Cirrus Sr20 Poh 1999

PILOTS OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL
for the
CIRRUS DESIGN SR 20
FAA Approved in Normal Category based on FAR 23. This document must be carried in the airplane at all times and be kept within the reach of the pilot during all flight operations. THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY FAR PART 23 AND ADDITIONAL INFORMATION PROVIDED BY CIRRUS DESIGN AND CONSTITUTES THE FAA APPROVED AIRPLANE FLIGHT MANUAL
Model Serial Num.
SR20 -
Registration Num.
P/N 11934-001 Reissue A, 3/31/99
Current Change: A4
Copyright 1999 All Rights Reserved Cirrus Design Corporation 4515 Taylor Circle Duluth, MN 55811
Cirrus Design SR20
Pilots 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. Pages added, changed, or deleted by the current revision or issue are indicated by an asterisk (*) preceding the page number. Supplements are issued individually and are controlled by the Log of Supplements Page in Section 9. Refer to the Log of Temporary Revisions immediately following this page for applicable temporary changes.
Dates of original issue and revised pages are: Original......................O.......... 23 Oct 1998 Reissue .....................A ..........31 Mar 1999 Change ....................A1 .........08 Nov 1999 Change ....................A2 .........14 Feb 2000 Change ....................A3 ......... 21 Jun 2000 Change ....................A4 ......... 10 Oct 2000 Page Status Page Status Page Status
* Title ......................... A4 * A ............................. A4 * B ............................. A4 i ............................... A3 ii thru iv ................... A1 1-1 thru 1-5 ............... A * 1-6 and 1-7 ............. A4 1-8........................... A2 1-9........................... A3 1-10 thru1-12 .......... A1 2-1 and 2-2 ............... A 2-3........................... A1 2-4........................... A2 2-5............................. A 2-6........................... A1 * 2-7 and 2-8 ............. A4 2-9 ............................ A * 2-10......................... A4 2-11......................... A1 2-12 thru 2-14 .......... A * 2-15 thru 2-17 ......... A4 2-18 and 2-19 ......... A1 * 2-20......................... A4
* *
3-1........................... A3 3-2 thru 3-7 ............... A 3-8 thru 3-10 ........... A3 3-11......................... A4 3-12......................... A3 3-13........................... A 3-14 thru 3-18 ......... A3 3-19......................... A4 3-20 and 3-21 ......... A1 3-22 ........................ A3 3-23........................... A 3-24......................... A1 3-25 thru 3-28 ......... A3 3-29......................... A1 3-30........................... A 3-31 and 3-32 ......... A3 3-33......................... A1 4-1........................... A3 4-2 thru 4-4 ............... A 4-5 .......................... A3 4-6 and 4-7 ............. A4 4-8 thru 4-10 ........... A3 4-11 thru 4-13 ......... A4
4-14 and 4-15 ........ A3 * 4-16......................... A4 4-17 and 4-18 ......... A3 * 4-19......................... A4 4-20......................... A3 5-1 thru 5-5 ............... A 5-6 thru 5-8 ............. A3 5-9 and 5-10 ........... A2 5-11 thru 5-17 ........... A * 5-18 thru 5-20 ......... A4 5-21........................... A 5-22......................... A3 5-23........................... A 5-24 thru 5-28 ......... A3
* 5-29 ........................ A4
5-30 .......................... A * 5-31 and 5-32 ......... A4 6-1 thru 6-4 ............... A 6-5 and 6-6 ............. A1 6-7........................... A3 6-8........................... A1 6-9 thru 6-16 ............. A (Continued, Page B)
10 Oct 2000
FAA Approved _________________________________ Date _________________
Royace H. Prather, Manager Chicago Aircraft Certification Office, ACE-115C

P/N 11934-001 Change A4
Cirrus Design SR20
Pilots Operating Handbook List of Effective Pages
LIST OF EFFECTIVE PAGES

(Continued)
Page Status Page Status Page Status
7-1 thru 7-5 ................A 7-6 ...........................A1 7-7 .............................A 7-8 ...........................A2 7-9 thru 7-12 ..............A 7-13 .........................A3 7-14 thru 7-19 ..........A1 7-20 thru 7-25 ............A 7-26 .........................A3 7-27 ...........................A 7-28 .........................A3 7-29 thru 7-31 ..........A1 7-32 and 7-33 ............A
7-34 thru 7-36 ..........A1 * 7-37 and 7-38 ..........A4 7-39 and 7-40 ............A 7-41 .........................A1 7-42 ...........................A 7-43 .........................A3 * 7-44 .........................A4 7-45 ...........................A 7-46 .........................A3 * 7-47 ........................A4 7-48 and 7-49 ..........A1 7-50 and 7-51 ..........A3 7-52 thru 7-54 ............A
7-55 .........................A3 7-56 thru 7-59 ............A 7-60 .........................A1 7-61 and 7-62 ..........A3 7-63 ...........................A 7-64 ........................A3 * 7-65 and 7-66 ..........A4 7-67 thru 7-69 ............A * 8-1 thru 8-25 ............A4 9-1 .............................A 10-1 and 10-2 ............A * 10-3 .........................A4 10-4 thru 10-6 ............A
P/N 11934-001 Change A4
Cirrus Design SR20
Pilots Operating Handbook Foreword
Foreword
This Pilots Operating Handbook (POH or Handbook) has been prepared by Cirrus Design Corporation to familiarize operators with the Cirrus Design SR20 airplane. Read this Handbook 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.
s Note s
All limitations, procedures, maintenance & servicing requirements, and performance data contained in this Handbook are mandatory for compliance with FAA operating rules and for continued airworthiness of the airplane.
This Handbook 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 Cirrus Design SR20.
The Handbook
This Pilots Operating Handbook has been prepared using GAMA Specification #1 for Pilots 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 Handbook is presented in loose-leaf form for ease in inserting revisions and is sized for convenient storage. Tabbed dividers throughout the Handbook 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 Handbook is divided into ten sections as follows: Section 1 General Section 2 Limitations Section 3 Emergency Procedures Section 4 Normal Procedures Section 5 Performance Data Section 6 Weight & Balance/Equipment List Section 7 Airplane & Systems Description Section 8 Handling, Servicing & Maintenance Section 9 Supplements Section 10 Safety Information
P/N 11934-001 Change A Reissue A3
Cirrus Design SR20
The data presented in this Handbook is the result of extensive flight tests and is approved by the Federal Aviation Administration. However, as new procedures or performance data are developed, they will be sent to the owner of record for each airplane.
s Note s It is the responsibility of the owner to ensure that the Pilots Operating Handbook is current at all times. Therefore, it is very important that all revisions be properly incorporated into this Handbook as soon as they are received.
Revising the Handbook

Two types of revisions may be issued for this Handbook: Numbered and Temporary.
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. A Log of Temporary Revisions following the List of Effective Pages is provided to log temporary revisions when they are issued. Typically, the Log of Temporary Revisions is replaced at the next numbered revision. Numbered revisions are printed on white paper, normally cover
several subjects, and are issued as general updates to the Handbook. 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 Handbook. 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 Handbook 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 Handbook are revised, Cirrus may determine that it is more effective to reissue the Handbook. Reissued pages will be identified by the word Reissue followed by a letter ii
P/N 11934-001 Change A1 Reissue A
Cirrus Design SR20
indicating the reissue level; for example, Reissue A. Revised pages will be identified by the word Change followed by the change number at this location; for example, Change 2 (Original Issue, Change 2) or Change B1 (Reissue B, Change 1). Revised material on a page can be identified by a change bar located at the outside page margin. See the outside margin of this page adjacent to this paragraph for an example. Revision bars are not used at reissues of the Handbook.
Revision Service
Revision service for this Handbook is provided at no cost for the Pilots Operating Handbook and FAA Approved Airplane Flight Manual assigned to an airplane. Additional copies of the Handbook and revision service can be obtained from Customer Service at Cirrus Design at the address below.
s Note s If at any time it is found that the Handbook is not current, temporary revisions are missing, or applicable supplements are not included, contact Customer Service at Cirrus Design immediately.
Customer Service Cirrus Design Corporation 4515 Taylor Circle Duluth, MN 55811 Phone: (218) 727-2737 Fax: (218) 727-2148
Supplements
The Supplements section (Section 9) of this Handbook contains FAA Approved Supplements necessary to safely and efficiently operate the SR20 when equipped with optional equipment not provided with the standard airplane or not included in the Handbook. Supplements are essentially mini-handbooks and may contain data corresponding to most sections of the Handbook. Data in a supplement either adds to, supersedes, or replaces similar data in the basic Handbook. Section 9 includes a Log of Supplements page preceding all Cirrus Design Supplements produced for this airplane. The Log of Supplements page can be utilized as a Table of Contents for Section 9. If the airplane is modified at a non Cirrus Design facility
P/N 11934-001 Reissue A1 Change A
iii
Cirrus Design SR20
through an STC or other approval method, it is the owners responsibility to ensure that the proper supplement, if applicable, is installed in the Handbook and that the supplement is properly recorded on the Log of Supplements page.
Retention of Data
In the event a new title page is issued, the weight and balance data changes, equipment list changes, or the Log of Supplements is replaced, the owner must ensure that all information applicable to the airplane is transferred to the new pages and the aircraft records are current. It is not a requirement that owners retain information, such as supplements, that is not applicable to their airplane.
Warnings, Cautions, and Notes

Warnings, Cautions, and Notes are used throughout this Handbook to focus attention on special conditions or procedures as follows:
s WARNING s
Warnings are used to call attention to operating procedures which, if not strictly observed, may result in personal injury or loss of life.
s CAUTION s
Cautions are used to call attention to operating procedures which, if not strictly observed, may result in damage to equipment.
s Note s
Notes are used to highlight specific operating conditions or steps of a procedure.
iv
Cirrus Design SR20
Section 1 General
Section 1 General
Introduction ..................................................................................... 1-3 The Airplane.................................................................................... 1-6 Engine ......................................................................................... 1-6 Propeller ...................................................................................... 1-6 Fuel ............................................................................................. 1-6 Oil ................................................................................................ 1-7 Maximum Certificated Weights ................................................... 1-7 Cabin and Entry Dimensions ....................................................... 1-7 Baggage Spaces and Entry Dimensions..................................... 1-7 Specific Loadings ........................................................................ 1-7 Symbols, Abbreviations and Terminology....................................... 1-8 General Airspeed Terminology and Symbols.............................. 1-8 Meteorological Terminology ........................................................ 1-9 Engine Power Terminology ....................................................... 1-10 Performance and Flight Planning Terminology ......................... 1-10 Weight and Balance Terminology ............................................. 1-11
P/N 11934-001 Reissue A
1-1
Section 1 General
Cirrus Design SR20
Intentionally Left Blank
1-2
P/N11934-001 Reissue A
Cirrus Design SR20
Section 1 General
Introduction
This section contains information of general interest to pilots and owners. You will find the information useful in acquainting yourself with the airplane, as well as in loading, fueling, sheltering, and handling the airplane during ground operations. Additionally, this section contains definitions or explanations of symbols, abbreviations, and terminology used throughout this handbook.
s Note s
For specific information regarding the organization of this Handbook, revisions, supplements, and procedures to be used to obtain revision service for this handbook, refer to the Foreword immediately following the title page.
1-3
Section 1 General
26.0'
Cirrus Design SR20
9.2'
7"
Notes: Wing span includes position and strobe lights Prop ground clearance at 2900 lb 7 (2 blade), 8 (3 blade). Wing Area = 135.2 sq. ft.
35.5'
76" 2-BLADE 74" 3-BLADE
11.0'
SR2_FM10_1004
Figure 1-1 Airplane Three View 1-4

Cirrus Design SR20
Section 1 General
C D
SR2_FM01_1002
GROUND TURNING CLEARANCE

A -RADIUS FOR WING TIP B -RADIUS FOR NOSE GEAR C -RADIUS FOR INSIDE GEAR D -RADIUS FOR OUTSIDE GEAR
23' 11" 9' 11" 6" 12' 2"
TURNING RADII ARE CALCULATED USING ONE BRAKE AND PARTIAL POWER. ACTUAL TURNING RADIUS MAY VARY AS MUCH AS THREE FEET.
Figure 1-2 Turning Radius

1-5
Section 1 General
Cirrus Design SR20
The Airplane
Engine
Number of Engines ............................................................................. 1 Number of Cylinders ........................................................................... 6 Engine Manufacturer .......................................... Teledyne Continental Engine Model....................................................................... IO-360-ES Fuel Metering................................................................... Fuel Injected Engine Cooling .................................................................... Air Cooled Engine Type................................... Horizontally Opposed, Direct Drive Horsepower Rating ............................................... 200 hp @ 2700 rpm
Propeller
Propeller Manufacturer ............................................................. Hartzell Propeller Type ............................................................ Constant Speed Standard Two-Blade Propeller: Model Number ..................................................BHC-J2YF-1BF/F7694 Diameter .............................................................. 76 (74.5 Minimum) Optional Three-Blade Propeller: Model Number .............................................. PHC-J3YF-1MF/F7392-1 Diameter .............................................................. 74 (72.5 Minimum)
Fuel
Total Capacity........................................... 60.5 U.S. Gallons (229.0 L) Total Usable................................................. 56 U.S. Gallons (212.0 L) Approved Fuel Grades: 100 LL Grade Aviation Fuel (Blue) 100 (Formerly 100/130) Grade Aviation Fuel (Green) 1-6
P/N11934-001 P/N 11934-001 Change A4 Reissue A
Cirrus Design SR20
Section 1 General
Oil
Oil Capacity (Sump) ............................................ 8 U.S. Quarts (7.6 L) Oil Grades: All Temperatures ...........................................SAE 15W-50 or 20W-50 Below 40 F (4 C) ..................................................SAE 30 or 10W-30 Above 40 F (4 C)....................................................................SAE 50
Maximum Certificated Weights

Maximum Gross for Takeoff and Landing ............... 2900 lb (1315 Kg) Maximum Baggage Compartment Loading ................... 130 lb (59 Kg) Standard Empty Weight ............................................. 1950 lb (885 Kg) Maximum Useful Load ................................................. 950 lb (431 Kg) Full Fuel Payload ......................................................... 613 lb (278 Kg)
Cabin and Entry Dimensions

Dimensions of the cabin interior and entry door openings are illustrated in detail in Section 6.
Baggage Spaces and Entry Dimensions

Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6.
Specific Loadings
Wing Loading ....................................................21.4 lb per square foot Power Loading ................................................................14.5 lb per hp
1-7
Section 1 General
Cirrus Design SR20
Symbols, Abbreviations and Terminology

General Airspeed Terminology and Symbols
KCAS
Knots Calibrated Airspeed is the indicated airspeed corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.
KIAS
Knots Indicated Airspeed is the speed shown on the airspeed indicator. The IAS values published in this handbook assume no instrument error. Knots True Airspeed is the airspeed expressed in knots
KTAS
relative to undisturbed air which is KCAS corrected for altitude and temperature. VO
Operating Maneuvering Speed is the maximum speed at
which application of full control movement will not overstress the airplane. VFE
Maximum Flap Extended Speed is the highest speed
permissible with wing flaps in a prescribed extended position. VNO

Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, and then only with caution. Never Exceed Speed is the speed that may not be exceeded
VNE VPD
at any time.
Maximum Demonstrated Parachute Deployment Speed is the
maximum speed at which parachute deployment has been demonstrated. VS VS 50% VSO
Stalling Speed is minimum steady flight speed at which the
aircraft is controllable.
Stalling Speed is minimum steady flight speed at which the
aircraft is controllable with 50% flaps.

Stalling Speed is the minimum steady flight speed at which
the aircraft is controllable in the landing configuration (100% flaps) at the most unfavorable weight and balance.
1-8
Cirrus Design SR20
Section 1 General
VX VY
Best Angle of Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate of Climb Speed is the speed which results in the
greatest gain of altitude in a given time.
Meteorological Terminology
IMC
Instrument Meteorological Conditions are meteorological
conditions expressed in terms of visibility, distance from cloud, and ceiling less than the minima for visual flight defined in FAR 91.155. ISA
International Standard Atmosphere (standard day) is an
atmosphere where (1) the air is a dry perfect gas, (2) the temperature at sea level is 15 C, (3) the pressure at sea level is 29.92 in.Hg (1013.2 millibars), and (4) the temperature gradient from sea level to the altitude at which the temperature is -56.5 C is -0.00198 C per foot and zero above that altitude. MSL
Mean Sea Level is the average height of the surface of the sea for all stages of tide. In this Handbook, altitude given as MSL is the altitude above the mean sea level. It is the altitude read from the altimeter when the altimeters barometric adjustment has been set to the altimeter setting obtained from ground meteorological sources. Outside Air Temperature is the free air static temperature
OAT
obtained from inflight temperature indications or from ground meteorological sources. It is expressed in either degrees Celsius or degrees Fahrenheit.
Pressure Altitude is the altitude read from the altimeter when the altimeters barometric adjustment has been set to 29.92 in.Hg (1013 mb) corrected for position and instrument error. In this Handbook, altimeter instrument errors are assumed to be zero. Standard Temperature is the temperature that would be found at a given pressure altitude in the standard atmosphere. It is 15 C (59 F) at sea level pressure altitude and decreases approximately 2 C (3.6 F) for each 1000 feet of altitude increase. See ISA definition.
P/N 11934-001 P/N 11934-001 Change A3 Reissue A
1-9
Section 1 General
Cirrus Design SR20
Engine Power Terminology

HP MCP MAP RPM
Horsepower is the power developed by the engine. Maximum Continuous Power is the maximum power that
can be used continuously.

Manifold Pressure is the pressure measured in the engines induction system expressed as in. Hg. Revolutions Per Minute is engine rotational speed. Static RPM is RPM attained during a full-throttle engine
runup when the airplane is on the ground and stationary.
Performance and Flight Planning Terminology

g One g is a quantity of acceleration equal to that of earths gravity.
Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during taxi, takeoff, and landing was actually demonstrated during certification testing. Demonstrated crosswind is not considered to be limiting. Service Ceiling is the maximum altitude at which the
aircraft at maximum weight has the capability of climbing at a rate of 100 feet per minute. GPH NMPG
Gallons Per Hour is the amount of fuel (in gallons) consumed by the aircraft per hour. Nautical Miles Per Gallon is the distance (in nautical miles)
which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configuration.
Unusable fuel is the quantity of fuel that cannot be safely
used in flight.
Usable Fuel is the fuel available for flight planning.
1-10
Cirrus Design SR20
Section 1 General
Weight and Balance Terminology

c.g.
Center of Gravity is the point at which an airplane would
balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane.
Arm is the horizontal distance from the reference datum to the center of gravity (c.g.) of an item. The airplanes arm is obtained by adding the airplanes individual moments and dividing the sum by the total weight. Basic Empty Weight is the actual weight of the airplane
including all operating equipment that has a fixed location in the airplane. The basic empty weight includes the weight of unusable fuel and full oil. MAC
LEMAC Mean Aerodynamic Chord is the chord drawn through the
center of the wing plan area.

Leading Edge of Mean Aerodynamic Chord is the forward
edge of MAC given in inches aft of the reference datum (fuselage station).
Maximum Gross Weight is the maximum permissible
weight of the airplane and its contents as listed in the aircraft specifications.
Moment is the product of the weight of an item multiplied
by its arm.
Useful load is the basic empty weight subtracted from the maximum weight of the aircraft. It is the maximum allowable combined weight of pilot, passengers, fuel and baggage. Station is a location along the airplane fuselage measured in inches from the reference datum and expressed as a number. For example: A point 123 inches aft of the reference datum is Fuselage Station 123.0 (FS 123). Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes.
1-11
Section 1 General
Cirrus Design SR20
Tare is the weight of all items used to hold or position the airplane on the scales for weighing. Tare includes blocks, shims, and chocks. Tare weight must be subtracted from the associated scale reading.
1-12
Cirrus Design SR20
Section 2 Limitations
Introduction ..................................................................................... 2-3 Certification Status .......................................................................... 2-3 Airspeed Limitations........................................................................ 2-4 Airspeed Indicator Markings ........................................................... 2-5 Power Plant Limitations................................................................... 2-6 Engine ......................................................................................... 2-6 Propeller ...................................................................................... 2-6 Instrument Markings ....................................................................... 2-7 General Limitations ......................................................................... 2-8 Weight Limits............................................................................... 2-8 Center of Gravity Limits (Figure 2-4) ........................................... 2-8 Maneuver Limits .......................................................................... 2-8 Flap Limitations ........................................................................... 2-8 Flight Load Factor Limits ............................................................. 2-8 Fuel Limits ................................................................................. 2-10 Maximum Operating Altitude ..................................................... 2-10 Maximum Occupancy................................................................ 2-10 Minimum Flight Crew................................................................. 2-10 Paint .......................................................................................... 2-10 Runway Surface ........................................................................ 2-10 Smoking .................................................................................... 2-10 System Limits................................................................................ 2-11 Cirrus Airframe Parachute System (CAPS) .............................. 2-11 Multi-Function Display ............................................................... 2-11 Oxygen System ......................................................................... 2-11 Kinds of Operation ........................................................................ 2-12 Icing ........................................................................................... 2-12 Kinds of Operation Equipment List............................................ 2-12 Placards ........................................................................................ 2-15
2-1
Cirrus Design SR20
2-2
Cirrus Design SR20
Introduction
The limitations included in this Section of the Pilots Operating Handbook (POH) are approved by the Federal Aviation Administration. This section provides operating limitations, instrument markings and basic placards required by regulation and necessary for the safe operation of the SR20 and its standard systems and equipment. Refer to Section 9 of this handbook for amended operating limitations for airplanes equipped with optional equipment. Compliance with the operating limitations in this section and in Section 9 is required by Federal Aviation Regulations.
Certification Status
The Cirrus SR20 is certificated under the requirements of Federal Aviation Regulations (FAR) Part 23 as documented by FAA Type Certificate TC A00009CH
2-3
Cirrus Design SR20
Airspeed Limitations
The indicated airspeeds in the following table are based upon Section 5 Airspeed Calibrations using the normal static source. When using the alternate static source, allow for the airspeed calibration variations between the normal and alternate static sources.
Speed VNE KIAS 200 KCAS 201 Remarks Never Exceed Speed is the speed limit that may not be exceeded at any time. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, and then only with caution. Operating Maneuvering Speed is the maximum speed at which full control travel may be used. Below this speed the airplane stalls before limit loads are reached. Above this speed, full control movements can damage the airplane. Maximum Flap Extended Speed is the highest speed permissible with wing flaps extended. 100 120 100% Flaps VPD 100 135 101 120 101 135
- Airplane serials 1005 thru 1019 not incorporating SB20-11-01. - Airplane serials 1020 & subsequent and airplane serials 1005 thru 1019 incorporating SB20-11-01.
VNO
165
165
VO 2900 Lb 2600 Lb 2200 Lb VFE 135 126 116 135 126 116
50% Flaps
Maximum Demonstrated Parachute Deployment Speed is the maximum speed at which parachute deployment has been demonstrated.
Figure 2-1 Airspeed Limits 2-4

Cirrus Design SR20
Airspeed Indicator Markings

The airspeed indicator markings are based upon Section 5 Airspeed Calibrations using the normal static source. When using the alternate static source, allow for the airspeed calibration variations between the normal and alternate static sources.
Marking
Value (KIAS)
Remarks
White Arc
56 - 100
Full Flap Operating Range. Lower limit is the most adverse stall speed in the landing configuration. Upper limit is the maximum speed permissible with flaps extended. Normal Operating Range. Lower limit is the maximum weight stall at most forward C.G. with flaps retracted. Upper limit is the maximum structural cruising speed. Caution Range. Operations must be conducted with caution and only in smooth air. Never exceed speed. Maximum speed for all operations.
Green Arc
65 - 165
Yellow Arc Red Line
165 - 200
200
Figure 2-2 Airspeed Indicator Markings

2-5
Cirrus Design SR20
Power Plant Limitations

Engine
Teledyne Continental ......................................................... IO-360-ES Power Rating ...................................................... 200 hp @ 2700 rpm Maximum RPM ..................................................................... 2700 rpm Oil: Oil Temperature .................................. 240 F (115 C) maximum Oil Pressure: Minimum...............................................................................10 psi Maximum...........................................................................100 psi Approved Oils:
First 25 Hours Operation Use straight mineral oil conforming to
MIL-L-6082. If engine oil must be added to the factory installed oil, add only MIL-L-6082 straight mineral oil.
After 25 Hours Operation Use only oils conforming to Teledyne Continental Specification MHS-24 (Ashless Dispersant Lubrication Oil) or MHS-25 (Synthetic Lubrication Oil). Refer to Section 8 - Oil Servicing. Oil viscosity range as follows: All Temperatures ............................................15W-50 or 20W-50 Below 40 F (4 C) .......................................... SAE 30 or 10W-30 Above 40 F (4 C) ............................................................ SAE 50 Fuel Grade..................... Aviation Grade 100 LL (Blue) or 100 (green)
s Note s
Refer to General Limitations Fuel Limits in this section for operational limitations regarding fuel and fuel storage
Propeller
Maximum Continuous RPM......................................................... 2700 Standard: Hartzell two-blade............................ BHC-J2YF-1BF/F7694 Diameter ..............................................................76 (74.5 minimum) Optional: Hartzell three-blade ..................... PHC-J3YF-1MF/F7392-1 Diameter ..............................................................74 (72.5 minimum)
2-6
Cirrus Design SR20
Instrument Markings
Instrument (Range) Red Line Minimum Green Arc Normal Yellow Arc Caution Red Line Maximum
Power Plant Instruments

Tachometer (0 - 3500 RPM) Cylinder Head Temperature (200 F - 500 F) Exhaust Gas Temp. (1250 - 1650 F) Manifold Pressure (10 35 Inches Hg) Fuel Flow (0 18 U.S. Gallon /Hour) Oil Temperature (50 - 240 F) Oil Pressure (0 - 100 PSI) Fuel Quantity (0 28 U.S. Gallon) 500 - 2700 2700 460 F
240 - 420 F 420 - 460 F
10 psi (Idle) 0 gal.
15 - 29.5 in. Hg 7 13 GPH 100 - 240 F 30 - 60 psi
29.5 35 in. Hg 10 - 30 psi 60 - 100 psi 0 - 8.2 gal.
240 F 100 psi (Cold)
Miscellaneous Instruments
Voltmeter (16 - 32 Volts) Vacuum (3 - 7 inches Hg) 24 - 30 Volts 4.5 - 5.4 in. Hg 32 Volts
Figure 2-3 Instrument Markings
2-7
Cirrus Design SR20
General Limitations
Weight Limits
Maximum Takeoff Weight ....................................... 2900 lb (1315 kg) Maximum Weight in Baggage Compartment ................ 130 lb (59 kg)
Center of Gravity Limits (Figure 2-4)

Reference Datum ..................................100 inches forward of firewall Forward.................................................................. Refer to Figure 2-4 Aft .......................................................................... Refer to Figure 2-4
Maneuver Limits
Aerobatic maneuvers, including spins, are prohibited.
s Note s
Because the SR20 has not been certified for spin recovery, the Cirrus Airframe Parachute System (CAPS) must be deployed if the airplane departs controlled flight. Refer to Section 3 Emergency Procedures, Inadvertent Spiral/Spin Entry. This airplane is certified in the normal category and is not designed for aerobatic operations. Only those operations incidental to normal flight are approved. These operations include normal stalls, chandelles, lazy eights, and turns in which the angle of bank is limited to 60.
Flap Limitations
Approved Takeoff Settings ........................................ UP (0%) or 50% Approved Landing Settings.............................Up (0%), 50%, or 100%
Flight Load Factor Limits

Flaps UP (0%), 2900 lb..................................................... +3.8g, -1.9g Flaps 50%............................................................................ +1.9g, -0g Flaps 100% (Down), 2900 lb ............................................... +1.9g, -0g
2-8
Cirrus Design SR20
Weight & Center-of-Gravity Envelope

3000
2800 Weight - Pounds
2600
2400
2200
2000 136
138
140
142
144
146
148
150
C.G. - Inches Aft of Datum
3000
2600
2400
2200
2000 0 10 20 C.G. - % MAC

FORWARD LIMIT The forward limit is FS 138.7 (12.0% MAC) at 2110 lb, with straight line taper to FS 141.0 (16.7% MAC) at 2694 lb, and to FS 143.0 (21.0% MAC) at 2900 lb. AFT LIMIT The aft limit is FS 144.6 (24.1% MAC) at 2110 lb, with straight line taper to FS 147.4 (30.0% MAC) at 2570 lb, to FS 147.9 (30.9% MAC) at 2745 lb, and to FS 148.2 (31.5% MAC) at 2900 lb.
30
40
Figure 2-4 C. G. Envelope

2-9
Cirrus Design SR20
Fuel Limits
The maximum allowable fuel imbalance is 7.5 U.S. gallons ( tank). Approved Fuel ............. Aviation Grade 100 LL (Blue) or 100 (Green) Total Fuel Capacity....................................60.5 U.S. gallons (229.0 L) Total Fuel Each Tank ................................30.3 U.S. gallons (114.5 L) Total Usable Fuel (all flight conditions)......56.0 U.S. gallons (212.0 L)
Maximum Operating Altitude

Maximum Operating Altitude ........................................ 17,500 ft MSL The operating rules (FAR Part 91 and FAR Part 135) require the use of supplemental oxygen at specified altitudes below the maximum operating altitude. Refer to Oxygen System Limitations in this Section.
Maximum Occupancy
Occupancy of this airplane is limited to four persons (the pilot and three passengers).
Minimum Flight Crew

The minimum flight crew is one pilot.
Paint
To ensure that the temperature of the composite structure does not exceed 150 F (66 C), the outer surface of the airplane must be painted with an approved white paint, except for areas of registration marks, placards, and minor trim. Refer to SR20 Airplane Maintenance Manual (AMM), Chapter 51, for specific paint requirements.
Runway Surface
This airplane may be operated into and off of any runway surface.
Smoking
Smoking is prohibited in this airplane.
2-10
Cirrus Design SR20
System Limits
Cirrus Airframe Parachute System (CAPS)
VPD Maximum Demonstrated Deployment Speed................. 135 KIAS
s Note s
Refer to Section 10 Safety Information, for additional CAPS guidance.
Multi-Function Display
The ARNAV ICDS 2000 Multi-Function Display is not approved as a primary navigation instrument. Information displayed on the ARNAV multi-function display may be used for advisory purposes only.
Oxygen System
Whenever the operating rules require the use of supplemental oxygen, the pilot must: Use an oxygen system approved by Cirrus Design and listed in the Oxygen System AFM Supplement Part Number 11934-S09. Secure the oxygen bottle in the right front seat as described in the AFM Supplement noted above.
2-11
Cirrus Design SR20
Kinds of Operation
The SR20 is equipped and approved for the following type operations: VFR day and night IFR day and night
Icing
Flight into known icing conditions is prohibited.
Kinds of Operation Equipment List

The following listing summarizes the equipment required under Federal Aviation Regulations (FAR) Part 23 for airworthiness under the listed kind of operation. Those minimum items of equipment necessary under the operating rules are defined in FAR Part 91 and FAR Part 135 as applicable.
s Note s
All references to types of flight operations on the operating limitations placards are based upon equipment installed at the time of Airworthiness Certificate issuance.
System, Instrument, and/or Equipment Communications VHF Comm Electrical Power Alternator Ammeter Low Volts Annunciator Battery Battery, Secondary Circuit Breakers
Kinds of Operation VFR Day VFR Night IFR Day IFR Night
Remarks, Notes, and/or Exceptions
1 1 1 1 A/R
1 1 1 1 A/R
1 1 1 1 1 1 A/R
1 1 1 1 1 1 A/R Turn Coord. Backup As Required
Figure 2-5 Kinds of Operation List (Sheet 1 of 3) 2-12

Cirrus Design SR20
System, Instrument, and/or Equipment Equipment & Furnishings Emergency Locator Transmitter Restraint System Fire Protection Portable Fire Extinguisher Flight Controls Flap Position Indicator Lights Flap System Pitch Trim Indicator Pitch Trim System Roll Trim Indicator Stall Warning System Fuel Auxiliary Boost Pump Fuel Quantity Indicator Fuel Selector Valve Ice & Rain Protection Alternate Engine Air Induction System Alternate Static Air Source Pitot Heater Landing Gear Wheel Pants Lights Anticollision Lights Instrument Lights Navigation Lights
Kinds of Operation VFR Day VFR Night IFR Day IFR Night
Remarks, Notes, and/or Exceptions
1 4
1 4
1 4
1 4 One Seat Belt/Harness for each occupant
3 1 1 1 1 1 1 2 1
3 1 1 1 1 1 1 2 1
3 1 1 1 1 1 1 2 1
3 1 1 1 1 1 1 2 1
1 1 2
1 1 2
L
1 1 1 2
1 1 1 2
L L
May be removed.
Must be operative
Figure 2-5 Kinds of Operation List (Sheet 2 of 3)

2-13
Section 2 Limitations System, Instrument, and/or Equipment Navigation & Pitot Static Altimeter Airspeed Indicator Vertical Speed Indicator Magnetic Compass Attitude Gyro Directional Gyro Turn Coordinator (Gyro) Clock Nav Radio Pitot System Static System, Normal Pneumatic Suction Gage Engine Indicating Cylinder Head Temperature Gage Fuel Flow Gage Manifold Pressure Gage Oil Pressure Gage Oil Quantity Indicator (Dipstick) Oil Temperature Gage Tachometer Special Equipment Cirrus Airframe Parachute System (CAPS) Airplane Flight Manual 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Kinds of Operation VFR Day VFR Night IFR Day IFR Night
Cirrus Design SR20 Remarks, Notes, and/or Exceptions
Included with Pilots Operating Handbook
Figure 2-5 Kinds of Operation List (Sheet 3 of 3) 2-14

Cirrus Design SR20
Placards
2-15
Cirrus Design SR20
2-16
Cirrus Design SR20
2-17
Cirrus Design SR20
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 Upper left:
MANEUVERING SPEED: Vo 135 KTS NORMAL CATEGORY AIRPLANE NO ACROBATIC MANEUVERS, INCLUDING SPINS, APPROVED
Instrument Panel Upper Right:
NO SMOKING FASTEN SEATBELTS

FIRE EXTINGUISHER UNDER PILOT SEAT FRONT
Cabin Window, above door latch:
EMERGENCY EXIT REMOVE EGRESS HAMMER FROM ARMREST LID STRIKE CORNER OF WINDOW, KICK OR PUSH OUT AFTER FRACTURING
SR2_FM02_1223
2-18
Cirrus Design SR20
Baggage Compartment, aft edge:
ELT LOCATED BEHIND BULKHEAD REMOVE CARPET AND ACCESS PANEL
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
12378-001 REV A
SR2_FM02_1224
2-19
Cirrus Design SR20
2-20
Cirrus Design SR20
Section 3 Emergency Procedures

Table of Contents
Introduction .......................................................................................3-3 Airspeeds for Emergency Operations...............................................3-3 Emergency Procedures Guidance....................................................3-5 Preflight Planning ..........................................................................3-5 Preflight Inspections/Maintenance ................................................3-5 Methodology..................................................................................3-5 Ground Emergencies ........................................................................3-7 Engine Fire During Start................................................................3-7 Brake Failure During Taxi .............................................................3-7 Aborted Takeoff.............................................................................3-7 Emergency Engine Shutdown On Ground....................................3-8 Emergency Ground Egress...........................................................3-8 In-flight Emergencies ........................................................................3-9 Engine Failure On Takeoff (Low Altitude) .....................................3-9 Engine Failure In Flight ...............................................................3-11 Engine Airstart.............................................................................3-12 Engine Partial Power Loss ..........................................................3-13 Low Oil Pressure .........................................................................3-15 Propeller Governor Failure..........................................................3-15 Smoke and Fume Elimination .....................................................3-16 Engine Fire In Flight ....................................................................3-16 Wing Fire In Flight .......................................................................3-16 Cabin Fire In Flight ......................................................................3-17 Inadvertent Icing Encounter ........................................................3-18 Emergency Descent ....................................................................3-18 Door Open In Flight .....................................................................3-18 Inadvertent Spiral/Spin Entry ......................................................3-19 CAPS Deployment ......................................................................3-21 Landing Emergencies .....................................................................3-24 Forced Landing (Engine Out)......................................................3-24 Landing Without Elevator Control ...............................................3-25 Landing With Failed Brakes ........................................................3-25 Landing With Flat Tire .................................................................3-26 System Malfunctions.......................................................................3-27 Alternator Failure.........................................................................3-27
3-1
Cirrus Design SR20
Communications Failure ............................................................. 3-29 Power Lever Linkage Failure ...................................................... 3-30 Pitot Static Malfunction ............................................................... 3-31 Vacuum System Failure.............................................................. 3-32 Electric Trim/Auto-pilot Failure.................................................... 3-33
3-2
Cirrus Design SR20
Introduction
This section provides procedures for handling emergencies and abnormal situations that may occur while operating the SR20. Although emergencies caused by airplane, systems, or engine malfunctions are extremely rare, the guidelines described in this section should be considered and applied as necessary should an emergency arise.
s Note s
Emergency procedures associated with optional systems can be found in Section 9.
Airspeeds for Emergency Operations

