section 5
Performance Data
Cirrus Design
SR20
Balked Landing Rate of Climb
Conditions:
• Power ................................................................................................... Full Throttle
• Mixture....................................................................................................... Full Rich
• Flaps...................................................................................................... 100% (DN)
• Climb Airspeed ...............................................................................................Noted
• Note •
Balked Landing Rate of Climb values shown are the full flaps change in
altitude for unit time expended expressed in Feet per Minute.
Blank shaded cells in the table represent performance below the minimum
balked landing climb requirements.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use caution.
This chart is required data for certification. However, significantly better
performance can be achieved by climbing at Best Rate of Climb speeds
shown with flaps down or following the Go-Around / Balked Landing
procedure in Section 4.
RATE OF CLIMB - Feet per Minute
Weight
LB
3050
2500
5-28
Press
Alt
Climb
Speed
FT
KIAS
-20
0
20
40
50
ISA
SL
84
854
798
741
684
655
756
2000
81
744
685
625
565
536
652
4000
78
633
571
508
446
415
549
6000
75
521
455
390
445
8000
72
407
339
271
342
10000
69
293
221
SL
84
1140
1076
1010
944
911
1027
2000
81
1014
946
877
808
773
908
4000
78
886
815
743
671
635
790
6000
75
759
683
608
672
8000
72
630
552
474
556
10000
69
502
420
Temperature ~°C
239
440
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 5
Performance Data
Landing Distance
Conditions:
• Winds ............................................................................................................... Zero
• Runway ........................................................................................Dry, Level, Paved
• Flaps. ......................................................................................... 100%, 50%, or 0%
• Power ........................................................................................3° Power Approach
to 50 FT obstacle, then reduce power passing the estimated 50 foot point and
smoothly continue power reduction to reach idle just prior to touchdown.
• Note •
The following factors are to be applied to the computed landing distance for
the noted condition:
• Headwind - Subtract 10% from table distances for each 13 knots headwind.
• Tailwind - Add 10% to table distances for each 2 knots tailwind up to 10 knots.
• Grass Runway, Dry - Add 20% to ground roll distance.
• Grass Runway, Wet - Add 60% to ground roll distance.
• Sloped Runway - Increase table distances by 27% of the ground roll distance for
each 1% of downslope. Decrease table distances by 9% of the ground roll
distance for each 1% of upslope.
• Note •
The above corrections for runway slope are required to be included herein.
These corrections should be used with caution since published runway slope
data is usually the net slope from one end of the runway to the other. Many
runways will have portions of their length at greater or lesser slopes than the
published slope, lengthening (or shortening) landing ground roll estimated
from the table.
• For operation in outside air temperatures colder than this table provides, use
coldest data shown.
• For operation in outside air temperatures warmer than this table provides, use
caution.
P/N 11934-004
Revision A1
5-29
Section 5
Performance Data
Cirrus Design
SR20
Landing Distance Table - Flaps 100%
WEIGHT: 3050 LB
Speed over 50 Ft Obstacle: 78 KIAS
Flaps: 100%
Power: Idle
Runway: Dry, Level Paved Surface
Headwind: Subtract 10% per each 13
knots headwind.
Tailwind: Add 10% for each 2 knots tailwind up to 10 knots.
Runway Slope: Ref. Factors.
Dry Grass: Add 20% to Ground Roll
Wet Grass: Add 60% to Ground Roll
PRESS
ALT
FT
DISTANCE
FT
0
10
20
30
40
50
ISA
SL
Grnd Roll
809
838
868
897
927
957
853
Total
2557
2609
2663
2717
2773
2829
2636
Grnd Roll
838
869
900
931
961
992
878
Total
2610
2665
2722
2779
2838
2898
2682
Grnd Roll
870
901
933
965
997
1029
905
Total
2666
2725
2785
2846
2907
2970
2731
Grnd Roll
902
935
968
1001
1034
1067
932
Total
2726
2788
2852
2916
2981
3048
2782
Grnd Roll
936
971
1005
1039
1073
1108
960
Total
2790
2856
2923
2991
3060
3130
2837
Grnd Roll
972
1007
1043
1079
1114
1150
990
Total
2858
2928
2999
3070
3143
3217
2894
Grnd Roll
1009
1046
1083
1120
1157
1194
1021
Total
2931
3004
3079
3155
3232
3310
2954
Grnd Roll
1048
1086
1125
1163
1201
1240
1052
Total
3008
3086
3165
3245
3326
3409
3017
Grnd Roll
1089
1128
1168
1208
1248
1288
1085
Total
3091
3173
3256
3341
3427
3513
3084
Grnd Roll
1131
1173
1214
1255
1297
1338
1119
Total
3179
3265
3353
3443
3533
3625
3154
Grnd Roll
1176
1219
1262
1305
1348
1391
1155
Total
3272
3364
3457
3551
3646
3743
3228
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
5-30
TEMPERATURE ~ °C
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 5
Performance Data
Landing Distance Table - Flaps 50%
WEIGHT: 3050 LB
Speed over 50 Ft Obstacle: 82 KIAS
Flaps: 50%
Power: Idle
Runway: Dry, Level Paved Surface
PRESS
ALT
FT
DISTANCE
SL
Grnd Roll
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
Headwind: Subtract 10% per each 13
knots headwind.
Tailwind: Add 10% for each 2 knots tailwind up to 10 knots.
Runway Slope: Ref. Factors.
Dry Grass: Add 20% to Ground Roll
Wet Grass: Add 60% to Ground Roll
TEMPERATURE ~ °C
10
20
30
40
50
ISA
1029
1066
1104
1141
1179
1217
1085
Total
2704
2768
2833
2899
2966
3033
2800
Grnd Roll
1067
1106
1145
1184
1223
1262
1117
Total
2768
2836
2904
2974
3044
3115
2856
Grnd Roll
1106
1147
1187
1228
1268
1309
1151
Total
2837
2908
2980
3053
3127
3202
2915
Grnd Roll
1148
1190
1232
1274
1316
1358
1186
Total
2909
2984
3060
3137
3216
3295
2977
Grnd Roll
1191
1234
1278
1322
1365
1409
1222
Total
2987
3066
3146
3227
3309
3392
3042
Grnd Roll
1236
1281
1327
1372
1417
1462
1259
Total
3069
3152
3236
3322
3408
3496
3111
Grnd Roll
1283
1330
1377
1424
1471
1518
1298
Total
3156
3243
3332
3422
3513
3605
3183
Grnd Roll
1333
1382
1431
1479
1528
1577
1338
Total
3248
3340
3434
3529
3624
3721
3258
Grnd Roll
1385
1435
1486
1537
1587
1638
1380
Total
3346
3443
3542
3642
3742
3844
3338
Grnd Roll
1439
1492
1544
1597
1650
1702
1424
Total
3450
3553
3656
3761
3867
3974
3421
Grnd Roll
1496
1550
1605
1660
1715
1769
1469
Total
3560
3668
3778
3888
4000
4112
3509
FT
P/N 11934-004
Revision A1
0
5-31
Section 5
Performance Data
Cirrus Design
SR20
Landing Distance Table - Flaps 0%
WEIGHT: 3050 LB
Speed over 50 Ft Obstacle: 87 KIAS
Flaps: 0%
Power: Idle
Runway: Dry, Level Paved Surface
PRESS
ALT
FT
DISTANCE
SL
Grnd Roll
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
5-32
Headwind: Subtract 10% per each 13
knots headwind.
Tailwind: Add 10% for each 2 knots tailwind up to 10 knots.
Runway Slope: Ref. Factors.
Dry Grass: Add 20% to Ground Roll
Wet Grass: Add 60% to Ground Roll
TEMPERATURE ~ °C
10
20
30
40
50
ISA
1185
1228
1272
1315
1358
1402
1250
Total
2971
3037
3105
3174
3243
3314
3071
Grnd Roll
1229
1274
1319
1364
1409
1454
1287
Total
3038
3108
3179
3252
3325
3399
3130
Grnd Roll
1274
1321
1368
1414
1461
1508
1326
Total
3109
3183
3258
3335
3412
3490
3191
Grnd Roll
1322
1371
1419
1467
1516
1564
1366
Total
3185
3263
3342
3422
3504
3586
3256
Grnd Roll
1372
1422
1472
1523
1573
1623
1408
Total
3265
3348
3431
3515
3601
3688
3323
Grnd Roll
1424
1476
1528
1581
1633
1685
1451
Total
3351
3437
3525
3614
3704
3795
3395
Grnd Roll
1479
1533
1587
1641
1695
1749
1495
Total
3441
3533
3625
3719
3814
3910
3470
Grnd Roll
1536
1592
1648
1704
1760
1817
1542
Total
3537
3634
3731
3830
3930
4031
3548
Grnd Roll
1595
1654
1712
1770
1829
1887
1590
Total
3640
3741
3844
3948
4053
4159
3631
Grnd Roll
1658
1718
1779
1840
1900
1961
1641
Total
3748
3855
3963
4073
4183
4295
3718
Grnd Roll
1723
1786
1849
1912
1975
2038
1693
Total
3863
3976
4090
4205
4322
4439
3809
FT
0
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 6
Weight and Balance Data
Section 6: Weight and Balance Data
Table of Contents
Introduction ........................................................................................ 3
Loading Instructions ........................................................................... 4
Weight and Balance Loading Form.................................................... 5
Loading Data...................................................................................... 6
Moment Limits.................................................................................... 7
Weight & Balance Record .................................................................. 8
Equipment List ................................................................................... 9
P/N 11934-004
Revision A1
6-1
Section 6
Weight and Balance Data
Cirrus Design
SR20
Intentionally Left Blank
6-2
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 6
Weight and Balance Data
Introduction
This section describes the procedure for calculating the weight and
moment for various operations. A comprehensive list of all equipment
available for this airplane is included at the back of this section.
It should be noted that specific information regarding the weight, arm,
moment, and installed equipment for this airplane as delivered from
the factory can be found at the back of this section.
It is the responsibility of the pilot to ensure that the airplane is loaded
properly. All changes to the basic empty weight and center of gravity
are the responsibility of the operator.
REF DATUM
FS 0.0
FS 100.0
FS 142.5
WL 100.0
x
y
B
A
SR20_FM06_2539B
Basic empty weight, moment, and center of gravity are provided in
inches aft of datum, where 0 inches datum is 100.0 inches forward of
the cabin firewall. CG can also be expressed in terms of its location as
a percentage of the airplane Mean Aerodynamic Cord (MAC) using
the following formula:
CG% MAC = 100 x (CG Inches – LEMAC) / MAC
Where:
LEMAC = 133.1
MAC = 47.7
• Note •
Leveling and Weighing procedures are not described in this
section. Refer to Airplane Maintenance Manual (AMM),
Chapter 8, Leveling and Weighing.
P/N 11934-004
Revision A1
6-3
Section 6
Weight and Balance Data
Cirrus Design
SR20
Loading Instructions
It is the responsibility of the pilot to ensure that the airplane is properly
loaded and operated within the prescribed weight and center of gravity
limits. The following information enables the pilot to calculate the total
weight and moment for the loading. The calculated moment is then
compared to the Moment Limits chart or table (Figure 6-3) for a
determination of proper loading.
Airplane loading determinations are calculated using the Weight &
Balance Loading Form (Figure 6-1), the Loading Data chart and table
(Figure 6-2), and the Moment Limits chart and table (Figure 6-3).
1. Basic Empty Weight – Enter the current Basic Empty Weight and
Moment from the Weight & Balance Record (Figure 6-4).
2. Front Seat Occupants – Enter the total weight and moment/1000
for the front seat occupants from the Loading Data (Figure 6-2).
3. Rear Seat Occupants – Enter the total weight and moment/1000
for the rear seat occupants from the Loading Data (Figure 6-2).
4. Baggage – Enter weight and moment for the baggage from the
Loading Data (Figure 6-2).
• If desired, subtotal the weights and moment/1000 from steps 1
through 4. This is the Zero Fuel Condition. It includes all useful
load items excluding fuel.
5. Fuel Loading – Enter the weight and moment of usable fuel
loaded on the airplane from the Loading Data (Figure 6-2).
• Subtotal the weight and moment/1000. This is the Ramp
Condition or the weight and moment of the aircraft before taxi.
6. Fuel for start, taxi, and run-up – This value is pre-entered on the
form. Normally, fuel used for start, taxi, and run-up is
approximately 9 pounds at an average moment/1000 of 1.394.
7. Takeoff Condition – Subtract the weight and moment/1000 for
step 8 (start, taxi, and run-up) from the Ramp Condition values
(step 7) to determine the Takeoff Condition weight and moment/
1000.
• The total weight at takeoff must not exceed the maximum weight
limit of 3050 pounds. The total moment/1000 must not be above
the maximum or below the minimum moment/1000 for the
Takeoff Condition Weight as determined from the Moment Limits
chart or table (Figure 6-3).
6-4
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 6
Weight and Balance Data
Weight and Balance Loading Form
• Note •
For Center of Gravity Envelope, refer to Section 2, Limitations.
The Takeoff Condition Weight must not exceed 3050 lb.
The Takeoff Condition Moment must be within the Minimum
Moment to Maximum Moment range at the Takeoff Condition
Weight. (Refer to Moment Limits).
Serial Num: __________________________ Date: ______________
Reg. Num: ___________________________ Initials:_____________
Item
Weight
LB
Description
1.
Basic Empty Weight
Includes unusable fuel & full oil
2.
Front Seat Occupants
Pilot & Passenger (total)
3.
Rear Seat Occupants
4.
Baggage Area
130 lb maximum
5.
Zero Fuel Condition Weight
Sub total item 1 thru 4
6.
Fuel Loading
56 Gallon @ 6.0 lb/gal. Maximum
7.
Ramp Condition Weight
Sub total item 5 and 6
8.
Fuel for start, taxi, and run-up
Normally 9 lb at average moment of 922.8.
9.
Takeoff Condition Weight
Subtract item 8 from item 7
Moment/
1000
Figure 6-1
P/N 11934-004
Revision A1
6-5
Section 6
Weight and Balance Data
Cirrus Design
SR20
Loading Data
Use the following chart or table to determine the moment/1000 for fuel
and payload items to complete the Loading Form.
600
Fuel
500
Fwd Pass
Weight - Pounds
Loading Chart
Aft Pass
400
300
200
Baggage
100
0
0.0
20.0
40.0
60.0
80.0
Moment/1000
Weight
LB
Fwd
Aft
Pass
Pass
FS 143.5 FS 180.0
3.60
Baggage
Fuel
Weight
FS 208.0
FS 153.8
LB
4.16
3.10
220
SR20_FM06_3029
Fwd
Aft
Fuel
Pass
Pass
FS 143.5 FS 180.0 FS 153.8
20
2.87
31.57
39.60
34.08
40
5.74
7.20
8.32
6.20
240
34.44
43.20
37.18
60
8.61
10.80
12.48
9.29
260
37.31
46.80
40.27
80
11.48
14.40
16.64
12.39
280
40.18
50.40
43.37
100
14.35
18.00
20.80
15.49
300
43.05
54.00
46.47
120
17.22
21.60
24.96
18.59
320
45.92
57.60
49.57
140
20.09
25.20
27.04*
21.69
336**
48.79
61.20
52.05
160
22.96
28.80
24.78
360
51.66
64.80
180
25.83
32.40
27.88
380
54.53
68.40
200
28.70
36.00
30.98
400
57.40
72.00
*130 lb Maximum
**56 U. S. Gallons Usable
Figure 6-2
6-6
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 6
Weight and Balance Data
Moment Limits
Use the following chart or table to determine if the weight and moment
from the completed Weight and Balance Loading Form (Figure 6-1)
are within limits.
3200
Weight - Pounds
3000
2800
2600
2400
2200
2000
300
320
340
360
380
400
420
Moment/1000
Weight
Moment/1000
Weight
440
460
SR20_FM06_3030
Moment/1000
LB
Minimum
Maximum
LB
Minimum
Maximum
2200
304
326
2650
369
390
2250
311
333
2700
375
398
2300
318
341
2750
383
406
2350
326
348
2800
390
414
2400
333
354
2850
398
421
2450
340
362
2900
406
429
2500
347
369
2950
414
437
2550
354
375
3000
421
444
2600
362
383
3050
429
452
Figure 6-3
P/N 11934-004
Revision A1
6-7
Section 6
Weight and Balance Data
Cirrus Design
SR20
Weight & Balance Record
Use this form to maintain a continuous history of changes and
modifications to airplane structure or equipment affecting weight and
balance:
Serial Num:
Reg. Num:
In Out
of
Weight Change
Running Basic
Added (+) or Removed (-) Empty Weight
Item No.
Date
Page
Description of Article
or Modification
WT
LB
ARM
IN.
MOM/
1000
WT
LB
MOM/
1000
As Delivered
Figure 6-4
6-8
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 6
Weight and Balance Data
Equipment List
This list will be determined after the final equipment has been installed
in the aircraft.
P/N 11934-004
Revision A1
6-9
Section 6
Weight and Balance Data
Cirrus Design
SR20
Intentionally Left Blank
6-10
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Section 7: Airplane and Systems
Description
Introduction ........................................................................................ 5
Airframe ............................................................................................. 6
Fuselage ......................................................................................... 6
Wings.............................................................................................. 6
Empennage .................................................................................... 7
Flight Controls .................................................................................... 8
Elevator System.............................................................................. 8
Aileron System.............................................................................. 10
Rudder System ............................................................................. 12
Control Locks................................................................................ 12
Instrument Panel .............................................................................. 14
Pilot Panel Arrangement............................................................... 14
Center Console Arrangement ....................................................... 14
Bolster Panel Arrangement........................................................... 14
Flight Instruments ............................................................................ 17
Attitude Indicator........................................................................... 19
Airspeed Indicator......................................................................... 20
Altimeter........................................................................................ 21
Horizontal Situation Indicator........................................................ 23
Vertical Speed Indicator................................................................ 23
Magnetic Compass ....................................................................... 24
Wing Flaps ....................................................................................... 25
Flap Control Switch....................................................................... 25
Landing Gear ................................................................................... 27
Main Gear ..................................................................................... 27
Nose Gear .................................................................................... 27
Brake System ............................................................................... 27
Baggage Compartment .................................................................... 29
Baggage Tie-Downs/Cargo Net.................................................... 29
Seats ................................................................................................ 30
Front Seats ................................................................................... 30
Rear Seats.................................................................................... 30
Seat Belt and Shoulder Harness .................................................. 31
Cabin Doors ..................................................................................... 34
Key Fob ........................................................................................ 34
Windshield and Windows.............................................................. 34
P/N 11934-004
Revision A1
7-1
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Engine .............................................................................................. 35
Engine Controls ............................................................................ 35
Engine Indicating .......................................................................... 36
Engine Lubrication System ........................................................... 40
Ignition and Starter System........................................................... 40
Air Induction System ..................................................................... 40
Engine Exhaust............................................................................. 41
Engine Fuel Injection .................................................................... 41
Engine Cooling.............................................................................. 41
Propeller ........................................................................................... 42
Fuel System ..................................................................................... 43
Fuel Selector Valve....................................................................... 44
Fuel Pump Operation.................................................................... 44
Fuel Indicating............................................................................... 46
Mixture Management ....................................................................... 51
Electrical System.............................................................................. 52
Power Generation ......................................................................... 52
Power Distribution......................................................................... 55
Electrical System Protection ......................................................... 56
Electrical System Control.............................................................. 60
Ground Service Receptacle .......................................................... 61
Electrical Indicating ....................................................................... 62
Lighting Systems .............................................................................. 64
Exterior Lighting ............................................................................ 64
Interior Lighting ............................................................................. 65
Convenience Lighting ................................................................... 67
Environmental System ..................................................................... 69
Distribution .................................................................................... 72
Heating.......................................................................................... 72
Cooling.......................................................................................... 73
Airflow Selection ........................................................................... 73
Vent Selection............................................................................... 74
Temperature Selection.................................................................. 74
Stall Warning System ....................................................................... 76
Preflight Check.............................................................................. 76
Pitot-Static System ........................................................................... 77
Pitot Heat Switch........................................................................... 77
Pitot Heat Annunciation ................................................................ 77
Alternate Static Source ................................................................. 77
Avionics ............................................................................................ 80
Perspective Integrated Avionics System....................................... 80
Optional Avionics .......................................................................... 88
7-2
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Avionics Support Equipment......................................................... 97
Cabin Features .............................................................................. 100
Emergency Locator Transmitter ................................................. 100
Fire Extinguisher......................................................................... 101
Hour Meters ................................................................................ 102
Emergency Egress Hammer....................................................... 102
Convenience Outlet(s) ................................................................ 102
Cirrus Airframe Parachute System ................................................ 104
System Description ..................................................................... 104
Activation Handle ........................................................................ 105
Deployment Characteristics ........................................................ 106
P/N 11934-004
Revision A1
7-3
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Intentionally Left Blank
7-4
P/N 11934-004
Reissue A
Cirrus Design
SR20
Section 7
Airplane and Systems Description
1
20
2
19
3
4
18
5
6
6
17
16
15
14
4
7
13
9
12
10
8
11
Legend
1. Cirrus Airframe Parachute System
(CAPS) Activation T-Handle Cover
2. Magnetic Compass
3. Multifunction Display
4. Fresh Air “Eyeball” Outlet
5. Temperature/Ventilation Controls
6. Control Yoke
7. Air Outlet
8. Rudder Pedals
9. Flap Control & Position Indicators
10. Armrest
11. Passenger Audio Jack(s)
12. Engine & Fuel System Controls
13. Left Side Console
· Circuit Breaker Panel
· Alternate Engine Air
· ELT Remote Switch
· Alternate Static Source
14. Avionics Panel
15. Parking Brake
16. Flight Instrument Panel
17. Bolster Switch Panel
18. Start/Ignition Key Switch
19. Primary Flight Display
20. Overhead Light & Switch
SR20_FM07_3010A
Figure 7-4
Instrument Panel and Console - Serials w/o MD302 (1 of 2)
P/N 11934-004
Revision A1
7-15
Section 7
Airplane and Systems Description
Cirrus Design
SR20
1
20
2
19
3
4
18
5
6
6
17
16
15
14
4
7
13
9
12
10
8
11
Legend
1. Cirrus Airframe Parachute System
(CAPS) Activation T-Handle Cover
2. Magnetic Compass
3. Multifunction Display
4. Fresh Air “Eyeball” Outlet
5. Temperature/Ventilation Controls
6. Control Yoke
7. Air Outlet
8. Rudder Pedals
9. Flap Control & Position Indicators
10. Armrest
11. Passenger Audio Jack(s)
12. Engine & Fuel System Controls
13. Left Side Console
· Circuit Breaker Panel
· Alternate Engine Air
· ELT Remote Switch
· Alternate Static Source
14. Avionics Panel
15. Parking Brake
16. Flight Instrument Panel
17. Bolster Switch Panel
18. Start/Ignition Key Switch
19. Primary Flight Display
20. Overhead Light & Switch
SR20_FM07_3677
Figure 7-4
Instrument Panel and Console - Serials w/ MD302 (2 of 2)
7-16
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Flight Instruments
Flight instruments and annunciations are displayed on the Primary
Flight Display (PFD) located directed in front of the pilot. The PFD
presents the primary flight instruments arranged in the conventional
basic “T” configuration. Standby instruments for airspeed, attitude, and
altitude are mounted on the LH bolster panel and are powered
independently of the PFD.
Knobs, knob sets, and membrane-type push button switches are
located along the inboard edge of the PFD and MFD and provide
control for communication (COM), navigation (NAV), heading (HDG),
barometric pressure set (BARO), and various Flight Management
functions. For electrical requirements and additional information on
PFD and MFD integration, refer to the Perspective Integrated Avionics
System description in this section.
P/N 11934-004
Revision A1
7-17
Section 7
Airplane and Systems Description
6
7
8
9
25
125°
24
12
E
23
10
11
12
13
13
14
19
XTK
1.01NM
15
16
24
20
TERM
3
21
GPS
21
22
6
S
LEGEND
1. True Airspeed
2. Airspeed Indicator
3. Horizontal Situation Indicator (HSI)
4. Attitude Indicator
5. Slip/Skid Indicator
6. Vertical Deviation Indicator (VDI)
7. Selected Altitude Bug
8. Current Altitude
9. Altimeter
10. Selected Altitude
11. Vertical Speed Indicator (VSI)
12. Current Heading
13. Lubber Line
14. Selected Heading Bug
15. Flight Phase
16. Navigation Source
17. Aircraft Symbol
18. Course Deviation Scale
19. Rotating Compass Rose
20. Course Pointer
5
N
4
33
3
30
2
W
1
Cirrus Design
SR20
17
18
HSI DETAIL
21. To/From Indicator
22. Course Deviation Indicator
23. Current Track Indicator
24. Turn Rate/Heading Trend Vector
25. Turn Rate Indicator
SR20_FM07_3009
Figure 7-5
Flight Instruments
7-18
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Attitude Indicator
The primary attitude indicator is show on the upper center of the PFD
and displays pitch, roll, and slip/skid information provided by the
Attitude and Heading Reference System (AHRS).
Above and below the horizon line, major pitch marks and labels are
shown for every 10°, up to 80°. Between 25° below and 45° above the
horizon line, the pitch index scale is graduated in 5° increments with
every 10° of pitch labeled. Between 20° below and 20° above the
horizon line, minor pitch marks occur every 2.5°. If pitch limits are
exceeded in either the nose-up or nose-down attitude, red warning
chevrons will appear and point the way back to level flight. The roll
index scale is graduated with major tick marks at 30° and 60° and
minor tick marks at 10°, 20°, and 45°. The roll pointer is slaved to the
airplane symbol. The slip-skid indicator is the bar beneath the roll
pointer. The indicator moves with the roll pointer and moves laterally
away from the pointer to indicate lateral acceleration. Slip/skid is
indicated by the location of the bar relative to the pointer. One bar
displacement is equal to one ball displacement on a traditional slip/
skid indicator.
