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cirrus sr22t - Cirrus Design Authorized Service Center Home
PILOT’S OPERATING HANDBOOK
AND FAA APPROVED
AIRPLANE FLIGHT MANUAL
for the
CIRRUS SR22T
Airplanes Registered in Europe
A i r c r a f t S e r i a l s S R 2 2 T- 0 4 4 2 & S u b s e q u e n t w i t h
Te l e d y n e C o n t i n e n t a l M o t o r s Tu r b o c h a r g e d E n g i n e
3 6 0 0 Po u n d Ta k e o f f W e i g h t
FAA Approved in Normal Category based on FAR 23. This document must be carried in
the airplane at all times and be kept within the reach of the pilot during all flight
operations.
THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO
THE PILOT BY FAR PART 23 AND ADDITIONAL INFORMATION PROVIDED BY
CIRRUS DESIGN AND CONSTITUTES THE FAA APPROVED AIRPLANE FLIGHT
MANUAL.
The EASA approved Airplane Flight Manual consists of the FAA approved Airplane
Flight Manual, associated POH Supplements, and this Title Page.
Model - Serial Num. SR22T ____________ Registration Num.
P/N 13772-005E
Original Issue: May 15, 2013
______________
Copyright © 2013 - All Rights Reserved
Cirrus Design Corporation
4515 Taylor Circle
Duluth, MN 55811
Cirrus Design
SR22T
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:
Original Issue.......... ................... May 15, 2013
Revision.................. 1 ................. Jan 27, 2016
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Cirrus Design
SR22T
Pilot’s Operating Handbook
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P/N 13772-005E
Original Issue
Cirrus Design
SR22T
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 13772-005
Revision 1
Front Matter-1
Front Matter
Foreword
Cirrus Design
SR22T
The Pilot’s Operating Handbook
This Pilot’s Operating Handbook has been prepared using GAMA
Specification #1 for Pilot’s Operating Handbook, Revision 2, dated 18
October 1996 as the content model and format guide. However, some
deviations from this specification were made for clarity. The POH is
presented in loose-leaf form for ease in inserting revisions and is sized
for convenient storage. Tabbed dividers throughout the POH allow
quick reference to each section. Logical and convenient Tables of
Contents are located at the beginning of each section to aid in locating
specific data within that section. The POH is divided into ten sections
as follows:
Section 1................................................................................... General
Section 2...............................................................................Limitations
Section 3.......................................................... Emergency Procedures
Section 3A .......................................................... Abnormal Procedures
Section 4................................................................. Normal Procedures
Section 5...................................................................Performance Data
Section 6...........................................Weight & Balance/Equipment List
Section 7............................................................... Systems Description
Section 8........................................ Handling, Servicing & Maintenance
Section 9........................................................................... Supplements
Section 10.................................................................Safety Information
The data presented in this POH is the result of extensive flight tests
and is approved by the Federal Aviation Administration. However, as
new procedures or performance data are developed, the POH will be
revised.
• Note •
It is the responsibility of the owner to ensure that the Pilot’s
Operating Handbook is current at all times. Therefore, it is
very important that all revisions be properly incorporated into
this POH as soon as they are available.
Front Matter-2
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Front Matter
Foreword
Revising the Pilot’s Operating Handbook
Two types of revisions may be issued for this POH: Temporary and
Numbered.
Temporary revisions are printed on yellow paper, normally cover only
one topic or procedure, and are issued to provide safety related
information or other time sensitive information where the rigor of
providing a numbered revision is not possible in the time allowed. All
the information needed to properly file a temporary revision is included
on the revision itself. Typically, a temporary revision is superseded and
replaced by the next numbered revision.
Numbered revisions are printed on white paper, normally cover
several subjects, and are issued as general updates to the POH. Each
numbered revision includes an “Instruction Sheet,” a “List of Effective
Pages”, and a “Revision Highlights” page. The “Instruction Sheet” is
intended to assist the manual holder in removing superseded pages
and inserting new or superseding pages. The “List of Effective Pages”
shows the issue or revision status of all pages in the POH. The
“Revision Highlights” page gives a brief description of changes made
to each page in the current revision.
Identifying Revised Material
Each page in the POH has revision identification at the lower inside
corner opposite the page number. Original issue pages will be
identified by the words “Original Issue” at this location. In the event
that the majority of pages in the POH are revised, Cirrus may
determine that it is more effective to reissue the POH. Reissued pages
will be identified by the word “Reissue” followed by a letter indicating
the reissue level; for example, “Reissue A” Revised pages will be
identified by the word “Revision” followed by the revision number at
this location; for example, “Revision 2” (Original Issue, Revision 2) or
“Revision B1” (Reissue B, Revision 1).
Revised material on a page can be identified by a change bar located
at the outside page margin. Revision bars are not used at reissues of
the POH.
P/N 13772-005
Revision 1
Front Matter-3
Front Matter
Foreword
Cirrus Design
SR22T
Revisions to the Pilot’s Operating Handbook
POH revisions, temporary revisions, and supplements can be
downloaded from Cirrus Design at www.cirrusaircraft.com, or from the
Authorized Service Center website.
Paper copies of POH revisions and supplements can be purchased
from Cirrus Connection at www.cirrusconnection.com.
• Note •
If at any time it is found that the POH is not current, temporary
revisions are missing, or applicable supplements are not
included, contact Cirrus Design.
Supplements
The Supplements section (Section 9) of this POH contains FAA
Approved Supplements necessary to safely and efficiently operate the
airplane when equipped with optional equipment not provided with the
standard airplane or not included in the POH. Supplements are
essentially “mini-handbooks” and may contain data corresponding to
most sections of the POH. Data in a supplement either adds to,
supersedes, or replaces similar data in the basic POH.
Section 9 includes a “Log of Supplements” page preceding all Cirrus
Design Supplements produced for this airplane. The “Log of
Supplements” page can be utilized as a “Table of Contents” for Section
9. If the airplane is modified at a non Cirrus Design facility through an
STC or other approval method, it is the owner’s responsibility to
ensure that the proper supplement, if applicable, is installed in the
POH and that the supplement is properly recorded on the “Log of
Supplements” page.
FAA Approved POH Supplements must be in the airplane for flight
operations when the subject optional equipment is installed or the
special operations are to be performed.
Retention of Data
In the event a new title page is issued, the weight and balance data
changes, the equipment list changes, or the “Log of Supplements” is
replaced, the owner must ensure that all information applicable to the
airplane is transferred to the new pages and the aircraft records are
current. It is not a requirement that owners retain information, such as
supplements, that is not applicable to their airplane.
Front Matter-4
P/N 13772-005
Revision 1
Cirrus Design
SR22T
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 13772-005
Revision 1
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Cirrus Design
SR22T
Intentionally Left Blank
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P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 1
General
Section 1: General
Table of Contents
Introduction ........................................................................................ 3
The Airplane....................................................................................... 7
Engine............................................................................................. 7
Propeller ......................................................................................... 7
Fuel................................................................................................. 8
Oil .................................................................................................. 8
Maximum Certificated Weights ....................................................... 8
Cabin and Entry Dimensions .......................................................... 8
Baggage Spaces and Entry Dimensions ........................................ 8
Specific Loadings............................................................................ 8
Symbols, Abbreviations and Terminology.......................................... 9
General Airspeed Terminology and Symbols ................................. 9
Meteorological Terminology.......................................................... 10
Engine Power Terminology........................................................... 11
Performance and Flight Planning Terminology............................. 12
Weight and Balance Terminology................................................. 12
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General
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SR22T
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P/N 13772-005
Original Issue
Cirrus Design
SR22T
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 13772-005
Revision 1
1-3
Section 1
General
Cirrus Design
SR22T
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 9" inches (23 cm).
• Wing Area = 144.9 sq. ft.
38.3 ft
11.67 m
78 inches 3-BLADE
198 cm
9.1 ft
2.8 m
SR22_FM01_3550
Figure 1-1
Airplane Three View
1-4
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 1
General
49.3"
39.8"
100
120
140
160
180
49.7"
200
38.5"
220
240
Fuselage
Station
FS
222
27.0"
16.0"
20.0"
10.5"
32.0"
33.4"
39.0"
33.3"
CABIN DOOR
OPENING
5.0"
20.0"
21.0"
BAGGAGE DOOR
OPENING
SR22_FM01_1019A
Location
Length
Width
Height
Volume
Cabin
122”
49.3”
49.7
137 cu ft
Baggage
Compartment
36”
39.8”
38.5”
32 cu ft
Figure 1-2
Airplane Interior Dimensions
P/N 13772-005
Original Issue
1-5
Section 1
General
Cirrus Design
SR22T
GROUND TURNING CLEARANCE
RADIUS FOR WING TIP
24.3 ft. (7.41 m)
RADIUS FOR NOSE GEAR
7.0 ft.
(2.16 m)
RADIUS FOR INSIDE GEAR
0.5 ft.
(0.15 m)
RADIUS FOR OUTSIDE GEAR
9.1 ft.
(2.77 m)
TURNING RADII ARE CALCULATED USING ONE BRAKE AND
PARTIAL POWER. ACTUAL TURNING RADIUS MAY VARY AS
MUCH AS THREE FEET.
SR22_FM01_2412
Figure 1-3
Turning Radius
1-6
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 1
General
The Airplane
Engine
Number of Engines.............................................................................. 1
Engine Manufacturer ............................................Teledyne Continental
Engine Model .....................................................................TSIO-550-K
Engine Type ........ Turbocharged, direct drive, fuel injected, air cooled,
horizontally opposed 6 cylinder engine with 550 cubic inch
displacement.
Horsepower Rating.............................................. 315 bhp @ 2500 rpm
Propeller
Hartzell Compact Series Lightweight Hub with Composite Blades
Propeller Type ........................................ Constant Speed, Three Blade
Model Number..............................................PHC-J3Y1F-1N/N7605(B)
Diameter........................................................................................78.0"
Model Number........................................... PHC-J3Y1F-1N/N7605C(B)
Diameter........................................................................................78.0"
P/N 13772-005
Original Issue
1-7
Section 1
General
Cirrus Design
SR22T
Fuel
Total Capacity ............................................ 94.5 U.S. Gallons (358.0 L)
Total Usable.............................................. .92.0 U.S. Gallons (348.0 L)
Approved Fuel Grades:
100 LL Grade Aviation Fuel (Blue)
100 (Formerly 100/130) Grade Aviation Fuel (Green)
Oil
Oil Capacity (Sump) .............................................8 U.S. Quarts (7.6 L)
Oil Grades:
All Temperatures ...................................... 15W-50, 20W-50 or 20W-60
Above 40°F (4°C) .......................................SAE 50, 20W50, or 20W60
Below 40°F (4°C).......................... SAE 30, 10W30, 15W50, or 20W50
Maximum Certificated Weights
Maximum Gross for Takeoff...................................... 3600 lb (1633 Kg)
Maximum Zero Fuel Weight ..................................... 3400 lb (1542 Kg)
Maximum Baggage Compartment Loading .................... 130 lb (59 Kg)
Cabin and Entry Dimensions
Refer to the preceding figures for dimensions of the cabin interior and
entry door openings.
Baggage Spaces and Entry Dimensions
Refer to the preceding figures for dimensions of the baggage area and
baggage door opening.
Specific Loadings
Wing Loading..................................................... 24.8 lb per square foot
Power Loading................................................................. 11.4 lb per hp
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P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 1
General
Symbols, Abbreviations and Terminology
General Airspeed Terminology and Symbols
KCAS
Knots Calibrated Airspeed is the indicated airspeed
corrected for position and instrument error.
Calibrated airspeed is equal to true airspeed in
standard atmosphere at sea level.
KIAS
Knots Indicated Airspeed is the speed shown on the
airspeed indicator. The IAS values published in this
handbook assume no instrument error.
KTAS
Knots True Airspeed is the airspeed expressed in
knots relative to undisturbed air which is KCAS
corrected for altitude and temperature.
VG
Best Glide Speed is the speed at which the greatest
flight distance is attained per unit of altitude lost with
power off.
VO
Operating Maneuvering Speed is the maximum
speed at which application of full control movement
will not overstress the airplane.
VFE
Maximum Flap Extended Speed is the highest
speed permissible with wing flaps in a prescribed
extended position.
VNO
Maximum Structural Cruising Speed is the speed
that should not be exceeded except in smooth air,
and then only with caution.
VNE
Never Exceed Speed is the speed that may not be
exceeded at any time.
VPD
Maximum Demonstrated Parachute Deployment
Speed is the maximum speed at which parachute
deployment has been demonstrated.
VREF
Landing reference speed or threshold crossing
speed.
VS
Stalling Speed is minimum steady flight speed at
which the aircraft is controllable.
P/N 13772-005
Original Issue
1-9
Section 1
General
Cirrus Design
SR22T
VS 50%
Stalling Speed is minimum steady flight speed at
which the aircraft is controllable with 50% flaps.
VSO
Stalling Speed is the minimum steady flight speed at
which the aircraft is controllable in the landing
configuration (100% flaps) at the most unfavorable
weight and balance.
VX
Best Angle of Climb Speed is the speed at which the
airplane will obtain the highest altitude in a given
horizontal distance. The best angle-of-climb speed
normally increases slightly with altitude.
VY
Best Rate of Climb Speed is the speed at which the
airplane will obtain the maximum increase in altitude
per unit of time. The best rate-of-climb speed
decreases slightly with altitude.
Meteorological Terminology
IMC
Instrument
Meteorological
Conditions
are
meteorological conditions expressed in terms of
visibility, distance from cloud, and ceiling less than
the minima for visual flight defined in FAR 91.155.
ISA
International Standard Atmosphere (standard day)
is an atmosphere where (1) the air is a dry perfect
gas, (2) the temperature at sea level is 15°C, (3) the
pressure at sea level is 29.92 in.Hg (1013.2
millibars), and (4) the temperature gradient from sea
level to the altitude at which the temperature is 56.5°C is -0.00198°C per foot and zero above that
altitude.
MSL
Mean Sea Level is the average height of the surface
of the sea for all stages of tide. In this Handbook,
altitude given as MSL is the altitude above the mean
sea level. It is the altitude read from the altimeter
when the altimeter’s barometric adjustment has
been set to the altimeter setting obtained from
ground meteorological sources.
1-10
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 1
General
OAT
Outside Air Temperature is the free air static
temperature obtained from inflight temperature
indications or from ground meteorological sources.
It is expressed in either degrees Celsius or degrees
Fahrenheit.
Pressure
Altitude
Pressure Altitude (PA) is the altitude read from the
altimeter
when
the
altimeter’s
barometric
adjustment has been set to 29.92 in.Hg (1013 mb)
corrected for position and instrument error. In this
Handbook, altimeter instrument errors are assumed
to be zero.
Standard
Temperature
Standard Temperature is the temperature that would
be found at a given pressure altitude in the standard
atmosphere. It is 15°C (59°F) at sea level pressure
altitude and decreases approximately 2°C (3.6°F)
for each 1000 feet of altitude increase. See ISA
definition.
Engine Power Terminology
BHP
Brake Horsepower is the power developed by the
engine.
MCP
Maximum Continuous Power is the maximum power
that can be used continuously.
MAP
Manifold Pressure is the pressure measured in the
engine’s induction system expressed as inches of
mercury (in.Hg).
RPM
Revolutions Per Minute is engine rotational speed.
Static RPM
Static RPM is RPM attained during a full-throttle
engine runup when the airplane is on the ground
and stationary.
TIT
Turbine Inlet Temperature is the temperature
measured in front of the first stage turbine nozzle
valves.
P/N 13772-005
Original Issue
1-11
Section 1
General
Cirrus Design
SR22T
Performance and Flight Planning Terminology
g
One “g” is a quantity of acceleration equal to that of
earth’s gravity.
Demonstrated Demonstrated Crosswind Velocity is the velocity of
Crosswind
the crosswind component for which adequate
Velocity
control of the airplane during taxi, takeoff, and
landing was actually demonstrated during
certification testing. Demonstrated crosswind is not
considered to be limiting.
Service
Ceiling
Service Ceiling is the maximum altitude at which the
aircraft at maximum weight has the capability of
climbing at a rate of 100 feet per minute.
GPH
Gallons Per Hour is the amount of fuel (in gallons)
consumed by the aircraft per hour.
NMPG
Nautical Miles Per Gallon is the distance (in nautical
miles) which can be expected per gallon of fuel
consumed at a specific engine power setting and/or
flight configuration.
Unusable
Fuel
Unusable Fuel is the quantity of fuel that cannot be
safely used in flight.
Usable Fuel
Usable Fuel is the fuel available for flight planning.
Weight and Balance Terminology
Reference
Datum
Reference Datum is an imaginary vertical plane
from which all horizontal distances are measured for
balance purposes.
Station
Station is a location along the airplane fuselage
measured in inches from the reference datum and
expressed as a number. For example: A point 123
inches aft of the reference datum is Fuselage
Station 123.0 (FS 123).
CG
Center of Gravity is the point at which an airplane
would balance if suspended. Its distance from the
reference datum is found by dividing the total
moment by the total weight of the airplane.
1-12
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 1
General
Arm
Arm is the horizontal distance from the reference
datum to the center of gravity (CG) of an item. The
airplane’s arm is obtained by adding the airplane’s
individual moments and dividing the sum by the total
weight.
Moment
Moment is the product of the weight of an item
multiplied by its arm.
Standard
Standard Empty Weight is the weight of a standard
Empty Weight airplane including unusable fuel, full operating
fluids, and full oil
Basic Empty
Weight
Basic Empty Weight is the actual weight of the
airplane including all operating equipment that has a
fixed location in the airplane. The basic empty
weight includes the weight of unusable fuel and full
oil.
Maximum
Ramp Weight
Maximum Ramp Weight is the maximum weight
approved for ground maneuver and includes the
weight of the fuel used for startup, taxi, and run-up.
Maximum
Gross Weight
Maximum Gross Weight is the maximum
permissible weight of the airplane and its contents
as listed in the aircraft specifications.
Maximum
Zero Fuel
Weight
Maximum Zero Fuel Weight is the maximum
permissible weight of the airplane and its contents
minus the total weight of the fuel onboard.
Useful Load
Useful Load is the basic empty weight subtracted
from the maximum ramp weight. It is the maximum
allowable combined weight of pilot, passengers, fuel
and baggage.
MAC
Mean Aerodynamic Chord is the chord drawn
through the centroid of the wing plan area.
LEMAC
Leading Edge of Mean Aerodynamic Chord is the
forward edge of MAC given in inches aft of the
reference datum (fuselage station).
P/N 13772-005
Original Issue
1-13
Section 1
General
Tare
1-14
Cirrus Design
SR22T
Tare is the weight of all items used to hold or
position the airplane on the scales for weighing.
Tare includes blocks, shims, and chocks. Tare
weight must be subtracted from the associated
scale reading.
P/N 13772-005
Original Issue
Cirrus Design
SR22T
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
Operating Limits.............................................................................. 6
Approved Oils: ................................................................................ 6
Fuel Grade ..................................................................................... :7
Weight Limits ..................................................................................... 7
Engine Instrument Markings & Annunciations ................................... 8
PowerPlant ..................................................................................... 8
Fuel................................................................................................. 9
Electrical ......................................................................................... 9
Center of Gravity Limits ................................................................... 10
Maneuver Limits............................................................................... 11
Flight Load Factor Limits.................................................................. 11
Minimum Flight Crew ....................................................................... 11
Kinds of Operation ........................................................................... 12
Kinds of Operation Equipment List ............................................... 12
Icing .............................................................................................. 16
Runway Surface ........................................................................... 16
Taxi Power .................................................................................... 17
Fuel Limits........................................................................................ 17
Altitude Limits................................................................................... 17
Environmental Conditions ................................................................ 17
Maximum Occupancy ...................................................................... 18
Systems and Equipment Limits........................................................ 19
Cirrus Perspective Integrated Avionics System ............................ 19
L-3 Skywatch Traffic Advisory System (Optional)......................... 22
L-3 Stormscope Weather Information System (Optional) ............. 22
Max Viz Enhanced Vision System (Optional) ............................... 23
MD302 Standby Attitude Module (Optional) ................................. 23
Air Conditioning System (Optional)............................................... 23
Inflatable Restraint System........................................................... 23
Flap Limitations............................................................................. 23
P/N 13772-005
Revision 1
2-1
Section 2
Limitations
Cirrus Design
SR22T
Paint.............................................................................................. 24
Cirrus Airframe Parachute System (CAPS) .................................. 24
Other Limitations .............................................................................. 24
Smoking ........................................................................................ 24
Placards ........................................................................................... 25
2-2
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 2
Limitations
Introduction
The limitations included in this Section of the Pilot’s Operating
Handbook (POH) are approved by the Federal Aviation
Administration.
This section provides operating limitations, instrument markings and
basic placards required by regulation and necessary for the safe
operation of the aircraft and its standard systems and equipment.
Refer to Section 9: Log of Supplements of this handbook for amended
operating limitations for airplanes equipped with optional equipment.
Compliance with the operating limitations in this section and in Section
9 is required by Federal Aviation Regulations.
• Note •
Limitations associated with optional equipment are not
described in this section. For optional equipment limitations,
refer to Section 9: Log of Supplements.
Certification Status
The aircraft is certificated under the requirements of Federal Aviation
Regulations (FAR) Part 23 as documented by FAA Type Certificate TC
A00009CH.
P/N 13772-005
Original Issue
2-3
Section 2
Limitations
Cirrus Design
SR22T
Airspeed Limitations
The indicated airspeeds in the following table are based on Section 5,
Airspeed Calibration: Normal Static Source Table. When using the
alternate static source, allow for the airspeed calibration variations
between the normal and alternate static sources.
Speed
KIAS
KCAS
Remarks
VNE up to 17,500
feet MSL
205
208
Never Exceed Speed is the speed that may
not be exceeded at any time.
VNE at 25,000 feet
MSL
175
178
VNE is reduced linearly from 17,500 feet to
25,000 feet.
VNO up to 17,500
176
179
Maximum Structural Cruising Speed is the
speed that should not be exceeded except in
smooth air and then only with caution.
150
153
VNO is reduced linearly from 17,500 feet to
25,000 feet.
140
142
feet MSL
VNO at 25,000
feet MSL
VO
3600 Lb
VFE
50% Flaps
100% Flaps
150
110
152
111
VPD
140
142
2-4
Operating Maneuvering Speed is the maximum speed at which full control travel may be
used. Below this speed the airplane stalls
before limit loads are reached. Above this
speed, full control movements can damage
the airplane.
Maximum Flap Extended Speed is the highest speed permissible with wing flaps
extended.
Maximum Demonstrated Parachute
Deployment Speed is the maximum speed at
which parachute deployment has been
demonstrated.
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 2
Limitations
Airspeed Indicator Markings
The airspeed indicator markings are based on Section 5, Airspeed
Calibration: Normal Static Source Table. When using the alternate
static source, allow for the airspeed calibration variations between the
normal and alternate static sources.
Marking
Value
(KIAS)
White Arc
64 - 110
Green Arc
up to 17,500 feet MSL
74 - 176
25,000 feet MSL
74 - 150
Yellow Arc
up to 17,500 MSL
176 - 205
25,000 feet MSL
150 - 175
Red Line
up to 17,500 feet MSL
205
25,000 feet MSL
175
P/N 13772-005
Original Issue
Remarks
Full Flap Operating Range
Lower limit is the most adverse stall speed in
the landing configuration. Upper limit is the
maximum speed permissible with flaps
extended. Do not use flaps above 17,500
feet MSL.
Normal Operating Range
Lower limit is the maximum weight stall at
most forward C.G. with flaps retracted. Upper
limit is the maximum structural cruising
speed (VNO). VNO and upper limit of green
arc is reduced linearly from 17,500 feet to
25,000 feet.
Caution Range
Operations must be conducted with caution
and only in smooth air. Upper and lower limits of yellow arc are reduced linearly from
17,500 feet to 25,000 feet.
Never Exceed Speed (VNE)
Maximum speed for all operations. VNE and
red line is reduced linearly from 17,500 feet
to 25,000 feet.
2-5
Section 2
Limitations
Cirrus Design
SR22T
Powerplant Limitations
Engine
Number of Engines.............................................................................. 1
Engine Manufacturer ........................................... Teledyne Continental
Engine Model......................................................................TSIO-550-K
Engine Type......... Turbocharged, direct drive, fuel injected, air cooled,
horizontally opposed 6 cylinder engine with 550 cubic inch
displacement.
Horsepower Rating.............................................. 315 bhp @ 2500 rpm
Oil Temperature ........................................... 240 °F (116 °C) maximum
Minimum Oil Temperature for Takeoff...............................75 °F (24 °C)
Oil Pressure:
Minimum ............................................................................... 10 psi
Maximum ............................................................................ 100 psi
Operating Limits
Do not reduce manifold pressure below 15 inches when above 18,000
ft MSL.
Approved Oils:
Engine Break-In: For first 25 hours of operation or until oil
consumption stabilizes use straight mineral oil conforming to MILC-6529. If engine oil must be added to the factory installed oil, add
only MIL-C-6529 straight mineral oil.
After Engine Break-In: Use only oils conforming to Teledyne
Continental Specification SAE J 1899 (Ashless Dispersant
Lubrication Oil).
All Temperatures ............................... 15W-50, 20W-50 or 20W-60
Above 40 °F (4 °C)...............................SAE 50, 20W50, or 20W60
Below 40 °F (4 °C) ................. SAE 30, 10W30, 15W50, or 20W50
2-6
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 2
Limitations
Fuel Grade:
Aviation Grade 100 LL (Blue) or 100 (green)
• Note •
Refer to Fuel Limits in this Section for operational limitations
regarding fuel and fuel storage.
Propeller
Hartzell Compact Series Lightweight Hub with Composite Blades
Propeller Type ........................................ Constant Speed, Three Blade
Model Number..............................................PHC-J3Y1F-1N/N7605(B)
Diameter........................................................................................78.0"
Model Number........................................... PHC-J3Y1F-1N/N7605C(B)
Diameter........................................................................................78.0"
Weight Limits
Maximum Takeoff Weight ......................................... 3600 lb (1633 Kg)
Maximum Weight in Baggage Compartment.................. 130 lb (59 Kg)
Maximum Zero Fuel Weight ..................................... 3400 lb (1542 Kg)
P/N 13772-005
Original Issue
2-7
Section 2
Limitations
Cirrus Design
SR22T
Engine Instrument Markings & Annunciations
The following describes the engine instrument markings. Associated
Warning and Caution Annunciations are shown in capitalized text.
PowerPlant
Instrument
(Range & Units)
Red
Arc/Bar
Yellow
Arc/Bar
Green
Arc/Bar
Yellow
Arc/Bar
Red
Arc/Bar
Lower
Warning
Range
Minimum
Caution
Range
Normal
Range
Maximum
Caution
Range
Upper
Warning
Range
Cylinder Head
Temperature
(100°F – 500°F)
––
––
240 – 420
420 – 460
CHT
> 460
CHT
Engine Speed
(0 – 3000 RPM)
––
––
500 – 2550
––
> 2550
RPM
Exhaust Gas
Temperature
(1000°F – 1800°F)
––
––
1000–1800
––
––
Manifold Pressure
(10 – 40 in.Hg)
––
––
15.0 - 36.5 36.5 - 37.5 37.5 - 40.0
0 – 10
10 – 30
OIL
PRESS
30 – 60
60 – 100
> 100
OIL
PRESS
Oil Temperature
(75°F – 250°F)
––
––
100 – 240
––
> 240
OIL TEMP
Percent Power
(0 – 100%)
––
––
0 – 100
––
––
Turbocharger Inlet
Temperature
(1000°F - 1800°F)
––
––
1000 –
1750
––
1750 -1800
TIT
Oil Pressure
(0 – 100 PSI)
2-8
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 2
Limitations
Fuel
Instrument
(Range & Units)
Fuel Flow
(0 – 45 U.S. Gal./Hr.)
Fuel Totalizer
(U.S. Gallon)
Fuel Quantity Gage
(0 – 46 U.S. Gallon)
Red
Arc/Bar
Yellow Arc/ Green Arc/ Yellow Arc/ Red
Bar
Bar
Bar
Arc/Bar
Minimum
Minimum
Caution
Range
Normal
Range
Maximum
Caution
Range
Maximum
––
––
*See Note
––
––
N<9
FUEL QTY
9 – 18
> 18
––
––
0
10 – 14
14 – 46
––
––
* Dynamically changes based on engine parameters.
Electrical
Instrument
(Range & Units)
Red
Arc/Bar
Yellow
Arc/Bar
Green Arc/ Yellow
Bar
Arc/Bar
Red
Arc/Bar
Minimum
Minimum
Caution
Range
Normal
Range
Maximum
Caution
Range
Maximum
Essential Bus Volts
(0 – 36 Volts)
0 – 24.4
ESS BUS
––
24.5 – 32
––
> 32
ESS BUS
Main Bus 1 Voltage
(0 – 36 Volts)
––
0 – 24.4
M BUS 1
24.5 – 32
––
> 32
M BUS 1
Main Bus 2 Voltage
(0 – 36 Volts)
––
0 – 24.4
M BUS 2
24.5 – 32
––
> 32
M BUS 2
Alternator 1 Current
(0 – 100 Amps)
––
––
2 – 100
0–1
ALT 1
––
Alternator 2 Current
(0 – 100 Amps)
––
––
2 – 100
0–1
ALT 2
––
Battery 1 Current
(-59 to 59 Amps)
––
––
-4 – 59
-59 to -5
BATT 1
––
P/N 13772-005
Original Issue
2-9
Section 2
Limitations
Cirrus Design
SR22T
Center of Gravity Limits
Reference Datum ................................... 100 inches forward of firewall
Forward ...................................................................Refer to Figure 2-1
Aft ............................................................................Refer to Figure 2-1
3600
21.1% MAC
31.5% MAC
FS 143.2
FS 148.2
3600 lb
3600 lb
3400
Max Zero Fuel
3200
Weight - Pounds
3000
2800
12.5% MAC
2600
FS 139.1
2700 lb
2400
2200
9.8% MAC
31.5% MAC
FS 137.8
FS 148.2
2100 lb
2100 lb
2000
136
138
140
142
144
146
148
150
C.G. - Inches Aft of Datum
SR22_FM02_3216
FORWARD LIMIT - The forward limit is FS 137.8 (9.8% MAC) at 2100 lb, with straight line taper
to FS 139.1 (12.5% MAC) at 2700 lb, to FS 143.2 (21.1% MAC) at 3600 lb.
AFT LIMIT - The aft limit is FS 148.2 (31.5% MAC) at all weights from 2100 lb to 3600 lb.
Figure 2-1
CG Envelope
2-10
P/N 13772-005
Original Issue
Cirrus Design
SR22T
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%), 3600 lb. .....................................................+3.8g, -1.9g
Flaps 50%, 3600 lb................................................................. +1.9g, 0g
Flaps 100%, 3600 lb............................................................... +1.9g, 0g
Minimum Flight Crew
The minimum flight crew is one pilot.
P/N 13772-005
Revision 1
2-11
Section 2
Limitations
Cirrus Design
SR22T
Kinds of Operation
The aircraft is equipped and approved for the following type
operations:
• VFR day and night.
• IFR day and night.
Kinds of Operation Equipment List
The following listing summarizes the equipment required under
Federal Aviation Regulations (FAR) Part 23 for airworthiness under
the listed kind of operation. Those minimum items of equipment
necessary under the operating rules are defined in FAR Part 91 and
FAR Part 135 as applicable.
• Note •
All references to types of flight operations on the operating
limitations placards are based upon equipment installed at the
time of Airworthiness Certificate issuance.
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 13772-005
Original Issue
Cirrus Design
SR22T
System, Instrument, and/
or Equipment
Section 2
Limitations
Kinds of Operation
(Continued)
VFR
Day
VFR
Nt.
IFR
Day
IFR
Nt.
Low Volts Annunciator
1
1
1
1
ALT 1 Annunciator
1
1
1
1
ALT 2 Annunciator
—
—
1
1
Circuit Breakers
A/R
A/R
A/R
A/R
Emergency Locator Transmitter
1
1
1
1
Restraint System
A/R
A/R
A/R
A/R
1
1
1
1
Flap Position Indicator
1
1
1
1
Flap System
1
1
1
1
Pitch Trim Indicator
1
1
1
1
Pitch Trim System
1
1
1
1
Roll Trim Indicator
1
1
1
1
Roll Trim System
1
1
1
1
Stall Warning System
1
1
1
1
Auxiliary Fuel Pump
1
1
1
1
Fuel Quantity Indicators
2
2
2
2
Fuel Selector Valve
1
1
1
1
Remarks, Notes,
and/or
Exceptions
As required.
Equipment &
Furnishings
One seat belt for
each occupant.
Fire Protection
Fire Extinguisher
Flight Controls
Fuel
P/N 13772-005
Original Issue
2-13
Section 2
Limitations
System, Instrument, and/
or Equipment
Cirrus Design
SR22T
Kinds of Operation
(Continued)
VFR
Day
VFR
Nt.
IFR
Day
IFR
Nt.
Alternate Engine Air Induction System
1
1
1
1
Alternate Static Air Source
1
1
1
1
Pitot Heater
—
—
1
1
—
—
—
—
PFD Bezel Lighting
—
—
—
1
PFD Backlighting
*
1
1
1
MFD Bezel Lighting
—
—
—
1
MFD Backlighting
*
1
1
1
Anticollision Lights
2
2
2
2
Instrument Lights
—
1
—
1
Navigation Lights
—
2
—
2
Landing Light
—
1
—
1
Flash Light
—
1
—
1
Remarks, Notes,
and/or
Exceptions
Ice & Rain Protection
Landing Gear
Wheel Pants
May be removed.
Lights
2-14
*Required if MFD
Backlighting Fails.
Engine Indicators
Must Be Shown in
Backup Mode.
*Required if PFD
Backlighting Fails.
Engine Indicators
Must Be Shown in
Backup Mode.
For hire operations.
P/N 13772-005
Original Issue
Cirrus Design
SR22T
System, Instrument, and/
or Equipment
Section 2
Limitations
Kinds of Operation
(Continued)
Remarks, Notes,
and/or
Exceptions
VFR
Day
VFR
Nt.
IFR
Day
IFR
Nt.
Airspeed Indicator
1
1
1
1
Altimeter
1
1
1
1
Magnetic Compass
1
1
1
1
Pitot System
1
1
1
1
Static System, Normal
1
1
1
1
Attitude Indicator
—
—
1
1
Clock
—
—
1
1
Gyroscopic Directional
Indication (HSI)
—
—
1
1
Magnetometer
—
—
1
1
Nav Radio
—
—
1
1
PFD Airspeed Indication
—
—
1
1
PFD Altitude Indication
—
—
1
1
PFD Attitude Indication
—
—
1
1
PFD Heading Indication
—
—
1
1
PFD Slip/Skid Indication
—
—
1
1
Turn Coordinator
—
—
1
1
Altitude Encoder
A/R
A/R
1
1
As required per
procedure.
GPS Receiver/Navigator
—
—
A/R
A/R
As required per
procedure.
Marker Beacon Receiver
—
—
A/R
A/R
As required per
procedure.
VHF Navigation Radio
—
—
A/R
A/R
As required per
procedure.
Navigation & Pitot Static
P/N 13772-005
Original Issue
2-15
Section 2
Limitations
System, Instrument, and/
or Equipment
Cirrus Design
SR22T
Kinds of Operation
(Continued)
VFR
Day
VFR
Nt.
IFR
Day
IFR
Nt.
—
—
—
—
Cylinder Head
Temperature Indication
—
—
—
—
Exhaust Gas Temperature
Indication
—
—
—
—
Fuel Flow Indication
1
1
1
1
Manifold Pressure Indication
1
1
1
1
Oil Pressure Indication
1
1
1
1
Oil Quantity Indicator (Dipstick)
1
1
1
1
Oil Temperature Indication
1
1
1
1
Turbine Inlet Temperature
Indication
1
1
1
1
Engine Speed
1
1
1
1
1
1
1
1
Vertical Speed Indicator
Remarks, Notes,
and/or
Exceptions
Engine Indicating
Special Equipment
Cirrus Airframe Parachute
(CAPS)
Icing
Flight into known icing conditions is prohibited.
Runway Surface
This airplane may be operated on any smooth runway surface.
2-16
P/N 13772-005
Original Issue
Cirrus Design
SR22T
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 ...................................... 94.5 U.S. Gallon (358.0 L)
Total Fuel Each Tank ................................. 47.25 U.S. Gallon (179.0 L)
Total Usable Fuel (all flight conditions)........ 92.0 U.S. Gallon (348.0 L)
Maximum Allowable Fuel Imbalance............. 10.0 U.S. Gallon (37.9 L)
The fuel pump must be set to BOOST for takeoff, climb, landing, and
for switching fuel tanks.
Altitude Limits
Maximum Takeoff Altitude ......................................... 10,000 Feet MSL
Maximum Operating Altitude ..................................... 25,000 Feet MSL
The operating rules (FAR Part 91 and FAR Part 135) require the use of
supplemental oxygen at specified altitudes below the maximum
operating altitude.
Environmental Conditions
Do not operate the airplane below an outside air temperature of -40°F
(-40°C).
P/N 13772-005
Original Issue
2-17
Section 2
Limitations
Cirrus Design
SR22T
Maximum Occupancy
Occupancy of this airplane is limited to “4+1” persons, the pilot and
four passengers. If carrying three rear seat passengers, occupants
must be wearing a seat belt and shoulder harness with their hips and
back firmly against the seatback as show in the following illustration. If
three rear seat passengers cannot meet these requirements,
occupancy is limited to four persons.
SR22_FM02_3491
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 13772-005
Original Issue
Cirrus Design
SR22T
Section 2
Limitations
Systems and Equipment Limits
Cirrus Perspective Integrated Avionics System
1. The appropriate revision of the Cirrus Perspective Cockpit
Reference Guide (p/n 190-00821-XX, where X can be any digit
from 0 to 9) must be immediately available to the pilot during flight.
The system software version stated in the reference guide must
be appropriate for the system software version displayed on the
equipment.
2. The Avionics System integrates with separately approved sensor
installations. Adherence to limitations in appropriate installation
POH supplements is mandatory.
3. IFR enroute and terminal navigation is prohibited unless the pilot
verifies the currency of the database or verifies each selected
waypoint for accuracy by reference to current approved data.
4. Instrument approach navigation predicated upon the GPS
Receiver must be accomplished in accordance with approved
instrument approach procedures that are retrieved from the GPS
equipment database. The GPS equipment database must
incorporate the current update cycle.
a. Receiver Autonomous Integrity Monitoring (RAIM) must be
available at the Final Approach Fix for instrument approach
procedures that do not use the integrity information from
Satellite Based Augmentation Systems (SBAS). For flight
planning purposes, in areas where SBAS coverage is not
available, the pilot must check RAIM availability.
b. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or
any other type of approach not approved for GPS overlay with
the GPS receiver is not authorized.
c.
Use of the VOR/ILS receiver to fly approaches not approved
for GPS require VOR/ILS navigation data to be present on the
display.
d. Vertical Navigation information for approach procedures that
do not meet the ICAO Annex 10 requirements for precision
approaches may be utilized for advisory information only. Use
of Vertical Navigation information for Instrument Approach
Procedures does not guarantee step-down fix altitude
protection, or arrival at approach minimums in normal position
to land.
P/N 13772-005
Original Issue
2-19
Section 2
Limitations
Cirrus Design
SR22T
e. IFR non-precision approach approval is limited to published
approaches within the U.S. National Airspace System.
Approaches to airports in other airspace are not approved
unless authorized by the appropriate governing authority.
f.
RNAV approaches must be conducted utilizing the GPS
sensor.
g. Except when GFC 700 with system software 0764.09 or later
installed, when conducting missed approach procedures,
autopilot (if installed) coupled operation is prohibited until the
pilot has established a rate of climb that ensures all altitude
requirements of the procedure will be met.
h. The Perspective Integrated Avionics System is compliant with
AC 90-100A. As such, the Cirrus Perspective system is
eligible to fly RNAV 'Q' or 'T' routes, RNAV SID/STAR/ODPs
and eligible to use RNAV substitution or RNAV alternate
means of navigation (US Only). Refer to AC 90-100A for
additional operator requirements and limitations.
i.
The Perspective Integrated Avionics System includes
navigation sensors that meet the standards set forth in TSOC145a/ETSO-C145 (Sensors) and TSO-C146a/ETSO-C146
(Display Units) for Class 3 systems.
j.
The Perspective Integrated Avionics System has been
installed in accordance with AC 20-138A and is approved for
navigation using GPS and SBAS (within the coverage of a
Satellite Based Augmentation System complying with ICAO
annex 10) for IFR enroute, terminal and approach operations.
k.
The Perspective Integrated Avionics System complies with the
standards set forth in AC 90-96A and JAA TGL-10 (rev 1) for
BRNAV and PRNAV operations.
l.
The navigation databases employed by the Perspective
Integrated Avionics System meet the requirements set forth in
AC 20-153 for database integrity, quality and database
management practices. The data in the navigation databases
are referenced to the WGS-84 reference system.
m. The Perspective Integrated Avionics System complies with the
standards set forth in AMC 20-27 and NPA 2009-04 (AMC 2028) for RNAV operations including LNAV/VNAV and LPV
approach operations.
2-20
P/N 13772-005
Original Issue
Cirrus Design
SR22T
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 13772-005
Revision 1
2-21
Section 2
Limitations
Cirrus Design
SR22T
11. The SYNTHETIC VISION SYSTEM (SVS) cannot be used for
flight guidance, navigation, traffic avoidance, or terrain avoidance.
Maneuvering the airplane in any phase of flight such as taxi,
takeoff, approach, landing, or roll out shall not be predicated on
SVS imagery. The synthetic vision system is not intended to be
used independently of traditional attitude instrumentation.
Consequently, SVS is disabled when traditional attitude
instrumentation is not available. Otherwise, the traditional attitude
instrumentation will always be visible in the foreground with SVS
features in the background.
12. Use of the TRAFFIC ADVISORY SYSTEM (TAS) to maneuver the
airplane to avoid traffic is prohibited. The TAS is intended for
advisory use only. TAS is intended only to help the pilot to visually
located traffic. It is the responsibility of the pilot to see and
maneuver to avoid traffic.
13. Use of use of portable electronic devices during takeoff and
landing is prohibited.
L-3 Skywatch Traffic Advisory System (Optional)
1. Traffic information shown on the Perspective Integrated Avionics
System displays is provided as an aid in visually acquiring traffic.
Pilots must maneuver the aircraft based only upon ATC guidance
or positive visual acquisition of conflicting traffic.
2. If the pilot is advised by ATC to disable transponder altitude
reporting, Traffic Advisory System must be turned OFF.
3. When option installed, the appropriate revision of the L-3 Avionics
Systems SkyWatch Traffic Advisory System Model SKY497 Pilot’s
Guide (p/n 009-10801-001) must be available to the pilot during
flight.
L-3
Stormscope
Weather
Information
System
(Optional)
1. Use of the Weather Information System is not intended for
hazardous weather penetration (thunderstorm penetration).
Weather information, as displayed on the Perspective Integrated
Avionics System, is to be used only for weather avoidance, not
penetration.
2. When option installed, the appropriate revision of the L-3 Avionics
Systems WX500 Stormscope Series II Weather Mapping Sensor
2-22
P/N 13772-005
Revision 1
Cirrus Design
SR22T
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%
Do not use flaps above 17,500 feet MSL.
P/N 13772-005
Revision 1
2-23
Section 2
Limitations
Cirrus Design
SR22T
Paint
To ensure that the temperature of the composite structure does not
exceed 150°F (66°C), the outer surface of the airplane must be
painted in accordance with the paint colors and schemes as specified
in the Airplane Maintenance Manual. Refer to Airplane Maintenance
Manual (AMM), Chapter 51, for specific paint requirements.
Cirrus Airframe Parachute System (CAPS)
VPD Maximum Demonstrated Deployment Speed.................140 KIAS
• Note •
Refer to Section 10, Cirrus Airframe Parachute System
(CAPS) for additional CAPS guidance.
Other Limitations
Smoking
Smoking is prohibited in this airplane.
2-24
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 2
Limitations
Placards
Engine compartment, inside oil filler access:
ENGINE OIL GRADE
ABOVE 40° F SAE 50 OR 20W50 OR 20W60
BELOW 40° F SAE 30 OR 10W30, 15W50, OR 20W50
REFER TO AFM FOR APPROVED OILS
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
SR22_FM02_2680
Figure 2-3
Placards (Sheet 1 of 6)
P/N 13772-005
Revision 1
2-25
Section 2
Limitations
Cirrus Design
SR22T
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 0442 thru 1232
Serials 1233 & subs
Wing, adjacent to fluid filler cap:
TKS ICE PROTECTION FLUID
USE ONLY AL-5 (DTD-406B) FLUID
4.0 US GALLONS (15.1 LITERS)
TOTAL USABLE CAPACITY
Serials w/ Ice Protection.
SR22_FM02_4258
Figure 2-4
Placards (Sheet 2 of 6)
2-26
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 2
Limitations
Engine control panel:
FLAPS
UP
50%
150 KIAS
100%
110 KIAS
CREW SEATS MUST BE LOCKED IN POSITION AND
CONTROL HANDLES FULLY DOWN BEFORE FLIGHT
RICH
MAX
M
P
I
TURN BOOST PUMP
ON DURING TAKE OFF,
CLIMB, LANDING AND
SWITCHING FUEL TANKS.
O
X
T
W
BOOST
U
E
FUEL
PUMP
HIGH
BOOST/
PRIME
R
R
E
IDLE
F
R
I
C
T
I
O
N
CUTOFF
LEFT
46 U.S.
GALLONS
USABLE
RIGHT
46 U.S.
GALLONS
USABLE
OFF
OFF
LIFT BUTTON FOR OFF POSITION
SR22_FM02_3559
Figure 2-5
(Sheet 3 of 6)
P/N 13772-005
Revision 1
2-27
Section 2
Limitations
Cirrus Design
SR22T
Wing, flap aft edge and fuselage vortex generator:
NO STEP
Cabin Door Window, lower edge, centered, applied upside down:
RESCUE: FRACTURE AND REMOVE WINDOW
Bolster Switch Panel, left edge:
THIS AIRCRAFT IS CERTIFIED FOR THE
FOLLOWING FLIGHT OPERATIONS:
DAY - NIGHT - VFR - IFR
(WITH REQUIRED EQUIPMENT)
FLIGHT INTO KNOWN ICING IS PROHIBITED
OPERATE PER AIRPLANE FLIGHT MANUAL
Instrument Panel, left :
NORMAL CATEGORY AIRPLANE
NO ACROBATIC MANEUVERS,
INCLUDING SPINS, APPROVED
ABOVE 17,500 V NE AND V NO
REDUCE LINEARLY WITH ALTITUDE:
V NE V NO
17,500
205 176
KIAS
25,000
175 150
KIAS
MANEUVERING SPEED: Vo 140 KIAS
SR22_FM02_3566
Figure 2-6
(Sheet 4 of 6)
2-28
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 2
Limitations
Instrument Panel, center:
DISPLAY
BACKUP
Bolster Panel, both sides:
GRAB HERE
Baggage Compartment, aft edge:
ELT LOCATED BEHIND BULKHEAD
REMOVE CARPET AND ACCESS PANEL
Instrument Panel:
FASTEN SEATBELTS • NO SMOKING
FIRE EXTINGUISHER FORWARD LEFT OF PILOT SEAT
Cabin Window, above door latch:
EMERGENCY EXIT
REMOVE EGRESS HAMMER FROM WITHIN
CENTER ARMREST LID. STRIKE CORNER OF
WINDOW. KICK OR PUSH OUT AFTER FRACTURING
Baggage Compartment Door, inside:
DISTRIBUTED FLOOR LIMIT 130 LBS
BAGGAGE STRAP CAPACITY IS 35 LBS EACH MAXIMUM
SEE AIRPLANE FLIGHT MANUAL FOR BAGGAGE TIE-DOWN
AND WEIGHT AND BALANCE INFORMATION
SR22_FM02_2684
Figure 2-7
(Sheet 5 of 6)
P/N 13772-005
Revision 1
2-29
Section 2
Limitations
Cirrus Design
SR22T
CAPS Deployment Handle Cover, above pilot's right shoulder:
!
