Revision 1 Transmittal - Cirrus Design Authorized Service Center

Revision 1 Transmittal - Cirrus Design Authorized Service Center
Cirrus Design
SR22T
Pilot’s Operating Handbook
Transmittal
Revision 1 Transmittal
December 29, 2015
TO:
Holders of Cirrus Design SR22T Pilot’s Operating Handbook for Aircraft Serials SR22T-0442 and Subsequent with Teledyne Continental
Motors Turbocharged Engine, 3600 Pound Takeoff Weight, P/N
13772-005.
SUBJECT:
Revision 1 dated 29 Dec 2015.
Revision 1 to the Model SR22T Pilot’s Operating Handbook revises
Sections 1, 2, 3, 3A, 4, 5, 6, 7, 8, 9, and 10.
Revise sections by inserting revised pages and removing superseded
pages in accordance with the List of Effective Pages. After incorporating revision pages, discard superseded pages and this transmittal.
P/N 13772-005
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SR22T
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P/N 13772-005
Revision 1
Cirrus Design
SR22T
Pilot’s Operating Handbook
Revision Highlights
Revision 1 Highlights
Page
Revision Description
Front Matter ..... Revised Front Matter.
Section 1.......... Revised Introduction.
Revised The Airplane section.
Section 2.......... Incorporated TPOH 15-02: MD302.
Incorporated TPOH 15-05: Baro-VNAV.
Added door placard.
Section 3.......... Revised Engine Partial Power Loss Checklist.
Revised Starter Engaged Annunciation Checklist.
Revised CAPS Deployment Checklist.
Section 3A ....... Incorporated TPOH 15-02: MD302.
Revised Starter Engaged Annunciation Checklist.
Section 4.......... Incorporated TPOH 13-04: Takeoff Airspeeds.
Incorporated TPOH 15-25: Cruise Procedure.
Revised Preflight Inspection Checklist.
Revised Cold Weather Starting Checklist.
Added Extended Ground Operation Checklist.
Section 5.......... Revised Associated Conditions Affecting Performance section.
Revised Cruise Performance section.
Revised Landing Distance section.
Added Landing Distance Table - Flaps 50%.
Added Landing Distance Table - Flaps 0%.
Section 6.......... Revised Introduction.
Removed Airplane Weighing Form.
Removed Airplane Weighing Procedures.
Removed Airplane Leveling section.
Section 7.......... Incorporated TPOH 14-03: Brakes.
Incorporated TPOH 14-06: Electrical System.
Incorporated TPOH 15-03: MD302.
Incorporated TPOH 15-06: Baro-VNAV.
Incorporated TPOH 15-09R1: USB-A Ports & Fire Extinguisher.
Added Key fob to Cabin Doors section.
Revised Magnetic Compass section.
Revised Pitot-Static System illustration.
Added GTX 33 ES Transponder.
Added MY2016 Convenience Lighting option.
Section 8.......... Incorporated TPOH 14-03: Brakes.
Revised Operator’s Publications section.
Removed Brake Inspection.
Added Keyfob Battery Replacement section.
Added Care of Graphics section.
Section 9.......... Revised Log of Supplements.
Section 10........ Removed Door Position table from Landing Considerations.
Revised Taxiing, Steering, and Braking Practices section.
P/N 13772-005
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SR22T
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P/N 13772-005
Revision 1
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.......... ................... 01 Feb 2013
Revision.................. 1 ................. 29 Dec 2015
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SR22T
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P/N 13772-005
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SR22T
Pilot’s Operating Handbook
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P/N 13772-005
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
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Foreword
Cirrus Design
SR22T
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Front Matter-6
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
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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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
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Revision 1
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
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
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
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
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
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
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
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.
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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
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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
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Normal Procedures
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SR22T
Intentionally Left Blank
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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
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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
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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)
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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
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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
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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)
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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.
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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
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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.
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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
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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
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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.
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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
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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.
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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.
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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.
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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
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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.
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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.
4-32
P/N 13772-005
Revision 1
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
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 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
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
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
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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
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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
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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
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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).
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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.
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SR22_FM07_2935A
Figure 7-6
Wing Flaps
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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.
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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.
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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.
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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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Cirrus Design
SR22T
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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Systems Description
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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SR22T
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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Systems Description
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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SR22T
Section 7
Systems Description
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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Cirrus Design
SR22T
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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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.
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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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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.
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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)
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SR22T
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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)
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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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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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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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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)
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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)
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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.