Standby Attitude Indicator
Serials w/o MD302 Standby Attitude Module:
The standby attitude indicator is mounted on the LH bolster panel and
provides backup indication of flight attitude. Bank attitude is indicated
by a pointer at the top of the indicator relative to the bank scale with
index marks at 10°, 20°, 30°, 60°, and 90° either side of the center
mark. A fixed miniature airplane superimposed over a movable mask
containing a white symbolic horizon bar, which divides the mask into
two sections, indicates pitch and roll attitudes. The upper “blue sky”
section and the lower “earth” sections have pitch reference lines useful
for pitch attitude control. A knob at the bottom of the instrument allows
adjustment of the miniature airplane to the horizon bar for a more
accurate flight attitude indication. A PULL TO CAGE knob on the
indicator is used for quick erection of the gyro. When the caging knob
is pulled, the pitch and roll indications will align to within 2° of their
respective fixed references. The standby attitude indicator is
electrically driven. A red GYRO flag indicates loss of electrical power.
Redundant circuits paralleled through diodes at the indicator supply
DC electrical power for gyro operation.
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Airplane and Systems Description
Cirrus Design
SR20
Serials 2273 & subs w/ MD302 Standby Attitude Module:
The MD302 Standby Attitude Module is mounted on the LH bolster
panel and gives backup indication of flight attitude. Bank attitude is
indicated by a pointer at the top of the indicator relative to the bank
scale with index marks at 0° (triangle), 10°, 20°, 30°, 45° (small
triangle), and 60° either side of the center mark. A fixed, userconfigurable airplane symbol is superimposed over a movable
background containing a white horizon bar that divides the attitude
display into two sections: upper “blue sky” and lower “earth”. The pitch
scale on the attitude display is graduated in 5° increments. Chevrons
appear on the pitch scale at extreme pitch attitudes. The MD302
Standby Attitude Module is electrically driven. A red X indicates the
attitude display is absent due to exceedance of internal rate sensors,
loss of airspeed, or other reasons. Redundant circuits paralleled
through diodes supply DC electrical power to the unit.
All Serials:
28 VDC for the standby attitude indicator is supplied through the 5amp STDBY ATTD 1 circuit breaker on the ESS BUS 1 and the 5-amp
STDBY ATTD 2 circuit breaker on the MAIN BUS 1.
Airspeed Indicator
Primary airspeed data is provided by the Air Data Computer and is
shown as a vertical tape along the upper left side of the PFD. The
airspeed scale is graduated with major tick marks at intervals of 10
knots and minor tick marks at intervals of 5 knots. Speed indication
starts at 20 knots, with 60 knots of airspeed viewable at any time. The
actual airspeed is displayed inside the black pointer. The pointer
remains black until reaching the never-exceed speed (VNE), at which
point it turns red. Color coded bars are provided to indicate flap
operating range, normal operating range, caution range, and neverexceed speed. Speeds above the never-exceed speed, appear in the
high speed warning range, represented on the airspeed tape by red/
white “barber pole” coloration. Calculated true airspeed is displayed in
window at the bottom edge of the airspeed tape. Airspeed trend is also
displayed as a bar along side of the airspeed tape.
Standby Airspeed Indicator
Serials w/o MD302 Standby Attitude Module:
The standby airspeed indicator is mounted on the LH bolster panel
and displays indicated and true airspeeds on a dual-scale, internally lit
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Section 7
Airplane and Systems Description
precision airspeed indicator installed in the pilot's instrument panel.
The instrument senses difference in static and Pitot pressures and
displays the result in knots on an airspeed scale. A single pointer
sweeps an indicated airspeed scale calibrated from 40 to 220 knots.
The 'zero' index is at the 12 o'clock position. A sub-scale aligns true
airspeed with the corresponding indicated airspeed when the altitude/
temperature correction is set in the correction window. A knob in the
lower left corner of the instrument is used to rotate the pressure
altitude scale in the correction window to align the current pressure
altitude with the outside air temperature.
Serials 2273 & subs w/ MD302 Standby Attitude Module:
The MD302 Standby Attitude Module is mounted on the LH bolster
panel and displays the current Indicated Airspeed (IAS). The
instrument senses difference in static and pitot pressures and displays
the result in knots in the Airspeed Window. The Airspeed Window/
Pointer sweeps the indicated airspeed tape and denotes the current
airspeed. Color coded bars are provided to indicate flap operating
range, normal operating range, caution range, and never-exceed
speed.
28 VDC for the MD302 Standby Attitude Module is supplied through
the 5-amp STDBY ATTD 1 circuit breaker on the ESS BUS 1 and the
5-amp STDBY ATTD 2 circuit breaker on the MAIN BUS 1.
Altimeter
Primary altitude data is provided by the Air Data Computer and is
shown as a vertical tape along the upper right side of the PFD. The
altimeter scale is graduated with major tick marks at intervals of 100
feet and minor tick marks at intervals of 20 feet. Six hundred (600) feet
of barometric altitude is viewable at any time.
The local barometric pressure is set using the barometric adjustment
knob on the PFD. The selectable altitude reference bug is displayed
on the altimeter tape and is set using the altitude selection knob on the
Flight Management System Keyboard. Barometric minimum descent
altitude (MDA, or Decision Height, DH), can be preset. Altimeter trend
is also displayed as a bar along side of the altimeter tape.
The PFD Altitude is corrected for static source position error (normal
static source / 0% flaps), the altitude calibration errors for the PFD are
zero with flaps up and normal source (typical cruise flight). Calibration
corrections are only necessary when flaps are extended or the
alternate static source is selected.
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Airplane and Systems Description
Cirrus Design
SR20
Standby Altimeter
Serials w/o MD302 Standby Attitude Module:
Airplane altitude is depicted on a conventional, three-pointer, internally
lit barometric altimeter installed on the LH bolster panel. The
instrument senses the local barometric pressure adjusted for altimeter
setting and displays the result on the instrument in feet. The altimeter
is calibrated for operation between -1000 and 20,000 feet altitude. The
scale is marked from 0 to 10 in increments of 2. The long pointer
indicates hundreds of feet and sweeps the scale every 1000 feet (each
increment equals 20 feet). The short, wide pointer indicates thousands
of feet and sweeps the scale every 10,000 feet (each increment
equals 200 feet). The short narrow pointer indicates tens of thousands
feet and sweeps from 0 (zero) to 2 (20,000 feet with each increment
equal to 2000 feet). Barometric windows on the instrument's face
allow barometric calibrations in either inches of mercury (in.Hg) or
millibars (mb). The barometric altimeter settings are input through the
barometric adjustment knob at the lower left of the instrument.
Serials 2273 & subs w/ MD302 Standby Attitude Module:
The MD302 Standby Attitude Module is mounted on the LH bolster
panel and displays the current barometric corrected altitude. The
instrument senses the local barometric pressure adjusted for altimeter
setting and displays the result in the Altitude Window. The altitude
units are user-configurable in feet or meters. The Altitude Window/
Pointer sweeps the altitude tape and denotes the current BAROcorrected altitude. The BARO Window shows the currently selected
barometric altitude. The BARO units are user-configurable in IN HG or
MBAR. The barometric setting on the MD302 will automatically
synchronize to the setting on the Garmin avionics, and can be
manually adjusted by turning the Control Knob while in Flight Mode.
28 VDC for the MD302 Standby Attitude Module is supplied through
the 5-amp STDBY ATTD 1 circuit breaker on the ESS BUS 1 and the
5-amp STDBY ATTD 2 circuit breaker on the MAIN BUS 1.
All Serials:
The standby altimeter does not have automatic position error
corrections, calibration corrections are necessary. Because the PFD
has automatic corrections and the standby does not, differences
between the two indications are typical (difference is the greatest at
high altitudes and high airspeeds, where the position error corrections
are the highest).
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Airplane and Systems Description
Horizontal Situation Indicator
The horizontal situation indicator is displayed along the lower center of
the PFD. Heading data is provided by the Attitude and Heading
Reference System (AHRS) and the onboard magnetometers. The HSI
displays a rotating compass card in a heading-up orientation. Letters
indicate the cardinal points and numeric labels occur every 30°. Major
tick marks are at 10° intervals and minor tick marks at 5° intervals.
Reference index marks are provided at 45° intervals around the
compass card. A circular segment scale directly above the rotating
compass card shows half and standard rates of turn based on the
length of the turn rate trend vector.
The HSI presents heading, turn rate, course deviation, bearing, and
navigation source information in a 360° compass-rose format. The HSI
contains a Course Deviation Indicator (CDI) with a course pointer
arrow, a To/From arrow, a sliding deviation bar, and scale. The course
pointer is a single line arrow (GPS, VOR1, and LOC1) or a double line
arrow (VOR2 and LOC2) which points in the direction of the set
course. The To/From arrow rotates with the course pointer and is
displayed when the active NAVAID is received.
The HSI heading reference bug is set using the heading selection
knob on the Flight Management System Keyboard. The selected
heading is displayed in a window above the upper LH 45° index mark
and will disappear approximately 3 seconds after the heading
selection knob stops turning.
The Course Deviation Indicator (CDI) navigation source shown on the
HSI is set using the CDI softkey to select GPS, NAV1, or NAV2 inputs.
The course pointer is set using the course selection knob on the Flight
Management System Keyboard. The selected course is displayed in a
window above the upper RH 45° index mark and will disappear
approximately 3 seconds after the heading selection knob stops
turning.
Vertical Speed Indicator
Vertical Speed data is provided by the Air Data Computer and is
shown as a vertical tape along the right side of the altimeter on the
PFD. The VSI scale is graduated with major tick marks at 1000 and
2000 fpm in each direction and minor tick marks at intervals of 500 feet
The vertical speed pointer moves up and down the fixed VSI scale and
shows the rate of climb or descent in digits inside the pointer. A
reference notch at the RH edge of the scale indicates 0 feet/min.
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Section 7
Airplane and Systems Description
Cirrus Design
SR20
Vertical speed must exceed 100 feet/min before digits will appear in
the VSI pointer. If the rate of ascent/descent exceeds 2000 fpm, the
pointer appears at the corresponding edge of the tape and the rate
appears inside the pointer.
Serials 2273 & subs w/ MD302 Standby Attitude Module:
The Altitude Trend Bar is located along the right margin of the Altitude
Display. This feature is optional and can be turned on or off by the
user.
Magnetic Compass
A conventional, internally lighted, liquid filled, magnetic compass is
installed on the cabin headliner immediately above the windshield. A
compass correction card is installed with the compass.
• Note •
Refer to FAA Advisory Circular (AC) 43.13-1B for a list of
occasions requiring a compass swing. If a compass swing is
required, perform Operational Test - Magnetic Compass
Calibration (refer to AMM 34-20, Attitude and Direction).
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Section 7
Airplane and Systems Description
Wing Flaps
The electrically controlled, single-slotted flaps provide low-speed lift
enhancement. Each flap is manufactured of aluminium and connected
to the wing structure at three hinge points. Rub strips are installed on
the top leading edge of each flap to prevent contact between the flap
and wing flap cove. The flaps are selectively set to three positions:
0%, 50% (16°) and 100% (32°) by operating the FLAP control switch.
The FLAP control switch positions the flaps through a motorized linear
actuator mechanically connected to both flaps by a torque tube.
Proximity switches in the actuator limit flap travel to the selected
position and provide position indication.
Serials 1005 thru 2221: The wing flaps are powered by 28 VDC through
the 10-amp FLAPS circuit breaker on the NON ESS BUS. The flaps
control switch and indicator lights are powered by 28 VDC through the
KEYPADS/AP CTRL circuit breaker on MAIN BUS 1.
Serials 2222 and subs: The wing flaps actuator, flap control switch and
indicator lights are powered by 28 VDC through the 10-amp FLAPS
circuit breaker on the NON ESS BUS.
Flap Control Switch
An airfoil-shaped FLAPS control switch is located at the bottom of the
vertical section of the center console. The control switch is marked
and has detents at three positions: UP (0%), 50% and 100%. The
appropriate VFE speed is marked at the Flap 50% and 100% switch
positions. Setting the switch to the desired position will cause the flaps
to extend or retract to the appropriate setting. An indicator light at each
control switch position illuminates when the flaps reach the selected
position. The UP (0%) light is green and the 50% and 100% lights are
yellow.
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Revision A1
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Airplane and Systems Description
Cirrus Design
SR20
SR20_FM07_1460
Figure 7-6
Wing Flaps
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SR20
Section 7
Airplane and Systems Description
Landing Gear
Main Gear
The main landing gear are bolted to composite wing structure between the
wing spar and shear web. The landing gear struts are constructed of
composite material for fatigue resistance. The composite construction is
both rugged and maintenance free. The main wheels and wheel pants are
bolted to the struts.
Each main gear wheel has a 15 x 6.00 x 6 tire with an inner-tube installed
(Serials 2016 thru 2240 before SB2X-32-21), or with a tubeless tire
installed (Serials 2016 thru 2240 after SB2X-32-21, 2241 & subs).
Standard wheel pants are easily removable to provide access to tires and
brakes. Access plugs in the wheel pants can be removed to allow tire
inflation and pressure checking. Each main gear wheel is equipped with
an independent, hydraulically operated single cylinder, dual piston, disc
brake.
Nose Gear
The nose gear strut is of tubular steel construction and is attached to the
steel engine mount structure. The nose wheel is free castering and can
turn through an arc of approximately 170 degrees (85 degrees either side
of center).
Nose gear shock absorption is provided by polymer shock absorbing
pucks (Serials 2016 thru 2064), or an oleo strut (Serials 2065 & subs).
Steering is accomplished by differential application of individual main
gear brakes.
Each nosewheel has a 5.00 x 5 tire with an inner-tube installed (Serials
2016 thru 2240 before SB2X-32-21), or with a tubeless tire installed
(Serials 2016 thru 2240 after SB2X-32-21, 2241 & subs).
Brake System
The main wheels have hydraulically operated, single-disc type brakes,
individually activated by floor mounted toe pedals at both pilot stations. A
parking brake mechanism holds induced hydraulic pressure on the disc
brakes for parking. The brake system consists of a master cylinder for
each rudder pedal, a hydraulic fluid reservoir, a parking brake valve, a
single disc brake assembly on each main landing gear wheel, temperature
sensors, and associated hydraulic plumbing and wiring.
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Section 7
Airplane and Systems Description
Cirrus Design
SR20
Braking pressure is initiated by depressing the top half of a rudder pedal
(toe brake). The brakes are plumbed so that depressing either the pilot’s
or copilot’s left or right toe brake will apply the respective (left or right)
main wheel brake.
The reservoir is serviced with MIL-H-5606 hydraulic fluid (Serials 2016
thru 2240 before SB2X-32-21), or MIL-PRF-87257 hydraulic fluid (Serials
2016 thru 2240 after SB2X-32-21, 2241 & subs).
Brake system malfunction or impending brake failure may be indicated by
a gradual decrease in braking action after brake application, noisy or
dragging brakes, soft or spongy pedals, excessive travel, and/or weak
braking action. A temperature sensor is mounted to each brake assembly
and provides measured brake temperatures to the avionics system for
caution and warning annunciation.
Should any of these symptoms occur, immediate maintenance is required.
If, during taxi or landing roll, braking action decreases, let up on the toe
brakes and then reapply the brakes with heavy pressure. If the brakes are
spongy or pedal travel increases, pumping the pedals may build braking
pressure.
Refer to Section 10, Taxiing, Steering, and Braking Practices for Brake
System operational considerations.
Parking Brake
• Caution •
Do not set the PARK BRAKE in flight. If a landing is made with
the parking brake valve set, the brakes will maintain any pressure
applied after touchdown.
The main wheel brakes are set for parking by using the PARK BRAKE
handle on the right side kick plate near the pilot’s right knee. Brake lines
from the toe brakes to the main wheel brake calipers are plumbed through
a parking brake valve. For normal operation, the handle is pushed in. With
the handle pushed in, poppets in the valve are mechanically held open
allowing normal brake operation. When the handle is pulled out, the
parking brake valve holds applied brake pressure, locking the brakes. To
apply the parking brake, set the brakes with the rudder-pedal toe brakes,
and then pull the PARK BRAKE handle aft.
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Airplane and Systems Description
Baggage Compartment
The baggage compartment door, located on the left side of the
fuselage aft of the wing, allows entry to the baggage compartment.
The baggage door is hinged on the forward edge and latched on the
rear edge. The door is locked from the outside with a key lock. The
baggage compartment key will also open the cabin doors.
The baggage compartment extends from behind the rear passenger
seat to the aft cabin bulkhead. The rear seats can be folded forward to
provide additional baggage area for long or bulky items.
Baggage Tie-Downs/Cargo Net
• Caution •
If not adequately restrained, baggage compartment items may
pose a projectile hazard to cabin occupants in the event of
rapid deceleration. Secure all baggage items with tie-down
straps or cargo net.
Four baggage tie-down straps are provided to secure items in the
baggage compartment. Each strap assembly has a hook at each end
and a cam-lock buckle in the middle. The hook ends clip over loop
fittings installed in the baggage floor and in the rear bulkhead. The tiedown straps should be stowed attached and tightened to the fittings.
Serials w/ 2+1 Rear Seat:
The aircraft is equipped with a retractable cargo net to secure items in
the baggage compartment. Integral inertia reels attached to the rear
bulkhead allow the cargo net to be extended forward, placed over
baggage, and secured to the seat back via four latch assemblies. The
cargo net should be stowed attached to the seat back fittings.
The cargo net is not functional when rear seats are folded forward.
Use conventional tie-down straps in this configuration.
For baggage area and door dimensions see Section 1, Airplane
Interior Dimensions.
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Section 7
Airplane and Systems Description
Cirrus Design
SR20
Seats
The seating arrangement consists of two individually adjustable seats
for the pilot and front seat passenger and, Serials w/o 2+1 Rear Seat:
two individual rear seats with fold-down seat backs or, Serials w/ 2+1
Rear Seat: a “2+1” configuration with a one-piece bench seat and folddown seat backs for the rear seat passengers.
• Caution •
Do not kneel or stand on the seats. The seat bottoms have an
integral aluminum honeycomb core designed to crush under
impact to absorb downward loads.
Front Seats
The front seats are adjustable fore and aft and the seat backs can be
reclined for passenger comfort or folded forward for rear seat access.
Integral headrests are provided. The fore and aft travel path is
adjusted through the seat position control located below the forward
edge of the seat cushion. The seat track is angled upward for forward
travel so that shorter people will be positioned slightly higher as they
adjust the seat forward. Recline position is controlled through levers
located on each side of the seat backs. Depressing the recline release
control while there is no pressure on the seat back will return the seat
back to the full up position.
To position front seat fore and aft:
1. Lift the position control handle.
2. Slide the seat into position.
3. Release the handle and check that the seat is locked in place.
To adjust recline position:
1. Actuate and hold the seat back control lever.
2. Position the seat back to the desired angle.
3. Release the control lever.
Rear Seats
Serials w/o 2+1 Rear Seat:
The passenger seats have a fixed seat bottom and seat backs that
fold forward independently for each side. Seat backs can be folded
forward, with detent pins removed, to provide a semi-flat surface for
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Airplane and Systems Description
bulky cargo extending forward from the baggage compartment. The
detent pins are located at the base of the backrest.
To fold seat back forward:
1. From the baggage access, lift the carpet panel at lower aft edge of
seat to reveal the seat back locking pins (attached to lanyards).
2. Remove the locking pins and fold seat forward.
Serials w/ 2+1 Rear Seat:
The rear seats employ a one-piece bench seat and two seat backs
configured in 60/40 split. This “2+1” seating configuration provides for
a center seat/restraint area for a third passenger on the wider left hand
seat.
Each seat back reclines independently of each other and can be
folded forward to provide a semi-flat surface for cargo extending
forward from the baggage compartment. Recline position is controlled
through a lever located on either side of the seat.
To fold seat back forward:
1. With no pressure on the seat back, rotate the lever to the recline
position and fold the seat back forward.
Seat Belt and Shoulder Harness
Integrated seat belt and shoulder harness assemblies with inertia
reels are provided for the pilot and each passenger.
The front seats use a 4-point inflatable restraint system. Forward seat
belts are attached to the seat frame. The shoulder harnesses are
attached to inertia reels mounted in the seat back.
The rear seats use, Serials w/o 2+1 Rear Seat: a 4-point safety
harness consisting or two shoulder harness and a lap belt or, Serials
w/ 2+1 Rear Seat: a 3-point safety harness consisting of one shoulder
harness and a lap belt. The rear seat belts are attached to fittings on
the cabin floor. The shoulder harnesses are attached to inertia reels
mounted to the baggage compartment rear bulkhead.
Each front and rear seat shoulder harness is attached to the seat belt.
The inertia reels allow complete freedom of movement of the
occupant’s upper torso. In the event of a sudden deceleration, the
reels lock automatically to protect the occupants. It is recommended
that the seat belts be stowed in the latched position when not in use.
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Cirrus Design
SR20
Front Seat Inflatable Restraints
An inflatable shoulder harness is integral to each front seat harness.
The electronic module assembly, mounted below the cabin floor,
contains a crash sensor, battery, and related circuitry to monitor the
deceleration rate of the airplane. In the event of a crash, the sensor
evaluates the crash pulse and sends a signal to an inflator assembly
mounted to the aft seat frame. This signal releases the gas in the
inflator and rapidly inflates the airbag within the shoulder harness
cover, After airbag deployment, the airbag deflates to enable the pilot/
co-pilot to egress the airplane without obstruction.
The crash sensor’s predetermined deployment threshold does not
allow inadvertent deployment during normal operations, such as hard
landings, strikes on the seat, or random vibration.
To use the restraints:
• Caution •
No slack may exist between the occupant’s shoulder and
restraint harness shoulder strap.
Stow the seat belts in the latched position when not in use.
1. Slip arms behind the harness so that the harness extends over
shoulders.
2. Hold the buckle and firmly insert the link.
3. Grasp the seat belt tabs outboard of the link and buckle and pull to
tighten. Buckle should be centered over hips for maximum comfort
and safety.
4. Restraint harnesses should fit snug against the shoulder with the
lap buckle centered and tightened around the hips.
To release the restraints:
1. Grasp the top of the buckle opposite the link and pull outward. The
link will slip free of buckle.
2. Slip arms from behind the harness.
Child Restraint System - Serials w/ 2+1 Rear Seat
The aircraft is equipped with provisions for installing two LATCH
compliant child seats in the outboard rear seat positions, OR one nonLATCH compliant seat in the center rear seat position.
Lower anchors for the LATCH compliant seats are located in the
outboard seat positions. The non-LATCH compliant seat must be
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Airplane and Systems Description
installed using the center seat belt. Three top tether anchors for the
child seats are located on the rear bulkhead.
To install a child seat:
1. Fasten lower seat attachments to bench seat:
a. LATCH Compliant Outboard Seat: Fasten lower seat
attachment to the outboard anchors in the bench seat.
b. Non-LATCH Compliant Center Seat: Using the center seat
belt, fasten lower seat attachments to the bench seat as
described by the manufacturer's instructions
2. Locate top tether pass-through - a narrow slit in the seat back
upholstery - near the top, outboard section of the seat back.
• Caution •
Do not route child seat top tether over or around seat back.
The top tether must be routed through the seat back passthrough for the child seat to function properly.
3. Route child seat’s top tether through the seat back pass-through.
4. Fasten top tether to rear bulkhead anchor.
5. Firmly tension the child
manufacturer's instructions.
P/N 11934-004
Revision A1
seat
straps
according
to
the
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Section 7
Airplane and Systems Description
Cirrus Design
SR20
Cabin Doors
Two large forward hinged doors allow crew and passengers to enter
and exit the cabin. The door handles engage latching pins in the door
frame receptacles at the upper aft and lower aft door perimeter. Gas
charged struts provide assistance in opening the doors and hold the
doors open against gusts. Front seat armrests are integrated with the
doors. A key lock in each door provides security. The cabin door keys
also fit the baggage compartment door lock. Separate keys are
provided for the fuel caps.
Key Fob
Serials 2303 & subs w/ Convenience Lighting:
Remote operation of the door locks is provided by a battery-powered
key fob.
This device complies with part 15 of the FCC Rules. Operation is
subject to the following two conditions:
1. This device may not cause harmful interference.
2. This device must accept any interference received, including
interference that may cause undesired operation.
• Note •
Key fob will not actuate door locks when BAT 1 switch is ON.
Windshield and Windows
The windshield and side windows are manufactured of acrylic. Use
only clean soft cloths and mild detergent to clean acrylic surfaces.
Refer to Section 8, Windshield and Windows for detailed cleaning
instructions.
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Airplane and Systems Description
Engine
The airplane is powered by a Teledyne Continental IO-360-ES, sixcylinder, normally aspirated, fuel-injected engine de-rated to 200 hp at
2,700 RPM. The engine has a 2000-hour Time Between Overhaul
(TBO). Dual, conventional magnetos provide ignition.
The engine is attached to the firewall by a four-point steel mount
structure. The firewall attach points are structurally reinforced with
gusset-type attachments that transfer thrust and bending loads into
the fuselage shell.
Engine Controls
Engine controls are easily accessible to the pilot on a center console.
They consist of a single-lever power (throttle) control and a mixture
control lever. A friction control wheel, labeled FRICTION, on the right
side of the console is used to adjust control lever resistance to rotation
for feel and control setting stability.
Power (Throttle) Lever
The single-lever throttle control, labeled MAX-POWER-IDLE, on the
console adjusts the engine throttle setting in addition to automatically
adjusting propeller speed. The lever is mechanically linked by cables
to the air throttle body/fuel-metering valve and to the propeller
governor. Moving the lever towards MAX opens the air throttle butterfly
and meters more fuel to the fuel manifold. A separate cable to the
propeller governor adjusts the governor oil pressure to increase
propeller pitch to maintain engine RPM. The system is set to maintain
approximately 2500 RPM throughout the cruise power settings and
2700 RPM at full power.
Mixture Control
The mixture control lever, labeled RICH-MIXTURE-CUTOFF, on the
console adjusts the proportion of fuel to air for combustion. The
Mixture Control Lever is mechanically linked to the mixture control
valve in the engine-driven fuel pump. Moving the lever forward
(towards RICH) repositions the valve allowing greater proportions of
fuel and moving the lever aft (towards CUTOFF) reduces (leans) the
proportion of fuel. The full aft position (CUTOFF) closes the control
valve.