WARNING
USE FOR EXTREME EMERGENCIES ONLY
SEAT BELT AND SHOULDER HARNESS
MUST BE WORN AT ALL TIMES
USE OF THIS DEVICE COULD RESULT
IN INJURY OR DEATH
MAXIMUM DEMONSTRATED DEPLOYMENT SPEED
140 KIAS
CIRRUS AIRFRAME PARACHUTE SYSTEM
ACTIVATION PROCEDURE
1. THIS COVER............................................REMOVE
2. ACTIVATION HANDLE....PULL STRAIGHT DOWN
BOTH HANDS, MAXIMUM FORCE, STEADY PULL
DO NOT JERK HANDLE
3. FUEL MIXTURE.................... CUT-OFF
4. FUEL SELECTOR HANDLE...........OFF
5. MASTER SWITCH..........................OFF
6. RESTRAINT SYSTEM............SECURE
SR22_FM02_3567
Figure 2-8
(Sheet 6 of 6)
2-30
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 3
Emergency Procedures
Section 3: Emergency Procedures
Table of Contents
Introduction ........................................................................................ 3
Emergency Procedures Guidance ..................................................... 4
CAPS Guidance.............................................................................. 4
Preflight Planning............................................................................ 4
Preflight Inspections/Maintenance .................................................. 4
Methodology ................................................................................... 4
Circuit Breakers .............................................................................. 5
Memory Items ................................................................................. 6
Airspeeds for Emergency Operations ................................................ 7
Engine Failures .................................................................................. 8
Engine Failure On Takeoff (Low Altitude) ....................................... 8
Engine Failure In Flight................................................................... 9
Airstart.............................................................................................. 12
Engine Airstart .............................................................................. 12
Smoke and Fire................................................................................ 13
Cabin Fire In Flight ....................................................................... 13
Engine Fire In Flight...................................................................... 14
Wing Fire In Flight......................................................................... 15
Engine Fire During Start ............................................................... 15
Smoke and Fume Elimination ....................................................... 16
Emergency Descent......................................................................... 17
Emergency Descent ..................................................................... 17
Maximum Glide ............................................................................. 17
Forced Landing ................................................................................ 18
Emergency Landing Without Engine Power ................................. 18
Ditching......................................................................................... 19
Landing Without Elevator Control ................................................. 19
Engine System Emergencies ........................................................... 20
Engine Partial Power Loss............................................................ 20
Oil Pressure Out of Range............................................................ 22
Oil Temperature High ................................................................... 22
High Cylinder Head Temperature ................................................. 23
Turbocharger System Emergencies ................................................ 24
Unexpected Loss Of Manifold Pressure ....................................... 24
Manifold Pressure High ................................................................ 26
Overboost / Pressure Relief Valve................................................ 27
P/N 13772-005
Original Issue
3-1
Section 3
Emergency Procedures
Cirrus Design
SR22T
Turbine Inlet Temperature High .................................................... 27
EGT, TIT or CHT Temperature Sensor Failure............................. 28
Propeller System Emergencies ........................................................ 29
Engine Speed High ....................................................................... 29
Propeller Governor Failure............................................................ 30
Fuel System Emergencies ............................................................... 31
Low Fuel Quantity ......................................................................... 31
Fuel Imbalance ............................................................................. 31
Electrical System Emergencies........................................................ 32
High Voltage on Main Bus 1 ......................................................... 32
High Voltage on Main Bus 2 ......................................................... 33
High or Low Voltage on Essential Bus.......................................... 34
Environmental System Emergencies ............................................... 35
Carbon Monoxide Level High........................................................ 35
Oxygen System Emergencies .......................................................... 36
Oxygen System Fault - Above 10,000 Ft ...................................... 36
Oxygen Quantity Low.................................................................... 37
Integrated Avionics System Emergencies........................................ 38
Attitude & Heading Reference System (AHRS) Failure ................ 38
Air Data Computer (ADC) Failure ................................................. 38
PFD Display Failure ...................................................................... 38
Unusual Attitude Emergencies ......................................................... 39
Inadvertent Spin Entry .................................................................. 39
Inadvertent Spiral Dive During IMC Flight..................................... 40
Other Emergencies .......................................................................... 41
Power Lever Linkage Failure ........................................................ 41
Emergency Engine Shutdown On Ground.................................... 41
Left/Right Brake Over-Temperature.............................................. 42
Starter Engaged............................................................................ 42
Emergency Ground Egress........................................................... 43
CAPS Deployment ........................................................................ 44
3-2
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Introduction
This section provides procedures for handling emergencies and
critical flight situations that may occur while operating the aircraft.
Although emergencies caused by airplane, systems, or engine
malfunctions are extremely rare, the guidelines described in this
section should be considered and applied as necessary should an
emergency arise.
• Note •
Emergency procedures associated with optional equipment
are not described in this section. Refer to Section 9: Log of
Supplements for optional equipment Emergency Procedures.
P/N 13772-005
Original Issue
3-3
Section 3
Emergency Procedures
Cirrus Design
SR22T
Emergency Procedures Guidance
Although this section provides procedures for handling most
emergencies and critical flight situations that could arise in the aircraft,
it is not a substitute for proper flight training, thorough knowledge of
the airplane, and general aviation techniques. A thorough study of the
information in this handbook while on the ground will help you prepare
for time-critical situations in the air.
CAPS Guidance
All Cirrus aircraft are equipped with a pilot or passenger activated
ballistic airframe parachute system. The system is capable of lowering
the aircraft and occupants safely to the ground for life threatening
emergencies. CAPS provides pilots and passengers an alternative
means of handling various life threatening emergency situations. In
many cases CAPS may offer a safer option for occupants as
compared to continued flight or traditional countermeasures. Pilots
flying Cirrus aircraft must be properly trained and familiar with CAPS
guidance, limitations, and operating procedures. Refer to Section 10,
Cirrus Airframe Parachute System (CAPS), for CAPS deployment and
guidance information.
Preflight Planning
Enroute emergencies caused by weather can be minimized or
eliminated by careful flight planning and good judgment when
unexpected weather is encountered.
Preflight Inspections/Maintenance
In-flight mechanical problems in the aircraft will be extremely rare if
proper preflight inspections and maintenance are practiced. Always
perform a thorough walk-around Preflight Inspection before any flight
to ensure that no damage occurred during the previous flight or while
the airplane was on the ground. Pay special attention to any oil leaks
or fuel stains that could indicate engine problems.
Methodology
Aircraft emergencies are very dynamic events. Because of this, it is
impossible to address every action a pilot might take to handle a
situation. However, four basic actions can be applied to any
emergency. They are:
3-4
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Maintain Aircraft Control — Many minor aircraft emergencies turn
into major ones when the pilot fails to maintain aircraft control.
Remember, do not panic and do not fixate on a particular problem.
Over-attention to a faulty warning light during an instrument approach
can lead to a pilot induced unusual attitude and possibly worse. To
avoid this, even in an emergency: aviate, navigate, and communicate,
in this order. Never let anything interfere with your control of the
airplane. Never stop flying.
Analyze the Situation — Once you are able to maintain control of the
aircraft, assess the situation. Look at the engine parameters. Listen to
the engine. Determine what the airplane is telling you.
Take Appropriate Action — In most situations, the procedures listed
in this section will either correct the aircraft problem or allow safe
recovery of the aircraft. Follow them and use good pilot judgment.
• Note •
In an in-flight emergency, pressing and holding the COM
transfer button for 2 seconds will tune the emergency
frequency of 121.500 MHz. If the display is available, it will
also show it in the “Active” frequency window.
The Cirrus Airframe Parachute System (CAPS) should be activated in
the event of a spin. It should also be used in other life-threatening
emergencies where CAPS deployment is determined to be safer than
continued flight and landing. Refer to Section 10, Cirrus Airframe
Parachute System (CAPS) for CAPS deployment information and
landing considerations.
Land as soon as Conditions Permit — Once you have handled the
emergency, assess your next move. Handle any non-critical “clean-up”
items in the checklist and put the aircraft on the ground. Remember,
even if the airplane appears to be in sound condition, it may not be.
Circuit Breakers
Many procedures involve manipulating circuit breakers. The following
criteria should be followed during “Circuit Breaker” steps:
• Circuit breakers that are “SET” should be checked for normal
condition. If the circuit breaker is not “Set”, it may be reset only
once. If the circuit breaker opens again, do not reset.
• Circuit breakers that “PULL” should only be pulled and not reset.
P/N 13772-005
Original Issue
3-5
Section 3
Emergency Procedures
Cirrus Design
SR22T
• Circuit breakers that “CYCLE” should be pulled, delayed for
several seconds, and reset only once. Allow sufficient cooling
time for circuit breakers that are reset through a “CYCLE”
procedure.
Memory Items
Checklist steps emphasized by underlining such as the example
below, should be memorized for accomplishment without reference to
the procedure.
1. Best Glide Speed ....................................................... ESTABLISH
3-6
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Airspeeds for Emergency Operations
Maneuvering Speed:
3600 lb ............................................................................. 140 KIAS
Best Glide:
All Weights ......................................................................... 92 KIAS
Emergency Landing (Engine-out):
Flaps Up............................................................................. 90 KIAS
Flaps 50% .......................................................................... 85 KIAS
Flaps 100% ........................................................................ 80 KIAS
P/N 13772-005
Original Issue
3-7
Section 3
Emergency Procedures
Cirrus Design
SR22T
Engine Failures
Engine Failure On Takeoff (Low Altitude)
1. Best Glide or Landing Speed (as appropriate) ........... ESTABLISH
2. Mixture ............................................................................. CUTOFF
3. Fuel Selector ............................................................................OFF
4. Ignition Switch ..........................................................................OFF
5. Flaps ...................................................................... AS REQUIRED
If time permits:
6. Power Lever ............................................................................ IDLE
7. Fuel Pump................................................................................OFF
8. Bat-Alt Master Switches ...........................................................OFF
9. Seat Belts...................................................... ENSURE SECURED
Amplification
• WARNING •
If engine failure is accompanied by fuel fumes in the cockpit,
or if internal engine damage is suspected, move Mixture
Control to CUTOFF and do not attempt a restart.
If the engine fails immediately after becoming airborne, abort on the
runway if possible. In most cases, when the engine fails below 500
feet AGL, the landing should be made straight ahead, turning only to
avoid obstructions. In such a case, lower the nose to maintain
airspeed and establish a glide attitude. If the engine fails between 500
feet and 2000 feet AGL, CAPS activation most likely is the safest
option. After establishing a glide for landing or activating CAPS,
perform as many of the checklist items as time permits.
3-8
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Engine Failure In Flight
1. Best Glide Speed ........................................................ ESTABLISH
2. Fuel Selector........................................................ SWITCH TANKS
3. Ignition Switch........................................................ CHECK, BOTH
4. Fuel Pump ........................................................................ BOOST
5. Power Lever......................................................................½ OPEN
6. Mixture ...IDLE CUTOFF then slowly ADVANCE until engine starts
If engine does not start:
7. Perform CAPS Deployment or Emergency Landing Without
Engine Power checklist, as required.
If engine starts:
8. CHTs and Oil Temperature.............. VERIFY within GREEN range,
warm engine at partial power if required.
Amplification
• WARNING •
If engine failure is accompanied by fuel fumes in the cockpit,
or if internal engine damage is suspected, move Mixture
Control to CUTOFF, Fuel Selector to OFF, and do not attempt
a restart.
If the engine fails at altitude, pitch as necessary to establish best glide
speed. While gliding toward a suitable landing area, attempt to identify
the cause of the failure and correct it. If altitude or terrain does not
permit a safe landing, CAPS deployment may be required. Refer to
Section 10, Cirrus Airframe Parachute System (CAPS) for CAPS
deployment scenarios and landing considerations.
Excessive engine cooling may be experienced during long descents
resulting in low engine oil and cylinder head temperatures. This may
result in the engine not accelerating properly when power is reapplied.
If oil or cylinder head temperatures are excessively low then the
engine should be operated at partial power until the temperatures are
sufficient for full power operation.
P/N 13772-005
Original Issue
3-9
Section 3
Emergency Procedures
Cirrus Design
SR22T
Possible Engine Failure Causes
Improper Fuel Management: If the engine failure cause is determined
to be improper fuel management, turn off Fuel Pump and resume fight.
Engine Driven Fuel Pump Failure: If fuel management is correct,
failure of the engine driven fuel pump or a clogged fuel filter is
probable. An engine driven fuel pump failure is probable when engine
will only operate with fuel pump on HIGH BOOST/PRIME. Reduce
power to 75% or less and land as soon as practical. Do not set the
mixture too rich for descent or landing.
Improper Mixture Setting: If fuel management is correct and the
engine driven fuel pump is functioning properly, it is possible the
mixture is either too lean or too rich.
Possible over rich conditions:
•
Very low power settings at high altitude and rich mixture.
•
Very low power settings with the fuel pump on and rich
mixture.
•
Severe induction system blockage, leakage, or turbo
failure and rich mixture.
Possible over lean conditions:
3-10
•
Advancing the throttle from a lean condition before
enriching the mixture
•
HIGH BOOST/PRIME switched off from a lean condition
before enriching the mixture.
•
Vapor in fuel line (likely to happen in very hot ambient
conditions at altitude).
•
High altitude descent in lean condition
corresponding throttle or mixture change.
with
no
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Above 18,000 Feet
The manifold pressure should be maintained at or above 15 in.Hg
(bottom of the green arc on the manifold pressure gage) when the
aircraft is operating above 18,000 feet. If the manifold pressure is
reduced below 15 in.Hg and the Power Lever positioned close to or at
idle, the engine may cease combustion. Upon advancing the Power
Lever, if the wind milling engine does not immediately regain power,
the following procedure should be used:
1. Electric Fuel Pump.................................................... LOW BOOST
2. Power Lever...................................................................... ½ OPEN
3. Mixture Control .... FULL RICH, then LEAN until engine starts then
slowly advance to FULL RICH
4. Power Lever........................................................... AS REQUIRED
5. Mixture ................................................................... AS REQUIRED
6. Electric Fuel Pump................................................. AS REQUIRED
P/N 13772-005
Original Issue
3-11
Section 3
Emergency Procedures
Cirrus Design
SR22T
Airstart
Engine Airstart
1. Bat Master Switches ................................................................. ON
2. Power Lever ............................................................ OPEN ½ INCH
3. Mixture ................................................................ RICH, AS REQ’D
4. Fuel Selector ........................................................ SWITCH TANKS
5. Ignition Switch .......................................................................BOTH
6. Fuel Pump.......................................................................... BOOST
7. Alt Master Switches .................................................................OFF
8. Starter (Propeller not Windmilling) .................................. ENGAGE
9. Power Lever .......................................................slowly INCREASE
10. Alt Master Switches .................................................................. ON
11. CHTs and Oil Temperature..............VERIFY within GREEN range,
warm engine at partial power if required.
12. If engine will not start, perform Forced Landing checklist.
Amplification
Switching tanks and turning the fuel pump on will enhance starting if
fuel contamination was the cause of the failure. Leaning the mixture
and then slowly enriching mixture may correct faulty mixture control.
Engine airstarts may be performed during 1g flight anywhere within
the normal operating envelope of the airplane.
3-12
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Smoke and Fire
Cabin Fire In Flight
1. Bat-Alt Master Switches........................................ OFF, AS REQ’D
2. Fire Extinguisher ............................................................ ACTIVATE
If airflow is not sufficient to clear smoke or fumes from cabin:
3. Cabin Doors ...................................................... PARTIALLY OPEN
4. Avionics Power Switch............................................................. OFF
5. All other switches ..................................................................... OFF
6. Land as soon as possible.
If setting master switches off eliminated source of fire or fumes
and airplane is in night, weather, or IFR conditions:
7. Airflow Selector ........................................................................ OFF
8. Bat-Alt Master Switches.............................................................ON
9. Avionics Power Switch...............................................................ON
10. Required Systems ................................... ACTIVATE one at a time
11. Temperature Selector ........................................................... COLD
12. Vent Selector ........................ FEET/PANEL/DEFROST POSITION
13. Airflow Selector .............................. SET AIRFLOW TO MAXIMUM
14. Panel Eyeball Outlets............................................................ OPEN
15. Land as soon as possible.
Amplification
With Bat-Alt Master Switches OFF, engine will continue to run.
However, no electrical power will be available.
If the airplane is in IMC conditions, turn ALT 1, ALT 2, and BAT 1
switches OFF. Power from battery 2 will keep the Primary Flight
Display operational for approximately 30 minutes. If airplane is in day
VFR conditions and turning off the master switches eliminated the fire
situation, leave the master switches OFF. Do not attempt to isolate the
source of the fire by checking each individual electrical component.
(Continued on following page)
P/N 13772-005
Original Issue
3-13
Section 3
Emergency Procedures
Cirrus Design
SR22T
If the cause of the fire is readily apparent and accessible, use the fire
extinguisher to extinguish flames and land as soon as possible.
Opening the vents or doors may feed the fire, but to avoid
incapacitating the crew from smoke inhalation, it may be necessary to
rid cabin of smoke or fire extinguishant.
If required to re-activate systems, pause several seconds between
activating each system to isolate malfunctioning system. Continue
flight to earliest possible landing with malfunctioning system off.
Activate only the minimum amount of equipment necessary to
complete a safe landing.
Engine Fire In Flight
1. Mixture ............................................................................. CUTOFF
2. Fuel Pump................................................................................OFF
3. Fuel Selector ............................................................................OFF
4. Airflow Selector ........................................................................OFF
5. Power Lever ...........................................................................IDLE
6. Ignition Switch ..........................................................................OFF
7. Cabin Doors ......................................................PARTIALLY OPEN
8. Land as soon as possible.
Amplification
If an engine fire occurs during flight, do not attempt to restart the
engine.
3-14
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 3
Emergency Procedures
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................................................................... ADVANCE
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.
P/N 13772-005
Original Issue
3-15
Section 3
Emergency Procedures
Cirrus Design
SR22T
Smoke and Fume Elimination
1. Oxygen Masks or Cannulas .................................................... DON
2. Oxygen System......................................................................... ON
3. Oxygen Flow Rate ........................................................ MAXIMUM
4. Air Conditioner (if installed) ......................................................OFF
5. Temperature Selector............................................................ COLD
6. Vent Selector.........................FEET/PANEL/DEFROST POSITION
7. Airflow Selector .............................. SET AIRFLOW TO MAXIMUM
If source of smoke and fume is firewall forward:
a. Airflow Selector..................................................................OFF
8. Panel Eyeball Outlets............................................................OPEN
9. Prepare to land as soon as possible.
Amplification
• WARNING •
Use Oxygen System only if flames and heat are not present.
In addition to the procedures described above, pilot and passengers
should don masks and use the oxygen system at the maximum flow
rate until smoke and fumes have cleared.
If smoke and/or fumes are detected in the cabin, check the engine
parameters for any sign of malfunction. If a fuel leak has occurred,
actuation of electrical components may cause a fire. If there is a strong
smell of fuel in the cockpit, divert to the nearest suitable landing field.
Perform Forced Landing Checklist and shut down the fuel supply to
the engine once a safe landing is assured.
3-16
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Emergency Descent
Emergency Descent
1. Power Lever............................................................................ IDLE
2. Mixture ................................................................... AS REQUIRED
3. Airspeed................................................................. VNE (205 KIAS)
Amplification
• Caution •
If significant turbulence is expected do not descend at
indicated airspeeds greater than VNO (176 KIAS)
Maximum Glide
Conditions
Example:
Power
OFF
Altitude
10,000 ft. AGL
Propeller
Windmilling
Airspeed
Best Glide
Flaps
0% (UP)
Glide Distance
14.2 NM
Wind
Zero
Best Glide Speed
92 KIAS at 3600 lb
Maximum Glide Ratio ~ 8.6 : 1
HEIGHT ABOVE GROUND - FEET
14000
12000
10000
8000
6000
4000
2000
0
0
2
4
10
12
14
16
6
8
GROUND DISTANCE - NAUTICAL MILES
18
20
SR22_FM03_3564
P/N 13772-005
Original Issue
3-17
Section 3
Emergency Procedures
Cirrus Design
SR22T
Forced Landing
Emergency Landing Without Engine Power
1. Best Glide Speed ....................................................... ESTABLISH
2. Radio.............................................Transmit (121.5 MHz) MAYDAY
giving location and intentions
3. Transponder........................................................... SQUAWK 7700
4. If off airport, ELT ............................................................ACTIVATE
5. Power Lever ............................................................................IDLE
6. Mixture ............................................................................. CUTOFF
7. Fuel Selector ............................................................................OFF
8. Ignition Switch ..........................................................................OFF
9. Fuel Pump................................................................................OFF
10. Flaps (when landing is assured) ............................................100%
11. Master Switches.......................................................................OFF
12. Seat Belt(s) ................................................................... SECURED
Amplification
If all attempts to restart the engine fail and a forced landing is
imminent, select a suitable field and prepare for the landing. As forced
landings on unprepared surfaces are not recommended, CAPS
activation may be the safest option. Refer to Section 10, Cirrus
Airframe Parachute System (CAPS) for CAPS deployment scenarios
and landing considerations.
When determined that a forced landing is the safest option, a suitable
field should be chosen as early as possible so that maximum time will
be available to plan and execute the forced landing. While gliding, be
aware that use of flaps will reduce glide distance. Flaps should not be
selected until landing is assured. Land on the main gear and hold the
nose wheel off the ground as long as possible.
3-18
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Ditching
1. Radio ............................................Transmit (121.5 MHz) MAYDAY
giving location and intentions
2. Transponder........................................................... SQUAWK 7700
3. CAPS ............................................................................. ACTIVATE
4. Airplane........................................................................ EVACUATE
5. Flotation Devices ............INFLATE WHEN CLEAR OF AIRPLANE
Amplification
If available, life preservers should be donned and life raft should be
prepared for immediate evacuation upon touchdown.
Consider unlatching a door prior to assuming the emergency landing
body position in order to provide a ready escape path.
It may be necessary to allow some cabin flooding to equalize pressure
on the doors. If the doors cannot be opened, break out the windows
with the egress hammer and crawl through the opening.
Landing Without Elevator Control
1. Flaps ................................................................................ SET 50%
2. Trim............................................................................ SET 80 KIAS
3. Power....................................AS REQUIRED FOR GLIDE ANGLE
Amplification
The pitch trim spring cartridge is attached directly to the elevator and
provides a backup should you lose the primary elevator control
system. Set elevator trim for a 80 KIAS approach to landing.
Thereafter, do not change the trim setting until in the landing flare.
During the flare, the nose-down moment resulting from a power
reduction may cause the airplane to hit on the nosewheel. At
touchdown, bring the power lever to idle.
P/N 13772-005
Original Issue
3-19
Section 3
Emergency Procedures
Cirrus Design
SR22T
Engine System Emergencies
Engine Partial Power Loss
1. Air Conditioner (if installed) ......................................................OFF
2. Fuel Pump.................................................... HIGH BOOST/PRIME
3. Fuel Selector ........................................................ SWITCH TANKS
4. Mixture ............................. CHECK appropriate for flight conditions
5. Power Lever ....................................................................... SWEEP
6. Ignition Switch ...................................................... BOTH, L, then R
7. 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.
If for any reason the aircraft experiences an unexpected loss of normal
manifold pressure perform the Unexpected Loss Of Manifold Pressure
Checklist.
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 Landing 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
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.
3-20
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 3
Emergency Procedures
Selecting HIGH BOOST/PRIME 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.
P/N 13772-005
Original Issue
3-21
Section 3
Emergency Procedures
Cirrus Design
SR22T
Oil Pressure Out of Range
OIL PRESS Warning
OIL PRESS
1. Oil Pressure Gage ............................................................. CHECK
If pressure low:
a. Power ...................... REDUCE to minimum for sustained flight
b. Land as soon as possible.
(1) Prepare for potential engine failure.
If pressure high:
a. Power ...................... REDUCE to minimum for sustained flight
b. Land as soon as possible.
(1) Prepare for potential engine failure.
Amplification
If oil pressure is low, the engine has probably lost a significant amount
of its oil and engine failure may be imminent.
If oil pressure is suddenly high, a blockage or obstruction may have
developed in the oil circulation system and engine failure may be
imminent.
Oil Temperature High
OIL TEMP Warning
OIL TEMP
1. Power ...............................................................................REDUCE
2. Airspeed ....................................................................... INCREASE
3. Mixture ..................................ADJUST fuel flow to top of green arc
4. Oil Temperature Gage.................................................... MONITOR
If temperature remains high:
5. Land as soon as possible.
3-22
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
High Cylinder Head Temperature
CHT Caution and Warning
CHT
On-Ground
1. Power Lever..................................................................... REDUCE
2. Annunciations and Engine Temperatures ...................... MONITOR
If Caution or Warning annunciation is still illuminated:
3. Power Lever................................................ MINIMUM REQUIRED
4. Flight ......................................................................... PROHIBITED
In-Flight
1. Power Lever..................................................................... REDUCE
2. Mixture ..................................ADJUST fuel flow to top of green arc
3. Airspeed .......................................................................INCREASE
4. Annunciations and Engine Temperatures ...................... MONITOR
If Caution or Warning annunciation is still illuminated:
5. Power Lever ............................................... MINIMUM REQUIRED
6. Engine Instruments ....................................................... MONITOR
If Caution annunciation only remains illuminated:
a. Land as soon as practical.
If Warning annunciation remains illuminated:
a. Land as soon as possible.
P/N 13772-005
Original Issue
3-23
Section 3
Emergency Procedures
Cirrus Design
SR22T
Turbocharger System Emergencies
Unexpected Loss Of Manifold Pressure
1. Power ............... ADJUST to minimum required for sustained flight
2. Mixture .................... ADJUST for EGTs between 1300° to 1400ºF
3. Descend to MINIMUM SAFE ALTITUDE from which a landing may
be safely accomplished.
4. Divert to nearest suitable airfield.
5. Radio.............................................Advise ATC landing is urgent or
Transmit (121.5 MHz) MAYDAY giving location and intentions
when workload permits.
6. Oil Pressure ................................................................... MONITOR
7. Land as soon as possible.
Amplification
If the aircraft experiences an unexpected loss of normal manifold
pressure, the engine will typically revert to operation similar to a
normally aspirated aircraft at approximately the same altitude.
However, continued flight should only be conducted to the nearest
suitable landing place in order to investigate the cause of the
unexpected loss of normal manifold pressure.
The four most probable causes are:
1. A leak or rupture at an induction system coupling or a loose or
failed induction coupling hose clamp.
a. This condition does not usually present a significant hazard,
other than power loss equivalent to a naturally aspirated
engine.
b. While this condition is the most probable, the following three
conditions may present an immediate hazard to continued
safe flight. Because it is difficult for the pilot to distinguish
between a simple induction system leak and any of the more
hazardous causes, all unexpected losses of manifold pressure
should be assumed hazardous.
3-24
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
2. A significant leak in the exhaust system.
a. An exhaust leak may present a possible fire hazard. Reducing
power and adjusting the mixture as described reduces the
possibility of an engine compartment fire.
3. A loss of oil pressure to the wastegate actuator due to a general
loss of engine oil pressure.
a. Potentially caused by a failed oil line, oil line fitting, or oil pump
b. Failure to maintain normal full manifold pressure at altitude
may be an early indication of an oil leak and impending further
loss of oil pressure.
c.
Monitor for reduction in oil pressure; if observed continue for
diversion airfield, but prepare for forced landing.
4. A failure of an internal component in the turbocharger.
a. If the pilot experiences a sudden loss of manifold pressure
and later observes declining oil pressure, it is may be due to a
failure of an internal turbocharger component. If there is a loss
of oil pressure due to a failure of the turbocharger, engine oil
may be vented through the tail pipe overboard.
b. Monitor for reduction in oil pressure; if observed continue for
diversion airfield, but prepare for forced landing.
P/N 13772-005
Original Issue
3-25
Section 3
Emergency Procedures
Cirrus Design
SR22T
Manifold Pressure High
MAN PRESSURE Warning
MAN PRESSURE
1. Power Lever ....................... REDUCE MAP to less than 36.5 in.Hg
2. Flight ............................................................................ CONTINUE
If noticeable surging is present:
3. Perform Overboost / Pressure Relief Valve Checklist.
Amplification
High Manifold Pressure may be a result of cold oil and the affect of
high associated oil pressure on the wastegate controller. Maintain
power at or below 36.5 in.Hg by power lever management. If High
Manifold Pressure persists when oil temperatures are greater than
150°F, MAP controller requires a maintenance adjustment. If engine
surges are associated, MAP may be exceeding pressure relief valve
(pop-off valve) threshold. Relief valve will protect induction manifolds
from excessive pressure, but it may be a sign of a failed closed
wastegate; if this is observed or suspected, complete the Overboost /
Pressure Relief Valve Checklist.
3-26
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Overboost / Pressure Relief Valve
1. Power Lever.................................... REDUCE to 30.5 in.Hg or less
2. Mixture ..................................ADJUST fuel flow to top of green arc
If continued surging is present:
3. Land as soon as practical.
Amplification
Although it is an unlikely failure mode, the wastegate may be stuck in
a closed position. If pressure relief valve is obviously surging (cycling
high manifold pressure followed by sudden drop to lesser pressure,
may be accompanied by "pop" noise), it may be evidence of MAP
controller setting problem but may also be evidence of a seized
wastegate. Engine will be adequately protected by the pressure relief
valve, but turbo overspeed may result in turbo failure if pressure relief
valve remains OPEN. Reducing manifold pressure (via power lever)
will decrease the airflow through the engine, thereby reducing the
energy available to drive the turbine; enriching the mixture will
maintain lower turbine temperatures. It is unnecessary to descend
prematurely, lower altitudes (higher density air) may aggravate the
condition.
Turbine Inlet Temperature High
TIT Warning
TIT
1. Mixture ............................. ADJUST Fuel Flow to Top of Green Arc
2. Ignition Switch.................................................... CHECK on BOTH
If TIT remains in excess of limits:
a. Power ........................................................................ REDUCE
b. Land as soon as practical.
Amplification
Annunciation indicates that one or both turbochargers are exceeding
turbine inlet temperature limits, condition can be reduced and
controlled by mixture management but may be a sign of improper
combustion or magneto failure.
P/N 13772-005
Original Issue
3-27
Section 3
Emergency Procedures
Cirrus Design
SR22T
EGT, TIT or CHT Temperature Sensor Failure
1. Similar gages ................................................................. MONITOR
2. Flight ............................................................................ CONTINUE
using remaining gages as representative.
Amplification
Isolated red X presentation of an EGT, TIT or CHT indicates that
sensor has failed. Continued flight is permitted, using the remaining
gages as representative of the failed gage; control airspeed or mixture
in a normal manner to maintain the other cylinders or TIT within their
normal operating ranges.
3-28
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Propeller System Emergencies
Engine Speed High
RPM Warning: Engine Speed High
RPM
1. Power Lever......................REDUCE by 2 in.Hg Manifold Pressure
If governor is not in control (RPM reduces and remains lower after
power adjustment):
2. Perform Propeller Governor Failure Checklist.
If governor is in control (RPM remains high, but stable after power
reduction):
3. Power Lever..REDUCE below 34 in.Hg for climb, below 30.5in.Hg
for cruise.
If governed engine speed exceeds 2600 RPM:
4. Perform Propeller Governor Failure Checklist.
If governed engine speed is 2600 RPM or less:
5. Flight ............................................................................ CONTINUE
Amplification
Propeller governor is set in a fixed position, governed RPM is not
directly influenced by cabin controls.
If propeller speed remains
stable after power lever is initially reduced (some over/undershoot
normal as governor adjusts blade angle), governor is functioning
normally but is governing at too high a speed. If propeller speed does
vary directly with power (or airspeed), behaving like a fixed pitch
propeller, propeller governing system has failed and should be
addressed by Propeller Governor Failure Checklist.
If governor is functional and sustaining high RPM, reducing manifold
pressure will decrease the engine loads and stress. Governor will
require maintenance adjustment.
P/N 13772-005
Original Issue
3-29
Section 3
Emergency Procedures
Cirrus Design
SR22T
Propeller Governor Failure
1. Power Lever .... Reduce to minimum necessary for sustained flight
2. Airspeed ...................................................... Reduce to 85-90 KIAS
3. Oil Pressure ................................................................... MONITOR
4. Land as soon as possible.
Amplification
An in-flight governor failure will likely result in a large exceedance
(3000 RPM or more), as propeller blade angle will be go to fine pitch.
Failure may evidence of engine oil pressure of volume loss, typically
accompanied by OIL PRESSURE warning.
Propeller becomes a fixed pitch propeller; reducing speed to 85-90
KIAS and using only power necessary for sustained flight at that speed
will minimize the overspeed.
3-30
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
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 9 gallons:
a. Land as soon as practical.
If fuel quantity indicates more than 9 gallons:
a. Flight................................................... CONTINUE, MONITOR
Amplification
Annunciation indicates fuel totalizer quantity is less than or equal to 9
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 12 gallons.
Amplification
Fuel level imbalance (between left and right) is greater than 12
gallons.
P/N 13772-005
Original Issue
3-31
Section 3
Emergency Procedures
Cirrus Design
SR22T
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.
3-32
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
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.
P/N 13772-005
Original Issue
3-33
Section 3
Emergency Procedures
Cirrus Design
SR22T
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, Yaw Damper
6. Land as soon as practical (Battery reserve only).
Amplification
• Caution •
Dependant 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.
3-34
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
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.
P/N 13772-005
Original Issue
3-35
Section 3
Emergency Procedures
Cirrus Design
SR22T
Oxygen System Emergencies
Oxygen System Fault - Above 10,000 Ft
OXYGEN FAULT Warning
OXYGEN FAULT
1. Oxygen Flow Rate ............................................................. CHECK
If no flow:
2. Initiate Emergency Descent to below 10,000 ft:
a. Power Lever ..................................................................... IDLE
b. Mixture............................................................. AS REQUIRED
c.
Airspeed ......................................................... VNE (205 KIAS)
If flow is normal:
3. Oxygen Flow Rate ......................................................... MONITOR
4. Initiate Normal Descent as soon as practical.
Below 10,000 ft:
5. Oxygen System........................................................................OFF
6. Flight ............................................................................ CONTINUE
Remain below altitudes requiring supplemental oxygen.
Amplification
Annunciation indicates tank solenoid failed (open or closed) or flow
rate is low. If flow is checked and confirmed present, solenoid has
failed OPEN; system will continue to provide oxygen until depleted,
but unnecessary flight at altitudes requiring oxygen is not
recommended.
3-36
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
Oxygen Quantity Low
OXYGEN QTY Warning
OXYGEN QTY
1. Oxygen Pressure and Flow Rate ....................................... CHECK
2. Initiate Normal Descent (non-emergency) below 10,000 ft.
3. Oxygen Flow Rate ......................................................... MONITOR
Below 10,000 ft:
4. Flight ............................................................................ CONTINUE
Remain below altitudes requiring supplemental oxygen.
Amplification
1. Annunciation indicated tank pressure is below 400 PSI, see
Oxygen Duration Table of the Oxygen AFMS to determine
duration.
P/N 13772-005
Original Issue
3-37
Section 3
Emergency Procedures
Cirrus Design
SR22T
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.
3-38
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
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 aggressive 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.
P/N 13772-005
Original Issue
3-39
Section 3
Emergency Procedures
Cirrus Design
SR22T
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 maintain a constant heading
through the coordinated aileron and rudder inputs.
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.
3-40
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
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 Landing
Checklist. After landing, bring the airplane to a stop and complete the
Emergency Engine Shutdown On Ground Checklist.
If the power lever is stuck at or near the idle position and straight and
level flight cannot be maintained, establish glide to a suitable landing
surface. Fly a forced landing pattern.
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
P/N 13772-005
Original Issue
3-41
Section 3
Emergency Procedures
Cirrus Design
SR22T
Left/Right Brake Over-Temperature
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
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)
3-42
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3
Emergency Procedures
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.
P/N 13772-005
Revision 1
3-43
Section 3
Emergency Procedures
Cirrus Design
SR22T
CAPS Deployment
• WARNING •
The maximum demonstrated deployment speed is 140 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.
3-44
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 3
Emergency Procedures
Expected impact in a fully stabilized deployment is equivalent to a drop
from approximately 13 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 on an unprepared surface
• Pilot incapacitation
All pilots should carefully review the information on CAPS activation
and deployment in Section 10 before operating the airplane.
CAPS Deployment at High Altitudes
For any indicated airspeed, as altitudes increase the true air speed of
the deployment increases. Higher true air speeds increase the
parachute inflation loads. Therefore, it is important for the operator
takes all reasonable efforts to slow to the minimum possible airspeed
prior to deploying the CAPS.
P/N 13772-005
Revision 1
3-45
Section 3
Emergency Procedures
Cirrus Design
SR22T
Intentionally Left Blank
3-46
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
Section 3A: Abnormal Procedures
Table of Contents
Introduction ........................................................................................ 3
Abnormal Procedures Guidance ........................................................ 4
Circuit Breakers .............................................................................. 4
Flight Environment ............................................................................. 5
Inadvertent Icing Encounter ............................................................ 5
Inadvertent IMC Encounter............................................................. 5
Door Open In Flight ........................................................................ 5
Abnormal Landings ............................................................................ 6
Landing With Failed Brakes ............................................................ 6
Landing With Flat Tire..................................................................... 6
Engine System ................................................................................... 7
Low Idle Oil Pressure...................................................................... 7
Manifold Pressure High .................................................................. 7
Starter Engaged.............................................................................. 8
Alternate Air Door Open Annunciation............................................ 9
Fuel System ..................................................................................... 10
Low Fuel Quantity......................................................................... 10
Left Fuel Tank Quantity ................................................................ 10
Right Fuel Tank Quantity .............................................................. 10
Fuel Imbalance ............................................................................. 11
Electrical System ............................................................................. 12
Low Voltage on Main Bus 1 .......................................................... 12
Low Voltage on Main Bus 2 .......................................................... 12
Battery 1 Current Sensor .............................................................. 12
Low Alternator 1 Output................................................................ 13
Low Alternator 2 Output................................................................ 14
Integrated Avionics System ............................................................. 15
Avionics Switch Off ....................................................................... 15
PFD Cooling Fan Failure .............................................................. 15
MFD Cooling Fan Failure.............................................................. 15
Flight Displays Too Dim ................................................................ 16
Pitot Static System ........................................................................... 17
Pitot Static Malfunction ................................................................. 17
Pitot Heat Current Sensor Annunciation ....................................... 18
Pitot Heat Required Annunciation................................................. 18
Flight Control System....................................................................... 19
P/N 13772-005
Original Issue
3A-1
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
Electric Trim/Autopilot Failure ....................................................... 19
Flap System Exceedance ............................................................. 19
Landing Gear System ...................................................................... 20
Brake Failure During Taxi ............................................................. 20
Left/Right Brake Over-Temperature.............................................. 20
Oxygen System ................................................................................ 21
Oxygen Quantity Low.................................................................... 21
Other Conditions .............................................................................. 23
Aborted Takeoff ............................................................................ 23
Parking Brake Engaged Annunciation .......................................... 24
Communications Failure ............................................................... 24
3A-2
P/N 13772-005
Original Issue
Cirrus Design
SR22T
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.
P/N 13772-005
Revision 1
3A-3
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
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.
3A-4
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
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
Amplification
Flight into known icing conditions is prohibited.
Alternate induction air door will automatically open if required.
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
1. Airplane Control ............................................................. MAINTAIN
Amplification
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.
P/N 13772-005
Original Issue
3A-5
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
Abnormal Landings
Landing With Failed Brakes
One brake inoperative
1. Land on the side of runway corresponding to the inoperative
brake.
2. Maintain directional control using rudder and working brake.
Both brakes inoperative
1. Divert to the longest, widest runway with the most direct
headwind.
2. Land on downwind side of the runway.
3. Use the rudder for obstacle avoidance.
4. Perform Emergency Engine Shutdown On Ground Checklist.
Amplification
Rudder effectiveness will decrease with decreasing airspeed.
Landing With Flat Tire
Main Gear
1. Land on the side of the runway corresponding to the good tire.
2. Maintain directional control with the brakes and rudder.
3. Do not taxi. Stop the airplane and perform a normal Engine
Shutdown.
Nose Gear
1. Land in the center of the runway.
2. Hold the nosewheel off the ground as long as possible.
3. Do not taxi. Stop the airplane and perform a normal Engine
Shutdown.
Amplification
If a flat tire or tread separation occurs during takeoff and you cannot
abort, land as soon as conditions permit.
3A-6
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
Engine System
Low Idle Oil Pressure
OIL PRESS Caution
OIL PRESS
1. If In-Flight .................................. LAND AS SOON AS PRACTICAL
Amplification
Oil pressure between 10 psi and 30 psi at or above 1000 RPM
This message will appear prior to engine start and should clear after
engine start.
Manifold Pressure High
MAN PRESSURE Caution
MAN PRESSURE
1. Power Lever........................................ REDUCE to less than 36.5"
2. Flight ............................................................................ CONTINUE
If noticeable surging is present:
3. Complete Overboost / Pressure Relief Valve Emergency Checklist
Amplification
Manifold Pressure has exceeded caution limits. High Manifold
Pressure may be a result of cold oil and the affect of high associated
oil pressure on the wastegate controller. Maintain power at or below
36.5" by power lever management. If High Manifold Pressure persists
when oil temperatures are greater than 150°F, MAP controller requires
a maintenance adjustment. If engine surges are associated, MAP may
be exceeding pressure relief valve (pop-off valve) threshold. Relief
valve will protect induction manifolds from excessive pressure, but it
may be a sign of a failed closed wastegate; if this is observed or
suspected, complete the Overboost / Pressure Relief Valve
Emergency Checklist.
P/N 13772-005
Original Issue
3A-7
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
Starter Engaged
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.
3A-8
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
Alternate Air Door Open Annunciation
ALT AIR OPEN Caution
ALT AIR OPEN
1. Manifold Pressure .............................................................. CHECK
If environment suspect as cause (icing or visible debris):
2. Flight Conditions .....................................................CHANGE/EXIT
3. Power.................................... Reduce to 30.5 in.Hg when practical
4. Flight ............................................................................ CONTINUE
Amplification
Alternate induction door has automatically opened, indicating an
obstructed air filter. Potential environmental causes are ice
contamination (icing conditions) or particles (visible debris, heavy
bugs, smoke or ash).
• If ice contamination was cause, unfiltered air won't pose an
operating hazard for the engine, but conditions significant
enough to ice obstruct filters are not suitable conditions for long
duration flight of light aircraft.
• If flying through conditions that have obvious debris
contamination sources, exit those conditions as able; engine
induction is unfiltered when alternate air door is open.
• Reduction to cruise power when able will reduce engine air
consumption, and likely close the alternate air door (restoring
filer protection to induction air).
• Filters likely require maintenance.
When alternate induction door is open, expect 3-5% power loss due to
increased manifold air temperatures and expect lower critical altitude
in climb. Percent Power indication will be accurate, reflecting actual
(reduced) power.
P/N 13772-005
Original Issue
3A-9
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
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 14
gallons per side:
a. Land as soon as practical.
If left & right fuel quantities indicate more than 14 gallons per side:
a. Flight................................................... CONTINUE, MONITOR
Amplification
Annunciation indicates measured/sensed fuel quantity for both tanks
is less than or equal to 14 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 14 gallons:
a. Flight................................................... CONTINUE, MONITOR
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 14 gallons:
a. Flight................................................... CONTINUE, MONITOR
Amplification
Fuel quantity is less than or equal to 14 gallons.
3A-10
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
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 10 gallons.
Amplification
Fuel level imbalance (between left and right) is greater than 10
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 8 gallons.
Amplification
Fuel level imbalance (between left and right) is greater than 8 gallons.
P/N 13772-005
Original Issue
3A-11
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
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; 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; 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.
3A-12
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
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 •
Dependant 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; will typically
be associated with low M1 voltage, Battery 1 discharge and M BUS 1
Caution message.
P/N 13772-005
Original Issue
3A-13
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
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).
3A-14
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
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 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.
P/N 13772-005
Original Issue
3A-15
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
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.
3A-16
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
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.
P/N 13772-005
Original Issue
3A-17
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
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.
3A-18
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
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 115 KIAS for 5 seconds or more,
OR
Flaps at 50%, airspeed greater than 155 KIAS for 5 seconds or more.
P/N 13772-005
Original Issue
3A-19
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
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.
3A-20
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
Oxygen System
Oxygen Quantity Low
OXYGEN QTY Caution
OXYGEN QTY
1. Oxygen Pressure and Flow Rate ....................................... CHECK
2. Oxygen Duration ........................................................ CALCULATE
a. See Oxygen AFMS; calculate duration based on remaining
pressure, number of occupants and type of device (mask or
cannula).
3. Perform Normal Descent as necessary, dependant on duration
calculation.
Amplification
1. Annunciation indicated tank pressure is between 800 and 400
PSI, see Oxygen AFMS to determine remaining duration.
OXYGEN RQD Caution
OXYGEN RQD
1. Oxygen Masks or Cannulas.................................................... DON
2. Oxygen System .........................................................................ON
3. Oxygen Flow Rate ......... ADJUST as necessary for cruise altitude
Amplification
Annunciation indicates that aircraft is above 10000 ft and system is not
ON.
P/N 13772-005
Original Issue
3A-21
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
OXYGEN QTY Advisory
OXYGEN QTY
On-Ground
1. Oxygen Supply .......... REPLENISH if use of oxygen is anticipated
In-Flight
1. If use of oxygen is anticipated, verify adequate oxygen supply for
flight duration. Refer to Duration chart in Oxygen System AFMS.
Amplification
Annunciation indicates oxygen tank pressure is below 800 PSI at
pressure altitudes below 10,000 ft.
OXYGEN SYSTEM LEFT ON Advisory
OXYGEN LEFT ON
1. Oxygen System .......................................................................OFF
Amplification
Annunciation indicates that after oxygen system has been left ON after
on-ground engine shutdown. If system is left ON and aircraft power is
turned OFF, the solenoid valve will remain open and may result in
unexpected leakage and pressure loss.
3A-22
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 3A
Abnormal Procedures
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.
P/N 13772-005
Original Issue
3A-23
Section 3A
Abnormal Procedures
Cirrus Design
SR22T
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.
3A-24
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 4
Normal Procedures
Section 4: Normal Procedures
Table of Contents
Introduction ........................................................................................ 3
Airspeeds for Normal Operation ........................................................ 3
Normal Procedures ............................................................................ 4
Preflight Inspection ......................................................................... 4
Before Starting Engine.................................................................... 9
Starting Engine ............................................................................. 10
Before Taxiing............................................................................... 12
Taxiing .......................................................................................... 12
Before Takeoff .............................................................................. 13
Maximum Power Fuel Flow .......................................................... 15
Normal Takeoff ............................................................................. 16
Short Field Takeoff ....................................................................... 16
Full Power Climb: Rich of Peak Technique .................................. 18
Cruise Climb: Lean of Peak Technique ........................................ 20
Cruise ........................................................................................... 21
Descent......................................................................................... 23
Before Landing ............................................................................. 23
Normal Landing ............................................................................ 24
Short Field Landing....................................................................... 25
Balked Landing/Go-Around .......................................................... 26
After Landing ................................................................................ 26
Shutdown...................................................................................... 27
Stalls ............................................................................................. 28
Environmental Considerations ......................................................... 29
Cold Weather Operation ............................................................... 29
Hot Weather Operation................................................................. 31
Extended Ground Operation......................................................... 31
Noise Characteristics/Abatement..................................................... 32
Fuel Conservation ............................................................................ 32
P/N 13772-005
Revision 1
4-1
Section 4
Normal Procedures
Cirrus Design
SR22T
Intentionally Left Blank
4-2
P/N 13772-005
Original Issue
Cirrus Design
SR22T
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 3600 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% ......................................................... 77 KIAS
• Obstacle Clearance, Flaps 50% ..................................... 85 KIAS
Enroute Climb, Flaps Up:
• Best Rate of Climb, SL ................................................. 103 KIAS
• Best Rate of Climb, 10,000........................................... 102 KIAS
• Best Angle of Climb, SL.................................................. 88 KIAS
• Best Angle of Climb, 10,000 ........................................... 88 KIAS
• Normal, Full Power, Full Rich Climb ............................120 KIAS
Landing Approach:
• Normal Approach, Flaps Up ......................................90-95 KIAS
• Normal Approach, Flaps 50%....................................85-90 KIAS
• Normal Approach, Flaps 100%..................................80-85 KIAS
• Short Field, Flaps 100% (VREF)...................................... 79 KIAS
Go-Around, Flaps 50%:
• Full Power....................................................................... 80 KIAS
Maximum Recommended Turbulent Air Penetration:
• 3600 lb.......................................................................... 140 KIAS
• 2900 lb.......................................................................... 123 KIAS
Maximum Demonstrated Crosswind Velocity:
• Takeoff or Landing ......................................................... 21 Knots
P/N 13772-005
Revision 1
4-3
Section 4
Normal Procedures
Cirrus Design
SR22T
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. 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.