Maneuvering Speed:
2900 lb ............................................................................ 135 KIAS 2600 lb ............................................................................ 126 KIAS 2200 lb ............................................................................ 116 KIAS 2900 lb .............................................................................. 95 KIAS 2500 lb .............................................................................. 87 KIAS Flaps Up............................................................................ 85 KIAS Flaps 50% ......................................................................... 80 KIAS Flaps 100% ....................................................................... 75 KIAS
Best Glide:
Emergency Landing (Engine-out):
3-3
Cirrus Design SR20
3-4
Cirrus Design SR20
Emergency Procedures Guidance

Although this section provides procedures for handling most emergencies and abnormal flight conditions that could arise in the SR20, 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 timecritical situations in the air.
Preflight Planning
Enroute emergencies caused by weather can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered.
Preflight Inspections/Maintenance
In-flight mechanical problems in the SR20 will be extremely rare if proper preflight inspections and maintenance are practiced. Always perform a thorough walk-around preflight inspection before any flight to ensure that no damage occurred during the previous flight or while the airplane was on the ground. Pay special attention to any oil leaks or fuel stains that could indicate engine problems.
Methodology
Aircraft emergencies are very dynamic events. Because of this, it is impossible to address every action a pilot might take to handle a situation. However, four basic actions can be applied to any emergency. They are: Maintain Aircraft Control Many minor aircraft emergencies turn into major ones when the pilot fails to maintain aircraft control. Remember, do not panic and do not fixate on a particular problem. Over-attention to a faulty warning light during an instrument approach can lead to a pilot induced unusual attitude and possibly worse. To avoid this, even in an emergency: aviate, navigate, and communicate, in this order. Never let anything interfere with your control of the airplane. Never stop flying. Analyze the Situation Once you are able to maintain control of the aircraft, assess the situation. Look at the engine instruments. Listen to the engine. Determine what the airplane is telling you. Take Appropriate Action In most situations, the procedures listed in this section will either correct the aircraft problem or 3-5
Cirrus Design SR20
allow safe recovery of the aircraft. Follow them and use good pilot judgment. Land as soon as Conditions Permit Once you have handled the emergency, assess your next move. Handle any non-critical clean-up items in the checklist and put the aircraft on the ground. Remember, even if the airplane appears to be in sound condition, it may not be.
3-6
Cirrus Design SR20
Ground Emergencies
Engine Fire During Start
A fire during engine start may be caused by fuel igniting in the fuel induction system. If this occurs, attempt to draw the fire back into the engine by continuing to crank the engine. 1. 2. 3. 4. 5. Mixture...............................................................................CUTOFF Fuel Selector ............................................................................ OFF Power Lever ..................................................................FORWARD Starter..................................................................................CRANK If flames persist, perform Emergency Engine Shutdown on Ground and Emergency Ground Egress checklists.
Brake Failure During Taxi

Ground steering is accomplished by differential braking. However, increasing power may allow some rudder control due to increased groundspeed and airflow over the rudder. 1. Engine Power ..........................................................AS REQUIRED To stop airplane - REDUCE If necessary for steering - INCREASE 2. Directional Control............................... MAINTAIN WITH RUDDER 3. Brake Pedal(s)....................................................................... PUMP
Aborted Takeoff
Use as much of the remaining runway as needed to safely bring the airplane to a stop or to slow the airplane sufficiently to turn off the runway. 1. Power Lever ............................................................................ IDLE 2. Brakes .....................................................................AS REQUIRED
s CAUTION s
Bring the airplane to a stop by smooth, even application of the brakes to avoid loss of control and/or a blown tire.
3-7
Cirrus Design SR20
Emergency Engine Shutdown On Ground

1. 2. 3. 4. 5. Power Lever .............................................................................IDLE Mixture .............................................................................. CUTOFF Fuel Selector ............................................................................ OFF Ignition Switch .......................................................................... OFF Bat-Alt Master Switches ........................................................... OFF
Emergency Ground Egress

s WARNING s
While exiting the airplane, make sure evacuation path is clear of other aircraft, spinning propellers, and other hazards. 1. Engine ........................................................................ SHUTDOWN
s Note s
If the engine is left running, set the Parking Brake prior to evacuating the airplane. 2. Seat belts ........................................................................ RELEASE 3. Airplane ....................................................................................EXIT
s Note s
If the doors cannot be opened, break out the windows with egress hammer, located in the console between the front seats, and crawl through the opening.
3-8
Cirrus Design SR20
In-flight Emergencies
Engine Failure On Takeoff (Low Altitude)
If the engine fails immediately after becoming airborne, abort on the runway if possible. If altitude precludes a runway stop but is not sufficient to restart the engine, lower the nose to maintain airspeed and establish a glide attitude. In most cases, the landing should be made straight ahead, turning only to avoid obstructions. After establishing a glide for landing, perform as many of the checklist items as time permits.
s WARNING s
If a turn back to the runway is elected, be very careful not to stall the airplane. 1. 2. 3. 4. 5. Best Glide or Landing Speed (as appropriate)............ ESTABLISH Mixture...............................................................................CUTOFF Fuel Selector ............................................................................ OFF Ignition Switch .......................................................................... OFF Flaps........................................................................AS REQUIRED
If time permits: 6. Power Lever ............................................................................ IDLE 7. Fuel Pump ................................................................. BOOST OFF 8. Bat-Alt Master Switches ........................................................... OFF 9. Seat Belts .......................................................ENSURE SECURED
3-9
Cirrus Design SR20
Maximum Glide
Conditions: Power Propeller Flaps Wind OFF Windmilling 0% (UP) Zero Example: Altitude Airspeed Glide Distance 7,000 ft AGL Best Glide 12.5 NM
Best Glide Speed 2900 lb 95 KIAS 2500 lb 87 KIAS Maximum Glide Ratio 10.8:1
HEIGHT ABOVE GROUND - FEET
14000 12000 10000 8000 6000 4000 2000 0 0 2 4 6 8 10 12 14 16 18 20
GROUND DISTANCE - NAUTICAL MILES
Figure 3-1 Maximum Glide 3-10

Cirrus Design SR20
Engine Failure In Flight

If the engine fails at altitude, pitch as necessary to establish best glide speed. While gliding toward a suitable landing area, attempt to identify the cause of the failure and correct it.
s WARNING s
If engine failure is accompanied by fuel fumes in the cockpit, or if internal engine damage is suspected, move Mixture Control to CUTOFF and do not attempt a restart. 1. Best Glide Speed ........................................................ ESTABLISH
s Note s s With a seized or failed engine, the distance that the airplane will glide will be more than the distance it would glide with the engine at idle, such as during training. s If the propeller is windmilling, some additional glide range may be achieved by moving the Power Lever to idle and increasing airspeed by 5 to 10 knots.
2. 3. 4. 5. 6.
Mixture...........................................................................FULL RICH Fuel Selector ........................................................ SWITCH TANKS Fuel Pump ...........................................................................BOOST Ignition Switch .........................................................CHECK, BOTH If engine does not start, proceed to Engine Airstart or Forced Landing checklist, as required.
3-11
Cirrus Design SR20
Engine Airstart
The following procedures address the most common causes for engine loss. Switching tanks and turning the boost pump on will indicate if fuel contamination was the cause of the failure. Leaning the mixture and then slowly enriching mixture will indicate a faulty lean.
s Note s
Engine airstarts may be performed during 1g flight anywhere within the normal operating envelope of the airplane. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Bat Master Switch ...................................................................... ON Power Lever ..................................................................... OPEN Mixture .............................................................................. CUTOFF Fuel Selector ........................................................ SWITCH TANKS Ignition Switch ........................................................................BOTH Fuel Pump........................................................................... BOOST Alternator Master Switch.......................................................... OFF Starter (Propeller not Windmilling) ................................... ENGAGE Mixture .................................................slowly INCREASE (full rich) Power Lever ........................................................slowly INCREASE Alt Master Switch ....................................................................... ON If engine will not start, perform Forced Landing checklist.
3-12
Cirrus Design SR20
Engine Partial Power Loss

Indications of a partial power loss include fluctuating RPM, reduced or fluctuating manifold pressure, low oil pressure, high oil temperature, and a rough-sounding or rough-running engine. Mild engine roughness in flight may be caused by one or more spark plugs becoming fouled. A sudden engine roughness or misfiring is usually evidence of a magneto malfunction.
s Note s s Low oil pressure may be indicative of an imminent engine failure Refer to Low Oil Pressure procedure in this section for special procedures with low oil pressure. s A damaged (out-of-balance) propeller may cause extremely rough operation. If an out-of-balance propeller is suspected, immediately shut down engine and perform Forced Landing checklist.
If a partial engine failure permits level flight, land at a suitable airfield as soon as conditions permit. If conditions do not permit safe level flight, use partial power as necessary to set up a forced landing pattern over a suitable landing field. Always, be prepared for a complete engine failure. If the power loss is due to a fuel leak in the injector system, fuel sprayed over the engine may be cooled by the slipstream airflow which may prevent a fire at altitude. However, as the Power Lever is reduced during descent and approach to landing the cooling air may not be sufficient to prevent an engine fire.
s WARNING s
If there is a strong smell of fuel in the cockpit, divert to the nearest suitable landing field. Fly a forced landing pattern and shut down the engine fuel supply once a safe landing is assured. The following procedure provides guidance to isolate and correct some of the conditions contributing to a rough running engine or a partial power loss:
(Continued on following page)

3-13
Cirrus Design SR20
1. Fuel Pump........................................................................... BOOST Selecting BOOST on may clear the problem if fuel vapors in the injection lines is the problem or if the engine-driven fuel pump has partially failed. The electric fuel pump will not provide sufficient fuel pressure to supply the engine if the engine-driven fuel pump completely fails. 2. Fuel Selector ................................. CHECK fuel available to engine Selecting the opposite fuel tank may resolve the problem if fuel starvation or contamination in one tank was the problem. 3. Mixture ..............................CHECK appropriate for flight conditions 4. Alternate Induction Air................................................................ ON A gradual loss of manifold pressure and eventual engine roughness may result from the formation of intake ice. Opening the alternate engine air will provide air for engine operation if the normal source is blocked or the air filter is iced over. 5. Ignition Switch ....................................................... BOTH, L, then R Cycling the ignition switch momentarily from BOTH to L and then to R may help identify the problem. An obvious power loss in single ignition operation indicates magneto or spark plug trouble. Lean the mixture to the recommended cruise setting. If engine does not smooth out in several minutes, try a richer mixture setting. Return ignition switch to the BOTH position unless extreme roughness dictates the use of a single magneto. 6. Land as soon as practical.
3-14
Cirrus Design SR20
Low Oil Pressure

If low oil pressure is accompanied by a rise in oil temperature, the engine has probably lost a significant amount of its oil and engine failure may be imminent. Immediately reduce engine power to idle and select a suitable forced landing field.
s WARNING s Prolonged use of high power settings after loss of oil pressure will lead to engine mechanical damage and total engine failure, which could be catastrophic. s Note s s Full power should only be used following a loss of oil pressure when operating close to the ground and only for the time necessary to climb to an altitude permitting a safe landing or analysis of the low oil pressure indication to confirm oil pressure has actually been lost. s If low oil pressure is accompanied by normal oil temperature, it is possible that the oil pressure sensor, gage, or relief valve is malfunctioning. In any case, land as soon as practical and determine cause.
1. Power Lever ................................................ MINIMUM REQUIRED 2. Land as soon as possible.
Propeller Governor Failure

If the RPM does not respond to power lever movement or overspeeds, the most likely cause is a faulty governor or an oil system malfunction. If moving the power lever is difficult or rough, suspect a power lever linkage failure and perform the Power Lever Linkage Failure checklist. Propeller RPM will not increase: 1. Oil Pressure.........................................................................CHECK 2. Land as soon as possible. Propeller overspeeds or will not decrease: 1. Power Lever ................................. ADJUST (to keep RPM in limits) 2. Airspeed ......................................................... REDUCE to 80 KIAS 3. Land as soon as possible.
3-15
Cirrus Design SR20
Smoke and Fume Elimination

If smoke and/or fumes are detected in the cabin, check the engine instruments for any sign of malfunction. If a fuel leak has occurred, actuation of electrical components may cause a fire. If there is a strong smell of fuel in the cockpit, divert to the nearest suitable landing field. Perform a Forced Landing pattern and shut down the fuel supply to the engine once a safe landing is assured. 1. Heater ...................................................................................... OFF 2. Air Vents...........................................................OPEN, FULL COLD 3. Prepare to land as soon as possible. If airflow is not sufficient to clear smoke or fumes from cabin: 4. Cabin Doors ....................................................................UNLATCH
Engine Fire In Flight

If an engine fire occurs during flight, do not attempt to restart the engine. 1. Mixture .............................................................................. CUTOFF 2. Power Lever ............................................................................IDLE 3. Fuel Selector ............................................................................ OFF 4. Ignition Switch .......................................................................... OFF 5. Perform Forced Landing checklist.
Wing Fire In Flight

1. 2. 3. 4. Pitot Heat Switch...................................................................... OFF Navigation Light Switch............................................................ OFF Strobe Light Switch .................................................................. OFF If possible, side slip to keep flames away from fuel tank and cabin.
s Note s
Putting the airplane into a dive may blow out the fire. Do not exceed VNE during the dive. 5. Land as soon as possible.
3-16
Cirrus Design SR20
Cabin Fire In Flight

If the cause of the fire is readily apparent and accessible, use the fire extinguisher to extinguish flames and land as soon as possible. Opening the vents may feed the fire, but to avoid incapacitating the crew from smoke inhalation, it may be necessary to rid cabin of smoke or fire extinguishant. If the cause of fire is not readily apparent, is electrical, or is not readily accessible, proceed as follows: 1. Bat-Alt Master Switches ........................................................... OFF
s Note s Engine will continue to run. However, no electrical power will be available.
2. Heater....................................................................................... OFF 3. Air Vents ............................................................................CLOSED 4. Fire Extinguisher ............................................................ACTIVATE

s WARNING s Halon gas used in the fire extinguisher can be toxic, especially in a closed area. After extinguishing fire, ventilate cabin by opening air vents and unlatching door (if required).
5. 6. 7. 8.
When fire extinguished, Air Vents ................... OPEN, FULL COLD Avionics Power Switch ............................................................. OFF All other switches ..................................................................... OFF 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:
s WARNING s If airplane is in day VFR conditions and turning off the master switches eliminated the fire situation, leave the master switches OFF. Do not attempt to isolate the source of the fire by checking each individual electrical component.
9. Bat-Alt Master Switches ............................................................. ON 10. Avionics Power Switch ............................................................... ON 11. Activate required systems one at a time. Pause several seconds between activating each system to isolate malfunctioning system. Continue flight to earliest possible landing with malfunctioning system off. Activate only the minimum amount of equipment necessary to complete a safe landing.
3-17
Cirrus Design SR20
Inadvertent Icing Encounter

Flight into known icing conditions is prohibited. However, If icing is inadvertently encountered: 1. Pitot Heat ................................................................................... ON 2. Exit icing conditions. Turn back or change altitude. 3. Cabin Heat ..................................................................... MAXIMUM 4. Windshield Defrost .......................................................FULL OPEN 5. Alternate Induction Air................................................................ ON
Emergency Descent
The fastest way to get the airplane down is to lower flaps to 100%, put it into a turning forward slip, and point the nose down. 1. Power Lever .............................................................................IDLE 2. Mixture .......................................................................... FULL RICH 3. Flaps .......................................................................... FULL DOWN 4. Airspeed ................................................................... VFE (100 KIAS) 5. Forward Slip (if necessary).
Door Open In Flight

The doors on the SR20 will remain 1-3 inches open in flight if not latched. If this is discovered on takeoff roll, abort takeoff if practical. If already airborne: 1. Airspeed ............................................... REDUCE TO 80 90 KIAS 2. Land as soon as practical.
3-18
Cirrus Design SR20
Inadvertent Spiral/Spin Entry

The SR20 is not approved for spins, and has not been tested or certified for spin recovery characteristics. The only approved and demonstrated method of spin recovery is activation of the Cirrus Airframe Parachute System (See CAPS Deployment, this section). Because of this, if the aircraft departs controlled flight, the CAPS must be deployed. While the stall characteristics of the SR20 make accidental entry into a spin extremely unlikely, it is possible. Spin entry can be avoided by using good airmanship: coordinated use of controls in turns, proper airspeed control following the recommendations of this Handbook, and never abusing the flight controls with accelerated inputs when close to the stall (see Stalls, Section 4). If, at the stall, the controls are misapplied and abused accelerated inputs are made to the elevator, rudder and/or ailerons, an abrupt wing drop may be felt and a spiral or spin may be entered. In some cases it may be difficult to determine if the aircraft has entered a spiral or the beginning of a spin. If time and altitude permit, the following procedures may be used to determine whether the aircraft is in a recoverable spiral/incipient spin or is unrecoverable and, therefore, has departed controlled flight.
s WARNING s s In all cases, if the aircraft enters an unusual attitude from which recovery is not expected before ground impact, immediate deployment of the CAPS is required. s The minimum demonstrated altitude loss for a CAPS deployment from a one-turn spin is 920 feet. Activation at higher altitudes provides enhanced safety margins for parachute recoveries. Do not waste time and altitude trying to recover from a spiral/spin before activating CAPS.
3-19
Cirrus Design SR20
1. Power Lever .............................................................................IDLE 2. Control Yoke ........................................................................ Neutral 3. Rudder ..........................Briskly Apply Opposite Yaw/Spin Direction
s Note s
If disorientation precludes visual determination of the direction of rotation, refer to the symbolic airplane in the turn coordinator. If the spiral/spin was entered while applying rudder, then the opposite rudder should be applied for recovery. 4. Just after the rudder reaches the stop, move the yoke briskly forward far enough to break the stall. Full down elevator may be required. Hold these control inputs until rotation stops. Premature relaxation of control inputs may prolong the recovery. 5. After rotation stops, neutralize rudder, and make a smooth recovery from the resulting dive. Add power as required. Be prepared for possible engine power loss if rotation causes fuel starvation. If the above steps do not recover the aircraft and/or it has been determined that the aircraft has departed controlled flight: 6. CAPS .................................................................................. Activate
3-20
Cirrus Design SR20
CAPS Deployment
The Cirrus Airframe Parachute System (CAPS) should be activated in the event of a life-threatening emergency where CAPS deployment is determined to be safer than continued flight and landing.
s WARNING s
CAPS deployment is expected to result in loss of the airframe and, depending upon adverse external factors such as high deployment speed, low altitude, rough terrain or high wind conditions, may result in severe injury or death to the occupants. Because of this, CAPS should only be activated when any other means of handling the emergency would not protect the occupants from serious injury.
s CAUTION s
Expected impact in a fully stabilized deployment is equivalent to a drop from approximately 10 feet.
s Note s
Several possible scenarios in which the activation of the CAPS would be appropriate are discussed in Section 10 Safety Information, of this Handbook. These include: Mid-air collision Structural failure Loss of control Landing in inhospitable terrain Pilot incapacitation
All pilots should carefully review the information on CAPS activation and deployment in Section 10 before operating the airplane.

3-21
Cirrus Design SR20
Once the decision is made to deploy CAPS, the following actions should be taken: 1. Airspeed ........................................................MINIMUM POSSIBLE The maximum demonstrated deployment speed is 135 KIAS. Reducing airspeed allows minimum parachute loads and prevents structural overload and possible parachute failure. 2. Mixture (If time and altitude permit) .................................. CUTOFF Generally, a distressed airplane will be safer for its occupants if the engine is not running. 3. Activation Handle Cover .................................................. REMOVE The cover has a handle located at the forward edge. Pull cover down to expose activation T-handle. 4. Activation Handle ....................................................... PULL DOWN Grasp the T-handle firmly and pull down. A resistance will be felt as the T-handle is pulled from the recess (about 6 inches). Do not limit the pulling motion. Pull as hard and as far as is possible. After Deployment: 5. Mixture ............................................................... CHECK, CUTOFF 6. Fuel Selector ............................................................................ OFF Shutting off fuel supply to engine will reduce the chances of fire resulting from impact at touchdown. 7. 8. 9. 10. 11. Bat-Alt Master Switches ........................................................... OFF Ignition Switch .......................................................................... OFF Boost Pump.............................................................................. OFF ELT............................................................................................. ON Seat Belts and Harnesses ...............................................TIGHTEN All occupants must have seat belts and shoulder harness securely fastened.
3-22
Cirrus Design SR20
12. Loose Items...................................................................... SECURE If time permits, all loose items should be secured to prevent injury from flying objects in the cabin at touchdown. 13. Assume emergency landing body position. The emergency landing body position is assumed by crossing the arms across the chest, firmly grasping the shoulder harness, and holding the upper torso erect. 14. After the airplane comes to a complete stop, evacuate quickly and move upwind. As occupants exit the airplane, the reduced weight may allow winds to drag the airplane further. As a result of landing impact, the doors may jam. If the doors cannot be opened, break out the windows with the egress hammer, located in the console between the front seats, and crawl through the opening.
3-23
Cirrus Design SR20
Landing Emergencies
Forced Landing (Engine Out)
If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing. A suitable field should be chosen as early as possible so that maximum time will be available to plan and execute the forced landing. For forced landings on unprepared surfaces, use full flaps if possible. Land on the main gear and hold the nose wheel off the ground as long as possible. If engine power is available, before attempting an off airport landing, fly over the landing area at a low but safe altitude to inspect the terrain for obstructions and surface conditions.
s Note s
If ditching, avoid a landing flare because of difficulty in judging height over water. 1. Best Glide Speed ........................................................ ESTABLISH 2. Radio.............................................Transmit (121.5 MHz) MAYDAY giving location and intentions 3. Transponder............................................................SQUAWK 7700 4. If off airport, ELT ........................................................... ACTIVATE 5. Power Lever .............................................................................IDLE 6. Mixture .............................................................................. CUTOFF 7. Fuel Selector ............................................................................ OFF 8. Ignition Switch .......................................................................... OFF 9. Boost Pump.............................................................................. OFF 10. Master Switches....................................................................... OFF 11. Seat Belt(s) .................................................................... SECURED
3-24
Cirrus Design SR20
Landing Without Elevator Control

The pitch trim spring cartridge is attached directly to the elevator and provides a backup should you lose the primary elevator control system. Set elevator trim for a 80 KIAS approach to landing. Thereafter, do not change the trim setting until in the landing flare. During the flare, the nose-down moment resulting from a power reduction may cause the airplane to hit on the nosewheel. To avoid this, move the trim button to the full nose-up position during the flare and adjust the power for a smooth landing. At touchdown, bring the power lever to idle. 1. Flaps................................................................................. SET 50% 2. Trim ............................................................................ SET 80 KIAS 3. Power .................................... AS REQUIRED FOR GLIDE ANGLE
Landing With Failed Brakes

One brake inoperative 1. Land on the side of runway corresponding to the inoperative brake. 2. Maintain directional control using rudder and working brake. Both brakes inoperative 1. Divert to the longest, widest runway with the most direct headwind. 2. Land on downwind side of the runway. 3. Use the rudder for obstacle avoidance.
s Note s
Rudder effectiveness will decrease with decreasing airspeed. 4. Perform Emergency Engine Shutdown on Ground checklist.
3-25
Cirrus Design SR20
Landing With Flat Tire

If a flat tire or tread separation occurs during takeoff and you cannot abort, land as soon as conditions permit. Main Gear 1. Land on the side of the runway corresponding to the good tire. 2. Maintain directional control with the brakes and rudder. 3. Do not taxi. Stop the airplane and perform a normal engine shutdown. Nose Gear 1. Land in the center of the runway. 2. Hold the nosewheel off the ground as long as possible. 3. Do not taxi. Stop the airplane and perform a normal engine shutdown.
3-26
Cirrus Design SR20
System Malfunctions
Alternator Failure
Abnormal ammeter indications and illumination of the LOW VOLTS warning light may indicate electrical power supply system malfunctions. A broken alternator drive belt, wiring fault or a defective alternator control unit is most likely the cause of the alternator failure. Usually, electrical power malfunctions are indicated by an excessive rate of charge or a discharge rate. Ammeter Indicates Excessive Rate of Charge After starting engine and heavy electrical usage at low RPM, the battery will be low enough to accept above normal charging during the initial part of a flight. However, the ammeter should be indicating less than two needle widths of charging current after thirty minutes of cruising flight. If the charging rate remains above this rate, the battery could overheat and evaporate the electrolyte. Additionally, electronic components in the electrical system can be damaged by an overvoltage. Normally, the alternator control unit over-voltage sensor automatically causes the Alternator circuit breaker to open and shuts down the alternator if the voltage reaches approximately 31.8 volts. If the over-voltage sensor fails, perform the following checklist: 1. Alt Master Switch...................................................................... OFF 2. Alternator Circuit Breaker ....................................................... PULL 3. Non-essential Electrical Equipment ......................................... OFF 4. Land as soon as practical. Ammeter Indicates Discharge If the over-voltage sensor shuts down the alternator, or if the alternator output is low, a discharge rate will be shown on the ammeter and the LOW VOLTS warning light will illuminate. This may be a nuisance trip and an attempt should be made to reactivate the alternator system by following the checklist below through step 4. If the problem no longer exists, normal alternator charging will resume, the LOW VOLTS light will go out, and avionics power may be turned back on. However, If the light comes on again, a malfunction is confirmed and the procedure should be completed. Battery power must be conserved for later operation of the wing flaps, lights, and other essential equipment.
3-27
Cirrus Design SR20
s Note s
Ammeter discharge indications and illumination of the LOW VOLTS warning light can occur during low RPM conditions with a heavy electrical load, such as during taxi. Under these conditions, the master switch need not be cycled as an overvoltage condition has not occurred and the alternator was not de-activated. The LOW VOLTS light should go out at higher RPM. 1. 2. 3. 4. Avionics Switch ........................................................................ OFF Alternator Circuit Breaker................................................CHECK IN Alt Master Switch ....................................................CYCLE Off -On Avionics Switch .......................................................................... ON
If ammeter still indicates discharge: 5. 6. 7. 8. Alt Master Switch ..................................................................... OFF Non-essential Electrical Equipment ......................................... OFF If total power failure anticipated, Turn Coordinator Power ... EMER Land as soon as practical.
3-28
Cirrus Design SR20
Communications Failure
Communications failure can occur for a variety of reasons. If, after following the checklist procedure, communication is not restored, proceed with FAR/AIM lost communications procedures.
s Note s
In the event of an audio panel power failure the audio panel connects com 1 to the pilots headset and speakers. Setting the audio panel Off will also connect com 1 to the pilots headsets and speakers. 1. 2. 3. 4. Switches, Controls...............................................................CHECK Frequency ........................................................................ CHANGE Circuit Breakers...................................................................CHECK Headset ............................................................................ CHANGE
3-29
Cirrus Design SR20
Power Lever Linkage Failure

If the Power Lever linkage fails in flight, the engine will not respond to power lever control movements. Use power available and flaps as required to safely land the airplane. If the power lever is stuck at or near the full power position, proceed to a suitable airfield. Fly a forced landing pattern. With landing assured, shut down engine by moving mixture control full aft to CUTOFF. If power is needed again, return mixture control to full RICH and regain safe pattern parameters or go-around. If airspeed cannot be controlled, shut engine down and perform the Forced Landing checklist. After landing, bring the airplane to a stop and complete the Emergency Engine Shutdown on Ground checklist. If the power lever is stuck at or near the idle position and straight and level flight cannot be maintained, establish glide to a suitable landing surface. Fly a forced landing pattern. 1. 2. 3. 4. 5. Power Lever Movement ......................................................VERIFY Power ............................................................................. SET if able Flaps .........................................................................SET if needed Mixture ...................................... AS REQUIRED (full rich to cut-off) Land as soon as possible.
3-30
Cirrus Design SR20
Pitot Static Malfunction

Static Source Blocked If erroneous readings of the static source instruments (airspeed, altimeter and vertical speed) are suspected, the alternate static source valve, on side of console near pilots right ankle, should be opened to supply static pressure from the cabin to these instruments.
s Note s
If selecting the alternate static source does not work, in an emergency, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the vertical speed indicator. When static pressure is supplied through the vertical speed indicator, the vertical speed UPDOWN indications will be reversed (i.e., the needle will indicate UP for descent and DOWN for climb). With the alternate static source on, adjust indicated airspeed slightly during climb or approach according to the Airspeed Calibration (Alternate Static Source) table in Section 5 as appropriate for vent/ heater configuration. 1. Pitot Heat.................................................................................... ON 2. Alternate Static Source.......................................................... OPEN Pitot Tube Blocked If only the airspeed indicator is providing erroneous information, and in icing conditions, the most probable cause is pitot ice. If setting Pitot Heat ON does not correct the problem, descend to warmer air. If an approach must be made with a blocked Pitot tube, use known pitch and power settings and the GPS groundspeed indicator, taking surface winds into account. 1. Pitot Heat.................................................................................... ON
3-31
Cirrus Design SR20
Vacuum System Failure

Failure of the engine driven vacuum pump is indicated by illumination of the red VACUUM warning light. If the engine driven vacuum pump fails, the electric standby vacuum pump will automatically energize and the amber AUX VAC caution light will illuminate indicating that the electric pump is operating and supplying vacuum for instrument operation. In the event both vacuum pumps fail in flight, the attitude gyro, directional gyro (if installed) or optional vacuum operated HSI (if installed) will be inoperative. The optional electric powered HSI (if installed) is unaffected by a vacuum system failure. The remaining gyroscopic instrument will be the electric turn coordinator. The autopilot uses the turn coordinator gyro for roll attitude information. 1. Consider using the autopilot roll axis to reduce workload. Engage stabilizer (ST) mode if available. If optional electric HSI is installed, use HDG mode to help maintain wings level set HDG bug to the current airplane heading before engaging autopilot.
s WARNING s
Do not use HDG mode if airplane is equipped with a vacuum powered directional gyro or vacuum powered HSI. 2. Rely upon partial panel techniques while in instrument conditions. Cover inoperative instruments if possible. 3. Endeavor to fly to visual conditions as soon as possible.
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Cirrus Design SR20
Electric Trim/Auto-pilot Failure

Any failure or malfunction of the electric trim or autopilot can be overridden by use of the control yoke. If runaway trim is the problem, deenergize the circuit by pulling the circuit breaker (PITCH TRIM, ROLL TRIM, or AUTOPILOT) and land as soon as conditions permit. 1. Airplane Control..........................................MAINTAIN MANUALLY 2. Autopilot (if engaged) ................................................. DISENGAGE If Problem Is Not Corrected: 3. Circuit Breakers.............................................PULL AS REQUIRED PITCH TRIM ROLL TRIM AUTOPILOT 4. Power Lever ..................................ADJUST TO CONTROL PITCH 5. Control Yoke................................. MANUALLY HOLD PRESSURE 6. Land as soon as practical.
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Cirrus Design SR20
Section 4 Normal Procedures

Table of Contents
Introduction .......................................................................................4-3 Airspeeds for Normal Operation .......................................................4-3 Preflight Inspection ...........................................................................4-4 Preflight Walk-Around ...................................................................4-5 Before Starting Engine......................................................................4-7 Starting Engine .................................................................................4-8 Before Taxiing...................................................................................4-9 Taxiing ..............................................................................................4-9 Before Takeoff ................................................................................4-10 Takeoff ............................................................................................4-12 Normal Takeoff............................................................................4-12 Short Field Takeoff......................................................................4-13 Climb...............................................................................................4-13 Cruise..............................................................................................4-14 Leaning........................................................................................4-14 Descent...........................................................................................4-15 Before Landing................................................................................4-15 Landing ...........................................................................................4-15 Normal Landing ...........................................................................4-15 Short Field Landing .....................................................................4-15 Crosswind Landing......................................................................4-16 Balked Landing/Go-Around ............................................................4-16 After Landing...................................................................................4-16 Shutdown ........................................................................................4-17 Stalls ...............................................................................................4-17 Environmental Considerations........................................................4-18 Cold Weather Operation .............................................................4-18 Starting ....................................................................................4-18 Hot Weather Operation ...............................................................4-19 Noise Characteristics/Abatement ...................................................4-20 Fuel Conservation...........................................................................4-20
4-1
Cirrus Design SR20
4-2
Cirrus Design SR20
Introduction
This section provides amplified procedures for normal operation. Normal procedures associated with optional systems can be found in Section 9.
Airspeeds for Normal Operation

Unless otherwise noted, the following speeds are based on a maximum weight of 2900 lb and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance, the speed appropriate to the particular weight must be used.
Takeoff Rotation:
Normal, Flaps 50% ..................................................... 70 KIAS Short Field, Flaps 50% ............................................... 65 KIAS Obstacle Clearance, Flaps 50%................................. 75 KIAS Normal, SL................................................................ 100 KIAS Normal, 10,000 .......................................................... 90 KIAS Best Rate of Climb, SL ............................................... 94 KIAS Best Rate of Climb, 10,000........................................ 89 KIAS Best Angle of Climb, SL.............................................. 81 KIAS Best Angle of Climb, 10,000 ...................................... 83 KIAS Normal Approach, Flaps Up ....................................... 85 KIAS Normal Approach, Flaps 50% .................................... 80 KIAS Normal Approach, Flaps 100% .................................. 75 KIAS Short Field, Flaps 100% ............................................. 75 KIAS Full Power................................................................... 75 KIAS 2900 Lb..................................................................... 135 KIAS 2600 Lb..................................................................... 126 KIAS 2200 Lb..................................................................... 116 KIAS Takeoff or Landing..................................................... 19 Knots 4-3
Enroute Climb, Flaps Up:
Landing Approach:
Go-Around, Flaps 50%: Maximum Recommended Turbulent Air Penetration:
Maximum Demonstrated Crosswind Velocity:
Cirrus Design SR20
Preflight Inspection
Before carrying out preflight inspections, ensure that all required maintenance has been accomplished. Review your flight plan and compute weight and balance.
s Note s s 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. s 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 8
2 1 13
10 11 12
4-4
Cirrus Design SR20
Preflight Walk-Around
1. Cabin a. Required Documents.............................................. On Board b. Avionics Power Switch ................................................... OFF c. Bat Master Switch ............................................................ ON d. Fuel Quantity .............................................................. Check e. Fuel Selector ...........................................Select Fullest Tank f. Flaps ..................................................................100%(Down) g. Vacuum and Oil Annunciators ...........................................On h. Lights .......................................................... Check Operation i. Bat Master Switch........................................................... OFF j. Vacuum and Oil Annunciators ..........................................Out k. Alternate Static Source........................................... NORMAL l. Fire Extinguisher ............................... Charged and Available m. Emergency Egress Hammer ................................... Available 2. Left Fuselage a. Com 1 Antenna (top) .................... Condition and Attachment b. Wing/fuselage Fairing.................................................. Check c. Com 2 Antenna (underside) ......... Condition and Attachment d. Baggage Door .........................................Closed and Secure e. Static Button ..................................................................Clear f. Parachute Cover......................................Sealed and Secure 3. Empennage a. Tiedown .................................................................... Remove b. Horizontal and Vertical Stabilizers.......................... Condition c. Elevator.............................................. Freedom of Movement d. Rudder ............................................... Freedom of Movement e. Attachment hinges, bolts and cotter pins ................... Secure 4. Right Fuselage a. Static Button ..................................................................Clear b. Wing/fuselage Fairings ................................................ Check 5. Right Wing Trailing Edge a. Flap.................................................... Condition and Security b. Aileron................................................ Freedom of Movement c. Hinges, actuation arm, bolts, and cotter pins ............. Secure
4-5
Cirrus Design SR20
6. Right Wing Tip a. Tip ......................................................................... Attachment b. Strobe, Nav Light and Lens .................Condition and Security c. Fuel Vent (underside) ........................................ Unobstructed 7. Right Wing Forward and Main Gear a. Leading Edge and Stall Strips ..................................Condition b. Fuel Cap ......................................Check Quantity and Secure c. Stall Warning ....................................................................Test
s Note s Test stall warning system by applying suction to the stall warning system inlet and noting the warning horn sounds.
d. e. f. g. h. i.
Fuel Drains (2 underside) ...........................Drain and Sample Wheel Fairings .....................Security, Accumulation of Debris Tire........................................... Condition, Inflation, and Wear Wheel and Brakes........... Fluid Leaks, Condition and Security Chocks and Tiedown Ropes...................................... Remove Cabin Air Vent.................................................... Unobstructed
8. Nose, Right Side a. Cowling ................................................... Attachments Secure b. Exhaust Pipe........................................Condition and Security c. Transponder Antenna (underside). Condition and Attachment d. Gascolator (underside) .............. Drain for 3 seconds, Sample 9. Nose gear, Propeller, and Spinner
s WARNING s
Keep clear of propeller rotation plane. Do not allow others to approach propeller. a. b. c. d. e. f. g. h. 4-6 Tow bar ...................................................... Remove and Stow Strut ..........................................................................Condition Wheel fairing ........................Security, Accumulation of Debris Wheel and Tire......................... Condition, Inflation, and Wear Propeller...........................Condition (indentations, nicks, etc.) Spinner......................................Condition, Security, Oil Leaks Air Inlets ............................................................. Unobstructed Alternator Belt ......................................Condition and Tension
Cirrus Design SR20
10. Nose, Left Side a. Landing Light .......................................................... Condition b. Engine Oil ...... Check 6-8 quarts, Leaks, Cap & Door Secure c. Cowling ..................................................Attachments Secure d. External Power .................................................. Door Secure e. Exhaust Pipe ..................................... Condition and Security 11. Left Main Gear and Forward Wing a. Wheel fairings .................... Security, Accumulation of Debris b. Tire..........................................Condition, Inflation, and Wear c. Wheel and Brakes ........Fluid Leaks, Condition, and Security d. Chocks and Tiedown Ropes .................................... Remove e. Fuel Drains (2 underside) ..........................Drain and Sample f. Cabin Air Vent .................................................. Unobstructed g. Fuel Cap .................................... Check Quantity and Secure h. 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.................................................... Condition and Security b. Aileron................................................ Freedom of movement c. Hinges, actuation arm, bolts, and cotter pins ............. Secure
Before Starting Engine