Alternate Air Control
An Alternate Induction Air Control knob, labeled ALT AIR – PULL, is
installed on the left console near the pilot’s right knee. To operate the
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SR20
control, depress the center lock button, pull the knob to the open
position, and then release the lock button. Pulling the knob opens the
alternate air induction door on the engine induction air manifold,
bypasses the air filter, and allows warm unfiltered air to enter the
engine. Alternate induction air should be used if blocking of the normal
air source is suspected. Operation using alternate induction air should
be minimized and the cause of filter blocking corrected as soon as
practical.
Engine Indicating
Engine information is displayed as analog-style gages, bar graphs,
and text on the MFD’s ENGINE page. When the ENGINE page is not
active or in the case of an electronic display failure (backup mode), all
essential engine information is displayed along the LH edge of the
display. Engine data is acquired by the Engine Airframe Unit which
transmits the data to the Engine Indicating System for display as
described in the following pages.
• Note •
A “Red X” through any electronic display field indicates that
the display field is not receiving valid data and should be
considered inoperative.
Engine System Annunciations
Engine system health, caution, and warning messages are displayed
in color-coded text in the Crew Alerting System (CAS) window located
to the right of the Altimeter and Vertical Speed Indicator. In
combination with a CAS alert, the affected engine parameter displayed
on the ENGINE page changes to the corresponding color of CAS alert
and the annunciation system issues an audio alert.
For specific pilot actions in response to Engine System
Annunciations, refer to Section 3 - Emergency Procedures,
Engine System Emergencies, and Section 3A - Abnormal
Procedures, Engine System.
For additional information on Engine Instrument Markings and
Annunciations, refer to Section 2: Limitations.
For additional information on the System Annunciations And
Alerts, refer to the Perspective Integrated Avionics System
description in this section.
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1
Section 7
Airplane and Systems Description
2
3
4
5
6
Density Alt
8000 Ft
Oat 31°F -1°C (ISA +0°C)
Engine Instruments
7
8
9
10
LEGEND
1. Percent Power
2. CHT
3. Tachometer
4. EGT
5. Manifold Pressure
6. Oil Temperature
and Pressure
7. Alternate Air Control
8. Power Lever
9. Friction Control
10. Mixture Control
Engine Controls
SR20_FM07_3008A
Figure 7-7
Engine Controls and Indicating
P/N 11934-004
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Airplane and Systems Description
Cirrus Design
SR20
Tachometer
Engine speed (RPM) is shown in the upper mid-left corner of the
ENGINE page as both a simulated tachometer and as a digital value.
The tachometer pointer sweeps a scale range from 0 to 3000 RPM in
100 RPM increments. The digital RPM value is displayed in
increments of 10 RPM in white numerals below the gage.
The tachometer receives a speed signal from a magnetic pickup
sensor on the right hand magneto from the Engine Indicating System
via the Engine Airframe Unit.
Exhaust Gas Temperature (EGT)
Exhaust gas temperatures for all six cylinders are displayed in the
Engine Temperature block of the ENGINE page as vertical bars. The
EGT graph is marked from 1000°F to 1600°F in 100°F increments.
The digital EGT value of the cylinder is displayed above the bar in
white numerals. A sensor in the exhaust pipe of each cylinder
measures exhaust gas temperature and provides a voltage signal to
the Engine Airframe Unit which processes and transmits the data to
the Engine Indicating System.
Cylinder Head Temperature (CHT)
Cylinder head temperatures for all six cylinders are displayed in the
Engine Temperature block of the ENGINE page as vertical bars. The
CHT graph is marked from 100°F to 500°F in 100°F increments. The
digital CHT value of the cylinder is displayed above the bar in white
numerals.
A sensor in each cylinder head measures cylinder head temperature
and provides a voltage signal to the Engine Airframe Unit which
processes and transmits the data to the Engine Indicating System.
Oil Temperature
Oil temperature is shown in the upper right corner of the ENGINE
page, opposite the oil pressure scale, as both a simulated temperature
gage and as a digital value. The gage pointer sweeps a scale range
from 75°F to 250°F in 50°F increments. The digital temperature value
is displayed in white numerals below the gage.
The oil temperature sensor is mounted below the oil cooler and
provides a signal to the Engine Airframe Unit that is processed and
transmitted to the Engine Indicating System for display.
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Oil Pressure
Oil Pressure is shown in the upper right corner of the ENGINE page,
opposite the oil temperature scale, as both a simulated pressure gage
and as a digital value. The gage pointer sweeps a scale range from 0
to 90 PSI in 10 PSI increments. The digital pressure value is displayed
in white numerals below the gage.
The oil pressure sensor is mounted below the oil cooler and provides a
signal to the Engine Airframe Unit that is processed and transmitted to
the Engine Indicating System for display.
Manifold Pressure Gage
Manifold pressure is shown in the upper center portion of the ENGINE
page as both a simulated pressure gage and as a digital value. The
gage pointer sweeps a scale range from 10 to 35 inches Hg in 1 inch
Hg increments. The digital MAP value is displayed in white numerals
below the gage. The manifold pressure sensor is mounted in the
induction air manifold near the throttle body and provides a signal to
the Engine Airframe Unit that is processed and transmitted to the
Engine Indicating System for display.
Percent Power Gage
Percent power is shown in the upper left corner of the ENGINE page
as both a simulated gage and as a digital value. The percent power
gage sweeps a scale marked from 0 to 100 percent in 5 percent
increments. The digital percent power value is displayed in white
numerals below the gage. The display units calculate the percentage
of maximum engine power produced by the engine based on an
algorithm employing manifold pressure, indicated air speed, outside
air temperature, pressure altitude, engine speed, and fuel flow.
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SR20
Engine Lubrication System
The engine is provided with a wet-sump, high-pressure oil system for
engine lubrication and cooling. Oil for engine lubrication is drawn from
an eight-quart capacity sump through an oil suction strainer screen,
through the one-quart, full-flow oil filter, and then directed to the
engine-mounted oil cooler. The oil cooler is equipped with a pressure
relief and temperature control valve set to bypass oil if the temperature
is below 170° F or the pressure drop is greater than 18 psi. Bypass or
cooled oil is then directed through a pressure relief valve, and then
through oil galleries to the engine rotating parts and piston inner
domes. Oil is also directed to the propeller governor to regulate
propeller pitch. The complete oil system is contained in the engine. An
oil filler cap and dipstick are located at the left rear of the engine. The
filler cap and dipstick are accessed through a door on the top left side
of the engine cowling.
Ignition and Starter System
Two engine-driven magnetos and two spark plugs in each cylinder
provide engine fuel ignition. The right magneto fires the lower right and
upper left spark plugs, and the left magneto fires the lower left and
upper right spark plugs. Normal operation is conducted with both
magnetos, as more complete burning of the fuel-air mixture occurs
with dual ignition. A rotary-type key switch, located on the instrument
panel, controls ignition and starter operation. The switch is labeled
OFF-R-L- BOTH-START. In the OFF position, the starter is electrically
isolated, the magnetos are grounded and will not operate. Normally,
the engine is operated on both magnetos (switch in BOTH position)
except for magneto checks and emergency operations. The R and L
positions are used for individual magneto checks and for single
magneto operation when required. When the battery master switch is
ON, rotating the switch to the spring loaded START position energizes
the starter and activates both magnetos. The switch automatically
returns to the BOTH position when released.
28 VDC for Starter operation is supplied through the 2-amp STARTER
circuit breaker on NON-ESSENTIAL BUS.
Air Induction System
Induction air enters the engine compartment through the two inlets in
the forward cowling. The air passes through a dry-foam induction filter,
through the throttle butterfly, into the six-tube engine manifold, and
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Airplane and Systems Description
finally through the cylinder intake ports into the combustion chambers.
Should the dry induction filter become clogged, a pilot controlled
alternate induction air door can be opened, allowing engine operation
to continue. For additional information on the Alternate Air Control,
refer to Engine Controls - Alternate Air Control description in this
section.
Engine Exhaust
Engine exhaust gases are routed through a tuned exhaust system.
After leaving the cylinders, exhaust gases are routed through the
exhaust manifold, through mufflers located on either side of the
engine, then overboard through exhaust pipes exiting through the
lower cowling. A muff type heat exchanger, located around the right
muffler, provides cabin heat.
Engine Fuel Injection
The multi-nozzle, continuous-flow fuel injection system supplies fuel
for engine operation. An engine driven fuel pump draws fuel from the
selected wing tank and passes it to the mixture control valve integral to
the pump. The mixture control valve proportions fuel in response to
the pilot operated mixture control lever position. From the mixture
control, fuel is routed to the fuel-metering valve on the air-induction
system throttle body. The fuel-metering valve adjusts fuel flow in
response to the pilot controlled Power Lever position. From the
metering valve, fuel is directed to the fuel manifold valve (spider) and
then to the individual injector nozzles. The system meters fuel flow in
proportion to engine RPM, mixture setting, and throttle angle. Manual
mixture control and idle cut-off are provided. An electric fuel pump
provides fuel boost for vapor suppression and for priming.
Engine Cooling
Engine cooling is accomplished by discharging heat to the oil and then
to the air passing through the oil cooler, and by discharging heat
directly to the air flowing past the engine. Cooling air enters the engine
compartment through the two inlets in the cowling. Aluminum baffles
direct the incoming air to the engine and over the engine cylinder
cooling fins where the heat transfer takes place. The heated air exits
the engine compartment through two vents in the aft portion of the
cowling. No movable cowl flaps are used.
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Cirrus Design
SR20
Propeller
The airplane is equipped with a constant-speed, aluminum-alloy
propeller with a governor. The airplane is available with the standard
two-blade (76” diameter) propeller or an optional three-blade (74”
diameter) propeller.
The propeller governor automatically adjusts propeller pitch to
regulate propeller and engine RPM. The propeller governor senses
engine speed by means of flyweights and senses throttle setting
through a cable connected to the power (throttle) control lever in the
cockpit. The propeller governor boosts oil pressure in order to regulate
propeller pitch position. Moving the throttle lever forward causes the
governor to meter less high-pressure oil to the propeller hub allowing
centrifugal force acting on the blades to lower the propeller pitch for
higher RPM operation. Reducing the power (throttle) lever position
causes the governor to meter more high-pressure oil to the propeller
hub forcing the blades to a higher pitch, lower RPM, position. During
stabilized flight, the governor automatically adjusts propeller pitch in
order to maintain an RPM setting (throttle position). Any change in
airspeed or load on the propeller results in a change in propeller pitch.
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Airplane and Systems Description
Fuel System
An 56-gallon usable wet-wing fuel storage system provides fuel for
engine operation. The system consists of a 29.3-gallon capacity (28
gallon usable) vented integral fuel tank and a fuel collector/sump in
each wing, a three position selector valve, an electric fuel pump, and
an engine-driven fuel pump. Fuel is gravity fed from each tank to the
associated collector sumps where the engine-driven fuel pump draws
fuel through a filter and selector valve to pressure feed the engine fuel
injection system. The electric fuel pump is provided for engine priming
and vapor suppression.
Each integral wing fuel tank has a filler cap in the upper surface of
each wing for fuel servicing. Access panels in the lower surface of
each wing allow access to the associated wet compartment (tank) for
inspection and maintenance. Float-type fuel quantity sensors in each
wing tank supply fuel level information to the fuel quantity gages.
Positive pressure in the tank is maintained through a vent line from
each wing tank. Fuel, from each wing tank, gravity feeds through
strainers and a flapper valve to the associated collector tank in each
wing. Each collector tank/sump incorporates a flush mounted fuel
drain and a vent to the associated fuel tank.
The engine-driven fuel pump pulls filtered fuel from the two collector
tanks through a three-position (LEFT-RIGHT-OFF) selector valve. The
selector valve allows tank selection. From the fuel pump, the fuel is
metered to a flow divider, and delivered to the individual cylinders.
Excess fuel is returned to the selected tank.
A dual-reading fuel quantity gage is located in plain view of the pilot.
Serials 2016 thru 2155: An analog fuel quantity gage is located on the
center console forward of the fuel selector.
Serials 2156 and subs: An analog electronic fuel quantity gage is
located on the Engine Strip along the left edge of the MFD and in the
Fuel Qty block on the MFD’s Engine page.
Fuel shutoff and tank selection is positioned nearby for easy access.
Fuel system venting is essential to system operation. Blockage of the
system will result in decreasing fuel flow and eventual engine fuel
starvation and stoppage. Venting is accomplished independently from
each tank by a vent line leading to a NACA-type vent mounted in an
access panel underneath the wing near each wing tip.
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Section 7
Airplane and Systems Description
Cirrus Design
SR20
The airplane may be serviced to a reduced capacity to permit heavier
cabin loadings. This is accomplished by filling each tank to a tab
visible below the fuel filler, giving a reduced fuel load of 13.0 gallons
usable in each tank (26 gallons total usable in all flight conditions).
Drain valves at the system low points allow draining the system for
maintenance and for examination of fuel in the system for
contamination and grade. The fuel must be sampled prior to each
flight. A sampler cup is provided to drain a small amount of fuel from
the wing tank drains, the collector tank drains, and the gascolator
drain. If takeoff weight limitations for the next flight permit, the fuel
tanks should be filled after each flight to prevent condensation.
Fuel Selector Valve
A fuel selector valve, located at the rear of the center console,
provides the following functions:
• LEFT Allows fuel to flow from the left tank
• RIGHT Allows fuel to flow from the right tank
• OFF Cuts off fuel flow from both tanks
The valve is arranged so that to feed off a particular tank the valve
should be pointed to the fuel indicator for that tank. To select RIGHT or
LEFT, rotate the selector to the desired position. To select Off, first
raise the fuel selector knob release and then rotate the knob to OFF.
Fuel Pump Operation
Fuel pump operation and engine prime is controlled through the Fuel
Pump switch located adjacent to the fuel selector valve. The PRIME
position is momentary and the BOOST position is selectable. A twospeed prime allows the fuel pressure to rapidly achieve proper starting
pressure. An oil pressure based system is used to control fuel pump
operation. The oil pressure/oil temperature sensor provides a signal to
the starting circuit to generate a ground for the oil annunciator and the
fuel system. This system allows the fuel pump to run at high speed
(PRIME) when the engine oil pressure is less than 10 PSI. Whenever
the engine oil pressure exceeds 10 psi, pressing PRIME will have no
effect. Selecting BOOST energizes the fuel pump in low-speed mode
regardless of oil pressure to deliver a continuous 4-6 psi boost to the
fuel flow for vapor suppression in a hot fuel condition.
The fuel pump operates on 28 VDC supplied through the 5-amp FUEL
PUMP circuit breaker on MAIN BUS 2.
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SR20
VENT
Section 7
Airplane and Systems Description
ANNUNCIATOR
FUEL
FUEL
QUANTITY
INDICATOR
FILLER
VENT
FILLER
L. WING TANK
R. WING TANK
L. WING
COLLECTOR
R. WING
COLLECTOR
CHECK
VALVE
CHECK
VALVE
SELECTOR
VALVE
FLAPPER
VALVE
DRAIN
(5 PLACES)
FIREWALL
SELECTOR VALVE
OPERATION
RIGHT
FLAPPER
VALVE
ELECTRIC
AUXILIARY
PUMP
RETURN
FUEL
RELAY
FEED
BOOST
FUEL
PUMP
AUTO
PRIME
RETURN
FEED
GASCOLATOR
LEFT
OIL
PRESSURE
SENSOR
(LOW PRESSURE)
OFF
ENGINE DRIVEN
FUEL PUMP
MIXTURE CNTL.
ENGINE
AIRFRAME
UNIT
FUEL FLOW
SENSOR
FUEL
FLOW
INDICATOR
THROTTLE
METERING
VALVE
NOTE
In Prime mode, relay
allows high-speed pump
operation until 10 psi oil
pressure is reached then
drops to low-speed
operation.
INJECTOR
MANIFOLD
FUEL PRESSURE SWITCH
SR20_FM07_3007
Figure 7-8
Fuel System Schematic
P/N 11934-004
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Section 7
Airplane and Systems Description
Cirrus Design
SR20
Fuel Indicating
Fuel quantity is measured by float-type quantity sensors installed in
each fuel tank and displayed on the Fuel Quantity Gage.
• Caution •
When the fuel tanks are 1/4 full or less, prolonged
uncoordinated flight such as slips or skids can uncover the
fuel tank outlets. Therefore, if operating with one fuel tank dry
or if operating on LEFT or RIGHT tank when 1/4 full or less, do
not allow the airplane to remain in uncoordinated flight for
periods in excess of 30 seconds.
• Note •
A “Red X” through any electronic display field indicates that
the display field is not receiving valid data and should be
considered inoperative.
Fuel Quantity Gage
Serials 2016 thru 2155:
A dual reading 2¼” fuel quantity gage is installed on the console
immediately forward of the fuel selector valve. The LEFT pointer
indicates left tank fuel quantity and sweeps a scale marked from 0 to
28 U.S. gallons in 2½-gallon increments. The RIGHT pointer sweeps
an identical scale for the right tank. Each scale is marked with a yellow
arc from 0 to 8.2 U.S. gallons. The indicators are calibrated to read 0
gallons when no usable fuel remains and are internally lighted.
The fuel quantity gage provides output signals to the Engine Airframe
Unit based on the float sensor positions in the fuel tanks. The output
signals are processed and transmitted to the CAS window for display.
28 VDC for fuel quantity system operation is supplied through the 3amp FUEL QTY circuit breaker on MAIN BUS 1.
Serials 2156 and subs:
A dual reading fuel quantity gage is displayed on the Engine Strip
along the left edge of the MFD and in the Fuel Qty block of the
ENGINE page. In the case of an electronic display failure (backup
mode), all essential fuel information is displayed on the Engine Strip
along the left edge of the PFD. The LEFT pointer indicates left tank
fuel quantity and sweeps a vertical bar scale marked from 0 to 28 U.S.
gallons in 5-gallon increments. The RIGHT pointer sweeps an identical
scale for the right tank. Each scale is marked with a yellow band from
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Section 7
Airplane and Systems Description
0 to 8.2 U.S. gallons and a green band from 8.2 to 28 U.S. gallons.
The indicators are calibrated to read 0 gallons when no usable fuel
remains.
Fuel quantity is measured by a float type quantity sensors installed in
the fuel tanks. Fluid quantity information is sent to the Engine Airframe
Unit, processed, and transmitted to the analog electronic Fuel
Quantity Gage and CAS window for display.
Fuel Flow
Fuel Flow is shown in the upper mid left corner of the Engine Strip as
both an analog electronic gage and as a digital value. The gage
pointer sweeps a scale range from 0 to 20 Gallons Per Hour (GPH).
The fuel flow value is displayed in white numerals below the gage.
Fuel flow is measured by a transducer on the right side of the engine
in the fuel line between the engine driven fuel pump and distribution
block. The fuel flow signal is sent to the Engine Airframe Unit,
processed, and transmitted to the Engine Indicating System for
display.
Fuel Totalizer and Calculated Information
Fuel totalizer calculations are located in the lower right section of the
ENGINE page and are separate and independent of the fuel quantity
gage and float sensor system. The fuel totalizer monitors fuel flow and
calculates fuel-to-destination, fuel used, fuel remaining, time
remaining, fuel range, and nautical miles per gallon. Upon system
startup, the fuel totalizer initial fuel screen appears and prompts the
user to enter the total fuel on board at start. The option to enter the
number of gallons added since last fuel fill and the ability to set fuel to
“Full” or to “Tabs” buttons is also available.
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Airplane and Systems Description
Cirrus Design
SR20
Fuel System Annunciations
Fuel system health, caution, and warning messages are displayed in
color-coded text in the Crew Alerting System (CAS) window located to
the right of the Altimeter and Vertical Speed Indicator. In combination
with a CAS alert, the affected fuel parameter displayed on the
ENGINE page changes to the corresponding color of CAS alert and
the annunciation system issues an audio alert.
• A white Advisory message is generated when either fuel tank
goes below 8.2 gallons.
• A amber Caution message is generated when both fuel tanks go
below 8.2 gallons.
• A red Warning message is generated when the fuel totalizer
amount goes below 7 gallons. Note that the Warning message is
generated based on the fuel totalizer which is dependent on
correct input by the pilot.
• Note •
For specific pilot actions in response to Fuel System
Annunciations, refer to Section 3 - Emergency Procedures,
Fuel System Emergencies, and Section 3A - Abnormal
Procedures, Fuel System.
For additional information on Engine Instrument Markings and
Annunciations, refer to Section 2: Limitations.
For additional information on the System Annunciations And
Alerts, refer to the Perspective Integrated Avionics System
description in this section.
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SR20
Section 7
Airplane and Systems Description
1
Density Alt
8000 Ft
Oat 31°F -1°C (ISA +0°C)
2 3 4 5 6
Fuel System Indication
7
LEGEND
1. Fuel Flow
2. Fuel Used (Totalizer)
3. Fuel Remaining (Totalizer)
4. Time Remaining (Totalizer)
5. Fuel Range (Totalizer)
6. Nautical Miles Per Gallon (Totalizer)
7. Fuel Pump Switch
8. Fuel Quantity Gage (Float Sensor)
9. Fuel Selector Valve
8
9
Fuel System Controls
Serials 2016 thru 2155.
SR20_FM07_3012A
Figure 7-9
Fuel System Controls and Indicating - Serials 2016 thru 2155
P/N 11934-004
Revision A1
7-49
Section 7
Airplane and Systems Description
Cirrus Design
SR20
1
Fuel System Indication
3
2
LEGEND
1. Fuel Flow Gage
2. Fuel Calculations:
·Fuel Used (Totalizer)
·Fuel Remaining (Totalizer)
·Time Remaining (Totalizer)
·Fuel Range (Totalizer)
·Nautical Miles Per Gallon (Totalizer)
3. Fuel Quantity Gage (Float Sensor)
4. Fuel Pump Switch
5. Fuel Selector Valve
4
5
Fuel System Controls
Serials 2156 & subs.
SR20_FM07_3512
Figure 7-10
Fuel System Controls and Indicating - Serials 2156 and subs
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Section 7
Airplane and Systems Description
Mixture Management
The mixture control needs to be carefully monitored and managed
during all phases of flight to avoid damage to the engine or possible
loss of power.
After engine start, and during taxiing operations, lean the mixture until
maximum engine RPM is attained to prevent possible spark plug
fouling and ensure smooth engine operation.
The engine is equipped with an altitude compensating fuel pump that
automatically provides the proper full rich mixture. Therefore, the
mixture should be set to full rich for takeoff and climb, even at high
altitude airfields. If at any point during the climb CHTs are trending
above 420 °F, verify the mixture is set to full rich and increase climb
speed, terrain and obstacles permitting, to promote engine cooling.
During cruise flight the throttle should be set for 75% power or less
when operating the engine at best power mixture settings, and 65%
power or less when operating at best economy mixture settings.
During best power operations the mixture should be set for 75 °F rich
of peak EGT. During best economy operations the mixture should be
set for 50 °F lean of peak EGT. In lean of peak operations, mixtures
leaner than 50 °F lean of peak EGT may result in rough engine
operation.
If the mixture has been leaned during cruise operations, it will be
necessary to richen the mixture prior to landing. Before the approach
to landing, mixture should be set to full rich to ensure full power
availability in the case of throttle advancement.
If at any time during normal operations, with the mixture set near or at
full rich, a slightly rough running engine is noticed, accompanied by
EGTs less than 1200 °F, this may be a sign that the mixture setting is
too rich for the given conditions. The mixture should be leaned in small
increments until smooth engine operation is again achieved with EGTs
greater than 1200 °F.
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Section 7
Airplane and Systems Description
Cirrus Design
SR20
Electrical System
The airplane is equipped with a two-alternator, two-battery, 28-volt
direct current (VDC) electrical system designed to reduce the risk of
electrical system faults. The system provides uninterrupted power for
avionics, flight instrumentation, lighting, and other electrically operated
and controlled systems during normal operation.
Power Generation
Primary power for the airplane is supplied by a 28-VDC, negativeground electrical system. The electrical power generation system
consists of two alternators controlled by a Master Control Unit (MCU)
mounted on the left side of the firewall and two batteries for starting
and electrical power storage.
Alternator 1 (ALT 1) is a belt-driven, internally rectified, 75-amp
alternator mounted on the right front of the engine. Alternator 2 (ALT 2)
is a gear-driven, internally rectified, 40-amp alternator mounted on the
accessory drive at the rear of the engine. ALT 1 is regulated to 28 volts
and ALT 2 is regulated to 28.75 volts.
Both alternators are self-exciting and require battery voltage for field
excitation in order to start up - for this reason, the batteries should not
be turned off in flight.
Storage
Battery 1 (BAT 1) is an aviation grade 12-cell, lead-acid, 24-volt, 10amp-hour battery mounted on the right firewall. BAT 1 is charged from
the Main Distribution Bus 1 in the MCU.
Battery 2 (BAT 2) is composed of two 12-volt, 7-amp-hour, sealed,
lead-acid batteries connected in series to provide 24 volts. Both BAT 2
units are located in a vented, acid-resistant container mounted behind
the aft cabin bulkhead (FS 222) below the parachute canister. BAT 2 is
charged from the circuit breaker panel ESS BUS 1.