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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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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.
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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
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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.
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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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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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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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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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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
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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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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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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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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)
P/N 13772-005
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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
P/N 13772-005
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Systems Description
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)
P/N 13772-005
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Systems Description
Cirrus Design
SR22T
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.
P/N 13772-005
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Section 7
Systems Description
Cirrus Design
SR22T
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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Section 7
Systems Description
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.
P/N 13772-005
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Systems Description
Cirrus Design
SR22T
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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Systems Description
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.
P/N 13772-005
Revision 1
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Section 7
Systems Description
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Max Viz Enhanced Vision System
The Enhanced Vision System is an electro-optical system that uses a
Long-Wave Infrared (IR) camera. Infrared is particularly effective at
night, smoke, haze, and smog in addition to a broad spectrum of rain,
snow, and radiation-type fog. However, penetration is limited during
certain environmental conditions associated with heavy rain, heavy
snow, coastal fog and most cloud formations. Therefore the EVS is not
intended for all atmospheric conditions and may only be used for
acquisition of objects normally viewed through the cockpit windows.
EVS is an aid to visual acquisitions of:
• Ground vehicles and other ground-based equipment/obstacles,
• Aircraft on taxi-ways and runways,
• Other traffic during takeoff, approach, and landing,
• Runway and taxi lights,
• Runway and terrain features during climb, descent, and low
altitude maneuvering.
The EVS sensor, located on the underside of the LH wing, contains a
long-wave infrared camera that produces a infrared image and a lowlight CMOS camera that produces a visible image. The two images
are then combined to produce a single fused image and transmitted
directly to the MFD. Upon power-up the Sensor requires
approximately 90 seconds to produce a usable image. The image
generated is a monochrome image. The hotter an object is the whiter it
appears on the display.
28 VDC Enhanced Vision System operation is supplied through the 5amp EVS CAMERA circuit breaker on MAIN BUS 3. Refer to the Max
Viz Enhanced Vision System Pilot’s Guide for a detailed discussion of
the system. For maintenance information and special precautions to
be followed, refer to Section 8, Enhanced Vision System Sensor
Windows (Optional).
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Approach Baro-VNAV
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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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
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
Handling and Servicing
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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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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Cirrus Design
SR22T
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.
8-12
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 8
Handling and Servicing
Raise Airplane
• Caution •
Do not jack the aircraft outside or in open hangar with winds in
excess of 10 mph.
The empty CG is forward of the wing jacking points. To
prevent airplane from tipping forward during maintenance or
jacking, use a weighted tailstand (300-lb minimum) attached
to the tail tiedown.
Jacks must be used in pairs. Do not attempt to jack only one
side of aircraft. Keep the airplane as level as possible when
jacking.
1. Position airplane on a hard, flat, level surface.
2. Remove main gear fairings. (Refer to AMM 32-10)
3. Remove and stow tie-down rings from wings.
4. Attach a weighted tailstand to tail tiedown ring.
5. Position jacks and jack points for jacking. Insert jack point into
wing tiedown receptacle. Holding the jack point in place, position
the jack under the point and raise the jack to firmly contact the jack
point. Repeat for opposite jacking point.
6. Raise airplane no more than required for maintenance being
performed.
7. Raise the airplane keeping the airplane as level as possible.
8. Secure jack locks.
Lower Airplane
1. Release pressure on all jacks simultaneously to keep airplane as
level as possible.
2. Remove jacks, jack points, and tailstand. Stow points in baggage
compartment.
3. Install tiedown rings.
4. Install main gear fairings. (Refer to AMM 32-10)
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Section 8
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Cirrus Design
SR22T
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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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
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.
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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
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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Section 8
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.
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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
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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.
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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
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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.
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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
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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
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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
SR22T
Section 10
Safety Information
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.
P/N 13772-005
Revision 1
10-9
Section 10
Safety Information
Cirrus Design
SR22T
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.
10-10
P/N 13772-005
Original Issue
Cirrus Design
SR22T
Section 10
Safety Information
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.
P/N 13772-005
Original Issue
10-11
Section 10
Safety Information
Cirrus Design
SR22T
• 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
10-12
P/N 13772-005
Revision 1
Cirrus Design
SR22T
Section 10
Safety Information
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.
P/N 13772-005
Revision 1
10-13
Section 10
Safety Information
Cirrus Design
SR22T
Intentionally Left Blank
10-14
P/N 13772-005
Revision 1
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