Ensure all the passengers have been briefed on the use of the seat belts, doors, emergency exits, no smoking, and use of Cirrus Airframe Parachute System (CAPS). 1. Preflight Inspection.................................................... COMPLETED 2. Emergency Equipment ................................................. ON BOARD 3. Passengers ......................................................................BRIEFED 4. Seats, Seat Belts, and Harnesses ................ ADJUST & SECURE
4-7
Cirrus Design SR20
Starting Engine
If the engine is warm, no priming is required. For the first start of the day and in cold conditions, prime will be necessary.
s WARNING s If airplane will be started using external power, keep all personnel and power unit cables well clear of the propeller rotation plane. Refer to Section 8 - Ground Handling, Servicing, and Maintenance for special procedures and precautions when using external power.
3. 4. 5. 6.
External Power (If applicable) ........................................CONNECT Brakes ...................................................................................HOLD Bat-Alt Master Switches .......................................ON (Check Volts) Vacuum System ................................................................. CHECK a. VACUUM Annunciator......................................................... ON b. AUX VAC Annunciator............................ON (Pump Operating) c. Suction Gage....................................................... GREEN ARC d. Attitude Gyro Flag..............................................OUT OF VIEW 7. Mixture .......................................................................... FULL RICH 8. Power Lever ........................................................ FULL FORWARD 9. Boost Pump.............................PRIME (2-4 seconds), then BOOST
s Note s s On the first start of the day, especially under cool ambient conditions, holding boost pump switch to PRIME for 8-10 seconds will improve starting. s The Boost Pump should be left ON during takeoff and climb for vapor suppression such as could occur under hot ambient conditions or extended idle.
10. 11. 12. 13. 14. 15. 16. 17. 4-8
Propeller Area ......................................................................CLEAR Power Lever ............................................................OPEN INCH Ignition Switch ....................... START (Release after engine starts) Power Lever ...............................RETARD (to maintain 1000 RPM) Oil Pressure ........................................................................ CHECK Vacuum System Annunciators................................................. OUT Avionics Power Switch ............................................................... ON Engine Parameters .........................................................MONITOR
Cirrus Design SR20
18. External Power (If applicable) ..................................DISCONNECT 19. Ammeter ..............................................................................CHECK Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Allow fuel to drain from intake tubes. Set the mixture control full lean and the power lever full open. Crank the engine through several revolutions with the starter. When engine starts, release ignition switch, retard power lever, and slowly advance the mixture control to FULL RICH position. If the engine is underprimed, especially with a cold soaked engine, it will not fire, and additional priming will be necessary. As soon as the cylinders begin to fire, open the power lever slightly to keep it running. After starting, if the oil gauge does not begin to show pressure within 30 seconds in warm weather and about 60 seconds in very cold weather, shut down engine and investigate cause. Lack of oil pressure indicates loss of lubrication, which can cause severe engine damage.
s Note s
Refer to Cold Weather Operation in this section or additional information regarding cold weather operations.
Before Taxiing
1. 2. 3. 4. Brakes .................................................................................CHECK Flaps...................................................................................UP (0%) Radios/Avionics.......................................................AS REQUIRED Cabin Heat/Defrost................................................. AS REQUIRED
Taxiing
When taxiing, maintain directional control with rudder and differential braking. In crosswind conditions, some brake force may be required, even when taxiing at moderate speeds. Taxi over loose gravel at low engine speed to avoid damage to the propeller tips. 1. Directional Gyro/HSI Orientation.........................................CHECK
4-9
Cirrus Design SR20
Before Takeoff
During cold weather operations, the engine should be properly warmed up before takeoff. In most cases this is accomplished when the oil temperature has reached at least 100 F (38 C). In warm or hot weather, precautions should be taken to avoid overheating during prolonged ground engine operation. Additionally, long periods of idling may cause fouled spark plugs.
s Note s
The engine is equipped with an altitude compensating fuel pump that automatically provides the proper full rich mixture. Because of this, the mixture should be left full rich for takeoff, even at high altitude airfields. 1. 2. 3. 4. 5. 6. 7. 8. 9. Brakes ....................................................................................HOLD Flight Controls ..................................................FREE & CORRECT Trim ............................................................................. SET Takeoff Flaps ............................................................... SET 50% & CHECK Flight and Engine Instruments ............................................ CHECK Directional Gyro, Altimeter ...................................... CHECK & SET Fuel Quantity...................................................................CONFIRM Fuel Selector ......................................................... FULLEST TANK Propeller ............................................................................. CHECK a. Power Lever ............................................ INCREASE to detent b. Note RPM rises to approximately 2000 RPM then drops by approximately 100 RPM as Power Lever is set in detent. c. Power Lever .............................................................1700 RPM Vacuum .............................................................................. CHECK Alternator............................................................................. CHECK a. Landing Light ................................................ ON (3-5 seconds) b. Note ammeter remains within one needle width. Voltage ................................................................................ CHECK Magnetos .....................................................CHECK Left and Right a. Ignition Switch .................................. R, note RPM, then BOTH b. Ignition Switch ...................................L, note RPM, then BOTH
10. 11.
12. 13.
4-10
Cirrus Design SR20
s Note s s RPM drop must not exceed 150 RPM for either magneto. RPM differential must not exceed 75 RPM between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. s An absence of RPM drop may indicate faulty grounding of one side of the ignition system or magneto timing set in advance of the specified setting.
14. 15. 16. 17.
Power Lever ...........................................DECREASE to 1000 RPM Transponder ..............................................................................ALT Navigation Radios/GPS.......................................... SET for Takeoff Pitot Heat......................................................... ON, AS REQUIRED
s Note s
Pitot heat should be turned ON prior to flight into IMC or flight into visible moisture and OAT of 40 F (4 C) or less.
4-11
Cirrus Design SR20
Takeoff
Power Check: Check full-throttle engine operation early in takeoff run. The engine should run smoothly and turn approximately 2700 RPM. All engine instruments should read in the green. Discontinue takeoff at any sign of rough operation or sluggish acceleration. Make a thorough full-throttle static runup before attempting another takeoff. For takeoff over a gravel surface, advance Power Lever slowly. This allows the airplane to start rolling before high RPM is developed, and gravel will be blown behind the propeller rather than pulled into it. Flap Settings: Takeoffs are approved at flaps UP (0%) or flaps 50%. Normal and short field takeoffs are accomplished with flaps set at 50%. Takeoffs using 50% flaps require less ground roll and distance over an obstacle than do takeoffs with no flaps. Takeoff flap settings greater than 50% are not approved. Soft or rough field takeoffs are performed with 50% flaps by lifting the airplane off the ground as soon as practical in a tail-low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a higher climb speed. Takeoffs into strong crosswinds normally are performed with the minimum flap setting (0% or 50%) necessary for the field length, to minimize the drift angle immediately after takeoff. With the ailerons partially deflected into the wind, accelerate the airplane to a speed slightly higher than normal, and then pull it off abruptly to prevent possibly settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift.
s Note s
The engine is equipped with an altitude compensating fuel pump that automatically provides the proper full rich mixture. Because of this, the mixture should be left full rich for takeoff, even at high altitude airfields.
Normal Takeoff
1. 2. 3. 4. 5. Power Lever ........................................................ FULL FORWARD Engine Instruments ............................................................. CHECK Brakes .....................................RELEASE (Steer with Rudder Only) Elevator Control ............................Rotate Smoothly at 65-70 KIAS At 80 KIAS, Flaps........................................................................UP
4-12
Cirrus Design SR20
Short Field Takeoff

1. 2. 3. 4. 5. 6. 7. Brakes .................................................................................. HOLD Power Lever ........................................................FULL FORWARD Engine Instruments .............................................................CHECK Brakes .................................... RELEASE (Steer with Rudder Only) Elevator Control ..................................Rotate Smoothly at 65 KIAS Airspeed at Obstacle .......................................................... 75 KIAS At 80 KIAS, Flaps ....................................................................... UP
Climb
Normal climbs are performed flaps UP (0%) and full power at speeds 5 to 10 knots higher than best rate-of-climb speeds. These higher speeds give the best combination of performance, visibility and engine cooling. For maximum rate of climb, use the best rate-of-climb speeds shown in the rate-of-climb chart in Section 5. If an obstruction dictates the use of a steep climb angle, the best angle-of-climb speed should be used with flaps UP (0%) and maximum power. Climbs at speeds lower than the best rate-of-climb speed should be of short duration to avoid engine-cooling problems. 1. Climb Power ............................................................................. SET 2. Mixture...........................................................................FULL RICH
s Note s
The engine is equipped with an altitude compensating fuel pump that automatically provides the proper full rich mixture for climb. The mixture for climb should be left full rich. 3. Engine Instruments .............................................................CHECK 4. Boost Pump.............................................................................. OFF
s Note s
The Boost Pump may be left ON for all operations if needed for vapor suppression.
4-13
Cirrus Design SR20
Cruise
Normal cruising is performed between 55% and 75% power. The engine power setting and corresponding fuel consumption for various altitudes and temperatures can be determined by using the cruise data in Section 5. The selection of cruise altitude is made on the basis of the most favorable wind conditions and the use of low power settings. These are significant factors that should be considered on every trip to reduce fuel consumption.
s Note s
For engine break-in, cruise at a minimum of 75% power until the engine has been operated for at least 25 hours or until oil consumption has stabilized. Operation at this higher power will ensure proper seating of the rings, is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders. 1. 2. 3. 4. Cruise Power.............................................................................SET Engine Instruments .........................................................MONITOR Fuel Flow and Balance ...................................................MONITOR Mixture ................................................................ LEAN as required
Leaning
Exhaust gas temperature (EGT) may be used as an aid for mixture leaning in cruising flight at 75% power or less. To adjust the mixture, lean to establish the peak EGT as a reference point and then adjust the mixture by the desired increment based on the following table: Mixture Description Best Power Best Economy Exhaust Gas Temperature 75 F Rich Of Peak EGT 50 F Lean Of Peak EGT
Under some conditions, engine roughness may occur while operating at best economy. If this occurs, enrich mixture as required to smooth engine operation. Any change in altitude or Power Lever position will require a recheck of EGT indication.
4-14
Cirrus Design SR20
Descent
1. 2. 3. 4. 5. 6. Altimeter ................................................................................... SET Cabin Heat/Defrost..................................................AS REQUIRED Fuel System ........................................................................CHECK Mixture...........................................................................FULL RICH Flaps........................................................................AS REQUIRED Brake Pressure....................................................................CHECK
Before Landing
1. 2. 3. 4. Mixture...........................................................................FULL RICH Flaps........................................................................AS REQUIRED Landing Light ...........................................................AS REQUIRED Autopilot...................................................................... DISENGAGE
Landing
Normal Landing
Normal landing approaches can be made with power on or off with any flap setting desired. 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.
Short Field Landing

For a short field landing in smooth air conditions, make an approach at 75 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 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.
4-15
Cirrus Design SR20
Crosswind Landing
When landing in a strong crosswind, use the minimum flap setting required for the field length. Crab into the wind until in ground effect. Then take out any crab angle with rudder. 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 19 knots has been demonstrated.
Balked Landing/Go-Around
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 the best angle of climb with 50% flaps. After clearing any obstacles, retract the flaps and accelerate to the normal flaps-up climb speed. 1. Autopilot ..........................................................................Disengage 2. Power Lever ........................................................ FULL FORWARD 3. Flaps .........................................................................................50% 4. Airspeed .................................. Best Angle of Climb (81 83 KIAS) After clear of obstacles: 5. Flaps ................................................................................. Up (0%)
After Landing
1. Flaps ...........................................................................................UP 2. Power Lever ....................................................................1000 RPM 3. Transponder........................................................................... STBY
s Note s
As the airplane slows the rudder becomes less effective and taxiing is accomplished using differential braking. 4. Pitot Heat ................................................................................. OFF
4-16
Cirrus Design SR20
Shutdown
1. 2. 3. 4. 5. Avionics Switch ........................................................................ OFF Mixture...............................................................................CUTOFF Magnetos.................................................................................. OFF Bat-Alt Master Switches ........................................................... OFF ELT ............................................................TRANSMIT LIGHT OUT
s Note s
After a hard landing, the ELT may activate. If this is suspected, turn it off and then re-arm it. 6. Chocks, Tie-downs, Pitot Covers ............................AS REQUIRED
Stalls
SR20 stall characteristics are conventional. Power-off stalls may be accompanied by a slight nose bobbing if full aft stick is held. Poweron stalls are marked by a high sink rate at full aft stick. Power-off stall speeds at maximum weight for both forward and aft C.G. positions are presented in Section 5 Performance Data. When practicing stalls at altitude, as the airspeed is slowly reduced, you will notice a slight airframe buffet and hear the stall speed warning horn sound between 5 and 10 knots before the stall. 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.
s WARNING s
Extreme care must be taken to avoid uncoordinated, accelerated or abused control inputs when close to the stall, especially when close to the ground.
4-17
Cirrus Design SR20
Environmental Considerations
Cold Weather Operation
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.
s WARNING s
Use extreme caution when pulling the propeller hand. Make sure ignition switch is OFF, keys ignition, and then act as if the engine will start. broken ground wire on either magneto could engine to fire.
through by are out of A loose or cause the
When air temperatures are below 20 F, the use of an external preheater and external power is recommended. Pre-heat will thaw the oil trapped in the oil cooler, which may be congealed in extremely cold temperatures. s WARNING s If airplane will be started using external power, keep all personnel and power unit cables well clear of the propeller rotation plane. Refer to Section 8 - Ground Handling, Servicing, and Maintenance for special procedures and precautions when using external power. 1. 2. 3. 4. 5. 6. Ignition switch........................................................................... OFF Propeller............................................Hand TURN several rotations External Power (If applicable) ........................................CONNECT Brakes ...................................................................................HOLD Bat-Alt Master Switches ....................................ON (check voltage) Vacuum System ................................................................. CHECK a. VACUUM Annunciator......................................................... ON b. AUX VAC Annunciator............................ON (Pump Operating) c. Suction Gage....................................................... GREEN ARC d. Attitude Gyro Flag..............................................OUT OF VIEW 7. Mixture .......................................................................... FULL RICH 4-18
Cirrus Design SR20
8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.
Power lever .........................................................FULL FORWARD Fuel Boost Pump.................. PRIME (8-10 seconds), then BOOST Propeller Area ..................................................................... CLEAR Power Lever .......................................................... OPEN 1/4 INCH Ignition Switch ....................... START (Release after engine starts) Oil Pressure.........................................................................CHECK Vacuum System Annunciators .................................................OUT Avionics Power Switch ............................................................... ON Engine Parameters......................................................... MONITOR External Power (If applicable) ..................................DISCONNECT Ammeter ..............................................................................CHECK
s Note s
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. If outside air temperatures are very low, the oil temperature gage may not indicate increasing oil temperature prior to takeoff. In this event, allow a suitable warm-up period (two to five minutes at 1000 RPM) then accelerate the engine several times to a higher RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, continue with a normal takeoff.
Hot Weather Operation

Avoid prolonged engine operation on the ground. s Note s The Boost Pump should be ON for engine start, takeoff, and climb for vapor suppression such as could occur under hot ambient conditions or after extended idle.
4-19
Cirrus Design SR20
Noise Characteristics/Abatement
The certificated noise levels for the Cirrus Design SR20 established in accordance with FAR 36 Appendix G are: Configuration Two-blade Propeller Three-blade Propeller Actual 82.50 dB(A) 82.49 dB(A) Maximum Allowable 82.58 dB(A) 82.58 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 2900 pounds takeoff weight and 2700 RPM. Recently, increased emphasis on improving environmental quality requires all pilots to minimize the effect of airplane noise on the general public. The following suggested procedures minimize environmental noise when operating the SR20.
s Note s
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
No special techniques are required to achieve maximum fuel conservation in the Cirrus SR20. Minimum fuel use at cruise will be achieved using the best economy power setting described under cruise.
4-20
Cirrus Design SR20
Section 5 Performance
Section 5 Performance Data

Table of Contents
Introduction ..................................................................................... 5-3 Associated Conditions Affecting Performance ............................ 5-3 Flight Planning ................................................................................ 5-3 Sample Problem ............................................................................. 5-4 Takeoff ........................................................................................ 5-5 Climb ........................................................................................... 5-6 Cruise .......................................................................................... 5-7 Fuel Required .............................................................................. 5-7 Landing........................................................................................ 5-8 Demonstrated Operating Temperature........................................... 5-8 Airspeed Calibration Normal Static Source.................................... 5-9 Airspeed Calibration Alternate Static Source ................................ 5-10 Altitude Correction Normal Static Source ..................................... 5-11 Altitude Correction Alternate Static Source.................................. 5-12 Temperature Conversion .............................................................. 5-13 Outside Air Temperature for ISA Condition ................................ 5-14 Stall Speeds .................................................................................. 5-15 Wind Components ........................................................................ 5-16 Takeoff Distance........................................................................... 5-17 Takeoff Climb Gradient................................................................. 5-20 Takeoff Rate of Climb ................................................................... 5-21 Enroute Climb Gradient ................................................................ 5-22 Enroute Rate of Climb................................................................... 5-23 Time, Fuel and Distance to Climb................................................. 5-24 Cruise Performance ...................................................................... 5-25 Range / Endurance Profile............................................................ 5-27 Balked Landing Climb Gradient .................................................... 5-29 Balked Landing Rate of Climb ...................................................... 5-30 Landing Distance .......................................................................... 5-31
5-1
Cirrus Design SR20
5-2
Cirrus Design SR20
Introduction
Performance data in this section are presented for operational planning so that you will know what performance to expect from the airplane under various ambient and field conditions. Performance data are presented for takeoff, climb, and cruise (including range & endurance).
Associated Conditions Affecting Performance

Computed performance data in this section are based upon data derived from actual flight testing with the airplane and engine in good condition and using average piloting techniques. Unless specifically noted in the Conditions notes presented with each table, ambient conditions are for a standard day (refer to Section 1). Flap position as well as power setting technique is similarly noted with each table. The charts in this section provide data for ambient temperatures from 20 C (4 F) to 40 C (104 F). 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 extreme caution as performance degrades rapidly at higher temperatures. All fuel flow data for cruise is based on the recommended lean mixture setting detailed in Section 4 Normal Procedures.
Flight Planning
The performance tables in this section present sufficient information to predict airplane performance with reasonable accuracy. However, variations in fuel metering, mixture leaning technique, engine & propeller condition, air turbulence, and other variables encountered during a particular flight may account for variations of 10% or more in range and endurance. Therefore, utilize all available information to estimate the fuel required for a particular flight.
s Note s
Whenever possible, select the most conservative values from the following charts to provide an extra margin of safety and to account for events that could occur during a flight.
5-3
Cirrus Design SR20
Sample Problem
The following sample flight problem uses information derived from the airplane performance charts and tables to determine the predicted performance for a typical flight. The first step in flight planning is to determine the aircraft weight and center of gravity, as well as information about the flight. For this sample problem, the following information is known:
Airplane Configuration:
Takeoff weight ...........................................................2900 Pounds Usable fuel .....................................................................56 Gallons Field pressure altitude.....................................................1750 Feet Temperature ................................................... 25 C (ISA + 13 C) Wind component along runway ..........................11 knot headwind Runway Condition ............................................... Dry, level, paved Field length .....................................................................3000 Feet Total distance.................................................... 560 Nautical Miles Pressure altitude .............................................................6500 Feet Temperature ................................................... 20 C (ISA + 17 C) Expected wind enroute ..................................... 10 Knot Headwind Field pressure altitude.....................................................2000 Feet Temperature ................................................... 20 C (ISA + 10 C) Field length .....................................................................3000 Feet
Takeoff Conditions:
Cruise Conditions:
Landing Conditions:
5-4
Cirrus Design SR20
Takeoff
The takeoff distance tables, Figure 5-9, show the takeoff ground roll and horizontal distance to reach 50 feet above ground level. The distances shown are based on the short field technique. Conservative distances can be established by reading the tables at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the takeoff distance information presented for a weight of 2900 pounds, takeoff field pressure altitude of 2000 feet, and a temperature of 30 C should be used. Using the conservative values results in the following: Ground roll ..................................................................... 1803 Feet Total distance to clear a 50-foot obstacle........................ 2598 Feet Since the takeoff distance tables are based upon a zero wind conditions, a correction for the effect of winds must be made. Use the wind components chart, Figure 5-8 to determine the crosswind and the headwind (or tailwind) component of the reported winds. Using the 11-knot headwind component, the following corrections can be made: Correction for headwind (10% for each 12 knots) ................... 9.2% Ground roll, zero wind ...................................................... 1803 feet Decrease in ground roll (1803 feet x .092) ......................... 166 feet Corrected ground roll........................................................ 1637 feet Total distance to clear a 50-foot obstacle, zero wind ....... 2598 feet Decrease in total distance (2598 feet x .092)..................... 239 feet Corrected total distance to clear 50-foot obstacle ............ 2359 feet
5-5
Cirrus Design SR20
Climb
The takeoff and enroute rate-of-climb and climb gradient tables, Figures 5-11 through 5-13, present maximum rate of climb and climb gradient for various conditions. The time, fuel, and distance to climb table, Figure 5-14, allows determination of the time, fuel, and distance to climb from sea level to a specified pressure altitude. To determine the values to be used for flight planning, the start-of-climb time, fuel, and distance values are subtracted from the end-of-climb (cruise altitude) values. Again, conservative values are obtained by using the next higher altitude value. Using conservative values for the sample data, the following calculations are made: Start-of-climb values (SL to 1750 feet): Time to climb ................................................................ 2.2 minutes Distance to climb.................................................................. 3.0 NM Fuel to climb ...................................................................... .0.6 Gal. End-of-climb values (SL to 6500 feet): Time to climb ................................................................ 9.4 minutes Distance to climb................................................................ 14.0 NM Fuel to climb ....................................................................... 2.2 Gal. Climb values (1750 to 6500 feet): Time to climb (end 9.4 start 2.2) ................................ 7.2 minutes Distance to climb (end 14.0 start 3.0) ............................. 11.0 NM Fuel to climb (end 2.1 start 0.6) ....................................... 1.6 Gal.
The above values reflect climb for a standard day and are sufficient for most flight planning. However, further correction for the effect of temperature on climb can be made. The effect of a temperature on climb performance is to increase the time, fuel, and distance to climb by approximately 10% for each 10 C above ISA. In our example, using a temperature of ISA + 13 C, the correction to be applied is 13%. The fuel estimate for climb is: Fuel to climb (standard temperature).................................. 1.6 Gal. Increase due to non-standard temperature (1.6 x 0.13) .... 0.2 Gal. Corrected fuel to climb (1.5 + 0.2)....................................... 1.8 Gal. Using a similar procedure for the distance to climb: Distance to climb, standard temperature ........................... 11.0 NM Increase due to non-standard temperature (11.0 x 0.13) ... 1.4 NM Corrected distance to climb (11.0 + 1.4) ............................ 12.4 NM 5-6
Cirrus Design SR20
Cruise
The selected cruise altitude should be based upon airplane performance, trip length, and winds aloft. A typical cruise altitude and the expected winds aloft are given for this sample problem. Power selection for cruise should be based upon the cruise performance characteristics tabulated in Figure 5-15, and the range/endurance profile presented in Figure 5-16. The relationship between power and range as well as endurance is shown in the range/endurance profile chart, Figure 5-16. Note that fuel economy and range are substantially improved at lower power settings. The cruise performance chart, Figure 5-15, is entered at 6000 feet altitude and 30 C above standard temperature. These values are conservative for the planned altitude and expected temperature conditions. The engine speed chosen is 2500 RPM at approximately 55% power, which results in the following: Power (MAP = 19.4) ................................................................. 53% True airspeed ................................................................. 140 Knots Cruise fuel flow ...................................................................9.2 GPH
Fuel Required
The total fuel requirement for the flight may be estimated using the performance information obtained from Figures 5-12 and 5-13. The resultant cruise distance is: Total distance (from sample problem)..............................560.0 NM Climb distance (corrected value from climb table) .............12.4 NM Cruise distance (total distance climb distance) .............547.6 NM Using the predicted true airspeed from the cruise performance table, Figure 5-15, and applying the expected 10-knot headwind, the ground speed for cruise is expected to be 130 knots. Therefore, the time required for the cruise portion of the trip is: 547.6 NM/130 knots = 4.2 hours. The fuel required for cruise is: 4.2 hours x 9.2 GPH = 38.6 gallons.
5-7
Cirrus Design SR20
A 45-minute IFR reserve at 75% power requires: 45/60 x 11.6 GPH = 8.7 gallons The total estimated fuel required is as follows: Engine start, taxi, and takeoff ....................................... 1.0 gallons Climb .................................................................... 1.7 gallons Cruise .................................................................. 38.6 gallons Reserve .................................................................... 8.7 gallons Total fuel required ....................................................... 50.0 gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve.
Landing
A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-19 presents landing distance information for the short field technique. The distances corresponding to 2000 feet and 20 C are as follows: Ground roll .....................................................................1110 Feet Total distance to land over a 50-foot obstacle ...............2166 Feet
A correction for the effect of wind may be made based on the headwind and tailwind corrections presented with the landing chart using the same procedure as outlined for takeoff.
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 for engine operating limitations.
5-8
Cirrus Design SR20
Airspeed Calibration
Normal Static Source
Conditions: Power for level flight or maximum continuous, whichever is less. Weight .......................... 2900 LB Example: Flaps................................... 50% Indicated Airspeed ....... 85 Knots Calibrated Airspeed ..... 86 Knots
s Note s Indicated airspeed values assume zero instrument error. KIAS = Knots Indicated Airspeed KCAS = Knots Calibrated Airspeed
KCAS KIAS Flaps 0% --72 81 91 101 111 120 130 140 150 160 170 180 190 201 Flaps 50% -60 71 81 91 101 111 120 -------Flaps 100% 49 60 71 81 91 100 ----------
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
Figure 5-1
5-9
Cirrus Design SR20
Airspeed Calibration
Alternate Static Source
Conditions: Power for level flight or maximum continuous, whichever is less. Weight .......................... 2900 LB Heater, Defroster & Vents..... ON Example: Flaps................................... 50% Indicated Airspeed ....... 85 Knots Calibrated Airspeed ..... 84 Knots
s Note s Indicated airspeed values assume zero instrument error. KIAS = Knots Indicated Airspeed KCAS = Knots Calibrated Airspeed KCAS KIAS Flaps 0% --70 80 90 100 110 120 130 140 150 161 171 182 192 203 Flaps 50% -59 69 79 89 99 109 119 --------Flaps 100% 45 56 67 78 88 98 -----------
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
Figure 5-2 5-10

Cirrus Design SR20
Altitude Correction
Normal Static Source
Conditions: Power for level flight or maximum continuous, whichever is less. 2900 LB Example: Flaps......................................... 0% Indicated Airspeed ......... 120 Knots Desired Altitude ............. 12,000 FT Altitude Correction .................-7 FT Altitude to Fly................. 11,993 FT s Note s Indicated airspeed values assume zero instrument error. KIAS = Knots Indicated Airspeed KCAS = Knots Calibrated Airspeed
CORRECTION TO BE ADDED - FEET Altitude 1000 FT 60 S.L. Flaps 0 % 5 10 15 Flaps 50 % S.L. 5 10 S.L. 5 10 -12 -14 -16 -19 -2 -2 -2 -1 -1 -1 70 -11 -13 -15 -18 -4 -4 -5 -4 -5 -6 80 -10 -12 -14 -16 -5 -6 -7 -6 -7 -8 Normal Static Source - KIAS 90 -9 -11 -12 -14 -6 -7 -8 -7 -8 -9 100 -8 -9 -11 -12 -5 -6 -7 -5 -6 -6 120 -5 -6 -7 -8 ------140 -3 -4 -4 -5 ------160 -3 -3 -4 -4 ------180 -5 -5 -6 -7 ------200 -10 -11 -13 -16 -------
Flaps 100 %
Figure 5-3
5-11
Cirrus Design SR20
Altitude Correction
Conditions: Power for level flight or maximum continuous, whichever is less. 2900 LB Heater, Defroster, & Vents ON Example: Flaps......................................... 0% Indicated Airspeed ......... 120 Knots Desired Altitude ............. 12,000 FT Altitude Correction ...............-11 FT Altitude to Fly................. 11,989 FT s Note s Indicated airspeed values assume zero instrument error. KIAS = Knots Indicated Airspeed KCAS = Knots Calibrated Airspeed
CORRECTION TO BE ADDED - FEET Altitude 1000 FT 60 S.L. Flaps 0 % 5 10 15 Flaps 50 % S.L. 5 10 S.L. 5 10 -9 -10 -12 -14 -11 -13 -15 -20 -23 -27 70 -10 -11 -13 -15 -15 -18 -20 -20 -24 -27 80 -10 -12 -14 -16 -18 -21 -25 -20 -23 -27 Alternate Static Source - KIAS 90 -11 -12 -14 -17 -21 -24 -28 -20 -23 -26 100 -10 -12 -14 -16 -22 -26 -30 -18 -21 -25 120 -7 -9 -10 -12 ------140 -1 -1 -1 -1 ------160 11 12 14 17 ------180 27 32 37 44 ------200 51 59 69 80 -------
Flaps 100 %
Figure 5-4 5-12

Cirrus Design SR20
Temperature Conversion
To convert from Celsius (C) to Fahrenheit (F), find, in the shaded columns, the number representing the temperature value (C) to be converted. The equivalent Fahrenheit temperature is read to the right. EXAMPLE: 38 C = 100 F. To convert from Fahrenheit (F) to Celsius (C), find in the shaded columns area, the number representing the temperature value (F) to be converted. The equivalent Celsius temperature is read to the left. EXAMPLE: 38 F = 3 C.
Temp to Convert C or F
C
-50 -49 -48 -47 -46 -44 -43 -42 -41 -40 -39 -38 -37 -36 -34 -33 -32 -31 -30 -29 -28 -27 -26 -24 -23 -22 -21 -20 -19 -18
-58 -56 -54 -52 -50 -48 -46 -44 -42 -40 -38 -36 -34 -32 -30 -28 -26 -24 -22 -20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0
F
-72 -69 -65 -62 -58 -54 -51 -47 -44 -40 -36 -33 -29 -26 -22 -18 -15 -11 -8 -4 0 3 7 10 14 18 21 25 28 32
C
-17 -16 -14 -13 -12 -11 -10 -9 -8 -7 -6 -4 -3 -2 -1 0 1 2 3 4 6 7 8 9 10 11 12 13 14 16
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54 56 58 60
F
36 39 43 46 50 54 57 61 64 68 72 75 79 82 86 90 93 97 100 104 108 111 115 118 122 126 129 133 136 140
C
17 18 19 20 21 22 23 24 26 27 28 29 30 31 32 33 34 36 37 38 39 40 41 42 43 44 46 47 48 49
62 64 66 68 70 72 74 76 78 80 82 84 86 88 90 92 94 96 98 100 102 104 106 108 110 112 114 116 118 120
F
144 147 151 154 158 162 165 169 172 176 180 183 187 190 194 198 201 205 208 212 216 219 223 226 230 234 237 241 244 248
Figure 5-5
5-13
Cirrus Design SR20
Outside Air Temperature for ISA Condition

Example: Pressure Altitude .......... 8000 FT Outside Air Temp........... 48 F ISA Condition.......... ISA + 10 C Press Alt Feet SL 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 14000 ISA40 C C -25 -27 -29 -31 -33 -35 -37 -39 -41 -43 -45 -47 -49 -51 -53 F -13 -18 -20 -24 -27 -31 -34 -38 -42 -45 -49 -52 -56 -59 -63 ISA20 C C -5 -7 -9 -11 -13 -15 -17 -19 -21 -23 -25 -27 -29 -31 -33 F 23 18 16 12 9 5 2 -2 -6 -9 -13 -16 -20 -23 -27 C 15 13 11 9 7 5 3 1 -1 -3 -5 -7 -9 -11 -13 ISA+10 C F 59 54 52 48 45 41 38 34 30 27 23 20 16 13 9 C 25 23 21 19 17 15 13 11 10 7 5 3 1 -1 -3 F 77 72 70 66 63 59 56 52 48 45 41 38 34 31 27 ISA+20 C C 35 33 31 29 27 25 23 21 20 17 15 13 11 9 7 F 95 90 88 84 81 77 74 70 66 63 59 56 52 49 45
ISA
Figure 5-6 5-14

Cirrus Design SR20
Stall Speeds
Conditions: Weight ...................... 2900 LB C.G. ..............................Noted Power ...............................Idle Bank Angle ..................Noted Notes: 1. 2. Altitude loss during wings level stall may be 250 feet or more. KIAS values may not be accurate at stall. Example: Flaps .............................. Up (0) Bank Angle .......................... 15 Stall Speed ................... 65 KIAS 67 KCAS
Weight LB
Bank Angle (Deg)
STALL SPEEDS
Flaps 0% Full Up KIAS KCAS Flaps 50% KIAS KCAS Flaps 100% Full Down KIAS KCAS
MOST FORWARD C.G. 0 15 2900 30 45 60 65 66 70 77 92 67 68 72 79 94 60 61 65 72 85 63 64 68 75 89 56 56 60 66 79 58 59 63 69 82
MOST REARWARD C.G. 0 15 2900 30 45 60 62 63 67 74 88 64 65 69 76 90 58 59 62 69 82 61 62 65 72 86 53 54 57 63 75 56 57 61 67 80
Figure 5-7
5-15
Cirrus Design SR20
Wind Components
Conditions: Runway Heading...................10 Wind Direction ................... 60 Wind Velocity...............15 Knots Example: Wind/Flight Path Angle .............50 Crosswind Component .... 12 Knots Headwind Component ..... 10 Knots
NOTE: The maximum demonstrated crosswind is 19 knots. This value is not considered limiting.
40
0 10 20
TH
W IN D
50
VE
30
30
IG HT
LO
PA
40
T CI Y
~
AN D
FL
40 50
S OT KN
DI RE CT IO N
20
30 60
TW EE BE
W IN D
20 70
WIND COMPONENTS - KNOTS
10 Headwind
AN GL E
10
80
0 Tailwind
90
100
-10 170 180 -20 150 140 160 10 130 20 120 30
110
SR2_FM05_1014
40
CROSSWIND COMPONENT ~ KNOTS
Figure 5-8 5-16