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SR20
Section 7
Airplane and Systems Description
LANDING
LIGHT
100A
F ALT 1 B
7.5A
ALT 1
SWITCH
MAIN DIST BUS 1
VOLT REG
EXTERNAL
POWER RELAY
EXTERNAL
POWER
125A
BAT 1
BAT 1
RELAY
BAT 1
SWITCH
LANDING LIGHT
SWITCH
30A
30A
30A
50A
80A
ESSENTIAL DIST BUS
ALT 1
RELAY
50A
STARTER
50A
MAIN DIST BUS 2
STARTER
RELAY
STARTER
SWITCH
80A
F ALT 2 B
30A
30A
30A
30A
30A
VOLT REG
MASTER CONTROL UNIT
CABIN AIR
CONTROL
CABIN
FAN
ALT 1
EVS
CAMERA
12V DC
OUTLET
MFD #1
ALT 2
ENGINE
INSTR
STALL
WARNING
ROLL
TRIM
PITCH
TRIM
AVIONICS
STDBY
ATTD #2
MAIN BUS 1
MAIN BUS 3
A/C BUS 2
8A
ESSENTIAL BUS 2
A/C BUS 1
ALT 2
SWITCH
MFD #2
CABIN
LIGHTS
FUEL QTY
COM 2
AHRS 2/
(ADC 2)
FUEL
PUMP
PFD #2
KEYPADS
/ AP CTRL
GPS NAV
GIA 1
COM 1
ADC 1
AHRS 1
20A
AVIONICS BUS
AVIONICS
FAN 2
GPS NAV
GIA 2
ESSENTIAL BUS 1
STARTER
AVIONICS
FAN 1
RECOG
LIGHTS
8A
NAV
LIGHTS
STROBE
LIGHTS
PITOT
HEAT
FLAPS
MAIN BUS 2
20A
NON-ESSENTIAL BUS
AP SERVOS
ESSENTIAL
POWER
BAT 2
DME / ADF
AUDIO
PANEL
WEATHER
/ DATA LINK
XPONDER
STDBY
ATTD #1
TRAFFIC
PFD #1
CIRCUIT BREAKER PANEL
30A
BAT 2
BAT 2
SWITCH
AVIONICS
SWITCH
AVIONICS
NON-ESSENTIAL
RELAY
SR20_FM07_2805A
Figure 7-11
Electrical System Schematic - Serials 2016 thru 2240 (1 of 2)
P/N 11934-004
Revision A1
7-53
Section 7
Airplane and Systems Description
Cirrus Design
SR20
LANDING
LIGHT
100A
F ALT 1 B
ALT 1
RELAY
7.5A
ALT 1
SWITCH
MAIN DIST BUS 1
VOLT REG
EXTERNAL
POWER RELAY
EXTERNAL
POWER
LANDING LIGHT
SWITCH
30A
30A
30A
125A
BAT 1
80A
STARTER
50A
STARTER
RELAY
50A
5A
60A
F ALT 2 B
MAIN DIST BUS 2
STARTER
SWITCH
ESSENTIAL DIST BUS
50A
BAT 1
RELAY
BAT 1
SWITCH
30A
30A
30A
30A
30A
VOLT REG
MASTER CONTROL UNIT
8A
MAIN BUS 3
ALT 1
A/C COMPR
CABIN
FAN
ENGINE
INSTR
STALL
WARNING
ROLL
TRIM
PITCH
TRIM
COM 2
AHRS 2/
ADC 2
FUEL
PUMP
PFD #2
MFD #2
CABIN
LIGHTS
AP SERVOS
ESSENTIAL
POWER
BAT 2
KEYPADS
/ AP CTRL
CABIN AIR
CONTROL
GPS NAV
GIA 1
COM 1
ADC 1
AHRS 1
STDBY
ATTD #1
20A
AVIONICS BUS
8A
AVIONICS
FAN 2
GPS NAV
GIA 2
AVIONICS
ICE
LIGHTS
STDBY
ATTD #2
FUEL QTY
MFD #1
ESSENTIAL BUS 1
STARTER
AVIONICS
FAN 1
NAV
LIGHTS
STROBE
LIGHTS
PITOT
HEAT
FLAPS
RECOG
LIGHTS
EVS
CAMERA
12V DC
OUTLET
ALT 2
MAIN BUS 1
A/C COND
ESSENTIAL BUS 2
CONV
LIGHTS
MAIN BUS 2
20A
NON-ESSENTIAL BUS
A/C BUS 2
A/C BUS 1 CONS
ALT 2
SWITCH
PFD #1
DME / ADF
AUDIO
PANEL
DATA LINK/
WEATHER
XPONDER
TRAFFIC
CIRCUIT BREAKER PANEL
30A
BAT 2
BAT 2
SWITCH
AVIONICS
SWITCH
AVIONICS
NON-ESSENTIAL RELAY
SR20_FM07_3613
Figure 7-11
Electrical System Schematic - Serials 2241 & subs (2 of 2)
7-54
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Power Distribution
Power is supplied to the airplane circuits through three distribution
buses contained in the MCU: Main Distribution Bus 1, Main
Distribution Bus 2, and the Essential Distribution Bus. The three
distribution buses power the associated buses on the circuit breaker
panel.
Master Control Unit
The Master Control Unit (MCU) is located on the left firewall. The MCU
controls ALT 1, ALT 2, starter, landing light, external power, and power
generation functions. In addition to ALT 1 and ALT 2 voltage
regulation, the MCU also provides external power reverse polarity
protection, alternator overvoltage protection, as well as electrical
system health annunciations to the Integrated Avionics System. Power
is distributed to the airplane circuit panel buses through Main and
Essential buses in the MCU. The Main distribution buses are
interconnected by an 80-amp fuse and a diode. The diode prevents
ALT 2 from feeding the Main Distribution Bus 1. Additionally, since ALT
2 Bus voltage is slightly higher than ALT 1 voltage, bus separation is
further assured.
Essential Distribution Bus
The Essential Distribution Bus is fed by both Main Distribution Bus 1
and Main Distribution Bus 2 in the MCU through two 50-amp fuses.
The Essential Bus powers two circuit breaker buses through 30-amp
fuses located in the MCU:
• ESS BUS 1,
• ESS BUS 2.
Main Distribution Bus 1
The output from ALT 1 is connected to the Main Distribution Bus 1 in
the MCU through a 100-amp fuse. Main Distribution Bus 1 directly
powers the Landing Light through a 7.5-amp fuse and three circuit
breaker buses through 30-amp fuses located in the MCU:
• A/C BUS 1,
• A/C BUS 2,
• MAIN BUS 3.
P/N 11934-004
Revision A1
7-55
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Main Distribution Bus 2
The output from ALT 2 is connected to the Main Distribution Bus 2 in
the MCU through an 80-amp fuse. Main Distribution Bus 2 powers
three circuit breaker buses through 30-amp fuses located in the MCU:
• NON ESS BUS,
• MAIN BUS 1,
• MAIN BUS 2.
Constant Power Bus - Serials 2241 & subs
The Constant Power Bus is fed by BAT 1 in the MCU through one 5amp fuse located on top of the MCU.
Electrical System Protection
Circuit Breakers, Fuses and Voltage Suppressors
Individual electrical circuits connected to the Main, Essential, and NonEssential Buses in the airplane are protected by re-settable circuit
breakers mounted in the circuit breaker panel on the left side of the
center console. Loads on circuit breaker panel buses are shed by
pulling the individual circuit breakers.
Transient Voltage Suppressors
Transient Voltage Suppressors (TVS) are installed in key ares of the
electrical system to protect the system from lightning strikes. During
lightning strikes, enormous energy spikes can be induced within the
airplane electrical system. In the absence of any transient protection,
this unwanted energy would typically be dissipated in the form of highvoltage discharge across the avionics and electrical systems of the
airplane. By adding a high power TVS at key power entry points on the
electrical busses, unwanted energy from electrical transients is
allowed to dissipate through a semi-conducting pathway to ground.
• Caution •
If smoke and/or fumes are detected in the cabin and it is
suspected that this event was caused by a TVS failure, the
operator should confirm that there is no fire and perform the
Smoke and Fume Elimination Checklist.
Essential Buses
The circuit breaker panel ESS BUS 1 and ESS BUS 2 are powered
directly by ALT 1 and ALT 2 from the MCU Essential Distribution Bus
7-56
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
through 30-amp fuses inside the MCU and also by BAT 2 through the
20-amp BAT 2 circuit breaker.
In the event of ALT 1 or ALT 2 failure, the Essential Buses in the circuit
breaker panel will be powered by the remaining alternator through the
Main Distribution Bus 1 or Main Distribution Bus 2 in the MCU. In the
case of both alternators failing, BAT 1 is connected directly to the
Essential Distribution Bus in the MCU and will power ESS BUS 1 and
ESS BUS 2. In the event of both alternators and BAT 1 failing, BAT 2 is
connected directly to ESS BUS 1.
Main Buses
The circuit breaker panel MAIN BUS 1 and MAIN BUS 2 are powered
by ALT 2 from the MCU Main Distribution Bus 2 and - in the event of
ALT 2 failure - by ALT 1 and BAT 1 from the Main Distribution Bus 2 via
the diode interconnecting the MCU distribution buses through 30-amp
fuses inside the MCU.
The 10-amp AVIONICS circuit breaker on MAIN BUS 1, controlled
through the AVIONICS master switch on the bolster switch panel,
powers all loads on the AVIONICS BUS.
The circuit breaker panel MAIN BUS 3 is powered by ALT 1 and BAT 1
from the MCU Main Distribution Bus 1 through a 30-amp fuse inside
the MCU. In the event of ALT 1 failure, BAT 1 will power MAIN BUS 3.
ALT 2 is prevented from powering MAIN BUS 3 by the isolation diode
interconnecting the MCU distribution buses 1 and 2.
Non-Essential Buses
The circuit breaker panel NON ESS BUS is powered by ALT 2 from
the MCU Main Distribution Bus 2 and - in the event of ALT 2 failure by ALT 1 and BAT 1 from the Main Distribution Bus 2 via the diode
interconnecting the MCU distribution buses through 30-amp fuses
inside the MCU. The Avionics Non-Essential Bus is powered through
the 10-amp AVIONICS circuit breaker on MAIN BUS 1 and is
discussed above.
The circuit breaker panel A/C BUS 1 and A/C BUS 2, is powered by
ALT 1 and BAT 1 from the MCU Main Distribution Bus 1 through a 30amp fuse inside the MCU. In the event of ALT 1 failure, BAT 1 will
power A/C BUS 1 and A/C BUS 2. ALT 2 is prevented from powering
A/C BUS 1 and A/C BUS 2 by the isolation diode interconnecting the
MCU distribution buses 1 and 2.
P/N 11934-004
Revision A1
7-57
Section 7
Airplane and Systems Description
Cirrus Design
SR20
AVIONICS
ICE
LIGHTS
A/C COND
ALT2
STDBY
ATTD #2
ENGINE
INSTR
MFD #2
EVS
CAMERA
STALL
WARNING
CABIN
LIGHTS
12V DC
OUTLET
ROLL
TRIM
FUEL QTY
MFD #1
PITCH
TRIM
AP SERVOS
ESSENTIAL
POWER
KEYPADS/
AP CTRL
ALT 1
A/C COMPR
CABIN
FAN
STARTER
AVIONICS
FAN 2
BAT 2
CABIN AIR
CONTROL
AVIONICS
FAN 1
GPS NAV
GIA 2
GPS NAV
GIA 1
DME / ADF
RECOG
LIGHTS
COM 2
COM 1
AUDIO
PANEL
NAV
LIGHTS
AHRS 2/
ADC 2
ADC 1
DATA LINK/
WEATHER
AHRS 1
XPONDER
TRAFFIC
STROBE
LIGHTS
PITOT
HEAT
FUEL
PUMP
STDBY
ATTD #1
FLAPS
PFD #2
PFD #1
SR20_FM07_3640
Figure 7-12
Circuit Breaker Panel - Serials 2016 thru 2240 (1 of 2)
7-58
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
AVIONICS
ICE
LIGHTS
RECOG
LIGHTS
CONV
LIGHTS
ALT2
STDBY
ATTD #2
ENGINE
INSTR
MFD #2
A/C COND
EVS
CAMERA
STALL
WARNING
CABIN
LIGHTS
ALT 1
12V DC
OUTLET
ROLL
TRIM
FUEL QTY
A/C COMPR
MFD #1
PITCH
TRIM
AP SERVOS
ESSENTIAL
POWER
KEYPADS/
AP CTRL
CABIN
FAN
STARTER
AVIONICS
FAN 2
BAT 2
CABIN AIR
CONTROL
AVIONICS
FAN 1
GPS NAV
GIA 2
GPS NAV
GIA 1
DME / ADF
COM 2
COM 1
AUDIO
PANEL
AHRS 2/
ADC 2
ADC 1
DATA LINK/
WEATHER
AHRS 1
XPONDER
TRAFFIC
NAV
LIGHTS
STROBE
LIGHTS
PITOT
HEAT
FUEL
PUMP
STDBY
ATTD #1
FLAPS
PFD #2
PFD #1
SR20_FM07_3641
Figure 7-12
Circuit Breaker Panel - Serials 2241 & subs (2 of 2)
P/N 11934-004
Revision A1
7-59
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Electrical System Control
The rocker type electrical system MASTER switches are ‘on’ in the up
position and ‘off’ in the down position. The switches, labeled BAT 2,
BAT 1, ALT 1, ALT 2 are located in the bolster switch panel
immediately below the instrument panel. These switches, along with
the AVIONICS master switch, control all electrical power to the
airplane.
Battery Switches
The BAT 1 and BAT 2 switches control the respective battery. Setting
the BAT 1 switch 'on' energizes a relay connecting BAT 1 to the MCU
Distribution Buses (also energizing the circuit breaker panel buses)
and the open contacts of the starter relay. Setting the BAT 2 switch 'on’
energizes a relay connecting BAT 2 to the circuit breaker panel ESS
BUS 1. Normally, for flight operations, all master switches will be 'on'
However, the BAT 1 and BAT 2 switches can be turned 'on' separately
to check equipment while on the ground. Setting only the BAT 2 switch
'on' will energize those systems connected to the circuit breaker
panel’s ESS BUS 1 and ESS BUS 2. If any system on the other buses
is energized, a failure of the Distribution Bus interconnect isolation
diode is indicated. When the BAT 1 switch is set to 'on,' the remaining
systems will be energized. To check or use non-essential avionics
equipment or radios while on the ground, the AVIONICS master switch
must also be turned on.
Alternator Switches
The ALT 1 and ALT 2 switches control field power to the respective
alternator. For ALT 1 to start, the BAT 1 switch must be 'on'. Setting the
ALT 1 switch 'on' energizes a relay allowing 28 VDC from the 5 amp
ALT 1 circuit breaker on A/C BUS 1 to be applied to a voltage regulator
for ALT 1. For ALT 2 to start, either the BAT 1 switch or the BAT 2
switch must be 'on.' Setting the ALT 2 switch 'on' energizes a relay
allowing 28 VDC from the 5 amp ALT 2 circuit breaker on ESS BUS 2
to be applied to voltage regulator for ALT 2. Positioning either ALT
switch to the OFF position removes the affected alternator from the
electrical system.
• Caution •
Continued operation with the alternators switched off will
reduce battery power enough to open the battery relay,
remove power from the alternator field, and prevent alternator
restart.
7-60
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
AVIONICS Master Switch
A rocker switch, labeled AVIONICS, controls electrical power from the
circuit breaker panel (MAIN BUS 1) to the Avionics Bus. The switch is
located next to the ALT and BAT Master switches. Typically, the switch
is used to energize or de-energize all non-essential avionics on the
AVIONICS bus simultaneously. With the switch in the OFF position, no
electrical power will be applied to the non-essential avionics
equipment, regardless of the position of the MASTER switch or the
individual equipment switches. For normal operations, the AVIONICS
switch should be placed in the OFF position prior to activating the
MASTER switches, starting the engine, or applying an external power
source.
Ground Service Receptacle
A ground service receptacle is located just aft of the cowl on the left
side of the airplane. This receptacle is installed to permit the use of an
external power source for cold weather starting and maintenance
procedures requiring reliable power for an extended period. The
external power source must be regulated to 28 VDC. The external
power control contactor is wired through the BAT 1 MASTER switch so
that the BAT 1 switch must be 'on' to apply external power.
Refer to Section 8, Ground Handling for use of external power and
special precautions to be followed.
P/N 11934-004
Revision A1
7-61
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Electrical Indicating
Electrical system information is displayed as bar graphs and text on
the MFD’s ENGINE page. When the ENGINE page is not active or in
the case of an electronic display failure (backup mode), Battery 1
ampere output and Essential Bus voltage output are displayed along
the LH edge of the display. Electrical data is acquired by the Engine
Airframe Unit which transmits the data to the Engine Indicating System
for display as described in the following pages.
• Note •
A “Red X” through any electronic display field indicates that
the display field is not receiving valid data and should be
considered inoperative.
Electrical System Annunciations
Electrical system health, caution, and warning messages are
displayed in color-coded text in the Crew Alerting System (CAS)
window located to the right of the Altimeter and Vertical Speed
Indicator. In combination with a CAS alert, the affected electrical
parameter displayed on the ENGINE page changes to the
corresponding color of CAS alert and the annunciation system issues
an audio alert.
• Note •
For specific pilot actions in response to Electrical System
Annunciations, refer to Section 3 - Emergency Procedures,
Electrical System Emergencies, and Section 3A - Abnormal
Procedures, Electrical System.
For additional information on Engine Instrument Markings and
Annunciations, refer to Section 2: Limitations.
For additional information on the System Annunciations And
Alerts, refer to the Perspective Integrated Avionics System
description in this section.
7-62
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Density Alt
8000 Ft
Oat 31°F -1°C (ISA +0°C)
1 2
Electrical System Indication
3 4 5 6 7 8 9 10
11
12
Electrical and Lighting Controls
LEGEND
1. Essential & Main Bus Voltage
2. Alternator & Battery Current
3. Battery 2
4. Battery 1
5. Alternator 1
6. Alternator 2
7. Avionics
8. Navigation
9. Strobe
10. Landing Light
11. Panel Dimmer
12. Instrument Dimmer
SR20_FM07_2810B
Figure 7-13
Electrical / Lighting Controls and Indicating
P/N 11934-004
Revision A1
7-63
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Lighting Systems
Exterior Lighting
The airplane is equipped with wing tip navigation lights with integral
anti-collision strobe lights and recognition lights. The landing light is
located in the lower cowl.
Navigation Lights
The airplane is equipped with standard wing tip navigation lights. The
lights are controlled through the NAV light switch on the instrument
panel bolster.
28 VDC for navigation light operation is supplied through the 5-amp
NAV LIGHTS circuit breaker on the NON ESS BUS.
Strobe Light
Anti-collision strobe lights are installed integral with the standard
navigation lights. Each strobe is flashed by a separate power supply.
The strobe power supplies are controlled through the STROBE light
switch on the instrument panel bolster.
28 VDC for strobe light and control circuits is supplied through the 5amp STROBE LIGHTS circuit breaker on the NON ESS BUS.
Landing Light
A High Intensity Discharge (HID) landing light is mounted in the lower
engine cowl. The landing light is controlled through the LAND light
switch on the instrument panel bolster.
Setting the LAND light switch 'on' energizes the landing light control
relay in the Master Control Unit (MCU) completing a 28 VDC circuit
from the airplane Main Distribution Bus 1 to the light's ballast located
on the firewall. The ballast provides boosted voltage to illuminate the
HID lamp.
A 7.5-amp fuse on the Main Distribution Bus 1 in the MCU protects the
circuit.
Recognition Lights
The airplane is equipped with recognition lights on the leading edge of
the wing tips. The lights are controlled through the landing light switch
on the instrument panel bolster.
28 VDC for recognition light operation is supplied through the 5-amp
RECOG LIGHTS circuit breaker on the NON ESS BUS.
7-64
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Interior Lighting
Interior lighting for the airplane consists of overhead lights for general
cabin lighting, individual lights for the pilots and passengers, and
dimmable panel floodlights. The flight instrumentation and avionics
equipment lights are dimmable.
Instrument Lights
Instrument lighting for the airplane includes: Primary Flight and
Multifunction Display backlighting and bezel, bolster switch panel,
audio panel keys, FMS keyboard, and optionally installed GMC 705
AFCS Control Unit, incandescent lights in the standby instrument
bezels, key backlighting and status lighting for the flap and
Environmental Control System (ECS) control panels. Associated
lighting is adjustable through the INSTRUMENT dimmer control on the
instrument panel bolster. The dimmer is OFF when rotated fully
counterclockwise, all systems revert to daytime lighting in this position
(not full DIM).
In daytime lighting (knob OFF/full counterclockwise):
• Standby instruments, all Avionics system keypads and the
bolster switch panel are unlit
• MFD and PFD screen illumination is controlled by automatic
photocell (providing full brightness in high light conditions, only
slightly reduced by darkness)
• ECS and control panels are backlight and their status lights at
maximum intensity
With active dimming (knob moved clockwise), the full bright position
(full clockwise) applies maximum illumination to keys and switches, to
standby instruments and to status lights, but the PFD/MFD screen
illumination is at a substantially reduced level (levels still appropriate
for night flight). Maximum screen illumination (appropriate for daytime
use) is with the dimmer OFF/full counterclockwise.
The instrument light circuits operate on 28 VDC supplied through the
5-amp CABIN LIGHTS circuit breaker on MAIN BUS.
Panel Flood Lights
A string of red LEDs mounted under the instrument panel glareshield
provide flood lighting for the instrument panel. The lights are controlled
through the PANEL dimmer control on the instrument panel bolster.
P/N 11934-004
Revision A1
7-65
Section 7
Airplane and Systems Description
Cirrus Design
SR20
The panel lights operate on 28 VDC supplied through the 5-amp
CABIN LIGHTS circuit breaker on MAIN BUS 1.
Reading Lights
Individual eyeball-type reading lights are installed in the headliner
above each passenger position. Each light is aimed by positioning the
lens in the socket and is controlled by a push-button switch located
next to the light. The pilot and copilot reading lights are also dimmable
through the PANEL lights control on the instrument panel bolster. The
reading lights are powered by 28 VDC supplied through the 5-amp
CABIN LIGHTS circuit breaker on MAIN BUS 1.
Overhead Dome Light
General cabin lighting is provided by a dome light located in the
headliner at the approximate center of the cabin.
Serials 2016 thru 2302:
The dome light is controlled through the OVERHEAD light control on
the instrument panel bolster or by the switch next to the light assembly
on the ceiling of the airplane. On airplanes with OVERHEAD light
control on the instrument panel bolster, rotating the knob clockwise
from the off position will illuminate the light and control its intensity.
The dome light is powered by 28 VDC supplied through the 5-amp
CABIN LIGHTS circuit breaker on MAIN BUS 1.
Serials 2303 & subs w/o Convenience Lighting:
The dome light is controlled through the cabin light switch located next
to the light assembly on the ceiling of the airplane.
The dome light is powered by 28 VDC supplied through the 5-amp
CABIN LIGHTS circuit breaker on MAIN BUS 1.
7-66
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Convenience Lighting
Serials 2303 & subs w/ Convenience Lighting:
The convenience lighting option consists of the overhead dome light,
overhead baggage compartment lights, interior footwell lights, exterior
entry step lights, and a key fob.
Overhead Dome Light
General cabin lighting is provided by a dome light located in the
headliner at the approximate center of the cabin.
Overhead Baggage Compartment Lights
General baggage compartment lighting is provided by lights located in
the headliner.
Footwell Lights
General floor lighting is provided by footwell lights located throughout
the cabin.
Entry Step Lights
Illumination of the entry steps is provided by lights located above each
step.
Convenience lighting is controlled by the cabin light switch located on
the ceiling of the airplane. 28 VDC for convenience lighting is supplied
through the 3-amp CONV LIGHTS circuit breaker on the CONS BUS.
Key Fob
Remote operation of the door locks is provided by a battery-powered
key fob. Refer to Cabin Doors description in this section.
P/N 11934-004
Revision A1
7-67
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Convenience Lighting Operation
When the cabin light switch is in the ON position:
• Dome light and footwell lights will turn on.
• Entry step lights will turn on when either cabin door is opened or
the doors are unlocked via the key fob and will turn off when
both cabin doors are closed or the doors are locked via the key
fob.
• Baggage compartment lights will turn on when baggage door is
opened and will turn off when baggage door is closed.
When the cabin light switch is in the OFF position:
• Dome light, baggage compartment lights, footwell lights, and
entry step lights will turn off.
When the cabin light switch is in the AUTO position:
• Dome light, footwell lights, and entry step lights will turn on when
either cabin door is opened or the doors are unlocked via the
key fob and will turn off when both cabin doors are closed or the
doors are locked via the key fob.
• Baggage compartment lights will turn on when baggage door is
opened and will turn off when baggage door is closed.
When aircraft power is turned off all convenience lighting will turn off
after several minutes of illumination.
7-68
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Environmental System
• Note •
To facilitate faster cabin cooling, prior to engine start leave the
cabin doors open for a short time to allow hot air to escape.
Standard cabin heating and ventilation is accomplished by supplying
conditioned air from the heat exchanger for heating and windshield
defrost and fresh outside air for ventilation. The environmental system
consists of a fresh air inlet in the lower RH cowl, a heat exchanger
around the RH engine exhaust muffler, an air mixing chamber, air
ducting for distribution, a distribution manifold, a windshield diffuser,
crew and passenger air vents, and associated plumbing, controls,
actuators, wiring for system flow-selection and temperature control.
An optional 3-speed blower fan is available to supplement airflow
when ram air may be inadequate such as during ground operation.
Serials 2016 thru 2064: 28 VDC for Environmental System Control
Panel operation is supplied through the 2-amp CABIN AIR CONTROL
breaker on MAIN BUS 1.
Serials 2065 & subs: 28 VDC for Environmental System Control Panel
operation is supplied 2-amp CABIN AIR CONTROL breaker on the
MAIN BUS 1.
The optional Blower Fan is powered by 28 VDC supplied through a 15amp CABIN FAN breaker on A/C BUS 2.
Serials 2065 and subs with Optional Air Conditioning System:
The Air Conditioning System is designed to cool the cabin to desired
temperature settings and maintain comfortable humidity levels. The
system consists of an engine driven compressor, condenser
assembly, and evaporator assembly.
28 VDC for Air Conditioner Condenser operation is supplied through
the 15-amp A/C COND breaker on A/C BUS 1.
28 VDC for Air Conditioner Compressor operation is supplied through
the 5-amp A/C COMPR breaker on A/C BUS 2.
The airplane engine must be running for the air conditioner to operate.
P/N 11934-004
Revision A1
7-69
Section 7
Airplane and Systems Description
Cirrus Design
SR20
RAM AIR
RAM AIR
HOT AIR
VALVE
HEAT
EXCHANGER
MIXING
CHAMBER
FRESH AIR
VALVE
CONTROL PANEL
AIR FLOW VALVE
SERVO MOTOR
FLOOR AIRFLOW
WINDSHIELD
DIFFUSER
PANEL AIRFLOW
DISTRIBUTION
MANIFOLD
AIR GASPER
FAN
ASSEMBLY
FOOT-WARMER
DIFFUSER
NOTE: Illustration depicts maximum
cabin cooling airflows and
selector settings with optional
Fan installation.