6
3
5
4
7
2
1
8
13
9
10
11
12
SR22_FM04_1454
1. Cabin
a. Required Documents................................................ On Board
b. Avionics Power Switch ......................................................OFF
(Continued on following page)
4-4
P/N 13772-005
Original Issue
Cirrus Design
SR22T
c.
Section 4
Normal Procedures
Bat 2 Master Switch ...........................................................ON
d. PFD ........................................................................... Verify On
e. Essential Bus Voltage............................................. 23-25 Volts
f.
Flap Position Light ........................................................... OUT
g. Bat 1 Master Switch ............................................................ON
h. Avionics Cooling Fan.................................................... Audible
i.
Oxygen Masks/Cannulas and Hoses .............Check Condition
j.
Oxygen System ...................................................................ON
(1) Quantity....... Verify adequate supply for flight with reserve
(2) Flow ................................... Check flowmeter on all masks
(3) Oxygen System........................................................... OFF
k.
Lights ............................................................. Check Operation
l.
Stall Warning .................................................................... Test
• Note •
Test stall warning system by applying suction to the stall
warning system inlet and noting the warning horn sounds.
m. Fuel Quantity ................................................................. Check
n. Fuel Selector .............................................. Select Fullest Tank
o. Flaps.................................................... 100%, Check Light ON
p. Bat 1 and 2 Master Switches............................................. OFF
q. Circuit Breakers.................................................................... IN
r.
Fire Extinguisher .................................Charged and Available
s.
Emergency Egress Hammer ......................................Available
t.
CAPS Handle .................................................... Pin Removed
2. Left Fuselage
a. Door Lock ...................................................................... Unlock
b. COM 1 Antenna (top) ......................Condition and Attachment
c.
Transponder Antenna (underside)...Condition and Attachment
d. Wing/Fuselage Fairing ................................................... Check
e. COM 2 Antenna (underside) ...........Condition and Attachment
(Continued on following page)
P/N 13772-005
Original Issue
4-5
Section 4
Normal Procedures
f.
Cirrus Design
SR22T
Baggage Door ........................................... Closed and Secure
g. Static Button ..............................................Check for Blockage
h. Parachute Cover........................................ Sealed and Secure
3. Empennage
a. Tiedown Rope............................................................. Remove
b. Horizontal and Vertical Stabilizers .............................Condition
• Note •
Verify tape covering the forward and aft inspection holes
located on outboard ends of horizontal stabilizer is installed
and securely attached.
c.
Elevator and Tab............................... Condition and Movement
d. Rudder..................................................Freedom of Movement
e. Rudder Trim Tab ...................................Condition and Security
f.
Attachment hinges, bolts and cotter pins...................... Secure
4. Right Fuselage
a. Static Button ..............................................Check for Blockage
b. Wing/Fuselage Fairings..................................................Check
c.
Door Lock ...................................................................... Unlock
5. Right Wing Trailing Edge
a. Flap and Rub Strips (if installed)...........Condition and Security
b. Aileron and Tab................................. Condition and Movement
c.
Aileron Gap Seal ......................................................... Security
d. Hinges, actuation arm, bolts, and cotter pins ............... Secure
6. Right Wing Tip
a. Tip...........................................................................Attachment
b. Strobe, Nav Light and Lens ..................Condition and Security
c.
Fuel Vent (underside) ......................................... Unobstructed
7. Right Wing Forward and Main Gear
a. Leading Edge and Stall Strips....................................Condition
b. Fuel Cap ....................................... Check Quantity and Secure
c.
Fuel Drains (2 underside) ............................ Drain and Sample
(Continued on following page)
4-6
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 4
Normal Procedures
d. Wheel Fairings ..................... Security, Accumulation of Debris
e. Tire ............................................Condition, Inflation, and Wear
• Caution •
Serials 0442 thru 0656, 0658 thru 0689 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 Orings 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. Vortex Generator ....................................................... Condition
b. Cowling.....................................................Attachments Secure
c.
Exhaust Pipe ....................Condition, Security, and Clearance
d. 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 .......................... Check adequate Ground Clearance
f.
Spinner ............................... Condition, Security, and Oil Leaks
g. Air Inlets ..............................................................Unobstructed
h. Alternator................................................................... Condition
10. Nose, Left Side
a. Landing Light............................................................. Condition
b. Engine Oil......... Check 6-8 quarts, Leaks, Cap & Door Secure
(Continued on following page)
P/N 13772-005
Revision 1
4-7
Section 4
Normal Procedures
c.
Cirrus Design
SR22T
Cowling.....................................................Attachments Secure
d. External Power .....................................................Door Secure
e. Vortex Generator .......................................................Condition
f.
Exhaust Pipe(s) .................Condition, Security, and Clearance
11. Left Main Gear and Forward Wing
a. Wheel fairings....................... Security, Accumulation of Debris
b. Tire.............................................Condition, Inflation, and Wear
• Caution •
Serials 0442 thru 0656, 0658 thru 0689 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 Orings 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.
Aileron Gap Seal ......................................................... Security
d. Hinges, actuation arm, bolts, and cotter pins ............... Secure
4-8
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 4
Normal Procedures
Before Starting Engine
1. Preflight Inspection ...................................................COMPLETED
2. Weight and Balance............................................Verify within limits
3. Emergency Equipment ................................................ ON BOARD
4. Passengers ..................................................................... BRIEFED
5. Seats, Seat Belts, and Harnesses .................ADJUST & SECURE
Amplification
• WARNING •
Ensure that the airplane is properly loaded and within the
AFM’s weight and balance limitations prior to takeoff.
• Caution •
Crew seats must be locked in position and control handles
fully down before flight. Ensure seat belt harnesses are not
twisted.
Prior to flight, Verify CAPS handle safety pin is removed and ensure all
the passengers have been fully briefed on smoking, the use of the
oxygen system, seat belts, doors, emergency exits, egress hammer,
and CAPS.
P/N 13772-005
Original Issue
4-9
Section 4
Normal Procedures
Cirrus Design
SR22T
Starting Engine
1. External Power (If applicable) ....................................... CONNECT
2. Brakes ................................................................................... HOLD
3. Bat Master Switches ........................................... ON (Check Volts)
4. Strobe Lights ............................................................................. ON
5. Mixture ......................................................................... FULL RICH
6. Power Lever ........................................................FULL FORWARD
7. Fuel Pump.......................................................................... BOOST
8. Propeller Area ..................................................................... CLEAR
9. Power Lever ............................................................ OPEN ¼ INCH
10. Ignition Switch ....................... START (Release after engine starts)
11. Mixture .................................................................................. LEAN
until RPM rises to a maximum value. Leave the mixture in this
position during taxi and until run-up.
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
4-10
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 4
Normal Procedures
Amplification
• WARNING •
If airplane will be started using external power, keep all
personnel and power unit cables well clear of the propeller
rotation plane.
• Caution •
Alternators should be left OFF during engine starting to avoid
high electrical loads.
During start, limit cranking to intervals of 10 seconds with a 20
second cooling period between cranks. This will improve
battery and contactor life.
If the engine is warm priming is not required. On the first start of the
day, especially under cool ambient conditions, holding the Fuel Pump
switch to the HIGH BOOST/PRIME position for 2 seconds will improve
starting.
Weak intermittent firing followed by puffs of black smoke from the
exhaust stack indicates over-priming or flooding. Excess fuel can be
cleared from the combustion chambers by the following procedure:
• Turn fuel pump off.
• Allow fuel to drain from intake tubes.
• Set the mixture control full lean and the power lever full open.
• Crank the engine through several revolutions with the starter.
• When engine starts, release ignition switch, retard power lever,
and slowly advance the mixture control to FULL RICH position.
If the engine is under-primed, especially with a cold soaked engine, it
will not fire, and additional priming will be necessary. As soon as the
cylinders begin to fire, open the power lever slightly to keep it running.
Refer to Cold Weather Operation in this section or additional
information regarding cold weather operations.
After starting, if the oil gage does not begin to show pressure within 30
seconds in warm weather and about 60 seconds in very cold weather,
shut down engine and investigate cause. Lack of oil pressure indicates
loss of lubrication, which can cause severe engine damage.
P/N 13772-005
Original Issue
4-11
Section 4
Normal Procedures
Cirrus Design
SR22T
Before Taxiing
1. Flaps ................................................................................. UP (0%)
2. Radios/Avionics...................................................... AS REQUIRED
3. Cabin Heat/Defrost ............................................... AS REQUIRED
4. Fuel Selector .......................................................... SWITCH TANK
Taxiing
1. Parking Brake ........................................................... DISENGAGE
2. Brakes ................................................................................ CHECK
3. HSI Orientation................................................................... CHECK
4. Attitude Gyro ...................................................................... CHECK
5. Turn Coordinator ................................................................ CHECK
Amplification
• 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.
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.
4-12
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 4
Normal Procedures
Before Takeoff
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. Fuel Pump ......................................................................... BOOST
8. Mixture ......................................................................... FULL RICH
9. Flaps ............................................................... SET 50% & CHECK
10. Transponder............................................................................. SET
11. Autopilot ............................................................................. CHECK
12. Navigation Radios/GPS ......................................... SET for Takeoff
13. Cabin Heat/Defrost ................................................ AS REQUIRED
14. Brakes................................................................................... HOLD
15. Power Lever................................................................... 1700 RPM
16. Alternator ........................................................................... CHECK
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.
17. Voltage ............................................................................... CHECK
18. Pitot Heat ............................................................... AS REQUIRED
(Continued on following page)
P/N 13772-005
Original Issue
4-13
Section 4
Normal Procedures
Cirrus Design
SR22T
19. Navigation Lights.................................................... AS REQUIRED
20. Landing Light ......................................................... AS REQUIRED
21. Magnetos .................................................... CHECK Left and Right
RPM drop must not exceed 150 RPM for either magneto. RPM
differential must not exceed 75 RPM between magnetos
a. Ignition Switch ................................. R, note RPM, then BOTH
b. Ignition Switch .................................. L, note RPM, then BOTH
22. Engine Parameters ............................................................ CHECK
23. Power Lever ................................................................... 1000 RPM
24. Flight Instruments, HSI, and Altimeter .................... CHECK & SET
25. Flight Controls ................................................. FREE & CORRECT
26. Trim ............................................................................. SET Takeoff
27. Autopilot .................................................................. DISCONNECT
Amplification
• WARNING •
Do not takeoff with frost, ice, snow, or other contamination on
the fuselage, wing, stabilizers, and control surfaces.
• Caution •
Because this aircraft has a turbocharged system that
maintains 36.0 in.Hg manifold pressure for all takeoffs, the
mixture should be full rich for takeoff, even at high elevation
airports. Leaning for takeoff and during maximum
performance climb may cause excessive cylinder head
temperatures.
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.
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.
During the Magneto Check, 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
4-14
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 4
Normal Procedures
indicate faulty grounding of one side of the ignition system or magneto
timing set in advance of the specified setting.
Maximum Power Fuel Flow
For maximum power operations (Power Lever full forward - 2500
RPM, 36.0 in.Hg manifold pressure) fuel flow should be in the green
arc.
For any power setting greater than 30.5 in.Hg (cruise power) fuel flow
is indicated by a dynamically calculated green arc displayed on the
fuel gage. Fuel flow should be maintained within this arc by use of the
mixture lever.
P/N 13772-005
Original Issue
4-15
Section 4
Normal Procedures
Cirrus Design
SR22T
Normal Takeoff
1. Brakes .................................... RELEASE (Steer with Rudder Only)
2. Power Lever ........................................................FULL FORWARD
3. Engine Parameters ............................................................ CHECK
4. Elevator Control ........................ ROTATE Smoothly at 77-80 KIAS
5. At 90 KIAS, Flaps....................................................................... UP
Short Field Takeoff
1. Flaps ........................................................................................50%
2. Brakes ................................................................................... HOLD
3. Power Lever ........................................................FULL FORWARD
4. Engine Parameters ............................................................ CHECK
5. Brakes .................................... RELEASE (Steer with Rudder Only)
6. Elevator Control ..............................ROTATE Smoothly at 77 KIAS
7. Airspeed at Obstacle..........................................................85 KIAS
4-16
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Cirrus Design
SR22T
Section 4
Normal Procedures
Amplification
The fuel pump should be in the BOOST position during takeoff and for
climb as required for vapor suppression with hot or warm fuel.
Takeoff Power Check
Check full-throttle engine operation early in takeoff run. The engine
should run smoothly and turn approximately 2500 RPM. All engine
parameters are not in caution or warning ranges. Discontinue takeoff
at any sign of rough operation or sluggish acceleration. Make a
thorough full-throttle static run-up before attempting another takeoff.
Manifold pressure may temporarily increase to 36.0 - 37.0 in.Hg on
first flight of the day due to cooler oil temperatures and associated
higher oil pressures. This is acceptable under these conditions but
normal full throttle manifold pressure should be 36.0 in.Hg. The fuel
flow will normally also increase in proportion to the increase in
manifold pressure. If manifold pressure exceeds 37.0 in.Hg on takeoff
or during full power climbs, reduce power to maintain no more than
37.0 in.Hg.
For takeoff over a gravel surface, advance Power Lever slowly. This
allows the airplane to start rolling before high RPM is developed, and
gravel will be blown behind the propeller rather than pulled into it.
Takeoff Flap Settings
Normal and short field takeoffs are accomplished with flaps set at
50%. Takeoffs using 0% are permissible, however, no performance
data is available for takeoffs in the flaps up configuration. Takeoffs with
100% flaps are not approved.
Soft or rough field takeoffs are performed with 50% flaps by lifting the
airplane off the ground as soon as practical in a tail-low attitude. If no
obstacles are ahead, the airplane should be leveled off immediately to
accelerate to a higher climb speed.
Takeoffs into strong crosswinds are normally performed with the flaps
set at 50% to minimize the drift angle immediately after takeoff. With
the ailerons fully deflected into the wind, accelerate the airplane to a
speed slightly higher than normal while decreasing the aileron
deflection as speed increases then - with authority - rotate to prevent
possibly settling back to the runway while drifting. When clear of the
ground, make a coordinated turn into the wind to correct for drift.
P/N 13772-005
Original Issue
4-17
Section 4
Normal Procedures
Cirrus Design
SR22T
Full Power Climb: Rich of Peak Technique
1. Oxygen................................................................... AS REQUIRED
2. Power Lever ........................................................FULL FORWARD
3. Mixture ....................................Maintain Fuel Flow in GREEN ARC
4. Flaps ................................................................................ Verify UP
5. Airspeed ...........................................................................120 KIAS
6. Fuel Pump.......................................................................... BOOST
7. Fuel Flow ....................................................................... MONITOR
8. Engine Parameters ........................................................ MONITOR
Amplification
The fuel pump should be in the BOOST position during takeoff and for
climb as required for vapor suppression with hot or warm fuel. For
maximum rate of climb, use the best rate-of-climb speeds shown in
the Enroute 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 enginecooling problems.
During full power, full rich climbs, fuel flow should be maintained in the
green arc. If full rich fuel flow drops below the green range, this will
usually be corrected by use of BOOST (below 18,000 feet) or HIGH
BOOST/PRIME (above 18,000 feet). If cylinder head temperatures
consistently exceed 420ºF, use higher airspeeds for better cooling.
To avoid excessive CHTs, verify fuel pump is in the BOOST position.
For increased engine life do not allow CHTs to continuously exceed
420ºF. If any CHT consistently exceeds 420ºF during the climb, lower
the nose and increase airspeed as required to maintain the hottest
CHT at or below 420ºF whenever practical. Intermittent CHTs up to
420ºF are not a concern. Maximum CHT value remains 460 ºF.
Use of High Boost / Prime Fuel Pump Setting
Under some extreme environmental conditions, the use of the fuel
pump in the HIGH BOOST/PRIME position may be required in flight
above 18,000 feet to adequately suppress vapor formation. This
condition is most likely to occur during climbs above 18,000 feet on hot
days with warm or hot fuel in the tanks. Above 18,000 feet, if there is a
loss of fuel flow or vapor locking is suspected, turn the fuel pump to
4-18
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 4
Normal Procedures
HIGH BOOST /PRIME position and reset the mixture as required to
maintain adequate stable fuel flow. Vapor lock is most often indicated
by any or a combination of the following:
• Fluctuations in normal fuel flow possibly coupled with abnormal
engine operation;
• Rising EGTs and TIT coupled with falling fuel flow
• Rising CHTs (late in the process)
P/N 13772-005
Revision 1
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Section 4
Normal Procedures
Cirrus Design
SR22T
Cruise Climb: Lean of Peak Technique
1. Power Lever ............................................... REDUCE to 30.5 in.Hg
2. Mixture ................................................ LEAN to cyan target or less
3. Minimum Airspeed ...........................................................120 KIAS
4. Fuel Pump.......................................................................... BOOST
5. Oxygen.................................................................. AS REQUIRED
a. Oxygen Masks/Cannulas.................................................. DON
b. Oxygen System .................................................................. ON
c.
Flow Rate .........................ADJUST for planned cruise altitude
d. Flowmeters and Quantity......................................... MONITOR
6. Cylinder Head Temperatures ......................................... MONITOR
Amplification
Cruise climb with the mixture lever set to a lean mixture setting (LOP)
is acceptable provided CHTs remain under 420ºF. This climb
procedure may not be possible in hot weather, but in moderate
temperature conditions, LOP cruise climbs provide extended range
and better fuel economy. Depending on aircraft weight and OAT, LOP
cruise climbs will result in 600 to 700 FPM rates of climb at 130-140
KIAS.
Target fuel flow is calculated to provide the approximate Lean of Peak
/ “Best Economy” fuel-to-air ratio. Dependant on OAT and airspeed,
this setting may not guarantee cylinder head temperatures below
420°F. If any CHT’s are greater than 420°F, lean the mixture to
maintain cylinders below 420°F. If cylinder head temperatures
consistently exceed 420°F, climbs should be made at full rich mixture
as described in the Climb Checklist.
4-20
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 4
Normal Procedures
Cruise
1. Oxygen ................................................................. AS REQUIRED
2. Cruise Altitude ........................................................ESTABLISHED
3. Power Lever.................................... REDUCE to 30.5 in.Hg or less
4. Fuel Pump ............................................................. AS REQUIRED
• Note •
The Fuel Pump must be set to BOOST during maneuvering
flight (i.e. flight training maneuvers, chandelles, stalls, etc.).
5. Mixture .............................................................................. ADJUST
6. Engine Parameters ........................................................ MONITOR
7. Fuel Flow and Balance .................................................. MONITOR
If any CHT’s exceed 420°F:
8. Mixture ........................................... LEAN 0.5 GPH and MONITOR
Amplification
Recommended cruise is at a Lean of Peak / “Best Economy” mixture
setting. Cruise leaning, i.e. leaning below full rich fuel flow, is only
approved with manifold pressure settings of 30.5 in.Hg or less. Once
power is reduced below this level, the green arc expands and a cyan
colored Target Fuel Flow que is displayed on the fuel flow gage. With
higher manifold pressures, the fuel flow gage provides a narrow green
arc which defines full rich fuel flow settings.
Target fuel flow is determined using a calculated engine air flow based
on Engine Speed, Manifold Air Temperature and Manifold Air Pressure
and indicates a fuel flow that will give the approximate air-to-fuel ratio
for best economy operation. Alternatively, the mixture can be set by
finding a fuel flow that provides peak TIT and then leaning until TIT is
50°-75°F less than its peak value.
Target Fuel Flow is advisory only. This indicator or the Peak leaning
method will provide an initial lean point only. As this setting is
dependant on ambient air temperatures, it may not ensure sufficient
cylinder cooling. If any CHT’s are greater than 420°F, lean the mixture
to maintain cylinders below 420°F. As an approximation, a 0.5 GPH
reduction in fuel flow will reduce CHT’s by 15°F.
Running the engine at mixture levels leaner than the target will
improve cooling, but provide lower cruise power because engine
power scales in proportion to fuel flow when the engine is running at
P/N 13772-005
Revision 1
4-21
Section 4
Normal Procedures
Cirrus Design
SR22T
lean of peak. Other than lower cruise power, the only undesirable
affect of an overly lean-of-peak setting is engine misfire. Cruise
mixture should be rich enough to avoid lean misfire, but no richer than
target indicator for cruise.
• Note •
The fuel pump is used for vapor suppression during climb. It is
also recommended that the fuel pump be left in BOOST after
leveling off for 30 minutes following a climb and anytime fuel
flow or EGT anomalies occur. Under some previously
described extreme environmental conditions, the use of HIGH
BOOST/PRIME may be required for vapor suppression during
cruise flight. The fuel pump can be returned to the BOOST or
OFF position as conditions permit.
4-22
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 4
Normal Procedures
Descent
1. Oxygen ................................................................. AS REQUIRED
2. Altimeter................................................................................... SET
3. Cabin Heat/Defrost ................................................ AS REQUIRED
4. Landing Light .............................................................................ON
5. Fuel System ....................................................................... CHECK
6. Power Lever........................................................... AS REQUIRED
For Rapid Descent:
a. Power Lever ..............Smoothly REDUCE MAP 18 to 20 in.Hg
7. Mixture ................................................................... AS REQUIRED
For Rapid Descent:
a. Mixture......................................... Maintain CHTs above 240°F
8. Brake Pressure .................................................................. CHECK
Amplification
Avoid prolonged idle settings. Maintain a CHT of 240°F (116°C) or
greater.
Before Landing
1. Seat Belt and Shoulder Harness ..................................... SECURE
2. Fuel Pump ......................................................................... BOOST
3. Mixture ......................................................................... FULL RICH
4. Flaps ...................................................................... AS REQUIRED
5. Autopilot ................................................................. AS REQUIRED
P/N 13772-005
Revision 1
4-23
Section 4
Normal Procedures
Cirrus Design
SR22T
Normal Landing
1. Flaps ......................................................................................100%
2. Airspeed ....................................................................... 80-85 KIAS
3. Power Lever ........................................................... AS REQUIRED
After touchdown:
4. Brakes .................................................................... AS REQUIRED
Amplification
• Caution •
Landings should be made with full flaps. Landings with less
than full flaps are recommended only if the flaps fail to deploy
or to extend the aircraft’s glide distance due to engine
malfunction. Landings with flaps at 50% or 0%; power should
be used to achieve a normal glide path and low descent rate.
Flare should be minimized.
Normal landings are made with full flaps with power on or off. Surface
winds and air turbulence are usually the primary factors in determining
the most comfortable approach speeds.
Actual touchdown should be made with power off and on the main
wheels first to reduce the landing speed and subsequent need for
braking. Gently lower the nose wheel to the runway after airplane
speed has diminished. This is especially important for rough or soft
field landings.
Crosswind Landings
Normal crosswind landings are made with full flaps. Avoid prolonged
slips. After touchdown, hold a straight course with rudder and brakes
as required. The maximum allowable crosswind velocity is dependent
upon pilot capability as well as aircraft limitations. Operation in direct
crosswinds of 21 knots has been demonstrated.
4-24
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 4
Normal Procedures
Short Field Landing
1. Flaps ...................................................................................... 100%
2. Airspeed............................................................................. 79 KIAS
3. Power Lever........................................................... AS REQUIRED
After clear of obstacles:
4. Power Lever...................................................... REDUCE TO IDLE
After touchdown:
5. Brakes............................................................................MAXIMUM
Amplification
For a short field landing in smooth air conditions, make an approach at
79 KIAS with full flaps using enough power to control the glide path
(slightly higher approach speeds should be used under turbulent air
conditions).
After all approach obstacles are cleared, progressively reduce power
to reach idle just before touchdown and maintain the approach speed
by lowering the nose of the airplane.
Touchdown should be made power-off and on the main wheels first.
Immediately after touchdown, lower the nose wheel and apply braking
as required. For maximum brake effectiveness, retract the flaps, hold
the control yoke full back, and apply maximum brake pressure without
skidding.
P/N 13772-005
Revision 1
4-25
Section 4
Normal Procedures
Cirrus Design
SR22T
Balked Landing/Go-Around
1. Autopilot .................................................................... DISENGAGE
2. Power Lever ........................................................FULL FORWARD
3. Flaps ........................................................................................50%
4. Airspeed ....................................................................... 80-85 KIAS
After clear of obstacles:
5. Flaps .......................................................................................... UP
Amplification
In a balked landing (go around) climb, disengage autopilot, apply full
power, then reduce the flap setting to 50%. If obstacles must be
cleared during the go around, climb at 80-85 KIAS with 50% flaps.
After clearing any obstacles, retract the flaps and accelerate to the
normal flaps up climb speed.
After Landing
1. Power Lever ................................................................... 1000 RPM
2. Fuel Pump.............................................................. OFF or BOOST
3. Mixture ................................... LEAN to obtain maximum idle RPM
4. Flaps .......................................................................................... UP
5. Transponder.......................................................................... STBY
6. Lights...................................................................... AS REQUIRED
7. Pitot Heat .................................................................................OFF
• Note •
As the airplane slows the rudder becomes less effective and
taxiing is accomplished using differential braking.
4-26
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 4
Normal Procedures
Shutdown
1. Fuel Pump (if used) ................................................................. OFF
2. Throttle.................................................................................... IDLE
3. Ignition Switch..................................................................... CYCLE
4. Mixture ..............................................................................CUTOFF
5. All Switches ............................................................................. OFF
6. Magnetos ................................................................................. OFF
7. ELT........................................................... TRANSMIT LIGHT OUT
8. Chocks, Tie-downs, Pitot Covers ........................... AS REQUIRED
Amplification
• Caution •
Note that the engine hesitates as the switch cycles through
the “OFF” position. If the engine does not hesitate, one or both
magnetos are not grounded. Prominently mark the propeller
as being “Hot,” and contact maintenance personnel
immediately.
After a hard landing, the ELT may activate. If this is suspected, press
the RESET button.
P/N 13772-005
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4-27
Section 4
Normal Procedures
Cirrus Design
SR22T
Stalls
Aircraft stall characteristics are conventional. Power-off stalls may be
accompanied by a slight nose bobbing if full aft stick is held. Power-on
stalls are marked by a high sink rate at full aft stick. Power-off stall
speeds at maximum weight for both forward and aft CG positions are
presented in Section 5 - Stall Speeds.
When practicing stalls at altitude, as the airspeed is slowly reduced,
you will notice a slight airframe buffet, hear the stall speed warning
horn sound between 5 and 10 knots before the stall, and see the Crew
Alerting System display a STALL Warning annunciation. Normally, the
stall is marked by a gentle nose drop and the wings can easily be held
level or in the bank with coordinated use of the ailerons and rudder.
Upon stall warning in flight, recovery is accomplished by immediately
by reducing back pressure to maintain safe airspeed, adding power if
necessary and rolling wings level with coordinated use of the controls.
• WARNING •
Extreme care must be taken to avoid uncoordinated,
accelerated or abused control inputs when close to the stall,
especially when close to the ground.
4-28
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 4
Normal Procedures
Environmental Considerations
Cold Weather Operation
• Caution •
An engine that has been superficially warmed, may start and
appear to run satisfactorily, but can be damaged from lack of
lubrication due to the congealed oil blocking proper oil flow
through the engine. The amount of damage will vary and may
not become evident for many hours. However, the engine may
be severely damaged and may fail shortly following
application of high power. Proper procedures require thorough
application of preheat to all parts of the engine. Hot air must
be applied directly to the oil sump and external oil lines as well
as the cylinders, air intake and oil cooler. Because excessively
hot air can damage non-metallic components such as
composite parts, seals, hoses, and drives belts, do not
attempt to hasten the preheat process.
Starting
If the engine has been cold soaked, it is recommended that the
propeller be pulled through by hand several times to break loose or
limber the oil. This procedure will reduce power draw on the battery if
a battery start is made.
When the engine has been exposed to temperatures at or below 20°F
(-7°C) for a period of two hours or more, the use of an external preheater and external power is recommended. Failure to properly
preheat a cold-soaked engine may result in oil congealing within the
engine, oil hoses, and oil cooler with subsequent loss of oil flow,
possible internal damage to the engine, and subsequent engine
failure.
If the engine does not start during the first few attempts, or if engine
firing diminishes in strength, the spark plugs have probably frosted
over. Preheat must be used before another start is attempted.
• Note •
When the oil temperature has reached 100°F (38°C) and oil pressure
does not exceed 70 psi at 2500 RPM, the engine has been warmed
sufficiently to accept full rated power.
P/N 13772-005
Revision 1
4-29
Section 4
Normal Procedures
Cirrus Design
SR22T
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............................. HIGH BOOST/PRIME, then BOOST
• Note •
In temperatures down to 20°F, hold Fuel Pump switch to HIGH
BOOST/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
4-30
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 4
Normal Procedures
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 (If Installed)
• 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.
P/N 13772-005
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4-31
Section 4
Normal Procedures
Cirrus Design
SR22T
Noise Characteristics/Abatement
The certificated noise levels for the aircraft established in accordance
with FAR 36 Appendix G are:
Configuration
Actual
Maximum Allowable
Hartzell 3-blade Propeller
PHC-J3Y1F-1N/N7605(B)
81.5 dB(A)
88.0 dB(A)
Hartzell 3-blade Propeller
PHC-J3Y1F-1N/N7605C(B)
81.5 dB(A)
88.0 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 3600 pounds takeoff
weight and 2500 RPM.
Recently, increased emphasis on improving environmental quality
requires all pilots to minimize the effect of airplane noise on the public.
The following suggested procedures minimize environmental noise
when operating the aircraft.
• 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 Lean-of-Peak
Cruise Climb.
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Cirrus Design
SR22T
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: 3600 LB............................................................... 15
Takeoff Distance: 2900 LB............................................................... 16
Takeoff Climb Gradient .................................................................... 17
Takeoff Rate of Climb ...................................................................... 18
Enroute Climb Gradient ................................................................... 19
Enroute Rate of Climb...................................................................... 20
Time, Fuel & Distance to Climb: Full Power Climb .......................... 21
Time, Fuel & Distance to Climb: Cruise Climb ................................. 22
Cruise Performance ......................................................................... 23
Range / Endurance: Full Power Climb ............................................. 26
Range / Endurance: Cruise Climb ................................................... 29
Balked Landing Climb Gradient ....................................................... 32
Balked Landing Rate of Climb ......................................................... 33
Landing Distance ............................................................................. 34
Landing Distance - Flaps 100% ....................................................... 35
Landing Distance - Flaps 50% ......................................................... 36
Landing Distance - Flaps 0% ........................................................... 37
P/N 13772-005
Revision 1
5-1
Section 5
Performance Data
Cirrus Design
SR22T
Intentionally Left Blank
5-2
P/N 13772-005
Original Issue
Cirrus Design
SR22T
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).
Aircraft with optional Air Conditioning System: Brake Horsepower is
reduced by approximately 6 BHP.
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.
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 13772-005
Revision 1
5-3
Section 5
Performance Data
Cirrus Design
SR22T
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
50
56
70
68
66
69
80
79
80
80
90
89
92
91
100
100
102
102
110
111
113
113
120
121
121
130
132
133
140
142
144
150
152
154
160
163
170
173
180
183
190
193
200
203
210
213
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 5
Performance Data
Airspeed Calibration: Alternate Static Source
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• Heater, Defroster & Vents .................................................................................. ON
• Note •
Indicated airspeed values assume zero instrument error.
KCAS
P/N 13772-005
Original Issue
KIAS
Flaps
0%
Flaps
50%
Flaps
100%
60
57
60
60
70
67
70
70
80
78
79
79
90
88
89
89
100
98
99
98
110
107
109
108
120
117
118
130
127
128
140
137
138
150
146
148
160
156
170
166
180
175
190
185
200
194
210
204
5-5
Section 5
Performance Data
Cirrus Design
SR22T
Altitude Correction
Normal Static Source: Primary Flight Display
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• 3600 LB
• Note •
Add correction to desired altitude to obtain indicated altitude to fly.
Indicated airspeed values assume zero instrument error.
KIAS: Knots Indicated Airspeed.
CORRECTION TO BE ADDED - FEET
Flaps
Density
Alt
Normal Static Source - KIAS
60
70
80
90
100
120
140
160
180
200
S.L
0
0
0
0
0
0
0
0
0
5000
0
0
0
0
0
0
0
0
0
10000
0
0
0
0
0
0
0
0
0
15000
0
0
0
0
0
0
0
0
0
20000
0
0
0
0
0
0
0
0
0
25000
0
0
0
0
0
0
0
0
0
S.L
9
-9
-19
-22
-19
-22
-28
5000
10
-10
-22
-25
-22
-25
-33
10000
12
-12
-25
-29
-25
-30
-38
0%
50%
100%
5-6
S.L
22
-6
-10
-14
-19
-18
5000
25
-7
-12
-16
-22
-21
10000
29
-9
-14
-18
-25
-25
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 5
Performance Data
Altitude Correction
Normal Static Source: Standby Altimeter
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• 3600 LB
• Note •
Add correction to desired altitude to obtain indicated altitude to fly.
Indicated airspeed values assume zero instrument error.
KIAS: Knots Indicated Airspeed.
CORRECTION TO BE ADDED - FEET
Flaps
Density
Alt
Normal Static Source - KIAS
60
70
80
90
100
120
140
160
180
200
S.L
12
9
5
0
-11
-24
-38
-50
-61
5000
14
10
6
0
-13
-28
-44
-58
-71
10000
16
12
7
0
-16
-33
-51
-68
-82
15000
19
14
8
0
-18
-39
-60
-80
-97
20000
23
17
9
0
-21
-46
-71
-95
-114
25000
27
20
11
0
-26
-55
-85
-112
-136
S.L
21
0
-14
-21
-30
-46
-66
5000
24
0
-16
-25
-35
-54
-77
10000
28
0
-18
-29
-41
-63
-90
0%
50%
100%
S.L
22
6
-1
-9
-19
-30
5000
25
7
-1
-10
-22
-34
10000
29
8
-2
-12
-25
-40
P/N 13772-005
Original Issue
5-7
Section 5
Performance Data
Cirrus Design
SR22T
Altitude Correction
Alternate Static Source: Primary Flight Display
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• Heater, Defroster, & Vents .................................................................................. ON
• Note •
Add correction to desired altitude to obtain indicated altitude to fly.
Indicated airspeed values assume zero instrument error.
KIAS: Knots Indicated Airspeed.
CORRECTION TO BE ADDED - FEET
Flaps
Density
Alt
Alternate Static Source - KIAS
60
70
80
90
100
120
140
160
180
200
S.L
4
8
14
21
40
64
94
127
164
5000
4
10
16
25
47
75
109
148
191
10000
5
11
19
29
55
87
127
172
222
15000
6
13
23
34
64
102
149
202
261
20000
7
15
27
40
76
121
176
239
308
25000
8
18
32
48
90
144
209
284
366
S.L
-10
-4
4
11
29
50
80
5000
-12
-4
4
13
33
58
93
10000
-14
-5
5
15
39
68
108
0%
50%
100%
5-8
S.L
-2
-9
-2
6
15
39
5000
-2
-11
-2
7
17
45
10000
-3
-13
-3
8
20
53
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 5
Performance Data
Altitude Correction
Alternate Static Source: Standby Altimeter
Conditions:
• Power for level flight or maximum continuous, whichever is less.
• Heater, Defroster, & Vents.................................................................................. ON
• Note •
Add correction to desired altitude to obtain indicated altitude to fly.
Indicated airspeed values assume zero instrument error.
KIAS: Knots Indicated Airspeed.
CORRECTION TO BE ADDED - FEET
Flaps
Density
Alt
Alternate Static Source - KIAS
60
70
80
90
100
120
140
160
180
200
S.L
16
17
19
22
29
40
56
77
103
5000
18
20
22
25
33
46
65
89
120
10000
21
23
26
29
39
54
75
104
140
15000
25
27
30
34
46
63
89
122
164
20000
29
32
36
41
54
75
105
144
194
25000
35
38
43
48
64
89
124
171
231
S.L
2
5
9
11
17
25
42
5000
2
6
10
13
20
30
49
10000
3
7
12
16
23
34
57
0%
50%
100%
S.L
-2
3
7
11
15
27
5000
-2
3
8
12
18
32
10000
-3
4
9
15
20
37
P/N 13772-005
Original Issue
5-9
Section 5
Performance Data
Cirrus Design
SR22T
Temperature Conversion
To convert from Celsius (°C) to Fahrenheit (°F) find in the shaded columns the
number representing the temperature value (°C) to be converted. The
equivalent Fahrenheit temperature is read to the right.
 EXAMPLE: 38°C = 100°F.
To convert from Fahrenheit (°F) to Celsius (°C) find in the shaded columns the
number representing the temperature value (°F) to be converted. The
equivalent Celsius temperature is read to the left.
 EXAMPLE: 38°F = 3°C.
Temp to Convert
°C or °F
Temp to Convert
°C or °F
Temp to Convert
°C or °F
°C
-50

-58
°F
-72
°C
-17

2
°F
36
°C
17

62
°F
144
-49
-56
-69
-16
4
39
18
64
147
-48
-54
-65
-14
6
43
19
66
151
-47
-52
-62
-13
8
46
20
68
154
-46
-50
-58
-12
10
50
21
70
158
-44
-48
-54
-11
12
54
22
72
162
-43
-46
-51
-10
14
57
23
74
165
-42
-44
-47
-9
16
61
24
76
169
-41
-42
-44
-8
18
64
26
78
172
-40
-40
-40
-7
20
68
27
80
176
-39
-38
-36
-6
22
72
28
82
180
-38
-36
-33
-4
24
75
29
84
183
-37
-34
-29
-3
26
79
30
86
187
-36
-32
-26
-2
28
82
31
88
190
-34
-30
-22
-1
30
86
32
90
194
-33
-28
-18
0
32
90
33
92
198
-32
-26
-15
1
34
93
34
94
201
-31
-24
-11
2
36
97
36
96
205
-30
-22
-8
3
38
100
37
98
208
-29
-20
-4
4
40
104
38
100
212
-28
-18
0
6
42
108
39
102
216
-27
-16
3
7
44
111
40
104
219
-26
-14
7
8
46
115
41
106
223
-24
-12
10
9
48
118
42
108
226
-23
-10
14
10
50
122
43
110
230
-22
-8
18
11
52
126
44
112
234
-21
-6
21
12
54
129
46
114
237
-20
-4
25
13
56
133
47
116
241
-19
-2
28
14
58
136
48
118
244
-18
5-10
0
32
16
60
140
49
120
248
P/N 13772-005
Original Issue
Cirrus Design
SR22T
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
18000
-51
-60
-36
-33
-21
-6
-6
21
9
48
19000
-53
-63
-38
-36
-23
-9
-8
18
7
45
20000
-55
-67
-40
-40
-25
-13
-10
14
5
41
21000
-57
-71
-42
-44
-27
-17
-12
10
3
37
22000
-59
-74
-44
-47
-29
-20
-14
7
1
34
23000
-61
-78
-46
-51
-31
-24
-16
3
-1
30
24000
-63
-81
-48
-54
-33
-27
-18
0
-3
27
25000
-65
-85
-50
-58
-35
-31
-20
-4
-5
23
P/N 13772-005
Original Issue
ISA
5-11
Section 5
Performance Data
Cirrus Design
SR22T
Stall Speeds
Conditions:
• Weight ........................................................................................................ 3600 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.
STALL SPEEDS
Weight
LB
3600
Most
FWD
CG
Bank
Angle
Flaps 0%
Full Up
Flaps 50%
Flaps 100%
Full Down
Deg
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
0
74
73
70
67
64
61
15
76
74
71
68
64
62
30
80
78
74
72
67
65
45
87
87
79
79
73
72
60
103
103
92
94
85
86
0
72
70
69
66
63
60
3600
15
73
71
70
67
64
61
Most
AFT
CG
30
77
75
73
71
66
65
45
84
83
79
78
72
72
60
99
99
91
93
85
85
5-12
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 5
Performance Data
Wind Components
Example:
• Runway Heading................................................................................................ 10°
• Wind Direction.................................................................................................... 60°
• Wind Velocity .............................................................................................15 Knots
• Note •
The max demonstrated crosswind is 21 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 13772-005
Original Issue
150°
160°
140°
130°
120°
10
20
30
CROSSWIND COMPONENT ~ KNOTS
40
SR22_FM05_1014
5-13
Section 5
Performance Data
Cirrus Design
SR22T
Takeoff Distance
Conditions:
• Winds................................................................................................................ Zero
• Runway........................................................................................ Dry, Level, Paved
• Flaps................................................................................................................. 50%
• Air Conditioner.................................................................................................. OFF
• Power:
• Throttle .....................................................................................................Full Open
• Mixture............................................................................................ Set per Placard
Set prior to brake release for short field takeoff.
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.
Dry Grass Runway - Increase distances by 15% of the ground roll distance.
Sloped Runways - Increase distances by 22% of the ground roll value at Sea
Level, 30% of the ground roll value at 5000 ft, 43% of the ground roll value at
10000 ft for each 1% of upslope; decrease distances by 7% of the ground roll
value at Sea Level, 10% of the ground roll value at 5000 ft, and 14% of the
ground roll value at 10000 ft for each 1% of downslope.
• Caution •
The above corrections for runway slope are required to be included herein
under FAR 23. They 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 run
values estimated from the published slope as described above.
If brakes are not held while applying power, distances apply from the point
where full throttle and mixture setting is complete.
For operation in outside air temperatures colder than the Takeoff Distance
table provides, use the coldest data shown.
For operation in outside air temperatures warmer than the Takeoff Distance
table provides, use caution.
Aircraft with optional Air Conditioning System: Add 100 feet to ground roll
distance and 150 feet to distance over 50' obstacle if Air Conditioner is ON
during takeoff.
5-14
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 5
Performance Data
Takeoff Distance: 3600 LB
Weight: 3600 LB
Headwind: Subtract 10% for each 12 knots
headwind.
Tailwind: Add 10% for each 2 knots tailwind up
to 10 knots.
Dry Grass: Add 15% of ground roll to
distances.
Runway Slope: Reference Caution.
Air Conditioner: Add 100' to ground roll and
150' to distance over 50' obstacle if Air
Conditioner if ON during takeoff.
Approx. Speed at Liftoff: 80 KIAS
Speed over 50 Ft. Obstacle: 85 KIAS
Flaps: 50%
Power: Full Throttle, Mixture Set
Runway: Dry, Paved, Level
PRESS
ALT
FT
SL
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
DISTANCE
TEMPERATURE ~°C
0
10
20
30
40
50
ISA
Grnd Roll
1352
1461
1574
1692
1814
1941
1517
Total
1865
2007
2154
2307
2465
2629
2080
Grnd Roll
1443
1559
1680
1805
1936
2071
1595
Total
1980
2131
2288
2450
2618
2792
2178
Grnd Roll
1540
1664
1793
1927
2066
2210
1677
Total
2104
2264
2431
2603
2782
2967
2281
Grnd Roll
1645
1777
1914
2058
2206
2361
1764
Total
2236
2407
2584
2767
2958
3154
2390
Grnd Roll
1757
1898
2045
2198
2357
2522
1856
Total
2378
2559
2748
2943
3146
3355
2505
Grnd Roll
1878
2029
2186
2350
2520
2696
1954
Total
2530
2723
2924
3132
3347
3570
2627
Grnd Roll
2008
2170
2338
2513
2694
2883
2058
Total
2693
2899
3113
3334
3564
3802
2756
Grnd Roll
2149
2322
2501
2688
2883
3084
2168
Total
2868
3088
3315
3552
3796
4050
2892
Grnd Roll
2300
2485
2678
2878
3086
3302
2284
Total
3056
3290
3533
3785
4046
4316
3036
Grnd Roll
2463
2661
2868
3082
3305
3536
2408
Total
3258
3508
3767
4036
4314
4603
3188
Grnd Roll
2640
2852
3073
3303
3541
3789
2540
Total
3476
3742
4019
4306
4603
4911
3350
FT
P/N 13772-005
Original Issue
5-15
Section 5
Performance Data
Cirrus Design
SR22T
Takeoff Distance: 2900 LB
Weight: 2900 LB
Headwind: Subtract 10% for each 12 knots
headwind.
Tailwind: Add 10% for each 2 knots tailwind up
to 10 knots.
Dry Grass: Add 15% of ground roll to
distances.
Runway Slope: Reference Caution.
Air Conditioner: Add 100' to ground roll and
150' to distance over 50' obstacle if Air
Conditioner if ON during takeoff.
Approx. Speed at Liftoff: 67 KIAS
Speed over 50 Ft. Obstacle: 72 KIAS
Flaps: 50%
Power: Full Throttle, Mixture Set
Runway: Dry, Paved, Level
PRESS
ALT
FT
SL
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
5-16
DISTANCE
TEMPERATURE ~°C
0
10
20
30
40
50
ISA
Grnd Roll
485
524
564
606
650
695
544
Total
766
823
882
944
1007
1073
852
Grnd Roll
517
559
602
647
694
742
571
Total
812
872
935
1000
1068
1138
891
Grnd Roll
552
596
642
690
740
792
601
Total
861
925
992
1061
1133
1207
932
Grnd Roll
589
637
686
737
791
846
632
Total
914
982
1053
1126
1202
1281
975
Grnd Roll
630
680
733
788
845
904
665
Total
970
1043
1118
1196
1277
1360
1021
Grnd Roll
673
727
783
842
903
966
700
Total
1030
1108
1188
1271
1357
1446
1069
Grnd Roll
720
778
838
900
965
1033
737
Total
1095
1177
1262
1351
1442
1537
1120
Grnd Roll
770
832
896
963
1033
1105
777
Total
1164
1252
1343
1437
1534
1634
1174
Grnd Roll
824
890
959
1031
1106
1183
819
Total
1239
1332
1428
1529
1632
1739
1231
Grnd Roll
883
954
1028
1104
1184
1267
863
Total
1318
1418
1521
1627
1738
1852
1291
Grnd Roll
946
1022
1101
1183
1269
1358
910
Total
1404
1510
1620
1733
1851
1973
1354
FT
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 5
Performance Data
Takeoff Climb Gradient
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture .......................................................................................................Full Rich
• Flaps .................................................................................................................50%
• Airspeed .....................................................................................Best Rate of Climb
• Note •
Climb Gradient values shown are the gain in altitude for the horizontal
distance traversed expressed as Feet per Nautical Mile.
For operation in air colder than this table provides, use the coldest (left-most)
data shown.
For operation in air warmer than this table provides, use caution.