Cirrus Design SR20
Takeoff Distance
Short Field
Conditions: Winds ................................ Zero Runway......... Dry, Level, Paved Flaps.................................. 50% Power......................... Maximum set before brake release Example: Outside Air Temp .................... 25C Weight............................. 2900 LB Pressure Altitude............. 2000 FT Headwind ........................11 Knots Runway .........................Dry, Paved Liftoff Speed.......................69 KIAS Obstacle Speed .............76 KIAS Takeoff Ground Roll........ 1637 FT Dist. over 50 Obstacle...... 2359 FT Factors: The following factors are to be applied to the computed takeoff distance for the noted condition: Headwind Subtract 10% from computed distance for each 12 knots headwind. Tailwind Add 10% for each 2 knots tailwind up to 10 knots. Grass Runway Add 15% to ground roll distance. Distances apply from the point of achieving maximum power. If brakes are not held, distances shown are from point where full power was reached. For operation in outside air temperatures colder than this table provides, use coldest data shown. For operation in outside air temperatures warmer than this table provides, use extreme caution.
5-17
Cirrus Design SR20
Takeoff Distance
Short Field
WEIGHT = 2900 LB
Speed at Liftoff = 69 KIAS Speed over 50 Ft Obstacle = 76 KIAS Flaps 50% Takeoff Pwr Dry Paved PRESS ALT FT SL DISTANCE FT 0 Gnd Roll 50 ft 1000 Gnd Roll 50 ft 2000 Gnd Roll 50 ft 3000 Gnd Roll 50 ft 4000 Gnd Roll 50 ft 5000 Gnd Roll 50 ft 6000 Gnd Roll 50 ft 7000 Gnd Roll 50 ft 8000 Gnd Roll 50 ft 9000 Gnd Roll 50 ft 10000 Gnd Roll 50 ft 1195 1757 1312 1923 1442 2105 1585 2306 1744 2528 1920 2773 2115 3044 2332 3344 2572 3677 2840 4045 3137 4452 Headwind: Subtract 10% for each 12 knots headwind. Tailwind: Add 10% for each 2 knots tailwind up to 10 knots. Dry Grass: Add 15% to Ground Roll TEMPERATURE ~ C 10 1291 1890 1418 2067 1557 2263 1712 2479 1884 2718 2074 2982 2285 3274 2519 3597 2779 3954 3067 4350 3389 4789 20 1391 2027 1527 2218 1678 2428 1845 2660 2029 2916 2234 3199 2461 3513 2713 3859 2993 4243 3305 4668 30 1495 2169 1641 2373 1803 2598 1982 2847 2181 3121 2401 3424 2845 3760 40 1603 2316 1760 2534 1933 2775 2125 3040 ISA 1341 1958 1451 2112 1581 2279 1699 2462 1842 2662 1997 2879 2166 3115 2351 3372 2531 3652 2772 3958 3011 4289
Figure 5-9 Sheet 1 of 2 5-18

Cirrus Design SR20
Takeoff Distance
Short Field
WEIGHT = 2500 LB
Speed at Liftoff = 65 KIAS Speed over 50 Ft Obstacle = 71 KIAS Flaps 50% Takeoff Pwr Dry Paved PRESS ALT FT SL DISTANCE FT 0 Gnd Roll 50 ft 1000 Gnd Roll 50 ft 2000 Gnd Roll 50 ft 3000 Gnd Roll 50 ft 4000 Gnd Roll 50 ft 5000 Gnd Roll 50 ft 6000 Gnd Roll 50 ft 7000 Gnd Roll 50 ft 8000 Gnd Roll 50 ft 9000 Gnd Roll 50 ft 10000 Gnd Roll 50 ft 813 1212 892 1326 980 1451 1078 1590 1185 1743 1305 1912 1438 2088 1585 2305 1749 2534 1931 2787 2133 3088 Headwind: Subtract 10% for each 12 knots headwind. Tailwind: Add 10% for each 2 knots tailwind up to 10 knots. Dry Grass: Add 15% to Ground Roll TEMPERATURE ~ C 10 878 1303 964 1426 1059 1561 1164 1709 1281 1874 1410 2056 1553 2256 1712 2479 1889 2725 2085 2997 2304 3299 20 946 1398 1038 1529 1141 1674 1254 1834 1380 2010 1519 2205 1673 2421 1845 2659 2035 2923 2247 3216 30 1016 1496 1116 1636 1226 1791 1348 1962 1483 2151 1632 2360 1798 2590 40 1090 1597 1196 1747 1314 1912 1445 2095 ISA 912 1350 986 1457 1067 1572 1156 1697 1253 1835 1358 1985 1473 2140 1599 2324 1737 2517 1887 2727 2050 2986
Figure 5-9 Sheet 2 of 2

5-19
Cirrus Design SR20
Takeoff Climb Gradient
Conditions: Power ......................Full Throttle Mixture....................... Full Rich Flaps................................50% Airspeed .... Best Rate of Climb
Example: Outside Air Temp.............. 20 C Weight ......................... 2900 LB Pressure Altitude .......... 1750 FT Climb Airspeed ............ 84 Knots Gradient....................555 FT/NM
s Notes s Climb Gradients shown are the gain in altitude for the horizontal distance traversed expressed as Feet per Nautical Mile. For operation in air colder than this table provides, use coldest data shown. For operation in air warmer than this table provides, use extreme caution.
Wt LB
Press Alt FT SL 2000 4000 6000 8000 10000 SL 2000 4000 6000 8000 10000
Climb Speed KIAS 84 84 83 82 81 80 84 84 83 82 81 80
CLIMB GRADIENT ~ Feet per Nautical Mile Temperature ~ C -20 765 665 569 477 389 304 957 841 730 624 522 425 0 700 602 508 418 332 249 880 767 659 555 456 362 20 638 543 452 364 280 808 698 593 492 396 40 581 488 399 ISA 654 570 488 410 335 262 826 729 636 545 459 377
2900
2500
741 634 531
Figure 5-10 5-20

Cirrus Design SR20
Takeoff Rate of Climb
Conditions: Power ......................Full Throttle Mixture....................... Full Rich Flaps................................50% Airspeed .... Best Rate of Climb
Example: Outside Air Temp.............. 20 C Weight ......................... 2900 LB Pressure Altitude .......... 1750 FT Climb Airspeed ............ 84 Knots Rate of Climb............... 807 FPM
s Notes s Rate-of-Climb values shown are change in altitude for unit time expended expressed in Feet per Minute. For operation in air colder than this table provides, use coldest data shown. For operation in air warmer than this table provides, use extreme caution.
Wt LB
Press Alt FT SL 2000 4000 6000 8000 10000 SL 2000 4000 6000 8000 10000
Climb Speed KIAS 84 84 83 82 81 80 84 84 83 82 81 80 -20 1008 901 793 683 573 460 1256 1136 1014 892 768 643
RATE OF CLIMB ~ Feet per Minute Temperature ~ C 0 959 848 736 623 508 393 1201 1077 952 825 698 569 20 907 793 678 562 444 1144 1017 888 758 627 40 854 737 619 ISA 920 818 716 614 511 409 1158 1044 929 815 701 587
2900
2500
1086 955 824
Figure 5-11
5-21
Cirrus Design SR20
Enroute Climb Gradient

Conditions: Power ......................Full Throttle Mixture....................... Full Rich Flaps......................... 0% (UP) Airspeed .... Best Rate of Climb Example: Outside Air Temp.............. 20 C Weight ......................... 2900 LB Pressure Altitude .......... 4200 FT Climb Airspeed ............ 92 Knots Gradient....................386 FT/NM s Notes s Climb Gradients shown are the gain in altitude for the horizontal distance traversed expressed as Feet per Nautical Mile. For operation in air colder than this table provides, use coldest data shown. For operation in air warmer than this table provides, use extreme caution.
Wt LB
Press Alt FT SL 2000 4000 6000 8000 10000 12000 14000 SL 2000 4000 6000 8000 10000 12000 14000
Climb Speed KIAS 93 92 92 91 90 89 88 88 93 92 92 91 90 89 88 88
CLIMB GRADIENT Feet per Nautical Mile Temperature ~ C -20 678 587 500 416 336 259 186 116 846 741 640 543 451 363 279 198 0 619 530 445 363 285 210 139 71 777 674 576 482 392 306 224 147 20 564 477 394 314 238 40 512 427 347 ISA 578 501 427 355 287 222 160 100 728 640 555 473 395 320 248 180
2900
2500
712 612 516 425 337
652 554 461
Figure 5-12 5-22

Cirrus Design SR20
Enroute Rate of Climb
Conditions: Power ......................Full Throttle Mixture....................... Full Rich Flaps......................... 0% (UP) Airspeed .... Best Rate of Climb
Example: Outside Air Temp.............. 10 C Weight ......................... 2900 LB Pressure Altitude .......... 6500 FT Climb Airspeed ............ 90 Knots Rate of Climb............... 541 FPM
s Notes s Rate-of-Climb values shown are change in altitude in feet per unit time expressed in Feet per Minute. For operation in air colder than this table provides, use coldest data shown. For operation in air warmer than this table provides, use extreme caution.
Wt LB
Press Alt FT SL 2000 4000 6000 8000 10000 12000 14000 SL 2000 4000 6000 8000 10000 12000 14000
Climb Speed KIAS 93 92 92 91 90 89 88 88 93 92 92 91 90 89 88 88 -20 990 882 773 662 551 438 323 207 1231 1109 987 863 738 612 484 355
RATE OF CLIMB ~ Feet per Minute Temperature ~ C 0 939 828 715 601 486 369 251 132 1175 1050 923 796 667 537 405 273 20 887 772 656 539 421 40 833 716 597 ISA 900 797 694 591 489 386 283 180 1132 1016 900 785 670 555 440 325
2900
2500
1117 988 858 727 595
1058 926 793
Figure 5-13
5-23
Cirrus Design SR20
Time, Fuel and Distance to Climb

Conditions: Power .....................Full Throttle Mixture....................... Full Rich Fuel Density ..........6.0 LB/GAL Weight ........................2900 LB Winds ...............................Zero Climb Airspeed ............... Noted Example: Outside Air Temp................. ISA Weight ......................... 2900 LB Airport Press Alt........... 1400 FT Cruise Press Alt.......... 12000 FT Time to Climb ...... 20.16 Minutes Fuel to Climb ............. 4.0 Gallon Distance to Climb ............ 31 NM
Factors: Taxi Fuel Add 1 gallon for start, taxi, and takeoff. Temperature Add 10% to computed values for each 10 C above standard.
Press Altitude
OAT (ISA)
Climb Speed
Rate Of Climb FPM 961 904 848 791 735 678 621 565 508 452 395 338 282 225 169
TIME, FUEL, DISTANCE (From Sea Level) Time Minutes 0.0 1.1 2.2 3.4 4.7 6.2 7.7 9.4 11.3 13.3 15.7 18.4 21.7 25.6 30.7 Fuel U. S. Gal 0.0 0.3 0.6 0.9 1.2 1.5 1.9 2.2 2.6 3.0 3.5 4.0 4.6 5.3 6.1 Distance NM 0 2 3 5 7 9 11 14 17 20 23 28 33 39 47
FT SL 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 14000
C 15 13 11 9 7 5 3 1 -1 -3 -5 -7 -9 -11 -13
KIAS 84 84 84 83 83 82 82 82 81 81 80 80 80 79 79
Figure 5-14 5-24

Cirrus Design SR20
Cruise Performance
Conditions: Mixture ..................... Best Power Avg Cruise Weight ........ 2500 LB Winds ................................. Zero Example: Outside Air Temp.............. 33 C RPM ...................... 2500 RPM Cruise Press Alt.........6000 FT % Power (24.0 MAP) .......71 % Fuel Flow ................. 11.1 GPH True Airspeed ............ 158 Knots
2000 Feet Pressure Altitude

ISA 30 C (-19 C) RPM 2700 2500 2500 2500 2500 2500 2500 2500 MAP 27.8 27.8 26.6 25.4 24.1 22.9 22.0 19.7 PWR 101% 90% 85% 80% 74% 69% 65% 55% KTAS 162 156 152 149 145 141 138 129 GPH 16.0 14.1 13.4 12.7 11.5 11.0 10.5 9.5 PWR 95% 85% 80% 75% 70% 65% 60% 55% ISA (11 C) KTAS 165 158 155 151 147 143 139 134 GPH 15.0 13.4 12.8 11.6 11.1 10.6 10.0 9.5 ISA + 30 C (41 C) PWR 91% 81% 76% 72% 67% 62% 60% 55% KTAS 167 160 157 153 149 145 143 138 GPH 14.2 12.9 11.7 11.3 10.7 10.2 10.0 9.5

ISA 30 C (-23 C) RPM 2700 2500 2500 2500 2500 2500 2500 MAP 25.8 25.8 24.8 23.6 22.3 21.0 19.2 PWR 94% 84% 80% 74% 69% 63% 55% KTAS 161 155 152 148 144 139 132 GPH 14.8 13.3 12.7 11.5 10.9 10.3 9.5 PWR 89% 80% 75% 70% 65% 60% 55% ISA (7 C) KTAS 164 157 154 150 146 141 136 GPH 14.0 12.7 11.6 11.1 10.5 10.0 9.4 ISA + 30 C (37 C) PWR 85% 76% 72% 67% 62% 57% 55% KTAS 166 159 156 152 147 142 141 GPH 13.4 11.7 11.2 10.8 10.2 9.7 9.5

ISA 30 C (-27 C) RPM 2700 2500 2500 2500 2500 2500 MAP 24.0 24.0 23.0 21.8 20.6 19.4 PWR 88% 79% 74% 69% 64% 59% KTAS 160 154 151 146 142 137 GPH 13.8 12.0 11.5 11.0 10.4 9.8 PWR 83% 74% 70% 65% 60% 55% ISA (3 C) KTAS 163 156 153 148 144 139 GPH 13.1 11.5 11.1 10.6 10.0 9.5 ISA + 30 C (33 C) PWR 79% 71% 67% 62% 57% 53% KTAS 165 158 154 150 145 140 GPH 12.6 11.1 10.7 10.2 9.7 9.2

5-25
Cirrus Design SR20
Cruise Performance
ISA 30 C (-31 C) RPM 2700 2500 2500 2500 2500 2500 MAP 22.2 22.2 21.2 20.1 18.9 17.7 PWR 82% 73% 68% 64% 58% 53% KTAS 159 152 149 145 140 134 GPH 12.9 11.4 10.9 10.4 9.8 9.2 PWR 75% 69% 65% 60% 55% 50% ISA (-1 C) KTAS 160 154 151 146 141 135 GPH 11.6 11.0 10.5 10.0 9.5 8.9 ISA + 30 C (29 C) PWR 73% 66% 62% 57% 53% 48% KTAS 163 156 152 148 142 136 GPH 11.4 10.6 10.2 9.7 9.2 8.7
10,000 Feet Pressure Altitude

ISA 30 C (-35 C) RPM 2700 2500 2500 2500 2500 MAP 20.6 20.6 19.6 18.5 17.3 PWR 76% 68% 63% 59% 53% KTAS 158 151 147 142 137 GPH 11.4 10.6 10.2 9.7 9.2 PWR 72% 64% 60% 55% 50% ISA (-5 C) KTAS 160 153 149 144 138 GPH 11.2 10.5 10.0 9.5 9.0 ISA + 30 C (25 C) PWR 68% 61% 57% 53% 48% KTAS 162 154 150 145 139 GPH 10.9 10.1 9.7 9.2 8.7

ISA 30 C (-39 C) RPM 2700 2500 2500 2500 MAP 19.0 19.0 18.0 16.8 PWR 70% 63% 58% 53% KTAS 156 149 145 139 GPH 11.1 10.3 9.8 9.2 PWR 67% 59% 55% 50% ISA (-9 C) KTAS 158 151 146 140 GPH 10.7 9.9 9.5 8.9 ISA + 30 C (21 C) PWR 63% 56% 52% 48% KTAS 160 152 147 141 GPH 10.3 9.6 9.2 8.6

ISA 30 C (-43 C) RPM 2700 2500 2500 MAP 17.6 17.6 16.5 PWR 65% 58% 53% KTAS 154 147 142 GPH 10.5 9.8 9.3 PWR 62% 55% 50% ISA (-13 C) KTAS 156 149 143 GPH 10.2 9.5 9.0 ISA + 30 C (17 C) PWR 59% 52% 48% KTAS 157 150 144 GPH 9.8 9.2 8.7
Cirrus Design SR20
Range / Endurance Profile

Conditions: Takeoff Weight ............. 2900 LB Temperature .........Standard Day Winds ................................. Zero Mixture ..................... See Tables Total Fuel.................. 56 Gallons Example: Power Setting .................... 65% Takeoff Press Alt ......... 2000 FT Cruise Press Alt ............ 6000 FT Fuel to Climb .................1.3 Gal. Cruise Fuel Flow.........10.5 GPH Endurance ......................4.43 Hr Range ............................ 669 NM True Airspeed ............ 150 Knots s Notes s Fuel Remaining accounts for 10.1 gallons for 45 minutes IFR reserve fuel at 75% power. Range and endurance shown includes descent to final destination at 160 KIAS and 500 fpm.
75% Power
Altitude Climb Fuel Gal SL 2000 4000 6000 8000 10,000 12,000 14,000 0.0 0.6 1.2 1.9 2.6 3.5 4.6 6.1 Fuel Remaining Gal 46.3 45.7 45.1 44.4 43.7 42.8 41.7 40.2 148 151 154 157 160 KTAS FF GPH 11.6 11.6 11.6 11.6 11.6
MIXTURE = Best Power Endurance Hours 3.99 3.92 3.82 3.71 3.59 Range NM 597 611 621 631 641 Specific Range Nm/Gal 12.8 12.9 13.0 13.1 13.1

5-27
Cirrus Design SR20
Range / Endurance Profile

65% Power
Altitude Climb Fuel Gal SL 2000 4000 6000 8000 10,000 12,000 14,000 0.0 0.6 1.2 1.9 2.6 3.5 4.6 6.1 Fuel Remaining Gal 46.3 45.7 45.1 44.4 43.7 42.8 41.7 40.2 142 144 147 150 152 155 158 KTAS FF Gal/Hr 10.5 10.5 10.5 10.5 10.5 10.5 10.5 MIXTURE = Best Power Endurance Hours 4.40 4.40 4.41 4.43 4.45 4.49 4.53 Range Nm 628 644 656 669 682 697 712 Specific Range Nm/Gal 13.5 13.6 13.7 13.8 13.9 13.9 14.0
55% Power
Altitude Climb Fuel Gal SL 2000 4000 6000 8000 10,000 12,000 14,000 0.0 0.6 1.2 1.9 2.6 3.5 4.6 6.1 Fuel Remaining Gal 46.3 45.7 45.1 44.4 43.7 42.8 41.7 40.2 131 133 136 138 141 143 146 149 KTAS FF Gal/Hr 8.8 8.8 8.8 8.8 8.8 8.8 8.8 8.8
MIXTURE = Best Economy Endurance Hours 5.28 5.27 5.28 5.28 5.30 5.32 5.35 5.41 Range Nm 697 714 727 741 755 770 785 803 Specific Range Nm/Gal 14.9 15.1 15.3 15.4 15.5 15.6 15.7 15.8

Cirrus Design SR20
Balked Landing Climb Gradient

Conditions: Power ......................Full Throttle Mixture....................... Full Rich Flaps...................... 100% (DN) Airspeed ... Best Rate of Climb Example: Outside Air Temp.............. 20 C Weight ......................... 2500 LB Pressure Altitude .......... 2000 FT Climb Airspeed ............ 74 Knots Gradient....................679 FT/NM s Note s Balked Landing Climb Gradients shown are the gain in altitude for the horizontal distance traversed expressed as Feet per Nautical Mile For operation in air colder than this table provides, use coldest data shown. For operation in air warmer than this table provides, use extreme caution.
Wt LB
Press Alt FT SL 2000 4000 6000 8000 10000 SL 2000 4000 6000 8000 10000
Climb Speed KIAS 75 74 73 72 71 70 75 74 73 72 71 70
Climb Gradient Feet per Nautical Mile Temperature ~ C -20 779 664 548 440 335 235 987 851 721 596 477 362 0 699 585 475 369 268 170 894 762 635 514 398 287 20 626 515 408 305 206 807 679 557 439 327 40 558 449 346 ISA 644 547 451 359 271 186 829 716 608 502 401 305
2900
2500
728 603 484
Figure 5-17
5-29
Cirrus Design SR20
Balked Landing Rate of Climb

Conditions: Power ......................Full Throttle Mixture....................... Full Rich Flaps...................... 100% (DN) Climb Airspeed .............. Noted Example: Outside Air Temp.............. 20 C Weight ......................... 2500 LB Pressure Altitude .......... 4000 FT Climb Airspeed ............ 73 Knots Rate of Climb............... 733 FPM Balked Landing Rate of Climb values shown are the full flaps change in altitude for unit time expended expressed in Feet per Minute. For operation in air colder than this table provides, use coldest data shown. For operation in air warmer than this table provides, use extreme caution.
Wt LB
Press Alt FT SL 2000 4000 6000 8000 10000 SL 2000 4000 6000 8000 10000
Climb Speed KIAS 75 74 73 72 71 70 75 74 73 72 71 70 -20 905 789 671 552 432 310 1142 1011 880 747 613 478
Rate of Climb Feet per Minute Temperature ~ C 0 845 726 604 482 359 234 1076 942 807 670 533 394 20 785 662 538 412 286 1009 872 733 593 453 40 724 598 471 ISA 800 691 581 471 362 252 1026 904 781 658 537 414
2900
2500
942 801 660
Figure 5-18 5-30

Cirrus Design SR20
Landing Distance
Conditions: Technique ..................... Normal Winds ................................ Zero Runway........................... Paved Flaps................................ 100% Power..........3 Power Approach to 50 FT obstacle, then Power - IDLE Factors: The following factors are to be applied to the computed landing distance for the noted condition. Power for 3 glideslope across obstacle; then reduce to idle. Headwind Subtract 10% from computed distances for each 13 knots headwind. Tailwind Add 10% for each 2 knots tailwind up to 10 knots. Dry Grass Runway Add 40% to computed ground roll distance. For operation in outside air temperatures colder than this table provides, use coldest data shown. For operation in outside air temperatures warmer than this table provides, use extreme caution. Example: Outside Air Temp .................... 15C Weight............................. 2900 LB Pressure Altitude............. 2000 FT Headwind .........................5 Knots Landing Ground Roll ....... 1068 FT Dist. over 50 Obstacle.... 2036 FT
5-31
Cirrus Design SR20
Landing Distance
Short Field
WEIGHT = 2900 LB
Speed over 50 Ft Obstacle = 75 KIAS Flaps 100% Idle Dry, Level, Paved Surface PRESS ALT FT SL DISTANCE FT 0 Gnd Roll 50 ft 1000 Gnd Roll 50 ft 2000 Gnd Roll 50 ft 3000 Gnd Roll 50 ft 4000 Gnd Roll 50 ft 5000 Gnd Roll 50 ft 6000 Gnd Roll 50 ft 7000 Gnd Roll 50 ft 8000 Gnd Roll 50 ft 9000 Gnd Roll 50 ft 10000 Gnd Roll 50 ft 962 1972 997 2018 1034 2066 1073 2117 1113 2170 1156 2227 1200 2287 1246 2351 1295 2418 1345 2490 1398 2565 Headwind: Subtract 10% per each 13 knots headwind. Tailwind: Add 2% per each 2 knots tailwind up to 10 knots. Dry Grass: Add 40% to Ground Roll TEMPERATURE ~ C 10 997 2017 1034 2065 1072 2116 1112 2169 1154 2225 1198 2285 1244 2348 1292 2415 1342 2485 1394 2560 1449 2639 20 1032 2063 1070 2113 1110 2166 1151 2222 1195 2281 1240 2343 1288 2409 1337 2479 1389 2553 1444 2631 30 1067 2109 1067 2161 1148 2217 1191 2275 1236 2337 1283 2402 1332 2471 40 1102 2156 1143 2210 1186 2268 1230 2329 ISA 1014 2040 1045 2079 1076 2121 1108 2164 1142 2209 1177 2256 1214 2306 1251 2358 1291 2412 1331 2470 1373 2529
Figure 5-19 5-32

Cirrus Design SR20
Section 6 Weight & Balance
Section 6 Weight and Balance

Table of Contents
Introduction ..................................................................................... 6-3 Airplane Weighing Procedures ....................................................... 6-6 Airplane Weighing Procedures ....................................................... 6-7 Weight & Balance Record............................................................... 6-8 Weight & Balance Record............................................................... 6-9 Loading Instructions ........................................................................ 6-9 Loading Instructions ...................................................................... 6-10 Loading Instructions ...................................................................... 6-11 Center of Gravity Limits ................................................................ 6-12 Weight & Balance Loading Form .................................................. 6-12 Weight & Balance Loading Form .................................................. 6-13 Loading Data................................................................................. 6-13 Loading Data................................................................................. 6-14 Moment Limits............................................................................... 6-14 Moment Limits............................................................................... 6-15 Equipment List .............................................................................. 6-16
6-1
Cirrus Design SR20
6-2
Cirrus Design SR20
Introduction
This section describes the procedure for establishing the basic empty weight and moment of the airplane. Sample forms are provided for reference. Procedures for calculating the weight and moment for various operations are also provided. 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 only be found in the plastic envelope carried in the back of this handbook. It is the responsibility of the pilot to ensure that the airplane is loaded properly.
6-3

WATER LINE (WL) 150
Cirrus Design SR20

FS 350.2" WL 165.5"
FS 55.6" FS 38.3"
FS 100.0"
FS 222.0" 222.0
WL100
50
FS 157.5
150 200 100 0.0 50
NOTE: Reference Datum located at Fuselage Station 0.0.

(FS) FUSELAGE STATION
250
300
220 200
LEMAC FS 132.9 RBL 210.9
150
100
RBL 87.7 Typical LBL
MAC 48.3" RBL 77.3" RBL 66.3"
50
BL 0.0
50
LBL 66.3" LBL 77.3"

100
350
BL 0.0
150
200 BUTTOCK LINE (BL)
LBL 210.9
Figure 6-1 Airplane Dimensional Data 6-4
SR2 FM10 1031
Cirrus Design SR20
VIEW A-A
B
Spirit Level
A Spirit Level
Straight Edge
Door Sill
VIEW B-B
Figure 6-2 Airplane Leveling

SR2_FM06_1021
6-5
Cirrus Design SR20
Airplane Weighing Form

REF DATUM FS 0.0 FS100 FS145
WL 100
A = x + 100 B=Ay
x B A Weighing Point L Main R Main Nose Total
As Weighed
y= x=
Measured Measured
Scale Reading
- Tare
= Net Weight A= A= B=
Arm
= Moment
CG= CG = Total Moment Total Weight

Space below provided for additions or subtractions to as weighed condition
Empty Weight Engine Oil (if oil drained) 15 lb at FS 78.4, moment = 1176 Unusable Fuel Basic Empty Weight 26.4
CG=
153.95 CG=
4064
Figure 6-3 AirplaneWeighing Form 6-6
Cirrus Design SR20
Airplane Weighing Procedures

A basic empty weight and center of gravity were established for this airplane when the airplane was weighed just prior to initial delivery. However, major modifications, loss of records, addition or relocation of equipment, accomplishment of service bulletins, and weight gain over time may require re-weighing to keep the basic empty weight and center of gravity current. The frequency of weighing is determined by the operator. All changes to the basic empty weight and center of gravity are the responsibility of the operator. 1. Preparation: a. Inflate tires to recommended operating pressures. b. Service brake reservoir. c. Remove the fuel tank sump drain fittings and fuel gascolater valve drain plug to drain all fuel. d. Service engine oil. e. Move crew seats to the most forward position. f. Raise flaps to the fully retracted position. g. Place all control surfaces in neutral position. h. Verify equipment installation and location by comparison to equipment list. 2. Leveling (Figure 6-2): a. Level longitudinally with a spirit level placed on the pilot door sill and laterally with of a spirit level placed across the door sills. (See Figure 6-2) Alternately, level airplane by sighting the forward and aft tool holes along waterline 95.9. b. Place scales under each wheel (minimum scale capacity, 500 pounds nose, 1000 pounds each main). c. Deflate the nose tire and/or shim underneath scales as required to properly center the bubble in the level. 3. Weighing (Figure 6-3): a. With the airplane level, doors closed, and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading. 4. Measuring (Figure 6-3): a. Obtain measurement x by measuring horizontally along the airplane center line (BL 0) from a line stretched between the main wheel centers to a plumb bob dropped from the forward side of the firewall (FS 100). Add 100 to this measurement to
6-7
Cirrus Design SR20
obtain left and right weighing point arm (dimension A). Typically, dimension A will be in the neighborhood of 157.5. b. Obtain measurement y by measuring horizontally and parallel to the airplane centerline (BL 0), from center of nosewheel axle, left side, to a plumb bob dropped from the line stretched between the main wheel centers. Repeat on right side and average the measurements. Subtract this measurement from dimension A to obtain the nosewheel weighing point arm (dimension B). 5. Determine and record the moment for each of the main and nose gear weighing points using the following formula: Moment = Net Weight x Arm 6. Calculate and record the as-weighed weight and moment by totaling the appropriate columns. 7. Determine and record the as-weighed C.G. in inches aft of datum using the following formula: C.G. = Total Moment Total Weight 8. Add or subtract any items not included in the as-weighed condition to determine the empty condition. Application of the above C.G. formula will determine the C.G for this condition. 9. Add the correction for engine oil (15 lb at FS 78.4), if the airplane was weighed with oil drained. Add the correction for unusable fuel (26.4 lb at FS 153.95) to determine the Basic Empty Weight and Moment. Calculate and record the Basic Empty Weight C.G. by applying the above C.G. formula. 10. Record the new weight and C.G. values on the Weight and Balance Record (Figure 6-4). The above procedure determines the airplane Basic Empty Weight, moment, and center of gravity in inches aft of datum. C.G. can also be expressed in terms of its location as a percentage of the airplane Mean Aerodynamic Cord (MAC) using the following formula: C.G. % MAC = 100 x (C.G. Inches LEMAC) MAC Where: LEMAC = 132.9 MAC = 48.4
6-8
Cirrus Design SR20
Weight & Balance Record

Use this form to maintain a continuous history of changes and modifications to airplane structure or equipment affecting weight and balance:
Serial Num: Item No. Date In Reg. Num: Weight Change Description of Article or Added (+) or Removed (-) Modification Out WT ARM MOM LB IN. 1000 Page of
RUNNING BASIC EMPTY WEIGHT WT LB MOM 1000
Figure 6-4 Weight & Balance Record 6-9
Cirrus Design SR20
49.3" 39.8"
100
120
140 49.7"
160
180
200
220
240 Fuselage Station
38.5" 25.0"
FS 222
16.0"
20.0" 32.0" 10.5"
33.4"
39.0"
33.3"
5.0"
20.0"
CABIN DOOR OPENING
21" BAGGAGE DOOR OPENING
Location Cabin Baggage Compartment
Length 122 36
Width 49.3 39.8
Height 49.7 38.5
Volume 137 cu ft 32 cu ft
Figure 6-5 Airplane Interior Dimensions 6-10
SR2_FM_06_1019
Cirrus Design SR20
Loading Instructions
It is the responsibility of the pilot to ensure that the airplane is properly loaded and operated within the prescribed weight and center of gravity limits. The following information enables the pilot to calculate the total weight and moment for the loading. The calculated moment is then compared to the Moment Limits chart or table (Figure 6-9) for a determination of proper loading. Airplane loading determinations are calculated using the Weight & Balance Loading Form (Figure 6-7), the Loading Data chart and table (Figure 6-8), and the Moment Limits chart and table (Figure 6-9). 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 6-8). 3. Rear Seat Occupants Enter the total weight and moment/1000 for the rear seat occupants from the Loading Data (Figure 6-8). 4. Baggage Enter weight and moment for the baggage from the Loading Data (Figure 6-8). 5. 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. 6. Fuel Loading Enter the weight and moment of usable fuel loaded on the airplane from the Loading Data (Figure 6-8). 7. Subtotal the weight and moment/1000. This is the Ramp Condition or the weight and moment of the aircraft before taxi. 8. Fuel for start, taxi, and runup This value is pre-entered on the form. Normally, fuel used for start, taxi, and runup is approximately 6 pounds at an average moment/1000 of 0.92. 9. Takeoff Condition Subtract the weight and moment/1000 for step 8 (start, taxi, and runup) from the Ramp Condition values (step 7) to determine the Takeoff Condition weight and moment/1000. a. The total weight at takeoff must not exceed the maximum weight limit of 2900 pounds. b. 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 6-9).
6-11
Cirrus Design SR20
Center of Gravity Limits

The charts below depict the airplane center-of-gravity envelope in terms of inches aft of the reference datum and as a percentage of the Mean Aerodynamic Cord (MAC). The relationship between the two is detailed in the weighing instructions.
3000
2600
2400
2200
2000 136
138
140
142
144
146
148
150
C.G. - Inches Aft of Datum

3000
2600
2400
2200
2000 0 10 20 C.G. - % MAC 30 40
Figure 6-6 Center of Gravity Limits 6-12

Cirrus Design SR20
Weight & Balance Loading Form

Serial Num: Reg. Num: Date: Initials:
ITEM
DESCRIPTION
WEIGHT LB
MOMENT/1000
1.
Basic Empty Weight Includes unusable fuel & full oil Front Seat Occupants Pilot & Passenger (total) Rear Seat Occupants Baggage Area 130 lb maximum Zero Fuel Condition Sub total item 1 thru 4 Fuel Loading 56 Gallon @ 6.0 lb/gal. Maximum Ramp Condition Sub total item 5 and 6 Fuel for start, taxi, and runup Normally 6 lb at average moment of 922.8 TAKEOFF CONDITION Subtract item 8 from item 7 The Takeoff Condition Weight must not exceed 2900 lb. The Takeoff Condition Moment must be within the Minimum Moment to Maximum Moment range at the Takeoff Condition Weight (Refer to Figure 6-9, Moment Limits).
2.
3. 4.
5.
6.
7.
8.
9.
Note 1: Note 2:
Figure 6-7 Weight & Balance Loading Form 6-13
Cirrus Design SR20
Loading Data
Use the following chart or table to determine the moment/1000 for fuel and payload items to complete the Loading Form (Figure 6-7).
400
Fwd Pass
Loading Chart
300 Weight - Pounds
Fuel
Af t Pass
200
100
Baggage
0 0.00
10.00
20.00
30.00
40.00
50.00
60.00
70.00
80.00
Mom ent/1000
Weight LB 20 40 60 80 100 120 140 160 180 200
Fwd Pass FS 143.5 2.87 5.74 8.61 11.48 14.35 17.22 20.09 22.96 25.83 28.70
Aft Pass FS 185.0 3.70 7.40 11.10 14.80 18.50 22.20 25.90 29.60 33.30 37.00
Baggage FS 208.0 4.16 8.32 12.48 16.64 20.80 24.96 (27.04)*
Fuel FS 153.8 3.08 6.15 9.23 12.30 15.38 18.45 21.53 24.60 27.68 30.75
Weight LB 220 240 260 280 300 320 340 360 380 400
Fwd Pass FS 143.5 31.57 34.44 37.31 40.18 43.05 45.92 48.79 51.66 54.53 57.40
Aft Pass FS 185.0 40.70 44.40 48.10 51.80 55.50 59.20 62.90 66.60 70.30 74.00
Fuel FS 153.8 33.83 36.90 39.98 43.05 46.13 49.20 52.28 55.35
*130 lb Maximum
Figure 6-8 Loading Data 6-14

Cirrus Design SR20
Moment Limits
Use the following chart or table to determine if the weight and moment from the completed Weight and Balance Loading Form (Figure 6-7) are within limits.
3000
2800
Weight - Pounds
2600
2400
2200
2000 250 300 350 Moment/1000 400 450
Weight
Moment/1000 Min Max