SR20_FM07_2781
Figure 7-14
Standard Environmental System
7-70
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
RAM AIR
S
RAM AIR
HOT AIR
VALVE
P
COMPRESSOR
WINDSHIELD
DIFFUSER
MIXING
CHAMBER
HEAT
EXCHANGER
FRESH AIR
VALVE
AIR FLOW VALVE
SERVO MOTOR
FLOOR
AIRFLOW
CONTROL PANEL
PANEL AIRFLOW
DISTRIBUTION
MANIFOLD
S
AIR
GASPER
EVAPORATOR
ASSEMBLY
P
RECIRCULATION
CHECK VALVE
CONDENSER
ASSEMBLY
FOOT-WARMER
DIFFUSER
NOTE: llustration depicts maximum cabin
cooling airflows and selector settings
while on ground or warm outside air
temperatures.
SR20_FM09_3361
Figure 7-15
Optional Air Conditioning System
P/N 11934-004
Revision A1
7-71
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Distribution
Ventilation and cooling is provided by ducting fresh air from a NACA
inlet on the RH cowl to the mixing chamber located on the lower RH
portion of the firewall. Depending on operating mode and temperature
selection, the air in the mixing chamber is ducted directly into the
distribution system or, if in air conditioning mode (optional), is further
cooled as it passes through the evaporator assembly located under
the front passenger seat.
Heating is accomplished by mixing ventilation air from the fresh air
inlet with heated air provided by the heat exchanger in the mixing
chamber on the firewall. From the mixing chamber - which also
controls airflow into the cabin compartment - the conditioned air is
forced by ram air pressure or by blower fan into a distribution manifold
mounted to the center, aft side of the firewall. The distribution manifold
uses butterfly valves to control airflow to the floor and defrost vents.
Airflow is ducted directly to all panel air vents.
Crew panel air vents are located inboard on the RH and LH bolster
panels and on the outboard section of the instrument panel. The crew
floor air vents are mounted to the bottom of each kick plate. The
passenger panel air vents are chest high outlets mounted in the
armrests integral to the LH and RH cabin wall trim panels. The
passenger floor air vents are mounted to the bottom portion of the LH
and RH cabin wall trim panels. The windshield diffuser, located in the
glareshield assembly, directs conditioned air to the base of the
windshield.
Heating
Ram air from the NACA inlet flows through the upper cowl and is
ducted to the heat exchanger. The heated air is then routed to the hot
air valve, mounted to the forward side of the firewall, which controls
entry of hot air into the cabin distribution system. When the valve is
open, the air flows into the cabin mixing chamber. When the valve is
closed, the heated air exits into the engine compartment and is
exhausted overboard with the engine cooling airflow. Cabin heat is
regulated by controlling the volume of hot air admitted into the
distribution system’s air mixing chamber. The proportion of heated air
to fresh air is accomplished using the temperature selector mounted
on the RH instrument panel.
7-72
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Cooling
Standard cabin cooling is provided by ram air admitted through the
NACA inlet on the RH cowl to the fresh air valve, mounted to the
forward side of the firewall. When the fresh air valve is open, the air
flows into the cabin mixing chamber. When the fresh air valve is
closed, the cooled air exits into the engine compartment and is
exhausted overboard with the engine cooling airflow.
In Air Conditioning mode (optional), R134A refrigerant enters the
engine mounted compressor as a vapor and is pressurized until the
heat-laden vapor reaches a point much hotter than the outside air. The
compressor then pumps the vapor to the condenser where it cools,
changes to a liquid, and passes to the receiver-drier. The receiverdrier’s function is to filter, remove moisture, and ensure a steady flow
of liquid refrigerant into the evaporator through the expansion valve - a
temperature controlled metering valve which regulates the flow of
liquid refrigerant to the evaporator. Inside the evaporator, the liquid
refrigerant changes state to a gas and in doing so, absorbs heat. The
evaporator then absorbs the heat from the air passing over the coils
and the moisture from the air condenses and is drained overboard
through the belly of the airplane. From the evaporator, the refrigerant
vapor returns to the compressor where the cycle is repeated. During
normal air conditioning operation, ram air from the fresh air intake
flows into the evaporator assembly, is cooled as it passes through the
evaporator coils, and is then ducted forward to the distribution
manifold.
Airflow Selection
The airflow selector on the system control panel regulates the volume
of airflow allowed into the cabin distribution system. When the airflow
selector is moved past the OFF position an electro-mechanical linkage
actuates a valve in the mixing chamber on the forward firewall to the
full open position. The air is then distributed by either ram air or blower
fan to the distribution manifold mounted to the center, aft side of the
firewall. The airflow system modes are as follows: OFF (ram air), 1
(low fan), 2 (medium fan), and 3 (high fan).
P/N 11934-004
Revision A1
7-73
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Vent Selection
Air from the distribution manifold is proportioned and directed to
passengers and/or the windshield by pressing the cabin vent selector
buttons which electrically actuate butterfly valves at the entrances to
the windshield diffuser and the cabin floor ducting.
When the Temperature Selector is in the blue “cool” zone, there is
continuous airflow to the panel and armrest eyeball outlets. Each
occupant can control the flow rate from 'off' to maximum by rotating the
nozzle.
When the Panel selector button is pushed, both butterfly valves are
closed providing maximum airflow to the instrument panel and armrest
eyeball outlets.
Pressing the Panel-Foot selector button opens the cabin floor butterfly
valve allowing airflow to the rear seat foot warmer diffusers and the
front seat outlets mounted to the underside of each kickplate.
Selecting Panel-Foot-Windshield button opens the windshield diffuser
butterfly valve which permits shared airflow to the defrosting
mechanism and cabin floor outlets.
When the Windshield selector button is pushed the cabin floor butterfly
valve is closed providing maximum airflow to the windshield diffuser.
Temperature Selection
The temperature selector is electrically linked to the hot and cold air
valves. Rotating the selector simultaneously opens and closes the two
valves, permitting hot and cold air to mix and enter the distribution
system. Rotating the selector clockwise, permits warmer air to enter
the system - counterclockwise, cooler air.
On airplane with the optional Air Conditioning System installed, when
the air conditioning button (snowflake) is pushed, the valve on the
firewall completely closes and the air conditioner is activated. When
recirculation button is pushed, the fresh air valve completely closes
and cabin air is recirculated to provide for maximum air conditioning
operation. When the air conditioning system is on and the temperature
selector is rotated to the full cool position, recirculating mode can be
activated to provide maximum cabin cooling. Air conditioning or
recirculating mode is not available when the airflow fan selector is in
the “0” position. Recirculating mode is not available unless the air
conditioning system is operating.
7-74
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Rotating the selector controls the volume of airflow
allowed into the cabin distribution system through
use of an electro-mechanical linkage to a butterfly
(hot air) valve in the mixing chamber on the forward
firewall. When the airflow selector fan speed is
moved to the 1, 2, or 3 position the electro-mechanical
linkage actuates the hot air valve to the full open
position and the 3-speed blower fan is turned on.
VENTS
Maximum airflow
to defroster.
AIRFLOW
Shared airflow to the
defroster, cabin floor,
and panel outlets.
Maximum air
conditioning
(recirculation)
mode. AC ON
illuminated.
Maximum airflow to
the rear seat foot warmer
diffusers and the front
seat kickplate outlets.
TEMPERATURE
Maximum airflow
to the panel and
armrest air gaspers.
Air conditioning mode.
AC ON illuminated.
Rotating the selector simultaneously
opens and closes the hot and fresh air
butterfly valves, permitting conditioned
(mixed) air to enter distribution system.
NOTE: Illustration depicts settings for Emergency Procedures
Smoke and Fume Elimination.
If source of smoke and fume is firewall forward, turn
Airflow Selector OFF.
SR20_FM09_3362
Figure 7-16
Environmental System Operation
P/N 11934-004
Revision A1
7-75
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Stall Warning System
The airplane is equipped with an electro-pneumatic stall warning
system to provide audible warning of an approach to aerodynamic
stall. The system consists of an inlet in the leading edge of the right
wing, a pressure switch and associated plumbing.
As the airplane approaches a stall, the low pressure on the upper
surface of the wings moves forward around the leading edge of the
wings. As the low pressure area passes over the stall warning inlet, a
slight negative pressure is sensed by the pressure switch. The
pressure switch then provides a signal to cause the warning horn to
sound, the red STALL warning CAS annunciation to illuminate, and, if
engaged, the autopilot system to disconnect.
The warning sounds at approximately 5 knots above stall with full flaps
and power off in wings level flight and at slightly greater margins in
turning and accelerated flight.
The system operates on 28 VDC supplied though the 2-amp STALL
WARNING circuit breaker on the ESS BUS 2.
Preflight Check
With battery power on, the stall warning system preflight check is
accomplished as follows:
Stall warning system preflight check:
1. Use small suction cup and apply suction. A sound from the
warning horn will confirm that the system is operative.
7-76
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
Pitot-Static System
The Pitot-Static system consists of a single heated Pitot tube mounted
on the left wing and dual static ports mounted in the fuselage. The
Pitot heat is pilot controlled through a panel-mounted switch. An
internally mounted alternate static pressure source provides backup
static pressure should that the primary static source becomes blocked.
Water traps with drains, under the floor in the cabin, are installed at
each Pitot and static line low point to collect any moisture that enters
the system. The traps should be drained at the annual inspection and
when water in the system is known or suspected.
Pitot Heat Switch
The heated Pitot system consists of a heating element in the Pitot
tube, a rocker switch labeled PITOT HEAT, and associated wiring. The
switch and circuit breaker are located on the left side of the switch and
control panel. When the Pitot heat switch is turned on, the element in
the Pitot tube is heated electrically to maintain proper operation in
possible icing conditions. The Pitot heat system operates on 28 VDC
supplied through the 7.5-amp PITOT HEAT circuit breaker on the
NON-ESSENTIAL BUS.
Pitot Heat Annunciation
Illumination of the PITOT HEAT FAIL Caution indicates that the Pitot
Heat switch is ON and the Pitot heater is not receiving electrical
current. Illumination of PITOT HEAT REQD Caution indicates the
system detects OAT is less than 41°F (5°C) and Pitot Heat Switch is
OFF. A current sensor on the Pitot heater power supply wire provides
current sensing.
Alternate Static Source
An alternate static pressure source valve is installed on the switch and
control panel to the right of the pilot's leg. This valve supplies static
pressure from inside the cabin instead of the external static port. If
erroneous instrument readings are suspected due to water or ice in
the pressure line going to the standard external static pressure source,
the alternate static source valve should be turned on. Pressures within
the cabin will vary with open heater/vents. Whenever the alternate
static pressure source is selected, refer to Section 5: Performance
Data for airspeed calibration and altitude corrections to be applied.
P/N 11934-004
Revision A1
7-77
Section 7
Airplane and Systems Description
AIR DATA COMPUTER
Cirrus Design
SR20
AIR DATA COMPUTER 2 (optional)
PFD Air Data
AIRSPEED
INDICATOR
ALTIMETER
ALTERNATE
STATIC
AIR SOURCE
PITOT-STATIC
WATER TRAPS
PITOT MAST
STATIC
BUTTONS
HEATER
Annunciation
PITOT HEAT
CURRENT
SENSOR
7.5A
LOGIC
PITOT
HEAT
CB
PITOT HEAT SW
ENGINE AIRFRAME UNIT
SR20_FM07_2793B
Figure 7-17
Pitot-Static System - Serials w/o MD302 (1 of 2)
7-78
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
AIR DATA COMPUTER
AIR DATA COMPUTER 2 (optional)
PFD Air Data
MD302 STANDBY
ATTITUDE MODULE
ALTERNATE
STATIC
AIR SOURCE
PITOT-STATIC
WATER TRAPS
PITOT MAST
STATIC
BUTTONS
HEATER
Annunciation
PITOT HEAT
CURRENT
SENSOR
7.5A
LOGIC
PITOT
HEAT
CB
PITOT HEAT SW
ENGINE AIRFRAME UNIT
SR20_FM07_4249
Figure 7-17
Pitot-Static System - Serials 2273 & subs w/ MD302 (2 of 2)
P/N 11934-004
Revision A1
7-79
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Avionics
Perspective Integrated Avionics System
The Perspective Integrated Avionics System provides advanced
cockpit functionality and improved situational awareness through the
use of fully integrated flight, engine, communication, navigation and
monitoring equipment, and consists of the following components:
• GDU Primary Flight Display (PFD)
• GDU Multifunction Display (MFD)
• GCU 478 Flight Management System Keyboard
• GRS 77 Attitude and Heading Reference System
• GDC 74A Air Data Computer
• GIA 63W Integrated Avionics Units
• GEA 71 Engine Airframe Unit
• GTX 32 Mode A, C, or GTX 33 Mode S, or GTX 33 ES Mode S
with Extended Squitter (Optional)
• GMA 347 or 350 Audio Panel with Marker Beacon Receiver
• GFC 700 3-Axis Autopilot and GMC 705 Controller (Optional)
• GSR 56 Iridium Global Satellite Datalink (Optional)
• GDL 69/69A XM Satellite Weather/Radio Receiver (Optional)
- GRT 10 XM Radio Remote Transceiver (Optional)
- GRC 10 XM Radio Remote Control (Optional)
• S-Tec System 55X Autopilot (Optional)
• S-Tec System 55SR Autopilot (Optional)
• Traffic Advisory System (Optional)
• Weather Information System (Optional)
• Bendix/King KR 87 Automatic Direction Finder (Optional)
• Bendix/King KN 63 Distance Measuring Equipment (Optional)
• Synthetic Vision System (Optional)
• Max Viz Enhanced Vision System (Optional)
• MD302 Standby Attitude Module (Optional)
Refer to the Perspective Integrated Avionics System Pilot’s Guide for a
detailed description of the system and it’s operating modes.
7-80
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
PFD
MFD
XM RADIO
RECEIVER
(optional)
XM SATELLITE DATA
LINK RECEIVER
(optional)
FMS KEYBOARD
MAG 1
AHRS 1
AIR DATA
COMPUTER 1
AUTOPILOT
MODE CONTROLLER
(optional)
IRIDIUM GLOBAL
SATELLITE
DATALINK
(optional)
MAG 2
AHRS 2
(optional)
AIR DATA
COMPUTER 2
(optional)
AUDIO PANEL
INTEGRATED
AVIONICS UNIT 1
TRANSPONDER
INTEGRATED
AVIONICS UNIT 2
PITCH SERVO
(optional)
ENGINE
AIRFRAME UNIT
ROLL SERVO
(optional)
PITCH TRIM ADAPTER
(optional)
SR20_FM07_2914B
Figure 7-18
Perspective Integrated Avionics System Schematic
P/N 11934-004
Revision A1
7-81
Section 7
Airplane and Systems Description
Cirrus Design
SR20
GDU Primary Flight Display
The Primary Flight Display, located directly in front of the pilot, is
intended to be the primary display of flight parameter information
(attitude, airspeed, heading, and altitude) during normal operations.
The PFD accepts data from a variety of sources, including the MFD
and the Integrated Avionics Units through a high-speed data bus
connection. In conjunction with Flight Management System Keyboard,
the PFD also controls and displays all communication and navigation
frequencies as well as displaying warning/status annunciations on
airplane systems. During engine start, reversionary operation (MFD
failure), or when the DISPLAY BACKUP switch is selected, engine
system information is displayed on the PFD.
Redundant power sources provide 28 VDC for PFD operation. Power
is supplied through the 5-amp PFD 1 circuit breaker on the ESS BUS
1 and the 5-amp PFD 2 circuit breaker on MAIN BUS 2. Either circuit is
capable of powering the PFD. System start-up is automatic once
power is applied. Power-on default brightness is determined by
ambient lighting and is user adjustable. Typical alignment time is 60
seconds from battery turn on.
Display Backup Mode
In the event of a detected display failure, the Integrated Avionics
System automatically switches to Display Backup Mode. In Display
Backup Mode, all essential flight information from the PFD is
presented on the remaining display in the same format as in normal
operating mode with the addition of the Engine Indicating System. The
change to backup is completely automated and no pilot action is
required. However, if the system fails to detect a display problem,
Display Backup Mode may be manually activated by pressing the red
DISPLAY BACKUP Button. Pressing this button again deactivates
Display Backup Mode.
GDU Multifunction Display
The Multifunction Display, located above the center console, depicts
navigation, terrain, lightning, traffic data, NAV/COM frequencies, and
annunciation information. All engine data is displayed on a dedicated
ENGINE page. When the ENGINE page is not shown, all essential
engine information is shown on an Engine Strip at the edge of the
display.
Redundant power sources provide 28 VDC for MFD operation. Power
is supplied through the 5-amp MFD 1 circuit breaker on the MAIN BUS
7-82
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
3 and the 5-amp MFD 2 circuit breaker on MAIN BUS 1. Either circuit
is capable of powering the MFD. System start-up is automatic once
power is applied. Power-on default brightness is determined by
ambient lighting and is user adjustable.
GCU 478 Flight Management System Keyboard
The Flight Management System Keyboard is found on the upper
section of the center console and is the primary interface for avionics
system data entry, PFD/MFD operation, NAV/COM tuning, and
heading, course and altitude selection.
28 VDC for Flight Management System Keyboard operation is
supplied through the 5-amp KEYPADS / AP CTRL circuit breaker on
MAIN BUS 1.
GRS 77 Attitude and Heading Reference System (AHRS)
The Attitude and Heading Reference System (AHRS) unit(s), mounted
behind the PFD, provide airplane attitude and heading information to
both the PFD and the primary Air Data Computer. The AHRS units(s)
contain advanced sensors (including accelerometers and rate
sensors) and interfaces with the; primary Magnetometer to obtain
magnetic field information, the Air Data Computer to obtain air data,
and both Integrated Avionics Units to obtain GPS information.
28 VDC for AHRS 1 operation is supplied through the 5-amp AHRS 1
circuit breaker on the ESS BUS 1. If option installed, 28 VDC for
AHRS 2 operation is supplied through the 5-amp AHRS 2 circuit
breaker on the MAIN BUS 2.
GDC 74A Air Data Computer (ADC)
The Air Data Computer(s), mounted behind the instrument panel to
the right of the MFD, process data from the Pitot/Static system and
outside air temperature (OAT) sensor(s). This unit(s) provide pressure
altitude, airspeed, vertical speed and OAT information to the
Integrated Avionics System, and communicate with the primary PFD,
Integrated Avionics Unit, and AHRS units. The Air Data Computer(s) is
also connected directly to the Outside Air Temperature probe(s) and
Pitot-Static System.
28 VDC for ADC 1 operation is supplied through the 5-amp ADC 1
circuit breaker on the ESS BUS 1. If option installed, 28VDC for ADC 2
operation is supplied through a 5-amp AHRS 2 / ADC 2 circuit breaker
on the MAIN BUS 2.
P/N 11934-004
Revision A1
7-83
Section 7
Airplane and Systems Description
1
2
3 4 5 6
13 14 15 16
Cirrus Design
SR20
7 8 9
17
Legend
1. Soft Keys
2. PFD
3. PFD Range/Pan Joystick
4. Barometric Pressure
5. COM Transceiver Selection & Tune
6. COM Frequency Transfer
(& 121.5 Emer Tune)
7. COM Volume and Squelch
8. Display Backup Selection
9. NAV and ID Audio Volume
10. NAV Frequency Transfer
10 11
18
12
1
19 20 21
11. NAV Transceiver Selection & Tune
12. MFD
13. PFD Direct-to-Course
14. PFD Flight Plan Page
15. PFD Clear/Cancel Information
16. PFD Flight Management System
17. GFC 705 Mode Controller (opt)
18. Audio Panel
19. PFD Enter Key
20. PFD Procedures
21. PFD Menu Key
SR20_FM07_2807B
Figure 7-19
Perspective Integrated Avionics System (Sheet 1 of 2)
7-84
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
22 23 24
25 26 27
28 29
GARMIN
HDG
D
31
IDENT
FMS/XPDR
COM/NAV
MENU
30
FMS
RANGE
XPDR
-
40
FPL
PUSH SYNC
PROC
COM
DFLT MAP
CLR
PUSH
ENT
PUSH
CRSR/1-2
CRS
A
39
G
PUSH CTR
ALT SEL
B
L
38
H
R
PUSH SYNC
C
M
W
D
I
N
S
X
+
NAV
E
J
O
T
Y
35
33
34
F
1
2
3
4
5
6
7
8
9
0
+/-
K
P
35
Q
V
U
Z
PAN
EMERG
32
SPC
BKSP
37
36
Flight Management System Keyboard
Legend
22. MFD Clear/Cancel Information
(Default Map)
23. MFD Flight Plan Page
24. MFD Direct-to-Course
25. MFD Menu
26. MFD Procedures
27. MFD Enter Key
28. COM Tuning Mode
29. FMS Mode
30. Transponder Mode (Ident)
31. NAV Tuning Mode
32. MFD Range/Pan Joystick
33. Frequency Transfer (121.5 Tune)
34. MFD FMS XPDR/NAV/COM Control
35. Alphanumeric Keys
36. Backspace Key
37. Space Key
38. Altitude Selection (PFD)
39. Course Selection (HSI)
40. Heading Selection (PFD HSI)
SR20_FM07_2820
Figure 7-19
Perspective Integrated Avionics System (Sheet 2 of 2)
P/N 11934-004
Revision A1
7-85
Section 7
Airplane and Systems Description
Cirrus Design
SR20
GIA 63W Integrated Avionics Units
The Integrated Avionics Units, located behind the MFD and instrument
panel, function as the main communication hub, linking all Integrated
Avionics System components with the PFD. Each Integrated Avionics
Unit contains a GPS WAAS receiver, VHF COM/NAV/GS receivers,
system integration microprocessors, and flight director if the optional
AFCS is installed. The Integrated Avionics Units are not paired
together and do not communicate with each other directly.
28 VDC for Integrated Avionics Unit 1 operation is supplied through
the 7.5-amp COM 1 and 5-amp GPS NAV GIA 1 circuit breakers on
the ESS BUS 1. 28 VDC for Integrated Avionics Unit 2 operation is
supplied through the 7.5-amp COM 2 and 5-amp GPS NAV GIA 2
circuit breakers on the MAIN BUS 2.
GEA 71 Engine Airframe Unit
The Engine Airframe Unit, mounted behind the MFD, receives and
processes analog signals from the fuel gaging system, CHT, EGT,
MAP, RPM and other sensors and transmits this data to the Integrated
Avionics Unit.
28 VDC for Engine Airframe Unit operation is supplied through the 3amp ENGINE INSTR circuit breaker on the ESS BUS 2.
GTX 32 Transponder
The GTX 32 solid-state transponder communicates with the primary
Integrated Avionics Unit and provides Modes A and C interrogation/
reply capabilities. The transponder is controlled via the PFD or Flight
Management System Keyboard and is located in the empennage
avionics compartment.
28 VDC for Transponder operation is supplied through the 2-amp
XPONDER circuit breaker on AVIONICS BUS. Refer to the
Perspective Integrated Avionics System Pilot’s Guide for a complete
description of the system, its operating modes, and additional detailed
operating procedures.
7-86
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
GMA 347 or 350 Audio Panel with Marker Beacon Receiver
The 347 or 350 Audio Panel, installed on the center console below the
Flight Management System Keyboard, integrates NAV/COM digital
audio, intercom and marker beacon controls. The VHF
communications portion of the unit interfaces with both Integrated
Avionics Units to provide external radio communication, receive and
demodulate VOR, Localizer, and Glide Slope signals.
28 VDC for Audio Panel operation is supplied through the 5-amp
AUDIO PANEL circuit breaker on the AVIONICS bus.
• Note •
COM swap mode is not available in this installation.
For a detailed operating instructions, refer to the GMA 347 or 350
Audio Panel Pilot’s Guide.
Annunciation and Alert System
Aircraft annunciations and alerts are displayed in the Crew Alerting
System (CAS) window located to the right of the altimeter and VSI.
Aircraft annunciations are grouped by criticality and sorted by order of
appearance with the most recent message on top. The color of the
message text is based on its urgency and required action:
• Warning (red) – Immediate crew awareness and action required.
• Caution (yellow) – Immediate crew awareness and future
corrective action required.
• Advisory (white) – Crew awareness required and subsequent
action may be required.
In combination with the CAS Window, the system issues an audio alert
when specific system conditions are met and an expanded description
of the condition is displayed in the Alerts Window located in the lower
RH corner of the PFD.
• Note •
For specific pilot actions in response to System
Annunciations, refer to Section 3: Emergency Procedures and
Section 3A: Abnormal Procedures.
For additional information on Engine Instrument Markings and
Annunciations, refer to Section 2: Limitations.
P/N 11934-004
Revision A1
7-87
Section 7
Airplane and Systems Description
Cirrus Design
SR20
Optional Avionics
GFC 700 3-Axis Autopilot and GMC 705 Autopilot Controller
Refer to latest revision of AFM Supplement 11934-S41 GFC 700
Automatic Flight Control System for operating information.
GTX 33 Mode S and GTX 33 ES Mode S Transponders
The GTX 33 Mode S and GTX 33 ES Mode S solid-state transponders
communicate with the primary Integrated Avionics Unit and provide
Modes A, C, and S interrogation/reply capabilities. The GTX 33 ES
Mode S transponder includes Extended Squitter ADS-B Out. The
transponders are controlled via the PFD or Flight Management
System Keyboard and are located in the empennage avionics
compartment.
28 VDC for Mode S Transponder operation is supplied through the 2amp XPONDER circuit breaker on AVIONICS BUS. Refer to the
Perspective Integrated Avionics System Pilot’s Guide for a complete
description of the system, its operating modes, and additional detailed
operating procedures.
GSR 56 Iridium Satellite Network Transceiver
The Iridium Satellite Network Transceiver, mounted in the empennage
avionics compartment, communicates with the primary Integrated
Avionics Unit and Audio Panel to provide near real-time weather,
voice, and data services to the cabin audio system and integrated
displays. The GSR 56 receives near real-time satellite weather
information for display on the MFD and PFD and can also provide
telephone/voice communications and text messaging (SMS) through
the Iridium Satellite Network. The voice service is available through
the audio panel via the TEL (telephone) input selection. SMS and
weather products are displayed on the MFD.
28 VDC for Iridium Satellite Network Transceiver operation is supplied
through the 5-amp DATA LINK/WEATHER circuit breaker on
AVIONICS BUS. Refer to the Perspective Integrated Avionics System
Pilot’s Guide for a complete description of the system, its operating
modes, and additional detailed operating procedures.