CLIMB GRADIENT ~ Feet per Nautical Mile
Weight
LB
Press
Altitude
Climb
Speed
FT
KIAS
-20
0
20
40
50
ISA
SL
91
1020
879
752
634
579
782
2000
91
958
823
701
589
537
755
4000
91
898
770
654
547
496
728
6000
91
841
719
608
506
458
702
8000
91
787
671
565
468
422
676
10000
91
735
625
524
431
387
651
SL
94
1303
1148
1002
864
797
1038
2000
94
1251
1097
952
815
750
1016
4000
93
1196
1043
900
765
701
991
6000
93
1137
986
845
713
650
964
8000
92
1077
928
790
660
599
935
10000
92
1015
869
733
607
546
904
Temperature ~°C
3600
2900
P/N 13772-005
Revision 1
5-17
Section 5
Performance Data
Cirrus Design
SR22T
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 in ft per unit time
expressed in Feet per Minute
For operation in air colder than this table provides, use the coldest (left-most)
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 50 feet per minute if system is ON.
For maximum climb performance the air-conditioner should be off.
RATE OF CLIMB ~ Feet per Minute
Weight
LB
Press
Altitude
Climb
Speed
FT
KIAS
-20
0
20
40
50
ISA
SL
91
1462
1314
1166
1019
946
1203
2000
91
1425
1277
1130
983
910
1196
4000
91
1388
1240
1093
947
874
1189
6000
91
1352
1204
1057
910
837
1182
8000
91
1315
1167
1020
874
801
1175
10000
91
1278
1131
984
838
765
1168
SL
94
1880
1730
1570
1404
1318
1611
2000
94
1867
1709
1542
1370
1282
1618
4000
93
1847
1681
1508
1329
1238
1621
6000
93
1819
1646
1466
1282
1189
1619
8000
92
1784
1604
1418
1228
1132
1613
10000
92
1742
1555
1364
1169
1070
1602
Temperature ~°C
3600
2900
5-18
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 5
Performance Data
Enroute Climb Gradient
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture ............................................................ Maintain Fuel Flow in GREEN ARC
• Flaps .......................................................................................................... 0% (UP)
• Airspeed ....................................................................................................120 KIAS
• Note •
Climb Gradient values shown are the gain in altitude for the horizontal
distance traversed expressed as Feet per Nautical Mile.
For operation in air colder than this table provides, use the coldest (left-most)
data shown.
For operation in air warmer than this table provides, use caution.
Weight
LB
Press
Altitude
Climb
Speed
FT
KIAS
-40
-20
0
20
40
50
ISA
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
931
866
804
746
690
638
588
541
497
455
415
390
280
229
1173
1083
1012
953
903
856
808
757
701
637
564
482
389
339
798
740
685
632
583
536
491
449
410
373
337
245
147
102
998
932
878
831
787
743
695
642
581
512
433
344
245
192
679
627
577
530
486
444
404
367
332
299
267
119
32
571
524
480
438
398
360
325
292
260
231
203
9
473
430
390
353
317
284
252
222
195
169
144
427
386
349
313
279
248
218
190
164
139
117
856
806
763
722
680
636
585
528
463
388
303
209
105
49
736
695
657
619
578
531
478
416
346
266
176
77
629
594
559
521
478
428
371
305
230
146
51
579
546
511
472
428
377
318
250
173
86
597
569
542
516
490
466
442
419
397
376
356
306
230
194
765
744
725
706
685
662
634
601
562
517
465
405
337
300
5-19
S.L.
2000
4000
6000
8000
10000
12000
3600
14000
16000
18000
20000
22000
24000
25000
S.L.
2000
4000
6000
8000
10000
12000
2900
14000
16000
18000
20000
22000
24000
25000
P/N 13772-005
Revision 1
CLIMB GRADIENT - Feet per Nautical Mile
Temperature ~°C
Section 5
Performance Data
Cirrus Design
SR22T
Enroute Rate of Climb
Conditions:
• Power ................................................................................................... Full Throttle
• Mixture............................................................. Maintain Fuel Flow in GREEN ARC
• Flaps...........................................................................................................0% (UP)
• Airspeed ................................................................................................... 120 KIAS
• Note •
Rate-of-Climb values shown are change in altitude in ft per unit time
expressed in Feet per Minute.
For operation in air colder than this table provides, use the coldest (left-most)
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 50 feet per minute if system is ON.
For maximum climb performance the air-conditioner should be off.
Weight
Press
Altitude
Climb
Speed
LB
FT
S.L.
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
25000
S.L.
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
22000
24000
25000
KIAS
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
3600
2900
5-20
RATE OF CLIMB ~ Feet per Minute
Temperature ~°C
-40
1635
1580
1524
1469
1414
1359
1304
1249
1194
1140
1085
1064
799
668
2045
1964
1908
1869
1841
1815
1784
1742
1680
1593
1473
1314
1109
988
-20
1465
1410
1355
1301
1246
1191
1137
1083
1028
974
920
698
438
309
1822
1768
1731
1704
1677
1646
1603
1541
1454
1336
1180
979
729
583
0
1298
1243
1189
1135
1081
1027
973
919
865
811
758
353
98
20
1133
1079
1025
971
918
864
811
757
704
650
597
27
40
970
917
863
810
757
703
650
597
544
491
439
50
890
836
783
730
677
624
571
518
465
412
360
1630
1594
1566
1540
1508
1466
1405
1320
1205
1054
860
618
323
154
1456
1427
1401
1370
1329
1271
1189
1079
934
749
517
235
1289
1262
1233
1193
1137
1060
956
819
643
424
156
1206
1179
1146
1100
1037
949
833
682
491
255
ISA
1174
1153
1131
1110
1089
1067
1046
1025
1003
982
961
855
666
571
1498
1502
1508
1515
1517
1512
1496
1466
1418
1348
1253
1130
975
884
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 5
Performance Data
Time, Fuel & Distance to Climb: Full Power Climb
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture ............................................................ Maintain Fuel Flow in GREEN ARC
• Weight ........................................................................................................ 3600 LB
• Winds ............................................................................................................... Zero
• Climb Airspeed..........................................................................................120 KIAS
• Note •
Taxi Fuel - Add 1.5 gallon for start, taxi, and takeoff.
Temperature - Add 10% to computed values for each 10º C above standard.
Fuel flow must be maintained in the dynamic green arc, per AFM Full Power
Climb: Rich of Peak Technique procedure.
Press
Alt
OAT
(ISA)
Climb
Speed
FT
°C
KIAS
Time
Minutes
Fuel
U.S. Gal
Distance
NM
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
0.0
0.9
1.7
2.6
3.5
4.4
5.3
6.2
7.1
8.0
9.0
9.9
10.9
11.9
12.8
13.8
14.8
15.8
16.8
17.9
18.9
20.0
21.2
22.5
24.0
25.7
0.0
0.5
1.0
1.6
2.1
2.6
3.2
3.7
4.3
4.8
5.4
6.0
6.5
7.1
7.7
8.3
8.9
9.5
10.1
10.7
11.3
11.9
12.6
13.3
14.2
15.1
0.0
1.7
3.5
5.4
7.2
9.2
11.1
13.2
15.2
17.4
19.5
21.8
24.1
26.4
28.9
31.4
33.9
36.5
39.2
42.0
44.9
47.8
51.1
54.9
59.4
64.6
S.L.
15
1000
13
2000
11
3000
9
4000
7
5000
5
6000
3
7000
1
8000
-1
9000
-3
10000
-5
11000
-7
12000
-9
13000
-11
14000
-13
15000
-15
16000
-17
17000
-19
18000
-21
19000
-23
20000
-25
21000
-27
22000
-29
23000
-31
24000
-33
25000
-35
P/N 13772-005
Original Issue
TIME, FUEL, DISTANCE ~ From Sea Level
5-21
Section 5
Performance Data
Cirrus Design
SR22T
Time, Fuel & Distance to Climb: Cruise Climb
Conditions:
• Power ..................................................................................................... 30.5” MAP
• Mixture................................................................................ Target Fuel flow or less
• Weight ........................................................................................................ 3600 LB
• Winds................................................................................................................ Zero
• Climb Airspeed ......................................................................................... 120 KIAS
• Note •
Taxi Fuel - Add 1.5 gallon for start, taxi, and takeoff.
Temperature - Add 10% to computed values for each 10º C above standard.
Fuel flow must be leaned to target fuel flow or less, per AFM Cruise Climb:
Lean of Peak Technique procedure.
If temperatures do not promote lean of peak climb, use AFM Full Power
Climb: Rich of Peak Technique procedures and tables.
Press
Alt
OAT
(ISA)
Climb
Speed
FT
°C
KIAS
Time
Minutes
Fuel
U.S. Gal
15
13
11
9
7
5
3
1
-1
-3
-5
-7
-9
-11
-13
-15
-17
-19
-21
-23
-25
-27
-29
-31
-33
-35
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
120
0.0
1.1
2.2
3.3
4.4
5.5
6.7
7.8
9.0
10.2
11.4
12.6
13.8
15.1
16.3
17.6
18.9
20.2
21.6
22.9
24.1
25.4
26.7
28.2
29.7
31.5
0.0
0.3
.07
1.0
1.3
1.7
2.0
2.4
2.7
3.1
3.5
3.8
4.2
4.6
5.0
5.4
5.8
6.2
6.6
7.0
7.4
7.7
8.1
8.6
9.1
9.6
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
21000
22000
23000
24000
25000
5-22
TIME, FUEL, DISTANCE ~ From Sea Level
Distance
NM
0.0
2.2
4.4
6.7
9.1
11.5
14.0
16.6
19.2
21.9
24.7
27.6
30.6
33.6
36.8
40.0
43.3
46.8
50.3
53.8
57.3
60.7
64.5
68.7
73.3
78.6
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 5
Performance Data
Cruise Performance
Conditions:
• Weight ........................................................................................................ 3400 LB
• Winds ............................................................................................................... Zero
• 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.
The Values shown in gray in the table below may not be achievable for engine
temperature management reasons. This data is provided for purposes of
interpolating between points.
CRUISE PERFORMANCE
ISA -30°C
ISA
ISA +30°C
Altitude
Power
FF
TAS
Econ
TAS
Econ
TAS
Econ
(ft MSL) (% of 315) (GPH) (KTAS) (nm/gal) (KTAS) (nm/gal) (KTAS) (nm/gal)
2000
4000
6000
8000
10000
85%
18.3
164
9.0
170
9.3
176
9.6
75%
16.4
157
9.6
162
9.9
167
10.2
65%
14.6
148
10.2
154
10.5
158
10.8
11.5
55%
12.7
138
10.9
143
11.2
147
85%
18.3
168
9.1
174
9.5
179
9.8
75%
16.4
160
9.7
165
10.1
170
10.4
65%
14.6
151
10.3
156
10.7
161
11.0
55%
12.7
140
11.0
145
11.4
149
11.8
85%
18.3
171
9.3
177
9.7
183
10.0
75%
16.4
163
9.9
168
10.2
174
10.6
65%
14.6
153
10.5
159
10.9
163
11.2
55%
12.7
143
11.2
147
11.6
152
11.9
85%
18.3
174
9.5
180
9.8
186
10.2
75%
16.4
166
10.1
171
10.4
177
10.8
65%
14.6
156
10.7
161
11.1
166
11.4
55%
12.7
145
11.4
150
11.8
154
12.1
85%
18.3
177
9.7
184
10.0
190
10.4
11.0
75%
16.4
169
10.3
175
10.6
180
65%
14.6
159
10.9
164
11.3
169
11.6
55%
12.7
148
11.6
152
12.0
157
12.3
P/N 13772-005
Revision 1
5-23
Section 5
Performance Data
Cirrus Design
SR22T
CRUISE PERFORMANCE
ISA -30°C
ISA
ISA +30°C
Altitude
Power
FF
TAS
Econ
TAS
Econ
TAS
Econ
(ft MSL) (% of 315) (GPH) (KTAS) (nm/gal) (KTAS) (nm/gal) (KTAS) (nm/gal)
12000
14000
16000
18000
20000
22000
24000
5-24
85%
18.3
181
9.9
187
10.2
193
10.6
75%
16.4
172
10.4
178
10.8
183
11.2
65%
14.6
162
11.1
167
11.5
172
11.8
55%
12.7
150
11.8
155
12.2
159
12.5
85%
18.3
184
10.0
191
10.4
197
10.8
75%
16.4
175
10.6
181
11.0
187
11.4
65%
14.6
165
11.3
170
11.7
175
12.0
55%
12.7
153
12.0
157
12.4
162
12.7
85%
18.3
187
10.2
194
10.6
201
11.0
75%
16.4
178
10.8
185
11.2
191
11.6
65%
14.6
167
11.5
173
11.9
179
12.2
55%
12.7
155
12.2
160
12.6
164
12.9
85%
18.3
191
10.4
198
10.8
205
11.0
75%
16.4
181
11.0
188
11.4
194
11.8
65%
14.6
171
11.7
176
12.1
182
12.5
55%
12.7
158
12.4
162
12.8
167
13.1
85%
18.3
195
10.6
202
11.0
209
11.4
80%
17.4
190
10.9
197
11.3
204
11.7
75%
16.4
185
11.2
192
11.7
198
12.0
65%
14.6
174
11.9
180
12.3
185
12.7
13.3
55%
12.7
160
12.6
165
13.0
169
85%
18.3
199
10.8
206
11.3
213
11.6
80%
17.4
194
11.1
201
11.6
208
12.0
75%
16.4
188
11.5
195
11.9
202
12.3
65%
14.6
177
12.1
183
12.5
188
12.9
13.5
55%
12.7
163
12.8
168
13.2
172
85%
18.3
202
11.1
210
11.5
218
11.9
80%
17.4
197
11.4
205
11.8
212
12.2
75%
16.4
192
11.7
199
12.1
206
12.5
65%
14.6
180
12.3
186
12.8
191
13.1
55%
12.7
165
13.0
170
13.4
174
13.7
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 5
Performance Data
CRUISE PERFORMANCE
ISA -30°C
ISA
ISA +30°C
Altitude
Power
FF
TAS
Econ
TAS
Econ
TAS
Econ
(ft MSL) (% of 315) (GPH) (KTAS) (nm/gal) (KTAS) (nm/gal) (KTAS) (nm/gal)
25000
85%
18.3
204
11.2
213
11.6
220
12.0
80%
17.4
199
11.5
207
11.9
214
12.3
75%
16.4
194
11.8
201
12.2
208
12.6
65%
14.6
181
12.4
188
12.9
193
13.2
55%
12.7
166
13.1
171
13.5
176
13.8
P/N 13772-005
Revision 1
5-25
Section 5
Performance Data
Cirrus Design
SR22T
Range / Endurance: Full Power Climb
Conditions:
• Mixture.....................................................Best Economy - Target Fuel Flow or less
• Weight ................................................. 3600 LB for Climb, Avg 3400 LB for Cruise
• Winds................................................................................................................ Zero
• Total Fuel ................................................................................................ 92 Gallons
• Note •
Fuel Remaining for Cruise is equal to 92.0 gallons usable, less 1.5 gallons
(pre-takeoff fuel consumed), 11 gallons (45 minute IFR reserve at 65%
power), and listed volume for fuel consumed in Full Power Climb.
Range is decreased by 5% if nose wheel pant and fairings removed.
Range is decreased by 15% of nose wheel and main wheel pants and fairings
removed.
For aircraft with optional Air Conditioning System: range is decreased by 1% if
system in operation.
Aircraft with optional Enhanced Vision System: range is decreased by ½%.
Range / Endurance: 85% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
1.0
78.5
170
18.3
4.3
734
9.3
4000
2.1
77.5
174
18.3
4.2
742
9.5
6000
3.2
76.4
177
18.3
4.2
749
9.7
8000
4.3
75.3
180
18.3
4.1
756
9.8
10000
5.4
74.2
184
18.3
4.0
763
10.0
12000
6.5
73.0
187
18.3
4.0
770
10.2
14000
7.7
71.9
191
18.3
3.9
777
10.4
16000
8.9
70.7
194
18.3
3.9
784
10.6
18000
10.1
69.4
198
18.3
3.8
791
10.8
20000
11.3
68.2
202
18.3
3.7
798
11.0
22000
12.6
66.9
206
18.3
3.7
805
11.3
24000
14.2
65.4
210
18.3
3.6
810
11.5
25000
15.1
64.4
213
18.3
3.5
812
11.6
5-26
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 5
Performance Data
Range / Endurance: 75% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
1.0
78.5
162
16.4
4.8
779
9.9
4000
2.1
77.5
165
16.4
4.7
786
10.1
6000
3.2
76.4
168
16.4
4.6
793
10.2
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
8000
4.3
75.3
171
16.4
4.6
800
10.4
10000
5.4
74.2
175
16.4
4.5
807
10.6
12000
6.5
73.0
178
16.4
4.4
814
10.8
14000
7.7
71.9
181
16.4
4.4
821
11.0
16000
8.9
70.7
185
16.4
4.3
827
11.2
18000
10.1
69.4
188
16.4
4.2
834
11.4
20000
11.3
68.2
192
16.4
4.2
841
11.7
22000
12.6
66.9
195
16.4
4.1
847
11.9
24000
14.2
65.4
199
16.4
4.0
852
12.1
25000
15.1
64.4
201
16.4
3.9
853
12.2
Range / Endurance: 65% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
1.0
78.5
153
14.6
5.4
828
10.5
4000
2.1
77.5
156
14.6
5.3
835
10.7
6000
3.2
76.4
159
14.6
5.2
842
10.9
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
8000
4.3
75.3
161
14.6
5.2
848
11.1
10000
5.4
74.2
164
14.6
5.1
855
11.3
12000
6.5
73.0
167
14.6
5.0
861
11.5
14000
7.7
71.9
170
14.6
4.9
868
11.7
16000
8.9
70.7
173
14.6
4.8
874
11.9
18000
10.1
69.4
176
14.6
4.8
879
12.1
20000
11.3
68.2
180
14.6
4.7
885
12.3
22000
12.6
66.9
183
14.6
4.6
890
12.5
P/N 13772-005
Revision 1
5-27
Section 5
Performance Data
Cirrus Design
SR22T
Range / Endurance: 65% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
24000
14.2
65.4
186
14.6
4.5
893
12.8
25000
15.1
64.4
188
14.6
4.4
894
12.9
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
Range / Endurance: 55% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
1.0
78.5
143
12.7
6.2
884
11.2
4000
2.1
77.5
145
12.7
6.1
890
11.4
6000
3.2
76.4
147
12.7
6.0
896
11.6
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
8000
4.3
75.3
150
12.7
5.9
902
11.8
10000
5.4
74.2
152
12.7
5.8
908
12.0
12000
6.5
73.0
155
12.7
5.7
913
12.2
14000
7.7
71.9
157
12.7
5.6
918
12.4
16000
8.9
70.7
160
12.7
5.6
922
12.6
18000
10.1
69.4
162
12.7
5.5
926
12.8
20000
11.3
68.2
165
12.7
5.4
930
13.0
22000
12.6
66.9
168
12.7
5.3
933
13.2
24000
14.2
65.4
170
12.7
5.1
934
13.4
25000
15.1
64.4
171
12.7
5.1
932
13.5
5-28
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 5
Performance Data
Range / Endurance: Cruise Climb
Conditions:
• Mixture .................................................... Best Economy - Target Fuel Flow or less
• Weight ..................................................3600 LB for Climb, Avg 3400 LB for Cruise
• Winds ............................................................................................................... Zero
• Total Fuel.................................................................................................92 Gallons
• Note •
Fuel Remaining for Cruise in this table is based on AFM Cruise Climb: Lean
of Peak Technique; if Full Power Climb: Rich of Peak Technique is performed,
use Range/Endurance: Full Power Climb tables.
Fuel Remaining for Cruise is equal to 92.0 gallons usable, less 1.5 gallons
(pre-takeoff fuel consumed), 11 gallons (45 minute IFR reserve at 65%
power), and listed volume for fuel consumed in Full Power Climb.
Range is decreased by 5% if nose wheel pant and fairings removed.
Range is decreased by 15% of nose wheel and main wheel pants and fairings
removed.
For aircraft with optional air conditioning System: range is decreased by 1% if
system in operation.
Aircraft with optional Enhanced Vision System: range is decreased by ½%.
Range / Endurance: 85% Power Cruise - Cruise Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
0.7
78.9
170
18.3
4.3
739
9.3
4000
1.3
78.2
174
18.3
4.3
751
9.5
6000
2.0
77.5
177
18.3
4.2
763
9.7
8000
2.7
76.8
180
18.3
4.2
775
9.8
10000
3.5
76.1
184
18.3
4.2
788
10.0
12000
4.2
75.3
187
18.3
4.1
801
10.2
14000
5.0
74.6
191
18.3
4.1
813
10.4
16000
5.8
73.8
194
18.3
4.0
827
10.6
18000
6.6
73.0
198
18.3
4.0
840
10.8
20000
7.4
72.2
202
18.3
3.9
854
11.0
22000
8.1
71.4
206
18.3
3.9
869
11.3
24000
9.1
70.5
210
18.3
3.8
883
11.5
P/N 13772-005
Revision 1
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
5-29
Section 5
Performance Data
Cirrus Design
SR22T
Range / Endurance: 85% Power Cruise - Cruise Climb
Press Climb
Alt
Fuel
FT
Gal
Fuel
Remaining
For Cruise
Gal
25000
9.6
69.9
Airspee
d
KTAS
213
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
18.3
3.8
890
11.6
Range / Endurance: 75% Power Cruise - Cruise Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
0.7
78.9
162
16.4
4.8
784
9.9
4000
1.3
78.2
165
16.4
4.8
796
10.1
6000
2.0
77.5
168
16.4
4.7
808
10.2
8000
2.7
76.8
171
16.4
4.7
820
10.4
10000
3.5
76.1
175
16.4
4.6
833
10.6
12000
4.2
75.3
178
16.4
4.6
845
10.8
14000
5.0
74.6
181
16.4
4.5
859
11.0
16000
5.8
73.8
185
16.4
4.5
872
11.2
18000
6.6
73.0
188
16.4
4.4
885
11.4
20000
7.4
72.2
192
16.4
4.4
899
11.7
22000
8.1
71.4
195
16.4
4.3
913
11.9
24000
9.1
70.5
199
16.4
4.3
927
12.1
25000
9.6
69.9
201
16.4
4.3
934
12.2
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
Range / Endurance: 65% Power Cruise - Cruise Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
0.7
78.9
153
14.6
5.4
833
10.5
4000
1.3
78.2
156
14.6
5.4
845
10.7
6000
2.0
77.5
159
14.6
5.3
857
10.9
8000
5-30
2.7
76.8
161
14.6
5.3
869
11.1
P/N 13772-005
Revision 1
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
Cirrus Design
SR22T
Section 5
Performance Data
Range / Endurance: 65% Power Cruise - Cruise Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
10000
3.5
76.1
164
14.6
5.2
882
11.3
12000
4.2
75.3
167
14.6
5.2
894
11.5
14000
5.0
74.6
170
14.6
5.1
907
11.7
16000
5.8
73.8
173
14.6
5.1
920
11.9
18000
6.6
73.0
176
14.6
5.0
933
12.1
20000
7.4
72.2
180
14.6
4.9
946
12.3
22000
8.1
71.4
183
14.6
4.9
959
12.5
24000
9.1
70.5
186
14.6
4.8
972
12.8
25000
9.6
69.9
188
14.6
4.8
978
12.9
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
Range / Endurance: 55% Power Cruise - Cruise Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
0.7
78.9
143
12.7
6.2
889
11.2
4000
1.3
78.2
145
12.7
6.1
900
11.4
6000
2.0
77.5
147
12.7
6.1
912
11.6
8000
2.7
76.8
150
12.7
6.0
924
11.8
10000
3.5
76.1
152
12.7
6.0
936
12.0
12000
4.2
75.3
155
12.7
5.9
948
12.2
14000
5.0
74.6
157
12.7
5.9
959
12.4
16000
5.8
73.8
160
12.7
5.8
971
12.6
18000
6.6
73.0
162
12.7
5.7
982
12.8
20000
7.4
72.2
165
12.7
5.7
994
13.0
22000
8.1
71.4
168
12.7
5.6
1005
13.2
24000
9.1
70.5
170
12.7
5.5
1016
13.4
25000
9.6
69.9
171
12.7
5.5
1021
13.5
P/N 13772-005
Revision 1
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
5-31
Section 5
Performance Data
Cirrus Design
SR22T
Balked Landing Climb Gradient
Conditions:
• Power ................................................................................................... Full Throttle
• Mixture....................................................................................................... Full Rich
• Flaps...................................................................................................... 100% (DN)
• Climb Airspeed ................................................................................................ VREF
• Note •
Climb Gradient values shown are the gain in altitude for the horizontal
distance traversed expressed as Feet per Nautical Mile.
For operation in air colder than this table provides, use the coldest (left-most)
data shown.
For operation in air warmer than this table provides, use caution.
Weight
LB
3600
2900
5-32
CLIMB GRADIENT ~ Feet/Nautical Mile
FT
Climb
Speed
(VREF)
KIAS
-20
0
20
40
50
ISA
SL
79
1111
921
751
596
524
792
2000
79
1015
835
674
528
459
744
4000
79
924
754
602
463
398
699
6000
79
838
678
534
402
341
655
8000
79
758
606
470
346
287
613
10000
79
682
539
410
293
237
573
SL
79
1519
1274
1057
861
771
1109
2000
79
1394
1164
959
775
689
1049
4000
79
1277
1061
868
694
612
991
6000
79
1168
965
783
618
541
936
8000
79
1066
874
703
547
474
883
10000
79
970
790
628
481
412
832
Press Alt
Temperature ~°C
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 5
Performance Data
Balked Landing Rate of Climb
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture .......................................................................................................Full Rich
• Flaps ...................................................................................................... 100% (DN)
• Climb Airspeed.................................................................................................VREF
• Note •
Rate-of-Climb values shown are change in altitude in ft per unit time
expressed in Feet per Minute
For operation in air colder than this table provides, use the coldest (life-times)
data shown.
For operation in air warmer than this table provides, use caution.
Weight
FT
-20
0
20
40
50
ISA
SL
79
1344
1163
986
811
725
1030
2000
79
1276
1096
919
745
659
998
4000
79
1208
1028
852
679
594
966
6000
79
1140
961
786
613
528
934
8000
79
1072
894
719
548
463
903
10000
79
1005
827
653
482
397
871
SL
79
1812
1592
1377
1166
1062
1431
2000
79
1732
1514
1300
1090
986
1396
4000
79
1653
1436
1224
1014
911
1361
6000
79
1575
1359
1147
939
836
1327
8000
79
1497
1282
1072
864
762
1293
10000
79
1420
1206
996
790
688
1259
LB
3600
2900
RATE OF CLIMB - Feet per Minute
Climb
Speed
(VREF)
KIAS
Press
Alt
P/N 13772-005
Revision 1
Temperature ~°C
5-33
Section 5
Performance Data
Cirrus Design
SR22T
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.
5-34
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 5
Performance Data
Landing Distance - Flaps 100%
WEIGHT: 3600 LB
Speed over 50 Ft Obstacle: 79 KIAS
Flaps: 100%
Power: Idle
Runway: Dry, Paved, Level
PRESS
ALT
FT
SL
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
Headwind: Subtract 10% for each 13
knots headwind.
Tailwind: Add 10% for each 2 knots
tailwind up to 10 knots.
Runway Slope: Reference Notes
Dry Grass: Add 20% to Ground Roll
Wet Grass: Add 60% to Ground Roll
DISTANCE
TEMPERATURE ~°C
0
10
20
30
40
50
ISA
Grnd Roll
1117
1158
1198
1239
1280
1321
1178
Total
2447
2505
2565
2625
2685
2747
2535
Grnd Roll
1158
1200
1243
1285
1327
1370
1213
Total
2506
2567
2630
2693
2757
2821
2585
Grnd Roll
1201
1245
1289
1333
1377
1421
1250
Total
2568
2633
2699
2765
2832
2900
2636
Grnd Roll
1246
1292
1337
1383
1428
1474
1287
Total
2635
2702
2771
2841
2911
2983
2691
Grnd Roll
1293
1340
1388
1435
1482
1530
1326
Total
2705
2776
2848
2922
2996
3070
2748
Grnd Roll
1342
1391
1440
1489
1539
1588
1367
Total
2779
2854
2930
3007
3085
3163
2808
Grnd Roll
1393
1444
1495
1546
1598
1649
1409
Total
2857
2936
3016
3097
3179
3261
2871
Grnd Roll
1447
1500
1553
1606
1659
1712
1453
Total
2941
3024
3108
3193
3279
3365
2937
Grnd Roll
1503
1558
1613
1668
1724
1779
1499
Total
3029
3116
3205
3294
3384
3475
3006
Grnd Roll
1562
1619
1677
1734
1791
1848
1546
Total
3122
3214
3307
3401
3496
3592
3079
Grnd Roll
1624
1683
1743
1802
1862
1921
1595
Total
3221
3318
3416
3515
3614
3715
3155
FT
P/N 13772-005
Revision 1
5-35
Section 5
Performance Data
Cirrus Design
SR22T
Landing Distance - Flaps 50%
WEIGHT: 3600 LB
Speed over 50 Ft Obstacle: 87 KIAS
Flaps: 50%
Power: Idle
Runway: Dry, Paved, Level
PRESS
ALT
FT
SL
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
5-36
Headwind: Subtract 10% for each 13
knots headwind.
Tailwind: Add 10% for each 2 knots
tailwind up to 10 knots.
Runway Slope: Reference Notes
Dry Grass: Add 20% to Ground Roll
Wet Grass: Add 60% to Ground Roll
DISTANCE
TEMPERATURE ~°C
0
10
20
30
40
50
ISA
Grnd Roll
1166
1209
1251
1294
1337
1379
1230
Total
2681
2745
2810
2875
2942
3010
2777
Grnd Roll
1209
1253
1298
1342
1386
1430
1267
Total
2745
2813
2881
2950
3020
3091
2833
Grnd Roll
1254
1300
1346
1392
1438
1484
1305
Total
2814
2885
2957
3029
3103
3178
2892
Grnd Roll
1301
1349
1396
1444
1491
1539
1344
Total
2886
2961
3037
3113
3191
3269
2954
Grnd Roll
1350
1399
1449
1498
1548
1597
1385
Total
2963
3042
3121
3202
3283
3366
3019
Grnd Roll
1401
1453
1504
1555
1607
1658
1427
Total
3045
3127
3211
3296
3382
3468
3087
Grnd Roll
1455
1508
1561
1615
1668
1721
1472
Total
3131
3218
3306
3395
3485
3576
3158
Grnd Roll
1511
1566
1622
1677
1732
1788
1517
Total
3223
3314
3407
3501
3595
3691
3233
Grnd Roll
1570
1627
1685
1742
1800
1857
1565
Total
3320
3416
3514
3612
3712
3812
3312
Grnd Roll
1631
1691
1751
1810
1870
1930
1614
Total
3423
3524
3627
3731
3835
3941
3395
Grnd Roll
1695
1758
1820
1882
1944
2006
1666
Total
3532
3639
3747
3856
3966
4077
3481
FT
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 5
Performance Data
Landing Distance - Flaps 0%
WEIGHT: 3600 LB
Speed over 50 Ft Obstacle: 94 KIAS
Flaps: 0%
Power: Idle
Runway: Dry, Paved, Level
PRESS
ALT
FT
SL
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
Headwind: Subtract 10% for each 13
knots headwind.
Tailwind: Add 10% for each 2 knots
tailwind up to 10 knots.
Runway Slope: Reference Notes
Dry Grass: Add 20% to Ground Roll
Wet Grass: Add 60% to Ground Roll
DISTANCE
TEMPERATURE ~°C
0
10
20
30
40
50
ISA
Grnd Roll
1365
1415
1465
1515
1565
1615
1440
Total
3165
3241
3319
3398
3478
3558
3280
Grnd Roll
1415
1467
1519
1571
1623
1675
1483
Total
3242
3323
3404
3487
3571
3656
3347
Grnd Roll
1468
1522
1576
1629
1683
1737
1527
Total
3324
3409
3495
3582
3670
3759
3418
Grnd Roll
1523
1579
1635
1690
1746
1802
1574
Total
3411
3500
3590
3682
3775
3868
3491
Grnd Roll
1581
1638
1696
1754
1812
1870
1621
Total
3503
3597
3692
3788
3885
3984
3569
Grnd Roll
1641
1701
1761
1821
1881
1941
1671
Total
3600
3699
3799
3900
4003
4106
3650
Grnd Roll
1703
1766
1828
1890
1953
2015
1723
Total
3703
3807
3913
4019
4127
4236
3736
Grnd Roll
1769
1834
1899
1963
2028
2093
1776
Total
3813
3922
4033
4145
4258
4373
3825
Grnd Roll
1838
1905
1972
2040
2107
2174
1832
Total
3929
4044
4161
4279
4398
4518
3919
Grnd Roll
1910
1980
2049
2119
2189
2259
1890
Total
4052
4173
4296
4420
4545
4671
4018
Grnd Roll
1985
2058
2130
2203
2276
2348
1950
Total
4183
4310
4439
4569
4701
4833
4122
FT
P/N 13772-005
Revision 1
5-37
Section 5
Performance Data
Cirrus Design
SR22T
Intentionally Left Blank
5-38
P/N 13772-005
Revision 1
Cirrus Design
SR22T
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 13772-005
Revision 1
6-1
Section 6
Weight and Balance Data
Cirrus Design
SR22T
Intentionally Left Blank
6-2
P/N 13772-005
Original Issue
Cirrus Design
SR22T
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
SR22_FM06_2540B
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 13772-005
Revision 1
6-3
Section 6
Weight and Balance Data
Cirrus Design
SR22T
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 3600 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 13772-005
Revision 1
Cirrus Design
SR22T
Section 6
Weight and Balance Data
Weight and Balance Loading Form
• Note •
The Takeoff Condition Weight must not exceed 3600 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
3400 lb maximum
6.
Fuel Loading
92 Gallon @ 6.0 lb/gal. Maximum
7.
Ramp Condition Weight
Sub total item 5 and 6
8.
Fuel for start, taxi, and run-up (negative number)
Normally 9 lb at average moment of 1394 (1.4).
9.
Takeoff Condition Weight
Subtract item 8 from item 7
Moment/
1000
Figure 6-1
P/N 13772-005
Revision 1
6-5
Section 6
Weight and Balance Data
Cirrus Design
SR22T
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
Aft Pass
500
Fwd Pass
Weight - Pounds
Loading Chart
400
300
200
Baggage
100
0
0.0
20.0
40.0
60.0
80.0
Moment/1000
Weight
Weight
SR22_FM06_2784
Fwd
Aft
Pass
Pass
FS 143.5 FS 180.0
Baggage
FS 208.0
FS 154.9
20
2.9
3.6
4.2
3.1
300
43.1
54.0
40
5.7
7.2
8.3
6.2
320
45.9
57.6
49.6
60
8.6
10.8
12.5
9.3
340
48.8
61.2
52.7
80
11.5
14.4
16.6
12.4
360
51.7
64.8
55.8
100
14.4
18.0
20.8
15.5
380
54.5
68.4
58.9
120
17.2
21.6
25.0
18.6
400
57.4
72.0
62.0
140
20.1
25.2
27.04*
21.7
420
60.3
75.6
65.1
63.1
LB
Fuel
100.0
LB
Fwd
Aft
Fuel
Pass
Pass
FS 143.5 FS 180.0 FS 154.9
46.5
160
23.0
28.8
24.8
440
79.2
68.2
180
25.8
32.4
27.9
460
82.8
71.3
200
28.7
36.0
31.0
480
86.4
74.4
220
31.6
39.6
34.1
500
90.0
77.5
240
34.4
43.2
37.2
520
80.5
260
37.3
46.8
40.3
552**
85.5
280
40.2
50.4
43.4
*130 lb Maximum
**92 U.S. Gallons Usable
Figure 6-2
6-6
P/N 13772-005
Revision 1
Cirrus Design
SR22T
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.
3600
Airplane
3400
Max Zero Fuel
3200
Weight - Pounds
3000
2800
2600
2400
2200
2000
300
Weight
350
400
450
Moment/1000
Moment/1000
Weight
500
550
SR22_FM06_3551
Moment/1000
LB
Minimum
Maximum
LB
Minimum
2200
304
326
2950
414
Maximum
437
2250
311
333
3000
422
444
2300
318
341
3050
430
452
2350
325
348
3100
438
459
2400
332
356
3150
445
467
2450
340
363
3200
453
474
2500
347
370
3250
461
481
2550
354
378
3300
469
489
2600
361
385
3350
477
496
2650
368
393
*3400
484
504
2700
375
400
3450
494
511
2750
383
407
3500
501
519
2800
391
415
3550
508
526
2850
399
422
3600
515
533
2900
407
430
*NOTE: Maximum zero fuel weight.
Figure 6-3
P/N 13772-005
Revision 1
6-7
Section 6
Weight and Balance Data
Cirrus Design
SR22T
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 13772-005
Revision 1
Cirrus Design
SR22T
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 13772-005
Revision 1
6-9
Section 6
Weight and Balance Data
Cirrus Design
SR22T
Intentionally Left Blank
6-10
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
Systems Description
Section 7: Systems Description
Table of Contents
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........................................................ 22
Vertical Speed Indicator................................................................ 23
Magnetic Compass ....................................................................... 24
Wing Flaps ....................................................................................... 24
Flap Control Switch....................................................................... 24
Landing Gear ................................................................................... 26
Main Gear ..................................................................................... 26
Nose Gear .................................................................................... 26
Brake System ............................................................................... 26
Baggage Compartment .................................................................... 28
Baggage Tie-Downs/Cargo Net.................................................... 28
Seats ................................................................................................ 29
Front Seats ................................................................................... 29
Rear Seats.................................................................................... 29
Seat Belt and Shoulder Harness .................................................. 30
Cabin Doors ..................................................................................... 32
Windshield and Windows.............................................................. 32
Engine .............................................................................................. 33
P/N 13772-005
Revision 1
7-1
Section 7
Systems Description
Cirrus Design
SR22T
Engine Controls ............................................................................ 33
Engine Indicating .......................................................................... 35
Engine Lubrication System ........................................................... 38
Ignition and Starter System........................................................... 38
Air Induction System ..................................................................... 39
Engine Exhaust System................................................................ 39
Engine Fuel Injection .................................................................... 39
Engine Cooling.............................................................................. 40
Propeller ........................................................................................... 41
Fuel System ..................................................................................... 42
Fuel Selector Valve....................................................................... 43
Fuel Pump Operation.................................................................... 43
Fuel Indicating............................................................................... 45
Electrical System.............................................................................. 49
Power Generation ......................................................................... 49
Power Distribution......................................................................... 52
Electrical System Protection ......................................................... 53
Electrical System Control.............................................................. 57
Ground Service Receptacle .......................................................... 58
Electrical Indicating ....................................................................... 59
Lighting Systems .............................................................................. 61
Exterior Lighting ............................................................................ 61
Interior Lighting ............................................................................. 62
Convenience Lighting ................................................................... 64
Environmental System ..................................................................... 66
Distribution .................................................................................... 66
Heating.......................................................................................... 67
Cooling.......................................................................................... 68
Airflow Selection ........................................................................... 71
Vent Selection............................................................................... 71
Temperature Selection.................................................................. 72
Stall Warning System ....................................................................... 74
Pitot-Static System ........................................................................... 75
Pitot Heat Switch........................................................................... 75
Pitot Heat Annunciation ................................................................ 75
Alternate Static Source ................................................................. 75
Avionics ............................................................................................ 78
Perspective Integrated Avionics System....................................... 78
Avionics Support Equipment......................................................... 95
Cabin Features................................................................................. 98
Emergency Locator Transmitter.................................................... 98
Fire Extinguisher ........................................................................... 99
7-2
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
Systems Description
Hour Meters ................................................................................ 100
Emergency Egress Hammer....................................................... 100
Convenience Outlet(s) ................................................................ 100
Cirrus Airframe Parachute System ................................................ 102
System Description ..................................................................... 102
Activation Handle ........................................................................ 103
Deployment Characteristics ........................................................ 104
P/N 13772-005
Revision 1
7-3
Section 7
Systems Description
Cirrus Design
SR22T
Intentionally Left Blank
7-4
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 7
Systems Description
Introduction
This section provides a basic description and operation of the
standard airplane and its systems. Optional equipment described
within this section is identified as optional.
• Note •
Some optional equipment may not be described in this
section. For description and operation of optional equipment
not described in this section, refer to Section 9: Log of
Supplements.
P/N 13772-005
Original Issue
7-5
Section 7
Systems Description
Cirrus Design
SR22T
Airframe
Fuselage
The airplane’s monocoque fuselage is constructed primarily of
composite materials and is designed to be aerodynamically efficient.
The cabin area is bounded on the forward side by the firewall at
fuselage station 100, and on the rear by the aft baggage compartment
bulkhead at fuselage station 222. Comfortable seating is provided for
four adults. A composite roll cage within the fuselage structure
provides roll protection for the cabin occupants. The cabin and
baggage compartment floors are constructed of a foam core
composite with access to under-floor components.
All flight and static loads are transferred to the fuselage structure from
the wings and control surfaces through four wing attach points in two
locations under the front seats and two locations on the sidewall just
aft of the rear seats.
The lower firewall employes a 20° bevel to improve crashworthiness.
In addition, an avionics bay is located aft of bulkhead 222 and
accessible through an access panel installed on the RH side of the aft
fuselage.
Wings
The wing structure is constructed of composite materials producing
wing surfaces that are smooth and seamless. The wing cross section
is a blend of several high performance airfoils. A high aspect ratio
results in low drag. Each wing provides attach structure for the main
landing gear and contains a 47.25-gallon fuel tank.
The wing is constructed in a conventional spar, rib, and shear section
arrangement. The upper and lower skins are bonded to the spar, ribs,
and aft shear web forming a torsion box that carries all of the wing
bending and torsion loads. The rear shear webs are similar in
construction but do not carry through the fuselage. The main spar is
laminated epoxy/carbon fiber in a C-section, and is continuous from
wing tip to wing tip. The wing spar passes under the fuselage below
the two front seats and is attached to the fuselage in two locations. Lift
and landing loads are carried by the single carry-through spar, plus a
pair of rear shear webs (one on each wing) attached to the fuselage.
7-6
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 7
Systems Description
Empennage
The empennage consists of a horizontal stabilizer, a two-piece
elevator, a vertical fin and a rudder. All of the empennage components
are conventional spar (shear web), rib, and skin construction.
The horizontal stabilizer is a single composite structure from tip to tip.
The two-piece elevator, attached to the horizontal stabilizer, is
aluminum.
The vertical stabilizer is composite structure integral to the main
fuselage shell for smooth transfer of flight loads. The rudder is
aluminum and is attached to the vertical stabilizer rear shear web at
three hinge points.
P/N 13772-005
Original Issue
7-7
Section 7
Systems Description
Cirrus Design
SR22T
Flight Controls
The airplane uses conventional flight controls for ailerons, elevator
and rudder. The control surfaces are pilot controlled through either of
two single-handed side control yokes mounted beneath the instrument
panel. The location and design of the control yokes allow easy, natural
use by the pilot. The control system uses a combination of push rods,
cables and bell cranks for control of the surfaces.
Elevator System
The two-piece elevator provides airplane pitch control. The elevator is
of conventional design with skin, spar and ribs manufactured of
aluminum. Each elevator half is attached to the horizontal stabilizer at
two hinge points and to the fuselage tailcone at the elevator control
sector. Elevator motion is generated through the pilot's control yokes
by sliding the yoke tubes forward or aft in a bearing carriage. A pushpull linkage is connected to a cable sector mounted on a torque tube.
A single cable system runs from the forward elevator sector under the
cabin floor to the aft elevator sector pulley. A push-pull tube connected
to the aft elevator sector pulley transmits motion to the elevator
bellcrank attached to the elevators.
Pitch Trim System
Pitch trim is provided by adjusting the neutral position of the
compression spring cartridge in the elevator control system by means
of an electric motor. It is possible to easily override full trim or autopilot
inputs by using normal control inputs. A ground adjustable trim tab is
installed on the elevator to provide small adjustments in neutral trim.
This tab is factory set and does not normally require adjustment. An
electric motor changes the neutral position of the spring cartridge
attached to the elevator control horn. A conical trim button located on
top of each control yoke controls the motor. Moving the switch forward
will initiate nose-down trim and moving the switch aft will initiate noseup trim. Neutral (takeoff) trim is indicated by the alignment of a
reference mark on the yoke tube with a tab attached to the instrument
panel bolster. The elevator trim also provides a secondary means of
airplane pitch control in the event of a failure in the primary pitch
control system not involving a jammed elevator.
Elevator (pitch) trim operates on 28 VDC supplied through the 2-amp
PITCH TRIM circuit breaker on ESS BUS 2.
7-8
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 7
Systems Description
SR22_FM07_1461
Figure 7-1
Elevator System
P/N 13772-005
Original Issue
7-9
Section 7
Systems Description
Cirrus Design
SR22T
Aileron System
The ailerons provide airplane roll control. The ailerons are of
conventional design with skin, spar and ribs manufactured of
aluminum. Each aileron is attached to the wing shear web at two hinge
points.
Aileron control motion is generated through the pilot's control yokes by
rotating the yokes in pivoting bearing carriages. Push rods link the
pivoting carriages to a centrally located pulley sector. A single cable
system runs from the sector to beneath the cabin floor and aft of the
rear spar. From there, the cables are routed in each wing to a vertical
sector/crank arm that rotates the aileron through a right angle conical
drive arm.
Roll Trim System
Roll trim is provided by adjusting the neutral position of a compression
spring cartridge in the aileron control system by means of an electric
motor. The electric roll trim is also used by the autopilot to position the
ailerons. It is possible to easily override full trim or autopilot inputs by
using normal control inputs.
A ground adjustable trim tab is installed on the right aileron to provide
small adjustments in neutral trim. This tab is factory set and does not
normally require adjustment.
An electric motor changes the neutral position of a spring cartridge
attached to the left actuation pulley in the wing. A conical trim button
located on top of each control yoke controls the motor. Moving the
switch left will initiate left-wing-down trim and moving the switch right
will initiate right-wing-down trim. Neutral trim is indicated by the
alignment of the line etched on the control yoke with the centering
indication marked on the instrument panel. The aileron trim also
provides a secondary means of airplane roll control in the event of a
failure in the primary roll control system not involving jammed ailerons.
Aileron trim operates on 28 VDC supplied through the 2-amp ROLL
TRIM circuit breaker on ESS BUS 2.
7-10
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 7
Systems Description
SR22_FM07_1462
Figure 7-2
Aileron System
P/N 13772-005
Original Issue
7-11
Section 7
Systems Description
Cirrus Design
SR22T
Rudder System
The rudder provides airplane directional (yaw) control. The rudder is of
conventional design with skin, spar and ribs manufactured of
aluminum. The rudder is attached to the aft vertical stabilizer shear
web at three hinge points and to the fuselage tailcone at the rudder
control bell crank.
Rudder motion is transferred from the rudder pedals to the rudder by a
single cable system under the cabin floor to a sector next to the
elevator sector pulley in the aft fuselage. A push-pull tube from the
sector to the rudder bell crank translates cable motion to the rudder.
Springs and a ground adjustable spring cartridge connected to the
rudder pedal assembly tension the cables and provide centering force.
Yaw Trim System
Yaw trim is provided by spring cartridge attached to the rudder pedal
torque tube and console structure. The spring cartridge provides a
centering force regardless of the direction of rudder deflection. The
yaw trim is ground adjustable only.
A ground adjustable trim tab is installed on the rudder to provide small
adjustments in neutral trim. This tab is factory set and does not
normally require adjustment.
Control Locks
The airplane’s control system is not equipped with gust locks. The trim
spring cartridges have sufficient power to act as a gust damper without
rigidly locking the position.
7-12
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 7
Systems Description
SR22_FM07_1463
Figure 7-3
Rudder System
P/N 13772-005
Original Issue
7-13
Section 7
Systems Description
Cirrus Design
SR22T
Instrument Panel
The instrument panel is of all metal construction and is installed in
sections so equipment can be easily removed for maintenance. The
surrounding glareshield is made of composite material and projects
over the instrument panel to reduce reflections on the windshield from
lighted equipment and to shield the panel equipment from glare.