305 311 319 327 335 343 352 359 367
Weight
2550 2600 2650 2700 2750 2800 2850 2900
Moment/1000 Min
358 366 373 381 388 398 406 415
Max
375 383 391 399 407 414 422 430
2110 2150 2200 2250 2300 2350 2400 2450 2500
292 299 306 313 321 329 336 343 351
Figure 6-9 Moment Limits

6-15
Cirrus Design SR20
Equipment List
This list will be determined after the final equipment has been installed in the aircraft.
6-16
Cirrus Design SR20
Section 7 Airplane Description
Section 7 Airplane & Systems Description

Table of Contents
Introduction ..................................................................................... 7-5 Airframe .......................................................................................... 7-5 Fuselage...................................................................................... 7-5 Wings .......................................................................................... 7-6 Empennage ................................................................................. 7-6 Wing Flaps ...................................................................................... 7-6 Flap Control Switch ..................................................................... 7-8 Primary Flight Controls.................................................................... 7-8 Elevator System .......................................................................... 7-8 Aileron System .......................................................................... 7-10 Rudder System.......................................................................... 7-10 Trim Systems ................................................................................ 7-13 Roll Trim Control System....................................................... 7-13 Pitch Trim Control System ..................................................... 7-13 Yaw Trim System................................................................... 7-13 Flight Deck Arrangement .............................................................. 7-16 Instrument Panel ....................................................................... 7-16 Center Console ......................................................................... 7-16 Airplane Cabin............................................................................... 7-17 Cabin Doors .............................................................................. 7-17 Windshield and Windows .......................................................... 7-17 Baggage Compartment ............................................................. 7-17 Seats ......................................................................................... 7-18 Cabin Safety Equipment............................................................ 7-21 Passenger Restraints ............................................................ 7-21 Emergency Egress Hammer ................................................. 7-21 Fire Extinguisher.................................................................... 7-22 Landing Gear ................................................................................ 7-23 Main Gear.................................................................................. 7-23 Nose Gear ................................................................................. 7-23 Brake System ............................................................................ 7-23 Parking Brake ........................................................................ 7-24 Engine ........................................................................................... 7-26 Engine Oil System ..................................................................... 7-26 Engine Cooling .......................................................................... 7-26 Engine Fuel Injection ................................................................. 7-27 Engine Air Induction System ..................................................... 7-27
7-1
Cirrus Design SR20
Engine Fuel Ignition .................................................................. 7-27 Engine Exhaust ......................................................................... 7-27 Engine Controls......................................................................... 7-28 Power (Throttle) Lever........................................................... 7-28 Mixture Control ...................................................................... 7-28 Start/Ignition Switch............................................................... 7-28 Alternate Air Control .............................................................. 7-30 Engine Indicating....................................................................... 7-30 Oil Warning Light................................................................... 7-30 Tachometer ........................................................................... 7-30 Exhaust Gas Temp / Cylinder Head Temp Gage.................. 7-31 Oil Temperature / Oil Pressure Gage................................... 7-31 Fuel Flow / Manifold Pressure Gage ..................................... 7-31 Propeller ....................................................................................... 7-32 Fuel System .................................................................................. 7-33 Fuel Caution Light ..................................................................... 7-35 Fuel Quantity Gage ................................................................... 7-35 Fuel Selector Valve ................................................................... 7-36 Boost Pump Switch ................................................................... 7-36 Electrical System .......................................................................... 7-37 Power Generation ..................................................................... 7-37 Power Distribution ..................................................................... 7-37 Avionics Power Switch .............................................................. 7-39 Low-Volts Warning Light ........................................................... 7-39 Volt / Amp Meter ....................................................................... 7-40 Circuit Breakers and Fuses....................................................... 7-41 Ground Service Receptacle ...................................................... 7-41 Convenience Outlet................................................................... 7-41 Exterior Lighting............................................................................ 7-42 Navigation Lights....................................................................... 7-42 Strobe Light............................................................................... 7-42 Landing Light............................................................................. 7-42 Interior Lighting ............................................................................. 7-43 Instrument Lights ...................................................................... 7-43 Panel Flood Lights .................................................................... 7-43 Reading Lights .......................................................................... 7-43 Overhead Dome Light ............................................................... 7-43 Environmental System.................................................................. 7-45 Cabin Heat Control.................................................................... 7-45 Cabin Cooling Control ............................................................... 7-46 Cabin Air Selector ..................................................................... 7-46 Pitot-Static System ....................................................................... 7-48 7-2
Cirrus Design SR20
Airspeed Indicator ..................................................................... 7-48 Vertical Speed Indicator ............................................................ 7-48 Altimeter .................................................................................... 7-48 Pitot Heat................................................................................... 7-49 Pitot Heat Light .......................................................................... 7-49 Alternate Static Source.............................................................. 7-49 Vacuum System ............................................................................ 7-50 Suction Gage............................................................................. 7-50 Vacuum Warning Light.............................................................. 7-52 Aux Vac Caution Light ............................................................... 7-52 Attitude Gyro.............................................................................. 7-52 Directional Gyro......................................................................... 7-53 Stall Warning System.................................................................... 7-54 Magnetic Compass ....................................................................... 7-54 Autopilot ........................................................................................ 7-55 Turn Coordinator........................................................................... 7-56 Turn Coordinator Power Switch ................................................ 7-56 Avionics and Navigation................................................................ 7-57 Avionics Power Switch .............................................................. 7-58 Course Deviation Indicator ........................................................ 7-58 Audio System ............................................................................ 7-59 Headset/Microphone Installation ........................................... 7-59 Audio Input Jack .................................................................... 7-59 ARNAV Multi-Function Display.................................................. 7-60 GPS Navigation ......................................................................... 7-61 Communication (COM) Transceivers........................................ 7-62 Navigation (Nav) Receiver......................................................... 7-63 Transponder .............................................................................. 7-63 Emergency Locator Transmitter ................................................ 7-64 ELT Remote Switch and Indicator Panel ............................... 7-64 Digital Clock .............................................................................. 7-65 SEL and CTL Buttons ............................................................ 7-65 OAT VOLTS Button ............................................................ 7-66 Cirrus Airplane Parachute System ................................................ 7-67 System Description ................................................................... 7-67 Activation Handle....................................................................... 7-68 Deployment Characteristics ...................................................... 7-68
7-3
Cirrus Design SR20
7-4
Cirrus Design SR20
Introduction
This section provides a basic description and operation of the standard airplane and its systems. Optional equipment described within this section is identified as optional.
s Note s
Some optional equipment, primarily avionics, may not be described in this section. For description and operation of optional equipment not described in this section, refer to Section 9, Supplements
Airframe
Fuselage
The SR20 monocoque fuselage is constructed primarily of composite materials and is designed to be aerodynamically efficient. The cabin area is bounded on the forward side by the firewall at fuselage station 100, and on the rear by the aft baggage compartment bulkhead at fuselage station 222. Comfortable seating is provided for four adults. A composite roll cage within the fuselage structure provides roll protection for the cabin occupants. The cabin and baggage compartment floors are constructed of a foam core composite with access to underfloor components. All flight and static loads are transferred to the fuselage structure from the wings and control surfaces through four wing attach points in two locations under the front seats and two locations on the sidewall just aft of the rear seats.
s Note s
Refer to Airplane Cabin description in this section for a complete description of doors, windows, baggage compartment, seats, and safety equipment.
7-5
Cirrus Design SR20
Wings
The wing structure is constructed of composite materials producing wing surfaces that are smooth and seamless. The wing cross section is a blend of several high performance airfoils. A high aspect ratio results in low drag. Each wing provides attach structure for the main landing gear and contains a 30.25-gallon fuel tank. The wing is constructed in a conventional spar, rib, and shear section arrangement. The upper and lower skins are bonded to the spar, ribs, and shear sections (rear spars) forming a torsion box that carries all of the wing bending and torsion loads. The wing spar is manufactured in one piece and is continuous from wing tip to wing tip. The shear webs (rear spars) are similar in construction but do not carry through the fuselage. The main wing spar passes under the fuselage below the two front seats and is attached to the fuselage in two locations. The rear shear webs are attached to the fuselage sidewalls just aft of the rear seats.
Empennage
The empennage consists of a horizontal stabilizer, a two-piece elevator, a vertical fin and a rudder. All of the empennage components are conventional spar (shear web), rib, and skin construction. The horizontal stabilizer is a single composite structure from tip to tip. The two-piece elevator, attached to the horizontal stabilizer, is aluminum. The vertical stabilizer is composite structure integral to the main fuselage shell for smooth transfer of flight loads. The rudder is aluminum and is attached to the vertical stabilizer rear shear web at three hinge points.
Wing Flaps
The electrically controlled, single-slotted flaps provide low-speed lift enhancement. Each flap is connected to the wing structure at three hinge points. The flaps are selectively set to three positions: 0%, 50% (16) and 100% (32) by operating the FLAP control switch. The FLAP control switch positions the flaps through a motorized linear actuator mechanically connected to both flaps by a torque tube. The actuator incorporates a clutch that limits flap deployment at high airspeeds.
7-6
P/N 11934-001 Reissue A Change A1
Cirrus Design SR20
Figure 7-1 Flap Control System

7-7
SR2_FM07_1048
Cirrus Design SR20
Proximity switches in the actuator limit flap travel to the selected position and provide position indication. The wing flaps and control circuits are powered by 28 VDC through the 15-amp FLAPS circuit breaker on the Non-essential 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% (Down). On aircraft serials 1020 and subsequent and earlier aircraft incorporating SB 20-11-01, 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 FULL (100%) lights are yellow.
Primary Flight Controls

The SR20 uses conventional flight controls for ailerons, elevator and rudder. The control surfaces are pilot controlled through either of two single-handed side control yokes mounted beneath the instrument panel. The location and design of the control yokes allow easy, natural use by the pilot. The control system uses a combination of push rods, cables and bell cranks for control of the surfaces. Roll trim and pitch trim are available through an electric button on the top of each control yoke.
Elevator System
The two-piece elevator provides airplane pitch control. The elevator is of conventional design with skin, spar and ribs manufactured of aluminum. Each elevator half is attached to the horizontal stabilizer at two hinge points and to the fuselage tailcone at the elevator control sector. Elevator motion is generated through the pilots control yokes by sliding the yoke tubes forward or aft in a bearing carriage. A push-pull linkage is connected to a cable sector mounted on a torque tube. A single cable system runs from the forward elevator sector under the cabin floor to the aft elevator sector pulley. A push-pull tube connected to the aft elevator sector pulley transmits motion to the elevator bellcrank attached to the elevators.
7-8
Cirrus Design SR20
N1
4 0
Figure 7-2 Elevator Control System

SR2_FM07_1010
7-9
Cirrus Design SR20
Aileron System
The ailerons provide airplane roll control. The ailerons are of conventional design with skin, spar and ribs manufactured of aluminum. Each aileron is attached to the wing shear web at two hinge points. Aileron control motion is generated through the pilots control yokes by rotating the yokes in pivoting bearing carriages. Push rods link the pivoting carriages to a centrally located pulley sector. A single cable system runs from the sector to beneath the cabin floor and aft of the rear spar. From there, the cables are routed in each wing to a vertical sector/crank arm that rotates the aileron through a right angle conical drive arm.
Rudder System
The rudder provides airplane directional (yaw) control. The rudder is of conventional design with skin, spar and ribs manufactured of aluminum. The rudder is attached to the aft vertical stabilizer shear web at three hinge points and to the fuselage tailcone at the rudder control bell crank. Rudder motion is transferred from conventional rudder pedals to the rudder by a single cable system under the cabin floor to a sector next to the elevator sector pulley in the aft fuselage. A push-pull tube from the sector to the rudder bell crank translates cable motion to the rudder. Springs connected to the rudder pedal assembly close the loop and provide centering force. A rudder-aileron interconnect is installed to provide a maximum of 5 down aileron with full rudder deflection. Right rudder input will cause right roll input and left rudder input will cause left roll input. With neutral aileron trim, aileron inputs will not cause rudder deflection.
Control Locks
The Cirrus SR20 control system is not equipped with gust locks. The trim spring cartridges have sufficient power to act as a gust damper without rigidly locking the position.
7-10
Cirrus Design SR20
Figure 7-3 Aileron Control System 7-11
SR2_FM7_1009
Cirrus Design SR20
AN
40 1
Figure 7-4 Rudder Control System 7-12
SR2_FM07_1011
Cirrus Design SR20
Trim Systems
Roll and pitch trim are provided by adjusting the neutral position of a compression spring cartridge in each control system by means of an electric motor. The electric roll trim is also used by the autopilot to position the ailerons. It is possible to easily override full trim or autopilot inputs by using normal control inputs. Roll Trim Control System An electric motor changes the neutral position of a spring cartridge attached to the left actuation pulley in the wing. A conical trim button located on top of each control yoke controls the motor. Moving the switch left will initiate left-wing-down trim and moving the switch right will initiate right-wing-down trim. Pressing down on the switch will disconnect the autopilot if the autopilot was engaged. Neutral trim is indicated by the alignment of the line etched on the control yoke with the centering indication marked on the instrument panel. The aileron trim also provides a secondary means of aircraft roll control in the event of a failure in the primary roll control system not involving jammed ailerons. Aileron trim operates on 28 VDC supplied through the 2-amp ROLL TRIM circuit breaker on the Essential Bus. Pitch Trim Control System An electric motor changes the neutral position of the spring cartridge attached to the elevator control horn. A conical trim button located on top of each control yoke controls the motor. Moving the switch forward will initiate nose-down trim and moving the switch aft will initiate noseup trim. Pressing down on the switch will disconnect the autopilot if the autopilot was engaged. Neutral (takeoff) trim is indicated by the alignment of a reference mark on the yoke tube with a tab attached to the instrument panel bolster. The elevator trim also provides a secondary means of aircraft pitch control in the event of a failure in the primary pitch control system not involving a jammed elevator. Elevator trim operates on 28 VDC supplied through the 2-amp PITCH TRIM circuit breaker on the Essential Bus. Yaw Trim System Yaw trim is provided by spring cartridge attached to the rudder pedal torque tube and console structure. The spring cartridge provides a centering force regardless of the direction of rudder deflection. The yaw trim is ground adjustable only.
7-13
Cirrus Design SR20
21 20 19
9 1 200 40 G O 8 2 R 10 180 60 AIRSPEED Y 10 160 10 20 7 ALTIMETER 3 20 10 KNOTS 140 80 6 4 130120 CIRRUS 5 120 100
AIRSPEED
P MR AE NS S
TEMP 0 C 3 + - 30 P 02 6 . A 4 L T
10 5 0
15 20
25 RPM 30 X 100 35
500
E600 G1500 T1400 300
400 C F OH 300 T 200
5 4
S
O F
UC T I ON
UH P S /H
L APD OD I
18
17
16
Figure 7-5 Instrument Panel & Console (Sheet 1 of 2) 7-14

040 151 160

C S
30 20 10
R
O N
18 12 F F UL 9 EO 6 0 LW
F M CH IN OR A UP PI T TIO
N
5
ALT TRIM ST HD TRK DN RDY
LO HI
10
15
IN HG GAL HR
240100 T200 75P R E M150 50 E P 100 25S S 75 0
AIRSPEED VERTICAL
OIL
32 + 60 V 28 30 A O 24 0 M L 20 30 P T 16 -60
TURN COORDINATOR
0
5
20 SPEED 10
15
2 MIN
10
ALT AIR PULL ON
ALT STATIC SOURCE
NORMAL
PARK BRAKE PULL ON
L E L F T
FUEL
R I G
11 12
15
14
13
SR2_FM07_1059C
Cirrus Design SR20
Legend
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. Flight Instrument Panel Annunciator Panel Overhead Light & Switch Magnetic Compass Cirrus Airframe Parachute System (CAPS) Activation T-Handle Cover ARNAV Multifunction Display Engine Instruments Temperature/Ventilation Controls Control Yoke Fresh Air Eyeball Outlet Conditioned Air Outlet Rudder Pedals Flap Control & Position Indicators Passenger Audio Jacks Armrest Engine & Fuel System Controls Left Side Console Circuit Breaker Panel Alternate Engine Air Parking Brake Alternate Static Source Avionics Panel Bolster Switch Panel Control Yoke Start/Ignition Key Switch
18. 19. 20. 21.
Figure 7-5 Instrument Panel & Console (Sheet 2 of 2)

7-15
Cirrus Design SR20
Flight Deck Arrangement

The following paragraphs are a general description of the flight deck, instruments, and controls. Details relating to the instruments, switches, circuit breakers, and controls on the instrument panel, bolster, and center console are located with the description of the affected system.
Instrument Panel
The instrument panel is designed for glare-free use in all flight conditions. The instrument panel is arranged primarily for use by the pilot in the left seat; however, it can be viewed from either seat. Flight instruments and annunciators are located on the left side of the panel and engine instruments are located on the right side of the instrument panel. A large color multifunction display is located between the flight instruments and the engine instruments. Temperature controls are located on the right side below the engine instruments. The SR20 uses standard flight instruments arranged in the basic-six pattern. They include: Airspeed Indicator Turn/Bank Coordinator Attitude Gyro Directional Gyro Altimeter Vertical Speed Indicator
A switch panel located in the dash board bolster below the flight instruments contains the master and ignition switches, avionics power switch, pitot heat switch, and lighting switches. A parking brake knob is mounted below the flight instruments inboard of the pilot at knee level.
Center Console
A center console contains the avionics, flap control and position lights, power lever and mixture controls, fuel system indicator and controls, and audio controls. System circuit breakers, the alternate static source valve, alternate induction air control, and ELT panel switch are located on the left side of the console for easy access by the pilot. A friction knob for adjusting throttle and mixture control feel and position stability is located on the right side of the console. An accessory outlet, map compartment, audio jacks, hour meter, emergency egress hammer, and headset jacks are installed inside the console armrest.
7-16
Cirrus Design SR20
Airplane Cabin
Cabin Doors
Two large forward hinged doors allow crew and passengers to enter and exit the cabin. The door handles engage latching pins in the door frame receptacles at the upper aft and lower aft door perimeter. Gas charged struts provide assistance in opening the doors and hold the doors open against gusts. Front seat armrests are integrated with the doors. A key lock in each door provides security. The cabin door keys also fit the baggage compartment door lock. Separate keys are provided for the fuel caps.
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 for detailed cleaning instructions.
Baggage Compartment
The baggage compartment door, located on the left side of the fuselage aft of the wing, allows entry to the baggage compartment. The baggage door is hinged on the forward edge and latched on the rear edge. The door is locked from the outside with a key lock. The baggage compartment key will also open the cabin doors. Also for emergency egress on the ground, the latch can be released from the inside. The baggage compartment extends from behind the rear passenger seat to the aft cabin bulkhead. The rear passenger seats can be folded forward to provide additional baggage area for long or bulky items. Four baggage tie-down straps are provided to secure baggage and other items loaded 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 aft bulkhead. The tie-down straps should be stowed attached and tightened to the fittings. To install tie-down strap: 1. Position straps over baggage. Thread straps through luggage handles if possible. 2. Clip hook ends of straps over loop fittings.
7-17
Cirrus Design SR20
3. Grasp the buckle and pull the loose strap end of each strap to tighten straps over contents of baggage compartment. To loosen tie-down straps: 1. Lift buckle release and pull on buckle to loosen strap. 2. Lift hook ends free of loop fittings.
Seats
The seating arrangement consists of two individually adjustable seats for the pilot and front seat passenger and two individual seats with fold down seat backs for the rear seat passengers. 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. Each rear passenger seat consists of a fixed seat bottom, a folding seat back, and a headrest. The seat backs can be unlatched from inside the baggage compartment and then folded forward to provide a semi-flat surface for bulky cargo extending forward from the baggage compartment.
7-18
Cirrus Design SR20
To fold seat back forward: 1. From the baggage access, lift the carpet panel at lower aft edge of seat to reveal the seat back locking pins (attached to lanyards). 2. Remove the locking pins and fold seat forward.
7-19

DEFROST AIR OUTLETS STALL WARNING HORN
Cirrus Design SR20
FIRE EXTINGUISHER (UNDER PILOT'S SEAT) OVERHEAD LIGHT AND SWITCH
DOOR HANDLE EGRESS HAMMER (IN ARMREST) CABIN SPEAKER
PASSENGER FRESH AIR OUTLET OVERHEAD LIGHT AND SWITCH
TIEDOWN LOOPS (4 PLACES, BAGGAGE FLOOR) TIEDOWN LOOPS (6 PLACES, AFT BULKHEAD)
DETAIL A CAPS ACTIVATION T-HANDLE (OVERHEAD)
Figure 7-6 Cabin General Arrangement 7-20
Cirrus Design SR20
Cabin Safety Equipment

Passenger Restraints Integrated seat belt and shoulder harness assemblies with inertia reels are provided for the pilot and each passenger. The rear seat belts are attached to fittings on the floorboard and the forward seat belts are attached to the seat frame. The shoulder harnesses are attached to inertia reels mounted in the seat back for the front seats and on the baggage compartment rear bulkhead for the rear seats. Each harness is attached to the seat belt. The buckle half of each assembly is on the left-hand side and the link half is on the right-hand side. The inertia reels allow complete freedom of movement of the occupants upper torso. However, 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. 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. 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.
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.
7-21
Cirrus Design SR20
Fire Extinguisher A liquified-gas type fire extinguisher, containing Halon 1211/1301 extinguishing agent, is mounted on the forward inboard side of the pilots seat base. The extinguisher is approved for use on class B (liquid, grease) and class C (electrical equipment) fires. The Halon 1211/1301 blend provides the best fire extinguishing capability with low toxicity. A pin is installed through the discharge mechanism to prevent inadvertent discharge of extinguishing agent. The fire extinguisher must be 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.
s WARNING s
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 visually inspected before each flight to assure that it is available, charged, and operable. The preflight inspection consists of ensuring that the nozzle is unobstructed, the pin has not been pulled, and the canister has not been damaged. Additionally, the unit should weigh approximately 1.5 lb (0.7 kg). For preflight, charge can be determined by hefting the unit.
7-22
Cirrus Design SR20
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 innertube installed. 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-disc type brake.
Nose Gear
The nose gear strut is of tubular steel construction and is attached to the steel engine mount structure. The nosewheel is free castering and can turn through an arc of approximately 216 degrees (108 degrees either side of center). Steering is accomplished by differential application of individual main gear brakes. The tube-type nosewheel tire is 5.00 x 5.
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 brake 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, and associated hydraulic plumbing. Braking pressure is initiated by depressing the top half of a rudder pedal (toe brake). The brakes are plumbed so that depressing either the pilots or copilots 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. 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. Should any of these symptoms occur, immediate maintenance is required. If, during taxi or
7-23
Cirrus Design SR20
landing roll, braking action decreases, let up on the pedals and then re-apply the brakes with heavy pressure. If the brakes are spongy or pedal travel increases, pumping the pedals may build braking pressure. Parking Brake The main wheel brakes are set for parking by using the PARK BRAKE knob on the left side of the console near the pilots right ankle. Brake lines from the toe brakes to the main wheel brake calipers are plumbed through a parking brake valve. For normal operation, the knob is pushed in. With the knob 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 knob aft.
s CAUTION s
Do not pull the PARK BRAKE knob in flight. If a landing is made with the parking brake valve set, the brakes will maintain any pressure applied after touchdown.
7-24
Cirrus Design SR20
RESERVOIR MIL-H-5606 FLUID ONLY
RUDDER PEDAL(4)
MASTER CYLINDER(4)
PARKING BRAKE KNOB
PARKING BRAKE VALVE
CALIPER ASSEMBLY
CALIPER ASSEMBLY
SR2_FM_07_1015
ROTOR (DISK)
ROTOR (DISK)
Figure 7-7 Brake System

7-25
Cirrus Design SR20
Engine
The SR20 is powered by a Teledyne Continental IO-360-ES, sixcylinder, normally aspirated, fuel-injected engine de-rated to 200 hp at 2,700 RPM. The engine has a 2000-hour Time Between Overhaul (TBO). Dual, conventional magnetos provide ignition. The engine is attached to the firewall by a four-point steel mount structure. The firewall attach points are structurally reinforced with gusset-type attachments that transfer thrust and bending loads into the fuselage shell.
Engine Oil 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 to the engine-mounted oil cooler. The oil cooler is equipped with a pressure relief and temperature control valve set to bypass oil if the temperature is below 170 F or the pressure drop is greater than 18 psi. Bypass or cooled oil is then directed through the one-quart, full-flow oil filter, a pressure relief valve, and then through oil galleries to the engine rotating parts and piston inner domes. Oil is also directed to the propeller governor to regulate propeller pitch. The complete oil system is contained in the engine. An oil filler cap and dipstick are located at the left rear of the engine. The filler cap and dipstick are accessed through a door on the top left side of the engine cowling.
s CAUTION s
The engine should not be operated with less than six quarts of oil. Seven quarts (dipstick indication) is recommended for extended flights.
Engine Cooling
Engine cooling is accomplished by discharging heat to the oil and then to the air passing through the oil cooler, and by discharging heat directly to the air flowing past the engine. Cooling air enters the engine compartment through the two inlets in the cowling. Aluminum baffles direct the incoming air to the engine and over the engine cylinder cooling fins where the heat transfer takes place. The heated air exits the engine compartment through two vents in the aft portion of the cowling. No movable cowl flaps are used.
7-26
Cirrus Design SR20
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 and automatically provides altitude compensation to supply the proper full rich mixture at any altitude. From the mixture control, fuel is routed to the fuelmetering valve on the air-induction system throttle body. The fuelmetering valve adjusts fuel flow in response to the pilot controlled Power Lever position. From the metering valve, fuel is directed to the fuel manifold valve (spider) and then to the individual injector nozzles. The system meters fuel flow in proportion to engine RPM, throttle angle, and ambient altitude pressure. Manual mixture control and idle cut-off are provided. An electric fuel pump provides fuel boost for vapor suppression and for priming.
Engine Air Induction System

Induction air enters the engine compartment through the two inlets in the forward cowling. The air passes through a dry-foam induction filter, through the throttle butterfly, into the six-tube engine manifold, and finally through the cylinder intake ports into the combustion chambers. Should the dry induction filter become clogged, a pilot controlled alternate induction air door can be opened, allowing engine operation to continue. Refer to Engine Controls, Alternate Air Control.
Engine Fuel Ignition

Two engine-driven magnetos and two spark plugs in each cylinder provide 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 with dual ignition.
Engine Exhaust
Engine exhaust gases are routed through a dual tuned exhaust system. After leaving the cylinders, exhaust gases are routed through the exhaust manifold, through mufflers located on either side of the engine, and then overboard through exhaust pipes exiting through the lower cowling. A muff type heat exchanger, located around the right muffler, provides cabin heat.
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Cirrus Design SR20
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. An alternate induction air source control is also provided. Power (Throttle) Lever The single-lever throttle control, labeled OPEN-THROTTLE-IDLE, on the console adjusts the engine throttle setting in addition to automatically adjusting propeller speed. The lever is mechanically linked by cables to the air throttle body/fuel-metering valve and to the propeller governor. Moving the lever towards OPEN opens the air throttle butterfly and meters more fuel to the fuel manifold. A separate cable to the propeller governor adjusts the governor oil pressure to increase propeller pitch to maintain engine RPM. The system is set to maintain approximately 2500 RPM throughout the cruise power settings and 2700 RPM at full power. Mixture Control The mixture control lever, labeled RICH-MIXTURE-LEAN, 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 LEAN) reduces the proportion of fuel. The full aft position (CUTOFF) closes the control valve. Start/Ignition Switch A rotary-type key switch, located on the left switch and control paneI, controls ignition and starter operation. The switch is labeled OFF-R-LBOTH-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.
7-28
Cirrus Design SR20
A B C
DETAIL B DETAIL A
Start / Ignition Switch Alternate Air Control
10
15 20
500
6 8
Fuel Pump
RPM X 0 100
25 30 35
E 600
G
T
1500 1400 300

O
400
O
C T
5 4
S
300
F H
6
N UC TIO
200
7
FUEL
L E F T R I G
P MR AE NS
S
30 20 10
IN HG
18 12 9 6 0 GAL HR
240
FF UL EO LW
100 P 75 R 50 E 25 S S
32 V O 28 L 24 T 20 16
T 200 E M 150 P100

75
+ 60
30 A M 0 30 P
Left
Right
OIL
- 60
3
DETAIL C
Controls
4
DETAIL D
Engine Instruments
LEGEND
1. Tachometer 2. EGT/CHT 3. Manifold Pressure/Fuel Flow 4. Oil Temp/Pressure 5. Volt/Ammeter 6. Power Lever 7. Mixture Control 8. Friction Control 9. Fuel Selector
SR2_FM07_1065B
Figure 7-8 Engine Controls & Indicators

7-29
Cirrus Design SR20
Alternate Air Control An Alternate Induction Air Control knob, labeled ALT AIR PULL, is installed on the left console near the pilots right ankle. To operate the control, depress the center lock button, pull the knob to the open position, and then release the lock button. Pulling the knob opens the alternate air induction door on the engine induction air manifold, bypasses the air filter, and allows warm unfiltered air to enter the engine. Alternate induction air should be used if blocking of the normal air source is suspected. Operation using alternate induction air should be minimized and the cause of filter blocking corrected as soon as practical.
Engine Indicating
The SR20 is equipped with engine instruments and warning lights to monitor the engine performance. The instruments are located on the right side of the instrument panel and the warning lights are located in the annunciator panel immediately in front of the pilot. Oil Warning Light The red OIL warning light in the annunciator panel comes on to indicate either high oil temperature or low oil pressure. The light is illuminated by a switch in the oil temperature gage if the oil temperature reaches 240 F or by a switch in the oil pressure gage if the oil pressure drops to 10 psi or less. If the OIL warning light comes on in flight, refer to the oil temperature and pressure gages to determine the cause. Typically, low oil pressure will be accompanied by a high oil temperature indication. The light is powered by 28 VDC through the 2-amp ANNUNC PWR circuit breaker Tachometer A 2 tachometer is mounted on the right instrument panel adjacent to the other engine instruments. The tachometer pointer sweeps a scale marked from 0 to 3500 RPM in 100 RPM increments. Refer to Section 2 (Limitations) for instrument limit markings. The electrically operated tachometer receives a speed signal from a tachometer generator mounted on the aft end of the engine between the magnetos. 28 VDC for instrument operation is supplied through the 5amp ENGINE INSTRUMENTS circuit breaker on the Essential Bus.
7-30
Cirrus Design SR20
Exhaust Gas Temp / Cylinder Head Temp Gage A 2 combination Exhaust Gas Temperature (EGT) and Cylinder Head Temperature (CHT) indicator is mounted in the right instrument panel. 28 VDC for instrument operation is supplied through the 5-amp ENGINE INSTRUMENTS circuit breaker on the Essential Bus. The EGT pointer sweeps a scale marked from 1250 F to 1650 F in 25 F increments. The EGT scale has no limit markings. The electrically operated EGT indicator receives a temperature signal from a thermocouple mounted in the left exhaust pipe exhaust stream. The CHT pointer sweeps a scale marked from 200 F to 500 F. Refer to Section 2 (Limitations) for instrument limit markings. The electrically operated CHT indicator receives a temperature signal from a temperature sensor mounted in the #2 cylinder head on the left side of the engine. Oil Temperature / Oil Pressure Gage A 2 combination Oil Temperature and Oil Pressure indicator is mounted on the right instrument panel immediately below the EGT/CHT indicator. The instrument is internally lighted. 28 VDC for instrument operation is supplied through the 5-amp ENGINE INSTRUMENTS circuit breaker on the Essential Bus. The Oil Temp pointer sweeps a scale marked from 75 F to 250 F in 25 F increments. Refer to Section 2 (Limitations) for instrument limit markings. The Oil Temp indicator receives a temperature signal from a temperature sending unit mounted on the engine near the left magneto. The Oil Press pointer sweeps a scale marked from 0 psi to 100 psi. Refer to Section 2 (Limitations) for instrument limit markings. The Oil Press indicator receives a pressure signal from a oil pressure sensor on the left side of the engine. Normally, oil pressure may drop to 10 psi at idle but will be in the 30 - 60 psi range at higher RPM. Fuel Flow / Manifold Pressure Gage A 2 combination Fuel Flow and Manifold Pressure indicator is mounted on the right instrument panel immediately below the tachometer. The indicator is internally lighted. 28 VDC for instrument operation is supplied through the 5-amp ENGINE INSTRUMENTS circuit breaker on the Essential Bus.
7-31
Cirrus Design SR20
The Fuel Flow pointer sweeps a scale marked from 0 to 18 Gal/Hr. Refer to Section 2 (Limitations) for instrument limit markings. The electrically operated Fuel Flow indicator receives a fuel-flow rate signal from a fuel-flow transducer installed in the fuel line between the throttle body metering valve and the injector manifold (spider). The Manifold Pressure pointer sweeps a scale marked from 10 to 35 inches Hg in 5-inch Hg increments. Refer to Section 2 (Limitations) for instrument limit markings. The electrically operated manifold pressure indicator receives a pressure signal from a pressure sensor mounted in the induction airstream on the left side of the induction air manifold.
Propeller
The airplane is equipped with a Hartzell constant-speed, aluminumalloy propeller with a Woodward governor. The airplane is available with the standard two-blade (76 diameter) propeller or an optional three-blade (74 diameter) propeller. The propeller governor automatically adjusts propeller pitch to regulate propeller and engine RPM. The propeller governor senses engine speed by means of flyweights and senses throttle setting through a cable connected to the power (throttle) control lever in the cockpit. The propeller governor boosts oil pressure in order to regulate propeller pitch position. Moving the throttle lever forward causes the governor to meter less high-pressure oil to the propeller hub allowing centrifugal force acting on the blades to lower the propeller pitch for higher RPM operation. Reducing the power (throttle) lever position causes the governor to meter more highpressue oil to the propeller hub forcing the blades to a higher pitch, lower RPM, position. During stabilized flight, the governor automatically adjusts propeller pitch in order to maintain an RPM setting (throttle position). Any change in airspeed or load on the propeller results in a change in propeller pitch.
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Cirrus Design SR20
Fuel System
A 56-gallon usable wet-wing fuel storage system provides fuel for engine operation. The system consists of a 30.3-gallon capacity (28gallon usable) vented integral fuel tank in each wing, a fuel collector/sump in each wing, a three-position selector valve, an electric boost 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 boost 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. An access panel in the lower surface of each wing provides access to the associated wet compartment (tank) for general inspection and maintenance. Float-type fuel quantity sensors in each wing tank provide fuel level information to the fuel quantity indicators. 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 check valve to the associated collector tank/sump 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 proportioned to the induction airflow, metered to a flow divider, and delivered to the individual cylinders. Excess fuel is returned to the selected tank. Fuel quantity indicators for each tank are located in the center console next to the fuel selector in plain view of the pilot. 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 scoop 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 13 gallons usable in each tank (26 gallons total usable in all flight conditions).
7-33

ANNUNCIATOR FUEL VENT SCOOP FUEL QUANTITY INDICATOR
Cirrus Design SR20
FILLER
FILLER
VENT SCOOP
L. WING TANK
R. WING TANK
RETURN
RETURN
CHECK VALVE L. WING COLLECTOR DRAIN (5 PLACES) FIREWALL
CHECK VALVE R. WING COLLECTOR
SELECTOR VALVE
ELECTRIC AUXILIARY PUMP SELECTOR VALVE OPERATION GASCOLATOR RIGHT RETURN FEED RETURN RETURN FEED LEFT
1
FUEL RELAY
BOOST FUEL PUMP PRIME
ENGINE DRIVEN FUEL PUMP MIXTURE CNTL. THROTTLE METERING VALVE FUEL FLOW INDICATOR
OFF
NOTE
1 In Prime mode, relay allows
high-speed pump operation until 2-4 psi is reached then drops to low speed (Boost) operation.
INJECTOR MANIFOLD FUEL PRESS SW
SR2_FM07_1016A
Figure 7-9 Fuel System 7-34
Cirrus Design SR20
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 system should be examined before the first flight of every day and after each refueling. 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 Caution Light