7-88
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 7
Airplane and Systems Description
GDL 69/69A XM Satellite Weather and Radio
The XM Datalink Satellite Receiver, mounted in the empennage
avionics compartment, receives and transmits near real-time weather
information to the MFD and PFD. If GDL 69A option is installed, this
unit also provides digital XM audio entertainment to the cabin audio
system via the GRT 10 XM Radio Remote Transceiver, mounted in the
empennage avionics compartment and controlled by the GRC 10
Remote Control.
28 VDC for Satellite Datalink Receiver operation is supplied through
the 5-amp DATA LINK/WEATHER circuit breaker on AVIONICS BUS.
Refer to the Perspective Integrated Avionics System Pilot’s Guide for a
complete description of the system, its operating modes, and
additional detailed operating procedures.
S-Tec System 55X Autopilot
Refer to latest revision of AFM Supplement 11934-S39 S-Tec Fifty
Five X Autopilot w/ Optional Flight Director for operating information.
S-Tec System 55SR Autopilot
Refer to latest revision of AFM Supplement 11934-S40 S-Tec Fifty
Five SR Autopilot for operating information.
Traffic Advisory System
The Traffic Advisory System (TAS) advises the pilot of transponderequipped airplane that may pose a collision threat. TAS information is
displayed on the MFD and indicates the relative range, bearing, and
altitude of intruder airplane. The Traffic Advisory System consists of a
Transmitter Receiver Computer under the LH cockpit seat, and two
directional antennas installed on the airplane exterior. The system
utilizes inputs from the secondary Integrated Avionics Units via the
primary Air Data Computer and is controlled via the MFD or Flight
Management System Keyboard.
28 VDC for Traffic Advisory System operation is supplied through the
5-amp TRAFFIC circuit breaker on AVIONICS BUS. Refer to the
Perspective Integrated Avionics System Pilot’s Guide for a general
description of the system and its operating modes. If applicable, refer
to the L-3 Skywatch Pilot’s Guide for a detailed discussion of the
Traffic Advisory System.
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Stormscope WX-500 Weather Mapping Sensor
The Stormscope WX-500 System detects electrical discharges
associated with thunderstorms and displays the activity on the MFD.
The system consists of an antenna located on top of the fuselage and
a processor unit mounted under the aft baggage floor. The antenna
detects the electrical and magnetic fields generated by intra-cloud,
inter-cloud, or cloud to ground electrical discharges occurring within
200 nm of the airplane and sends the “discharge” data to the
processor. The processor digitizes, analyzes, and converts the
“discharge” signals into range and bearing data and communicates the
data to the MFD every two seconds via the secondary Integrated
Avionics Unit.
28 VDC for Weather System operation is supplied through the 5-amp
DATA LINK/WEATHER circuit breaker on AVIONICS BUS. Refer to
the Perspective Integrated Avionics System Pilot’s Guide for a general
description of the system and its operating modes. If applicable, refer
to the L-3 Stormscope WX-500 Weather Mapping Sensor Pilot’s Guide
for a detailed discussion of the system.
Bendix/King KR 87 Automatic Direction Finder (ADF)
The KR 87 ADF System is used as a means of identifying positions,
receiving low and medium frequency voice communications, homing,
tracking, and for navigation on instrument approach procedures. The
system consists of an antenna installed on the airplane exterior and
the KR 87 receiver which communicates with the Integrated Avionics
System via the secondary Integrated Avionics Unit. The HSI Bearing
Needle may be configured to indicate ADF tracking and homing
information. 28 VDC for ADF System operation is supplied through the
3-amp DME/ADF circuit breaker on AVIONICS BUS. Refer to the
Perspective Integrated Avionics System Pilot’s Guide for a general
description of the system and its operating modes. Refer to the
Bendix/King ADF System Pilot’s Guide for a detailed discussion of the
system.
Bendix/King KN 63 Distance Measuring Equipment (DME)
The KN 63 DME determines airplane distance to a land-based
transponder by sending and receiving pulse pairs - two pulses of fixed
duration and separation. The ground stations are typically collocated
with VORs. The system consists of an antenna installed on the
airplane exterior and the KN 63 receiver which communicates with the
Integrated Avionics System via the secondary Integrated Avionics
Unit. 28 VDC for ADF System operation is supplied through the 3-amp
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DME/ADF circuit breaker on AVIONICS BUS. Refer to the Perspective
Integrated Avionics System Pilot’s Guide for a general description of
the system and its operating modes. Refer to the Bendix/King DME
System Pilot’s Guide for a detailed discussion of the system.
Synthetic Vision System
The Synthetic Vision System (SVS) is intended to provide the pilot with
enhanced situational awareness by placing a three dimensional
depiction of terrain, obstacles, traffic and the desired flight path on the
PFD so that proximity and location is more easily understood during
instrument scanning. The SVS database is created from a digital
elevation model with a 9 arc-sec (approx. 885 ft (270m)) horizontal
resolution.
The synthetic vision system is not intended to be used independently
of traditional attitude instrumentation. Consequently, SVS is disabled
when traditional attitude instrumentation is not available. Otherwise,
the traditional attitude instrumentation will always be visible in the
foreground with SVS features in the background. The PFD with SVS
installed includes:
• Perspective depiction of surrounding terrain,
• Zero pitch line,
• Perspective depiction of runways,
• Perspective depiction of large bodies of water,
• Perspective depiction of obstacles,
• Flight path marker,
• Terrain warning system,
• Field of view depiction on the MFD Navigation Page.
Refer to the Perspective Integrated Avionics System Pilot’s Guide for a
complete description of the system, its operating modes, and
additional detailed operating procedures
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Max Viz Enhanced Vision System
The Enhanced Vision System is an electro-optical system that uses a
Long-Wave Infrared (IR) camera. Infrared is particularly effective at
night, smoke, haze, and smog in addition to a broad spectrum of rain,
snow, and radiation-type fog. However, penetration is limited during
certain environmental conditions associated with heavy rain, heavy
snow, coastal fog and most cloud formations. Therefore the EVS is not
intended for all atmospheric conditions and may only be used for
acquisition of objects normally viewed through the cockpit windows.
EVS is an aid to visual acquisitions of:
• Ground vehicles and other ground-based equipment/obstacles,
• Aircraft on taxi-ways and runways,
• Other traffic during takeoff, approach, and landing,
• Runway and taxi lights,
• Runway and terrain features during climb, descent, and low
altitude maneuvering.
The EVS sensor, located on the underside of the LH wing, contains a
long-wave infrared camera that produces a infrared image and a lowlight CMOS camera that produces a visible image. The two images
are then combined to produce a single fused image and transmitted
directly to the MFD. Upon power-up the Sensor requires
approximately 90 seconds to produce a usable image. The image
generated is a monochrome image. The hotter an object is the whiter it
appears on the display.
28 VDC Enhanced Vision System operation is supplied through the 5amp EVS CAMERA circuit breaker on MAIN BUS 3. Refer to the Max
Viz Enhanced Vision System Pilot’s Guide for a detailed discussion of
the system. For maintenance information and special precautions to
be followed, refer to Section 8, Enhanced Vision System Sensor
Windows (Optional).
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Approach Baro-VNAV
Serials w/ system software load 0764.21 or later:
While executing an LNAV/VNAV approach with SBAS unavailable,
Baro-VNAV is used for vertical approach guidance. This occurs due to
any of the following conditions:
• SBAS fails or becomes unavailable prior to final approach fix
(FAF)
• the aircraft is outside SBAS coverage
• SBAS is manually disabled on the GPS Status page (To
simulate a Baro-VNAV approach, SBAS must be manually
disabled prior to activation of the approach procedure.)
Baro-VNAV is also the source of vertical approach guidance if the
LNAV/VNAV procedure does not support SBAS vertical guidance.
While Baro-VNAV is being utilized, the Glidepath Indicator appears as
a magenta pentagon. If the approach type downgrades past the FAF,
“NO GP” is displayed in place of the pentagon.
While executing an LNAV/VNAV approach, between FAF and missed
approach point (MAP), excessive deviation indicators appear as
vertical yellow lines to indicate an area where the vertical deviation
exceeds ±75 feet.
Autopilot Interface
The GFC 700 Automatic Flight Control System uses the GP mode via
the APR button to follow Approach Baro-VNAV guidance, as opposed
to the VNAV mode via the VNV button. When coupled in GP mode, the
GFC 700 will not capture a preselected altitude while tracking a BaroVNAV glidepath.
Approach Downgrades
For approaches with minimums that support both SBAS and baro
altitude vertical guidance, downgrading or reverting to barometric
altitude guidance is allowed prior to 60 seconds before the FAF. If
SBAS becomes unavailable after the approach is active but prior to 60
seconds before the FAF, an approach downgrade may be performed
(e.g. LPV to LNAV/VNAV) or a vertical source reversion to baro
altitude may be performed (e.g. SBAS LNAV/VNAV to baro LNAV/
VNAV).
If a loss of SBAS occurs prior to 60 seconds before the FAF, the
system will determine whether or not the approach mode can be
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supported using Baro-VNAV. If Baro-VNAV can be supported, the
“APR ADVISORY - SBAS VNAV not available. Using Baro VNAV.”
message will be displayed on the PFDs and the vertical deviation
indicator (VDI) will be flagged. If SBAS is required for the approach,
the approach mode (e.g. LPV) will be shown in amber but the GPS/
SBAS VDI will be displayed until 60 seconds prior to the FAF. If the
SBAS integrity has not been restored at 60 seconds prior to the FAF,
the system will display the “APR DWNGRADE - Apr downgraded.
Baro VNAV.” message and flag the VDI.
Once the pilot acknowledges either message by viewing it on the PFD,
the VDI will be restored using baro altitude vertical guidance instead of
SBAS. There is no downgrade from SBAS to barometric altitude after
the FAF or within 60 seconds of the FAF; “LNAV” is the only
downgrade option in those cases. For approaches using barometric
vertical guidance, downgrade is not allowed; if altitude or temperature
data becomes invalid, the vertical deviation will be flagged.
Sensor Failures
Serials with single Air Data Computer (ADC) installations: The Outside
Air Temperature (OAT) from the ADC will be used. If the OAT becomes
invalid the VDI will be flagged as invalid.
Serials with dual Air Data Computer (ADC) installations: The Outside
Air Temperature (OAT) from the selected-side ADC will be used. If the
OAT becomes invalid the VDI on that side will be flagged as invalid.
The pilot must select the off-side ADC sensor and VDI will return
regardless of if prior to or after the FAF.
Sensor Comparison Annunciation
Serials with dual Air Data Computer (ADC) installations:
The temperature compensated altitudes from ADC1 and ADC2 are
continuously compared. If a miscompare of greater than 50 feet is
detected, the text “VDI MISCOMP” is displayed in the sensor
comparison annunciation area on the PFD in black text with an amber
background.
When a temperature-compensated altitude is not available for
comparison, a “VDI NO COMP” annunciation is posted in comparison
annunciation area on the PFD in black text with a white background.
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35 00
19 00
V
18 00
1
17 00
60
16 40
16 00
1 2
15 00
1
14 00
29.92 IN
NOTE
1
While Baro-VNAV is being utilized,
the Glidepath Indicator appears as
a magenta pentagon.
LEGEND
1.Excessive Deviation
Indicator
2.Glidepath Indicator
SR20_FM02_3685
Figure 7-20
Baro-VNAV Vertical Deviation Indicator
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3
2
1
4
32
Cirrus Design
SR20
4
5
6
4
7
8
9
31
10
30
29
11
12
28
13
14
15
16
17
25
18
27
26
19
25
24
23
20
21
LEGEND
1. AHRS 1
2. Integrated
Avionics Unit 1
3. AHRS 2
4. Avionics Cooling Fan
5. Integrated
Avionics Unit 2
6. Engine Airframe Unit
7. Air Data Computer 2 (opt)
8. Air Data Computer 1
9. GFC 705 Mode
Controller (opt)
10. ADF (opt)
11. CAPS Activation Handle
(Cabin Ceiling)
12. Hour Meters
13. Egress Hammer
14. Telephone and
Audio Jacks
15. Cabin Speaker
16. Roll Servo (opt)
17. Pitch Trim Adapter (opt)
18. Pitch Servo (opt)
19. XM Radio
Transceiver or FS210 (opt)
20. Transponder
21. XM Satellite Data Link
Receiver (opt)
22. ELT
23. Battery 2
24. Iridium Global Satellite
Datalink (opt)
25. Tiedown Loops
26. CAPS Parachute
27. Stormscope
Receiver (opt)
28. Microphone
29. TAS Receiver (opt)
30. Universal Access
Transceiver (opt)
31. DME (opt)
32. Fire Extinguisher
22
SR20_FM07_3011C
Figure 7-21
Equipment Locations
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Airplane and Systems Description
Avionics Support Equipment
Antennas
Two rod-type COM antennas are mounted to the airplane’s exterior;
COM 1 is mounted directly above the passenger compartment, COM 2
is mounted directly below the baggage compartment. These antennas
are connected to the two VHF communication transceivers contained
in the Integrated Avionics Units.
The optional blade-type DME antenna is mounted on the airplane
underside just aft, right of the firewall.
The optional combined loop/sense ADF antenna is mounted to the
underside of the airplane just aft of the main wing spar. The antenna
combines antenna signals into a single signal input to the ADF
receiver.
A sled-type marker beacon antenna is mounted below the baggage
compartment floor and provides a signal to the marker beacon
receiver located in the audio panel. If the optional air conditioning
system is installed this antenna is located below the baggage floor
inside of the airplane.
The transponder antenna is located on the bottom side of the airplane,
just aft of the baggage compartment bulkhead on the RH side of the
airplane.
GPS 1 antenna is mounted directly above the passenger
compartment. If the optional XM system is installed, a combination
GPS 1/ XM antenna is installed in this location. GPS 2 antenna is
mounted just forward of the baggage compartment window. Serials
2127 and subs:, a combination GPS 2 / Iridium antenna is installed in
this location. These antennas are connected to the two GPS receivers
contained in the Integrated Avionics Units.
The optional Traffic System antenna is mounted just above the pilot/
copilot compartment.
If the Avidyne TAS or Garmin GTS 800 Series TAS is installed, a
second blade-type antenna is located on the bottom RH side of the
airplane just forward of the baggage compartment.
The optional Lightning Detection antenna is mounted directly above
the passenger compartment.
The Navigation antenna is mounted to the top of the vertical fin. This
antenna provides VOR and glidescope signals to the VHF navigation
receivers contained in the Integrated Avionics Units.
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Headset and Microphone Installation
Serials 2016 thru 2126: The airplane is equipped with provisions for
four Active Noise Reduction (ANR) and four conventional (MIC/
HEADPHONES) headsets. Headset jacks for the pilot and front seat
passenger are located in the map case and on the aft portion of the
center console for the rear passengers.
Serials 2127 and subs: The airplane is equipped with provisions for
five Active Noise Reduction (ANR) and three conventional (MIC/
HEADPHONES) headsets. Headset jacks for the pilot, front, and rear
seat passenger are located in the map case.
The forward headset mics use the remote Push-To-Talk (PTT)
switches located on the top of the associated control yoke grip. The
rear headsets do not have COM transmit capabilities and do not
require PTT switches. Audio to headsets is controlled by the individual
audio selector switches on the audio control panel
Audio Input Jack
The aircraft contains multiple audio input jacks which can be used to
connect personal entertainment devices into the cabin sound system.
Two 3.5 mm audio input jacks (AUDIO INPUT) are provided on the
center console. One jack is located near the convenience outlet for
use by the pilot and forward passenger, and the other is located on the
aft portion of the center console for the rear passengers.
Serials w/ GMA 347: A device connected to the forward jack is
automatically distributed to pilot and copilot only. The rear jack is
automatically distributed to rear passengers audio only. Volume is
controlled by the connected entertainment device.
Serials w/ GMA 350: Distribution of a device connected to the forward
jack is through the MUS 1 selection on the audio panel. Distribution of
the rear jack is by the MUS 2 selection on the audio panel. A third jack
on the audio panel will also accept an entertainment input. A device
connected to this jack is distributed by selecting the Entertainment
button (shown as a phone and music-note symbol) on the audio panel.
Audio volume can be controlled by the device itself and can be further
refined by the audio panel distribution volume control.
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Cell Phone Input Jack
Serials w/ GMA 347: One 2.5 mm cell phone jack (CELL PHONE
INPUT) is provided on the aft portion of the center console near the
convenience outlet and is distributed by the TEL selection on the
audio panel.
Serials w/ GMA 350: One 2.5 mm cell phone jack is located on the
front of the audio panel and is distributed by selecting the
Entertainment button (shown as a phone and music-note symbol)on
the audio panel. Volume is controlled by the volume selector on the
audio panel.
Avionics Cooling Fans
Three electric fans provide forced ambient-air cooling for the
Integrated Avionics System. A fan located forward of the instrument
panel provides ambient air cooling directly to the Integrated Avionics
Units. Two additional fans blow air directly onto the heat sinks located
on the forward sides of the PFD and MFD. 28 VDC for MFD Fan
operation is supplied through the 5-amp AVIONICS FAN 1 circuit
breaker on NON-ESSENTIAL BUS. 28 VDC for PFD and Integrated
Avionics Unit Fan operation is supplied through the 5-amp AVIONICS
FAN 2 circuit breaker on MAIN BUS 2.
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SR20
Cabin Features
Emergency Locator Transmitter
The airplane is equipped with a self-contained emergency locator
transmitter (ELT). The transmitter and antenna are installed
immediately behind the aft cabin bulkhead, slightly to the right of the
airplane centerline. The main transmitter control switch, labeled ONOFF-ARMED, on the transmitter is in the armed position for normal
operations. A remote switch and indicator panel is installed on the left
console near the pilot’s right knee. If rapid deceleration is detected, the
transmitter will repeatedly transmit VHF band audio sweeps at 121.5
MHz and 243.0 MHz approximately 0.5 seconds apart.
The transmitter and antenna are accessible through the avionics bay
access panel along the aft portion of the RH fuselage or the lower aft
center access panel of baggage compartment The ELT can be
removed from the airplane and used as a personal locating device if it
is necessary to leave the airplane after an accident. Eight dated “D”
cell alkaline batteries contained within the transmitter unit power the
ELT transmitter. The batteries must be replaced at specified intervals
based upon the date appearing on the battery (Refer to Airplane
Maintenance Manual).
ELT Remote Switch and Indicator Panel
The ELT remote switch and indicator panel, located on the left console
near the pilot’s right knee, provides test and monitoring functions for
the ELT. The panel contains a button labeled ON, a button labeled
RESET, and a red LED (light). The red light flashes when the ELT is
transmitting. The ON button is used to test the unit in accordance with
the maintenance manual procedures. The RESET button can be used
to cancel an inadvertent transmission. A 6-volt Lithium battery
mounted in the panel powers the LED. The battery must be replaced
at regular intervals (Refer to Airplane Maintenance Manual).
In the event of an accident:
1. Verify ELT operation by noting that the ELT indicator light on the
remote panel is flashing.
2. If possible, access the unit as described below and set the ELT
main transmitter control switch ON.
Portable use of ELT:
a. Remove access at lower aft center of baggage compartment.
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Airplane and Systems Description
b. Disconnect fixed antenna lead from front of unit.
c.
Disconnect lead from remote switch and indicator unit.
d. Loosen attach straps and remove transmitter unit and portable
antenna.
e. Attach portable antenna to antenna jack on front of unit.
f.
Set main control switch to ON.
g. Hold antenna upright as much as possible.
Fire Extinguisher
A liquefied-gas-type fire extinguisher, mounted on the forward
outboard side of the pilot-side footwell, contains Halon 1211/1301
extinguishing agent (Serials w/o gaged fire extinguisher), or Halon
1211 extinguishing agent (Serials w/ gaged fire extinguisher).
The extinguisher is approved for use on class B (liquid, grease) and
class C (electrical equipment) fires. A pin is installed through the
discharge mechanism to prevent inadvertent discharge of
extinguishing agent.
Serials w/o gaged fire extinguisher: The fire extinguisher must be
replaced after each use.
Serials w/ gaged fire extinguisher: The fire extinguisher must be
recharged or replaced after each use.
To operate the extinguisher:
1. Loosen retaining clamp and remove the extinguisher from its
mounting bracket.
2. Hold the extinguisher upright and pull the pin.
3. Get back from the fire and aim nozzle at base of fire at the nearest
edge.
4. Press red lever and sweep side to side.
• WARNING •
Halon gas used in the fire extinguisher can be toxic, especially
in a closed area. After discharging fire extinguisher, ventilate
cabin by opening air vents and unlatching door. Close vents
and door after fumes clear.
The extinguisher must be inspected before each flight to ensure that it
is available, charged, and operable. The preflight inspection consists
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SR20
of ensuring that the nozzle is unobstructed, the pin has not been
pulled, and the canister has not been damaged.
Serials w/o gaged fire extinguisher: The unit should weigh
approximately 1.5 lb (0.7 kg). For preflight, charge can be determined
by ‘hefting’ the unit.
Serials w/ gaged fire extinguisher: The unit should weigh
approximately 2.5 lb (1.1 kg). For preflight, charge can be determined
by verifying the gage pressure is in the operable (green) range, or by
‘hefting’ the unit.
Hour Meters
The airplane is equipped with two hour meters located inside the
armrest storage compartment between the pilot and copilot seats. The
#1 hour meter, labeled HOBBS begins recording when the BAT 1
switch is ON and either the ALT 1 or ALT 2 switch is ON. The #2 hour
meter records flight time and is labeled FLIGHT. Recording begins
when the airplane reaches a speed of approximately 35 KIAS and is
controlled by the Integrated Avionics Unit.
28 VDC for hour meter operation is supplied through the 5-amp FUEL
QTY circuit breaker on MAIN BUS 1.
Emergency Egress Hammer
An eight-ounce ball-peen type hammer is located in the center armrest
accessible to either front seat occupant. In the event of a mishap
where the cabin doors are jammed or inoperable, the hammer may be
used to break through the acrylic windows to provide an escape path
for the cabin occupants.
Convenience Outlet(s)
A 12-volt convenience outlet is installed in the center console. The
receptacle accepts a standard cigarette-lighter plug. The outlet may be
used to power portable entertainment equipment such as CD players
and portable radios. Amperage draw through the outlet must not
exceed 3.5 amps. Power for the convenience outlet is supplied
through the 5-amp 12V DC OUTLET circuit breaker on the MAIN BUS
3.
Serials 2273 & subs: Four Universal Serial Bus-A (USB-A) high-power
dedicated charging ports are installed in the center console. Two ports
are located near the 12-volt convenience outlet for use by the pilot and
forward passenger, and two ports are located on the aft portion of the
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Airplane and Systems Description
center console for use by the rear passengers. The ports comply with
USB Battery Charging 1.2 Compliance Plan, and are intended for
USB-compatible devices only. There is no data or audio access at the
ports. Amperage draw through the each USB charging port must not
exceed 2.1 amps. Power for the USB ports is supplied through the 5amp 12V DC OUTLET circuit breaker on the MAIN BUS 3.
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SR20
Cirrus Airframe Parachute System
The airplane is equipped with a Cirrus Airframe Parachute System
(CAPS) designed to bring the airplane and its occupants to the ground
in the event of a life-threatening emergency. The system is intended to
save the lives of the occupants but will most likely destroy the airplane
and may, in adverse circumstances, cause serious injury or death to
the occupants. Because of this it is important to carefully read Section
3 - Emergency Procedures, CAPS Deployment Checklist and Section
10 - Safety Information, Cirrus Airframe Parachute System (CAPS) to
consider when and how you would use the system.
• WARNING •
The parachute system can be activated at any time. The solidpropellant rocket flight path is upward from the parachute
cover. Stay clear of parachute canister area when airplane is
occupied. Do not allow children in the airplane unattended.
System Description
The CAPS consists of a parachute, a solid-propellant rocket to deploy
the parachute, a rocket activation handle, and a harness imbedded
within the fuselage structure.
A composite box containing the parachute and solid-propellant rocket
is mounted to the airplane structure immediately aft of the baggage
compartment bulkhead. The box is covered and protected from the
elements by a thin composite cover.
The parachute is enclosed within a deployment bag that stages the
deployment and inflation sequence. The deployment bag creates an
orderly deployment process by allowing the canopy to inflate only after
the rocket motor has pulled the parachute lines taut.
The parachute itself is a 2400-square-foot round canopy equipped
with a slider, an annular-shaped fabric panel with a diameter
significantly less than the open diameter of the canopy. The slider has
grommets spaced around its perimeter. The canopy suspension lines
are routed through these grommets so that the slider is free to move
along the suspension lines. Since the slider is positioned at the top of
the suspension lines near the canopy, at the beginning of the
deployment sequence the slider limits the initial diameter of the
parachute and the rate at which the parachute inflates. As the slider
moves down the suspension lines the canopy inflates.
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A three-point harness connects the airplane fuselage structure to the
parachute. The aft harness strap is stowed in the parachute canister
and attached to the structure at the aft baggage compartment
bulkhead. The forward harness straps are routed from the canister to
firewall attach points just under the surface of the fuselage skin. When
the parachute deploys, the forward harness straps pull through the
fuselage skin covering from the canister to the forward attach points.
Activation Handle
CAPS is initiated by pulling the CAPS Activation T-handle installed in
the cabin ceiling on the airplane centerline just above the pilot’s right
shoulder. A placarded cover, held in place with hook and loop
fasteners, covers the T-handle and prevents tampering with the
control. The cover is removed by pulling the black tab at the forward
edge of the cover.
Pulling the activation T-handle will activate the rocket and initiate the
CAPS deployment sequence. To activate the rocket, two separate
events must occur:
1. Pull the activation T-handle from its receptacle. Pulling the Thandle removes it from the o-ring seal that holds it in place and
takes out the slack in the cable (approximately two inches (5 cm)
of cable will be exposed). Once the slack is removed, the T-handle
motion will stop and greater force will be required to activate the
rocket.
2.
Clasp both hands around activation T-handle and pull straight
downward with a strong, steady, and continuous force until the rocket
activates. A chin-up type pull works best. Up to 45.0 pounds (20.4
Kg) force, or greater, may be required to activate the rocket.
Serials 1005 thru 2227: The greater force required occurs as the
cable arms and then releases the rocket igniter firing pin. When the
firing pin releases, two primers discharge and ignite the rocket fuel.