Pilot Panel Arrangement
Two color landscape-oriented electronic flight displays are installed to
the instrument panel; the Primary Flight Display (PFD) and the
Multifunction Display (MFD). The PFD, installed directly in front of the
pilot, is a intended to be the primary display of flight parameter
information (attitude, airspeed, heading, and altitude). The MFD,
installed to the right of the PFD, provides supplemental situational and
navigation information to the pilot. The ignition switch is located on the
left side of the instrument panel. The cabin environmental control
switches are located on the right side of the instrument panel.
Instrument panel air vents are located on the outboard sections of the
panel.
Center Console Arrangement
A center console contains the Flight Management System Keyboard,
autopilot and audio controls, flap system control and indication, fuel
selector valve, and the power and mixture levers. System circuit
breakers, the alternate static source valve, and the ELT panel switch
are located on the left side of the console. A friction knob for adjusting
throttle and mixture control feel and position stability is located on the
right side of the console. The accessory outlet, map compartment,
audio jacks, hour meters, and emergency egress hammer are installed
inside the console armrest.
Arrangement
A switch panel located in the “dash board” bolster below the
instrument panel contains the master, avionics power, ice protection
(optional), Pitot heat, and exterior and interior lighting switches and
controls. The standby airspeed, attitude, and altimeter instruments are
located below bolster switch panel.
7-14
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 7
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. Conditioned 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
· 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
SR22_FM07_3258A
Figure 7-4
Instrument Panel and Console - Serials w/o MD302 (1 of 2)
P/N 13772-005
Revision 1
7-15
Section 7
Systems Description
Cirrus Design
SR22T
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. Conditioned 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
SR22_FM07_3678
Figure 7-4
Instrument Panel and Console - Serials 0954, 0963 & subs w/ MD302 (2 of 2)
7-16
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
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 13772-005
Revision 1
7-17
Section 7
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
SR22T
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
SR22_FM07_2790
Figure 7-5
Flight Instruments
7-18
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
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
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 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.
P/N 13772-005
Revision 1
7-19
Section 7
Systems Description
Cirrus Design
SR22T
Serials 0954, 0963 & 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 56 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
7-20
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
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 0954, 0963 & 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. The airspeed indication markings on the MD302 do not
automatically compensate for changes in VNE or VNO at altitudes
above 17,500 feet.
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
P/N 13772-005
Revision 1
7-21
Section 7
Systems Description
Cirrus Design
SR22T
corrections are only necessary when flaps are extended or the
alternate static source is selected.
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 0954, 0963 & 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
7-22
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
Systems Description
high altitudes and high airspeeds, where the position error corrections
are the highest).
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
P/N 13772-005
Revision 1
7-23
Section 7
Systems Description
Cirrus Design
SR22T
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.
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 0954, 0963 & 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).
7-24
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
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% (35.5°) 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.
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.
P/N 13772-005
Revision 1
7-25
Section 7
Systems Description
Cirrus Design
SR22T
SR22_FM07_2935A
Figure 7-6
Wing Flaps
7-26
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
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 0442 thru 0656, 0658 thru 0689 before SB2X-32-21), or with a
tubeless tire installed (0442 thru 0656, 0658 thru 0689 after SB2X-3221, 0657, 0690 & 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. Shock absorption is accomplished
by an oleo shock absorber. The nosewheel is free castering and can
turn through an arc of approximately 170 degrees (85 degrees
degrees either side of center). 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
0442 thru 0656, 0658 thru 0689 before SB2X-32-21), or with a tubeless
tire installed (Serials 0442 thru 0656, 0658 thru 0689 after SB2X-32-21,
0657, 0690 & 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.
P/N 13772-005
Revision 1
7-27
Section 7
Systems Description
Cirrus Design
SR22T
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 0442
thru 0656, 0658 thru 0689 before SB2X-32-21), or MIL-PRF-87257
hydraulic fluid (Serials 0442 thru 0656, 0658 thru 0689 after SB2X-3221, 0657, 0690 & 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.
7-28
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
Systems Description
Baggage Compartment
The baggage compartment, 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.
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.
P/N 13772-005
Revision 1
7-29
Section 7
Systems Description
Cirrus Design
SR22T
Seats
The seating arrangement consists of two individually adjustable seats
for the pilot and front seat passenger and a “2+1” configuration with a
one-piece bench seat and fold-down 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
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
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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 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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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.
• 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.
To use the restraints:
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
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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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 Complaint 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.
Firmly tension the child seat straps according to the
manufacturer's instructions.
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Cabin Doors
Two large forward hinged doors allow crew and passengers to enter
and exit the cabin. The door handles engage striker 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 1233 & 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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Engine
The airplane is powered by a Teledyne Continental TSIO-550-K, twin
turbocharged, direct drive, fuel injected, air cooled, horizontally
opposed 6 cylinder engine that uses a high pressure, wet sump style
oil system for lubrication. The engine has a 550 cubic inch
displacement and is rated to 315 bhp at 2500 RPM with a 2000-hour
Time Between Overhaul (TBO) schedule. The engine utilizes a top air
induction system, engine mounted throttle body, bottom exhaust
system, and a full flow spin-on disposable oil filter. Engine front
accessories include a hydraulically operated propeller governor, a
gear-driven primary alternator and a belt-driven secondary alternator.
Rear engine accessories include a starter, gear driven oil pump, gear
driven fuel pump, and dual gear driven magnetos. The engine is
attached to the firewall by a six-point steel engine mount. 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. The lever is mechanically
linked by cable to the air throttle body/fuel-metering valve. Moving the
lever towards MAX opens the air throttle butterfly and meters more
fuel to the fuel manifold. No propeller control is required. The governor
is set to 2500 maximum RPM in climb and cruise.
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. Full aft position (CUTOFF) closes the control valve.
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1
2
Cirrus Design
SR22T
3
4
5
6
Density Alt
8000 Ft
Oat 31°F -1°C (ISA +0°C)
7
Engine Instruments
8
9
10
LEGEND
1. Percent Power
2. CHT
3. Tachometer
4. EGT
5. Manifold Pressure
6. Oil Temperature
and Pressure
7. Turbine Inlet Temperature
8. Power Lever
9. Friction Control
10. Mixture Control
Engine Controls
SR22_FM07_3255A
Figure 7-7
Engine Controls and Indicating
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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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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 1800°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.
Turbine Inlet Temperature (TIT)
Turbine inlet temperature for the LH and RH turbochargers is
displayed in the Engine Temperature block of the ENGINE page as
vertical bars. The TIT graph is marked from 1000°F to 1800°F in
100°F increments. The digital TIT value of the turbine inlet is displayed
above the bar in white numerals.
A sensor in each turbocharger measures turbine inlet temperature and
provides a voltage signal to the Engine Airframe Unit which processes
and transmits the data to the Engine Indicating System. The TIT gage
is used as the primary source to lean fuel mixture.
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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.
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 40 inches of mercury in
1 in.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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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
and directed through the oil filter to the engine-mounted oil cooler by a
positive displacement oil pump. The oil pump is equipped with a
pressure relief valve at the pump output end to bypass oil back to the
pump inlet should the pump exceed limits. The oil cooler is equipped
with a temperature control valve set to bypass oil if the temperature is
below approximately 180°F (82°C). Bypass or cooled oil is then
directed 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.
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Air Induction System
Induction air enters the engine compartment through two NACA ducts
located in the lower engine cowls. The air continues to the air boxes
where it is filtered and ducted into the compressor housing where the
compressor wheel, spinning at a high RPM, increases the air pressure
which provides a greater mass of air available to the engine for the
combustion cycle. From the compressor housing, the air is ducted
through the intercoolers where the air temperature is lowered which
further increases the density of the induction air. Downstream of the
intercoolers the airflow joins at the “Y” junction of intake tubes, then
passes through the throttle body and into the intake manifold where it
is divided by the intake pipes flowing to each cylinder.
In the case of filter blockage or induction ice, alternate air can enter
the engine via the alternate air assembly located in the lower front of
the engine and connected to the LH and RH air boxes. Under normal
conditions, the alternate air assembly door is held closed by magnetic
force. If the air induction system should become blocked, suction
created by the engine will open the door and draw unfiltered air from
inside the cowl. When the door opens, a switch opens which causes
an annunciation on the Primary Flight Display to alert the pilot.
Use of alternate air will result in a reduction of engine power due to
lower inlet air pressure and higher air temperature. Additionally loss of
manifold pressure will occur when operating at high altitude and low
RPM where the turbocharger wastegate is closed.
Engine Exhaust System
After leaving the cylinders, exhaust gases flow through the exhaust
collector to the turbocharger turbine housing inlet. The exhaust gas
flow provides turbine wheel rotation then exits through the turbine
housing discharge port and overboard through tailpipes exiting
through the lower cowling.
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
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SR22T
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 louvered vents in the bottom of the
cowlings. No movable cowl flaps are used.
Turbochargers
The TSIO-550-K has twin turbochargers which use exhaust gas flow
to boost induction air pressure for increased power. There is one
turbocharger on each side of the engine. The turbochargers compress
and raise the temperature of the incoming air before going to the
intercoolers. The dual turbochargers are lubricated from external oil
supply lines from a source at the bottom of the oil cooler. There is one
oil pressure actuated wastegate on the left side of the engine
controlling the amount of exhaust gas used by the turbochargers.
Control is accomplished by a diaphragm actuated valve sensing
differential pressure across the throttle plate and controlling the oil
return flow rate from the wastegate. An overboost valve in the
induction system provides protection from too much pressure by
actuating at overly high manifold pressures.
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Propeller
The airplane is equipped with a composite, three-blade, constant
speed, governor-regulated propeller.
The propeller governor automatically adjusts propeller pitch to
regulate propeller and engine RPM by controlling the flow of engine oil
- boosted to high pressure by the governing pump - to or from a piston
in the propeller hub. Oil pressure acting on the piston twists the blades
toward high pitch (low RPM). When oil pressure to the piston in the
propeller hub is relieved, centrifugal force, assisted by an internal
spring, twists the blades toward low pitch (high RPM). Any change in
airspeed or load on the propeller results in a change in propeller pitch
During climb and cruise, the governor automatically adjusts propeller
pitch in order to maintain a 2500 RPM setting
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SR22T
Fuel System
An 92-gallon usable wet-wing fuel storage system provides fuel for
engine operation. The system consists of a 47.25-gallon capacity (46gallon 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 simulated 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.
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 30.0 gallons
usable in each tank (60 gallons total usable in all flight conditions).
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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 rocker switch located adjacent to the fuel selector valve.
To prevent over-priming, the system uses a lockout relay that only
allows HIGH BOOST/PRIME for engine start and operations at high
power settings. When the manifold pressure is less than 24 in-Hg and
engine RPM is greater than 500 RPM, pressing the HIGH BOOST/
PRIME limits the fuel pump to low-speed mode BOOST.
Selecting BOOST energizes the fuel pump in low-speed mode
regardless of engine speed or manifold 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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VENT
Cirrus Design
SR22T
ANNUNCIATOR
FUEL
FUEL
QUANTITY
INDICATOR
FILLER
VENT
FILLER
L. WING TANK
R. WING TANK
L. WING
COLLECTOR
R. WING
COLLECTOR
SELECTOR
VALVE
FLAPPER
VALVE
DRAIN
(5 PLACES)
FIREWALL
SELECTOR VALVE
OPERATION
RIGHT
RETURN
FEED
FLAPPER
VALVE
BOOST
ELECTRIC
AUXILIARY
PUMP
RETURN
FUEL
RELAY
FEED
FUEL
PUMP
HIGH
BOOST/
PRIME
LEFT
GASCOLATOR
ENGINE SPEED
SENSOR
(LOW RPM)
OFF
ENGINE DRIVEN
FUEL PUMP
MIXTURE CNTL.
ENGINE
AIRFRAME
UNIT
FUEL FLOW
SENSOR
NOTE
In HIGH BOOST/PRIME
mode, relay allows fuel
pump operation only when
manifold pressure is greater
than 24 in Hg or, - to
facilitate engine starting
- when engine speed is
less than 500 RPM.
THROTTLE
METERING
VALVE
MAP SENSOR
(HIGH in Hg)
FUEL
FLOW
INDICATOR
INJECTOR
MANIFOLD
FUEL PRESSURE SWITCH
SR22_FM07_3259
Figure 7-8
Fuel System Schematic
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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
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 46 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
0 to 14 U.S. gallons and a green band from 14 to 46 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 simulated Fuel Quantity Gage
and CAS window for display.
Fuel Flow
Fuel Flow is shown in the upper mid right corner of the ENGINE page
as both a simulated gage and as a digital value. The gage pointer
sweeps a scale range from 0 to 45 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
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fuel flow signal is sent to the Engine Airframe Unit, processed, and
transmitted to the Engine Indicating System for display.
The gage displays a green normal arc, which is dynamically updated
to display the range of normal values appropriate to engine power
settings.
• When manifold pressures is above 30.6 in.Hg, the green arc
covers a narrow range depicting the full rich fuel flow
appropriate for that power setting.
• For manifold pressures of 30.5 in.Hg and below, the normal arc
extends from full rich limit to 10 gallons per hour (indicating that
cruise leaning is permitted).
Target Fuel Flow is a cyan pointer placed on the fuel gage to indicate
best economy target fuel flow. This pointer is displayed when cruise
leaning is allowed (manifold pressure of 30.5 in.Hg or below), it will be
presented after the green arc expands when power is reduced. This
indicator provides guidance to aide in cruise leaning, it is calculated to
provide a fuel flow closely corresponding with the best economy fuel to
air ratio.
• Note •
Target Fuel Flow is removed from gage when resulting engine
power would be less than 55% (intended for cruise, not
descent leaning guidance).
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.
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
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Cirrus Design
SR22T
Section 7
Systems Description
ENGINE page changes to the corresponding color of CAS alert and
the annunciation system issues an audio alert.
FUEL QTY: Fuel quantity.
• A white Advisory message is generated when either fuel tank
goes below 14 gallons.
• An amber Caution message is generated when both fuel tanks
go below 14 gallons.
• A red Warning message is generated when the fuel totalizer
amount goes below 9 gallons, or if the sensed fuel quantity (left
plus right) is below 9 gallons.
FUEL IMBALANCE: Imbalanced between Left and Right
Tanks.
• A white Advisory message is generated when the imbalance
between tanks is greater than 8 gallons.
• An amber Caution message is generated when the imbalance
between tanks is greater than 10 gallons.
• A red Warning message is generated when the imbalance
between tanks is greater than 12 gallons.
• 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.
P/N 13772-005
Revision 1
7-49
Section 7
Systems Description
Cirrus Design
SR22T
1
Density Alt
Oat
Fuel System Indication
8000 Ft
31°F -1°C (ISA +0°C)
3
2
LEGEND
1. Fuel Flow Gage
2. Fuel Calculations:
·Fuel At Destination (Totalizer)
·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
Engine Controls
Serials 0311 thru 0314, 0316 thru 0317,
0319 & subs.
SR22_FM07_3516
Figure 7-9
Fuel System Controls and Indicating
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Revision 1
Cirrus Design
SR22T
Section 7
Systems Description
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 gear-driven, internally rectified, 100-amp
alternator mounted on the right front of the engine. Alternator 2 (ALT 2)
is a belt-driven, internally rectified, 70-amp alternator mounted on the
front left 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.
P/N 13772-005
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Systems Description
Cirrus Design
SR22T
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
A/C BUS 2
A/C COMPR
CABIN
FAN
AVIONICS
ICE
PROTECTION
STDBY
ATTD #2
ALT 2
ENGINE
INSTR
STALL
WARNING
ROLL
TRIM
PITCH
TRIM
MAIN BUS 1
YAW
SERVO
EVS
CAMERA
12V DC
OUTLET
8A
ALT 1
ESSENTIAL BUS 2
A/C BUS 1
A/C COND
MAIN BUS 3
ALT 2
SWITCH
MFD #2
CABIN LIGHTS
/ OXYGEN
FUEL QTY
AP SERVOS
COM 2
AHRS 2/
(ADC 2)
FUEL
PUMP
PFD #2
ESSENTIAL
POWER
BAT 2
KEYPADS
/ AP CTRL
CABIN AIR
CONTROL
GPS NAV
GIA 1
COM 1
ADC 1
AHRS 1
20A
STDBY
ATTD #1
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
STALL
VANE HEAT
MAIN BUS 2
20A
NON-ESSENTIAL BUS
MFD #1
DME / ADF
AUDIO
PANEL
WEATHER
/ DATA LINK
XPONDER
PFD #1
TRAFFIC
CIRCUIT BREAKER PANEL
30A
BAT 2
AVIONICS
SWITCH
BAT 2
SWITCH
AVIONICS
NON-ESSENTIAL
RELAY
SR22_FM07_2806B
Figure 7-10
Electrical System Schematic - Serials 0442 thru 0656, 0658 thru 0689 (1 of 2)
7-52
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
Systems Description
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
ALT 2
ENGINE
INSTR
STALL
WARNING
ROLL
TRIM
PITCH
TRIM
MFD #2
CABIN LIGHTS
/ OXYGEN
AP SERVOS
AVIONICS
FAN 2
GPS NAV
GIA 2
COM 2
AHRS 2/
(ADC 2)
FUEL
PUMP
PFD #2
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
ICE
PROTECT A
STDBY
ATTD #2
FUEL QTY
MFD #1
ESSENTIAL BUS 1
STARTER
AVIONICS
FAN 1
NAV
LIGHTS
STROBE
LIGHTS
PITOT
HEAT
FLAPS
STALL
VANE HEAT
RECOG
LIGHTS
YAW
SERVO
EVS
CAMERA
12V DC
OUTLET
ICE
PROTECT B
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
SR22_FM07_3614
Figure 7-10
Electrical System Schematic - Serials 0657, 0690 & subs (2 of 2)
P/N 13772-005
Revision 1
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Section 7
Systems Description
Cirrus Design
SR22T
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.
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Cirrus Design
SR22T
Section 7
Systems Description
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 0657, 0690 & 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
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Section 7
Systems Description
Cirrus Design
SR22T
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.
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P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
Systems Description
AVIONICS
ICE
PROTECTION
A/C COND
A/C COMPR
ALT1
ALT2
STDBY
ATTD #2
YAW
SERVO
ENGINE
INSTR
MFD #2
EVS
CAMERA
STALL
WARNING
CABIN LIGHTS
/ OXYGEN
12V DC
OUTLET
ROLL
TRIM
FUEL QTY
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
RECOG
LIGHTS
COM 2
COM 1
AUDIO
PANEL
NAV
LIGHTS
AHRS 2/
(ADC 2)
ADC 1
WEATHER
/ DATA LINK
AHRS 1
XPONDER
TRAFFIC
STROBE
LIGHTS
PITOT
HEAT
FUEL
PUMP
STDBY
ATTD #1
FLAPS
PFD #2
PFD #1
STALL
VANE HEAT
SR22_FM07_3519
Figure 7-11
Circuit Breaker Panel - Serials 0442 thru 0656, 0658 thru 0689 (1 of 2)
P/N 13772-005
Revision 1
7-57
Section 7
Systems Description
Cirrus Design
SR22T
ICE
PROTECT B
AVIONICS
ICE
PROTECT A
RECOG
LIGHTS
ALT2
STDBY
ATTD #2
CONV
LIGHTS
YAW
SERVO
ENGINE
INSTR
MFD #2
A/C COND
EVS
CAMERA
STALL
WARNING
CABIN LIGHTS
/ OXYGEN
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
STALL
VANE HEAT
SR22_FM07_3635
Figure 7-11
Circuit Breaker Panel - Serials 0657, 0690 & subs (2 of 2)
7-58
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
Systems Description
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 power 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 power 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.
P/N 13772-005
Revision 1
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Section 7
Systems Description
Cirrus Design
SR22T
Avionics Power 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.
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Cirrus Design
SR22T
Section 7
Systems Description
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.
P/N 13772-005
Revision 1
7-61
Section 7
Systems Description
Cirrus Design
SR22T
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
SR22_FM07_3257B
Figure 7-12
Electrical / Lighting Controls and Indicating
7-62
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 7
Systems Description
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.
P/N 13772-005
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Section 7
Systems Description
Cirrus Design
SR22T
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.
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Systems Description
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 0442 thru 1232:
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 airplane 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 1233 & 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.
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SR22T
Convenience Lighting
Serials 1233 & 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.
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Systems Description
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.
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Cirrus Design
SR22T
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 RH cowl, a heat exchanger around
the exhaust system crossover tube, 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.
28 VDC for Environmental System Control Panel operation is supplied
through the 2-amp CABIN AIR CONTROL breaker on 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 with Optional Air Conditioning System:
The optionally installed 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, evaporator assembly, exhaust heat exchanger,
fresh air inlet, air-mixing chamber, blower fan, distribution manifold,
ducting, windshield diffuser, vent outlets, associated plumbing,
controls, actuators, wiring for system flow-selection and temperature
control.
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.
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
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Systems Description
selection, the air in the mixing chamber is ducted directly into the
distribution system or, if in optional air conditioning mode, 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 rear ports of the intercoolers is ducted to a heat
exchanger surrounding the exhaust system crossover tube. 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. For over-temperature protection
(the turbocharger bleed air is further heated, under some conditions
the hot air source temperature may be in excess of 300°F), the
controller monitors mixed air temperature through a sensor
downstream of the mixing chamber. If mixed air temperature exceeds
duct temperature limit, the hot air flow is reduced and fresh airflow
increased until temperature is reduced. Valves are automatically
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Cirrus Design
SR22T
cycled to ensure supply temperature is maintained below duct
temperature limits.
Conditioned air can be directed to passengers and/or the windshield
diffuser by manipulating the cabin vent selector mounted on the RH
instrument panel. The conditioned air enters the cabin through
adjustable air vents located in each kick plate and through nonadjustable, floor level vents located in the rear cabin trim side panels.
Conditioned air can also be distributed to the windshield diffuser in the
glareshield.
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.
For airplane with optionally equipped Air Conditioning System, 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 receiver-drier’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. During
maximum air conditioning operation - or recirculation mode - the fresh
air valve closes and valves in the evaporator assembly open allowing
cabin air to be recirculated and further cooled as the air passes
through the evaporator coils and ducted forward to the distribution
manifold.
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Systems Description
RAM AIR
RAM AIR
RAM AIR
CROSSOVER TUBE
HOT AIR
VALVE
MIXING
CHAMBER
CONTROL PANEL
AIR FLOW VALVE
SERVO MOTOR
FRESH AIR
VALVE
CONTROLLER
TEMPERATURE
SENSOR
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.
SR22_FM07_3261
Figure 7-13
Standard Environmental System
P/N 13772-005
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Systems Description
RAM AIR
Cirrus Design
SR22T
RAM AIR
RAM AIR
S
CROSSOVER TUBE
P
MIXING
CHAMBER
FRESH AIR
VALVE
HOT AIR VALVE
COMPRESSOR
WINDSHIELD
DIFFUSER
CONTROLLER
TEMPERATURE
SENSOR
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.
SR22_FM07_3262
Figure 7-14
Optional Air Conditioning System
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Systems Description
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 by an
optional blower fan to the distribution manifold mounted to the center,
aft side of the firewall. The optional blower fan system includes 0 (ram
air), 1 (low fan), 2 (med fan), and 3 (high fan) airflow settings.
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 ram 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.
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Cirrus Design
SR22T
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.
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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 7-15
Environmental System Operation
P/N 13772-005
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Section 7
Systems Description
Cirrus Design
SR22T
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, and the avionics
system aural warning system.
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.
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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.
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Systems Description
Cirrus Design
SR22T
AIR DATA COMPUTER
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
SR22_FM07_2794B
Figure 7-16
Pitot-Static System - Serials w/o MD302 (1 of 2)
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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
SR22_FM07_4248
Figure 7-16
Pitot-Static System - Serials 0954, 0963 & subs w/ MD302 (2 of 2)
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Systems Description
Cirrus Design
SR22T
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. The system 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 350 Audio Panel with Marker Beacon Receiver
• GFC 700 3-Axis Autopilot and GMC 705 Controller
• 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)
• 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.
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Systems Description
PFD
MFD
XM RADIO
RECEIVER
(optional)
XM SATELLITE DATA
LINK RECEIVER
(optional)
FMS KEYBOARD
MAG 1
AHRS 1
AUTOPILOT
MODE CONTROLLER
AIR DATA
COMPUTER 1
IRIDIUM GLOBAL
SATELLITE
DATALINK
(optional)
MAG 2
AHRS 2
(optional)
AIR DATA
COMPUTER 2
(optional)
AUDIO PANEL
INTEGRATED
AVIONICS UNIT 1
INTEGRATED
AVIONICS UNIT 2
PITCH SERVO
TRANSPONDER
ENGINE
AIRFRAME UNIT
ROLL SERVO
YAW SERVO
(optional)
PITCH TRIM ADAPTER
SR22_FM07_3574
Figure 7-17
Perspective Integrated Avionics System Schematic
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Cirrus Design
SR22T
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
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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.
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1
2
Cirrus Design
SR22T
3 4 5 6
13 14 15 16
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
18. Audio Panel
19. PFD Enter Key
20. PFD Procedures
21. PFD Menu Key
SR22_FM07_3575B
Figure 7-18
Perspective Integrated Avionics System (Sheet 1 of 2)
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SR22T
Section 7
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)
SR22_FM07_2821
Figure 7-18
Perspective Integrated Avionics System (Sheet 2 of 2)
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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.
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Systems Description
GMA 350 Audio Panel with Marker Beacon Receiver
The 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 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.
GFC 700 3-Axis Autopilot and GMC 705 Autopilot Controller
Refer to latest revision of AFM Supplement 13772-135 GFC 700
Automatic Flight Control System for operating information.
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Optional Avionics
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.
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GDL 69/69A XM Satellite Weather and Radio
The Data Link Satellite Receiver, mounted in the empennage avionics
compartment, receives and transmits 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 WEATHER/DATA LINK 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.
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.
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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
WEATHER/DATA LINK 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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Systems Description
Approach Baro-VNAV
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
supported using Baro-VNAV. If Baro-VNAV can be supported, the
“APR ADVISORY - SBAS VNAV not available. Using Baro VNAV.”
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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
The Outside Air Temperature (OAT) from the selected-side Air Data
Computer will be used. If the OAT becomes invalid the VDI on that
side will be flagged as invalid. The crew must select the off-side Air
Data Computer sensor and VDI will return regardless of if prior to or
after the FAF.
Sensor Comparison Annunciation
The temperature compensated altitudes from the pilot and co-pilot
side 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
1
17 00
60
16 40
16 00
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
SR22_FM02_3686
Figure 7-19
Baro-VNAV Vertical Deviation Indicator
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3
2
1
4
33
32
31
30
29
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SR22T
4
5
6
4
7
8
9
10
11
12
13
14
15
16
17
26
18
28
27
19
26
25
24
20
23
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
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
17. Pitch Trim Adapter (opt)
18. Pitch Servo
19. XM Radio
Transceiver or FS210 (opt)
20. Transponder
21. XM Satellite Data Link
Receiver (opt)
22. ELT
23. Yaw Servo (opt)
24. Battery 2
25. Iridium Global Satellite
Datalink (opt)
26. Tiedown Loops
27. CAPS Parachute
28. WX Information
Receiver (opt)
29. Microphone
30. TAS Receiver (opt)
31. Universal Access
Transceiver (opt)
32. DME (opt)
33. Fire Extinguisher
22
SR22_FM07_3576C
Figure 7-20
Equipment Locations
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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. A combination GPS 2 /
Iridium antenna is mounted just forward of the baggage compartment
window. 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
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.
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.
Cell Phone Input Jack
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
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.
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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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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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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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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 0954, 0963 & subs: Four Universal Serial Bus-A (USB-A) highpower 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 center console for use by the rear passengers. The ports
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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 5-amp 12V DC OUTLET circuit breaker on the MAIN BUS 3.
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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 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 be 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. 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.
Pulling the activation T-handle straight down generates the
greatest force.
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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.
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• Caution •
Ground impact is expected to be equivalent to touchdown
from a height of approximately 13 feet. While the airframe,
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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Section 8: Handling and Servicing
Table of Contents
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.................................................................................. 19
Fuel System Servicing .................................................................. 21
Battery Service ............................................................................. 23
Oxygen System Servicing............................................................. 24
Key Fob Battery Replacement...................................................... 24
Cleaning and Care ........................................................................... 25
Cleaning Exterior Surfaces ........................................................... 25
Care of Graphics........................................................................... 27
Cleaning Interior Surfaces ............................................................ 34
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Section 8
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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 is published affecting your airplane, comply with it
promptly.
• Service Advisories – are used to notify you of optional Service
Bulletins, supplier Service Bulletins or Service Information
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Letters 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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Airplane Records and Certificates
The Federal Aviation Administration (FAA) requires that certain data,
certificates, and licenses be displayed or carried aboard the airplane
at all times. Additionally, other documents must be made available
upon request. The mnemonic acronym “ARROW” is often used to help
remember the required documents.
• Note •
Owners of aircraft not registered in the United States should
check with the registering authority for additional
requirements.
Required Documents
Note
A
Airworthiness Certificate
FAA Form 8100-2
Must be displayed at all times.
R
Registration Certificate
FAA Form 8050-3
Must be in the aircraft for all operations.
R
Radio Station License
FCC Form 556
Required only for flight operations outside the
United States.
O
Operating Instructions
FAA Approved Flight Manual and Pilot’s Operating Handbook fulfills this requirement.
W
Weight & Balance Data
Included in FAA Approved Airplane Flight
Manual and Pilot’s Operating Handbook. Data
must include current empty weight, CG, and
equipment list.
Other Documents
Note
Airplane Logbook
Must be made available upon request.
Engine Logbook
Must be made available upon request.
Pilot’s Checklist
Available in cockpit at all times.
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Airworthiness Directives
The Federal Aviation Administration (FAA) publishes Airworthiness
Directives (AD’s) that apply to specific aircraft and aircraft appliances
or accessories. AD’s are mandatory changes and must be complied
with within a time limit set forth in the AD. Operators should
periodically check with Cirrus Service Centers or A&P mechanic to
verify receipt of the latest issued AD for their airplane.
Airplane Inspection Periods
• Note •
FAR 1.1 defines time in service, with respect to maintenance
time records, as “the time from the moment an aircraft leaves
the surface of the earth until it touches it at the next point of
landing.”
The #2 Hour Meter, located in the center console and labeled
FLIGHT, begins recording when the airplane reaches
approximately 35 KIAS and should be used to track
maintenance time intervals as it more accurately records time
in service than the #1 Hour Meter.
The inspection items specified in the Annual/100 Inspection
have been determined by the average aircraft use rate of the
typical owner. Non-commercially operated aircraft that are
flown significantly more than 100 hours per year should
consider additional inspections commensurate with the hours
flown. 100-Hour Inspection or enrollment in a Progressive
Inspection Program should be considered in addition to the
normally required Annual Inspection. The Annual Inspection
interval may also be shortened to accommodate high
utilization rate.
Annual Inspection
Unless enrolled in a Progressive Inspection Program, The U.S.
Federal Aviation Regulations require all civil aircraft must undergo a
thorough Annual Inspection every twelve calendar months. Annual
Inspections are due on the last day of the twelfth month following the
last Annual Inspection. For example: If an Annual Inspection was
performed on 19 November 2010, the next Annual Inspection will be
due 30 November 2011. Annual Inspections must be accomplished
regardless of the number of hours flown the previous year and can
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only be performed by a licensed Airframe and Powerplant (A&P)
mechanic holding an Inspection Authorization (IA). All Cirrus
Authorized Service Centers can perform Annual Inspections. The
inspection is listed, in detail, in Chapter 5 of the Aircraft Maintenance
Manual.
100-Hour Inspection
If the airplane is used commercially, in addition to the Annual
Inspection requirement, the Federal Aviation Regulations require that
the airplane undergo a 100-Hour Inspection every 100 hours of flight
operation. The scope of the 100-Hour Inspection is identical to the
Annual Inspection except that it can be accomplished by a licensed
A&P mechanic. The 100-hour interval may be exceeded by not more
than 10 flight hours in order to reach a place where the inspection can
be accomplished. Any flight hours used to reach an inspection station
must be deducted from the next 100-Hour Inspection interval. The
inspection is listed, in detail, in Chapter 5 of the Aircraft Maintenance
Manual.
Cirrus Design Progressive Inspection Program
In lieu of the above requirements, an airplane may be inspected using
a Progressive Inspection Program in accordance with the Federal
Aviation Regulation Part 91.409.
The Cirrus Design Progressive Inspection Program provides for the
complete inspection of the airplane utilizing a five-phase cyclic
inspection program.
400 flight hours: A total of eight inspections are accomplished over the
course of 400 flight hours, with an inspection occurring every 50 flight
hours.
800 flight hours: A total of sixteen inspections are accomplished over
the course of 800 flight hours, with an inspection occurring every 50
flight hours.
The inspection items to be covered in the Progressive Inspection are
very similar to the Annual Inspection items. The Progressive
Inspection will accomplish a full Inspection of the airplane at 400 (or
800) flight hours or at 12 calendar months.
The inspections are listed, in detail, in Chapter 5 of the Aircraft
Maintenance Manual.
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Pilot Performed Preventative Maintenance
The holder of a Pilot Certificate issued under FAR Part 61 may
perform certain preventive maintenance described in FAR Part 43,
Appendix A. This maintenance may be performed only on an aircraft
that the pilot owns or operates and which is not used in air carrier
service. The regulation also stipulates that the pilot must also
complete the appropriate logbook entries. The following is a list of the
maintenance that the pilot may perform:
• Note •
The pilot should have the ability and manual procedures for
the work to be accomplished.
The pilot may not accomplish any work involving the removal
or disassembly of primary structure or operating system, or
interfere with an operating system, or affect the primary
structure.
• Remove, install, and repair tires.
• Clean, grease, or replace wheel bearings.
• Replace defective safety wire or cotter pins.
• Lubrication not requiring disassembly other than removal of
non-structural items such as access covers, cowlings, or
fairings.
• Caution •
Do not use unapproved lubricants. Unapproved lubricants
may damage control system components, including but not
limited to engine and flight controls. Refer to the AMM for
approved lubricants.
• Replenish hydraulic fluid in the hydraulic and brake reservoirs.
• Refinish the airplane interior or exterior (excluding balanced
control surfaces) with protective coatings.
• Repair interior upholstery and furnishings.
• Replace side windows.
• Replace bulbs, reflectors and lenses of position and landing
lights.
• Replace cowling not requiring removal of the propeller.
• Replace, clean or set spark plug gap clearance.
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• Replace any hose connection, except hydraulic connections,
with replacement hoses.
• Clean or replace fuel and oil strainers, as well as replace or
clean filter elements.
• Replace prefabricated fuel lines.
• Replace the battery and check fluid level and specific gravity.
Logbook Entry
After any of the above work is accomplished, appropriate logbook
entries must be made. Logbook entries should contain:
• The date the work was accomplished.
• Description of the work.
• Number of hours on the aircraft.
• The certificate number of pilot performing the work.
• Signature of the individual doing the work.
Logbooks should be complete and up to date. Good records reduce
maintenance cost by giving the mechanic information about what has
or has not been accomplished.
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Ground Handling
Application of External Power
A ground service receptacle, located just aft of the cowl on the left side
of the airplane, permits the use of an external power source for cold
weather starting and maintenance procedures.
• WARNING •
If external power will be used to start engine, keep yourself,
others, and power unit cables well clear of the propeller
rotation plane.
To apply external power to the airplane:
• Caution •
Do not use external power to start the airplane with a ‘dead’
battery or to charge a dead or weak battery in the airplane.
The battery must be removed from the airplane and battery
maintenance performed in accordance with the appropriate
AMM procedures.
1. Ensure that external power source is regulated to 28 VDC.
2. Check BAT and AVIONICS power switches are ‘off.’
3. Plug external power source into the receptacle.
4. Set BAT 1 switch to ON. 28 VDC from the external power unit will
energize the main distribution and essential distribution buses.
The airplane may now be started or electrical equipment operated.
5. If avionics are required, set AVIONICS power switch ON.
• Caution •
If maintenance on avionics systems is to be performed, it is
recommended that external power be used. Do not start or
crank the engine with the AVIONICS power switch ‘on.’
To remove external power from airplane:
1. If battery power is no longer required, set BAT 1 switch ‘off.’
2. Pull external power source plug.
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Towing
The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed in the rear baggage compartment or
by power equipment that will not damage or excessively strain the
nose gear assembly. The steering bar is engaged by inserting it into
lugs just forward of the nose wheel axle.
• Caution •
While pushing the aircraft backward, the tow bar must be
installed to keep the nose wheel from turning abruptly.
Do not use the vertical or horizontal control surfaces or
stabilizers to move the airplane. If a tow bar is not available,
use the wing roots as push points.
Do not push or pull on control surfaces or propeller to
maneuver the airplane.
Do not tow the airplane when the main gear is obstructed with
mud or snow.
If the airplane is to be towed by vehicle, do not turn the nose
wheel more than 90 degrees either side of center or structural
damage to the nose gear could result.
1. Refer to Section 1, Airplane Three View for turning radius
clearances. Be especially cognizant of hangar door clearances.
2. Insert tow bar into the lugs just forward of the nose wheel axle.
3. Release parking brake and remove chocks.
4. Move airplane to desired location.
5. Install chocks.
6. Remove tow bar.
To obtain a minimum radius turn during ground handling, the airplane
may be rotated around either main landing gear by pressing down on
the fuselage just forward of the horizontal stabilizer to raise the nose
wheel off the ground.
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Taxiing
Before attempting to taxi the airplane, ground personnel should be
instructed and authorized by the owner to taxi the airplane. Instruction
should include engine starting and shutdown procedures in addition to
taxi and steering techniques.
• Caution •
Verify that taxi and propeller wash areas are clear before
beginning taxi.
Do not operate the engine at high RPM when running up or
taxiing over ground containing loose stones, gravel, or any
loose material that may cause damage to the propeller blades.
Taxi with minimum power needed for forward movement.
Excessive braking may result in overheated or damaged
brakes.
1. Remove chocks.
2. Start engine in accordance with Starting Engine procedure.
3. Release parking brake.
4. Advance throttle to initiate taxi. Immediately after initiating taxi,
apply the brakes to determine their effectiveness. During taxiing,
use differential braking to make slight turns to ascertain steering
effectiveness.
• Caution •
Observe wing clearance when taxiing near buildings or other
stationary objects. If possible, station an observer outside the
airplane.
Avoid holes and ruts when taxiing over uneven ground.
5. Taxi airplane to desired location.
6. Shut down airplane and install chocks and tie-downs in
accordance with Shutdown procedure.
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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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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 AMM Section 6,
Airplane Weighing Procedures for illustration.
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.
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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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Servicing
Landing Gear Servicing
Serials 0442 thru 0656, 0658 thru 0689 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 0442 thru 0656, 0658 thru 0689 after SB2X-32-21, 0657, 0690
& 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 0442 thru 0656, 0658 thru 0689 before SB2X-32-21: The brake
system is filled with MIL-H-5606 hydraulic brake fluid.
Serials 0442 thru 0656, 0658 thru 0689 after SB2X-32-21, 0657, 0690
& 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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Cirrus Design
SR22T
Section 8
Handling and Servicing
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 0442 thru 0656, 0658 thru 0689 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 0442 thru 0656, 0658 thru 0689 after SB2X-32-21,
0657, 0690 & 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 0442 thru 0656, 0658 thru 0689 after SB2X-32-21, 0657,
0690 & 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 gouges. 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.
Propeller blades are painted with a durable specialized coating that is
resistant to abrasion. If this coating becomes eroded, it is necessary to
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Section 8
Handling and Servicing
Cirrus Design
SR22T
repaint the blades to provide proper erosion protection. Painting
should be performed by an authorized propeller repair station.
It is permissible to perform a blade touch-up with aerosol paint in
accordance with the appropriate revision of the Hartzell Propeller
Owner’s Manual (p/n 145).
8-18
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Cirrus Design
SR22T
Section 8
Handling and Servicing
Oil Servicing
The oil capacity of the Teledyne Continental IO-550-K 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
Engine Break-In: For first 25 hours of operation or until oil
consumption stabilizes use straight mineral oil conforming to MIL-C6529. If engine oil must be added to the factory installed oil, add only
MIL-C-6529 straight mineral oil.
After Engine Break-In: Use only oils conforming to Teledyne
Continental Specification SAE J 1899 (Ashless Dispersant Lubrication
Oil).
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Section 8
Handling and Servicing
Cirrus Design
SR22T
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
8-20
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 8
Handling and Servicing
Fuel System Servicing
Fuel Filtration Screen/Element
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 Airplane Maintenance Manual 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 46.0 U.S. gallons. When using less than the standard
92.0 U.S. gallon capacity, fuel should be distributed equally between
each side.
• WARNING •
During fueling 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.
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Cirrus Design
SR22T
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.
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P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 8
Handling and Servicing
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.
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.
• 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.
P/N 13772-005
Revision 1
8-23
Section 8
Handling and Servicing
Cirrus Design
SR22T
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.
Oxygen System Servicing
• Caution •
To preclude the possibility of fire by spontaneous combustion,
oil, grease, paint, hydraulic fluid, and other flammable material
should be kept away from oxygen equipment.
Service the oxygen system per the appropriate revision of the Precise
Flight Instructions for Continued Airworthiness for the Cirrus SR22/
SR22T Built-In Oxygen System, STC number SA01708SE, document
number 102NPMAN0003.
Key Fob Battery Replacement
Serials 1233 & 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.
8-24
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 8
Handling and Servicing
Cleaning and Care
Cleaning Exterior Surfaces
• Caution •
Airplane serials with Ice Protection System: Do not wax
leading edge porous panels. Refer to Section 9: Log of
Supplements of this handbook for instructions and limitations
for airplanes equipped with the Ice Protection System.
• 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.
P/N 13772-005
Original Issue
8-25
Section 8
Handling and Servicing
Cirrus Design
SR22T
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
8-26
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 8
Handling and Servicing
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.
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Handling and Servicing
Cirrus Design
SR22T
• 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.
8-28
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Revision 1
Cirrus Design
SR22T
Section 8
Handling and Servicing
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.
P/N 13772-005
Revision 1
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Section 8
Handling and Servicing
Cirrus Design
SR22T
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
8-30
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 8
Handling and Servicing
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.
P/N 13772-005
Revision 1
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Section 8
Handling and Servicing
Cirrus Design
SR22T
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.
8-32
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 8
Handling and 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.
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.
P/N 13772-005
Revision 1
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Section 8
Handling and Servicing
Cirrus Design
SR22T
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.
Dry the windows using a dry nonabrasive cotton cloth or chamois.
8-34
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 8
Handling and Servicing
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 & Leather Cleaner
51479-001
Vinyl and Leather Upholstery
Cirrus Design
Figure 8-4
Recommended Interior Cleaning Products
P/N 13772-005
Revision 1
8-35
Section 8
Handling and Servicing
Cirrus Design
SR22T
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.
8-36
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 8
Handling and Servicing
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 13772-005
Revision 1
8-37
Section 8
Handling and Servicing
Cirrus Design
SR22T
Intentionally Left Blank
8-38
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 9
Log of Supplements
Section 9: Log of Supplements
Inst Part Number Title
___ 13772-109 R2 Approved Oxygen Systems
___ 13772-114 R2 SR22 / SR22T Airplanes Registered in Canada
Rev Date
01-06-10
09-24-13
___ 13772-122 R1 SR22 / SR22T Airplanes Registered in European Union 07-07-10
___ 13772-131 R2 Artex ME406 406 MHz ELT System
01-06-10
___ 13772-135 R4 GFC 700 Automatic Flight Control System
09-08-14
___ 13772-136 R1 Garmin Terrain Awareness/Warning System
01-06-10
___ 13772-143 R2 Part 135 Electrical Loading Shedding Procedure
01-06-10
___ 13772-146 R1 SR22T Airplanes Registered in South Africa
02-25-13
___ 13772-147
10-07-10
SR22 / SR22T Airplanes Registered in Colombia
___ 13772-148 R1 SR22 / SR22T Airplanes Registered in Chile
03-11-13
___ 13772-149 R1 SR22 / SR22T Airplanes Registered in Mexico
09-24-13
___ 13772-151
TKS Anti-Ice System
02-01-13
___ 13772-155
SR22T Airplanes Registered in Egypt
04-07-14
___ 13772-156
Artex ELT 1000 406 MHz ELT System
11-20-14
P/N 13772-005, 13772-005E, 13772-005AR, 21400-005
Revision 1
9-1
Section 9
Log of Supplements
Cirrus Design
SR22T
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 13772-005, 13772-005E, 13772-005AR, 21400-005
Original Issue
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual
Supplement
for
Approved Oxygen Systems
When supplemental oxygen is required by the applicable operating
rules (FAR Part 91 or FAR Part 135), this Supplement is applicable
and must be inserted in the Supplements Section of the Pilot’s
Operating Handbook. This document must be carried in the airplane at
all times. Information in this supplement adds to, supersedes, or
deletes information in the basic Pilot’s Operating Handbook.
• Note •
This POH Supplement Revision dated Revision 02: 01-06-10,
supersedes and replaces the Revision 01 release of this POH
Supplement dated 10-10-03.
P/N 13772-109
Revision 02: 01-06-10
1 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 1 - General
This supplement lists the approved portable oxygen systems that may
be used in the aircraft when supplemental oxygen is required by the
applicable operating rules, as well as provides mounting instructions
and general operating procedures for all approved systems.
Section 2 - Limitations
Above 18,000 ft a mask covering the nose and mouth of the user must
be used. Use of cannulas above 18,000 ft is prohibited.
The following portable oxygen systems and dispensing units are
approved for use in the aircraft:
Model
Capacity
Supplier
Dispensing Units
XCP-682
682 L
XCP-415
415 L
XCP-180
180 L
Mountain High
Equip. & Supply
Redmond, OR
mhoxygen.com
Mask (1 minimum),
Cannula,
A4 Flowmeters Only (use mask or
std. cannula scale only)
Do not use A3 flowmeters
The system must be configured so that at least one mask capable of
covering the nose and mouth is available for use. If nasal cannulas are
provided in addition to the mask(s), the instruction sheet provided by
the cannula manufacturer must be affixed to the tubing on each
cannula and available to each user. The instructions must contain the
following information:
• A warning against smoking while oxygen is in use;
• An illustration showing the correct method of donning; and
• A visible warning against use of the cannula with nasal
obstructions or head colds with resultant nasal congestion.
The oxygen bottle must be secured in the right front seat so that the
pilot can view the oxygen pressure gage and operate the regulator.
When the oxygen bottle is installed, the seat may not be occupied in
flight and the maximum occupancy is reduced by one. Oxygen storage
bottles were hydrostatically tested at manufacture and the date
stamped on the bottle. The storage bottle must be hydrostatic tested
and recertified every 5 years.
2 of 6
P/N 13772-109
Revision 02: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Section 3 - Emergency Procedures
Smoke and Fume Elimination
In addition to the procedures outlined in the basic Handbook, pilot and
passengers should don cannulas or masks and use oxygen at the
maximum flow rate until smoke and fumes have cleared.
Section 4 - Normal Procedures
• Note •
Refer to Figure 2 – Oxygen Duration for duration at various
altitudes and passengers using oxygen.
Preflight
1. Oxygen Bottle (right front seat) ................ Check Properly Secured
2. Oxygen Masks or Cannulas...................... Connected to Regulator
3. Oxygen Pressure Gage ..................................................Green Arc
4. Oxygen Shutoff Valve .............................................................. OFF
Before Starting Engine
1. Passengers ............................. Brief on Oxygen System Operation
• Note •
Briefing to include oxygen mask/cannula donning, flowmeter
adjustment, and connection to oxygen bottle regulator.
Climb
As airplane approaches altitude requiring oxygen:
1. Pilot and passengers ................................Don Masks or Cannulas
2. Oxygen Shutoff Valve ................................................................ON
3. Flowmeters ................................Adjust flow for final cruise altitude
• WARNING •
Set A4 flowmeter using standard cannula or mask scale. Do
not use scale for oxygen conserving.