The amber FUEL caution light in the annunciator panel comes on to indicate a low fuel condition. The light is illuminated by switches in the fuel quantity gages if the fuel quantity in both tanks drops below approximately 8.5 gallons (17 gallons total with tanks balanced in level flight). Since both tanks must be below 8.5 gallons to illuminate the light, the light could illuminate with as little as 8.5 gallons in one tank during level flight if the other tank is allowed to run dry. If the FUEL caution light comes on in flight, refer to the Fuel Quantity gages to determine fuel quantity. The light is powered by 28 VDC through the 2-amp ANNUNC PWR circuit breaker on the Essential Bus.
Fuel Quantity Gage

A dual reading 2 fuel quantity indicator is installed on the console immediately forward of the fuel selector valve. The LEFT pointer indicates left tank fuel quantity and sweeps a scale marked from 0 to 28 U.S. gallons in 2-gallon increments. The RIGHT pointer sweeps an identical scale for the right tank. Each scale is marked with a yellow arc from 0 to 8.2 gallon. The indicators are calibrated to read 0 when no usable fuel remains. Each indicator also provides an output signal to illuminate the FUEL caution light when the fuel quantity goes below approximately 8-9 gallons in each tank. The indicator is internally lighted. 28 VDC for fuel quantity system operation is supplied through the 5-amp ENGINE INSTRUMENTS circuit breaker on the Essential Bus.
s Note s
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.
7-35
Cirrus Design SR20
Fuel Selector Valve

A fuel selector valve, located at the rear of the center console, provides the following functions: LEFT RIGHT OFF Allows fuel to flow from the left tank Allows fuel to flow from the right tank 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.
Boost Pump Switch

Boost pump operation and engine prime is controlled through the Fuel Pump BOOST-PRIME switch located adjacent to the fuel selector valve. The PRIME position is momentary and the BOOST position is selectable. A two-speed prime allows the fuel pressure to rapidly achieve proper starting pressure. For engine starting, pressing PRIME causes the boost pump to operate at high speed until the fuel pressure reaches 2-4 psi. When the fuel pressure reaches the 2-4 psi range, a pressure switch in the fuel injection line switches the boost pump to the low-speed mode to provide a 4-6 psi fuel pressure boost. Selecting BOOST energizes the boost pump in low-speed mode to deliver a continuous 4-6 psi boost to the fuel flow for vapor suppression in a hot fuel condition. The boost pump operates on 28 VDC supplied through the 7.5-amp FUEL PUMP circuit breaker on Main Bus 1.
7-36
Cirrus Design SR20
Electrical System
The airplane is equipped with 28-volt direct current (VDC) electrical system. The system provides uninterrupted power for avionics, flight instruments, lighting and other electrically operated and controlled systems during normal operation. The system also provides for load shedding in the event of an electrical system failure.
Power Generation
Primary power for the SR20 is supplied by a 28-VDC negative-ground electrical system. The electrical power generation system consists of a 24-volt, 10-amp-hour battery, a 75-ampere alternator, a voltage regulator and an over-voltage protection system. The battery is an aviation grade, 12-cell lead-acid type with non-spill vent caps. The battery is used for engine starting and as an emergency power source in the event of alternator failure. The 75-ampere alternator provides constant charging current for the battery and primary power to the aircraft electrical system during normal system operation. The voltage regulator provides transient suppression and constant voltage regulation of the unfiltered alternator power. To protect sensitive instruments, the over-voltage protection system monitors the primary power bus and automatically limits the peak voltage to 28.5 volts. During sustained over-voltage and under-voltage periods, the overvoltage system provides a warning to the pilot.
Power Distribution
Power distribution for the SR20 consists of the electrical power bus in the Master Control Unit (MCU), Main Buses, Essential and NonEssential buses in the circuit breaker panel, as well as associated fuses, circuit breakers and switches. The main power buses (Main Bus 1 and Main Bus 2) and the Non-Essential equipment bus receive power from the power generation system through 25-amp feeder bus fuses or circuit breakers located in the Master Control Unit (MCU). The Essential power bus is powered from Main Bus 1 and Main Bus 2 from the Essential 1 and Essential 2 circuit breakers through a network of diodes. The Non-Essential avionics bus and the Essential avionics bus are powered from Main Bus 1 and the Essential power bus respectively through the associated Avionics circuit breakers provided the AVIONICS POWER switch is ON. Avionics loads on the avionics buses can be shed by pulling the associated Avionics circuit breaker.
7-37

ANNUNC. LOW VOLTS LANDING LIGHT
Cirrus Design SR20
VOLTS
AMPS
CLOCK
3
LANDING LIGHT BATTERY
ALTERNATOR 15A ALT. RELAY ALT. CNTL. UNIT ALT. BAT.
LANDING LIGHT RELAY EXTERNAL POWER RECEPTACLE 5A CURRENT SENSOR
25A
25A
25A
MASTER
BATTERY RELAY
GND. PWR. RELAY STARTER
(MCU) MASTER CNTL. UNIT
STARTER RELAY
2
AVIONICS IGNITION (START)
SEE VACUUM SYSTEM IN THIS SECTION STANDBY VACUUM
AVIONICS
AVIONICS
NON-ESSENTIAL
NON-ESSENTIAL
STARTER RELAY
AUXILIARY PWR. 28VDC CONVENIENCE POWER 12VDC PITOT HT./ COOLING FAN FLAPS
GPS 2 MFD ADF STORM SCOPE DME
ESSENTIAL
COM 2
COM I GPS 1 ENCODER/TRANS AUDIO PANEL
HSI
ESSENTIAL
ANNUN. POWER TURN COORD. ENGINE INST. ALTERNATOR
FUEL PUMP AUTO PILOT
MAIN BUS 2
MAIN BUS 1
NAV LIGHTS CABIN FLOOD LIGHTS STROBE LIGHTS ESSENTIAL 2
INST. LIGHTS PITCH TRIM ROLL TRIM ESSENTIAL I
3 1
CIRCUIT BREAKER PANEL

SR2_FM_07_1018B
Figure 7-10 Electrical Power & Distribution 7-38

Cirrus Design SR20
BAT & ALT Master Switches

The rocker type electrical system MASTER switches are ON in the up position and off in the down position. The right switch, labeled BAT, controls all electrical power to the airplane. The left switch, labeled ALT, controls the alternator. Normally, both master switches will be ON. However, the BAT switch can be turned on separately to check equipment while on the ground. To check or use avionics equipment or radios while on the ground, the avionics power switch must also be turned on. Positioning the ALT switch to the off position isolates the alternator from the electrical system and the entire electrical load is placed on the battery.
s Note s Continued operation with the alternator switch off will reduce battery power low enough to open the battery relay, remove power from the alternator field, and prevent alternator restart.
Avionics Power Switch

A rocker switch, labeled AVIONICS POWER, controls electrical power from the airplane primary bus to the avionics bus. The switch is located next to the ALT and BAT Master switches and is ON in the up position and off in the down position. Typically, the switch is used to energize or de-energize all avionics on the Avionics Non-essential and Avionics Essential buses simultaneously. With the switch in the off position, no electrical power will be applied to the avionics equipment, regardless of the position of the master switch or the individual equipment switches. The AVIONICS POWER switch should be placed in the off position prior to turning the master switch ON or off, starting the engine, or applying an external power source.
Low-Volts Warning Light

The airplane is equipped with a red LOW VOLTS warning light in the annunciator panel located on the left side of the instrument panel. The alternator control unit (ACU) located within the master control unit (MCU) which is mounted on the engine side of the firewall operates the warning light. In the event an over-voltage condition occurs, the alternator control unit (ACU) automatically removes alternator field current to shut down the alternator. With the alternator off line, the battery supplies system current and a discharge rate is indicated on the ammeter. Under
7-39
Cirrus Design SR20
these conditions, depending on electrical system load, the LOW VOLTS warning light will illuminate when system voltage drops below 25.5 .35 volts. Turning the ALT MASTER switch off and back on again may reset the alternator control unit. If the warning light does not illuminate, normal alternator charging has resumed. If the light illuminates again, a malfunction has occurred.
s Note s
Illumination of the LOW VOLTS warning light and ammeter discharge indications may occur during low RPM conditions with an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. Warning light operation can be tested by turning the landing light on and momentarily turning off the master switch ALT portion while leaving the BAT portion ON.
Volt / Amp Meter

A 2 combination Volts and Ampere meter is mounted on the right instrument panel immediately outboard of the oil temperature and pressure gage. The indicator is internally lighted. 28 VDC for instrument lighting is supplied through the 2-amp Instrument Lights circuit breaker on Main Bus 1. The VOLT pointer sweeps a scale from 16 to 32 volts. Refer to Section 2 (Limitations) for instrument limit markings. The voltage indication is measured off the essential bus. The AMP pointer sweeps a scale from 60 to +60 amps with zero at the 9 oclock position. The amps indication is derived from a current shunt located in the electrical system master control unit (MCU). When the engine is operating and the master switch is turned on, the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the battery discharge rate.
7-40
Cirrus Design SR20
Circuit Breakers and Fuses

Individual electrical circuits connected to the Main, Essential, and Non-essential buses in the airplane are protected by re-settable circuit breakers mounted on the left side of the center console. The airplane Essential bus is supplied from the Main Buses through the 20-amp ESSENTIAL 1 and ESSENTIAL 2 circuit breakers. Avionics loads on the Non-essential Avionics Bus and Essential Avionics Bus are protected by 15-amp AVIONICS circuit breakers connected to the respective bus through relays energized by the AVIONICS switch. In addition to the individual circuit breakers, 25-amp fuses located on the primary bus in the Master Control Unit (MCU) protect the Main Bus 1, Main Bus 2, and the Non-Essential Bus. Additionally, 15-amp fuses protect the landing light and standby vacuum pump circuits. The clock is continuously powered through a 5-amp fuse connected to the primary bus in the MCU.
Ground Service Receptacle

A ground service receptacle, located just aft of the cowl on the left side of the airplane, 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 MASTER switch so that the BAT MASTER must be on to apply external power. Refer to Section 8, Ground Handling, Servicing, and Maintenance, for use of external power and special precautions to be followed.
Convenience Outlet
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, cassette 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 CONVENIENCE POWER circuit breaker on the Non-essential Bus.
7-41
Cirrus Design SR20
Exterior Lighting
The airplane is equipped with standard wing tip and tail-mounted navigation lights with integral anti-collision strobe lights. The separately controlled landing light is located in the left cowl inlet.
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 3-amp NAV LIGHTS circuit breaker on Main Bus 2.
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 5-amp STROBE LIGHTS circuit breaker on Main Bus 2.
Landing Light
A Halogen landing light is mounted in the engine cowl inlet. The landing light is controlled through the LANDING light switch on the instrument panel bolster. Setting the LANDING light switch on energizes the landing light control relay in the Master Control Unit (MCU) completing a 28VDC circuit from the airplane primary bus to the light. A 15-amp fuse on the primary bus in the MCU protects the circuit.
7-42
Cirrus Design SR20
Interior Lighting
Interior lighting for the airplane consists of separately controlled incandescent overhead lights for general cabin lighting, individual lights for the pilots and passengers, and dimmable panel floodlights. The flight instruments and avionics equipment lights are dimmable.
Instrument Lights
Instrument lighting for the airplane consists of dimmable incandescent lights in the instrument bezels. The lights are controlled through the INST lights control on the instrument panel bolster. Rotating the knob clockwise energizes the lights and increases brightness. The instrument light circuits operate on 28 VDC and are protected by the 2-amp INSTRUMENT LIGHTS circuit breaker on Main Bus 1.
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 lights control on the instrument panel bolster. Rotating the knob clockwise energizes the lights and increases brightness. The panel lights operate on 28 VDC supplied through the 2-amp INSTRUMENT 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 lights are powered by 28 VDC supplied through the 3-amp CABIN FLOOD LIGHTS circuit breaker on MAIN BUS 2.
Overhead Dome Light

General cabin lighting is provided by a dome light located in the headliner at the approximate center of the cabin. The dome light is controlled through the 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 lights are powered by 28 VDC supplied through the 3-amp CABIN FLOOD LIGHTS circuit breaker on MAIN BUS 2.
7-43

AIR INLET
EN GI NE
Cirrus Design SR20
HVAC PLENUM CABIN HEAT/ DEFROST SELECT
HEAT MUFF
HA EX T US
HEAT OFF
TEMP. CONTROL
COLD WINDSHIELD DEFROST DIFFUSER
FRESH AIR INTAKE
CREW OUTLETS
FRESH AIR INTAKE
CREW OUTLETS
PASSENGER OUTLET
PASSENGER OUTLET
FRESH AIR OUTLET
FRESH AIR OUTLET
CONDITIONED AIR FRESH AIR MECHANICAL CONNECTION
SR2_FM10_1012A
Figure 7-11 Heating & Ventilation 7-44
Cirrus Design SR20
Environmental System
Cabin heating and ventilation is accomplished by supplying conditioned air for heating and windshield defrost and fresh air for ventilation. The conditioned air system consists of a heater muff (heat exchanger) around the right engine exhaust muffler, an air mixing plenum, air ducting for distribution, a windshield diffuser, forward outlet valves, and cable controls for selecting temperature and flow. Ventilation air is provided by ducting fresh air from air inlets, located in each wing leading edge, to eyeball outlets for each occupant. Each occupant can direct the fresh air flow by positioning the nozzle or control flow rate from off to maximum by rotating the nozzle. Heating is accomplished by mixing ventilation air from the fresh air inlets with heated air from the heat exchanger and then distributing the conditioned air to the occupants and/or the windshield diffuser. Air for heating is supplied by an inlet in the engine compartment to a muff-type heat exchanger surrounding the right engine exhaust muffler. This heated air is allowed to mix with fresh air from the wing root air inlets in the air mixing plenum behind the instrument panel. The proportion of heated to fresh air is pilot controllable. The mixed (conditioned) air is then directed to the passenger outlets and/or to the windshield diffuser. Conditioned air outlets for the forward occupants are directionally controllable and are located beneath the instrument panel at each position at knee level. Outlets for the rear occupants are at floor level. The temperature, volume, and flow selection are regulated by manipulation of the cabin temperature and cabin air selector knobs on the lower right side of the instrument panel.
Cabin Heat Control

The amount of heated air allowed into the air mixing plenum is controlled by rotating the Cabin Heat Control, located inboard of the Cabin Air Selector. The control is mechanically linked to a door in a heater box between the heater muff and the mixing plenum. Rotating the control full counterclockwise (HEAT OFF) bypasses heated air from the heater muff into the engine compartment. Rotating the control clockwise opens the door in the heater box allowing heated air to enter the mixing plenum.
7-45
Cirrus Design SR20
Cabin Cooling Control

The amount of cooling air allowed into the air mixing plenum is controlled by rotating the Cabin Cool Control, located outboard of the Cabin Air Selector. The control is mechanically linked to a butterfly valve at the fresh air entrance to the mixing plenum. Rotating the control full counterclockwise shuts down cooling airflow to the mixing plenum from the fresh air inlet in the right wing root. Rotating the control clockwise opens the butterfly allowing fresh cooling air to enter the mixing plenum. Rotating the knob to the full clockwise (COLD) position provides maximum cooling airflow to the mixing plenum.
Cabin Air Selector

Conditioned air from the mixing plenum can be proportioned and directed to the windshield or passengers by manipulating the Cabin Air Selector. The control is linked to a door at the outlet end of the mixing plenum. Rotating the control full counterclockwise to the miniature windshield shuts off airflow to the passenger air distribution system and allows maximum airflow to the windshield diffuser. Rotating the knob full clockwise to the seated person icon shuts off airflow to the windshield diffuser and allows maximum airflow to the passenger air distribution system. The control can be positioned to allow any proportion of windshield and passenger air. Conditioned air for the forward seats is routed to outlets under the instrument panel at knee level. Conditioned air for the aft seats is ducted to outlets beneath the forward seats near the door posts and exits at floor level.
7-46
Cirrus Design SR20
AIRSPEED INDICATOR
TEMP C
30 +
ALTIMETER
0
VERTICAL SPEED INDICATOR

10
5
30
200 180
160 140
0
P. A 0 2 4 6 L T
40 60 80
9 8
1 2 0
15
AIRSPEED
KNOTS
AIRSPEED VERTICAL
20 SPEED
5
ALTITUDE TRANSDUCER (OPTIONAL)
PITOT MAST STATIC BUTTONS
HEATER
0 160 15
14
120
13 0
100
7 AIRSPEED 3 ALTITUDE 6 4 5
10
15
120
ALTITUDE DIGITIZER
ALTERNATE STATIC AIR SOURCE
PITOT-STATIC WATER TRAPS
CURRENT SENSOR PITOT HEAT CB
LOGIC
PITOT HEAT ANNUNCIATOR
7.5A
PITOT HEAT SW
SR2_FM07_1013C
Figure 7-12 Pitot-Static System 7-47
Cirrus Design SR20
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.
Airspeed Indicator
Indicated and true airspeeds are indicated on a dual-scale, internally lit precision airspeed indicator installed in the pilots instrument panel. The instrument senses difference in static and pitot pressures and displays the result in knots on a airspeed scale. A single pointer sweeps an indicated airspeed scale calibrated from 40 to 220 knots. The zero index is at the 12 oclock 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. Refer to Section 2 (Limitations) for instrument limit markings
Vertical Speed Indicator

Airplane rate of climb or descent in feet per minute is displayed on the internally lit Vertical Speed indicator installed in the pilots instrument panel. The instrument senses rate of change in static pressure from a reference pressure and displays the result in climb or descent feet per minute (FPM). Climb is indicated by clockwise rotation of the pointer from zero and descent is indicated by counter clockwise rotation. The 0 (zero) reference point is at the 9 oclock position. The scale is calibrated from 0 to 2000 FPM in 100-FPM increments in both the UP and DOWN directions.
Altimeter
Airplane altitude is depicted on a conventional, three-pointer, internally lit barometric altimeter installed in the pilots instrument panel. The instrument senses the local barometric pressure adjusted for altimeter setting and displays the result on the instrument in feet. The altimeter 7-48
Cirrus Design SR20
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 to 2 (20,000 feet with each increment equal to 2000 feet). Barometric windows on the instruments 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.
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. Pitot heat should be used only when required. The pitot heat system operates on 28 VDC supplied through the 7.5-amp PITOT HEAT/ENCODER HEAT circuit breaker on the Non-essential Bus.
Pitot Heat Light

Illumination of the amber PITOT HEAT caution light indicates that the Pitot Heat switch is in the on position and the pitot heater is not receiving electrical current. A current sensor on the pitot heater power supply wire provides current sensing. The PITOT HEAT warning light operates on 28 VDC supplied through the 2-amp ANNUNC PWR circuit breaker on the Essential Bus.

An alternate static pressure source valve is installed on the switch and control panel to the right of the pilots 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 airspeed calibration and altitude for corrections to be applied.
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Cirrus Design SR20
Vacuum System
The airplane vacuum system provides the vacuum necessary to operate the attitude gyro and directional gyro. The system consists of an engine-driven vacuum pump, an electric vacuum pump for backup, two vacuum switches, two annunciators, a vacuum manifold, a vacuum regulator, vacuum system air filter, and the vacuum-driven instruments (including a suction gauge). The backup portion of the system operates automatically to provide vacuum for the instruments should the engine-driven vacuum pump fail. The back-up function is fully automatic and requires no pilot action. The electric vacuum pump operates on 28 VDC supplied through a 15-amp fuse on the airplanes primary bus in the Master Control Unit (MCU). Electric vacuum pump control circuits are protected by the 2-amp STANDBY VACUUM circuit breaker on the circuit breaker panel.
s Note s
For extended ground maintenance, disable standby vacuum pump by pulling the STANDBY VACUUM circuit breaker. During the engine starting procedure when the battery master switch is turned ON, the following sequence will occur: 1. The red VACUUM annunciator light will come on. The standby vacuum pump will start and the amber AUX VAC light will come on. After a short delay, the attitude indicator GYRO flag will go out of view. 2. After the engine is started, the red VACUUM annunciator light will go out. The standby pump will stop and the amber AUX VAC light will go out.
Suction Gauge
The suction gauge, located on the far right side of the instrument panel, is calibrated in inches of Mercury (Hg). The gauge indicates suction available for operation of the attitude and directional gyros. The desired suction range is 4.5 to 5.4 inches of Hg. A suction reading out of this range may indicate a system malfunction or improper adjustment. The attitude and directional indicators should not be considered reliable when the suction gauge indicates out of range.
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Cirrus Design SR20
MCU 15A FUSE ELECTRIC (Standby) VACUUM PUMP ENGINE-DRIVEN VACUUM PUMP
2A
STANDBY VACUUM (CB PANEL)
VACUUM
VACUUM SWITCHES
AUX VAC
CHECK VALVES
G Y R O
10
10
10
10
VACUUM REGULATOR
20
20
CIRRUS
FOAM FILTER
ATTITUDE GYRO
5 4
S
6
N UC T IO
SUCTION GAGE
N W
INSTRUMENT AIR FILTER (PAPER)
DIRECTIONAL GYRO
SR2_FM07_1017B
Figure 7-13 Vacuum System

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Cirrus Design SR20
s Note s
The attitude GYRO flag will drop if the attitude indicator is not receiving adequate vacuum for operation.
Vacuum Warning Light

Illumination of the red VACUUM warning light in the annunciator panel indicates failure of the engine driven vacuum pump or that the airplanes engine is not operating. A vacuum switch in the vacuum line between the engine-driven vacuum pump and the vacuum manifold illuminates the VACUUM warning light on low vacuum in the line. In addition to illuminating the VACUUM warning light, the switch also trips a relay energizing the back-up electric vacuum pump. This condition exists whenever the BAT Master switch is on and the engine is not operating (such as before start) or in the event the enginedriven vacuum pump fails. The VACUUM warning light operates on 28 VDC supplied through the 2-amp ANNUNC PWR circuit breaker on the Essential Bus.
Aux Vac Caution Light

Illumination of the amber AUX VAC caution light in the annunciator panel indicates that the electric (back-up) vacuum pump is supplying vacuum. A vacuum switch in the vacuum line between the electric vacuum pump and the vacuum manifold illuminates the light on rising vacuum in the line. Normally, the light will be illuminated whenever electrical power is on the airplane and the engine-driven vacuum pump is not operating. The AUX VAC caution light operates on 28 VDC supplied through the 2-amp ANNUNC PWR circuit breaker on the Essential Bus.
Attitude Gyro
The attitude gyro gives a visual 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 section have pitch reference lines useful for pitch attitude control. This indicator is 7-52
Cirrus Design SR20
operable and can follow maneuvers through 360 in roll and 360 in pitch. A knob at the bottom of the instrument is provided for adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication. The instrument is vacuum driven and incorporates a red GYRO flag to indicate insufficient vacuum for operation. Upon start, the flag pulls when vacuum passes approximately 4 inches Hg differential. If the vacuum differential approaches 1 inch Hg, the flag drops into view.
Directional Gyro
The directional gyro, in the left instrument panel, displays airplane heading by rotating a compass dial in relation to a fixed simulated airplane image and lubber line. The compass dial rotates counter clockwise for right turns. A knob, labeled HDG REF, on the lower right corner of the instrument is used to set the day-glo yellow heading bug. The compass dial should be set in agreement with the magnetic compass just prior to takeoff. As the gyro will precess slightly over a period of time, the directional gyro compass dial should be re-adjusted occasionally on extended flights. To adjust compass card: 1. Push and hold knob at lower left corner of instrument. 2. While holding knob in, rotate knob to adjust gyro compass dial with current magnetic heading. 3. Release knob.
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Cirrus Design SR20
Stall Warning System

The airplane is equipped with an electro-pneumatic stall warning system to provide audible warning of an approach to aerodynamic stall. The system consists of an inlet in the leading edge of the right wing, a pressure switch and associated plumbing, and a piezoceramic horn behind the instrument panel. 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 sense inlet, a slight negative pressure is sensed by the pressure switch. The pressure switch completes a ground circuit causing the warning horn to sound. The warning horn provides a 94dB continuous 2800 Hz tone. 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 ANNUNCIATOR POWER circuit breaker on the Essential Bus. The system is also powered from the airplane battery through the clock bus when the BAT MASTER is off. Additionally, in the event of a total electrical power failure, power will be supplied from the turn coordinator back-up batteries. Stall warning system preflight check: 1. Place a clean handkerchief over the vent opening. 2. Use mouth or small suction cup and apply suction. A sound from the warning horn will confirm that the system is operative.
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.
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Autopilot
s Note s The airplane may be equipped with the standard S-TEC System Twenty Autopilot, an optional S-TEC System Thirty Autopilot, or an optional S-TEC System 55 autopilot. Refer to the applicable FAA Approved Airplane Flight Manual Supplement and the applicable Pilots Guide for additional description as well as specific limitations and operating procedures for the SR20.
The standard SR20 is equipped with an S-TEC System Twenty Autopilot. This single-axis autopilot system is a rate-based system, deriving roll axis control inputs from its electric turn coordinator. The programmer, computer, annunciators, and servo amplifier are contained entirely within the turn coordinator case. Pilot inputs to the autopilot are made through the multi-function control knob at the upper left corner of the turn coordinator. The control knob provides mode selection, power up, disengage, and turn command functions. The turn coordinator instrument annunciates system modes. The autopilot may be disengaged using either the multi-function control knob or by pressing down on the trim switch on either control yoke handle. The autopilot drives the aileron trim motor and spring cartridge to control airplane roll. 28 VDC for autopilot operation is supplied through the 5-amp AUTOPILOT circuit breaker located on Main Bus 1. The S-Tec System Twenty Autopilot features: Roll Stabilization. Turn Command. Heading Hold interfaced with DG coupled heading bug. NAV/LOC/GPS tracking; HI and LO sensitivity.
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Cirrus Design SR20
Turn Coordinator
The electric turn coordinator, installed in the instrument panel, displays roll information and provides roll data to the autopilot. Additionally, autopilot engage, disengage, mode select, and mode annunciation are integrated into the turn coordinator display and control knob. Roll rate is sensed by a single-gimbal, electrically powered gyro and displayed on the face of the instrument. The display consists of a symbolic airplane that rotates to indicate turn rate and a standard glass tube and ball inclinometer. Markings on the instrument labeled L & R indicate roll for a standard rate turn in the direction indicated. Power for gyro operation is supplied through the 5-amp TURN COORDINATOR circuit breaker on the Essential Bus. Back-up power for turn coordinator gyro operation is supplied by a 27-volt battery pack.
Turn Coordinator Power Switch

The electrical power source for the turn coordinator is controlled through the ELEC FLT INST PWR switch located immediately below the turn coordinator. The switch has two positions: NORM and EMER. When the switch is set to NORM, electrical power for turn coordinator is supplied through the 5-amp TURN COORDINATOR circuit breaker on the Essential Bus. Should the normal electrical system fail, setting the switch to EMER will power the turn coordinator through a 27-volt battery pack. The switch is left in the NORM position for all normal operations. The batteries must be replaced at specified intervals based upon the date appearing on the battery (refer to SR-20 Airplane Maintenance Manual) and after each use to power the turn coordinator.
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Avionics and Navigation

s Note s
The following paragraphs and equipment descriptions describe the standard avionics in the SR20. For detailed descriptions of specific avionic equipment, operating procedures, or data for optional avionic equipment, refer to the equipment manufacturers pilots guide and the FAA Approved Airplane Flight Manual Supplement in Section 9 for specific information regarding the SR20 installation. The standard avionics suite is designed to provide the pilot with the most information in a format that is easily interpreted for best situational awareness. The avionics components are mounted in the center console and are easily accessible from either pilot seat. Standard Avionics System: Integrated Audio System with Intercom (Garmin GMA 340) The audio panel allows the selection of radio inputs to each pilot's headset, selection of transmitting functions, and intercom. Marker Beacon Receiver (Garmin GMA 340) The marker beacon receiver and annunciation functions are integrated into the airplane audio system. IFR approach-certified GPS (Garmin GNS 430) The standard avionics in the SR20 is based on using Global Positioning System (GPS) as the primary navigation system. The GPS receiver provides position and track error data to the CDI and ARNAV moving map display. The Garmin GNS 430 also includes a VHF communications transceiver (COM 1), a VHF navigation receiver (NAV 1), and a moving map display. Two VHF Communications (COM) Transceivers The COM transceivers provide VHF communications, as well as frequency storage and selection. COM 1 is integrated into the Garmin GNS 430 and COM 2 is integrated into the Garmin GNC 250XL. Navigation (NAV) Receiver (VOR/LOC/GS) A navigation receiver using the standard VHF system is integrated into the Garmin GNS-430. This receiver allows VOR navigation and Instrument Landing System (ILS) approaches including localizer and glideslope tracking.
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Cirrus Design SR20
Mode C Transponder with altitude encoder (Garmin GTX 320) A digital altitude digitizer provides altitude information to transponder and GPS receiver ARNAV Moving Map Display The moving map display shows airplane position in pictorial representation on a moving map. The GPS navigator in the GARMIN GNS 430 automatically provides position information. Course Deviation Indicator (CDI) The CDI provides course deviation with respect to VOR, Localizer (LOC), and Glideslope (G/S) when VLOC is the selected navigation source and track deviation with respect to a GPS track when GPS is the selected navigation source. Avionics Master Switch Provides electrical power to airplane avionics. Powers up ARNAV Moving Map Display.
Avionics Power Switch

Refer to Avionics Power Switch description under Electrical System in this section for a complete description of the Avionics Power Switch Functions.
Course Deviation Indicator

The Course Deviation Indicator (CDI) displays course deviation from a VOR, Localizer (LOC) or Glideslope when VLOC is the selected navigation source on the GNS 430 and displays GPS track deviation when GPS is the selected navigation source. Navigation source selection is made using the CDI button on the GNS 430 control. The instrument is a dual deviation bar VOR/LOC/Glideslope course deviation indicator. The vertical line displays VOR/LOC or GPS track deviation against a 5-dot scale. The horizontal line displays glideslope deviation against a 5-dot scale. The indicator incorporates TO/FROM annunciation, NAV flag, and GS flag. An OBS knob is used to manually rotate the azimuth card to the desired bearing. 28 VDC for instrument lighting is supplied through the 2-amp INSTRUMENT LIGHTS circuit breaker on Main Bus #1.
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Cirrus Design SR20
Audio System
The Garmin GMA 340 audio control unit, located in the center console, provides audio amplification, audio selection, marker beacon control, and a voice activated intercom system for the cabin speaker, headsets, and microphones. The system allows audio switching for up to three transceivers (COM 1, COM 2, and COM 3) and five receivers (NAV 1, NAV2, ADF, DME, and MKR). In addition, there are two unswitched audio inputs for telephone ringer and altitude warning. Additional inputs are provided for two individual personal entertainment devices. Push buttons select the receiver audio source provided to the headphones. A fail-safe mode connects the pilot headphone and microphone to COM 1 if power is removed or if the Mic Selector switch is turned to the OFF position. Headset/Microphone Installation The airplane is equipped with provisions for four noise-cancelling headsets with integrated microphones. The forward microphone-headsets use 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. The microphone (MIC), headset, and automatic noise reduction (ANR) power jacks for the pilot and front seat passenger are located in the map case and similar jacks for the aft passengers are located on the aft portion of the center console. Audio to all four headsets is controlled by the individual audio selector switches on the audio control panel and adjusted for volume level by using the selected receiver volume controls. Audio Input Jack Two audio input jacks are provided on the aft portion of the center console. One jack is located near the convenience outlet for use by the pilot and forward passenger, and another is located further aft by the rear passenger ANR power jacks. These jacks can be used to plug in personal entertainment devices such as portable radios, cassette players, or CD players. Audio volume is controlled by the individual entertainment device.
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Cirrus Design SR20
ARNAV Multi-Function Display

The ARNAV moving map display provides visual advisory of the airplanes GPS position against a moving map. The information displayed supplements CDI course deviation and is advisory only. The moving map display must not be used as the primary navigation instrument.
s Note s
Refer to the ARNAV ICDS 2000 Pilots Operation Handbook, P/N 572-0550 dated May 1998 or later revision for detailed operating procedures for the ARNAV display. Cirrus Design recommends that the ARNAV ICDS 2000 database be updated periodically. Database updates are available from ARNAV. Subscriptions are available for 28-day cycles or as single updates. The ARNAV system can perform the following functions: Generate and display a moving map based on GPS position data. Display a GPS flight plan based on pilot inputs. Display up to eight user defined checklists. The pilot can configure the moving map display. Some of its configuration features are: Scale selectable in a wide range. Terrain features, such as airports and special use airspace. Display navigation data, such as groundspeed and track. The map display provides the pilot with a real time, clear picture of the airplane's position at all times.
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Cirrus Design SR20
GPS Navigation
The airplane is equipped with two GPS navigators. The Garmin GNS 430 navigator is the primary system, is IFR certified, and is coupled to the airplanes CDI and ARNAV moving map display. The Garmin GNC 250XL provides backup and is approved for VFR use only. GPS1 navigators are capable of providing IFR en route, terminal, and approach navigation with position accuracies better than 15 meters. GPS1 utilizes the Global Positioning System (GPS) satellite network to derive the airplanes position (latitude, longitude, and altitude) and the altitude digitizer to enhance the altitude calculation. The GPS1 antenna is located above the headliner along the airplane centerline. The GPS2 antenna is located below the glareshield and behind the ARNAV MFD. All GPS navigator controls and functions are accessible through the GPS receiver units front control panels located in the center console. The panels include function keys, power switches, MSG and Nav status annunciators, a color LCD display (GNS 430), a monochromatic display (GNC 250XL), two concentric selector knobs on each panel, and a Jeppesen NavData card slot in each panel. The displays are daylight readable and automatically dimmed for low-light operation. The GNS 430 navigator is powered by 28 VDC through the 5-amp GPS1 and 7.5-amp COM1 circuit breakers on the Avionics Essential Bus. The GNC 250XL navigator is powered by 14 VDC through a 28 to 14 VDC converter mounted under the center console. 28 VDC to power the voltage converter is supplied through the 7.5amp COM2 circuit breaker on the Avionics Non-essential Bus. The Jeppesen Navigation Database provides access to data on Airports, Approaches, Standard Instrument Departures (SIDs), Standard Terminal Arrivals (STARs), VORs, NDBs, Intersections, Minimum Safe Altitudes, Controlled Airspace Advisories and Frequencies. North American and International databases are available. Database information is provided on a card that can be inserted into the card slot on the GPS unit. Subscription information is provided in a subscription packet provided with each system.
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Communication (COM) Transceivers

Two VHF communications (COM) transceivers are installed to provide VHF communication. The transceivers and integrated controls are mounted in the Garmin GNS 430 and GNC 250XL units. The transceivers receive all narrow- and wide-band VHF communication transmissions transmitted within range of the selected frequency. The antennas pick up the signals and route the communication signals to the transceivers, which digitize the audible communication signal. The digitized audio is then routed to the audio control unit for distribution to the speakers or headphones. COM 1 The Garmin GNS 430 (upper unit) is designated COM 1. The Garmin GNS 430 control panel provides COM 1 transceiver active and standby frequency indication, frequency memory storage, and knob-operated frequency selection. The COM 1 transceiver provides either 720-channel (25 kHz spacing) or 2280-channel (8.33 kHz spacing) operation in a frequency range from 118.000 to 136.975 MHz. The COM 1 antenna is located above the cabin on the airplane centerline. 28 VDC for COM 1 transceiver operation is controlled through the Avionics Master Switch on the bolster switch panel and supplied through the 7.5-amp COM 1 circuit breaker on the Essential Avionics Bus. COM 2 The Garmin GNC 250XL (lower unit) is designated COM 2. The Garmin GNC 250XL control panel provides COM 2 transceiver active and standby frequency indication, frequency memory storage, and knob-operated frequency selection. The COM 2 transceiver provides 760-channel (25 kHz spacing) operation in a frequency range from 118.000 to 136.975 MHz. The COM 2 antenna is located on the underside of the cabin on the airplane centerline. 14 VDC for COM 2 transceiver operation is controlled through the Avionics Master Switch on the bolster switch panel and supplied through the 28 to 14 VDC voltage converter from the 7.5-amp COM 2 circuit breaker on the Non-essential Avionics Bus.
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Navigation (Nav) Receiver