Serials 2228 and subs: The greater force required occurs as the
cable arms and then releases the igniter switch plunger activating the
electronic igniter.
• Note •
Jerking or rapidly pulling on the activation T-handle greatly
increases the pull forces required to activate the rocket.
Attempting to activate the rocket by pushing the activation Thandle forward and down limits the force that can be applied.
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Pulling the activation T-handle straight down generates the
greatest force.
A maintenance safety pin is provided to ensure that the activation
handle is not pulled during maintenance. However, there may be some
circumstances where an operator may wish to safety the CAPS
system; for example, the presence of unattended children in the
airplane, the presence of people who are not familiar with the CAPS
activation system in the airplane, or during display of the airplane.
The pin is inserted through the handle retainer and barrel locking the
handle in the “safe” position. A “Remove Before Flight” streamer is
attached to the pin.
• WARNING •
After maintenance has been performed or any other time the
system has been safetied, operators must verify that the pin
has been removed before further flight.
Deployment Characteristics
When the rocket launches, the parachute assembly is extracted
outward due to rocket thrust and rearward due to relative wind. In
approximately two seconds the parachute will begin to inflate.
When air begins to fill the canopy, forward motion of the airplane will
dramatically be slowed. This deceleration increases with airspeed but
in all cases within the parachute envelope should be less than 3 g’s.
During this deceleration a slight nose-up may be experienced,
particularly at high speed; however, the rear riser is intentionally
snubbed short to preclude excessive nose-up pitch. Following any
nose-up pitching, the nose will gradually drop until the airplane is
hanging nose-low beneath the canopy.
Eight seconds after deployment, the rear riser snub line will be cut and
the airplane tail will drop down into its final approximately level
attitude. Once stabilized in this attitude, the airplane may yaw slowly
back and forth or oscillate slightly as it hangs from the parachute.
Descent rate is expected to be less than 1700 feet per minute with a
lateral speed equal to the velocity of the surface wind. In addition,
surface winds may continue to drag the airplane after ground impact.
• Caution •
Ground impact is expected to be equivalent to touchdown
from a height of approximately 10 feet. While the airframe,
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Section 7
Airplane and Systems Description
seats and landing gear are designed to accommodate this
stress, occupants must prepare for it in accordance with
Section 3 - CAPS Deployment Checklist.
• Note •
The CAPS is designed to work in a variety of airplane
attitudes, including spins. However, deployment in an attitude
other than level flight may yield deployment characteristics
other than those described above.
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SR20
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Section 8
Handling, Servicing, & Maintenance
Section 8: Handling, Servicing, &
Maintenance
Introduction ........................................................................................ 3
Operator’s Publications ...................................................................... 3
Service Publications ....................................................................... 3
Obtaining Publications .................................................................... 4
Airplane Records and Certificates ..................................................... 5
Airworthiness Directives..................................................................... 6
Airplane Inspection Periods ............................................................... 6
Annual Inspection ........................................................................... 6
100-Hour Inspection ....................................................................... 7
Cirrus Design Progressive Inspection Program .............................. 7
Pilot Performed Preventative Maintenance .................................... 8
Ground Handling .............................................................................. 10
Application of External Power ....................................................... 10
Towing .......................................................................................... 11
Taxiing .......................................................................................... 12
Parking.......................................................................................... 13
Tiedown ........................................................................................ 14
Leveling ........................................................................................ 14
Jacking.......................................................................................... 14
Servicing .......................................................................................... 16
Landing Gear Servicing ................................................................ 16
Brake Servicing............................................................................. 16
Tire Inflation .................................................................................. 17
Propeller Servicing........................................................................ 17
Oil Servicing.................................................................................. 18
Fuel System Servicing .................................................................. 20
Battery Service ............................................................................. 22
Key Fob Battery Replacement...................................................... 23
Cleaning and Care ........................................................................... 24
Cleaning Exterior Surfaces ........................................................... 24
Care of Graphics........................................................................... 26
Cleaning Interior Surfaces ............................................................ 32
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Cirrus Design
SR20
Intentionally Left Blank
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Reissue A
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
Introduction
This section provides general guidelines for handling, servicing and
maintaining your aircraft. In order to ensure continued safe and
efficient operation of your airplane, keep in contact with your
Authorized Cirrus Service Center to obtain the latest information
pertaining to your aircraft.
Operator’s Publications
The FAA Approved Airplane Flight Manual and Pilot’s Operating
Handbook (POH) is provided at delivery. Additional or replacement
copies may be obtained from Cirrus Design.
Service Publications
The following service publications are available for purchase from
Cirrus Design:
• Airplane Maintenance Manual (AMM) – Maintenance Manual
divided into chapters as specified by GAMA and ATA covering
inspection, servicing, maintenance, troubleshooting, and repair
of the airplane structure, systems, and wiring. Revision Service
for this manual is also available. A current copy of the AMM is
provided at delivery.
• Engine Operators and Maintenance Manual – Cirrus Design
provides a Teledyne Continental Engine Operator’s and
Maintenance Manual at the time of delivery. Engine and engine
accessory overhaul manuals can be obtained from the original
equipment manufacturer.
• Avionics Component Operator and Maintenance Manuals -–
Cirrus Design provides all available operator’s manuals at the
time of delivery. Maintenance manuals, if available, may be
obtained from the original equipment manufacturer.
Cirrus Design publishes Service Bulletins, Service Advisories, and
Service Information Letters. Copies can be obtained from Cirrus
Design at www.cirrusaircraft.com.
• Service Bulletins – are of special importance. When a Service
Bulletin affecting your airplane is published, comply with it
promptly.
• Service Advisories – are used to notify you of optional Service
Bulletins, vendor Service Bulletins or Service Information Letters
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Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
affecting your airplane, and maintenance data or corrections not
requiring a Service Bulletin. Give careful attention to the Service
Advisory information.
Obtaining Publications
Pilot’s Operating Handbooks and aircraft service publications can be
obtained from Cirrus Design at www.cirrusaircraft.com, or the Cirrus
Connection at www.cirrusconnection.com.
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Section 8
Handling, Servicing, and Maintenance
Parking
The airplane should be parked to protect the airplane from weather
and to prevent it from becoming a hazard to other aircraft. The parking
brake may release or exert excessive pressure because of heat
buildup after heavy braking or during wide temperature swings.
Therefore, if the airplane is to be left unattended or is to be left
overnight, chock and tie down the airplane.
1. For parking, head airplane into the wind if possible.
2. Retract flaps.
3. Set parking brake by first applying brake pressure using the toe
brakes and then pulling the PARK BRAKE knob aft.
• Caution •
Care should be taken when setting overheated brakes or
during cold weather when accumulated moisture may freeze a
brake.
4. Chock both main gear wheels.
5. Tie down airplane in accordance with tiedown procedure in this
section.
6. Install a Pitot head cover. Be sure to remove the Pitot head cover
before flight.
7. Cabin and baggage doors should be locked when the airplane is
unattended.
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Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
Tiedown
The airplane should be moored for immovability, security and
protection. FAA Advisory Circular AC 20-35C, Tiedown Sense,
contains additional information regarding preparation for severe
weather, tiedown, and related information. The following procedures
should be used for the proper mooring of the airplane:
1. Head the airplane into the wind if possible.
2. Retract the flaps.
3. Chock the wheels.
4. Secure tie-down ropes to the wing tie-down rings and to the tail
ring at approximately 45-degree angles to the ground. When using
rope or non-synthetic material, leave sufficient slack to avoid
damage to the airplane should the ropes contract.
• Caution •
Anchor points for wing tiedowns should not be more than 18
feet apart to prevent eyebolt damage in heavy winds.
Use bowline knots, square knots, or locked slipknots. Do not
use plain slipknots.
Leveling
The airplane is leveled longitudinally by means of a spirit level placed
on the pilot door sill and laterally by means of a spirit level placed
across the door sills. Alternately, sight the forward and aft tool holes
along waterline 95.9 to level airplane. Refer to Airplane Maintenance
Manual (AMM), Chapter 8, Leveling and Weighing.
Jacking
Three jacking points, located at each wing tiedown and tail tiedown,
are provided to perform maintenance operations. Tie-down rings must
be removed and replaced with jack points prior to lifting. Jack points
are stowed in the baggage compartment. The airplane may be jacked
using two standard aircraft hydraulic jacks at the wing jacking points
and a weighted tailstand attached to the aft tail tiedown. Refer to AMM
Section 7, Airplane Lifting Procedures for list of required tools and for
illustration.
8-14
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Section 8
Handling, Servicing, and Maintenance
Raise Airplane
• Caution •
Do not jack the aircraft outside or in open hangar with winds in
excess of 10 mph.
The empty CG is forward of the wing jacking points. To
prevent airplane from tipping forward during maintenance or
jacking, use a weighted tailstand (300-lb minimum) attached
to the tail tiedown.
Jacks must be used in pairs. Do not attempt to jack only one
side of aircraft. Keep the airplane as level as possible when
jacking.
1. Position airplane on a hard, flat, level surface.
2. Remove main gear fairings. (Refer to AMM 32-10)
3. Remove and stow tie-down rings from wings.
4. Attach a weighted tailstand to tail tiedown ring.
5. Position jacks and jack points for jacking. Insert jack point into
wing tiedown receptacle. Holding the jack point in place, position
the jack under the point and raise the jack to firmly contact the jack
point. Repeat for opposite jacking point.
6. Raise airplane no more than required for maintenance being
performed.
7. Raise the airplane keeping the airplane as level as possible.
8. Secure jack locks.
Lower Airplane
1. Release pressure on all jacks simultaneously to keep airplane as
level as possible.
2. Remove jacks, jack points, and tailstand. Stow points in baggage
compartment.
3. Install tiedown rings.
4. Install main gear fairings. (Refer to AMM 32-10)
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Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
Servicing
Landing Gear Servicing
Serials 2016 thru 2240 before SB2X-32-21: The main landing gear
wheel assemblies use 15 x 6.00 x 6 tires and tubes. The nose wheel
assembly uses a 5.00 x 5 tire and tube.
Serials 2016 thru 2240 after SB2X-32-21, 2241 & subs: The main
landing gear wheel assemblies use 15 x 6.00 x 6 tubeless tires. The
nose wheel assembly uses a 5.00 x 5 tubeless tire.
All Serials: Always keep tires inflated to the rated pressure to obtain
optimum performance and maximum service. The landing gear struts
do not require servicing. With the exception of replenishing brake fluid,
wheel and brake servicing must be accomplished in accordance with
AMM procedures.
Brake Servicing
Brake Replenishing
Serials 2016 thru 2240 before SB2X-32-21: The brake system is filled
with MIL-H-5606 hydraulic brake fluid.
Serials 2016 thru 2240 after SB2X-32-21, 2241 & subs: The brake
system is filled with MIL-PRF-87257 hydraulic brake fluid.
All Serials: The fluid level should be checked at every oil change and
at the annual/100-hour inspection, replenishing the system when
necessary. The brake reservoir is located on the right side of the
battery support frame. If the entire system must be refilled, refer to the
AMM.
To replenish brake fluid:
1. Chock tires and release parking brake.
2. Remove top engine cowling to gain access to hydraulic fluid
reservoir.
3. Clean reservoir cap and area around cap before opening reservoir
cap.
4. Remove cap and add appropriate hydraulic fluid as necessary to
fill reservoir.
5. Install cap, inspect area for leaks, and then install and secure
engine cowling.
8-16
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Revision A1
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
Tire Inflation
For maximum service from the tires, keep them inflated to the proper
pressure. When checking tire pressure, examine the tires for wear,
cuts, nicks, bruises and excessive wear.
To inflate tires:
1. Remove inspection buttons on wheel pants to gain access to valve
stems. It may be necessary to move airplane to get valve stem
aligned with the access hole.
2. Remove valve stem cap and verify tire pressure with a dial-type
tire pressure gage.
3. Serials 2016 thru 2240 before SB2X-32-21: Inflate nose tire to
40+/-2 psi (276 kPa) and main wheel tires to 62+2/-0 psi (427
kPa).
• Caution •
Serials 2016 thru 2240 after SB2X-32-21, 2241 & subs: The
LH and RH main wheel tire pressures must be within 20 psi of
each other to ensure the load is evenly distributed between
the main wheels.
4. Serials 2016 thru 2240 after SB2X-32-21, 2241 & subs: Inflate
nose tire to 40 - 90 psi (276 - 621 kPa) and main wheel tires to 62
- 112 psi (427 - 772 kPa).
5. Replace valve stem cap and inspection buttons.
All wheels and tires are balanced before original installation and the
relationship of tire, tube, and wheel should be maintained upon
reinstallation. In the installation of new components, it may be
necessary to rebalance the wheels with the tires mounted.
Unbalanced wheels can cause extreme vibration in the landing gear.
Propeller Servicing
The spinner and backing plate should be cleaned and inspected for
cracks frequently. Before each flight the propeller should be inspected
for nicks, scratches, and corrosion. If found, they should be repaired
as soon as possible by a rated mechanic, since a nick or scratch
causes an area of increased stress which can lead to serious cracks
or the loss of a propeller tip. The back face of the blades should be
painted when necessary with flat black paint to retard glare. To prevent
corrosion, the surface should be cleaned and waxed periodically.
P/N 11934-004
Revision A1
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Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
Oil Servicing
The oil capacity of the Teledyne Continental IO-360-ES engine is 8
quarts. It is recommended that the oil be changed every 50 hours and
sooner under unfavorable operating conditions. The following grades
are recommended for the specified temperatures at sea level (SL):
Ambient Air Temperature (SL)
Single Viscosity
Multi-Viscosity
All Temperatures
-—
20W-60
20W-50
15W-50
Below 40°F
SAE 30
10W-30
20W-60
20W-50
15W-50
Above 40°F
SAE 50
20W-60
20W-50
15W-50
An oil filler cap and dipstick are located at the left rear of the engine
and are accessible through an access door on the top left side of the
engine cowling.
• Caution •
The engine should not be operated with less than six quarts of
oil. Seven quarts (dipstick indication) is recommended for
extended flights.
To check and add oil:
1. Open access door on upper left-hand side of cowl. Pull dipstick
and verify oil level.
2. If oil level is below 6 quarts (5.7 liters), remove filler cap and add
oil through filler as required to reach 6-8 quarts (5.7-7.6 liters).
3. Verify oil level and install dipstick and filler cap.
4. Close and secure access panel.
Approved Oils
For the first 25 hours of operation (on a new or rebuilt engine) or until
oil consumption stabilizes, use only straight mineral oil conforming to
Mil-L-6082. If engine oil must be added to the factory installed oil, add
only MIL-L-6082 straight mineral oil.
After 25 hours of operation and after oil consumption has stabilized,
use only aviation lubricating oils conforming to Teledyne Continental
Motors (TCM) Specification MHS24, Lubricating Oil, Ashless
Dispersant, or TCM Specification MHS25, Synthetic Lubrication Oil.
8-18
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Revision A1
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
Product
Supplier
Aeroshell (R) W
Shell Australia
Aeroshell Oil W
Aeroshell Oil W 15W-50
Anti-Wear Formulation Aeroshell 15W50
Shell Canada Ltd.
Aeroshell Oil W
Aeroshell Oil W 15W-50
Anti-Wear Formulation Aeroshell 15W50
Shell Oil Company
Aviation Oil Type A
Phillips 66 Company
BP Aero Oil
BP Oil Corporation
Castrolaero AD Oil
Castrol Ltd. (Australia)
Chevron Aero Oil
Chevron U.S.A. Inc.
Conoco Aero S
Continental Oil
Delta Avoil
Delta Petroleum Co.
Exxon Aviation Oil EE
Exxon Company, U.S.A.
Mobil Aero Oil
Mobil Oil Company
Pennzoil Aircraft Engine Oil
Pennzoil Company
Quaker State AD Aviation Engine Oil
Quaker State Oil & Refining Co.
Red Ram Aviation Oil 20W-50
Red Ram Ltd. (Canada)
Sinclair Avoil
Sinclair Oil Company
Texaco Aircraft Engine Oil – Premium AD
Texaco Inc.
Total Aero DW 15W50
Total France
Turbonycoil 3570
NYCO S.A.
Union Aircraft Engine Oil HD
Union Oil Company of California
Figure 8-1
Approved Oils
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Revision A1
8-19
Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
Fuel System Servicing
Fuel Filtration Screen/Element
Airplane Serials 2016 thru 2031: After the first 25 hours of operation,
then every 100-hours or as conditions dictate, the fuel filter element in
the gascolator must be replaced. At every oil change, Verify red popup tab on gascolator is not visible. If tab is visible, the fuel filter
element must be replaced and the pop-up tab manually reset.
Airplane serials 2032 & subsequent: After the first 25 hours of
operation, then every 50-hours or as conditions dictate, the fuel
filtration screen in the gascolator must be cleaned. After cleaning, a
small amount of grease applied to the gascolator bowl gasket will
facilitate reassembly.
Refer to the AMM for Fuel Screen/Element servicing information.
Fuel Requirements
Aviation grade 100 LL (blue) or 100 (green) fuel is the minimum
octane approved for use in this airplane.
Filling Fuel Tanks
Observe all safety precautions required when handling gasoline. Fuel
fillers are located on the forward slope of the wing. Each wing holds a
maximum of 29.3 U.S. gallons. When using less than the standard
58.5 gallon capacity, fuel should be distributed equally between each
side.
• WARNING •
Have a fire extinguisher available.
Ground fuel nozzle and fuel truck to airplane exhaust pipe and
ground fuel truck or cart to suitable earth ground.
Do not fill tank within 100 feet (30.5 meters) of any energized
electrical equipment capable of producing a spark.
Permit no smoking or open flame within 100 feet (30.5 meters)
of airplane or refuel vehicle.
Do not operate radios or electrical equipment during refuel
operations. Do not operate any electrical switches.
8-20
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
To refuel airplane:
1. Place fire extinguisher near fuel tank being filled.
2. Connect ground wire from refuel nozzle to airplane exhaust, from
airplane exhaust to fuel truck or cart, and from fuel truck or cart to
a suitable earth ground.
3. Place rubber protective cover over wing around fuel filler.
• Note •
Do not permit fuel nozzle to come in contact with bottom of
fuel tanks. Keep fuel tanks at least half full at all times to
minimize condensation and moisture accumulation in tanks. In
extremely humid areas, the fuel supply should be checked
frequently and drained of condensation to prevent possible
distribution problems.
4. Remove fuel filler cap and fuel airplane to desired level.
• Note •
If fuel is going to be added to only one tank, the tank being
serviced should be filled to the same level as the opposite
tank. This will aid in keeping fuel loads balanced.
5. Remove nozzle, install filler cap, and remove protective cover.
6. Repeat refuel procedure for opposite wing.
7. Remove ground wires.
8. Remove fire extinguisher.
Fuel Contamination and Sampling
Typically, fuel contamination results from foreign material such as
water, dirt, rust, and fungal or bacterial growth. Additionally, chemicals
and additives that are incompatible with fuel or fuel system
components are also a source of fuel contamination. To assure that
the proper grade of fuel is used and that contamination is not present,
the fuel must be sampled prior to each flight.
Each fuel system drain must be sampled by draining a cupful of fuel
into a clear sample cup. Fuel drains are provided for the fuel
gascolator, wing tanks, and collector tank drains. The gascolator drain
exits the lower engine cowl just forward of the firewall near the
airplane centerline. Fuel tank and collector tank drains are located at
the low spot in the respective tank.
P/N 11934-004
Revision A1
8-21
Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
If sampling reveals contamination, the gascolator and tank drains must
be sampled again repeatedly until all contamination is removed. It is
helpful to gently rock the wings and lower the tail slightly to move
contaminates to the drain points for sampling. If after repeated
samplings (three or more), evidence of significant contamination
remains, do not fly the airplane until a mechanic is consulted, the fuel
system is drained and purged, and the source of contamination is
determined and corrected.
If sampling reveals the airplane has been serviced with an improper
fuel grade, do not fly the airplane until the fuel system is drained and
refueled with an approved fuel grade.
To help reduce the occurrence of contaminated fuel coming from the
supplier or fixed based operator, pilots should assure that the fuel
supply has been checked for contamination and that the fuel is
properly filtered. Also, between flights, the fuel tanks should be kept as
full as operational conditions permit to reduce condensation on the
inside of fuel tanks.
Airplane Serials 2016 thru 2031: The gascolator incorporates a filter
bypass that activates a red, pop-up tab when pressure drop across the
gascolator reaches 0.8 ± 0.2 PSI. The filter is bypassed when the
pressure drop reaches 1.20 ± 0.2 PSI. Once the pop-up tab is
activated, the fuel filter element must be replaced and the pop-up tab
manually reset. Do not attempt to clean the filter element.
Draining Fuel System
The bulk of the fuel may be drained from the wing fuel tanks by the use
of a siphon hose placed in the cell or tank through the filler neck. The
remainder of the fuel may be drained by opening the drain valves. Use
the same precautions as when refueling airplane. Refer to the AMM
for specific procedures.
Battery Service
The aircraft is delivered with a maintenance-free, rechargeable,
sealed, lead acid primary battery. Battery #1 is mounted to the forward
right side of the firewall and access is gained by removing the upper
cowl. The battery vent is connected to an acid resistant plastic tube
that vents gases and electrolyte overflow overboard.
A capacity check must be performed at initial 24 months or 1200 hours
in service and then every 12 months or 200 hours thereafter. Refer to
the AMM for additional information on Battery #1 Overhaul and
Replacement Schedule and Scheduled Maintenance Checks.
8-22
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Revision A1
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
• Note •
For aircraft equipped with conventional lead acid battery
requiring periodic electrolyte level check: Refer to the AMM for
information on Battery Overhaul and Replacement Schedule
and Scheduled Maintenance Checks.
Battery #2 is a maintenance-free, rechargeable, sealed, lead acid
battery. Mounted in the empennage just aft of bulkhead 222, there is
no need to check the specific gravity of the electrolyte or add water to
these batteries during their service life. Refer to the AMM for Overhaul
and Replacement Schedule.
The external power receptacle is located on the left side of the
fuselage just aft of the firewall. Refer to the AMM for battery servicing
procedures.
Key Fob Battery Replacement
Serials 2303 & subs w/ Convenience Lighting:
If the key fob does not function properly at normal range, the battery
should be replaced. To replace the key fob battery:
1. Using a thin flat object, pry the top and bottom halves of the key
fob apart.
2. Remove and replace the battery with a new CR2032, or
equivalent, 3-volt battery. Install the new battery with the positive
side (+) facing up, away from the circuit board.
3. Press the top and bottom halves of the key fob back together.
P/N 11934-004
Revision A1
8-23
Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
Cleaning and Care
Cleaning Exterior Surfaces
• Note •
Prior to cleaning, place the airplane in a shaded area to allow
the surfaces to cool.
The airplane should be washed with a mild soap and water. Harsh
abrasives or alkaline soaps or detergents could make scratches on
painted or plastic surfaces or could cause corrosion of metal. Cover
static ports and other areas where cleaning solution could cause
damage. Be sure to remove the static port covers before flight. To
wash the airplane, use the following procedure:
1. Flush away loose dirt with water.
2. Apply cleaning solution with a soft cloth, a sponge or a soft bristle
brush.
3. To remove exhaust stains, allow the solution to remain on the
surface longer.
4. To remove stubborn oil and grease, use a cloth dampened with
naphtha.
5. Rinse all surfaces thoroughly.
• Any good silicone free automotive wax may be used to preserve
painted surfaces. Soft cleaning cloths or a chamois should be
used to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the abrasion
problems in these areas.
8-24
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
Cleaning Product
Cleaning Application
Supplier
Pure Carnauba Wax
Fuselage Exterior
Any Source
Mothers California Gold
Pure Carnauba Wax
Fuselage Exterior
Wal-Mart Stores
RejeX
Fuselage Exterior
Corrosion Technologies
WX/Block System
Fuselage Exterior
Wings and Wheels
AeroShell Flight Jacket
Plexicoat
Fuselage Exterior
ShellStore Online
XL-100 Heavy-Duty
Cleaner/Degreaser
Fuselage Exterior and
Landing Gear
Buckeye International
Stoddard Solvent
PD-680 Type ll
Engine Compartment
Any Source
Kerosene
Exterior Windscreen and
Windows
Any Source
Klear-To-Land
Exterior Windscreen and
Windows
D.W. Davies & Co
Prist
Exterior Windscreen and
Windows
Prist Aerospace
LP Aero Plastics
Acrylic Polish & Sealant
Exterior Windscreen and
Windows
Aircraft Spruce & Specialty
Figure 8-2
Recommended Exterior Cleaning Products
P/N 11934-004
Revision A1
8-25
Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
Care of Graphics
Graphics require care similar to any fine paint finish. Use high quality
products designed specifically for use on automobile finishes. Use
products in accordance with the manufacturer’s instructions.
Exposure to Environmental Conditions
Graphics, like paint, are degraded by prolonged exposure to sun and
atmospheric pollutants. Store the aircraft in a hangar, under a cloth
cover, or in shaded area whenever possible. Protect the aircraft from
dew and rain which may contain acidic pollutants (commonly found in
large metropolitan areas).
• Caution •
If graphics start to discolor or turn brown as a result of
exposure to acidic pollution, immediately have a professional
remove the graphic from the aircraft to avoid staining the
underlying paint.
Regular Washing
Wash graphics whenever the aircraft appears dirty. Contaminants
allowed to remain on the exterior may be more difficult to remove.
1. Rinse off as much dirt and grit as possible with a spray of water.
2. Clean graphic with a wet, non-abrasive detergent such as 3M™
Car Wash Soap 39000, Meguiar's NXT Generation® Car Wash, or
Deep Crystal® Car Wash, and a soft, clean cloth or sponge.
3. Rinse thoroughly with clean water.
4. To reduce water spotting, immediately use a silicone squeegee to
remove water.
5. Dry with a clean microfiber cloth.
Pressure Washing
Although hand washing is preferred, pressure washing may be used
when necessary to remove dirt and contaminants. Pressure washing
must be performed in accordance with the following procedure:
1. Ensure the water pressure is less than 2000 psi (14 MPa).
2. Ensure water temperature is less than 180 °F (82 °C).
3. Use a spray nozzle with a 40 degree wide angle spray pattern.
8-26
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
• Caution •
Holding the nozzle of a pressure washer at an angle less than
90 degrees to the graphic may lift the edges of the graphic.