P/N 13772-109
Revision 02: 01-06-10
3 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Descent
After airplane descends through altitude requiring oxygen:
1. Oxygen Shutoff Valve...............................................................OFF
2. Pilot and passengers............................... Stow Masks or Cannulas
Section 5 - Performance
No change from basic Handbook.
Section 6 - Weight & Balance
The weight, arm, and moment for fully charged systems (1800 – 2200
psi) is provided in the following table:
Model
Weight - lb
Arm
Moment/1000
XCP-682 (682 Liter)
14.00
143.5
2.01
XCP-415 (415 Liter)
10.25
143.5
1.47
XCP-180 (180 Liter)
4.50
143.5
0.65
Section 7 - System Description
Refer to approved system manufacturer’s data for a description of the
equipment, cleaning instructions, and specific operational instructions.
Mounting Instructions
The oxygen bottle must be properly mounted in the right front
passenger seat using the cylinder harness supplied with the system.
When properly mounted and secured, the pilot will be able to view the
oxygen pressure gage and operate the shutoff valve. See Figure 1 for
mounting instructions.
4 of 6
P/N 13772-109
Revision 02: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
INITIAL INSTALLATION
Clip strap to triangular loop as shown in
Detail A. Route strap over headrest, down
the back of the seat, and forward between
the cushion and seat back. Clip strap to
lower triangular loop. Tighten strap with
cinch.
TUFF PACK BAG
OXYGEN BOTTLE
Note Prior to installing bottle the
first time, the horizontal straps will
be disassembled in order to pass
the loose ends through the loops
on the Tuff Pack Bag. Be sure to
note the strap routing through the
buckle and cinch during
disassembly to aid in reassembly.
Route loose end of strap around
the seat back, through rectangular
loops on forward side of bottle, as
shown in Detail B, through the male
buckle half, and through the cinch,
as shown in Detail C. Insert male
buckle half into female buckle half
and tighten strap at cinch.
Same as step 2.
CLIP
LOOP
MALE
BUCKLE
FEMALE
BUCKLE
STRAP
LOOP
LOOP
CINCH
SR20_FM09_1081
Figure - 1
Oxygen Bottle Mounting
P/N 13772-109
Revision 02: 01-06-10
5 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
OXYGEN DURATION - HOURS
Fully Charged System
(1800 psig at 70° F)
System
Typical
(Liters)
XCP-180
(134)
XCP-415
(371)
XCP-682
(609)
Number of
Persons
Using O2
Altitude ~ Feet
10,000
15,000
18,000
25,000
1
2.23
1.49
1.24
0.89
2
1.12
0.75
0.62
0.45
3
0.74
0.50
0.41
0.30
1
6.18
4.12
3.43
2.47
2
3.09
2.06
1.71
1.24
3
2.06
1.37
1.14
0.82
1
10.15
6.77
5.64
4.06
2
5.08
3.39
2.82
2.03
3
3.38
2.26
1.88
1.35
Durations assume typical flow rate of 1.0 liter/minute at 10,000 feet pressure altitude.
Figure - 2
Oxygen Duration
6 of 6
P/N 13772-109
Revision 02: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual
Supplement
for
SR22 / SR22T Airplanes Registered in the
European Union
1. This supplement is required for operation of Cirrus Design SR22
serial numbers 0002 and subsequent and SR22T serial numbers
0001 and subsequent when registered in the European Union.
This supplement must be attached to the applicable SR22 and
SR22T EASA/FAA-approved Airplane Flight Manuals.
2. The information contained within this supplement is to be used in
conjunction with the basic AFM and supplements. The information
contained herein supplements or supersedes that in the basic
manual and approved supplements only in those areas indicated.
3. Compliance with the limitations contained in the basic manual and
approved supplements is mandatory.
4. Foreign operating rules and any references to such rules in the
basic manual and approved supplements are not applicable in the
European Union. The aircraft must be equipped and operated in
accordance with applicable operating requirements.
5. A Kinds of Operating Equipment List (KOEL) may not necessarily
apply in the European Union.
• Note •
This POH Supplement Change, dated Revision 01: 07-072010, supersedes and replaces the Original Issue of this POH
Supplement dated 04-12-06.
13772-122
Revision 01: 07-07-2010
1 of 2
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 1 - General
No Change.
Section 2 - Limitations
No Change.
Section 3 - Emergency Procedures
No Change.
Section 4 - Normal Procedures
Noise Characteristics/Abatement
Serials 22T-0001 and subsequent: The certificated noise levels for the
aircraft established in accordance with ICAO Annex 16, Volume I are:
Configuration
Hartzel 3-blade Propeller
PHC-J3Y1F-1N/N7605(B)
Actual
Maximum Allowable
81.30 dB(A)
85.00 dB(A)
Section 5 - Performance
No Change.
Section 6 - Weight & Balance
No Change.
Section 7 - Systems Description
No Change.
Section 8 - Handling, Servicing & Maintenance
No Change.
Section 9 - Supplements
No Change.
Section 10 - Safety Information
No Change.
2 of 2
13772-122
Revision 01: 07-07-2010
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual
Supplement
for
Artex ME406 406 MHz ELT System
When Artex ME406 406 MHz ELT System is installed on the aircraft,
this POH Supplement is applicable and must be inserted in the
Supplements Section of the Pilot’s Operating Handbook. This
document must be carried in the airplane at all times. Information in
this supplement adds to, supersedes, or deletes information in the
basic Pilot’s Operating Handbook.
This POH Supplement Change, dated Revision 02: 01-06-10,
supersedes and replaces the Revision 01 release of this POH
Supplement dated 05-13-08.
P/N 13772-131
Revision 02: 01-06-10
1 of 8
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 1 - General
The 406 MHz emergency locator transmitter (ELT) is a radiofrequency transmitter that generates a signal to assist in search and
rescue for missing aircraft. The ELT automatically transmits the
standard sweep tone on 121.5 MHz if rapid deceleration is detected. In
addition, for the first 24 hours of operation, a 406 MHz signal
Figure -1
Artex ME406 ELT System
2 of 8
P/N 13772-131
Revision 02: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
containing aircraft specific information is transmitted at 50 seconds for
440 milliseconds.
FO
RW
ARD
W
ARNING
1
8
CIRCUIT
BREAKER
PANEL
OR
ALT AIR
BRACKET
(REF)
2
7
1
6
5
MOUNTING
TRAY (REF)
4
3
LEGEND
1. LED Annunciator
2. Remote Switch
3. Antenna
4 Remote Cable
5. Main Control Switch
6. Antenna Jack
7. Attach Straps
8. Artex ME406 ELT
SR22_FM09_2677A
P/N 13772-131
Revision 02: 01-06-10
3 of 8
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 2 - Limitations
No Change.
Section 3 - Emergency Procedures
Forced Landing
Before performing a forced landing activate the ELT transmitter
manually by turning the ELT remote switch to the 'ON'-position.
Immediately after a forced landing, perform the following procedure:
• Note •
The ELT Remote Switch and Control Panel Indicator could be
inoperative in the event of a forced landing. If inoperative, the
inertia “G” switch will activate automatically. However, to turn
the ELT OFF and ON will require manual switching of the main
control switch located on the ELT unit.
1. ELT Remote Switch......................................................... Verify ON
• Switch the ELT Remote Switch ON even if the red LED
annunciator is flashing.
• If airplane radio operable and can be safety used (no threat of
fire or explosion), turn radio ON and select 121.5 MHz. If the
ELT can be heard transmitting, it is working properly.
2. Battery Power ................................................................. Conserve
• Do not use radio transceiver until rescue aircraft is sighted.
After sighting rescue aircraft:
3. ELT Remote Switch................................................. “ARM” position
to prevent radio interference.
• Attempt contact with rescue aircraft with the radio transceiver
set to a frequency of 121.5 MHz. If no contact is established,
switch the panel mounted switch to the 'ON'-position
immediately.
(Continued on following page)
4 of 8
P/N 13772-131
Revision 02: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Portable Use of ELT
The ELT transmitter can be removed from the airplane and used as a
personal locating device if it is necessary to leave the airplane after an
accident. Access the unit as described below and set the ELT
transmitter control switch to the 'ON'-position.
1. Remove avionics bay access panel along the aft portion of the RH
fuselage or the lower aft center access panel of baggage
compartment.
2. Disconnect fixed antenna lead from front of unit.
3. Disconnect lead from remote switch and indicator unit.
4. Disconnect antenna from mounting tray.
5. Loosen attach straps and remove transmitter unit.
6. Attach antenna to antenna jack on front of unit.
7. Set main control switch to ON.
8. Hold antenna upright as much as possible.
Section 4 - Normal Procedures
No Change.
Section 5 - Performance
No Change.
Section 6 - Weight & Balance
Installation of the subject propeller adds the following optional (Sym =
O) equipment at the weight and arm shown in the following table.
ATA /
Item
Description
Sym
Qty
Part Number
Unit
Wt
Arm
25-01
Artex ME406 ELT and Batteries
O
1
17190-100
3.4
229.5
P/N 13772-131
Revision 02: 01-06-10
5 of 8
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 7 - Systems Description
This airplane is equipped with a self-contained Artex ME406 406 MHz
ELT System. The transmitter unit is automatically activated upon
sensing a change of velocity along its longitudinal axis exceeding 4 to
5 feet per second. Once activated, the transmitter transmits VHF band
audio sweeps at 121.5 Mhz until battery power is gone. In addition, for
the first 24 hours of operation, a 406 MHz signal is transmitted at 50second intervals. This transmission lasts 440 ms and contains
identification data received by Cospas-Sarsat satellites. The
transmitted data is referenced in a database maintained by the
national authority responsible for ELT registration to identify the
beacon and owner. The ELT transmitter is installed immediately
behind the aft cabin bulkhead, slightly to the right of the airplane
centerline. 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 main
transmitter control switch is labeled “ON” - “ARM”. The transmitter is in
the armed position for normal operations. A red LED annunciator
flashes when the ELT is transmitting. A battery pack consisting of two
“D” cell lithium batteries mounts to a cover assembly within the
transmitter to provide power to the transmitter. The expiration date of
the batteries are indicated on the outside of the ELT battery case and
recorded in the aircraft logs. A warning buzzer is mounted to the
transmitter mounting tray. When the ELT is activated, the buzzer
“beeps” periodically. This buzzer operates in tandem with the ELT
panel indicator and serves as a redundant annunciation. Power to the
buzzer is supplied by the ELT batteries. Serials 22-0002 thru 22-2978,
22-2980 thru 22-2991, and 22-2993 thru 22-3001: The ELT Remote
Switch and Control Panel Indicator (RCPI) is located below the circuit
breakers on the circuit breaker panel or Serials 22-2979, 22-2992, and
22-3002 and subsequent, 22T-0001 and subsequent, below the
Alternate Induction Air Control knob near the pilot’s right knee. The
RCPI provides test and monitoring functions for the transmitter. The
panel contains a switch labeled “ON” - “ARM”, and a red LED
annunciator. The red LED annunciator flashes when the ELT is
transmitting. Power to the LED is supplied by either the clock bus on
the MCU (Serials 22-1863 thru 22-2083) or by a 6V lithium battery in
the RCPI (Serials 22-2084 and subsequent, 22T-0001 and
subsequent).
6 of 8
P/N 13772-131
Revision 02: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Section 8 - Handling, Servicing & Maintenance
ELT and RCPI batteries must be inspected in accordance with the
Airplane Maintenances Manual, 5-20 - Scheduled Maintenance
Checks.
The ELT and RCPI batteries must be replaced upon reaching the date
stamped on the batteries, after an inadvertent activation of unknown
duration, or whenever the batteries have been in use for one
cumulative hour.
Inspection / Test
After setting transmitter switch to ARM position, the ELT automatically
enters a self-test mode. The self-test transmits a 406 MHz test coded
pulse that monitors certain system functions before shutting off. The
test pulse is ignored by any satellite that receives the signal, but the
ELT uses this pulse to check output power and frequency. Other
parameters of the ELT are checked and a set of error codes is
generated if a problem is found. The error codes are indicated by a
series of pulses on the transmitter LED, remote control panel indicator
LED, and alert buzzer.
• Note •
FAA regulations require that transmitter tests only be done
during the first 5 minutes of each hour and must not last for
more than 3 audio sweeps (1.5 seconds). If you are at a
location where there is an FAA control tower or other
monitoring facility, notify the facility before beginning the tests.
Never activate the ELT while airborne for any reason.
Operators may wish to use a low quality AM broadcast
receiver to determine if energy is being transmitted from the
antenna. When the antenna of the radio (tuning dial on any
setting) is held about 6 inches from the activated ELT
antenna, the ELT aural tone will be heard on the AM
broadcast receiver. This is not a measured check, but it does
provide confidence that the antenna is radiating sufficient
power to aid search and rescue. The aircraft’s VHF receiver,
tuned to 121.5 MHz, may also be used. This receiver,
however, is more sensitive and could pick up a weak signal
even if the radiating ELT’s antenna is disconnected. Thus it
P/N 13772-131
Revision 02: 01-06-10
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
does not check the integrity of the ELT system or provide the
same level of confidence as does an AM radio.
1. Tune aircraft receiver to 121.5 MHz.
2. Turn the ELT aircraft panel switch "ON" for about 1 second, then
back to the "ARM" position. The receiver should transmit about 3
audio sweeps.
3. At turn-off (back to 'ARM' state) the panel LED and buzzer should
present 1 pulse. If more are displayed, determine the problem
from the list below.
4. Codes displayed with the associated conditions are as follows:
a. 1-Flash: Indicates that the system is operational and that no
error conditions were found.
b. 2-Flashes: Not used. If displayed, correct condition before
further flight.
c.
3-Flashes: Open or short circuit condition on the antenna
output or cable. If displayed, correct condition before further
flight.
d. 4-Flashes: Low power detected. If displayed, correct condition
before further flight.
e. 5-Flashes: Indicates that the ELT has not been programmed.
Does not indicate erroneous or corrupted programmed data. If
displayed, correct condition before further flight.
f.
6-Flashes: Indicates that G-switch loop is not installed. If
displayed, correct condition before further flight.
g. 7-Flashes: Indicates that the ELT battery has too much
accumulated operation time (> 1hr). If displayed, correct
condition before further flight.
Section 10 - Safety Information
No Change.
8 of 8
P/N 13772-131
Revision 02: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual
Supplement
for the
GFC 700 Automatic Flight Control System
(Aircraft Serials w/ Perspective Avionics Only)
Including optionally installed Electronic Stability and Protection
(ESP), Underspeed Protection (USP), and Hypoxia Detection and
Automatic Descent functions.
When the GFC 700 Automatic Flight Control System is installed on the
aircraft, this POH Supplement is applicable and must be inserted in
the Supplements Section of the basic Pilot’s Operating Handbook.
This document must be carried in the airplane at all times. Information
in this supplement adds to, supersedes, or deletes information in the
basic Pilot’s Operating Handbook.
• Note •
This POH Supplement Change, dated Revision 04: 09-08-14,
supersedes and replaces the Revision 03 release of this POH
Supplement dated 12-14-10.
P/N 13772-135
Revision 04: 09-08-14
1 of 32
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 1 - General
The aircraft is equipped with a Garmin GFC 700 Automatic Flight
Control System (AFCS) which is fully integrated within the Cirrus
Perspective Integrated Avionics System architecture. Refer to Section
7 - System Description and the Cirrus Perspective Pilot’s Guide for
additional description of the AFCS and operating procedures..
Determining status of Autopilot Underspeed Protection (USP)
and Hypoxia Detection and Automatic Descent
If Perspective System software load 0764-09 or later is installed, the
aircraft has these functions installed. Software load is displayed in the
upper RH corner of the first MFD screen presented after power-up.
Determining status of Electronic Stability and Protection (ESP)
If the aircraft is equipped with ESP (software load 0764-09 or later), it
is identified and displayed on the second MFD splash screen
presented after power-up. This page will state “This aircraft is
equipped with Electronic Stability & Protection” if installed.
Software load 0764-20 or later also supports Discrete-Triggered Low
Speed ESP.
Section 2 - Limitations
1. The appropriate revision of the Cirrus Perspective Cockpit
Reference Guide (p/n 190-00821-XX, where X can be any digit
from 0 to 9) must be immediately available to the pilot during flight.
The system software version stated in the reference guide must
be appropriate for the system software version displayed on the
equipment.
2. Minimum Autopilot Speed ..................................................80 KIAS
3. Maximum Autopilot Speed ...............................................185 KIAS
4. Autopilot Minimum-Use-Height:
a. Takeoff and Climb ................................................400 feet AGL
b. Enroute and Descent.........................................1000 feet AGL
c.
Approach (GP or GS Mode) ............ Higher of 200 feet AGL or
Approach MDA, DA, DH.
d. Approach (IAS, VS, PIT or ALT Mode)...Higher of 400 feet
AGL or Approach MDA.
5. Yaw Damper must be turned off for takeoff and landing.
2 of 32
P/N 13772-135
Revision 04: 09-08-14
Cirrus Design
SR22 / SR22T
Section 9
Supplements
6. The Autopilot may not be engaged beyond the Engagement
Limits. If the Autopilot is engaged beyond the command limits (up
to engagement limits), it will be rolled or pitched to within the
command limits and an altitude loss of 1000 feet or more can be
expected while attitude is established in the selected mode.
Axis
Autopilot Engagement Limit
Pitch
± 30°
Roll
± 75°
7. The Autopilot and Flight Director will not command pitch or roll
beyond the Command Limits.
Axis
Autopilot Command Limit
FD Pitch Command Limits
+20°, -15°
FD Roll Command Limits
± 25°
8. Use of VNAV is not supported during an approach with a teardrop
course reversal. VNAV will be disabled at the beginning of the
teardrop.
9. For aircraft with optional USP or optional Discrete-Triggered Low
Speed ESP, if Stall Warning is inoperative, Autopilot Underspeed
Protection will not be provided in Altitude Critical Modes (ALT, GS,
GP, TO and GA), and Low Speed ESP will not be available.
P/N 13772-135
Revision 04: 09-08-14
3 of 32
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 3 - Emergency Procedures
Autopilot Malfunction
Refer to Electric Trim/Autopilot Failure abnormal procedure in the
basic POH. Do not reengage the Autopilot until the malfunction has
been identified and corrected. The Autopilot may be disconnected by:
1. Pressing the A/P DISC on the control yoke.,
or
2. Pulling the AP SERVOS circuit breaker on MAIN BUS 1.
Altitude lost during a roll or pitch axis Autopilot malfunction and
recovery:
Flight Phase
Bank Angle
Altitude Loss
Climb
45°
300 ft
Cruise
45°
300 ft
Maneuvering
45°
300 ft
Descent
45°
300 ft
Approach
45°
70 ft
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SR22 / SR22T
Section 9
Supplements
Section 3A - Abnormal Procedures
Altitude Miscompare
ALT MISCOMP Caution
ALT MISCOMP
For dual ADC installations, altitude difference is greater than 200 feet
between ADC1 and ADC2.
1. Altitude ............. CROSS-CHECK ADC1 against Standby Altimeter
2. ADC2 ................................................................................ SELECT
a. Press SENSOR softkey on PFD, followed by ADC2 softkey
b. Expect USING ADC2 message on PFD
3. Altitude ............. CROSS-CHECK ADC2 against Standby Altimeter
4. ADC ............................................................ SELECT more reliable
a. Press SENSOR softkey, then select the ADC that provided the
most reliable altitude indication
Airspeed Miscompare
IAS MISCOMP Caution
IAS MISCOMP
For dual ADC installations, airspeed difference is greater than 7 knots
between ADC1 and ADC2.
1. Airspeed........... CROSS-CHECK ADC1 against Standby Airspeed
Indicator
2. ADC2 ................................................................................ SELECT
a. Press SENSOR softkey on PFD, followed by ADC2 softkey
b. Expect USING ADC2 message on PFD
3. Airspeed........... CROSS-CHECK ADC2 against Standby Airspeed
Indicator
4. ADC ............................................................ SELECT more reliable
a. Press SENSOR softkey, then select the ADC that provided the
most reliable airspeed indication
P/N 13772-135
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
Heading Miscompare
HDG MISCOMP Caution
HDG MISCOMP
For dual AHRS installations, heading difference is greater than 6°
between AHRS 1 and AHRS 2.
1. Heading....... CROSS-CHECK AHRS1 against Magnetic Compass
2. AHRS2 .............................................................................. SELECT
a. Press SENSOR softkey on PFD, followed by AHRS2 softkey
b. Expect USING AHRS2 message on PFD
3. Altitude ........ CROSS-CHECK AHRS2 against Magnetic Compass
4. AHRS .......................................................... SELECT more reliable
a. Press SENSOR softkey, then select the AHRS that provided
the most reliable heading indication
Pitch Miscompare
PIT MISCOMP Caution
PIT MISCOMP
For dual AHRS installations, pitch difference is greater than 5°
between AHRS 1 and AHRS 2. Flight Director, Autopilot, and ESP (if
installed) will not be available when pitch miscompare exists.
1. Pitch ......CROSS-CHECK AHRS1 against Stdby Attitude Indicator
2. AHRS2 .............................................................................. SELECT
a. Press SENSOR softkey on PFD, followed by AHRS2 softkey
b. Expect USING AHRS2 message on PFD
3. Pitch ......CROSS-CHECK AHRS2 against Stdby Attitude Indicator
4. AHRS .......................................................... SELECT more reliable
a. Press SENSOR softkey, then select the AHRS that provided
the most reliable pitch indication
5. UNRELIABLE AHRS CIRCUIT BREAKER ............................ PULL
Pulling circuit breaker for unreliable AHRS will clear miscompare
condition, but will result in 'NO PIT/ROLL/HDG COMPARE'
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Cirrus Design
SR22 / SR22T
Section 9
Supplements
advisory since backup source is not available for comparison.
Flight Director, Autopilot and ESP will become available when
unreliable AHRS CB is pulled.
Roll Miscompare
ROLL MISCOMP Caution
ROLL MISCOMP
For dual AHRS installations, roll (bank) difference is greater than 6°
between AHRS 1 and AHRS 2.
1. Roll........ CROSS-CHECK AHRS1 against Stdby Attitude Indicator
2. AHRS2 .............................................................................. SELECT
a. Press SENSOR softkey on PFD, followed by AHRS2 softkey
b. Expect USING AHRS2 message on PFD
3. Roll........ CROSS-CHECK AHRS2 against Stdby Attitude Indicator
4. AHRS .......................................................... SELECT more reliable
a. Press SENSOR softkey, then select the AHRS that provided
the most reliable roll indication
5. UNRELIABLE AHRS CIRCUIT BREAKER............................ PULL
Pulling circuit breaker for unreliable AHRS will clear miscompare
condition, but will result in 'NO PIT/ROLL/HDG COMPARE'
advisory since backup source is not available for comparison.
Flight Director, Autopilot and ESP will become available when
unreliable AHRS CB is pulled.
Autopilot Miscompare
AP MISCOMP Caution
AP MISCOMP
Autopilot miscompare, Autopilot is not available.
1. Continue flight without Autopilot or isolate and remove the
unreliable sensor to clear the MISCOMP as described for ROLL or
PIT MISCOMP checklists to restore the autopilot.
P/N 13772-135
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
Autopilot and PFD Using Different AHRSs
AP/PFD AHRS Caution
AP/PFD AHRS
The Autopilot and PFD are using different Attitude and Heading
Reference Systems.
1. Continue flight without Autopilot. Monitor Standby Instruments.
Pilot may manually select other AHRS if installed.
No Autopilot ADC Modes Available
NO ADC MODES Caution
NO ADC MODES
Autopilot air data modes are not available.
1. Autopilot may only be engaged in pitch (PIT) mode.
No Autopilot Vertical Modes Available
NO VERT MODES Caution
NO VERT MODES
Autopilot vertical modes are not available.
1. Autopilot may only be engaged in lateral mode.
Altitude Selection Deviation
ALTITUDE SEL Advisory
ALTITUDE SEL
The pilot has programmed the Autopilot to climb or descend away
from the selected altitude. Typically done unintentionally.
1. Altitude Selection ................................CORRECT, AS REQUIRED
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P/N 13772-135
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SR22 / SR22T
Section 9
Supplements
Course Selection Track Error
COURSE SEL Advisory
COURSE SEL
The pilot has selected an Autopilot mode (ROL) and engaged a NAV
mode (VLOC or GPS) and the current aircraft track will not intercept
the selected course. Typically done unintentionally.
1. Course Heading .................................. CORRECT, AS REQUIRED
Autopilot Hypoxia Detection System (Optional)
ARE YOU ALERT? Advisory
ARE YOU ALERT?
No pilot activity has been detected over a prescribed interval of time,
interval decreases as altitude increases.
1. Actuate any Integrated Avionics System softkey or knob to reset
system.
HYPOXIA ALERT Caution
HYPOXIA ALERT
No pilot response to the ARE YOU ALERT? annunciation detected
after one minute.
1. Actuate any Integrated Avionics System softkey or knob to reset
system.
P/N 13772-135
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
AUTO DESCENT Warning
AUTO DESCENT
No pilot response to the HYPOXIA ALERT annunciation detected after
one minute. Warning remains until pilot responds. Automatic descent
begins after one minute of unanswered Warning. Once it begins,
automatic descent will commence to 14,000 feet for 4 minutes, then to
12,500 feet thereafter. Once descent begins, only a decouple of the
Autopilot will interrupt this process.
1. If within 60 seconds of AUTO DESCENT Warning (prior to
descent):
a. Actuate Integrated Avionics System softkey or knob to reset.
2. If greater than 60 seconds of AUTO DESCENT Warning:
a. Autopilot............................................................ DISCONNECT
b. Situation..................................................................... ASSESS
• WARNING •
Pilot should carefully asses aircraft state, altitude, location,
and physiological fitness to maintain continued safe flight.
c.
ATC............................................ COMMUNICATE SITUATION
d. ALT Bug ....................................................... RESET to desired
e. Autopilot.................................................................... ENGAGE
If hypoxia suspect:
f.
Oxygen Masks or Cannulas ............................................. DON
g. Oxygen System .................................................................. ON
h. Oxygen Flow Rate .................................................. MAXIMUM
i.
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Blood Oxygen Saturation Level ................................... CHECK
P/N 13772-135
Revision 04: 09-08-14
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SR22 / SR22T
Section 9
Supplements
Underspeed Protection Recovery (Optional)
UNDERSPEED PROTECT ACTIVE Warning
UNDERSPEED PROTECT ACTIVE
Autopilot engaged and airspeed has fallen below minimum threshold.
Recovery may be initiated in one of three ways:
1. Power Lever..................................................................INCREASE
as required to correct underspeed condition.
or
1. Autopilot AP DISC Switch ................................................. SELECT
and manually fly aircraft.
or
1. Autopilot ............................................................ CHANGE MODES
to one in which the AFCS can maintain.
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 4 - Normal Procedures
• Note •
Normal operating procedures for the GFC 700 Automatic
Flight Control System are described in the Cirrus Perspective
Pilot’s Guide.
PreFlight Inspection
1. A self test is performed upon power application to the AFCS. A
boxed AFCS annunciator will appear on the PFD in white text on a
red background, followed by a boxed PFT in black text on a white
background. Successful completion is identified by all Mode
Controller annunciations illuminating for two seconds.
Before Taxiing
1. Manual Electric Trim ..............................................................TEST
Press the AP DISC button down and hold while commanding trim.
Trim should not operate either nose up or nose down.
2. Autopilot ..............................................ENGAGE (press AP button)
3. Autopilot Override ..................................................................TEST
Move flight controls fore, aft, left and right to verify that the
Autopilot can be overpowered.
4. Autopilot ........................................DISENGAGE (press AP button)
5. Trim ................................................................ SET FOR TAKEOFF
Enabling/Disabling ESP (Optional)
1. Turn the large FMS Knob to select the AUX page group
2. Turn the small FMS Knob to select the System Setup Page.
3. Press the SETUP 2 Softkey.
4. Press the FMS Knob momentarily to activate the flashing cursor.
5. Turn the large FMS Knob to highlight the ‘Status’ field in the
Stability & Protection Box.
6. Turn the small FMS Knob to select ‘ENABLED’ or ‘DISABLED’.
7. Press the FMS Knob momentarily to remove the flashing cursor.
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SR22 / SR22T
Section 9
Supplements
Temporary Interrupt of ESP (Optional)
Although ESP is only provided when AFCS Autopilot is disengaged,
the AFCS and its servos are the source of ESP guidance. When the
AP Disconnect button is pressed and held, the servos will provide no
ESP control force feedback. Upon release of the AP Disconnect
button, ESP will be restored.
1. AP Disconnect ..........PRESS and HOLD until maneuver complete
Section 5 - Performance
• WARNING •
The Autopilot may not be able to maintain all selectable
vertical speeds. Selecting a vertical speed that exceeds the
aircraft’s available performance may cause the aircraft to stall.
If AFCS Underspeed Protection function is not installed, the Autopilot
will disconnect if the Stall Warning System is activated.
Section 6 - Weight & Balance
Refer to Section 6 - Weight and Balance of the basic POH.
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 7 - System Description
This airplane is equipped with a GFC 700 - a two axis (three axis
optional), fully digital, dual channel, fail passive Automatic Flight
Control System (AFCS). The system consists of the GFC 705 AFCS
Mode Controller, Flight Management System Keyboard, Roll Servo,
Pitch Servo, Yaw Servo (optional), Integrated Avionics Units, Pitch
Trim Adapter, Autopilot Disconnect Switch, Take Off / Go Around
Button, Electric Pitch-Trim and Roll-Trim Hat Switch. The GFC 700
AFCS with optional Yaw Damper can be divided into three primary
operating functions:
Flight Director - The Flight Director provides pitch and roll commands
to the AFCS system and displays them on the PFD. With the Flight
Director activated, the pilot can hand-fly the aircraft to follow the path
shown by the command bars. Flight Director operation takes place
within the #1 Integrated Avionics Unit and provides:
• Mode annunciation
• Vertical reference control
• Pitch and roll command calculation
• Pitch and roll command display
Autopilot - The Autopilot controls the aircraft pitch, roll, and if installed,
yaw attitudes, while following commands received from the Flight
Director. Autopilot operation occurs within the trim servos and
provides:
• Autopilot engagement and annunciation
• Autopilot command and control
• Auto-trim operation
• Manual electric trim
• Two axis airplane control (pitch and roll), including approaches
• Level (LVL) mode engagement command of zero roll and zero
vertical speed.
Optional Yaw Damper - Yaw Damper operation is provided by the yaw
servo and supplies:
• Yaw Damper engagement and annunciation
• Yaw axis airplane control
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P/N 13772-135
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SR22 / SR22T
Section 9
Supplements
PFD
MFD
GFC 705
MODE CONTROLLER
INTEGRATED
AVIONICS UNIT 1
GO-AROUND
SWITCH
INTEGRATED
AVIONICS UNIT 2
A/P DISC
PITCH TRIM
ADAPTER
4-WAY
TRIM
PITCH TRIM
CARTRIDGE
ROLL SERVO
PITCH SERVO YAW SERVO
(optional)
SR22_FM09_2919
Figure -1
GFC 700 Automatic Flight Control System Schematic
P/N 13772-135
Revision 04: 09-08-14
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
GFC 705 AFCS Mode Controller
The GFC 705 AFCS Mode Controller, located in the upper section of
the center console, provides primary control of Autopilot modes and, if
installed, yaw damper engagement. A pitch wheel is included for
adjustment of pitch mode reference. 28 VDC for GFC 705 AFCS Mode
Controller operation is supplied through 5-amp KEYPADS / AP CTRL
circuit breaker on MAIN BUS 1. All Autopilot mode selection is
performed by using the mode select buttons and pitch wheel on the
controller. Available functions are as follows:
HDG - Heading Button
The HDG hold button selects/deselects the Heading Select mode.
Heading Select commands the Flight Director to follow the heading
bug (selected with the HDG knob).
NAV - Navigation Button
The NAV button selects/deselects the Navigation mode. This provides
lower gains for VOR enroute tracking and disables glideslope coupling
for localizer or back course approaches and glideslope coupling for
GPS approaches. This button is also used to couple to the GPS.
APR - Approach Button
The APR button selects the Approach mode. This provides higher
gains for VOR approach tracking and enables glideslope coupling for
ILS approaches and GPS coupling for LPV (Localizer Performance
with Vertical Guidance) and LNAV +V approaches.
AP - Autopilot Button
The AP button engages/disengages the Autopilot.
LVL - Level Button
The LVL button engages the Autopilot (within the Autopilot
Engagement Limits if not already engaged) and commands roll to zero
bank angle and pitch to zero vertical speed. The LVL button will not
engage, or will disengage, if the Stall Warning System is activated.
FD - Flight Director Button.
The FD button toggles the Flight Director activation. It turns on the
Flight Director in the default pitch and roll modes if no modes were
previously selected. Pressing the FD button with command bars in
view, will deactivate the Flight Director and remove the command bars
unless the Autopilot is engaged. If the Autopilot is engaged, the FD
button is deactivated.
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SR22 / SR22T
Section 9
Supplements
YD - Yaw Damper Button (Optional)
The YD button engages/disengages the yaw damper.
• Note •
The yaw damper is automatically engaged when the Autopilot
is engaged with the AP button.
UP/DN - Pitch Wheel
The Pitch UP/DN Wheel on the controller is used to change the Flight
Director pitch mode reference value. Each click of the wheel results in
a step increase or decrease in the Flight Director pitch mode by the
amount shown in the table below. The Pitch Wheel controls the
reference for Pitch Hold (PIT), Vertical speed (VS), and Indicated
Airspeed (IAS) FD modes. The reference value is displayed next to
the active mode annunciation on the PFD. Go-Around and Glidescope
modes are not controlled by the nose Pitch Wheel, however, use of the
Pitch Wheel during Go-Around mode will cause reversion to Pitch
Hold mode. The Pitch Wheel controls altitude reference when in
altitude hold mode.
Flight Director Mode
Step Value
Default Pitch Hold (PIT)
0.50 Degree
Vertical speed (VS)
100 Feet per Minute
Indicated Airspeed (IAS)
1 Knot
Altitude Hold (ALT)
10 Feet
IAS - Indicated Airspeed Hold Button
The IAS button selects/deselects the Indicated Airspeed Hold mode.
ALT - Altitude Button
The ALT hold button selects/deselects the Altitude Hold mode.
VS - Vertical Speed Button
The VS button selects/deselects the Vertical Speed mode.
VNV - VNAV Button
The VNV button selects/deselects the Vertical Navigation mode.
P/N 13772-135
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
Flight Management System Keyboard
The Flight Management System Keyboard, found in the center
console below the AFCS mode controller, is the primary means for
data entry for the MFD and is used to control NAV/COM Radios,
transponder, and flight management system entry. Heading, course
and altitude select are also provided.
28 VDC for Flight Management System Keyboard operation is
supplied through the 5-amp KEYPADS / AP CTRL circuit breaker on
MAIN BUS 1.
AFCS related functions are as follows:
HDG - Heading Knob.
The HDG knob controls the selected heading bug on the HSI portion
of the PFD. It provides the reference for heading select mode. Pushing
the HDG knob synchronizes the selected heading to the current
heading.
CRS - Course Knob
The CRS knob controls the course pointer on the HSI portion of the
PFD. It provides the reference for FD navigation modes when the
Flight Director is selected. Pushing the CRS knob re-centers the CDI
and returns the course pointer to the bearing of the active waypoint or
navigation station.
ALT SEL - Altitude Select Knob
The ALT knob controls the Selected Altitude, which is used as the
reference for the altitude alerter and the altitude capture function.
Pushing the ALT SEL knob synchronizes the selected altitude to the
displayed altitude to the nearest 10 ft.
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P/N 13772-135
Revision 04: 09-08-14
Cirrus Design
SR22 / SR22T
Section 9
Supplements
GARMIN
HDG
D
IDENT
FMS/XPDR
COM/NAV
MENU
FMS
RANGE
XPDR
-
1
FPL
PUSH SYNC
PROC
COM
DFLT MAP
CLR
PUSH
ENT
PUSH
CRSR/1-2
CRS
A
2
B
G
C
H
D
I
L
M
3
R
PUSH SYNC
W
N
E
J
S
X
O
T
Y
F
1
2
3
4
5
6
7
8
9
0
+/-
K
P
Q
V
U
Z
PAN
EMERG
PUSH CTR
ALT SEL
+
NAV
SPC
BKSP
Flight Management System Keyboard
4
5
7
8
HDG
NAV
AP
LVL
APR
FD
YD
11
12
13
IAS
ALT
VS
VNV
14
15
DN
UP
6
9
10
GFC 705 Mode Controller
Legend
1. Heading Selection
2. Course Selection
3. Altitude Selection
4. Heading Select Mode
5. Navigation Mode
6. Approach Mode
7. Autopilot
8. Wings Level
9. Flight Director
10. Yaw Damper (optional)
11. Pitch Wheel
12. Indicated Airspeed Hold
13. Altitude Hold
14. Vertical Speed Mode
15. Vertical Navigation Mode
SR22_FM09_2921
Figure -2
FMS Keyboard and GFC 705 AFCS Mode Controller
P/N 13772-135
Revision 04: 09-08-14
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
Roll, Pitch and Optional Yaw Servo
The Roll Servo, located below the passenger seat, the Pitch Servo,
located below the baggage compartment, and the optional Yaw Servo,
located in the empennage avionics bay, position the aircraft flight
controls in response to commands generated by the Integrated
Avionics Units Autopilot calculations.
28 VDC for Roll and Pitch Servo operation is supplied through the 5amp AP SERVOS circuit breaker on MAIN BUS 1.
28 VDC for Yaw Servo operation is supplied through the 3-amp AP
YAW SERVO circuit breaker on MAIN BUS 3.
Integrated Avionics Units
The Integrated Avionics Units located behind the MFD and instrument
panel, function as the main communication hubs to the Avionics
System and GFC 700, linking the systems to the PFD and MFD
displays. Each Integrated Avionics Unit receives air and attitude data
parameters from the Air Data Computer and Attitude and Heading
Reference System. Each Integrated Avionics Unit contains a GPS
WAAS receiver, VHF COM/NAV/GS receivers, and system integration
microprocessors. The AFCS function within the Integrated Avionics
Units control the active and armed modes for the Flight Director, as
well as Autopilot engagement. The Flight Director commands for the
active modes are calculated and sent to the PFD for display and mode
annunciation. The sensor data and Flight Director commands are also
sent to the servos over a common serial data bus.
28 VDC for Integrated Avionics Unit 1 operation is supplied through
the 7.5-amp COM 1 and 5-amp GPS NAV1 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 NAV2 circuit
breakers on the MAIN BUS 2.
Autopilot Disconnect Switch
The yoke mounted Autopilot Disconnect (AP DISC) Switch
disengages the Autopilot and may also be used to mute the aural alert
associated with an Autopilot Disconnect.
For ESP equipped aircraft, the Autopilot Disconnect Switch will also
temporarily suspend the servo's from providing ESP correction forces,
thus having an "interrupt" function. This may be useful to alleviate
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SR22 / SR22T
Section 9
Supplements
control forces if intentional maneuvers are necessary beyond ESP's
engagement threshold (i.e., isolated training maneuvers).
Take Off / Go Around Button
The remote TO/GA switch, located on the left side of the power lever,
selects the Takeoff or Go Around mode on the Flight Director. When
the aircraft is on the ground, pressing the TO/GA switch engages the
Flight Director command bars in Takeoff (TO) mode. When the aircraft
is in the air, pressing the TO/GA switch engages the Flight Director
command bars in Go Around (GA) mode and cancels all armed modes
except ALT ARM (ALTS).
• Note •
For aircraft without USP, selection of the TO/GA switch will
also disengage the autopilot.
For aircraft with USP, selection of TO/GA switch will not
change autopilot engagement (i.e., if initially engaged,
autopilot will remain engaged; if initially not engaged, autopilot
will remain not engaged).
After TO/GA engagement, other roll modes may be selected and
Autopilot engagement is allowed. However, an attempt to modify the
pitch attitude with the Pitch Wheel will result in a reversion to PIT
mode. Additionally, if in Approach mode, pressing the TO/GA switch
resumes automatic sequencing of waypoints by deactivating the
“SUSP” mode.
For aircraft with optional USP function, if power is insufficient to
maintain go-around attitude, the Autopilot will enter Underspeed
Protection Mode.
Pitch Trim Adapter
The Pitch Trim Adapter, located below the passenger seat, takes input
from the trim switches, Integrated Avionics Units, and the pitch servos
to allow the GFC 700 to drive the pitch trim cartridge.
28 VDC for Pitch Trim Adapter operation is supplied through the 2amp PITCH TRIM circuit breaker on Main Bus #1.
Electric Pitch/Roll-Trim Hat Switch
The yoke mounted Electric Pitch Trim and Roll Trim Hat Switch allows
the pilot to manually adjust aircraft trim when the Autopilot is not
engaged.
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
Electronic Stability and Protection (Optional)
When installed, Electronic Stability and Protection (ESP) assists the
pilot in maintaining the airplane in a safe flight condition. Through the
use of the GFC 700 AFCS sensors, processors, and servos, ESP
provides control force feedback, i.e. a “soft barrier”, to maintain the
aircraft within the pitch, roll, and airspeed flight envelope by
automatically engaging one or more servos when the aircraft is near
the defined operating limit.
This feature is only active when in flight and the GFC 700 Autopilot is
off. The ESP engagement envelope is the same as the Autopilot
engagement envelope and is not provided beyond the Autopilot
engagement limits.
The pilot can interrupt ESP by pressing and holding the Autopilot
Disconnect (AP DISC) button. If frequent maneuvers are necessary
beyond the engagement threshold, such as commercial pilot training,
the system can be disabled from AUX/SETUP 2 page. Disabling will
cause the ESP OFF advisory to annunciate. The system can be reenabled from the same page, or is automatically re-enabled at the next
system power-up.
Pitch and Roll Modes
When the aircraft reaches the pitch and/or roll engagement limit, the
system commands the servos to apply a supplemental stick force back
toward the nominal attitude range. If the aircraft continues to pitch and/
or roll away from the nominal attitude range, stick forces will increase
with increasing attitude deviation until the maximum Autopilot
engagement limits are reached - at which point ESP will disengage.
ESP attempts to return the aircraft to the nominal attitude range not to
a specific attitude. As the attitude returns to the nominal range, the
stick forces and attitude rate change are reduced until the aircraft
reaches the disengagement threshold and ESP becomes inactive.
The disengagement threshold is sized so that the transition from ESP
being active to being inactive is transparent to the pilot.
Roll protection engagement limits are annunciated on the PFD as
double ticks at 45° roll attitude. If the aircraft exceeds 45° roll attitude
ESP becomes engaged and these indicators migrate to 30° roll
attitude denoting the disengagement threshold - the point at which
stick forces will be removed. No PFD annunciation is provided during
pitch ESP engagement.
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SR22 / SR22T
Section 9
Supplements
Wings Level Supplemental Stick Force
Roll Protection Limits:
Only Protected after crossing turn-on threshold
0°
15°
30°
45°
Bank Angle
60°
75°
90°
SR22_FM09_3399
Always Protected
Engagement Limit: .....................................................................45°
Maximum Stick Force attained at...............................................50°
Disengagement Threshold (Zero Stick Force) ...........................30°
Nose Down Supplemental Stick Force
High Pitch Protection Limits
Always Protected
0°
5°
10°
15°
Nose Up Pitch Angle
20°
25°
SR22_FM09_3403
Only Protected after crossing turn-on threshold
Engagement Limit: ................................................................+17.5°
Maximum Stick Force attained at:.........................................+22.5°
Disengagement Threshold (Zero Stick Force): .....................+12.5°
P/N 13772-135
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
Low Pitch Protection Limits
Nose Up Supplemental Stick Force
Always Protected
-5°
-10°
-15°
Nose Down Pitch Angle
-20°
-25°
SR22_FM09_3426
-0°
Only Protected after crossing turn-on threshold
Engagement Limit: ................................................................ -15.5°
Maximum Stick Force attained at: ......................................... -20.5°
Disengagement Threshold (Zero Stick Force): ..................... -10.5°
High Airspeed Mode
To protect against an overspeed condition, the High Airspeed Mode
uses engagement limits, thresholds, and stick forces similar to those
used for the pitch and roll modes, but is instead triggered by airspeed
and controlled by pitch attitude. When the aircraft reaches the ESP
engagement limit, the system commands the pitch servo to apply a
supplemental stick force back toward the nominal airspeed range.
• Note •
For turbocharged equipped aircraft, Vne reduces above
17,500 ft PA to follow a Mach limit of 0.42.
At high altitudes Mach number determines the threshold.
24 of 32
P/N 13772-135
Revision 04: 09-08-14
Cirrus Design
SR22 / SR22T
Section 9
Supplements
High Airspeed Protection Limits - Below 17,500 ft PA
Nose Up Supplemental Stick Force
Always Protected
180
185
190
195
200
Indicated Airspeed (KIAS)
205
SR22_FM09_3405
Only Protected after crossing turn-on threshold
210
Engagement Limit: ........................................................... 200 KIAS
Maximum Stick Force attained at:.................................... 205 KIAS
Disengagement Threshold (Zero Stick Force): ................ 190 KIAS
Nose Up Supplemental Stick Force
High Airspeed Protection Limits - Above 17,500 ft PA
Only Protected after crossing turn-on threshold
0.4
0.405
0.41 0.415 0.42
Mach Number
0.425
0.43
0.435
SR22_FM09_3428
0.395
Always Protected
Engagement Limit: ....................................................... Mach 0.419
Maximum Stick Force attained at:................................ Mach 0.430
Disengagement Threshold (Zero Stick Force): ............ Mach 0.399
P/N 13772-135
Revision 04: 09-08-14
25 of 32
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Serials w/ Discrete-Triggered Low Speed Mode (Optional)
To protect against an impending stall, the Discrete-Triggered Low
Speed Mode uses stick forces, similar to those used for the pitch and
roll modes, to control the pitch attitude. These stick forces are
triggered by the stall warning system. Upon stall warning system
activation, the system commands the pitch servo to apply a nosedown supplemental force. The maximum stick force is attained
approximately 1.5 seconds after the stall warning signal is activated,
and is maintained as long as the stall warning system is active. If the
stall warning system becomes inactive, the supplemental force is
smoothly removed over approximately 2 seconds.
Low Speed Protection
ESP Force
0
2
4
6
Time (sec)
8
10
SR22_FM09_3659
Nose Down Force Supplement
Stall Warning
Engagement Limit: ......................................................Stall warning
Maximum Stick Force attained at: .. 1.5 seconds after stall warning
Disengagement Threshold: ..................... Stall warning deactivated
Zero Stick Force:............ 2 seconds after stall warning deactivated
Underspeed Protection Mode (Optional)
When installed, to discourage aircraft operation below minimum
established airspeeds the AFCS will automatically enter Underspeed
Protection Mode when the Autopilot is engaged and airspeed falls
below the minimum threshold. If aircraft stall warning system is not
operational, autopilot underspeed protections that depend on that
system will also not be functional (affects altitude critical modes only:
ALT, GS, GP, TO, and GA).
26 of 32
P/N 13772-135
Revision 04: 09-08-14
Cirrus Design
SR22 / SR22T
Section 9
Supplements
As described in the following table, when the aircraft reaches
predetermined airspeeds a yellow MINSPD annunciation will appear
above the airspeed indicator and a single aural “AIRSPEED” will
sound to alert the pilot to an impending underspeed condition.
MINSPD
Annunciations
Aural Alert
Annunciations
0%
80 KIAS
85 KIAS
50%
76 KIAS
80 KIAS
100%
70 KIAS
80 KIAS
0%
85 KIAS
90 KIAS
50%
81 KIAS
85 KIAS
Anti-Ice System Flaps
OFF
ON
The system differentiates two types of vertical modes based on which
vertical Flight Director mode is selected; Altitude-Critical - where
terrain hazards are more probable and minimized altitude loss is
critical and Non-Altitude Critical - which generally correspond with
activities that can afford exchange of altitude for airspeed without
introducing terrain hazards.