The Garmin GNS 430 provides an integrated Navigation (NAV) receiver with VHF Omnirange/Localizer (VOR/LOC) and Glideslope (G/S) capability. The VOR/LOC receiver receives VOR/LOC on a frequency range from 108.000 Mhz to 117.950 Mhz with 50 kHz spacing. Glideslope is received from 329.150 to 335.000 in 150 kHz steps. The Nav receiver controls are integrated into the Garmin GPS 430 control mounted in the center console. The receiver control provides active and standby frequency indication, frequency memory storage, and knob-operated frequency selection. IDENT audio output for VOR and LOC is provided to the audio system. The Nav antenna is mounted on top of the vertical tail. 28 VDC for navigation receiver operation is controlled through the Avionics Master Switch on the bolster switch panel and supplied through the 5-amp GPS1 circuit breaker on the Avionics Non-essential Bus.
Transponder
The airplane is equipped with a single Garmin GTX 320 ATC Mode C (identification and altitude) transponder with squawk capability. The transponder system consists of the integrated receiver/transmitter control unit, an antenna, and an altitude digitizer. The receiver/transmitter receives interrogations from a ground-based secondary radar transmitter and then transmits to the interrogating Air Traffic Control Center. Digitized altitude information is provided by the altitude digitizer (encoder) plumbed into the airplane static system. The transponder and integrated controls are mounted in the center console. The transponder control provides active code display, code selection, IDENT button, and test functions. The display is daylight readable and dimming is operator controlled through the INST lights control on the instrument panel bolster. The transponder antenna is mounted on the underside of the fuselage just aft of the firewall. 28 VDC for transponder operation is controlled through the Avionics Master Switch on the bolster switch panel. 28 VDC for receiver, transmitter, and altitude encoder operation is supplied through the 2amp ENCODER/TRANSPONDER circuit breaker on the Avionics Essential Bus.
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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 to the right of the airplane centerline. The main transmitter control switch, labeled ON-OFFARMED, on the transmitter is in the armed position for normal operations. A remote switch and indicator panel is installed immediately below the circuit breaker panel. The transmitter unit is mounted longitudinally in the airplane in order to detect deceleration greater than 3.5 ft/sec. 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 attached portable antenna are accessible through an access at the base of the baggage compartment bulkhead. 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 SR-20 Airplane Maintenance Manual). ELT Remote Switch and Indicator Panel The ELT remote switch and indicator panel located immediately below the circuit breaker panel, 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 SR-20 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: 1. Remove access at lower aft center of baggage compartment. 2. Disconnect fixed antenna lead from front of unit. 7-64
Cirrus Design SR20
3. Disconnect lead from remote switch and indicator unit. 4. Loosen attach straps and remove transmitter unit and portable antenna. 5. Attach portable antenna to antenna jack on front of unit. 6. Set main control switch to ON. 7. Hold antenna upright as much as possible.
Digital Clock
The airplane is equipped with a 2 Davtron M803 digital clock located on the left instrument panel immediately outboard of the airspeed indicator. The clock provides Universal Time (UT), Local Time (LT), Elapsed Time (ET), Outside Air Temperature (OAT) in C or F, and Voltmeter functions. The Flight Time (FT) feature is not functional in this installation. All features and functions are selectable from control buttons on the clock face. The clock receives the OAT signal from a temperature sensor installed immediately forward of the pilots door. The clock operates on 28VDC supplied through a 5-amp fuse connected to the airplane primary bus in the Master Control Unit (MCU). A replaceable AA battery is installed to provide up to three years battery back up. SEL and CTL Buttons All time keeping and set functions are addressable using the Select and Control buttons below the time display. Upon power up the clock will display Universal Time (UT). Pressing the Select button 3 times will display Local Time (LT), Flight Time (FT), and Elapsed Time (ET) sequentially. Pressing the button again will return the display to UT. Set UT or LT Use the Select button to select UT or LT as desired. Simultaneously press Select and Control buttons (tens of hours LED will flash). Press Control button repeatedly as required to increment digit to desired value. Press Select button to select the next digit to be set. After all digits have been set, press the Select button again to return to the normal mode. Flight Time (FT) The flight time (FT) function is inoperative in this installation. When FT is selected, the display will zero. Elapsed Time (ET) The ET mode may be used in either count-up or in count-down modes.
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To set the count-up mode: 1. Select ET using the Select button; and 2. Press Control to activate count-up timer. Elapsed time counts up to 59 minutes, 59 seconds, and then switches to hours and minutes. Pressing the Control button again will reset the timer to zero. To set the count-down mode: 1. Select ET using the Select button; 2. Input a count-down time using the same technique as setting UT or LT (a maximum of 59 minutes, 59 seconds may be entered); 3. Press the Select button to exit the set mode; and 4. Press Control to start the count down. At zero, the alarm activates and the display flashes. Pressing either Select or Control deactivates the alarm. Test Mode to enter the self-test mode, hold the Select button for 3 seconds. The display will indicate 88:88 and all four (UT, LT, FT, ET) annunciators will come on. OAT VOLTS Button The red OAT-VOLTS button is used to display Outside Air Temperature and airplane bus voltage. When the airplane is powered down, the upper display will display the clocks back-up battery voltage. Upon power up, the display will show the airplanes bus voltage. Pressing the button displays OAT in F. Pressing the button again displays OAT in C.
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Cirrus Airplane Parachute System

The SR20 is equipped with a Cirrus Airplane Parachute System (CAPS) designed to bring the aircraft and its occupants to the ground in the event of a life-threatening emergency. The system is intended to saves the lives of the occupants but will most likely destroy the aircraft and may, in adverse circumstances, cause serious injury or death to the occupants. Because of this it is important to carefully read the CAPS descriptions in this section, section 3 Emergency Procedures and Section 10, Safety and consider when and how you would use the system.
s WARNING s
The parachute system does not require electrical power for activation and can be activated at any time. The solid-propellant rocket flight path is upward from the parachute cover. Stay clear of parachute canister area when aircraft is occupied. Do not allow children in the aircraft unattended.
System Description
The CAPS consists of a parachute, a solid-propellant rocket to deploy the parachute, a rocket activation handle, and a harness imbedded within the fuselage structure. A composite box containing the parachute and solid-propellant rocket is mounted to the airplane structure immediately aft of the baggage compartment bulkhead. The box is covered and protected from the elements by a thin composite cover. The parachute is enclosed within a deployment bag that stages the deployment and inflation sequence. The deployment bag creates an orderly deployment process by allowing the canopy to inflate only after the rocket motor has pulled the parachute lines taut. The parachute itself is a 2400-square-foot round canopy equipped with a slider, an annular-shaped fabric panel with a diameter significantly less than the open diameter of the canopy. The slider has grommets spaced around its perimeter. The canopy suspension lines are routed through these grommets so that the slider is free to move along the suspension lines. Since the slider is positioned at the top of the suspension lines near the canopy, at the beginning of the deployment sequence the slider limits the initial diameter of the parachute and the rate at which the parachute inflates. As the slider moves down the suspension lines the canopy inflates.
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Cirrus Design SR20
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 pilots 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 handle removes it from the o-ring seal that holds it in places and takes out the approximately six inches of slack in the cable connecting it to the rocket. Once this slack is removed, further motion of the handle arms and releases a firing pin, igniting the solid-propellant rocket in the parachute canister.
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 gs. 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 aircraft is hanging nose-low beneath the canopy. Eight seconds after deployment, the rear riser snub line will be cut and the aircraft tail will drop down into its final approximately level attitude. Once stabilized in this attitude, the aircraft may yaw slowly back and forth or oscillate slightly as it hangs from the parachute. Descent rate is expected to be between 1600 and 1800 feet per minute with a lateral speed equal to the velocity of the surface wind. In addition, surface winds may continue to drag the aircraft after ground impact. 7-68
Cirrus Design SR20
s CAUTION s
Ground impact is expected to be equivalent to touchdown from a height of approximately 10 feet. While the airframe, seats and landing gear are designed to accommodate this stress, occupants must prepare for it in accordance with the CAPS Deployment procedure in Section 3 - Emergency Procedures.
s Note s
The CAPS is designed to work in a variety of aircraft 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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Cirrus Design SR20
Section 8 Handing, Servicing, Maintenance
Section 8 Handling, Service, & Maintenance

Table of Contents
Introduction ..................................................................................... 8-3 Operators Publications ................................................................... 8-3 Service Publications........................................................................ 8-3 Ordering Publications...................................................................... 8-4 Airplane Records and Certificates .................................................. 8-5 Airworthiness Directives.................................................................. 8-6 Airplane Inspection Periods ............................................................ 8-6 Pilot Performed Preventative Maintenance ................................. 8-7 Ground Handling ............................................................................. 8-9 Application of External Power...................................................... 8-9 Towing ....................................................................................... 8-10 Taxiing....................................................................................... 8-11 Parking ...................................................................................... 8-12 Tiedown......................................................................................... 8-13 Leveling ..................................................................................... 8-13 Jacking ...................................................................................... 8-14 Raise Airplane ....................................................................... 8-14 Lower Airplane ....................................................................... 8-14 Servicing ....................................................................................... 8-15 Landing Gear Servicing ............................................................. 8-15 Brake Servicing ......................................................................... 8-15 Tire Inflation............................................................................... 8-16 Propeller Servicing .................................................................... 8-16 Oil Servicing .............................................................................. 8-17 Approved Oils ............................................................................ 8-17 Fuel Requirements .................................................................... 8-20 Filling Fuel Tanks ...................................................................... 8-20 Fuel Contamination and Sampling ............................................ 8-21 Draining Fuel System ................................................................ 8-22 Battery Service.............................................................................. 8-22 Cleaning and Care ........................................................................ 8-23 Cleaning Engine Compartment ................................................. 8-23 Cleaning Landing Gear.............................................................. 8-23 Cleaning Exterior Surfaces........................................................ 8-24 Cleaning Windshield and Windows........................................... 8-24
8-1
Section 8 Handling, Servicing, Maintenance
Cirrus Design SR20
Cleaning Headliner, Side Panels and Seats ............................. 8-25 Cleaning Carpets ...................................................................... 8-25
8-2
Cirrus Design SR20
Introduction
This section provides general guidelines for handling, servicing and maintaining your Cirrus Design SR20. 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.
Operators Publications
The FAA Approved Airplane Flight Manual and Pilots Operating Handbook (POH) is provided at delivery. Additional or replacement copies may be obtained from Cirrus Design by contacting the Customer Service Department.
Service Publications
The following service publications are available for purchase from Cirrus Design for the SR20: Airplane Maintenance Manual (AMM) GAMA-type 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 Operators 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 operators manuals at the time of delivery. Maintenance manuals, if available, may be obtained from the original equipment manufacturer.
Cirrus Design offers a Subscription Service for the Service Bulletins, Service Letters and Options Letters issued from the factory. This service is offered to interested persons such as owners, pilots and mechanics at a nominal fee. Interested parties may obtain copies and subscription service for these documents by contacting Customer Service at Cirrus Design.
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Cirrus Design SR20
Service Bulletins are of special importance. When you receive a Service Bulletin, comply with it promptly. Service Letters deal with product improvements and service hints pertaining to the aircraft. Give careful attention to the Service Letter information. Options Letters offer improved parts, kits, and optional equipment not available originally and which may be of interest to the owner. If you are not having your aircraft serviced by an Authorized Cirrus Service Center, periodically check with the Cirrus Factory to find out the latest information to keep your aircraft up to date.
Ordering Publications
SR20 publications, revision service, and service publication subscription service may be obtained by contacting Customer Service at Cirrus Design as follows: Cirrus Design Corporation Customer Service 4515 Taylor Circle Duluth, MN 55811 Phone: 218 727-2737 Telefax: 218 727-2148 Make sure to include airplane serial number and owners name in all correspondence for accurate processing of your documentation needs.
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Cirrus Design SR20
Airplane Records and Certificates

The Federal Aviation Administration (FAA) requires that certain data, certificates, and licenses be displayed or carried aboard the airplane at all times. Additionally, other documents must be made available upon request. The mnemonic acronym ARROW is often used to help remember the required documents.
s Note s
Owners of aircraft not registered in the United States should check with the registering authority for additional requirements.
Required Documents A R R O Airworthiness Certificate FAA Form 8100-2 Registration Certificate FAA Form 8050-3 Radio Station License FCC Form 556 Operating Instructions Note Must be displayed at all times Must be in operations. the aircraft for all
Required only for flight operations outside the United States FAA Approved Flight Manual and Pilots Operating Handbook fulfills this requirement Included in FAA Approved Airplane Flight Manual and Pilots Operating Handbook. Data must include current empty weight, CG, and equipment list.
Weight & Balance Data
Other Documents Airplane Logbook Engine Logbook Pilots Checklist
Note Must be made available upon request Must be made available upon request Should be available in cockpit at all times.
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Cirrus Design SR20
Airworthiness Directives
The Federal Aviation Administration (FAA) publishes Airworthiness Directives (ADs) that apply to specific aircraft and aircraft appliances or accessories. ADs are mandatory changes and must be complied with within a time limit set forth in the AD. Operators should periodically check with Cirrus Service Centers or A&P mechanic to verify receipt of the latest issued AD for their airplane.
Airplane Inspection Periods

FAR 91.409 requires that all aircraft must undergo a thorough annual inspection meeting the requirements of FAR 43. Annual inspections are based upon calendar months and are due on the last day of the twelfth month following the last annual inspection. For example: If an annual inspection were performed on 19 November 1998, the next annual inspection will be due 30 November 1999. Annual inspections must be accomplished regardless of the number of hours flown the previous year and can only be performed by a licensed Airframe and Powerplant (A&P) mechanic holding an Inspection Authorization (IA). All Cirrus Authorized Service Centers can perform annual inspections. The inspection is listed, in detail, in Chapter 5 of the Cirrus Design SR20 Maintenance Manual. If the airplane is used commercially, in addition to the annual inspection requirement, the regulation requires that the airplane undergo a 100-hour inspection each 100 hours of flight operation. The scope of the 100-hour inspection is identical to the annual inspection except that it can be accomplished by a licensed A&P mechanic. The 100-hour interval may be exceeded by not more than 10 flight hours in order to reach a place where the inspection can be accomplished. Any flight hours used to reach an inspection station must be deducted from the next 100-hour inspection interval.
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Cirrus Design SR20
Pilot Performed Preventative Maintenance

The holder of a Pilot Certificate issued under FAR Part 61 may perform certain preventive maintenance described in FAR Part 43, Appendix A. This maintenance may be performed only on an aircraft that the pilot owns or operates and which is not used in air carrier service. The regulation also stipulates that the pilot must also complete the appropriate logbook entries. The following is a list of the maintenance that the pilot may perform:
s Note s s The pilot should have the ability and manual procedures for the work to be accomplished. s The pilot may not accomplish any work involving the removal or disassembly of primary structure or operating system, or interfere with an operating system, or affect the primary structure.
Remove, install, and repair tires. Clean, grease, or replace wheel bearings Replace defective safety wire or cotter pins. Lubrication not requiring disassembly other than removal of nonstructural items such as access covers, cowlings, or fairings. Replenish hydraulic fluid in the hydraulic and brake reservoirs. Refinish the airplane interior or exterior (excluding balanced control surfaces) with protective coatings. Repair interior upholstery and furnishings. Replace side windows. Replace safety belts, seats, or seat parts with replacement parts approved for the aircraft. Replace bulbs, reflectors and lenses of position and landing lights. Replace cowling not requiring removal of the propeller. Replace, clean or set spark plug gap clearance. Replace any hose connection, except hydraulic connections, with replacement hoses. Clean or replace fuel and oil strainers, as well as replace or clean filter elements. Replace prefabricated fuel lines.
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Cirrus Design SR20
Replace the battery and check fluid level and specific gravity.
Logbook Entry After any of the above work is accomplished, appropriate logbook entries must be made. Logbook entries should contain: The date the work was accomplished. Description of the work. Number of hours on the aircraft. The certificate number of pilot performing the work. Signature of the individual doing the work. Logbooks should be complete and up to date. Good records reduce maintenance cost by giving the mechanic information about what has or has not been accomplished.
8-8
Cirrus Design SR20
Ground Handling
Application of External Power
A ground service receptacle, located just aft of the cowl on the left side of the airplane, permits the use of an external power source for cold weather starting and maintenance procedures.
s WARNING s If external power will be used to start engine, keep yourself, others, and power unit cables well clear of the propeller rotation plane.
To apply external power to the airplane:

s CAUTION s Do not use external power to start the airplane with a dead battery or to charge a dead or weak battery in the airplane. The battery must be removed from the airplane and battery maintenance performed in accordance with the appropriate Airplane Maintenance Manual procedures.
1. Ensure that external power source is regulated to 28 VDC. 2. Check BAT MASTER and AVIONICS power switches are off. 3. Plug external power source into the receptacle. 4. Set BAT MASTER to ON. 28 VDC from the external power unit will energize the primary bus. The airplane may now be started or electrical equipment operated. 5. If avionics are required, set AVIONICS power switch ON.
s CAUTION s If maintenance on avionics systems is to be performed, it is recommended that external power be used. Do not start or crank the engine with the AVIONICS power switch on.
To remove external power from airplane: 1. If battery power is no longer required, set BAT MASTER switch off. 2. Pull external power source plug.
8-9
Cirrus Design SR20
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.
s CAUTION s s While pushing the aircraft backward, the tow bar must be installed to keep the nose wheel from turning abruptly. s 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. s Do not push or pull on control surfaces or propeller to maneuver the airplane. s Do not tow the airplane when the main gear is obstructed with mud or snow. s 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 Airplane Three View (Section 1, Figure 1-1) and Turning Radius (Section 1, Figure 1-2) or 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 a fuselage just forward of the horizontal stabilizer to raise the nosewheel off the ground.
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Cirrus Design SR20
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.
s CAUTION s s Verify that taxi and propeller wash areas are clear before beginning taxi. s 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.
1. Remove chocks. 2. Start engine in accordance with Starting Engine procedure (Section 4). 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.
s CAUTION s s Observe wing clearance when taxiing near buildings or other stationary objects. If possible, station an observer outside the airplane. s 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 (Section 4).
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Cirrus Design SR20
Parking
The airplane should be parked to protect the airplane from weather and to prevent it from becoming a hazard to other aircraft. The parking brake may release or exert excessive pressure because of heat buildup after heavy braking or during wide temperature swings. Therefore, if the airplane is to be left unattended or is to be left overnight, chock and tie down the airplane. 1. For parking, head airplane into the wind if possible. 2. Retract flaps. 3. Set parking brake by first applying brake pressure using the toe brakes and then pulling the PARK BRAKE knob aft.
s CAUTION s
Care should be taken when setting overheated brakes or during cold weather when accumulated moisture may freeze a brake. 5. Chock both main gear wheels. 6. Tie down airplane in accordance with tiedown procedure in this section. 7. Install a pitot head cover. Be sure to remove the pitot head cover before flight. 8. Cabin and baggage doors should be locked when the airplane is unattended.
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Cirrus Design SR20
Tiedown
The airplane should be moored for immovability, security and protection. FAA Advisory Circular AC 20-35C, Tiedown Sense, contains additional information regarding preparation for severe weather, tiedown, and related information. The following procedures should be used for the proper mooring of the airplane: 1. Head the airplane into the wind if possible. 2. Retract the flaps. 3. Chock the wheels. 4. Secure tie-down ropes to the wing tie-down rings and to the tail ring at approximately 45-degree angles to the ground. When using rope or non-synthetic material, leave sufficient slack to avoid damage to the airplane should the ropes contract.
s CAUTION s s Anchor points for wing tiedowns should not be more than 18 feet apart to prevent eyebolt damage in heavy winds. s Use bowline knots, square knots, or locked slipknots. Do not use plain slipknots.
Leveling
The airplane is leveled longitudinally by means of a spirit level placed on the pilot door sill and laterally by means of a spirit level placed across the door sills. Alternately, sight the forward and aft tool holes along waterline 95.9 to level airplane. Refer to Section 6, Airplane Weighing Procedures and Section 6, Figure 6-2, for illustration.
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Cirrus Design SR20
Jacking
Three jacking points are provided: One at the tail tiedown, and one at each wing tiedown. Jack points (pads) are stowed in the baggage compartment. The airplane may be jacked using two standard aircraft hydraulic jacks at the wing jacking points and a weighted tailstand attached to the tail tiedown. Raise Airplane
s CAUTION s s Do not jack the aircraft outside or in open hangar with winds in excess of 10 mph. s 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.
1. Position airplane on a hard, flat, level surface. 2. Remove tiedown rings from wings. Stow tie-down rings in baggage compartment. 3. Attach a weighted tailstand to the tail tiedown ring. 4. Position jacks and jack points (pads) for jacking. Insert jack point (pad) into wing tiedown receptacle. Holding the jack point (pad) in place, position the jack under the point and raise the jack to firmly contact the jack point. Repeat for opposite jacking point. 5. Raise the airplane keeping the airplane as level as possible. 6. Secure jack locks. Lower Airplane 1. Release pressure on all jacks as simultaneously as necessary to keep airplane as level as possible. 2. Remove jacks, jack points (pads), and tailstand. Stow points in baggage compartment. Install tiedown rings in wings.
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Cirrus Design SR20
Servicing
Landing Gear Servicing
The main landing gear wheel assemblies use 15 x 6.00 x 6, six-ply rating tires and tubes. The nose wheel assembly uses a 5.00 x 5 fourply rating, type III tire and tube. 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 Airplane Maintenance Manual (AMM) procedures.
Brake Servicing
The brake system is filled with MIL-H-5606 hydraulic brake fluid. The fluid level should be checked periodically and at every annual/100-hour inspection and replenished 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 Airplane Maintenance Manual (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 MIL-H-5606 hydraulic fluid as necessary to fill reservoir. 5. Install cap, inspect area for leaks, and then install and secure engine cowling. No adjustment of the brakes is necessary. If after extended service brake linings become excessively worn, replace worn linings with new linings.
8-15
Cirrus Design SR20
Tire Inflation
For maximum service from the tires, keep them inflated to the proper pressure. Nose tire unloaded tire pressure is 40 +2/-0 psi (275 +15/-0 kPa) and the unloaded main gear tire pressure is 53 +2/-0 psi (365 +15/-0 kPa). 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. Inflate nose tire to 40 +2/-0 psi (276 +15/-0 kPa) and main wheel tires to 53 +2/-0 psi (365 +15/-0 kPa). 4. Replace valve stem cap and inspection buttons. All wheels and tires are balanced before original installation and the relationship of tire, tube, and wheel should be maintained upon reinstallation. In the installation of new components, it may be necessary to rebalance the wheels with the tires mounted. Unbalanced wheels can cause extreme vibration in the landing gear.
Propeller Servicing
The spinner and backing plate should be cleaned and inspected for cracks frequently. Before each flight the propeller should be inspected for nicks, scratches, and corrosion. If found, they should be repaired as soon as possible by a rated mechanic, since a nick or scratch causes an area of increased stress which can lead to serious cracks or the loss of a propeller tip. The back face of the blades should be painted when necessary with flat black paint to retard glare. To prevent corrosion, the surface should be cleaned and waxed periodically.
8-16
Cirrus Design SR20
Oil Servicing
The oil capacity of the Teledyne Continental IO-360-ES engine is 8 quarts. It is recommended that the oil be changed every 50 hours and sooner under unfavorable operating conditions. The following grades are recommended for the specified temperatures:
Ambient Air Temperature (Sea Level) All Temperatures Below 40 F Single Viscosity Grade SAE 30 MultiViscosity Grade 20W-50 15W-50 10W-30 20W-50 15W-50 20W-50 15W-50
Above 40 F
SAE 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. The engine should not be operated with less than six quarts of oil. Seven quarts (dipstick indication) is recommended for extended flights.
Approved Oils
For the first 25 hours of operation (on a new or rebuilt engine) or until oil consumption stabilizes, use only straight mineral oil conforming to MIL-L-6082. If engine oil must be added to the factory installed oil, add only MIL-L-6082 straight mineral oil.
s CAUTION s
MIL-C-6529, Type II straight mineral oil with corrosion preventive can cause coking with extended use and is not recommended by Cirrus Design for break-in or post break-in use. After 25 hours of operation and after oil consumption has stabilized, use only aviation lubricating oils conforming to Teledyne Continental Motors (TCM) Specification MHS24, Lubricating Oil, Ashless Dispersant, or TCM Specification MHS25, Synthetic Lubrication Oil. The following products have supplied data to TCM indicating that these oils conform to all the requirements of the above listed TCM specifications:
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Cirrus Design SR20
Product Aeroshell (R) W Aeroshell Oil W Aeroshell Oil W 15W-50 Anti-Wear Formulation Aeroshell 15W50 Aeroshell Oil W Aeroshell Oil W 15W-50 Anti-Wear Formulation Aeroshell 15W50 Aviation Oil Type A BP Aero Oil Castrolaero AD Oil Chevron Aero Oil Conoco Aero S Delta Avoil Exxon Aviation Oil EE Mobil Aero Oil Pennzoil Aircraft Engine Oil Quaker State AD Aviation Engine Oil Red Ram Aviation Oil 20W-50 Sinclair Avoil Texaco Aircraft Engine Oil Premium AD Total Aero DW 15W50 Turbonycoil 3570 Union Aircraft Engine Oil HD
Supplier Shell Australia Shell Canada Ltd.
Shell Oil Company
Phillips 66 Company BP Oil Corporation Castrol Ltd. (Australia) Chevron U.S.A. Inc. Continental Oil Delta Petroleum Co. Exxon Company, U.S.A. Mobil Oil Company Pennzoil Company Quaker State Oil & Refining Co. Red Ram Ltd. (Canada) Sinclair Oil Company Texaco Inc. Total France NYCO S.A. Union Oil California Company of
Figure 8-1 Approved Oils 8-18

Cirrus Design SR20
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 7 quarts (6.7 liters), remove filler cap and add oil through filler as required to reach 8 quarts (7.6 liters). 3. Verify oil level and install dipstick and filler cap.
s Note s
Installation of dipstick can be difficult. To aid in inserting dipstick, point the loop of the dipstick towards the closest spark plug (left rear, #2 cylinder), and use both hands to guide, route, and insert dipstick. 4. Close and secure access panel.
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Cirrus Design SR20
Fuel System Servicing

At every 100-hours of operation, the fuel filtration screen in the gascolator must be cleaned. After cleaning, a small amount of grease applied to the gascolator bowl gasket will facilitate reassembly.
Fuel Requirements
Aviation grade 100 LL (blue) or 100 (green) fuel is the minimum octane approved for use in this airplane.
s CAUTION s
Use of lower grades can cause serious engine damage in a short period. The engine warranty is invalidated by the use of lower octane fuels.
Filling Fuel Tanks

Observe all safety precautions required when handling gasoline. Fuel fillers are located on the forward slope of the wing. Each wing holds a maximum of 30.3 U.S. gallons. When using less than the standard 60.5-gallon capacity, fuel should be distributed equally between each side.
s WARNING s s Have a fire extinguisher available. s Ground fuel nozzle and fuel truck to airplane exhaust pipe and ground fuel truck or cart to suitable earth ground. s Do not fill tank within 100 feet (30.5 meters) of any energized electrical equipment capable of producing a spark. s Permit no smoking or open flame within 100 feet (30.5 meters) of airplane or refuel vehicle. s Do not operate radios or electrical equipment during refuel operations. Do not operate any electrical switches.
To refuel airplane: 1. Place fire extinguisher near fuel tank being filled. 2. Connect ground wire from refuel nozzle to airplane exhaust, from airplane exhaust to fuel truck or cart, and from fuel truck or cart to a suitable earth ground. 3. Place rubber protective cover over wing around fuel filler.
8-20
Cirrus Design SR20
s CAUTION s
Do not permit fuel nozzle to come in contact with bottom of fuel tanks. Keep fuel tanks at least half full at all times to minimize condensation and moisture accumulation in tanks. In extremely humid areas, the fuel supply should be checked frequently and drained of condensation to prevent possible fuel problems on the airplane. 4. Remove fuel filler cap and fuel airplane to desired level.
s Note s
If fuel is going to be added to only one tank, the tank being serviced should be filled to the same level as the opposite tank. This will aid in keeping fuel loads balanced. 5. 6. 7. 8. Remove nozzle, install filler cap, and remove protective cover. Repeat refuel procedure for opposite wing. Remove ground wires. Remove fire extinguisher.
Fuel Contamination and Sampling

Typically, fuel contamination results from foreign material such as water, dirt, rust, and fungal or bacterial growth. Additionally, chemicals and additives that are incompatible with fuel or fuel system components are also a source of fuel contamination. To assure that the proper grade of fuel is used and that contamination is not present, the fuel must be sampled prior to each flight. Each fuel system drain must be sampled by draining a cupful of fuel into a clear sample cup. Fuel drains are provided for the fuel gascolator, wing tanks, and collector tank drains. The gascolator drain exits the lower engine cowl just forward of the firewall near the airplane centerline. Fuel tank and collector tank drains are located at the low spot in the respective tank. 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.
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Cirrus Design SR20
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 SR20 Maintenance Manual for specific procedures.
Battery Service
Access to the 24-volt battery is gained by removing the upper cowl. It is mounted to the forward right side of the firewall. The battery vent is connected to an acid resistant plastic tube that vents gases and electrolyte overflow overboard. The battery fluid level must not be brought above the baffle plates. It should be checked every 30 days to determine that the fluid level is proper and the connections are tight and free of corrosion. Do not fill the battery with acid - use distilled water only. If the battery is not properly charged, recharge it starting with a rate of four amperes and finishing with a rate of two amperes in accordance with Airplane Maintenance Manual (AMM) procedures. The battery should be removed from the airplane for charging, and quick charges are not recommended. The external power receptacle is located on the left side of the fuselage just aft of the firewall. Refer to the Airplane Maintenance Manual (AMM) for battery servicing procedures.
8-22
Cirrus Design SR20
Cleaning and Care

Cleaning 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.
s CAUTION s
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.
s CAUTION s
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 the controls, bearing surfaces, etc., in accordance with the Lubrication Chart.
Cleaning 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 Lubrication Chart.
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Cirrus Design SR20
Cleaning Exterior Surfaces

The airplane should be washed with a mild soap and water. Harsh abrasives or alkaline soaps or detergents could make scratches on painted or plastic surfaces or could cause corrosion of metal. Cover areas where cleaning solution could cause damage. To wash the airplane, use the following procedure: 1. Flush away loose dirt with water. 2. Apply cleaning solution with a soft cloth, a sponge or a soft bristle brush. 3. To remove exhaust stains, allow the solution to remain on the surface longer. 4. To remove stubborn oil and grease, use a cloth dampened with naphtha. 5. Rinse all surfaces thoroughly. Any good silicone free automotive wax may be used to preserve painted surfaces. Soft cleaning cloths or a chamois should be used to prevent scratches when cleaning or polishing. A heavier coating of wax on the leading surfaces will reduce the abrasion problems in these areas.
Cleaning Windshield and Windows

1. Remove dirt, mud and other loose particles from exterior surfaces with clean water. 2. Wash with mild soap and warm water or wash with aircraft plastic cleaner. Use a soft cloth or sponge in a straight back and forth motion. Do not rub harshly. 3. Remove oil and grease with a cloth moistened with kerosene.
s CAUTION s
Do not use gasoline, alcohol, benzene, carbon tetrachloride, thinner, acetone, or glass window cleaning sprays 4. After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft cloth. Do not use a circular motion. 5. A severe scratch or mar in plastic can be removed by rubbing out the scratch with jeweler's rouge. Smooth both sides and apply wax.
8-24
Cirrus Design SR20
Cleaning Headliner, Side Panels and Seats

1. Clean headliner, side panels, and seats with a stiff bristle brush, and vacuum where necessary. 2. Soiled upholstery, except leather, may be cleaned with a good upholstery cleaner suitable for the material. Carefully follow the manufacturer's instructions. Avoid soaking or harsh rubbing.
s CAUTION s
Solvent cleaners require adequate ventilation 3. Leather should be cleaned with saddle soap or a mild hand soap and water.
Cleaning Carpets
To clean carpets, first remove loose dirt with a whiskbroom or vacuum. For soiled spots and stubborn stains use a non-inflammable dry cleaning fluid. Floor carpets may be cleaned like any household carpet.
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Cirrus Design SR20
Section 9 Supplements
This section of the handbook contains FAA Approved Supplements necessary to safely and to efficiently operate the SR20 when equipped with optional systems or equipment not provided with the standard airplane or for special operations or not included in the handbook. Basically, supplements are mini-handbooks and will contain data corresponding to most sections of the handbook. Data in a supplement adds to, supersedes, or replaces similar data in the basic handbook. A Log of Supplements page immediately follows this page and precedes all Cirrus Design Supplements produced for this airplane. The Log of Supplements page can be utilized as a Table of Contents for this section. In the event the airplane is modified at a non Cirrus Design facility through an STC or other approval method, it is the owners responsibility to assure that the proper supplement, if applicable, is installed in the handbook and the supplement is properly recorded on the Log of Supplements page.
9-1
Cirrus Design SR20
Cirrus Design SR20

Pilots Operating Handbook & FAA Approved Airplane Flight Manual
LOG OF SUPPLEMENTS
Install Part Number Title Rev Date
11934-S01
Garmin GMA 340 Audio System Garmin GTX 320 Transponder Garmin GNS 430 GPS Navigator with VHF Nav, ILS, and VHF Com Garmin GNC 420 GPS Navigator with VHF Com Garmin GNC 250XL GPS Navigator with VHF Com S-Tec System 20 Autopilot S-Tec System Thirty Autopilot S-Tec System 55 Autopilot Approved Oxygen Systems Dual Alternator System BF Goodrich Aerospace WX500 Stormscope Sensor 1 1 1
03-31-99
11934-S02 11934-S03
03-31-99 01-31-00
11934-S04
11-03-99
11934-S05
03-31-99
11934-S06 11934-S07 11934-S08 11934-S09 11934-S10 11934-S11
03-31-99 02-14-00 02-14-00 02-24-00 09-28-99 04-12-00
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 SR20 at the date shown in the lower left corner. A check mark () in the INSTALL column indicates that the corresponding supplement is installed in this POH. P/N 11934-001 04-12-00
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Cirrus Design SR20
Pilots Operating Handbook and FAA Approved Airplane Flight Manual Supplement for
Garmin GMA 340 Audio System

When the Garmin GMA 340 Audio Panel is installed in the Cirrus Design SR20, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook (Handbook). Information in this supplement either adds to, supersedes, or deletes information in the basic Handbook.
P/N 11934-S01 Original 3-31-99
1 of 9
Cirrus Design SR20
Section1 - General
This supplement provides detailed operating instructions for the Garmin GMA 340 Audio Selector Panel/Intercom System with internal Marker Beacon. This supplement covers the basic operating areas of the Audio Control Panel. Power On / Fail-safe Operation Audio / Transceiver Selection Speaker Output Public Address (PA) Function Personal Music Inputs Intercom (ICS) Marker Beacon
1 2 6 7 8 15
10
11
12
13
14
SR2_FM09_11
1. Marker Beacon Annunciators 2. Marker Audio Select Button / LED 3. Marker Sensitivity Select Button a. HI Sensitivity LED b. LO Sensitivity LED 4. Pilot Intercom Squelch (outer knob) 5. Power / Intercom Volume (inner knob) 6. Transceiver Audio Select Buttons / LEDs 7. Photocell 8. Receiver Audio Select Buttons / LEDs 9. Transceiver Audio/Transmit Select Buttons / LEDs
10. Split COM Button / LED 11. Cabin Audio Select Buttons / LEDs a. SPKR, Cabin Speaker b. PA, Public Address 12. Intercom Isolation Buttons / LEDs a. PILOT Intercom Mode b. CREW Intercom Mode 13. Copilot / Passenger Intercom Squelch (outer knob) 14. Copilot (IN) / Passenger (OUT) Intercom Volume (inner knob) 15. Indicator Test Button
Figure 1 Audio Control Panel

P/N 11934-S01 Original 3-31-99
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Cirrus Design SR20
Section 2 - Limitations
No change from basic Handbook.
Section 3 - Emergency Procedures

In the event of an audio panel power failure, the audio system will revert to COM 1 for the pilots mic and headphones and the pilot will have transmit and receive capability.
Section 4 - Normal Procedures

Refer to Section 7 - System Description in this supplement for a complete description and operation of the Audio Control Panel.
Section 5 - Performance
Section 6 - Weight & Balance