4. Keep the spray nozzle perpendicular to the graphic, and at a
distance of at least 1 foot (30 cm).
5. To reduce water spotting, immediately use a silicone squeegee to
remove water.
6. Dry with a clean microfiber cloth.
Removing Difficult Contaminants
Difficult contaminants such as bugs, bird droppings, or tree sap may
require spot cleaning.
• Caution •
To prevent scratching the graphic, refrain from rough
scrubbing and the use of abrasive tools.
1. Soften contaminants by soaking with hot, soapy water for several
minutes.
2. Rinse thoroughly with clean water.
3. To reduce water spotting, immediately use a silicone squeegee to
remove water.
4. Dry with a clean microfiber cloth.
• Caution •
Initially test cleaning products on an inconspicuous area of the
graphic to verify they will not cause damage.
5. If further cleaning is needed, one of the following products may be
used: Meguiar's Gold Class™ Bug and Tar Remover, 3M™ Citrus
Base Cleaner, a mixture of two parts isopropyl alcohol to one part
water (mix ratio 2:1), or denatured alcohol.
6. Immediately rinse off all residue with clean water.
7. To reduce water spotting, immediately use a silicone squeegee to
remove water.
8. Dry with a clean microfiber cloth.
P/N 11934-004
Revision A1
8-27
Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
Cleaning Fuel Spills
• Caution •
Immediately clean fuel spills to avoid degrading the vinyl and
adhesive used in the graphic.
1. Wipe off spilled fuel.
2. Clean graphic with a wet, non-abrasive detergent such as 3M™
Car Wash Soap 39000, Meguiar's NXT Generation® Car Wash, or
Deep Crystal® Car Wash, and a soft, clean cloth or sponge.
3. Rinse thoroughly with clean water.
4. To reduce water spotting, immediately use a silicone squeegee to
remove water.
5. Dry with a clean microfiber cloth.
8-28
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
Graphic Restoration
If typical cleaning methods fail to produce satisfactory results, refer to
the recommended restoration products and mixtures below to help
preserve the condition of the graphics on your aircraft.
• Caution •
Do not use abrasive polishes or cutting compounds.
Do not use polish or wax on graphics with a matte or texture
finish.
Initially test restoration products and mixtures on an
inconspicuous area of the graphic to verify they will not cause
damage.
• Note •
Use an all-purpose cleaner to remove wax or wax residue.
Film or Finish Type
Product or Mixture
Smooth Gloss
3M™ Perfect-it™ Show Car Paste Wax 39526;
Meguiar's Gold Class™ Carnuaba Plus Premium Liquid Wax
Matte or Satin Texture
Mixture of two parts isopropyl alcohol to one part water
(mix ratio 2:1)
Matte White (1080-M10)
Carbon Fiber White Texture
(1080-CF10)
Depending on the type and degree of contamination to
be removed, use one or more of the following solutions
in the order shown:
1. Hot, soapy water solution
2. Mixture of two parts isopropyl alcohol to one part
water (mix ratio 2:1)
3. Simple Green® All-Purpose Cleaner
4. Household chlorine bleach, followed by a mixture of
two parts isopropyl alcohol to one part water (mix ratio
2:1)
5. Mineral spirits, followed by a mixture of two parts
isopropyl alcohol to one part water (mix ratio 2:1)
Carbon Fiber or Brushed
Metal Texture
3M™ Tire Restorer or Meguiar's Natural Shine Protectant
Carbon Fiber Black Texture
(1080-CF12)
Meguiar's Ultimate Black Plastic Restorer
Figure 8-3
Recommended Graphic Restoration Products and Mixtures
P/N 11934-004
Revision A1
8-29
Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
Windscreen and Windows
Before cleaning an acrylic window, rinse away all dirt particles before
applying cloth or chamois. Never rub dry acrylic. Dull or scratched
window coverings may be polished using a special acrylic polishing
paste.
• Caution •
Clean acrylic windows with a solvent-free, nonabrasive,
antistatic acrylic cleaner. Do not use gasoline, alcohol,
benzene, carbon tetrachloride, thinner, acetone, or glass
window cleaning sprays.
Use only a nonabrasive cotton cloth or genuine chamois to
clean acrylic windows. Paper towel or newspaper are highly
abrasive and will cause hairline scratches.
1. Remove grease or oil using a soft cloth saturated with kerosene
then rinse with clean, fresh water.
• Note •
Wiping with a circular motion can cause glare rings. Use an up
and down wiping motion to prevent this.
To prevent scratching from dirt that has accumulated on the
cloth, fold cloth to expose a clean area after each pass.
2. Using a moist cloth or chamois, gently wipe the windows clean of
all contaminates.
3. Apply acrylic cleaner to one area at a time, then wipe away with a
soft, cotton cloth.
4. Dry the windows using a dry nonabrasive cotton cloth or chamois.
Enhanced Vision System Sensor Windows (Optional)
The Enhanced Vision System Sensor is located on the underside of
the LH wing. The three sensor windows are made of Germanium. In
contrast to visible light energy, infrared energy typically passes
through dirt on the window. As such, the Sensor windows requires
only occasional cleaning with mild liquid soap and water or isopropyl
alcohol, and a soft cloth.
• Caution •
If a EVS Sensor Window breaks, use gloves and masks when
handling broken germanium window material.
8-30
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
Do not use abrasive cleansers or cleaning pads on the
germanium window. Abrasive cleaning can damage the
sensor window coating.
Do not use any cleansers containing ammonia. Ammonia will
remove the sensor window coating.
Engine Compartment
Before cleaning the engine compartment, place a strip of tape on the
magneto vents to prevent any solvent from entering these units.
1. Place a large pan under the engine to catch waste.
2. Remove induction air filter and seal off induction system inlet.
3. With the engine cowling removed, spray or brush the engine with
solvent or a mixture of solvent and degreaser. In order to remove
especially heavy dirt and grease deposits, it may be necessary to
brush areas that were sprayed.
• Caution •
Do not spray solvent into the alternator, vacuum pump, starter,
or induction air intakes.
4. Allow the solvent to remain on the engine from 5 to 10 minutes.
Then rinse engine clean with additional solvent and allow it to dry.
• Caution •
Do not operate the engine until excess solvent has
evaporated or otherwise been removed.
5. Remove the protective tape from the magnetos.
6. Open induction system air inlet and install filter.
7. Lubricate in accordance with the Airplane Maintenance Manual
(AMM), Chapter 12, Servicing.
Landing Gear
Before cleaning the landing gear, place a plastic cover or similar
material over the wheel and brake assembly.
1. Place a pan under the gear to catch waste.
2. Spray or brush the gear area with solvent or a mixture of solvent
and degreaser, as desired. Where heavy grease and dirt deposits
have collected, it may be necessary to brush areas that were
sprayed, in order to clean them.
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Revision A1
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Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
3. Allow the solvent to remain on the gear from five to ten minutes.
Then rinse the gear with additional solvent and allow to dry.
4. Remove the cover from the wheel and remove the catch pan.
5. Lubricate the gear in accordance with the Airplane Maintenance
Manual (AMM), Chapter 12, Servicing.
Cleaning Interior Surfaces
Seats, carpet, upholstery panels, and headliners should be vacuumed
at regular intervals to remove surface dirt and dust. While vacuuming,
use a fine bristle nylon brush to help loosen particles.
• Caution •
Remove any sharp objects from pockets or clothing to avoid
damaging interior panels or upholstery.
Windshield and Windows
Never rub dry acrylic. Dull or scratched window coverings may be
polished using a special acrylic polishing paste.
• Caution •
Clean acrylic windows with a solvent free, none abrasive,
antistatic acrylic cleaner. Do not use gasoline, alcohol,
benzene, carbon tetrachloride, thinner, acetone, or glass
window cleaning sprays.
Use only a nonabrasive cotton cloth or genuine chamois to
clean acrylic windows. Paper towel or newspaper are highly
abrasive and will cause hairline scratches.
• Note •
Wiping with a circular motion can cause glare rings. Use an up
and down wiping motion to prevent this.
To prevent scratching from dirt that has accumulated on the
cloth, fold cloth to expose a clean area after each pass.
1. Using a moist cloth or chamois, gently wipe the windows clean of
all contaminates.
2. Apply acrylic cleaner to one area at a time, then wipe away with a
soft, cotton cloth.
3. Dry the windows using a dry nonabrasive cotton cloth or chamois.
8-32
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
Cleaning Product
Cleaning Application
Supplier
Prist
Interior Windscreen and
Windows
Prist Aerospace
Optimax
Display Screens
PhotoDon
Mild Dishwasher Soap
(abrasive free)
Cabin Interior
Any Source
Leather Care Kit
50689-001
Leather Upholstery
Cirrus Design
Leather Cleaner
50684-001
Leather Upholstery
Cirrus Design
Ink Remover
50685-001
Leather Upholstery
Cirrus Design
Leather Conditioner
50686-001
Leather Upholstery
Cirrus Design
Spot and Stain Remover
50687-001
Leather Upholstery
Cirrus Design
Vinyl Finish Cleaner
50688-001
Vinyl Panels
Cirrus Design
Vinyl and Leather Upholstery
Cirrus Design
Vinyl & Leather Cleaner
51479-001
Figure 8-4
Recommended Interior Cleaning Products
P/N 11934-004
Revision A1
8-33
Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
Instrument Panel and Electronic Display Screens
The instrument panel, control knobs, and plastic trim need only to be
wiped clean with a soft damp cloth. The multifunction display, primary
flight display, and other electronic display screens should be cleaned
with Optimax - LCD Screen Cleaning Solution as follows:
• Caution •
To avoid solution dripping onto display and possibly migrating
into component, apply the cleaning solution to cloth first, not
directly to the display screen.
Use only a lens cloth or nonabrasive cotton cloth to clean
display screens. Paper towels, tissue, or camera lens paper
may scratch the display screen.
Clean display screen with power OFF.
1. Gently wipe the display with a clean, dry, cotton cloth.
2. Moisten clean, cotton cloth with cleaning solution.
3. Wipe the soft cotton cloth across the display in one direction,
moving from the top of the display to the bottom. Do not rub
harshly.
4. Gently wipe the display with a clean, dry, cotton cloth.
Headliner and Trim Panels
The airplane interior can be cleaned with a mild detergent or soap and
water. Harsh abrasives or alkaline soaps or detergents should be
avoided. Solvents and alcohols may damage or discolor vinyl or
urethane parts. Cover areas where cleaning solution could cause
damage. Use the following procedure:
• Caution •
Solvent cleaners and alcohol should not be used on interior
parts. If cleaning solvents are used on cloth, cover areas
where cleaning solvents could cause damage.
1. Clean headliner, and side panels, with a stiff bristle brush, and
vacuum where necessary.
2. Soiled upholstery, may be cleaned with a good upholstery cleaner
suitable for the material. Carefully follow the manufacturer's
instructions. Avoid soaking or harsh rubbing.
8-34
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 8
Handling, Servicing, and Maintenance
Leather Upholstery and Seats
For routine maintenance, occasionally wipe leather upholstery with a
soft, damp cloth. For deeper cleaning, start with mix of mild detergent
and water then, if necessary, work your way up to the products
available from Cirrus for more stubborn marks and stains. Do not use
soaps as they contain alkaline which will alter the leather’s pH balance
and cause the leather to age prematurely. Cover areas where cleaning
solution could cause damage. Use the following procedure:
• Caution •
Solvent cleaners and alcohol should not be used on leather
upholstery.
1. Clean leather upholstery with a soft bristle brush, and vacuum
where necessary.
2. Wipe leather upholstery with a soft, damp cloth.
3. Soiled upholstery, may be cleaned with the approved products
available from Cirrus Design. Avoid soaking or harsh rubbing.
Carpets
To clean carpets, first remove loose dirt with a whiskbroom or vacuum.
For soiled spots and stubborn stains use a non-flammable, dry
cleaning fluid. Floor carpets may be cleaned like any household
carpet.
P/N 11934-004
Revision A1
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Section 8
Handling, Servicing, and Maintenance
Cirrus Design
SR20
Intentionally Left Blank
8-36
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 9
Log of Supplements
Section 9: Log of Supplements
Inst Part Number Title
___ 11934-S17R1 SR20 Airplanes Registered in Canada
Rev Date
09-24-13
___ 11934-S25 R1 Winterization Kit
12-07-04
___ 11934-S29
05-27-04
SR20 Airplanes Registered in the European Union
___ 11934-S36 R1 Artex ME406 406 MHz ELT System
12-18-08
___ 11934-S39
S-Tec Fifty Five X Autopilot w/ Optional Flight Director
12-18-08
___ 11934-S40
S-Tec Fifty Five SR Autopilot
12-18-08
___ 11934-S41 R3 GFC 700 Automatic Flight Control System
09-08-14
___ 11934-S42
Garmin Terrain Awareness/Warning System
12-18-08
___ 11934-S43
SR20 Airplanes Registered in Russia
01-20-09
___ 11934-S45 R1 SR20 Airplanes Registered in Argentina
11-13-13
___ 11934-S51
12-07-10
SR20 Airplanes Registered in Colombia
___ 11934-S52 R1 SR20 Airplanes Registered in Chile
03-19-13
___ 11934-S53 R1 SR20 Airplanes Registered in Mexico
09-24-13
___ 11934-S54
SR20 Airplanes Registered in Egypt
04-07-14
___ 11934-S55
Artex ELT 1000 406 MHz ELT System
11-20-14
P/N 11934-004, 11934-004E, 11934-004AR, 11934-004J, 21399-004
Revision A1
9-1
Section 9
Log of Supplements
Cirrus Design
SR20
FAA Approved POH Supplements must be in the airplane for flight operations when the
subject optional equipment is installed or the special operations are to be performed.
This Log of Supplements shows all Cirrus Design Supplements available for the aircraft
at the corresponding date of the revision level shown in the lower left corner. A check
mark in the Part Number column indicates that the supplement is applicable to the POH.
Any installed supplements not applicable to the POH are provided for reference only.
9-2
P/N 11934-004, 11934-004E, 11934-004AR, 11934-004J, 21399-004
Reissue A
Cirrus Design
SR20
Section 10
Safety Information
activation is recommended. If you are not sure of the condition of the
aircraft following a mid-air collision, CAPS activation is recommended.
Structural Failure
Structural failure may result from many situations, such as:
encountering severe gusts at speeds above the airplane's structural
cruising speed, inadvertent full control movements above the
airplane's maneuvering speed, or exceeding the design load factor
while maneuvering. If a structural failure occurs, CAPS activation is
recommended.
Loss of Control
Loss of control may result from many situations, such as: a control
system failure (disconnected or jammed controls); severe wake
turbulence, severe turbulence causing upset, severe airframe icing, or
pilot disorientation caused by vertigo or panic. If loss of control occurs,
the CAPS should be activated immediately.
• WARNING •
In the event of a spin, immediate CAPS activation is mandatory.
Under no circumstances should the pilot attempt recovery from a spin
other than by CAPS activation.
Landing Required in Terrain not Permitting a Safe Landing
If a forced landing on an unprepared surface is required CAPS
activation is recommended unless the pilot in command concludes
there is a high likelihood that a safe landing can be accomplished. If a
condition requiring a forced landing occurs over rough or mountainous
terrain, over water out of gliding distance to land, over widespread
ground fog or at night, CAPS activation is strongly recommended.
Numerous fatalities that have occurred in Cirrus aircraft accidents
likely could have been avoided if pilots had made the timely decision
to deploy CAPS.
While attempting to glide to an airfield to perform a power off landing,
the pilot must be continuously aware of altitude and ability to
successfully perform the landing. Pilot must make the determination
by 2000' AGL if the landing is assured or if CAPS will be required.
Pilot Incapacitation
Pilot incapacitation may be the result of anything from a pilot's medical
condition to a bird strike that injures the pilot. If incapacitation occurs
and the passengers are not trained to land the aircraft, CAPS
P/N 11934-004
Reissue A
10-5
Section 10
Safety Information
Cirrus Design
SR20
activation by the passengers is highly recommended. This scenario
should be discussed with passengers prior to flight and all appropriate
passengers should be briefed on CAPS operation so they could
effectively deploy CAPS if required.
General Deployment Information
Deployment Speed
The maximum speed at which deployment has been demonstrated is
133 KIAS. Deployment at higher speeds could subject the parachute
and aircraft to excessive loads that could result in structural failure.
Once a decision has been made to deploy the CAPS, make all
reasonable efforts to slow to the minimum possible airspeed.
However, if time and altitude are critical, and/or ground impact is
imminent, the CAPS should be activated regardless of airspeed.
Deployment Altitude
No minimum altitude for deployment has been set. This is because the
actual altitude loss during a particular deployment depends upon the
airplane's airspeed, altitude and attitude at deployment as well as other
environmental factors. In all cases, however, the chances of a successful
deployment increase with altitude. In the event of a spin, immediate CAPS
activation is mandatory regardless of altitude. In other situations, the pilot
in command may elect to troubleshoot a mechanical problem or attempt to
descend out of icing conditions if altitude and flight conditions permit. As a
data point, altitude loss from level flight deployments has been
demonstrated at less than 400 feet. Deployment at such a low altitude
leaves little or no time for the aircraft to stabilize under the canopy or for
the cabin to be secured. A low altitude deployment increases the risk of
injury or death and should be avoided. If circumstances permit, it is
advisable to activate the CAPS at or above 2,000 feet AGL.
While CAPS activation above 2,000 feet is not necessarily safer than
activation at 2,000 feet in terms of the altitude needed to deploy the
parachute and slow the descent of the aircraft, there are other risks
associated with delaying deployment. Distraction, deterioration in flight
conditions, aircraft damage, pilot injury or incapacitation all could take
place above 2,000 feet and prevent a timely deployment. At any altitude,
once the CAPS is determined to be the only alternative available for
saving the aircraft occupants, deploy the system without delay.
10-6
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 10
Safety Information
Deployment Attitude
The CAPS has been tested in all flap configurations at speeds ranging
from VSO to VA. Most CAPS testing was accomplished from a level
attitude. Deployment from a spin was also tested. From these tests it
was found that as long as the parachute was introduced to the free air
by the rocket, it would successfully recover the aircraft into its level
descent attitude under parachute. However, it can be assumed that to
minimize the chances of parachute entanglement and reduce aircraft
oscillations under the parachute, the CAPS should be activated from a
wings-level, upright attitude if at all possible.
Landing Considerations
After a CAPS deployment, the airplane will descend at less than 1700
feet per minute with a lateral speed equal to the velocity of the surface
wind. The CAPS landing touchdown is equivalent to ground impact
from a height of approximately 10 feet. While the airframe, seats, and
landing gear are designed to accommodate the stress, occupants
must be prepared for the landing. The overriding consideration in all
CAPS deployed landings is to prepare the occupants for the
touchdown in order to protect them from injury as much as possible.
Emergency Landing Body Position
The most important consideration for a touchdown with CAPS
deployed is to protect the occupants from injury, especially back injury.
Contacting the ground with the back offset attempting to open a door
or secure items increases the likelihood of back injury. All occupants
must be in the emergency landing body position well before
touchdown. After touchdown, all occupants should maintain the
emergency landing body position until the airplane comes to a
complete stop.
The emergency landing body position is assumed with tightened seat
belt and shoulder harness by placing both hands on the lap, clasping
one wrist with the opposite hand, and holding the upper torso erect
and against the seat backs. The seat cushions contain an aluminum
honeycomb core designed to crush under impact to absorb downward
loads and help protect the spine from compression injury.
Door Position
For most situations, it is best to leave the doors latched and use the
time available to transmit emergency calls, shut down systems, and
get into the Emergency Landing Body Position well before impact. The
P/N 11934-004
Revision A1
10-7
Section 10
Safety Information
Cirrus Design
SR20
discussion below gives some specific recommendations, however, the
pilot's decision will depend upon all factors, including time to impact,
altitude, terrain, winds, condition of airplane, etc.
There is the possibility that one or both doors could jam at impact. If
this occurs, to exit the airplane, the occupants will have to force open a
partially jammed door or break through a door window using the
Emergency Exit Hammer located in the lid of the center armrest. This
can significantly delay the occupants from exiting the airplane.
If the pilot elects to touchdown with a door opened, there are several
additional factors the pilot must consider: loss of door, possibility of
head injury, or injury from an object coming through the open door.
• If a door is open prior to touchdown in a CAPS landing, the door
will most likely break away from the airplane at impact.
• If the door is open and the airplane contacts the ground in a
rolled condition, an occupant could be thrown forward and strike
their head on the exposed door pillar. Contacting the ground in a
rolled condition could be caused by terrain that is not level,
contacting an obstacle such as a tree, or by transient aircraft
attitude.
• With a door open, it is possible for an object such as a tree limb
or flying debris to come through the opening and strike an
occupant.
• WARNING •
If it is decided to unlatch a door, unlatch one door only.
Opening only one door will provide for emergency egress as
well as reduce risks associated with ground contact. Typically,
this would be the copilot's door as this allows the other
occupants to exit first after the airplane comes to rest.
Water Landings
The ability of the airplane to float after a water landing has not been
tested and is unknown. However, since there is the possibility that one
or both doors could jam and use of the emergency egress hammer to
break out a window could take some time, the pilot may wish to
consider unlatching a door prior to assuming the emergency landing
body position in order to provide a ready escape path should the
airplane begin to sink.
10-8
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 10
Safety Information
Post Impact Fire
If there is no fire prior to touchdown and the pilot is able to shut down
the engine, fuel, and electrical systems, there is less chance of a post
impact fire. If the pilot suspects a fire could result from impact,
unlatching a door immediately prior to assuming the emergency
landing body position should be considered to assure rapid egress.
Ground Gusts
If it is known or suspected that ground gusts are present in the landing
zone, there is a possibility that the parachute could drag the airplane
after touchdown, especially if the terrain is flat and without obstacles.
In order to assure that the occupants can escape the airplane in the
timeliest manner after the airplane comes to rest, the pilot may elect to
unlatch the copilot's door for the CAPS landing. Occupants must be in
the Emergency Landing Body Position for touchdown. Occupants
must not loosen seat belts until the airplane comes to rest. When the
airplane comes to rest, the occupants should exit the airplane and
immediately move upwind to prevent a sudden gust from dragging the
airplane in their direction.
P/N 11934-004
Revison A1
10-9
Section 10
Safety Information
Cirrus Design
SR20
Taxiing, Steering, and Braking Practices
Cirrus aircraft use a castering nose wheel and rely on aerodynamic
forces and differential braking for directional control while taxiing.
Proper braking practices are therefore critical to avoid potential
damage to the brakes.
The most common cause of brake damage and/or failure is the
creation of excessive heat through improper braking practices. Pilots
unaccustomed to free castering nose wheel steering may be inclined
to “ride” the brakes to maintain constant taxi speeds and use the
brakes excessively for steering.
• Caution •
When brake temperatures are between 270-293°F (132145°C), the Crew Alerting System will display a BRAKE TEMP
Caution annunciation. A BRAKE TEMP Warning annunciation
occurs when brake temperature exceeds 293°F (145°C). If
either annunciation occurs, the pilot should stop the aircraft
and allow the brakes to cool to avoid damaging the brake
system.
Operating Practices
When taxiing, directional control is accomplished with rudder
deflection and intermittent braking (toe taps) as necessary. Use only
as much power as is necessary to achieve forward movement.
Deceleration or taxi speed control using brakes but without a reduction
in power will result in increased brake temperature.
On flat, smooth, hard surfaces, do not exceed 1000 RPM maximum
continuous engine speed for taxi. Power settings slightly above 1000
RPM are permissible to start motion, for turf, soft surfaces, and on
inclines. Use minimum power to maintain constant taxi speed.
“Riding the brakes” while taxiing is similar to driving a car with one foot
on the brake and one foot on the gas. This causes a continuous build
up of energy that would otherwise be moving the airplane.
Observe the following operating practices:
• Verify that the parking brake is completely disengaged before
taxi.
• The rudder is effective for steering on the ground and should be
used.
10-10
P/N 11934-004
Revision A1
Cirrus Design
SR20
Section 10
Safety Information
• Use only as much power (throttle) as is necessary to achieve
forward movement. Keep in mind, any additional power added
with the throttle will be absorbed in the brakes to maintain
constant speed.
• Use rudder deflection and the minimum necessary inputs of
differential braking to achieve directional control.
• Do not “ride the brakes”. Pilots should consciously remove
pressure from the brakes while taxiing. Failure to do so results in
excessive heat buildup, premature brake wear, and increased
possibility of brake failure or fire.
• Avoid unnecessary high-speed taxiing. High-speed taxiing may
result in excessive demands on the brakes, increased brake
wear, and the possibility of brake failure or fire.
• Brakes have a large energy absorbing capacity; therefore,
cooling time should be considered. Energy absorbed during a
few seconds of deceleration can take up to an hour to dissipate
(Serials 2016 thru 2240 before SB2X-32-21), or several minutes
to dissipate (Serials 2016 thru 2240 after SB2X-32-21, 2241 &
subs). Always allow adequate cooling time after brake use.
• Allow a cooling period following a high-energy braking event.
High-energy braking can include an aborted takeoff or the
equivalent energy required for a Maximum Gross Weight fullstop from 70 knots in less than 1000 feet.
Brake Maintenance
The brake assemblies and linings should be checked at every oil
change (50 hours) for general condition, evidence of overheating, and
deterioration. Serials 2016 thru 2030 before SB2X-05-01: At every
annual/100-hour inspection the brakes should be disassembled, the
brake linings should be checked and the O-rings must be replaced.
The aircraft should not be operated with overheated, damaged, or
leaking brakes. Conditions include, but are not limited to:
• Leaking brake fluid at the caliper. This can be observed by
checking for evidence of fluid on the ground or deposited on the
underside of the wheel fairing. Wipe the underside of the fairing
with a clean, white cloth and inspect for red colored fluid
residue.
P/N 11934-004
Revision A1
10-11
Section 10
Safety Information
Cirrus Design
SR20
• Overheated components, indicated by discoloration or warping
of the disk rotor. Excessive heat can cause the caliper
components to discolor or cause yellowing of the part
identification label.
Refer to Section 8, Landing Gear Servicing for specific servicing
information on the Brake System.
10-12
P/N 11934-004
Revision A1
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