Altitude-Critical Mode (ALT, GS, GP, GA, TO)
Upon stall warning system activation, the AFCS will abandon its Flight
Director and Autopilot reference modes and sacrifice altitude for
airspeed. The system will hold wings level and airspeed will
progressively increase by 1 knot per second until stall warning
becomes inactive. The system will then increase airspeed an
additional 2 knots above the speed at which the stall warning
discontinued. Recovery may be initiated in one of three ways:
1. Add sufficient power to recover to a safe flight condition.
If a small power addition is made, the AFCS will pitch the aircraft
to maintain speed reference. If a large power addition is made the
AFCS recognizes it via acceleration and the AP/FD will transition
to a nose-up pitch to aggressively return to original altitude or
glidepath/slope.
2. Disengage Autopilot via AP DISC and manually fly.
3. Change Autopilot modes to one in which the AFCS can maintain
(such as VS with a negative rate).
P/N 13772-135
Revision 04: 09-08-14
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Section 9
Supplements
Cirrus Design
SR22 / SR22T
Non-Altitude Critical Mode (VS, PIT, VNAV, LVL, IAS)
For all non-altitude critical modes the Autopilot will maintain its original
reference (VS, PIT, etc...) until airspeed decays to a minimum
airspeed (MINSPD). Crew alert and annunciation during a non-altitude
critical underspeed event are similar to an altitude-critical event,
except that;
• Stall warning may not be active. Depending on load tolerances,
the AP/FD may reach the minimum airspeed reference and take
underspeed corrective action before stall warning occurs. If stall
warning does coincide or precede the aircraft reaching its
minimum airspeed reference, it has no influence - only airspeed
affects the AP/FD in non-altitude critical events.
• The originally selected lateral mode remains active.
Upon reaching minimum airspeed, the AFCS will abandon its Flight
Director and Autopilot reference modes and maintain this airspeed
until recovery. As with altitude-critical modes, available options for
recovery are add power, decouple/manually fly, or change Autopilot
modes.
When adding power, unlike the altitude-critical modes, which performs
an aggressive recovery, the AP/FD will maintain MINSPD until the
original reference can be maintained. Non-altitude critical modes will
maintain the originally selected lateral mode (HDG, NAV, etc...).
Coupled Go-Around
Airplanes equipped with Underspeed Protection Mode are capable of
flying fully coupled go-around maneuvers. Pressing the GA button on
the throttle will not disengage the Autopilot. Instead, the Autopilot will
attempt to capture and track the Flight Director command bars. If
insufficient airplane performance is available to follow the commands,
the AFCS will enter Altitude-Critical Mode when the stall warning
sounds.
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P/N 13772-135
Revision 04: 09-08-14
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Hypoxia Detection and Automatic Descent (Optional)
When installed, the AFCS Hypoxia Detection and Automatic Descent
function monitors pilot inputs to the Integrated Avionics System to
identify if a pilot has become incapacitated due to hypoxia, and upon
determination, automatically descends to a lower altitude where pilot
recovery is more probable. The feature is only available when the
GFC 700 Autopilot is engaged and the aircraft is above 14,900 ft PA.
Mode of Operation
Pilot interaction with the Integrated Avionics System is monitored by
detecting key presses and turns of the knobs. If the pilot has not made
a system interaction within a defined interval - based on altitude and
time of useful consciousness - the AFCS prompts the pilot for a
response with an ARE YOU ALERT? CAS Advisory.
If no pilot response to the Advisory is detected, after one minute the
AFCS annunciates an HYPOXIA ALERT Caution and a double chime
aural alert.
After one minute, if no response to the Caution is detected the system
annunciates an AUTO DESCENT Warning and continuous aural
warning tone.
Lack of response after one minute of Warning annunciation is
considered evidence of pilot incapacitation. The AFCS will
automatically engage emergency descent mode (EDM) as follows:
1. EDM will annunciate in the AFCS status window.
2. The altitude bug will be automatically set to 14,000 ft indicated.
3. The airspeed bug will be set to the maximum commandable
Autopilot speed - i.e., the lesser of 185 KIAS or Mach 0.420.
4. The Autopilot vertical mode will change to IAS, and initiate a
descent to intercept 14,000 ft indicated.
Once descent begins only Autopilot Disconnect (AP DISC) will
interrupt this process. Autopilot lateral mode remains unchanged
throughout the descent and the aircraft will continue on its previously
selected course or heading. After reaching 14,000 ft indicated, the
aircraft will maintain this flight level for 4 additional minutes. If the pilot
does not acknowledge the Warning and resume control of the aircraft,
the AFCS will automatically perform a secondary descent to 12,500 ft
PA at 185 KIAS. An altitude of 12,500 ft PA will be maintained if the
pilot remains unresponsive
P/N 13772-135
Revision 04: 09-08-14
29 of 32
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Annunciation System
• Note •
Refer to the Cirrus Perspective Pilot’s Guide for a detailed
description of the annunciator system and all warnings,
cautions and advisories.
Crew Alerting System
AFCS alerts are displayed in the Crew Alerting System (CAS) window
located to the right of the altimeter and VSI. AFCS 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 meet 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 AFCS alerts, refer to
Section 3A - Abnormal Procedures.
AFCS Status Box and Mode Annunciation
Flight Director mode annunciations are displayed on the PFD when
the Flight Director is active. Flight director selection and Autopilot and
yaw damper statuses are shown in the center of the AFCS Status Box.
Lateral Flight Director modes are displayed on the left and vertical on
the right. Armed modes are displayed in white and active in green.
AFCS status annunciations are displayed on the PFD above the
Airspeed and Attitude indicators. Only one annunciation may occur at
a time. Messages are prioritized by criticality.
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P/N 13772-135
Revision 04: 09-08-14
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Section 8 – Handling, Service, & Maintenance
No Change.
Section 10 – Safety Information
No Change.
P/N 13772-135
Revision 04: 09-08-14
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Supplements
Cirrus Design
SR22 / SR22T
Intentionally Left Blank
32 of 32
P/N 13772-135
Revision 04: 09-08-14
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual Supplement
for the
Garmin Terrain Awareness/Warning System
(Aircraft Serials w/ Perspective Avionics Only)
When the Garmin Terrain Awareness/Warning System is installed on
the aircraft, this POH Supplement is applicable and must be inserted
in the Supplements Section of the Pilot’s Operating Handbook. This
document must be carried in the airplane at all times. Information in
this supplement adds to, supersedes, or deletes information in the
basic Pilot’s Operating Handbook.
• Note •
This POH Supplement Change, dated Revision 01: 01-06-10,
supersedes and replaces the Original release of this POH
Supplement dated 05-13-08.
P/N 13772-136
Revision 01: 01-06-10
1 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 1 - General
The airplane is equipped with the Garmin Terrain Awareness/Warning
System that performs the functions of a Class C Terrain Awareness
and Warning System (TAWS) in accordance with TSO C151b.
Refer to the Cirrus Perspective Integrated Flight Deck Pilot’s Guide for
a additional information on the system and its operating modes.
Section 2 - Limitations
1. Do not use Terrain Awareness and Warning System for navigation
of the aircraft. The TAWS is intended to serve as a situational
awareness tool only and may not provide the accuracy fidelity on
which to solely base terrain or obstacle avoidance maneuvering
decisions.
2. To avoid getting unwanted alerts, TAWS must be inhibited when
landing at an airport that is not included in the airport database.
• Note •
Only vertical maneuvers are recommended responses to
warnings and cautions unless operating in VMC or the pilot
determines, using all available information and instruments,
that a turn, in addition to the vertical escape maneuver, is the
safest course of action. During certain operations, warning
thresholds may be exceeded due to specific terrain or
operating procedures. During day VFR flight, these warnings
may be considered as cautionary.
Pilots are authorized to deviate from their current air traffic
control (ATC) clearance to the extent necessary to comply
with a TAWS warning.
2 of 6
P/N 13772-136
Revision 01: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Section 3 - Emergency Procedures
To prevent unwanted aural alerting during ditching or other off-airport
landings, inhibit the Terrain Awareness System functions by selecting
the INHIBIT Softkey on the TAWS Page.
Response To TAWS Warnings
Red PULL UP Warning
PULL UP
Aural “PULL UP” Warning
Aural “TERRAIN AHEAD” Warning
Aural “OBSTACLE AHEAD” Warning
1. Level the wings, simultaneously adding full power.
2. Increase pitch attitude to 15 degrees nose up.
3. Adjust pitch attitude to ensure terrain clearance while respecting
stall warning. If flaps are extended, retract flaps to the UP position.
4. Continue climb at best angle of climb speed (Vx) until terrain
clearance is assured.
Section 3A - Abnormal Procedures
Response To TAWS Cautions
Amber TERRAIN Caution
TERRAIN
Aural “TERRAIN AHEAD” Caution
Aural “OBSTACLE AHEAD” Caution
Aural “CAUTION, TERRAIN” Caution
Aural “SINK RATE” Caution
Aural “DON’T SINK” Caution
Aural “TOO LOW, TERRAIN” Caution
1. Take positive corrective action until the alert ceases. Stop
descending, or initiate a climb turn as necessary, based on
analysis of all available instruments and information.
P/N 13772-136
Revision 01: 01-06-10
3 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 4 - Normal Procedures
Normal operating procedures are outlined in the Cirrus Perspective
Integrated Flight Deck Pilot’s Guide.
Alert Priority
When any of the TAWS aural alerts are in progress, all aural TRAFFIC
alerts are inhibited.
Advisory Callout
The advisory callout “FIVE HUNDRED”, occurs at approximately 500
feet AGL.
Section 5 - Performance
No Change.
Section 6 - Weight & Balance
No Change.
Section 7 - System Description
The Terrain Awareness/Warning System receives data from the GPS
receiver to determine horizontal position and altitude and compares
this information to the onboard terrain and obstacle databases to
calculate and “predict” the aircraft’s flight path in relation to the
surrounding terrain and obstacles. In this manner, TAWS provides
advanced alerts of predicted dangerous terrain conditions via aural
alerts communicated thru the pilot’s headset and color-coded terrain
annunciations displayed on the PFD.
Refer to the Cirrus Perspective Integrated Flight Deck Pilot’s Guide for
a additional information on the system and its operating modes.
4 of 6
P/N 13772-136
Revision 01: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
System Constraints
System test at startup: Aural tone lasting approximately one second
indicates successful completion of internal system test.
Red TAWS FAIL Warning
TAWS FAIL
Aural “TAWS SYSTEM FAILURE” Warning
1. TAWS power-up self-test has failed or TAWS has detected
problems with database validity, hardware status, and/or GPS
status.
White TAWS N/A Advisory
TAWS N/A
Aural “TAWS NOT AVAILABLE” Advisory
Should the 3-D GPS navigation solution become degraded or if the
aircraft is out of the database coverage area, the annunciation ‘TAWS
N/A’ is generated in the annunciation window and on the TAWS Page.
The aural message “TAWS NOT AVAILABLE” is generated. When the
GPS signal is re-established and the aircraft is within the database
coverage area, the aural message “TAWS AVAILABLE” is generated.
Geometric Altitude versus Measured Sea Level
TAWS uses information provided from the GPS receiver to provide a
horizontal position and altitude. This data serves as the reference for
color-coding for the TAWS Page and as an input to the TAWS Hazard
Avoidance algorithms. Because it is derived from GPS, Geometric
Altitude may differ from corrected barometric altitude. Therefore,
Geometric Altitude may be in error by as much as 100 ft and should
not be used for navigation.
P/N 13772-136
Revision 01: 01-06-10
5 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Intentionally Left Blank
6 of 6
P/N 13772-136
Revision 01: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual
Supplement
for
14 Code of Federal Regulations (CFR) Part 135
Commercial Operation of Small Aircraft
Electrical Loading Shedding Procedure
This supplement provides the necessary guidance for load shed in the
event of a primary electrical generating source failure in accordance
with 14 CFR Section 135.163(f).
When the aircraft is being operated under the provisions 14 CFR 135,
this Supplement is applicable and must be inserted in the
Supplements Section of the Pilot's Operating Handbook. Information
in this Supplement adds to, supersedes, or deletes information in the
basic handbook.
• Note •
This POH Supplement Change, dated Revision 02: 01-06-10,
supersedes and replaces the Revision 01 release of this POH
Supplement dated 03-26-09.
P/N 13772-143
Revision 02: 01-06-10
1 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 1 - General
No Change.
Section 2 - Limitations
Kinds of Operation Equipment List
Aircraft Serial Numbers 22-0002 thru 22-3416 before SB2X-33-03 Rev
1 or later, LED Position/Strobe Assembly Installation:
Kinds of Operation
System, Instrument, and/or
Equipment
VF
R
Da
y
VF
R
Nt.
IFR
Da
y
IFR
Nt.
1
1
1
1
Lights
LED Position/Strobe Assembly
2 of 6
P/N 13772-143
Revision 02: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Section 3 - Emergency Procedures
Aircraft Serials with Avidyne PFD/MFD Avionics
ALT 1 Failure (Alt 1 Light Steady)
Steady illumination indicates failure of alternator 1. Attempt to restore
alternator. If alternator cannot be restored, it will be necessary to divert
the flight to land within one hour.
Loads on Main Buses, Non-essential Buses, and air conditioning
Buses must be reduced and available equipment on these buses
managed as necessary for flight conditions. Equipment essential for
continued safe flight and landing will be powered by Alternator 2 and
Battery 2 through the Essential Buses. However, depending upon
flight conditions, additional equipment is required.
For 14 CFR 135 Operations, the load shedding and equipment
management in the following procedure will provide at least one-hour
operating time on aircraft with a fully charged, 13.6 amp-hour battery
(available from Cirrus Design Spare Parts Sales) in good condition for
equipment required for emergency operation under 14 CFR 135.163(f)
and meets the requirements of that paragraph.
• Note •
Circuit breakers that “PULL” should only be pulled and not
reset.
1. ALT 1 Master Switch ................................................................ OFF
2. Alternator 1 Circuit Breaker................................. Check and Reset
3. ALT 1 Master Switch ..................................................................ON
If alternator does not reset
4. ALT 1 Master Switch ................................................................ OFF
5. Notify ATC of Alternator Failure and that transponder may be
switched off depending upon flight conditions.
6. Autopilot ...........................................................................ENGAGE
Use of autopilot will reduce work load and provide trim function.
Expect a slight pitch change when autopilot is disengaged.
7. NAV Lights .................................................................................ON
Continued on following page.
P/N 13772-143
Revision 02: 01-06-10
3 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
8. Reduce loads as required for flight conditions:
a. Air Conditioning and Fan ..................................................OFF
b. Convenience Outlet ................................Disconnect appliance
c.
Audio Panel .......................................................................OFF
COM 1 will be supplied to pilot’s headset. Communication with
passengers through audio panel will not be available.
d. GPS/COM 2.......................................................................OFF
e. Fuel Pump .........................................................................OFF
except for landing and switching tanks.
f.
Panel and Overhead Lights ...............................................OFF
g. Landing Light .....................................................................OFF
• WARNING •
Do not shed loads from Avionics Essential, Essential, or
Essential 2 Bus row.
h. Skywatch/TAWS Circuit Breaker ..................................... PULL
i.
Weather/Stmscpe Circuit Breaker ................................... PULL
j.
MFD Circuit Breaker ........................................................ PULL
9. Assess flight conditions:
If in Visual Meteorological Conditions (VMC):
a. Pitot Heat...........................................................................OFF
b. Ice Protection.....................................................................OFF
If in Instrument Meteorological Conditions (IMC) or visible
moisture:
a. Pitot Heat............................................................................ ON
b. Ice Protection.......................................................ON, As Reqd
c.
Strobe Lights......................................................................OFF
10. Replan flight for a landing as soon as practical (within one hour) at
a landing field with visual minimums. Increase landing speed 10
KIAS for flaps up. Do not use landing lights.
4 of 6
P/N 13772-143
Revision 02: 01-06-10
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Aircraft Serials with Perspective PFD/MFD Avionics
ALT 1 Failure (Alt 1 Light Steady)
Steady illumination indicates failure of alternator 1. Attempt to restore
alternator. If alternator cannot be restored, Alternator 2, and Bat 2 will
provide sufficient electrical power to supply all requirements for
emergency operation of equipment indefinitely as is required by 14
CFR 135.163(f).
1. ALT 1 Master Switch ................................................................ OFF
2. Alternator 1 Circuit Breaker................................. Check and Reset
3. ALT 1 Master Switch ..................................................................ON
If alternator does not reset
4. ALT 1 Master Switch ................................................................ OFF
5. Notify ATC of Alternator Failure
6. Autopilot ...........................................................................ENGAGE
Use of autopilot will reduce work load. Expect a slight pitch
change when autopilot is disengaged.
7. Air Conditioning and Fan ........................................................ OFF
8. Convenience Outlet ...................................... Disconnect appliance
P/N 13772-143
Revision 02: 01-06-10
5 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 3A - Abnormal Procedures
No Change.
Section 4 - Normal Procedures
No Change.
Section 5 - Performance Data
No Change.
Section 6 – Weight and Balance
No Change.
Section 7 – Airplane and Systems Description
No Change.
Section 8 – Handling, Service, & Maintenance
No Change.
Section 9 – Supplements
No Change.
Section 10 – Safety Information
No Change.
6 of 6
P/N 13772-143
Revision 02: 01-06-10
Cirrus Design
SR22T
Section 9
Supplements
Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual
Supplement
for the
TKS Anti-Ice System
• Approved for Flight Into Known Icing (FIKI)
• 8.0 gallon usable capacity.
• 4.0 gallon tank in each wing.
When the TKS Anti-Ice System is installed on the aircraft, this POH
Supplement is applicable and must be inserted in the Supplements
Section of the Pilot’s Operating Handbook. This document must be
carried in the airplane at all times. Information in this supplement adds
to, supersedes, or deletes information in the basic Pilot’s Operating
Handbook.
P/N 13772-151
Original Issue: 02-01-13
1 of 52
Section 9
Supplements
Cirrus Design
SR22T
Section 1 - General
This system, when compliant with the Kinds of Operation Equipment
List and Minimum Dispatch Fluid Quantity, allows flight in icing
conditions as defined by Title 14 of the Code of Federal Regulations
(CFR) Part 25, Appendix C - Envelopes for Continuous Maximum and
Intermittent Maximum Icing.
Section 2 - Limitations
In icing conditions the airplane must be operated as described in the
operating procedures section of this manual. Where specific
operational speeds and performance information have been
established for such conditions, this information must be used.
At the first sign of Anti-Ice System malfunction, the aircraft must
immediately exit icing conditions.
Environmental Conditions
Flight into freezing rain or freezing drizzle is prohibited.
Known icing conditions are defined by FAR Part 25, Appendix C.
These conditions do not include, nor were tests conducted in all icing
conditions that may be encountered such as freezing rain, freezing
drizzle, mixed conditions or conditions defined as severe. Flight in
these conditions must be avoided. Some icing conditions not defined
in FAR Part 25 have the potential of producing hazardous ice
accumulations, which exceed the capabilities of the airplane’s Anti-Ice
System, and/or create unacceptable airplane performance including
loss of control.
Inadvertent operation in freezing rain, freezing drizzle, mixed
conditions, or conditions defined as severe may be detected by:
• Visible rain at temperatures below 41°F (5°C) OAT.
• Droplets that splash or splatter on impact at temperatures below
below 41°F (5°C) OAT.
• Ice on or behind the wing or horizontal tail panels that cannot be
removed with Anti-Ice System HIGH flow.
• Unusually extensive ice accreted on the airframe in areas not
normally observed to collect ice.
2 of 52
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
• Accumulation of ice on the upper surface or lower surface of the
wing aft of the protected area.
• Accumulation of ice on the propeller spinner farther back than
normally observed.
If the airplane encounters conditions that are determined to contain
freezing rain, freezing drizzle, or severe icing, immediately exit
condition by changing altitude, turning back, or if clear air is known to
be immediately ahead, continue on course. Once clear of these
weather conditions, report encountered weather to air traffic control
• Note •
The National Weather Service's Automated Surface
Observing Systems (ASOS) program does not report freezing
drizzle. It is the pilot's responsibility to evaluate and
understand weather along the intended route and identify any
potential weather hazards thru evaluation of, but not limited to,
Current Observations, Pilot Reports, Area Forecasts,
AIRMETS, SIGMETS, and NOTAMS.
Airspeed Limitations
Minimum airspeed for flight into known icing conditions ........ 95 KIAS*
*Includes all phases of flight, including approach, except as required for takeoff and
landing.
Max airspeed Anti-Ice System operation........177 KIAS and 204 KTAS
Recommended holding airspeed............................................120 KIAS
Weight Limits
Maximum weight for flight into known icing conditions.............. 3600 lb
Takeoff Limits
Takeoff is prohibited with any ice, snow, frost or slush adhering to the
wing, stabilizers, control surfaces, propeller blades, or engine inlet.
Performance Limits
Refer to Section 5 - Performance for limitations that reflect effects on
lift, drag, thrust and operating speeds related to operating in icing
conditions.
P/N 13772-151
Original Issue: 02-01-13
3 of 52
Section 9
Supplements
Cirrus Design
SR22T
Minimum Operating Temperature
Minimum Operating Temperature for Anti-Ice System..... -30°F (-34°C)
Kinds of Operation
This system allows flight into known icing as defined by Title 14 of the
Code of Federal Regulations (CFR) Part 25, Appendix C - Envelopes
for Continuous Maximum and Intermittent Maximum Icing.
This airplane is approved for flight into known icing conditions only if
the following Cirrus and FAA approved equipment is installed and fully
functional.
Kinds of Operation
System, Instrument, and/or Equipment
IFR
Day
IFR
Nt.
1
1
Windshield Spray Nozzles
1
1
Wing LH and RH Inboard Panel
1
1
Placards and Markings
Airplane Flight Manual Supplement
Ice and Rain Protection
Wing LH and RH Outboard Panel
1
1
Horizontal Stabilizer LH and RH Panel
1
1
Vertical Stabilizer Panel
1
1
Elevator Tip LH and RH Panel
1
1
Propeller Slinger Ring
1
1
Deicing Fluid (Must meet British Specification DTD
406B.)
As Req’d
As Req’d
Lights
Ice-Inspection Lights
System Control and Annunciation
1
1
1
1
1
1
1
1
1
Environmental System
Cabin Heat and Defroster System
Flight Controls
Heated Stall Warning System and Annunciation
Navigation and Pitot Static
Pitot Heat
4 of 52
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Minimum Dispatch Fluid Quantity
Dispatch into known icing conditions with less than 5 gallons (19 liters)
of deicing fluid is prohibited. The pilot must ensure adequate fluid
quantity before each flight. If dispatching without the minimum 5
gallons and icing conditions are encountered, exit icing conditions as
soon as possible.
Duration Times for 5 Gallon Minimum Dispatch Fluid Quantity:
NORM ................................................................................. 90 Minutes
HIGH ................................................................................... 45 Minutes
MAX.................................................................................. 22.5 Minutes
Deicing Fluid Limits
Usable Tank Capacity........................................................... 8 gal (30L)
Tank Capacity.................................................................... 8.5 gal (32L)
Maximum Operating Time
Continuous operation of the aircraft in conditions that promote ice
accretion is prohibited. Use of the windshield de-ice system will reduce
the maximum available operating time of the system.
Normal Flow Duration......................................... 150 Minutes (3.2 gph)
High Flow Duration............................................... 75 Minutes (6.4 gph)
Maximum Flow Duration.................................. 37.5 Minutes (12.8 gph)
Max Flow
Fluid Capacity - Gallons
8
High Flow
Normal Flow
6
4
2
0
0
0.5
P/N 13772-151
Original Issue: 02-01-13
1
1.5
Time - Hours
2
2.5
3
SR22_FM09_3092
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Section 9
Supplements
Cirrus Design
SR22T
Systems and Equipment Limits
Lift Transducer Heat System
Limit ground operations of Lift Transducer Heat (PITOT HEAT) to 45
seconds.
Autopilot System
Autopilot operation is prohibited when operating in icing conditions
which are outside of the CFR defined conditions as stated in the
preceding Environmental Conditions paragraph.
Flap System
Unless required for Emergency operations (i.e. Forced Landing),
Flaps are limited to a maximum deflection of 50% when the aircraft
has encountered icing conditions and/or has accumulated ice on the
airframe
When holding in icing conditions the flaps must be UP (0%).
Pilot Qualification and Training
• Note •
The Pilot Qualification and Training Limitation does not apply
to airplanes registered in the European Union.
The pilot-in-command must successfully complete the Cirrus Icing
Awareness Course or a Cirrus Design approved equivalent training
course, within the preceding 24 months prior to Flight Into Forecast or
Known Icing Conditions.
Contact Cirrus Design at (218) 529-7292 for additional information.
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P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Placards
Lower wing, above anti-ice fluid drain:
Upper wing, above anti-ice fluid filler cap:
Bolster Switch Panel, left edge:
THIS AIRCRAFT IS CERTIFIED FOR
THE FOLLOWING FLIGHT OPERATIONS
DAY - NIGHT - VFR - IFR
FLIGHT INTO KNOWN ICING WITH
REQUIRED EQUIPMENT
OPERATE PER AIRPLANE
FLIGHT MANUAL
MAXIMUM FLAP POSITION 50% IF
ICING CONDITIONS HAVE BEEN
ENCOUNTERED
SR22_FM09_2964
Figure -1
Required Placards
P/N 13772-151
Original Issue: 02-01-13
7 of 52
Section 9
Supplements
Cirrus Design
SR22T
Section 3 - Emergency Procedures
A failure of the Anti-Ice System is any condition, observed or
suspected, in which the system fails to remove ice from protected
surfaces including the propeller, in addition to any Anti-Ice System
CAS failure annunciations. An unobserved failure may be indicated by
a decrease in airspeed, anomalous handling characteristics, or
airframe vibrations.
• Note •
Significant loss in cruise or climb performance may be an
indication of propeller ice accretions that are not visible to the
naked eye. Operation of the engine at 2500 RPM will help
shed ice in severe icing conditions.
• Caution •
Continuous ice accumulations on protected areas are
abnormal.
• WARNING •
With ice accumulations on the horizontal stabilizer leading
edge, flaps should remain retracted for landing and the
landing speed increased accordingly.
With asymmetrical ice accumulations on large portions of the
wing or horizontal stabilizer, avoid flight at speeds less than 95
KIAS.
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P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Anti-Ice System Failure / Excessive Ice Accumulation
1. ICE PROTECT A and B Circuit Breakers ................................ SET
2. Fluid Quantity...................................SWITCH TO FULLEST TANK
3. WIND SHLD Push-Button ................................................... PRESS
a. Repeat operation of windshield pump to verify metering
pumps are primed properly as evidenced by deicing fluid
exiting windshield nozzles.
4. ICE PROTECT Mode Switch ................................... VERIFY HIGH
5. PUMP BKUP Switch ..................................................................ON
If determined windshield pump is not priming:
6. Exit Icing Conditions Immediately.
7. Airspeed.................................................... 95 KIAS OR GREATER
Maintain a minimum airspeed of 95 KIAS or higher to stay above
pre-stall buffet. If unable to maintain this airspeed, allow altitude to
decrease in order to maintain 95 KIAS.
8. Minimum Approach Speed w/ Residual Ice (Flaps 50%) ... 88 KIAS
In severe icing conditions, it may not be possible to maintain
altitude or proper glide path on approach; in this case, it is
imperative that a safe airspeed be maintained, the stall warning
system may not function and there may be little or no pre-stall
buffet with heavy ice loads on the wing.
9. FLAPS ........................................................ MINIMUM REQUIRED
When landing is assured, select the minimum flap setting
required, not to exceed 50%, and maintain extra airspeed
consistent with available field length. Do not retract the flaps once
they have been extended unless required for go-around.
P/N 13772-151
Original Issue: 02-01-13
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Section 9
Supplements
Cirrus Design
SR22T
Maximum Glide with Ice Accumulation
Conditions
Example:
Power
OFF
Altitude
10,000 ft. AGL
Propeller
Windmilling
Airspeed
92 KIAS
Flaps
0% (UP)
Glide Distance
10.5 NM
Wind
Zero
Best Glide Speed
92 KIAS at 3600 lb
Maximum Glide Ratio ~ 6.4: 1
HEIGHT ABOVE GROUND - FEET
14000
12000
10000
8000
6000
4000
2000
0
0
2
4
6
8
10
12
14
16
18
20
GROUND DISTANCE - NAUTICAL MILES
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P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Section 3A - Abnormal Procedures
Windshield De-Ice System Malfunction
1. ICE PROTECT A Circuit Breaker........................................ CYCLE
2. Fluid Quantity...................................SWITCH TO FULLEST TANK
3. WIND SHLD Push-Button ......................... PRESS AS REQUIRED
If the forward field of view is overly restricted during landing
approach and taxiing:
a. Cabin Heat ....................................................................... HOT
b. Windshield Defrost ..............................................................ON
c.
Execute a forward slip as required for visibility.
d. Avoid taxiing without adequate forward visibility.
Heated Lift Transducer Malfunction
Airframe buffet before the stall is a good indication of an impending
stall.
The stall warning horn typically activates prematurely if there is ice
accumulated on the lift transducer vane.
Some ice accumulation on the inboard/outboard edges of the lift
transducer faceplate is considered normal.
If ice forms on lift transducer vane:
1. STALL VANE HEAT Circuit Breaker.................................... CYCLE
2. PITOT HEAT Switch ............................................ CYCLE OFF, ON
If ice remains on lift transducer vane:
1. Stall Warning System ..........EXPECT NO RELIABLE INDICATION
This includes:
• Impending stall warning.
• Stall speed indication.
2. Airspeed............................................. MONITOR, DO NOT STALL
3. Fly published VREF speeds .........Minimum 88 KIAS with 50% Flap
P/N 13772-151
Original Issue: 02-01-13
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Section 9
Supplements
Cirrus Design
SR22T
Static System Malfunction
If erroneous readings on the pilot’s flight instruments are suspected
the static button(s) on side of fuselage may be obstructed. Refer to
Section 3A - Abnormal Procedures, Static Source Blocked in the basic
handbook.
Anti-Ice System CAS Annunciations
• Note •
During Anti-Ice System activation, system mode changes,
operation at temperatures above freezing or with warm
deicing fluid, occasional ANTI ICE annunciations are normal.
Low Fluid Quantity Caution and Warning
ANTI ICE QTY
PFD Alerts Window: “Fluid quantity is low (TKS)”
ANTI ICE QTY Warning: Fluid quantity is less than 0.5 gallon. (1.9 L)
ANTI ICE QTY Caution: Fluid quantity is less than 1.0 gallon. (3.8 L)
• Note •
Depending on the selected flow rate, ANTI ICE QTY
annunciation may occur at lower fluid quantities
1. Icing Conditions ........................................................ AVOID / EXIT
Low Flow Rate Warning
ANTI ICE FLO
PFD Alerts Window: “Flow rate is low (TKS)”
1. ICE PROTECT A and B Circuit Breakers................................. SET
2. Fluid Quantity ...................................SWITCH TO FULLEST TANK
3. WIND SHLD Push-Button ...................................................PRESS
a. Repeat operation of windshield pump to verify metering
pumps are primed properly as evidenced by deicing fluid
exiting windshield nozzles.
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P/N 13772-151
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Cirrus Design
SR22T
Section 9
Supplements
4. ICE PROTECT Mode Switch ................................................. HIGH
If warning annunciation extinguishes:
a. Anti-Ice System ....................................................... MONITOR
If warning annunciation does not extinguishes or intermittent:
a. PUMP BKUP Switch............................................................ON
b. Icing Conditions.................................................. AVOID / EXIT
Lift Transducer Overheat Warning
AOA OVERHEAT
PFD Alerts Window: “AOA probe is overheated”
• Note •
Operation of Pitot Heat on hot days may annunciate the AOA
OVERHEAT Warning when flying at slow speeds. When air
temperatures are greater than 41°F (5°C), operation of Pitot
Heat is at discretion of the pilot. If overheat warning is
annunciated, Pitot Heat should remain OFF.
1. PITOT HEAT Switch ................................................................ OFF
2. Icing Conditions .......................................................... AVOID/EXIT
Tank Control Failure Warning
ANTI ICE CTL
PFD Alerts Window: “Tank valves cannot be controlled (closed) (TKS)”
Tank selection is inoperative and both left and right are open, typical
with GIA failure.
1. Icing Conditions ........................................................ AVOID / EXIT
P/N 13772-151
Original Issue: 02-01-13
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Section 9
Supplements
Cirrus Design
SR22T
Unreliable Fluid Quantity Warning
ANTI ICE QTY
PFD Alerts Window: “Left and right fluid quantities unknown (TKS)”
Both fluid quantities are unknown and both tanks are closed.
1. ICE PROTECT System Switch ................................................OFF
2. Icing Conditions ........................................................ AVOID / EXIT
Low Pressure Caution.
ANTI ICE PSI
PFD Alerts Window: “Tail pressure is low (TKS)”
• Caution •
A persistent Low Pressure Caution indicates a condition in the
tail section of Anti-Ice System and warrants increased caution
because the tail section’s smaller leading edge radius will
typically collect ice more quickly and ice accretion is more
difficult to monitor.
1. ICE PROTECT A and B Circuit Breakers................................. SET
2. Fluid Quantity ...................................SWITCH TO FULLEST TANK
3. WIND SHLD Push-Button ...................................................PRESS
a. Repeat operation of windshield pump to verify metering
pumps are primed properly as evidenced by deicing fluid
exiting windshield nozzles.
4. ICE PROTECT Mode Switch ................................................. HIGH
If caution annunciation extinguishes:
a. Anti-Ice System ....................................................... MONITOR
If caution annunciation does not extinguishes or intermittent:
a. PUMP BKUP Switch........................................................... ON
b. Icing Conditions .................................................. AVOID / EXIT
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P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
High Pressure Caution
ANTI ICE PSI
PFD Alerts Window: “Pressure is high (TKS)”
Typically indicates clogged filter.
1. Evidence of Anti-Ice Flow .............................. MONITOR / VERIFY
2. Icing Conditions ........................................................ AVOID / EXIT
Airspeed Caution
ANTI ICE SPD
PFD Alerts Window: “Airspeed is too low/high for ice protection (TKS)”
ANTI ICE SPD Low: Airspeed is less than 95 KIAS
ANTI ICE SPD High: Airspeed is greater than 177 KIAS or 204 KTAS
1. Airspeed....................................................MAINTAIN 95-177 KIAS
or less than 204 KTAS
Lift Transducer Heater Failure Caution
ANTI ICE HTR
PFD Alerts Window: “Stall warning/AoA heater has failed”
1. STALL VANE HEAT Circuit Breaker.................................... CYCLE
2. PITOT HEAT Circuit Breaker .............................................. CYCLE
3. Icing Conditions ........................................................ AVOID / EXIT
4. Fly aircraft normally using airframe buffet as the stall warning. Ice
accumulations on the lift transducer vane may result in unreliable
stall warning system operation.
P/N 13772-151
Original Issue: 02-01-13
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Section 9
Supplements
Cirrus Design
SR22T
Fluid Quantity Imbalance Caution
ANTI ICE QTY
PFD Alerts Window: “Fluid quantity imbalance has been detected”
Imbalance between left and right sensed fluid quantity is greater than
1.0 gallon.
1. Revert to AUTO control of the fluid source to control the fluid
quantity.
If ANTI ICE FLO or ANTI ICE PSI annunciates:
a. Revert to manual control of the fluid source to control the fluid
level quantity
(1) Fluid Quantity ......................SWITCH TO FULLEST TANK
b. WIND SHLD Push-Button.............................................PRESS
(1) Repeat operation of windshield pump to verify metering
pumps are primed properly as evidenced by deicing fluid
exiting windshield nozzles.
If Caution Annunciation extinguishes:
a. Anti-Ice System ....................................................... MONITOR
If Caution Annunciation does not extinguish or intermittent:
a. Fluid Quantity ......................... SWITCH TO OPPOSITE TANK
b. WIND SHLD Push-Button.............................................PRESS
(1) Repeat operation of windshield pump to verify metering
pumps are primed properly as evidenced by deicing fluid
exiting windshield nozzles.
c.
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Icing Conditions .................................................. AVOID / EXIT
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Left/Right Fluid Quantity Caution
ANTI ICE LVL
PFD Alerts Window: “Right/Left tank fluid quantity is unreliable (TKS)”
L / R fluid quantities on Anti Ice - TKS block of ENGINE page is
“greyed out” and/or fluid quantity is marked with a “Red X”. The
deicing fluid sensing system has detected conflicting system
information regarding the fluid quantity in the tanks.
1. Revert to manual control of the fluid source to control the fluid
level quantity.
If ANTI ICE FLO or ANTI ICE PSI annunciates:
a. Fluid Quantity ......................... SWITCH TO OPPOSITE TANK
b. WIND SHLD Push-Button ............................................ PRESS
(1) Repeat operation of windshield pump to verify metering
pumps are primed properly as evidenced by deicing fluid
exiting windshield nozzles.
Dynamic Stall Speed Band Unavailable Advisory
AOA FAIL
PFD Alerts Window: “Dynamic stall speed band is unavailable.”
Angle of Attack signal has failed. This signal is used to calculate and
display a dynamic stall speed awareness band (red band) on airspeed
tape. With a failed AOA signal, the low speed red band extends to a
fixed value of 61 knots.
P/N 13772-151
Original Issue: 02-01-13
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Section 9
Supplements
Cirrus Design
SR22T
Section 4 - Normal Procedures
• WARNING •
Holding in icing conditions for longer than 45 minutes may
reduce margins and could result in inadequate handling and
control characteristics.
Flight into known icing conditions is prohibited if porous panels
do not fully "wet-out" prior to entering icing conditions, or if
ANTI ICE CAS messages persist.
• Caution •
Prolonged operation of the system in clear air, above 15,000
feet MSL and temperatures less than -4 F (-20 C) can result in
“flash” evaporation of water and alcohol from the anti-ice fluid.
This evaporation results in a glycol rich fluid that could
become “gel” like on the wing surface until aircraft enters
precipitation or warmer temperatures
Limit ground operations of Lift Transducer Heat (PITOT
HEAT) to 45 seconds. Operation of Lift Transducer Heat in
excess of 45 seconds while on the ground may cause
excessive temperature on the lift transducer faceplate and
surrounding wing skin.
• Note •
This system is most effective when operated as an anti-ice
system to prevent ice accretions on protected surfaces. For
optimal performance, the system should be primed on the
ground to verify all protected surfaces wet-out fully. The
system should then be activated prior to entering icing
conditions to confirm the protected surfaces wet-out fully
before ice accretion begins.
The Anti-Ice System is approved for operation with ice
protection fluid that has a very temperature-dependant
viscosity characteristic. As the temperature of the fluid rises
above freezing (32F / 0C), the fluid becomes much less
viscous (thins) and pass through the porous membrane of the
panels with less resistance (pressure drop). This decrease in
pressure drop reduces the pressure in the panel reservoir
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P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
which may not be adequate to wet-out the entire panel if the
Pre-Flight Inspection is performed at warmer temperatures.
Increasing the system flow rate (MAX vs. HIGH or HIGH w/
PUMP BKUP vs. HIGH) will increase the arterial pressure of
the system which promotes the complete wet-out of the
porous panels.
Pre-Flight Inspection
1. Cabin
a. Circuit Breakers................................................................. SET
b. Battery 1 Master Switch ......................................................ON
c.
Flaps................................................................................ 100%
d. Avionics Master Switch .......................................................ON
e. Cabin Speaker.....................................................................ON
f.
Cabin Doors ................................................................. CLOSE
g. WIND SHLD Push-Button ............................................ PRESS
(1) Verify evidence of deicing fluid from spray nozzles.
h. PUMP BKUP Switch............................................................ON
(1) Metering Pump Duty Cycle ........... Verify Continuously ON
(2) Deicing Fluid and Endurance Indications.............. CHECK
i.
PUMP BKUP Switch.......................................................... OFF
j.
ICE PROTECT System Switch............................................ON
k.
ICE PROTECT Mode Switch......................................... NORM
(1) Metering Pump Duty Cycle .......... Verify 30s ON, 90s OFF
(2) Deicing Fluid and Endurance Indications.............. CHECK
l.
ICE PROTECT Mode Switch........................................... HIGH
(1) Metering Pump Duty Cycle ........... Verify Continuously ON
(2) Deicing Fluid and Endurance Indications.............. CHECK
m. ICE Inspection Lights Switch ...............................................ON
(1) Verify LH and RH Operation.
Continued on following page.
P/N 13772-151
Original Issue: 02-01-13
19 of 52
Section 9
Supplements
Cirrus Design
SR22T
n. PITOT HEAT Switch ....................... ON 45 seconds, then OFF
2. Empennage
a. Stabilizers Porous Panels................CONDITION / SECURITY
(1) Verify Evidence of Deicing Fluid Along Length of Panels
and Elevator Horns.
3. Right Wing Forward and Main Gear
a. Fluid Tank ................................VERIFY DESIRED QUANTITY
(1) Filler Cap........................... CONDITION AND SECURITY.
(2) Fluid Vent (underside wing).................. UNOBSTRUCTED
b. Porous Panels .......................... CONDITION AND SECURITY
(1) Verify Evidence of Deicing Fluid Along Length of Panels.
• WARNING •
Lift Transducer Faceplate and Vane may be HOT.
c.
Lift Transducer Faceplate ........................PERCEPTIBLY HOT
d. Lift Transducer Vane...............................................VERY HOT
(1) Verify Stall Warning audio alert after lifting stall vane with
wooden tooth pick or tongue depressor.
4. Nose, Right Side
a. Ice-Inspection Light .........................CONDITION / SECURITY
5. Nose Gear, Propeller, Spinner
a. Slinger Ring .......................... EVIDENCE OF DEICING FLUID
6. Nose, Left Side
a. Ice-Inspection Light .........................CONDITION / SECURITY
b. Windshield Spray Nozzles ...............CONDITION / SECURITY
7. Left Wing Forward and Main Gear
a. Fluid Tank ................................VERIFY DESIRED QUANTITY
(1) Filler Cap........................... CONDITION AND SECURITY.
(2) Fluid Vent (underside wing).................. UNOBSTRUCTED
b. Porous Panels .................................CONDITION / SECURITY
(1) Verify Evidence of Deicing Fluid Along Length of Panels.
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P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
8. Left Wing Tip
• WARNING •
Pitot Probe may be HOT.
a. Pitot Probe (underside) .............................. UNOBSTRUCTED
b. Pitot Probe..............................................................VERY HOT
9. Cabin
a. Fluid Quantity .......................... VERIFY 5 GALLON MINIMUM
b. ICE PROTECT System Switch.......................................... OFF
c.
Flaps.................................................................................... 0%
d. Battery 1 Master Switch .................................................... OFF
e. Avionics Master Switch ..................................................... OFF
f.
Cabin Speaker................................................................... OFF
Ice Formation Determination
Typically, a leading edge with a small radius will collect ice more
quickly than a leading edges with a large radius. To help monitor
possible ice accumulation, a thin metal tab is attached to the outboard
end of the RH and LH stall strips. In some icing conditions this tab may
be the first place that airframe ice accretion is noticeable. Additionally,
refer to other areas of the aircraft, such as the horizontal tail and lower
windscreen, to aid in determining if ice is accreting to the aircraft.
P/N 13772-151
Original Issue: 02-01-13
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Section 9
Supplements
Cirrus Design
SR22T
Before Takeoff
If icing conditions are anticipated immediately after take-off:
1. ICE PROTECT System Switch ................................................. ON
2. ICE PROTECT Mode Switch ................................... NORM / HIGH
3. PITOT HEAT Switch.................................................................. ON
4. Cabin Heat .............................................................................. HOT
5. Windshield Defrost .................................................................... ON
6. Ice-Inspection Lights .............................................. AS REQUIRED
7. Verify airframe is free of contamination immediately before takeoff.
8. Flaps ............................................. RETRACT as soon as practical
In Flight
If Inadvertent Icing Encounter OR Icing Conditions Exist:
1. PITOT HEAT Switch........................................................ Verify ON
2. ICE PROTECT System Switch ................................................. ON
3. ICE PROTECT Mode Switch ............................................... NORM
4. WIND SHLD Push-Button ......................... PRESS AS REQUIRED
5. Monitor ice accumulation.
If ice accretions persist on protected surfaces following each
cycle:
a. ICE PROTECT Mode ...................................................... HIGH
If ice continues accumulating on protected surfaces:
b. ICE PROTECT Mode Push-Button................................... MAX
If ice accretions do not shed from protected surfaces:
c.
PUMP BKUP Switch........................................................... ON
d. Perform Anti-Ice System Failure checklist.
e. WIND SHLD Push-Button................... PRESS AS REQUIRED
f.
Airspeed .............................................MAINTAIN 95-177 KIAS
or less than 204 KTAS
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P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
While in Icing Conditions:
1. FLAPS ....................................................................................... UP
2. Ice-Inspection Lights .............................................. AS REQUIRED
3. Cabin Heat .............................................................................. HOT
4. Windshield Defrost.....................................................................ON
5. Fluid Quantity and Endurance ....................................... MONITOR
a. Ensure adequate quantity to complete flight.
After Leaving Icing Conditions:
1. Anti-Ice System........................................................................ OFF
2. Airspeed...................................... as flight CONDITIONS DICTATE
3. Ice-Inspection Lights .............................................. AS REQUIRED
4. Cabin Heat ............................................................. AS REQUIRED
5. Windshield Defrost................................................. AS REQUIRED
6. WIND SHLD Push-Button ......................... PRESS AS REQUIRED
P/N 13772-151
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Section 9
Supplements
Cirrus Design
SR22T
Cruise
During icing encounters in cruise, increase engine power to maintain
cruise speed as ice accumulates on the unprotected areas and causes
the aircraft to slow down.
The autopilot may be used in icing conditions. However, every 30
minutes the autopilot should be disconnected to detect any out-of-trim
conditions caused by ice buildup. If significant out-of-trim or other
anomalous conditions are detected, the autopilot should remain off for
the remainder of the icing encounter.
When disconnecting the autopilot with ice accretions on the airplane,
the pilot should be alert for out-of-trim forces.
Approach and Landing
If Icing Conditions Exist:
1. ICE PROTECT System Switch ................................................. ON
2. ICE PROTECT Mode Switch ................................................. HIGH
3. Monitor ice accumulation.
If ice continues accumulating on protected surfaces:
a. ICE PROTECT Mode Push-Button................................... MAX
If ice accretions do not shed from protected surfaces:
b. PUMP BKUP Switch........................................................... ON
c.
Perform Anti-Ice System Failure checklist.
4. WIND SHLD Push-Button ......................... PRESS AS REQUIRED
• Caution •
To prevent an obstructed view due to residual deicing fluid on
windshield, do not operate windshield de-ice system within 30
seconds of landing.
5. Ice-Inspection Lights .............................................. AS REQUIRED
6. Flaps ........................................................................................50%
7. Airspeed ......................................................... Minimum of 95 KIAS
8. Airspeed on Short Final .....................................................88 KIAS
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P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
After Landing and Shutdown
1. PITOT HEAT Switch ................................................................ OFF
2. ICE PROTECT System Switch ................................................ OFF
3. PUMP BKUP Switch ................................................................ OFF
4. Ice-Inspection Lights ................................................................ OFF
• Note •
When the Anti-Ice System has been used, avoid touching the
airframe structure or windshield as they will be partially
covered with deicing fluid. Clean the deicing fluid from the
windshield and the porous panels as described in Section 8,
Handling, Service, & Maintenance.
P/N 13772-151
Original Issue: 02-01-13
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Section 9
Supplements
Cirrus Design
SR22T
Section 5 - Performance
Airplane performance and stall speeds without ice accumulation are
essentially unchanged with the installation of the Ice Protection
System.
Significant climb and cruise performance degradation, range
reduction, as well as buffet and stall speed increase can be expected if
ice accumulates on the airframe. Residual ice on the protected areas
and ice accumulation on the unprotected areas of the airplane can
cause noticeable performance losses and stall speed increases even
with the Anti-Ice System operating.
Stall Speeds with Ice Accumulation
Conditions:
• Weight ........................................................................................................ 3600 LB
• CG ..................................................................................................................Noted
• Power ................................................................................................................ Idle
• Bank Angle .....................................................................................................Noted
• Note •
Altitude loss during wings level stall may be 600 feet or more.
KIAS values may not be accurate at stall.
Weight
Bank
Angle
LB
Deg
KIAS
KCAS
KIAS
KCAS
0
15
30
45
60
0
15
30
45
60
77
79
83
91
107
77
79
83
91
107
76
77
82
90
107
76
77
82
90
107
72
73
75
82
95
72
73
75
82
95
69
70
74
82
98
69
70
74
82
98
3600
Most FWD
CG
3600
Most
AFT
CG
26 of 52
STALL SPEEDS
Flaps 0%
Flaps 50%
Full Up
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Enroute Climb Gradient with Ice Accumulation
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture ................................................................................... Full Rich (Green Arc)
• 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.
Fuel flow must be set to top of green arc for all takeoffs and climbs.
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.
Negative climb data shown in heavier table borders.
Weight
Press
Altitude
Climb
Speed
LB
FT
KIAS
-20
-10
0
5
ISA
SL
103
728
658
591
560
452
2000
103
662
596
533
502
367
4000
103
600
537
477
448
286
6000
102
541
482
425
397
207
8000
102
486
429
375
349
380
10000
102
434
380
329
304
354
12000
102
385
334
285
262
328
14000
102
338
290
244
222
304
16000
101
295
249
206
185
280
18000
101
254
211
170
150
258
20000
101
216
175
136
118
237
22000
100
133
73
17
-9
188
24000
98
56
-1
-53
-79
133
25000
97
18
-36
-87
-112
106
3600
P/N 13772-151
Original Issue: 02-01-13
CLIMB GRADIENT - Feet / Nautical Mile
Temperature ~°C
27 of 52
Section 9
Supplements
Cirrus Design
SR22T
Enroute Climb Gradient (Continued)
Weight
Press
Altitude
Climb
Speed
LB
FT
KIAS
-20
-10
0
5
ISA
SL
103
978
889
805
765
585
2000
103
895
811
732
694
487
4000
103
817
738
663
626
393
6000
102
743
668
597
563
302
8000
102
674
603
536
503
777
10000
102
609
542
478
447
743
12000
102
548
484
424
395
710
14000
102
490
430
373
346
678
16000
101
437
380
326
300
648
18000
101
386
332
281
257
618
20000
101
339
288
240
217
590
22000
100
237
163
93
60
306
24000
98
144
74
9
-23
240
25000
97
99
32
-32
-62
208
2900
28 of 52
CLIMB GRADIENT - Feet / Nautical Mile
Temperature ~°C
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Enroute Rate of Climb with Ice Accumulation
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture ................................................................................... Full Rich (Green Arc)
• 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.
Fuel flow must be set to top of green arc for all takeoffs and climbs.
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.
Negative climb data shown in heavier table borders.
Weight
Press
Altitude
Climb
Speed
LB
FT
KIAS
-20
-10
0
5
ISA
SL
103
1166
1075
986
942
1398
2000
103
1099
1009
920
876
1279
4000
103
1032
943
854
810
1160
3600
RATE OF CLIMB ~ Feet per Minute
Temperature ~°C
6000
102
966
876
788
744
1041
8000
102
899
810
722
678
731
10000
102
833
744
656
613
700
12000
102
767
678
591
548
669
14000
102
700
613
526
482
638
16000
101
635
547
460
417
608
18000
101
569
482
395
352
577
20000
101
503
416
330
287
546
22000
100
319
179
43
-24
445
24000
98
137
-1
-136
-203
318
25000
97
46
-92
-226
-292
255
P/N 13772-151
Original Issue: 02-01-13
29 of 52
Section 9
Supplements
Cirrus Design
SR22T
Enroute Rate of Climb (Continued)
Weight
Press
Altitude
Climb
Speed
LB
FT
KIAS
-20
-10
0
5
ISA
SL
103
1556
1446
1337
1283
986
2000
103
1477
1368
1260
1206
837
4000
103
1399
1290
1182
1129
688
6000
102
1321
1213
1105
1052
540
8000
102
1244
1136
1029
976
1484
10000
102
1167
1059
953
900
1462
12000
102
1090
983
877
825
1440
14000
102
1014
908
802
750
1418
16000
101
938
832
728
676
1397
18000
101
863
758
654
602
1376
20000
101
789
684
580
529
1355
22000
100
569
399
233
152
722
24000
98
354
186
22
-59
575
25000
97
247
80
-83
-163
502
2900
30 of 52
RATE OF CLIMB ~ Feet per Minute
Temperature ~°C
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Time, Fuel & Distance to Climb: Full Power Climb with
Ice Accumulation
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture ............................................................ Maintain Fuel Flow in GREEN ARC
• Weight ........................................................................................................ 3600 LB
• Winds ............................................................................................................... Zero
• Climb Airspeed............................................................Best Rate (Per Table Below)
• Note •
Taxi Fuel - Add 1.5 gallon for start, taxi, and takeoff.
Temperature - Add 10% to computed values for each 10º C above standard.
Fuel flow must be maintained in the dynamic green arc, per AFM Full Power
Climb: Rich of Peak Technique procedure.
Press
Alt
OAT
(ISA)
Climb
Speed
FT
°C
KIAS
Time
Minutes
Fuel
U.S. Gal
Distance
NM
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
21000
22000
15
13
11
9
7
5
3
1
-1
-3
-5
-7
-9
-11
-13
-15
-17
-19
-21
-23
-25
-27
-29
103
103
103
103
103
103
102
102
102
102
102
102
102
102
102
102
101
101
101
101
101
101
100
0.0
1.2
2.4
3.6
4.9
6.2
7.5
8.9
10.2
11.6
13.1
14.5
16.0
17.6
19.1
20.7
22.4
24.1
25.8
27.6
29.5
31.4
33.7
0.0
0.7
1.4
2.2
2.9
3.7
4.5
5.3
6.1
7.0
7.8
8.7
9.6
10.5
11.5
12.4
13.4
14.4
15.5
16.6
17.6
18.8
20.0
0.0
2.1
4.2
6.4
8.7
11.1
13.6
16.1
18.7
21.5
24.3
27.2
30.3
33.5
36.8
40.2
43.8
47.5
51.4
55.5
59.7
64.3
69.7
P/N 13772-151
Original Issue: 02-01-13
TIME, FUEL, DISTANCE ~ From Sea Level
31 of 52
Section 9
Supplements
Cirrus Design
SR22T
Cruise Performance with Ice Accumulation
Conditions:
• Weight ........................................................................................................ 3400 LB
• Winds................................................................................................................ Zero
• Note •
Subtract 10 KTAS if nose wheel pant and fairing removed. Lower KTAS by
10% if nose and main wheel pants & 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.
Cruise data not shown for power settings resulting in airspeeds with
inadequate stall margins.
CRUISE PERFORMANCE
ISA -30°C
ISA
ISA +30°C
Altitude
Power
FF
TAS
Econ
TAS
Econ
TAS
Econ
(ft MSL) (% of 315) (GPH) (KTAS) (nm/gal) (KTAS) (nm/gal) (KTAS) (nm/gal)
2000
4000
6000
8000
10000
32 of 52
85%
18.3
149
8.1
75%
16.4
138
8.4
65%
14.6
123
8.4
55%
12.7
104
8.2
85%
18.3
151
8.2
75%
16.4
139
8.4
65%
14.6
123
8.4
55%
12.7
104
8.2
85%
18.3
152
8.3
75%
16.4
140
8.5
65%
14.6
123
8.5
55%
12.7
103
8.1
85%
18.3
154
8.4
162
8.8
75%
16.4
141
8.5
148
9.0
65%
14.6
124
8.5
131
9.0
85%
18.3
156
8.5
164
8.9
75%
16.4
141
8.6
149
9.1
65%
14.6
124
8.5
131
9.0
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
CRUISE PERFORMANCE
ISA -30°C
ISA
ISA +30°C
Altitude
Power
FF
TAS
Econ
TAS
Econ
TAS
Econ
(ft MSL) (% of 315) (GPH) (KTAS) (nm/gal) (KTAS) (nm/gal) (KTAS) (nm/gal)
12000
14000
16000
18000
20000
22000
85%
18.3
157
8.6
165
9.0
75%
16.4
142
8.7
150
9.1
65%
14.6
123
8.4
131
9.0
85%
18.3
158
8.6
167
9.1
75%
16.4
142
8.7
151
9.2
65%
14.6
123
8.4
131
9.0
85%
18.3
165
9.0
168
9.2
75%
16.4
150
9.1
151
9.2
65%
14.6
131
9.0
131
9.0
85%
18.3
167
9.1
169
9.2
75%
16.4
151
9.2
151
9.2
65%
14.6
131
9.0
85%
18.3
168
9.2
170
9.3
80%
17.4
160
9.2
161
9.3
75%
16.4
151
9.2
151
9.2
65%
14.6
131
8.9
85%
18.3
169
9.2
171
9.3
80%
17.4
161
9.3
162
9.3
75%
16.4
151
9.2
151
9.2
P/N 13772-151
Original Issue: 02-01-13
33 of 52
Section 9
Supplements
Cirrus Design
SR22T
Range / Endurance: Full Power Climb with Ice
Accumulation
Conditions:
• Mixture.....................................................Best Economy - Target Fuel Flow or less
• Weight ................................................. 3600 LB for Climb, Avg 3400 LB for Cruise
• Winds................................................................................................................ Zero
• Total Fuel ................................................................................................ 92 Gallons
• Note •
Fuel Remaining for Cruise in this table is based on climb per AFM Full Power
Climb (Rich of Peak Technique) procedure.
Fuel Remaining for Cruise is equal to 92.0 gallons usable, less 1.5 gallons
(pre-takeoff fuel consumed), 11 gallons (45 minute IFR reserve at 65%
power), and listed volume for fuel consumed in Full Power Climb.
Range is decreased by 5% if nose wheel pant and fairings removed.
Range is decreased by 15% of nose wheel and main wheel pants and fairings
removed.
For aircraft with optional Air Conditioning System: range is decreased by 1% if
system in operation.
Aircraft with optional Enhanced Vision System: range is decreased by ½%.
Range / Endurance: 85% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
1.4
78.1
152
18.3
4.3
654
8.3
4000
2.9
76.6
154
18.3
4.2
653
8.4
6000
4.5
75.0
155
18.3
4.1
650
8.5
8000
6.1
73.4
157
18.3
4.0
647
8.6
10000
7.8
71.7
158
18.3
3.9
643
8.6
12000
9.6
69.9
159
18.3
3.8
638
8.7
14000
11.5
68.1
160
18.3
3.7
632
8.7
16000
13.4
66.1
161
18.3
3.6
624
8.8
18000
15.5
64.1
161
18.3
3.5
615
8.8
20000
17.6
61.9
162
18.3
3.4
606
8.8
22000
20.0
59.5
162
18.3
3.2
595
8.8
24000
23.3
56.3
161
18.3
3.1
579
8.8
34 of 52
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Range / Endurance: 85% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
FT
Gal
Fuel
Remaining
For Cruise
Gal
25000
25.4
54.1
Airspee
d
KTAS
161
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
18.3
3.0
569
8.8
Range / Endurance: Full Power Climb with Ice
Accumulation (Continued)
Range / Endurance: 75% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
1.4
78.1
140
16.4
4.8
667
8.5
4000
2.9
76.6
140
16.4
4.7
663
8.5
6000
4.5
75.0
141
16.4
4.6
658
8.6
8000
6.1
73.4
142
16.4
4.5
652
8.6
10000
7.8
71.7
142
16.4
4.4
645
8.7
12000
9.6
69.9
143
16.4
4.3
637
8.7
14000
11.5
68.1
143
16.4
4.1
627
8.7
16000
13.4
66.1
142
16.4
4.0
617
8.7
18000
15.5
64.1
142
16.4
3.9
605
8.6
20000
17.6
61.9
142
16.4
3.8
593
8.6
22000
20.0
59.5
141
16.4
3.6
579
8.6
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
Range / Endurance: 65% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
1.4
78.1
123
14.6
5.4
665
8.5
4000
2.9
76.6
124
14.6
5.3
658
8.5
6000
4.5
75.0
124
14.6
5.1
649
8.5
8000
6.1
73.4
123
14.6
5.0
639
8.5
P/N 13772-151
Original Issue: 02-01-13
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
35 of 52
Section 9
Supplements
Cirrus Design
SR22T
Range / Endurance: 65% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
Airspee
d
FT
Gal
Fuel
Remaining
For Cruise
Gal
10000
7.8
71.7
123
14.6
4.9
629
8.4
12000
9.6
69.9
122
14.6
4.8
617
8.4
KTAS
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
Range / Endurance: 55% Power Cruise - Full Power Climb
Press Climb
Alt
Fuel
FT
Gal
Fuel
Remaining
For Cruise
Gal
2000
1.4
78.1
36 of 52
Airspee
d
KTAS
103
Fuel
Flow
Endurance
Range
Specific
Range
GPH
Hours
NM
Nm/Gal
12.7
6.1
639
8.1
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Balked Landing Climb Gradient with Ice Accumulation
Conditions:
• Power ....................................................................................................Full Throttle
• Mixture ............................................................................................ Set per Placard
• Flaps ........................................................................................................ 50% (DN)
• Climb Airspeed............................................................................................... VREF
• Note •
Balked Landing Climb Gradients shown are the gain in altitude for the horizontal
distance traversed expressed as Feet per Nautical Mile.
For operation in air colder than this table provides, use coldest data shown.
Weight
Press
Alt
Climb
Speed,
VREF
LB
FT
KIAS
-20
-10
0
5
SL
88
796
726
660
628
2000
88
740
673
610
579
4000
88
686
622
562
533
6000
88
635
574
517
489
8000
88
586
529
474
448
479
10000
88
540
486
434
408
459
SL
88
1087
999
915
874
2000
88
1015
931
851
813
4000
88
947
867
791
755
6000
88
883
807
735
700
8000
88
822
750
681
648
687
10000
88
764
696
630
599
662
3600
2900
P/N 13772-151
Original Issue: 02-01-13
CLIMB GRADIENT ~ Feet/Nautical Mile
Temperature ~°C
ISA
37 of 52
Section 9
Supplements
Cirrus Design
SR22T
Balked Landing Rate of Climb with Ice Accumulation
Conditions:
• Power ................................................................................................... Full Throttle
• Mixture............................................................................................ Set per Placard
• Flaps................................................................................................................. 50%
• Climb Airspeed ...............................................................................................VREF
• Note •
Balked Landing Rate of Climb values shown are the 50% flaps change in altitude for unit
time expended expressed in Feet per Minute.
For operation in air colder than this table provides, use coldest data shown.
Weight
Press
Alt
Climb
Speed,
VREF
LB
FT
KIAS
-20
-10
0
5
SL
88
1104
1028
953
915
2000
88
1065
989
914
876
4000
88
1025
950
875
837
6000
88
986
911
836
798
8000
88
947
872
797
759
804
10000
88
908
832
758
720
795
SL
88
1496
1405
1313
1268
2000
88
1452
1361
1270
1224
4000
88
1408
1317
1226
1181
6000
88
1364
1274
1183
1138
8000
88
1321
1231
1140
1095
1149
10000
88
1278
1188
1098
1053
1143
3600
2900
38 of 52
RATE OF CLIMB - Feet per Minute
Temperature ~°C
ISA
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Landing Distance with Ice Accumulation
Conditions:
• Winds ............................................................................................................... Zero
• Runway ........................................................................................Dry, Level, Paved
• Note •
The following factors are to be applied to the computed landing distance for the noted
condition:
• Normal landings will be completed with the flaps set to 50%.
• 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 for
certification. They 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 run values estimated from the published slope as
described above.
• 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
extreme caution.
P/N 13772-151
Original Issue: 02-01-13
39 of 52
Section 9
Supplements
Cirrus Design
SR22T
Landing Distance - Flaps 50%
WEIGHT: 3600 LB
Speed over 50 Ft Obstacle: 88 KIAS
Flaps: 50%
Power: Smooth power reduction from obstacle to
idle at touchdown.
Runway: Dry, Paved, Level
Headwind: Subtract 10% for each 13
knots headwind.
Tailwind: Add 10% for each 2 knots
tailwind up to 10 knots.
Runway Slope: Reference Notes
Dry Grass: Add 20% to Ground Roll
Wet Grass: Add 60% to Ground Roll
PRESS
ALT
FT
DISTANCE
TEMPERATURE ~°C
FT
-20
-10
0
5
SL
Grnd Roll
1356
1409
1463
1489
Total
2833
2908
2984
3022
1000
Grnd Roll
1406
1461
1517
1544
Total
2903
2981
3061
3101
Grnd Roll
1458
1516
1573
1602
Total
2977
3059
3143
3185
Grnd Roll
1513
1572
1632
1662
Total
3055
3142
3229
3274
Grnd Roll
1570
1632
1694
1725
Total
3138
3229
3321
3367
5000
Grnd Roll
1629
1694
1758
1790
Total
3225
3321
3418
3466
6000
Grnd Roll
1692
1758
1825
1859
2000
3000
4000
7000
8000
9000
10000
40 of 52
ISA
Total
3318
3418
3520
3571
Grnd Roll
1757
1826
1896
1930
Total
3416
3522
3628
3682
Grnd Roll
1825
1897
1969
2005
1963
Total
3520
3631
3743
3800
3583
Grnd Roll
1896
1971
2046
2084
2025
Total
3630
3746
3864
3924
3656
Grnd Roll
1971
2049
2127
2166
2089
Total
3746
3869
3993
4055
3733
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Section 6 - Weight & Balance
Refer to Section 6 - Weight and Balance of the basic POH for current weight
and balance data. Use the following table to determine the Moment/1000 for
deicing fluid to complete the Loading Form in the Weight and Balance Section
of the basic POH.
• Total fluid tank capacity is 8.5 gallon (32L).
• Deicing fluid weight is 9.2 pounds per gallon.
Mom/
1000@
Gallons
Tank
(FS148.0)
Weight
LB
Mom/
1000@
Tank
(FS148.0)
Weight
LB
0.1
0.9
0.14
3.3
30.4
4.49
6.5
59.8
8.85
0.2
1.8
0.27
3.4
31.3
4.63
6.6
60.7
8.99
0.3
2.8
0.41
3.5
32.2
4.77
6.7
61.6
9.12
0.4
3.7
0.54
3.6
33.1
4.90
6.8
62.6
9.26
0.5
4.6
0.68
3.7
34.0
5.04
6.9
63.5
9.40
0.6
5.5
0.82
3.8
35.0
5.17
7.0
64.4
9.53
0.7
6.4
0.95
3.9
35.9
5.31
7.1
65.3
9.67
0.8
7.4
1.09
4.0
36.8
5.45
7.2
66.2
9.80
0.9
8.3
1.23
4.1
37.7
5.58
7.3
67.2
9.94
1.0
9.2
1.36
4.2
38.6
5.72
7.4
68.1
10.08
1.1
10.1
1.50
4.3
39.6
5.85
7.5
69.0
10.21
1.2
11.0
1.63
4.4
40.5
5.99
7.6
69.9
10.35
1.3
12.0
1.77
4.5
41.4
6.13
7.7
70.8
10.48
1.4
12.9
1.91
4.6
42.3
6.26
7.8
71.8
10.62
1.5
13.8
2.04
4.7
43.2
6.40
7.9
72.7
10.76
1.6
14.7
2.18
4.8
44.2
6.54
8.0
73.6**
10.89
1.7
15.6
2.31
4.9
45.1
6.67
8.1
74.5
11.03
1.8
16.6
2.45
5.0
46.0*
6.81
8.2
75.4
11.17
1.9
17.5
2.59
5.1
46.9
6.94
8.3
76.4
11.30
2.0
18.4
2.72
5.2
47.8
7.08
8.4
77.3
11.44
2.1
19.3
2.86
5.3
48.8
7.22
8.5
78.2
11.57
2.2
20.2
3.00
5.4
49.7
7.35
*Minimum Dispatch Fluid Qty
2.3
21.2
3.13
5.5
50.6
7.49
**Usable Tank Capacity
2.4
22.1
3.27
5.6
51.5
7.62
2.5
23.0
3.40
5.7
52.4
7.76
2.6
23.9
3.54
5.8
53.4
7.90
2.7
24.8
3.68
5.9
54.3
8.03
2.8
25.8
3.81
6.0
55.2
8.17
2.9
26.7
3.95
6.1
56.1
8.31
3.0
27.6
4.08
6.2
57.0
8.44
3.1
28.5
4.22
6.3
58.0
8.58
3.2
29.4
4.36
6.4
58.9
8.71
P/N 13772-151
Original Issue: 02-01-13
Weight
LB
Mom/
1000@
Gallons
Tank
(FS148.0)
Gallons
41 of 52
Section 9
Supplements
Cirrus Design
SR22T
Section 7 - System Description
The TKS Anti-Ice System can prevent and remove ice accumulation
on the flight surfaces by distributing a thin film of ice protection fluid on
the wing, horizontal stabilizer, vertical stabilizer, elevator tips, and
propeller. The presence of this fluid lowers the freezing temperature
on the flight surface below that of the ambient precipitation preventing
the formation and adhesion of ice.
The system consists of nine porous panels, propeller slinger ring,
windshield spray nozzles, heated stall warning system, ice inspection
lights, two proportioning units, two metering pumps, windshield/
priming pump, 3-way control valve, filter assembly, in-line strainer,
outlet strainers, two fluid tanks with fluid level sensors and low level
switches, filler caps and necks, test port assembly, electrical switching,
and system plumbing. The system operates on 28 VDC supplied
through the 7.5-amp ICE PROTECT A circuit breaker on Main Bus 1
and 5-amp ICE PROTECT B circuit breaker on Essential Bus 2.
Storage and Distribution
Two separate and symmetrical 4.25 gallon (16.1L) deicing fluid tanks
are serviced through filler caps located on the upper LH and RH
wings. Each tank provides a capacity of 4.0 gallons (15.1L) usable and
0.25 gallons (1.0L) unusable, which provides a total system capacity
of 8.0 gallons (30.2L) usable. The tanks are sealed wet bays, integral
to the wing structure, bounded by the upper and lower wing skins,
main spar web, and the inboard, outboard, and lateral tank ribs. The
tanks are vented from the outboard ribs to a NACA style ducts
attached to access panels on the lower wing skin, just outboard of the
tanks. Course-mesh outlet strainers mounted internal to the tanks
prevent large objects from obstructing the tank outlets, while a finemesh in-line strainer protects the metering pump and windshield/
priming pump from damage by contaminates
Upon activation, two single-speed metering pumps, mounted below
the LH passenger seat, draw fluid from the tank and provide fluid
pressure to the system at a constant-volume flow rate. The pumps
operate both singularly and in parallel according to system mode
selection.
42 of 52
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
If the system is ON and PUMP BKUP is selected, #1 pump will
operate (if not failed) based on the mode setting (NORM or HIGH)
while #2 pump operates continuously (PUMP BKUP), causing the
range and endurance to decrease from the published values, e.g.
selection of HIGH and PUMP BKUP will reduce range and endurance
as if MAX were selected.
The manifolds of both metering pumps are connected in series and
primed by an integral windshield/priming pump which draws fluid from
the tank, through both metering pump manifolds, forcing the fluid to
the windshield spray nozzles. In the event the metering pumps cannot
prime themselves, the windshield/priming pump can be activated to
draw fluid from the tank to prime the metering pump manifolds and to
remove any entrapped air between the metering pumps and the fluid
tank(s). A normally-closed solenoid located between the windshield
pump and spray nozzles prevents fluid back flow to the metering
pumps.
From the metering pumps, deicing fluid is pushed through a filter
assembly, mounted adjacent to the pumps, and then carried through
nylon tubing to the proportioning units located in the cabin floorforward and empennage.
• The cabin floor-forward proportioning unit distributes fluid to the
LH and RH Wing Inboard and Outboard panels and propeller
slinger ring assembly.
• The empennage proportioning unit distributes fluid to the
horizontal and vertical stabilizer panels and the elevator tip
panels.
In addition to distributing fluid to the porous panels and propeller
slinger ring, the proportioning units provide an additional, distinct
pressure drop to the supply lines such that a specific flow rate is
provided to each protected surface.
Porous Panels
The proportioned fluid enters the leading edge panels through the inlet
fitting(s) on the inboard end of the wing and elevator tip panels, upper
end of the vertical panel, and the outboard end of the horizontal
panels. The outer surface of the panels is perforated with very small
openings to distribute the deicing fluid along their entire length. The
panels contain a porous membrane whose pores are nearly 100 times
P/N 13772-151
Original Issue: 02-01-13
43 of 52
Section 9
Supplements
Cirrus Design
SR22T
smaller than the openings of the outer surface. The leading edge of
the panel serves as a reservoir as fluid entering the panel fills the
cavity behind the porous membrane then overcomes this resistance to
be distributed by the openings in the external surface. The inlet fitting
of the inboard wing porous panel also supplies fluid to the porous stall
strip through an additional capillary tube which further proportions the
fluid to provide a specific flow rate to the stall strip. Each panel
incorporates a vent opposite the inlet which provides a relatively large
opening to release air from within the panel. A check valve prevents
air from entering the panel through the vent which slows the "leakdown" of the panel during periods of inactivity
Windshield Spray Nozzles and Pump
The windshield pump, located adjacent to the main metering pumps
beneath the LH passenger seat, supplies fluid to the windshield
nozzles. The pump also acts as a priming pump for the main metering
pumps. In the event the metering pumps cannot prime themselves, the
windshield pump may be activated to purge the system of any
entrapped air between the main metering pumps and the fluid tank.
Propeller Slinger Ring
Deicing fluid protects the propeller by a slinger ring mounted to the
spinner backing plate where the fluid is distributed by centrifugal
action onto grooved rubber boots fitted to the root end of the propeller
blades.
Fluid Quantity Sensing
Fluid quantity is measured by a float type quantity sensor installed in
the deicing fluid tanks. A single-point fluid level switch is installed near
the outlet of each tank to provide a redundant “Empty” indication to
prevent the system from drawing air. An ultrasonic flow meter installed
between the in-line strainer and the metering pumps continuously
senses the system flow rate. The fluid quantity and flow rate
information is sent to the Engine Airframe Unit, processed, and
transmitted to the Engine Indicating System for display.
Figure -2
System Schematic
44 of 52
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
1
Section 9
Supplements
2
3 4
5
6 7
8 9 10 11 12 13 14 15 16
17
18
19
37
36
35
34
20
21
22
23
33
32
24
25
31
30
26
29
27
28
LEGEND
1. LH Outbd Panel
2. LH Vent
3. LH Inbd Panel
4. LH Filler Cap
5. LH Level Sender
6. LH Level Switch
7. Windshield Nozzles
8. Slinger Ring
9. 3-Way Valve
10. RH Level Switch
11. RH Inbd Panel
12. RH Level Sender
13. RH Filler Cap
P/N 13772-151
Original Issue: 02-01-13
14. Stall Transducer
15. RH Vent
16. RH Outbd Panel
17. RH Drain Valve
18. RH Tank Strainer
19. In-Line Strainer
20. Flow Transducer
21. Pump Control Unit
22. Metering Pump 1
23. Metering Pump 2
24. High Pressure Switch
25. Low Pressure Switches
26. RH H Stab Panel
27. RH Elevator Tip Panel
28. V Stab Panel
29. LH Elevator Tip Panel
30. LH H Stab Panel
31. Tail Proportioning Unit
32. Filter Assembly
33. Windshield Pump
34. Solenoid Valve
35. Main Proportioning Unit
36. LH Tank Strainer
37. LH Drain Valve
SR22_FM09_2965
45 of 52
Section 9
Supplements
Cirrus Design
SR22T
System Control
System operation is controlled by five bolster panel switches and three
MFD softkeys:
• Bolster Panel Switches: Metering pump operation and mode
control (flow rate) are controlled by the NORM, HIGH, and MAX
switches. WINDSHLD controls the windshield pump operation.
PUMP BKUP is used in the event of certain system failures.
• MFD Softkeys: Tank selection is provided by three MFD
softkeys on the MFD Engine Page. Automatic tank selection is
provided by the default, AUTO mode. While the system is
operating, the fluid quantity in each tank will be passively
balanced by alternating the selected tank using the 3-way
control valve.
Mode Control
• NORM controls both pumps to operate quarter-time
intermittently to provide 100% flow rate, i.e. 30 seconds on, 90
seconds off.
• HIGH controls #1 pump to operate continuously to provide
200% flow rate, i.e. two times the normal flow rate.
• MAX controls both pumps to operate continuously for 2 minutes
to provide 400% flow rate, i.e. four times the normal flow rate.
Pump operation then reverts to the system mode selected by
the ICE PROTECT Mode Switch.
• WINDSHLD controls the windshield pump
continuously for approximately 3 seconds.
to
operate
• PUMP BKUP controls #2 pump to operate continuously to
provide 200% flow rate, i.e. two times the normal flow rate.
When pump backup mode is selected, an alternate circuit bypasses the Timer Box and supplies power to the #2 metering
pump which in turn operates continuously.
Fluid Tank Control
• AUTO: While the system is operating, the fluid quantity in each
tank is passively balanced by the avionics system using the 3way control valve and the sensed quantity of each tank.
46 of 52
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
• LEFT: Ice protection fluid is drawn from the left tank regardless
of sensed quantity.
• RIGHT: Ice protection fluid is drawn from the right tank
regardless of sensed quantity.
System Indicating
System Indicating is displayed as bar graphs and text in the lower left
corner of the MFD ENGINE page. The bar graphs, marked from 0 to 4
U.S. gallons in 1-gallon increments, indicate LH and RH tank fluid
quantity. Fluid quantity is also displayed numerically below the bar
graphs in 0.1-gallon increments. When the system is operating in the
default, automatic tank selection mode (AUTO), a white box is
centered around the “L” and “R” located above each bar graph and a
cyan box is displayed around the selected Anti-Ice System mode.
During normal operation, the white box will switch between the left and
right tank as the fluid level changes. In the case of an electronic
display failure (reversionary mode), fluid quantity is displayed along
the LH edge of the PFD and the system maintains the tank selection
mode that was current when reversionary mode was activated.
Manual tank selection mode is selected by pressing the ANTI-ICE
softkey to access control of the LEFT and RIGHT tanks. In manual
mode, a cyan box is displayed around the selected tank, gallons
remaining in that tank, and the selected Anti-Ice System mode.
Pressing AUTO returns the system to automatic tank selection mode.
System Endurance is displayed on the MFD ENGINE Page for the
different system modes based on the total sensed fluid quantity and
published system flow rates. A cyan box depicts the user selected
system mode. System Range is displayed on the MFD ENGINE Page
for the selected system mode based on the calculated system
endurance and the current ground speed.
If tanks are selected manually, system range and endurance
calculations use only the sensed fluid quantity of the selected tank.
While in PUMP BKUP, system range and endurance calculations use
the sensed system flow rate of the flow meter.
Refer to the Perspective Integrated Avionics System Pilot’s Guide for
additional information on system annunciation and control.
Figure -3
System Indication and Switching
P/N 13772-151
Original Issue: 02-01-13
47 of 52
Section 9
Supplements
Cirrus Design
SR22T
Anti Ice - TKS
L
3.8
4
3
2
1
0
Gal
R
2.6
Time Rem (H:MM)
Max
0:31
High
1:03
Norm
2:06
Range
79 NM
ENGINE ANTI-ICE
DCLTR
ASSIST
FUEL
1
NOTE
Illustration depicts system
during Auto Tank Mode with
LH and RH tanks ON while
operating in MAX mode.
2 3 4 5 6 7 8
Bolster Panel
LEGEND
1. Anti-Ice System Indication
2. Ice Inspection Lights
3. Pitot and Stall Vane Heat
4. Anti-Ice System ON / OFF Switch
5. NORM / HIGH Mode Switch
6. MAX Mode Push Button
7. Pump Backup Switch
8. Wind Shield Push Button
SR22_FM09_2983
48 of 52
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Stall Warning System
Stall warning is provided by the lift transducer, mounted on the leading
edge of the right wing and the stall warning computer located under
the cabin floor. The lift transducer senses the force of the airstream on
the vane, producing an electrical output to the stall warning computer.
When the stall warning set-point is reached, the stall warning
computer provides a signal to the avionics system to activate the stall
warning aural alert and CAS message. The stall warning computer
also provides the information used to generate the dynamic stall
speed awareness indication (red band) on the airspeed tape which
indicates the relative proximity to the aircraft stall speed based on the
wing loading (weight, angle of bank, etc). The stall warning computer
operates on 28 VDC supplied through the 5-amp STALL WARNING
circuit breaker on the ESS BUS 2.
Ice protection for the lift transducer is provided by two faceplate
heaters, one vane heater and one case heater using the PITOT HEAT
switch. To prevent overheating during ground operations, a signal
from the avionics is used to operate the heaters at 25% power during
ground operation or 100% power while in the air. The lift transducer
heat is powered by 28 VDC supplied through the 10-amp STALL
VANE HEAT circuit breaker on the NON-ESS BUS.
The stall warning computer receives an signal from the avionics
system to reduce nuisance stall warning while the aircraft is on the
ground. The stall warning is inhibited when ground speed is less than
30 knots or airspeed is less than 55 KIAS. To allow a preflight check of
the system, stall warning is enabled if RPM is less than 500 and flaps
are set to 100%.
An IPS-ON discrete signal is sent to the stall warning computer when
the ice protection system is set to ON. This adds additional stall
warning margin to the aircraft beyond the required 5 KIAS to account
for ice contamination on unprotected surfaces. Although this ensures
the required margin is maintained during/after an icing encounter, it
may be excessive when the aircraft is not contaminated by ice shapes.
Ice-Inspection Lights
To provide visual verification of icing conditions and confirmation of
fluid flow, ice inspection lights are flush mounted to the RH and LH
fuselage skin just aft of the engine cowling. The bi-directional
P/N 13772-151
Original Issue: 02-01-13
49 of 52
Section 9
Supplements
Cirrus Design
SR22T
inspection lights illuminate the leading edge of the wing and horizontal
stabilizer. Components of the system include the LED light assemblies
and a two-position toggle switch labeled ICE on the Exterior Lights
section of the bolster switch panel.
The ice-inspection lights operates on 28 VDC supplied through the 5amp ICE PROTECT A circuit breaker on MAIN BUS 1.
50 of 52
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22T
Section 9
Supplements
Section 8 – Handling, Service, & Maintenance
• Caution •
During long periods of non-use, the porous panel membranes
may dry out which could cause uneven fluid flow during
subsequent operation. Perform the Pre-Flight Inspection
every 30 days to keep porous panel membranes wetted.
Use only approved deicing fluid. See Section 2, Limitations.
To prevent fluid contamination, maintain a clean, dedicated
measuring container and ensure mouth of fluid container is
clean before dispensing. Secure the filler cap immediately
after filling
Certain solvents may damage the panel membrane. Use only
soap and water, isopropyl alcohol, or ethyl alcohol to clean
panels. Do not wax leading edge porous panels.
Storage
To prepare the Anti-Ice System for flyable storage, fill the deicing fluid
tanks and perform the Pre-Flight Inspection to verify evidence of ice
protection fluid along the length of all porous panels. The tanks may
then be drained until the next service interval (30 days minimum) or
operation of the system is desired.
Servicing
Deicing Fluid Tanks
The deicing fluid tanks are serviced through filler caps in the upper
wing skins. Each tank is individually drained and vented by lock-open/
lock-close valves in the lower wing skins.
Porous Panels
Periodically clean porous panels with soap and water using a clean,
lint-free cloth. Isopropyl alcohol may be used to remove oil or grease.
P/N 13772-151
Original Issue: 02-01-13
51 of 52
Section 9
Supplements
Cirrus Design
SR22T
Metering Pump Priming
If air entered the system due to the fluid tank(s) running dry during
system operation, it may require several cycles of the windshield/
priming pump to prime the metering pumps.
In the event that the metering pumps cannot prime themselves, the
windshield/priming pump may be cycled, 3s ON, 3s OFF, to draw fluid
from the tank to prime the metering pump manifolds and to remove
any entrapped air between the metering pumps and the fluid tank(s).
52 of 52
P/N 13772-151
Original Issue: 02-01-13
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual
Supplement
for
Artex ELT 1000 406 MHz ELT System
When Artex ELT 1000 406 MHz ELT System is installed on the aircraft,
this POH Supplement is applicable and must be inserted in the
Supplements section (Section 9) of the Pilot’s Operating Handbook.
This document must be carried in the airplane at all times. Information
in this supplement adds to, supersedes, or deletes information in the
basic Pilot’s Operating Handbook.
P/N 13772-156
Original Issue: 11-20-14
1 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 1 - General
The 406 MHz emergency locator transmitter (ELT) is a radiofrequency transmitter that generates a signal to assist in search and
rescue for missing aircraft. The ELT automatically transmits the
standard sweep tone on 121.5 MHz if rapid deceleration is detected or
the Cirrus Airframe Parachute System (CAPS) is deployed.
FO
RW
AR
AWRNIND
G
1
CENTER
CONSOLE
(REF)
2
8
7
1
6
5
ELT SHELF
(REF)
4
3
LEGEND
1. LED Annunciator
2. Remote Switch
3. Antenna
4 Remote Cable
5. Main Control Switch
6. Antenna Jack
7. Attach Straps
8. Artex ELT 1000
SR22_FM09_3681
2 of 6
Figure - 1
Artex ELT 1000 System
P/N 13772-156
Original Issue: 11-20-14
Cirrus Design
SR22 / SR22T
Section 9
Supplements
Section 2 - Limitations
No Change.
Section 3 - Emergency Procedures
Portable use of ELT
The ELT transmitter can be removed from the airplane and used as a
personal locating device if it is necessary to leave the airplane after an
accident. Access the unit as described below and set the ELT
transmitter control switch to the ON position.
1. Remove avionics bay access panel along aft portion of RH
fuselage or lower aft center access panel of baggage
compartment.
2. Disconnect fixed antenna lead from front of unit.
3. Disconnect lead from remote switch and indicator unit.
4. Disconnect antenna from mounting tray.
5. Loosen attach straps and remove transmitter unit.
6. Attach antenna to antenna jack on front of unit.
7. Set main control switch to ON position.
8. Hold antenna upright as much as possible.
Section 4 - Normal Procedures
No Change.
Section 5 - Performance
No Change.
Section 6 - Weight & Balance
Installation of the subject propeller adds the following optional (Sym =
O) equipment at the weight and arm shown in the following table.
ATA /
Item
Description
Sym
Qty
Part Number
Unit
Weight
LB
Arm
Inches
25-01
Artex ELT 1000 and Batteries
O
1
33940-001
3.4
229.5
P/N 13772-156
Original Issue: 11-20-14
3 of 6
Section 9
Supplements
Cirrus Design
SR22 / SR22T
Section 7 - Systems Description
The airplane is equipped with a self-contained Artex ELT 1000 406
MHz emergency locator transmitter (ELT) system. The transmitter unit
is automatically activated upon sensing a change of velocity along its
longitudinal axis exceeding 4 to 5 feet per second, or upon sensing
deployment of the Cirrus Airframe Parachute System (CAPS). Once
activated, the ELT transmits VHF band audio sweeps at 121.5 MHz
until battery power is gone.
In addition, for the first 24 hours of operation, a 406 MHz signal is
transmitted at 50-second intervals. This transmission lasts 440
milliseconds and contains aircraft-specific information and GPS
position data provided by the Garmin avionics. The transmitted data is
referenced in a database maintained by the national authority
responsible for ELT registration to identify the beacon and owner.
The ELT transmitter is installed immediately behind the aft cabin
bulkhead, slightly to the right of the airplane centerline. 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 main transmitter control switch is labeled “ON” - “ARM/OFF” “TEST”. The transmitter is in the armed position for normal operations.
A red LED annunciator flashes when the ELT is transmitting.
A battery pack consisting of two “D” cell lithium batteries mounts to a
cover assembly within the transmitter to provide power to the
transmitter. The expiration date of the batteries is indicated on the
outside of the ELT battery case and recorded in the aircraft logs.
A warning buzzer is mounted to the ELT shelf. When the ELT is
activated, the buzzer “beeps” periodically. This buzzer operates in
tandem with the ELT panel indicator and serves as a redundant
annunciation. Power to the buzzer is supplied by the ELT batteries.
ELT Remote Switch and Indicator Panel
The Artex ELT 1000 Remote Switch and Control Panel Indicator
(RCPI) is located below the Alternate Induction Air Control knob near
the pilot’s right knee. The RCPI provides test and monitoring functions
for the transmitter. The panel contains a two-wire switch labeled “ON” -
4 of 6
P/N 13772-156
Original Issue: 11-20-14
Cirrus Design
SR22 / SR22T
Section 9
Supplements
“ARM/OFF” - “TEST”, and a red LED annunciator. The red LED
annunciator flashes when the ELT is transmitting.
Section 8 - Handling, Servicing & Maintenance
The ELT batteries must be inspected in accordance with the Airplane
Maintenance Manual, 5-20 - Scheduled Maintenance Checks.
The ELT batteries must be replaced upon reaching the date stamped
on the batteries, after an inadvertent activation of unknown duration,
or whenever the batteries have been in use for one cumulative hour.
Inspection / Test
After setting transmitter switch to TEST position, the ELT automatically
enters a self-test mode. The self-test transmits a 406 MHz test coded
pulse that monitors certain system functions before shutting off. The
test pulse is ignored by any satellite that receives the signal, but the
ELT uses this pulse to check output power and frequency. Other
parameters of the ELT are checked and a set of error codes is
generated if a problem is found. The error codes are indicated by a
series of pulses on the transmitter LED, the Remote Switch and
Control Panel Indicator (RCPI) LED, and alert buzzer.
• Note •
FAA regulations require that transmitter tests only be done
during the first 5 minutes of each hour and must not last for
more than 3 audio sweeps (1.5 seconds). If you are at a
location where there is an FAA control tower or other
monitoring facility, notify the facility before beginning the tests.
Never activate the ELT while airborne for any reason.
Operators may wish to use a low quality AM broadcast
receiver to determine if energy is being transmitted from the
antenna. When the antenna of the radio (tuning dial on any
setting) is held about 6 inches from the activated ELT
antenna, the ELT aural tone will be heard on the AM
broadcast receiver. This is not a measured check, but it does
provide confidence that the antenna is radiating sufficient
power to aid search and rescue. The aircraft’s VHF receiver,
tuned to 121.5 MHz, may also be used. This receiver,
however, is more sensitive and could pick up a weak signal
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even if the radiating ELT’s antenna is disconnected.
Therefore, it does not check the integrity of the ELT system or
provide the same level of confidence as does an AM radio.
1. Tune aircraft receiver to 121.5 MHz.
2. Push switch lever to TEST position for approximately 1 second,
then release.
3. Results of the test are displayed by a series of indications (flash
codes), where the local LED, remote switch LED and buzzer(s)
activate for ½ second ON, followed by ½ second OFF. Error
codes, indicated by multiple flashes separated by 1-second
periods, will begin to display after approximately 1 second.
4. Flash Codes displayed with the associated conditions are as
follows:
a. 1-Flash: Indicates that the system is operational and that no
error conditions were found.
b. 2-Flashes: Not used. If displayed, correct condition before
further flight.
c.
3-Flashes: Not used. If displayed, correct condition before
further flight.
d. 4-Flashes: Indicates low output power. If displayed, correct
condition before further flight.
e. 5-Flashes: Indicates no position data present. If displayed,
correct condition before further flight.
f.
6-Flashes: Indicates G-switch loop is not present. If displayed,
correct condition before further flight.
g. 7-Flashes: Battery check. If displayed, correct condition
before further flight.
h. 8-Flashes: Indicates programming data missing. If displayed,
correct condition before further flight.
Section 10 - Safety Information
No Change.
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Section 10
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Section 10: Safety Information
Table of Contents
Introduction ........................................................................................ 3
Cirrus Airframe Parachute System (CAPS) ....................................... 4
Deployment Scenarios.................................................................... 4
General Deployment Information .................................................... 7
Landing Considerations .................................................................. 8
Taxiing, Steering, and Braking Practices ......................................... 11
Operating Practices ...................................................................... 11
Brake Maintenance ....................................................................... 12
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Introduction
This aircraft is designed to operate safely and efficiently in a flight
environment. However, like any other aircraft, pilots must maintain
proficiency to achieve maximum safety, utility, and economy. Cirrus
strongly recommends that all pilots seek regular recurrent training and
that they operate in accordance with the Cirrus Flight Operations
Manual and Envelope of Safety.
As the pilot you must be thoroughly familiar with the contents of this
Handbook, the Handbook Supplements, Flight Checklist, and
operational guides and data provided by manufacturers of equipment
installed in this airplane. You must operate the airplane in accordance
with the applicable FAA operating rules and within the Limitations
specified in Section 2 of this Handbook.
The Normal Procedures section of this handbook was designed to
provide guidance for day-to-day operation of this airplane. The
procedures given are the result of flight testing, FAA certification
requirements, and input from pilots with a variety of operational
experience. Become fully familiar with the procedures, perform all the
required checks, and operate the airplane within the limitations and as
outlined in the procedures.
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Cirrus Airframe Parachute System (CAPS)
The Cirrus Airframe Parachute System (CAPS) is designed to lower
the aircraft and its passengers to the ground in the event of a lifethreatening emergency. CAPS deployment is likely to result in damage
to the airframe and, possible injury to aircraft occupants, its use should
not be taken lightly. Instead, possible CAPS activation scenarios
should be well thought out and mentally practiced by every Cirrus pilot.
Pilots who regularly conduct CAPS training and think about using
CAPS will often have a higher probability of deploying CAPS when
necessary.
The following discussion is meant to guide your thinking about CAPS
activation. Cirrus also recommends that pilots discuss CAPS
deployment scenarios with instructors as well as fellow pilots through
forums such as the Cirrus Owners and Pilots Association. In the event
of a spin or loss of aircraft control, immediate CAPS activation is
required. (See Section 3) In other situations, CAPS activation is at the
informed discretion of the pilot in command. The following discussion
is intended to be informative, not directive. It is the responsibility of
you, the pilot, to determine when and how the CAPS will be used. It is
important to understand, however, that numerous fatalities that have
occurred in Cirrus aircraft accidents likely could have been avoided if
pilots had made the timely decision to deploy CAPS. It is also
important to note that CAPS has been activated by pilots at speeds in
excess of 180 knots on multiple occasions with successful outcomes.
While the best speed to activate CAPS is below 140 knots indicated
airspeed, a timely activation is most important for loss of control
situations.
Deployment Scenarios
This section describes possible scenarios in which the activation of the
CAPS is appropriate. This list is not intended to be exclusive, but
merely illustrative of the type of circumstances when CAPS
deployment could be the only means of saving the occupants of the
aircraft.
Mid-Air Collision
A mid-air collision likely will render the airplane unflyable by damaging
the control system or primary structure. If a mid-air collision occurs,
immediately evaluate if the airplane is controllable and structurally
capable of continued safe flight and landing. Unless it is apparent that
structural and control system damage has not occurred, CAPS
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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
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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.
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General Deployment Information
Deployment Speed
The maximum speed at which deployment has been demonstrated is 140
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.
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
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would successfully recover the aircraft into its level descent attitude under
parachute.
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 13 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
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.
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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.
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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.
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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.
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• 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 0442 thru 0656, 0658 thru 0689 before SB2X-32-21), or
several minutes to dissipate (Serials 0442 thru 0656, 0658 thru
0689 after SB2X-32-21, 0657, 0690 & 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.
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.
• Overheated components, indicated by discoloration or warping
of the disk rotor. Excessive heat can cause the caliper
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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.
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