Section 7 - System Description

Power On and Fail-safe Operation
The Audio Control Panel is powered off when the left inner knob (PILOT) is at the full CCW (counter-clockwise) position. Rotating the knob CW (clockwise) activates the unit. CW rotation of knob beyond the on detent increases pilot ICS (intercom system) volume. A fail-safe circuit connects the pilots headset directly to the COM1 transceiver in the event of a power failure to the audio control panel or the panel is switched off.
Test
Pressing the TEST button illuminates all Panel LEDs and the Marker Beacon Annunciators full bright. During normal operation, a photocell mounted at the approximate center of the control panel senses ambient light to allow automatic LED and annunciator intensity adjustment. Nomenclature dimming is controlled by the INST lights control on the instrument panel bolster.
P/N 11934-S01 Original 3-31-99
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Cirrus Design SR20
Audio/Transceiver Selection
Audio selection is performed through the eight selector push buttons in the center of the Audio Control Panel. All audio selector push buttons are push-on, push-off. Selecting an audio source supplies audio to the headphones or cabin speaker. Selected audio sources are indicated by illumination of the push-button switch. Navigation receiver audio source is selected by depressing NAV1, NAV2 (if installed), MKR, DME (if installed), or ADF (if installed) will select that radio or device as the audio source. Audio level of navigation receivers is controlled through the selected radio volume control. Transceiver audio is selected by depressing COM1, COM2, or COM3 (if installed). When the audio source is selected using the COM1, COM2, and COM3 buttons, the audio source will remain active regardless of which transceiver is selected as the active MIC source. Both transceiver audio and MIC (microphone) can be selected by depressing COM1 MIC, COM2 MIC, or COM3 MIC (if installed). Both pilot and copilot are connected to the selected transceiver and both have transmit and receive capabilities. Pilot and copilot must use their respective Push-To-Talk (PTT) switch to transmit. The intercom will function normally. During transmissions the active transmitters COM MIC button LED blinks at a 1 Hz rate indicating active transmission. Split Com Function Pressing the COM 1/2 button activates the split com function. When split com is active, COM 1 is the pilot mic/audio source and COM2 is the copilot mic/audio source. The pilot has receive and transmit capabilities on COM1 and the copilot has receive and transmit capabilities on COM2. The pilot and copilot can still listen to COM3, NAV1, NAV2, DME, ADF, and MKR. Pressing the COM 1/2 button a second time will deactivate the split com function. While split com is active, the copilot is able to make PA announcements over the cabin speaker allowing the pilot to continue using COM1 independently. This is accomplished by depressing the PA button while split com is active. Pressing the PA button a second time deactivates this feature and returns the system to normal split com as described above.
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P/N 11934-S01 Original 3-31-99
Cirrus Design SR20
Com Swap Mode Com swap mode is not available in this installation.
Speaker Output
Pressing the SPKR button will cause the selected airplane radios to be heard over the cabin speaker. Speaker output is muted when a COM microphone is keyed. Speaker level is adjustable through an access hole in the top of the unit (refer to Garmin installation manual or AMM).
Public Address (PA) Function

Pressing the PA button on the audio control panel activates the PA function. When PA is activated and either the pilots or copilots microphone is keyed (PTT pressed), the corresponding mic audio is output over the cabin speaker. If the SPKR button is also active, any previously active speaker audio will be muted while the microphone is keyed. Pilot and copilot PA microphone speaker levels are adjustable through an access hole in the top of the unit (refer to Garmin installation manual or AMM).
Personal Music Inputs

The Audio Control Panel has provisions for up to two separate personal entertainment input (music) devices. These devices are plugged into the AUDIO INPUT jacks in the center console jack panels. MUSIC1 is connected at the AUDIO INPUT jack near the convenience outlet. MUSIC2 is connected to the jack on the aft console. Music1 is soft-muted during all airplane radio activity and normally during intercom (ICS) activity. Music1 and Music2 have characteristics affected by the active ICS isolation mode.
Pressing the PILOT ICS Isolation button isolates the pilot from the copilot and passengers. Music1 is available to copilot and passengers. Music1 will be muted by copilot or passenger ICS activity. Pressing the CREW ICS Isolation button isolates the crew from the passengers and allows the pilot and copilot to listen to Music1 and the passengers to listen to MUSIC2. Radio activity, MKR activity, and pilot or copilot ICS activity will mute Music1. Music 2 is not muted. 5 of 9
P/N 11934-S01 Original 3-31-99
Cirrus Design SR20
When both the PILOT and CREW ICS Isolation mode are not selected, MUSIC1 is available to crew and passengers. Radio activity, MKR activity, and ICS activity will mute Music1.
Intercom
Intercom controls are located towards the left side of the Audio Control Panel. The controls consist of a Volume control for the pilot and copilot, a Squelch control for all occupants, and an Intercom Mode Selector switch. Volume & Squelch Control ICS volume and voice operated relay (VOX) squelch control is controlled through the left (PILOT) and right (COPILOT) control knobs on the Audio Control Panel Control. Knob control is as follows:

Left Inner Knob On/Off power control and pilot ICS volume. Full CCW is off position (click). Left Outer Knob Pilot ICS mic VOX level. CW rotation increases the amount of mic audio (VOX level) required to break squelch. Full CCW is the hot mic position. Right Inner Knob When pushed in, rotation controls copilot ICS volume. When out, rotation controls passenger ICS volume. Right Outer Knob Copilot and passenger mic VOX level. CW rotation increases the amount of mic audio (VOX level) required to break squelch. Full CCW is the hot mic position.
Each microphone input has a dedicated VOX circuit to assure that only the active microphone(s) is/are heard when squelch is broken. After the operator has stopped talking, the intercom channel remains momentarily open to avoid closure between words or normal pauses. Control The Audio Control Panel provides an adjustable Voice Operated Relay (VOX) Squelch Control for the pilot, copilot, and passengers. Since the VOX circuits reduce the number of microphones active at any one time, the amount of unwanted background noise in the headphones is diminished. This also allows the use of dissimilar headsets with the same intercom. Because the user can adjust the trip level of the VOX squelch to fit the individual voice and microphone, this helps eliminate the frustration of clipping the first syllables. There is a slight delay after a person stops talking before
P/N 11934-S01 Original 3-31-99
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Cirrus Design SR20
the channel closes. This prevents closure between words and eliminates choppy communications. To adjust squelch: 1. With the engine running, set the VOX trip level by slowly rotating the SQL control knob clockwise until you no longer hear the engine noise in the headphones. 2. Position microphone near your lips and speak into microphone. Verify that normal speech levels open the channel. Intercom Modes The GMA 340 provides three intercom (ICS) modes to further simplify workload and minimize distractions during all phases of flight: PILOT, CREW, and ALL. The mode selection is accomplished using the PILOT and CREW push-buttons. Pressing a button activates the corresponding ICS mode and pressing the button a second time deactivates the mode. The operator can switch modes (PILOT to CREW or CREW to PILOT) by pressing the desired modes pushbutton. ALL mode is active when neither PILOT or CREW have been selected. PILOT The pilot is isolated from the intercom. The pilot can hear radio and sidetone only during radio transmissions. Copilot and passengers can hear the intercom and music but not the airplane radio receptions or pilot transmissions. Pilot and copilot are connected on one intercom channel and have exclusive access to the aircraft radios. They may also listen to MUSIC1. Passengers can continue to communicate with themselves without interrupting the Crew and also may listen to MUSIC2. All parties will hear the aircraft radio, intercom, and MUSIC1. During intercom communications, the music volume automatically decreases. The music volume increases gradually back to the original level after communications have been completed. Both pilot and copilot have access to the COM transceivers.
CREW
ALL
P/N 11934-S01 Original 3-31-99
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Cirrus Design SR20
The following table shows, in abbreviated form, what each occupant hears in each of the selectable Intercom modes:
Mode PILOT Pilot Hears A/C Radios Pilot A/C Radios Pilot/Copilot Music1 A/C Radio Pilot/Copilot Passengers Music1 Copilot Hears Passengers Copilot Music1 A/C Radios Copilot/Pilot Music1 A/C Radio Pilot/Copilot Passengers Music1 Passenger Hears Passengers Copilot Music1 Passengers Music2 A/C Radio Pilot/Copilot Passengers Music1
CREW
ALL
Marker Beacon
The Marker Beacon Receiver provides visual and audio indicators to alert the pilot when the airplane passes over a 75 MHz transmitter. Marker beacon controls and lights are located at the extreme left of the Audio Control Panel. Marker beacon audio is selected by pressing the MKR push-button. If no marker beacon signal is being received, pressing the MKR pushbutton a second time deselects marker beacon audio. However, if marker beacon is being received, pressing the MKR push-button a second time will mute the audio but the light will continue to flash. Pressing the MKR push-button a third time (while marker beacon audio is muted) deselects marker beacon audio. Marker beacon audio muting automatically disables when the current signal is no longer received.
s Note s
The marker beacon lamps (O, M, A) operate independently of the audio and cannot be disabled.
P/N 11934-S01 Original 3-31-99
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Cirrus Design SR20
Marker beacon light and audio keying for ILS approach are summarized below: O (Blue) Outer Marker light and associated 400 Hertz tone. The light and tone are keyed at a rate of two tones/flashes per second. Middle Marker light and associated 1300 Hertz tone. The light and tone are keyed alternately with short and long bursts. Airway/Inner Marker light and associated 3000 Hertz tone. The light and tone are keyed at a rate of six times per second.
M (Amber)
A (White)
Marker Beacon Sensitivity The SENS push-button on the left side of the panel is used to set the marker beacon receiver sensitivity. The selected sensitivity level is indicated by illumination of the HIGH or LOW LED. When HIGH sensitivity is selected, the outer marker beacon tone will sound farther out. Selecting LOW sensitivity at this point allows more accurate location of the Outer Marker. Typically, HIGH sensitivity is selected until the outer marker tone is heard, and then LOW sensitivity is selected for more accurate outer marker location.
P/N 11934-S01 Original 3-31-99
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Cirrus Design SR20
Garmin GTX 320 Transponder

When a Garmin GTX 320 Transponder is installed in the Cirrus Design SR20, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook. This document must be carried in the airplane at all times. Information in this supplement either adds to, supersedes, or deletes information in the basic SR20 Pilots Operating Handbook.
P/N 11934-S02 Original 3-31-99
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Cirrus Design SR20
Section 1 - General
The airplane is equipped with a single Garmin GTX 320 ATC Mode C (identification and altitude) transponder with squawk capability. This supplement provides complete operating instructions for the GTX 320 and does not require any additional data be carried in the airplane.
SBY OFF
ALT TST
2
1. 2. 3. 4. 5. Code Window Code Selector Knobs (4) Function Selector Knob Ident Button Reply Light
Figure 1 Garmin GTX 320 Front Panel 2 of 6

P/N 11934-S02 Original 3-31-99
SR2_FM09_1112
IDENT ON
Cirrus Design SR20
No Change

No Change

s Note s
Expected coverage from the GTX 320 is limited to line of sight. Low altitude or aircraft antenna shielding by the airplane itself may result in reduced range. Range can be improved by climbing to a higher altitude.
After Engine Start

1. Avionics Power Switch---------------------------------------------------- ON 2. Transponder Selector Switch ------------------------------------------SBY The transponder will be powered but will not respond to ATC secondary surveillance radar interrogations.
Before Takeoff
1. Transponder Selector Switch ------------------------------------------ ALT The transponder will respond to ATC Mode C (altitude and identification) interrogations.
s Note s
Selecting ON puts the transponder in Mode A (identification) only. The transponder will respond to Mode C (altitude) interrogations with signals that contain no altitude information.
After Landing
1. Transponder Selector Switch ------------------------------- SBY or OFF
P/N 11934-S02 Original 3-31-99
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Cirrus Design SR20
No Change

No Change
Section 7 - Systems Description

The Garmin GTX 320 transponder system consists of the integrated receiver/transmitter control unit, an antenna, and an altitude digitizer. The receiver/transmitter receives interrogations from a ground-based secondary surveillance radar transmitter and then transmits to the interrogating Air Traffic Control Center. Digitized altitude information is provided by the altitude digitizer (encoder) plumbed into the airplane static system. The transponder and integrated controls are mounted in the center console. The transponder control provides active code display, code selection, IDENT button, and test functions. The display is daylight readable and is dimmed through the INST lights control on the instrument panel bolster. The transponder antenna is mounted on the underside of the fuselage just aft of the firewall. 28 VDC for transponder operation is controlled through the Avionics Master Switch on the bolster switch panel. 28 VDC for receiver, transmitter, and altitude encoder operation is supplied through the 2-amp ENCODER/TRANSPONDER circuit breaker on the Essential Avionics Bus.
Function Selector Switch

The function selector switch is a five position rotary switch. The five positions are:
OFF Turns off all power to the GTX 320 transponder. The transponder should be off until the engine is started. Normally, the transponder can be left in the SBY position and allowing the Avionics Power Switch to control system power. SBY GTX 320 will be powered; however, the transponder will not reply to any interrogations from a ATC secondary ground surveillance radar system. This is the normal position for ground operations in the SR20.
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P/N 11934-S02 Original 3-31-99
Cirrus Design SR20
ON Places the transponder in Mode A, Identification Mode. In addition to the airplanes identification code, the transponder will also reply to altitude (Mode C) interrogations with signals that do not contain altitude information. ALT Places the transponder in Mode C, altitude and identification. The transponder will respond to interrogations with the airplanes identification code and standard pressure altitude (29.92 inches Hg). TST Selecting TST position tests the reply light. The TST position is momentary and must be held momentarily. When the function selector is released, it will return to the ALT position.
Code Selector Knobs

Code selection is accomplished by operating the four, eight-position knobs to provide 1 of 4096 active identification codes. The selected code must be in accordance with instructions for IFR flight or rules applicable to transponder utilization for VFR flight. The airplanes transponder code is used to enhance tracking capability by ATC. Therefore, do not switch the transponder to SBY when making routine code changes.
s Note s
When making routine code changes, avoid inadvertent selection of code 7500 and all codes within the 7600 series (7600 7677) and 7700 series (7700 7777). These codes trigger special indicators in automated facilities. 7500 will be decoded as the hijack code. This can be avoided by not changing the left-most digit to 7 until the other three digits have been set and verified. For example, to change from 2700 to 7200, select 2200 first, and then switch to 7200. Important Codes

1200 VFR code for any altitude 7600 Loss of communications 7500 Hijacking 7700 Emergency
P/N 11934-S02 Original 3-31-99
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Cirrus Design SR20
IDENT Button
Pressing the IDENT button activates the Special Position Identification (SPI) pulse for approximately 20 seconds allowing ATC to identify your transponder return from other returns on the controllers scope. Momentarily depress the IDENT when the controller requests, SQUAWK IDENT.
Reply Light
The reply light is the small triangular LED adjacent to the IDENT button. The reply light will blink each time the transponder replies to ground interrogations. The light will remain on during the 20-second IDENT time interval.
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P/N 11934-S02 Original 3-31-99
Cirrus Design SR20
Garmin GNS 430 GPS Navigator with VHF Nav, ILS, and VHF Com
When a Garmin GNS 430 GPS Navigator with NAV, ILS, and COM is installed in the Cirrus Design SR20, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook. This document must be carried in the airplane at all times. Information in this supplement either adds to, supersedes, or deletes information in the basic SR20 Pilots Operating Handbook.
s Note s
This POH Supplement Revision dated 31 January 2000 supersedes and replaces the original issue of this supplement dated 31 March 1999. This revision adds required data for a second GARMIN 430 GPS.
P/N 11934-S03 Revised 1-31-00
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Garmin GNS 430 GPS Navigator
Cirrus Design SR20
Section 1 - General
The airplane is equipped with a Garmin GNS 430 GPS Navigator with VHF Nav, ILS, and VHF Com herein referred to as the Navigator. The GNS 430 is capable of providing IFR enroute, terminal, and approach navigation with position accuracies better than 15 meters. The system utilizes the Global Positioning System (GPS) satellite network to derive the airplanes position (latitude, longitude, and altitude) and the altitude digitizer to enhance the altitude calculation. The GARMIN GNS 430 GPS Navigator may be installed in single or dual installations. If one GNS 430 is installed, it will be designated GPS 1, and either a GARMIN GNC 250XLGPS Navigator or a GARMIN GNC 420 GPS Navigator will be installed as GPS 2. Refer to applicable supplements for descriptions of these units. If two GARMIN GNS 430 Navigators are installed, the upper unit will be designated GPS 1 and the lower unit will be designated GPS 2. In these installations, the ARNAV ICDS 2000 and the HSI will display GPS 1 information and the CDI (VOR/LOC/ILS/GS Indicator) will display GPS 2 information.
s Note s
Refer to GPS 430 INTEGRATION in the NORMAL PROCEDURES Section of this supplement for a more detailed description of GPS 430 integration in the various configurations.
.c
COM
.v
119.350 122.800
v
VLOC
13
17R
44
D
CLR 240
MENU ENT
114.10 113.40
ENR
PUSH
KOKC
31
overzoom
GPS CDI OBS
5.0
35L
n m
IRW
MSG MSG NAV 00000 PROC
c/v
PUSH CRSR
FPL
SR2_FM09_1109
Figure 1 Garmin GNS 430 Front Panel 2 of 9

P/N 11934-S03 Revised 1-31-00
Cirrus Design SR20
Provided the GPS Navigator is receiving adequate usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications of: VFR/IFR, enroute, terminal, and instrument approach (GPS, VOR) operations, that is, enroute, terminal, and instrument approach within the U.S. National Airspace System, North Atlantic Minimum Navigation Performance Specification (MNPS) Airspace using the WGS-84 (or NAD 83) coordinate reference datum in accordance with the criteria of AC 20-138, AC 91-49, and AC 120-33. Navigation data is based upon use of only the global positioning system (GPS) operated by the United States. 1. The Garmin GNS 430 Pilot's Guide and Reference, P/N 19000140-00, Revision A dated December 1998 (or later appropriate revision) must be immediately available to the flight crew whenever navigation is predicated on the use of the GPS Navigator. The software status stated in the pilot's guide must match that displayed on the equipment. 2. The Navigator must utilize software version 2.XX (where X is a digit, 0-9). 3. IFR enroute and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data. 4. GPS instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the Navigators NavData database. The database must incorporate the current update cycle. a. Instrument approaches must be conducted in the approach mode and RAIM must be available at the Final Approach Fix. b. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS approaches are not authorized in GPS mode. c. When an alternate airport is required by the applicable operating rules, it must be served by an approach based on other than GPS navigation, the aircraft must have operational equipment capable of using that navigation aid, and the required navigation aid must be operational. 5. The aircraft must have other approved navigation equipment installed and operating appropriate to the route of flight.
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Cirrus Design SR20

1. If GPS Navigator information is not available or is invalid, utilize remaining operational navigation equipment as required. 2. If "RAIM NOT AVAILABLE" or RAIM POSITION WARNING message is displayed, continue to navigate using the GPS equipment or revert to an alternate means of navigation appropriate to the route and phase of flight. When continuing to use GPS navigation, position must be verified every 15 minutes using another IFR approved navigation system.

The GARMIN GNS 430 Navigator is available in single or dual installations. Operating procedures for each unit of a dual installation are identical. Refer to the GNS 430 Integration paragraphs in this supplement for integration differences when single and dual units are installed. Normal operating procedures are outlined in the GARMIN GNS 430 Pilot's Guide and Reference, P/N 190-00140-00, Revision A dated December 1998 (or later appropriate revision).
Activate GPS
1. Battery Master Switch ----------------------------------------------------- ON 2. Avionics Power Switch ---------------------------------------------------- ON 3. Navigator Com/ Power Switch ------------------------------- Rotate ON The Navigator will display a welcome page while the self-test is in progress. When the self test is successfully completed, the Navigator asks for NavData database confirmation, acquires position, and then displays the acquired position on the Navigators display and on the ARNAV display.
s Note s s The Navigator is not coupled to an air and fuel data computer. Manual fuel-on-board and fuel flow entries must be made in order to use the fuel planning function of the AUX pages. s The GPS Navigator utilizes altitude information from the altitude encoders altitude digitizer to enhance altitude information.
P/N 11934-S03 Revised 1-31-00
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Cirrus Design SR20
GNS 430 Integration

The GNS 430 Navigator is integrated into the SR20 Avionics installation in three configurations: 1. Single GARMIN GNS 430 (GPS 1) interfaced with the CDI and ARNAV ICDS 2000 Multifunction Display and a single GARMIN GNC 250XL (GPS 2) not integrated with a remote indicator. a. In this configuration, pressing the alternate-action CDI pushbutton on the GARMIN GNS 430 (GPS 1) alternately selects GPS or NAV for display on the CDI each time the button is pressed. The CDI source is indicated by illumination of the GPS or VLOC annunciation in the lower left corner of the GNS 430 display.
s Note s
The CDI displays course deviation from a VOR, Localizer (LOC) or Glideslope (G/S) when VLOC is selected for display and displays GPS track deviation when GPS is the selected navigation source. b. GPS 2 in this configuration is a GARMIN GNC 250XL GPS Navigator with VHF Com. This unit displays GPS data on the units display panel only and is not integrated with any remote indicator. Refer to the SR20 POH Supplement for GARMIN GNC 250XL GPS Navigator, P/N 11934-S05. 2. Single GARMIN GNS 430 (GPS 1) interfaced with the HSI and ARNAV ICDS 2000 Multifunction Display and a single GARMIN GNC 420 (GPS 2) interfaced with the CDI (VOR/LOC) indicator. a. In this configuration, pressing the alternate-action CDI pushbutton on the GARMIN GNS 430 (GPS 1) alternately selects GPS or NAV for display on the HSI and MFD each time the button is pressed. The HSI source is indicated by illumination of the GPS or VLOC annunciation in the lower left corner of the GNS 430 display.
s Note s
The HSI displays course deviation from a VOR, Localizer (LOC), or Glideslope (G/S) when VLOC is the navigation source and displays GPS track deviation when GPS is the selected navigation source.
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Cirrus Design SR20
b. GPS 2 in this configuration is a GARMIN GNC 420 GPS Navigator interfaced with the CDI (VOR/LOC Indicator). This unit displays GPS data on the units display panel and on the remote CDI (VOR/LOC Indicator). Refer to the SR20 POH Supplement for GARMIN GNC 420 GPS Navigator, P/N 11934-S06. 3. Dual GARMIN GNS 430 units are installed. GPS 1 in this configuration is the uppermost GNS 430 unit in the console and GPS 2 is the lower GNS 430 unit. a. GPS 1 in this configuration is a GARMIN GNS 430 GPS Navigator with VHF Com interfaced with the HSI and ARNAV ICDS 2000 Multifunction Display (MFD). Pressing the alternate-action CDI push-button on GPS 1 alternately selects GPS or NAV for display in the HSI and MFD each time the button is depressed. The HSI source is indicated by illumination of the GPS or VLOC annunciation in the lower left corner of the GNS 430 display.
s Note s
The HSI displays course deviation from a VOR, Localizer (LOC) or Glideslope (G/S) when VLOC is the navigation source and displays GPS track deviation when GPS is the selected navigation source. b. GPS 2 in this configuration is a GARMIN GNS 430 GPS Navigator with VHF Com interfaced with the CDI (VOR/LOC/ILS/GS Indicator). Pressing the alternate-action CDI push-button on GPS 2 alternately selects GPS or NAV for display in the CDI each time the button is depressed. The HSI source is indicated by illumination of the GPS or VLOC annunciation in the lower left corner of the GNS 430 display.
s Note s
The CDI displays course deviation from a VOR, Localizer (LOC) or Glideslope (G/S) when VLOC is the navigation source and displays GPS track deviation when GPS is the selected navigation source.
6 of 9
P/N 11934-S03 Revised 1-31-00
Cirrus Design SR20
Deactivate GPS
1. Navigator Com/ Power Switch --------------------- Rotate CCW OFF


s Note s s This supplement provides a general description of the Garmin GNS 430, its operation, and SR20 interface. For a detailed description of the GNS 430 and full operation instructions refer to the Garmin GNS 430 Pilot's Guide and Reference, P/N 190-00140-00, Revision A dated December 1998 (or later appropriate revision). s The following paragraphs describe a single GARMIN GNS 430 unit and its functions. In the event a second GNS 430 is installed, the second unit will function as described below except that the GPS navigator is designated GPS 2, the NAV receiver is designated NAV 2, and the VHF communications receiver is designated COM 2. The GPS 2 GPS navigator and VHF NAV is powered by 28 VDC through the Avionics Master Switch and the 5-amp GPS2 circuit breaker on the Avionics Essential Bus. 28VDC for transceiver operation is supplied through the Avionics master Switch and the 7.5-amp COM2 circuit breaker on the Avionics NonEssential Bus.
GNS 430 Integrated GPS/NAV/COM System

This airplane is equipped with a GNS 430 integrated GPS navigator, NAV receiver, and COM transceiver. The GPS navigator consists of a GPS receiver, a navigation computer, and a Jeppeson NavData
P/N 11934-S03 Revised 1-31-00
7 of 9
Cirrus Design SR20
database all contained in the GNS 430 control unit mounted in the center console. The GPS is designated GPS 1. A VHF NAV receiver and tuner for receiving VHF Omnirange (VOR), Localizer (LOC), and Glideslope (G/S) is also integrated into the control unit. The NAV receiver is designated NAV 1. Additionally, a VHF communications receiver, designated COM 1, is also integrated into the unit. All tuning and display controls for the GPS, NAV, and COM are located in the GNS 430 control/display in the center console. The following paragraphs describe the GPS, NAV, and COM functions of this unit. For a complete description, as well as full operating instructions, refer to the Garmin GNS 430 Pilots Guide and Reference.
GPS Navigator
The Garmin GNS 430 GPS navigator is the primary system (GPS 1), is IFR certified, and is coupled to the airplanes HSI (or HSI) and ARNAV moving map display. Normally, the second GPS Navigator provides backup and is approved for VFR use only. If the second GPS is also a Garmin 430, it will be coupled to the CDI and is also approved for IFR use. The Garmin GPS 430 is capable of providing IFR enroute, terminal, and approach navigation with position accuracies better than 15 meters. The system utilizes the Global Positioning System (GPS) satellite network to derive the airplanes position (latitude, longitude, and altitude) and the altitude digitizer to enhance the altitude calculation. The GPS 1 antenna is located beneath the cabin roof along the airplane centerline and the GPS 2 antenna is located under the glareshield. All GPS navigator controls and functions are accessible through the GNS 430 front control panel located in the center console. The panel includes function keys, power switches, MSG and Nav status annunciators, color LCD display, two concentric selector knobs on each panel, and a Jeppesen NavData card slot in each panel. The GNS 430 navigator is powered by 28 VDC through the 5-amp GPS1 circuit breaker on the Avionics Essential Bus. The Jeppesen Navigation Database provides access to data on Airports, Approaches, Standard Instrument Departures (SIDs), Standard Terminal Arrivals (STARs), VORs, NDBs, Intersections, Minimum Safe Altitudes, Controlled Airspace Advisories and Frequencies. North American and International databases are available. Database information is provided on a card that can be inserted into the card slot on the GPS unit. Subscription information is provided in a subscription packet provided with each system. 8 of 9
P/N 11934-S03 Revised 1-31-00
Cirrus Design SR20
Navigation (Nav) Receiver

The Garmin GNS 430 provides an integrated Navigation (NAV) receiver with VHF Omnirange/Localizer (VOR/LOC) and Glideslope (G/S) capability. The VOR/LOC receiver receives on a frequency range from 108.000 Mhz to 117.950 Mhz with 50 kHz spacing. Glideslope is received from 329.150 to 335.00 in 150 kHz steps. The Nav receiver controls are integrated into the Garmin GNS 430 control mounted in the center console. The receiver control provides active and standby frequency indication, frequency memory storage, and knob-operated frequency selection. IDENT audio output for VOR and LOC is provided to the audio system. The Nav antenna is mounted on top of the vertical tail. 28 VDC for navigation receiver operation is controlled through the Avionics Master Switch on the bolster switch panel and supplied through the 5-amp GPS 1 circuit breaker on the Avionics Essential Bus. The airplane is equipped with a Garmin GNS 430 integrated GPS Navigator, Navigation (NAV) receiver with VHF Omnirange/Localizer (VOR/LOC) and Glideslope receiver.
Communication (COM) Transceiver

The GNS 430 includes a digitally-tuned integrated VHF communications (COM) transceiver. The transceiver and integrated controls are mounted in the Garmin GNS 430 unit. The transceiver receives all narrow- and wide-band VHF communication transmissions transmitted within a frequency range of 118.000 MHz to 136.975 MHz in 25.0 kHz steps (720 channels). For European operations, the COM can be operator configured for 8.33 kHz channel spacing (2280 channels). The tuning controls are collocated with the NAV at the left side of the GNS 430 front panel. Frequency tuning is accomplished by rotating the large and small concentric knobs to select a standby frequency and then transferring the frequency to the active window. The COM frequency display window is at the upper left corner of the GNS 430 display. Auto-tuning can be accomplished by entering a frequency from a menu. The COM 1 antenna is located above the cabin on the airplane centerline. 28 VDC for transceiver operating is controlled through the Avionics Master Switch and supplied through the 7.5-amp COM1 circuit breaker on the Avionics Essential Bus.
P/N 11934-S03 Revised 1-31-00
9 of 9
Cirrus Design SR20
GARMIN GNC 420 GPS Navigator with VHF Com

When a GARMIN GNC 420 GPS Navigator with VHF COM is installed in the Cirrus Design SR20, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook. This document must be carried in the airplane at all times. Information in this supplement either adds to, supersedes, or deletes information in the basic SR20 Pilots Operating Handbook.
P/N 11934-S04 Original 11-3-99
1 of 7
GARMIN GNC 420 GPS Navigator
Cirrus Design SR20
Section 1 - General
The airplane is equipped with a GARMIN GNC 420 GPS Navigator with VHF Com herein referred to as the Navigator. The GNC 420 is capable of providing IFR enroute, terminal, and approach navigation with position accuracies better than 15 meters. The system utilizes the Global Positioning System (GPS) satellite network to derive the airplanes position (latitude, longitude, and altitude) and the altitude digitizer to enhance the altitude calculation. Provided the GPS Navigator is receiving adequate usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications of: VFR/IFR, enroute, terminal, and instrument approach (GPS) operations, that is, enroute, terminal, and instrument approach within the U.S. National Airspace System, North Atlantic Minimum Navigation Performance Specification (MNPS) Airspace using the WGS-84 (or NAD 83) coordinate reference datum in accordance with the criteria of AC 20-138, AC 91-49, and AC 120-33. Navigation data is based upon use of only the global positioning system (GPS) operated by the United States.
GNC 420
.c
COM
KHUT RWO3
50
118. 750 121.600

DIS
n 0.20 m
D
CLR
MENU ENT
STORG HUT
TERM
n 10 m
HOLD TEARDROP NRST OBS MSG FPL PROC
PUSH CRSR
SR2_FM09_1109
Figure 1 GARMIN GNC 420 Front Panel 2 of 7

P/N 11934-S04 Original 11-3-99
Cirrus Design SR20
1. The GARMIN GNC 420 Pilot's Guide and Reference, P/N 19000140-20, Revision A dated July 1999 (or later appropriate revision) must be immediately available to the flight crew whenever navigation is predicated on the use of the GPS Navigator. The software status stated in the pilot's guide must match that displayed on the equipment. 2. The Navigator must utilize software version 2.XX (where XX is 08 or above). 3. IFR enroute and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data. 4. GPS instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the Navigators NavData database. The database must incorporate the current update cycle. a. Instrument approaches must be conducted in the approach mode and RAIM must be available at the Final Approach Fix. b. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS approaches are not authorized in GPS mode. c. When an alternate airport is required by the applicable operating rules, it must be served by an approach based on other than GPS navigation, the aircraft must have operational equipment capable of using that navigation aid, and the required navigation aid must be operational. 5. The aircraft must have other approved navigation equipment installed and operating appropriate to the route or flight.
P/N 11934-S04 Original 11-3-99
3 of 7
Cirrus Design SR20

1. If GPS Navigator information is not available or is invalid, utilize remaining operational navigation equipment as required. 2. If "RAIM NOT AVAILABLE" or RAIM POSITION WARNING message is displayed, continue to navigate using the GPS equipment or revert to an alternate means of navigation appropriate to the route and phase of flight. When continuing to use GPS navigation, position must be verified every 15 minutes using another IFR approved navigation system.

Normal operating procedures are outlined in the GARMIN GNC 420 Pilot's Guide and Reference, P/N 190-00140-20, Revision A dated July 1999 (or later appropriate revision).
Activate GPS
1. Battery Master Switch ................................................................ ON 2. Avionics Power Switch ............................................................... ON 3. Navigator Com/ Power Switch ...................................... Rotate ON The Navigator will display a welcome page while the self-test is in progress. When the self test is successfully completed, the Navigator asks for NavData database confirmation, acquires position, and then displays the acquired position on the Navigators display.
s Note s s The Navigator is not coupled to an air and fuel data computer. Manual fuel-on-board and fuel flow entries must be made in order to use the fuel planning function of the AUX pages. s The GPS Navigator utilizes altitude information from the altitude encoders altitude digitizer to enhance altitude information.
4 of 7
P/N 11934-S04 Original 11-3-99
Cirrus Design SR20
GPS Course Remote Display

GNC 420 GPS course information is displayed on the airplane CDI.
s Note s
Since the GNC 420 does not provide ILS outputs, the CDI utilized in this installation does not provide glideslope display.
Deactivate GPS
1. Navigator Com/ Power Switch ......................... Rotate CCW OFF


s Note s
This supplement provides a general description of the GARMIN GNC 420, its operation, and SR20 interface. For a detailed description of the GNC 420 and full operation instructions refer to the GARMIN GNC 420 Pilot's Guide and Reference, P/N 190-00140-20, Revision A dated July 1999 (or later appropriate revision).
GNC 420 Integrated GPS/COM System

This airplane is equipped with a GNC 420 integrated GPS navigator and COM transceiver. The GPS navigator consists of a GPS receiver, a navigation computer, and a Jeppeson NavData database all contained in the GNC 420 control unit mounted in the center console. The GPS is designated GPS 2. Additionally, a VHF communications receiver, designated COM 2, is also integrated into the unit. All tuning and display controls for the GPS and COM are located in the GNC 420 control/display in the center console. The following paragraphs describe the GPS and COM functions of this unit. For a complete
P/N 11934-S04 Original 11-3-99
5 of 7
Cirrus Design SR20
description, as well as full operating instructions, refer to the GARMIN GNC 420 Pilots Guide and Reference.
GPS Navigator
The GARMIN GNC 420 GPS navigator is the secondary system (GPS 2), is IFR certified, and is coupled to the airplanes CDI. The GARMIN GNC 420 GPS navigator is capable of providing IFR enroute, terminal, and approach navigation with position accuracies better than 15 meters. The system utilizes the Global Positioning System (GPS) satellite network to derive the airplanes position (latitude, longitude, and altitude) and the altitude digitizer to enhance the altitude calculation. The GPS 2 antenna is located under the glareshield along the airplane centerline. All GPS navigator controls and functions are accessible through the GNC 420 front control panel located in the center console. The panel includes function keys, power switches, MSG and Nav status annunciators, color LCD display, two concentric selector knobs on each panel, and a Jeppesen NavData card slot in each panel. The GNC 420 navigator is powered by 28 VDC through the 5-amp GPS2 circuit breaker on the Avionics Essential Bus. The Jeppesen Navigation Database provides access to data on Airports, Approaches, Standard Instrument Departures (SIDs), Standard Terminal Arrivals (STARs), VORs, NDBs, Intersections, Minimum Safe Altitudes, Controlled Airspace Advisories and Frequencies. North American and International databases are available. Database information is provided on a card that can be inserted into the card slot on the GPS unit. Subscription information is provided in a subscription packet provided with each system.

The GNC 420 includes a digitally-tuned integrated VHF communications (COM) transceiver. The transceiver and integrated controls are mounted in the GARMIN GNC 420 unit. The transceiver receives all narrow- and wide-band VHF communication transmissions transmitted within a frequency range of 118.000 MHz to 136.975 MHz in 25.0 kHz steps (720 channels). For European operations, the COM can be operator configured for 8.33 kHz channel spacing (2280 channels). The tuning controls are located at the left side of the GNC 420 front panel. Frequency tuning is accomplished by rotating the large and small concentric knobs to select a standby
P/N 11934-S04 Original 11-3-99
6 of 7
Cirrus Design SR20
frequency and then transferring the frequency to the active window. The COM frequency display window is at the upper left corner of the GNC 420 display. Auto-tuning can be accomplished by entering a frequency from a menu. The COM 2 antenna is located below the cabin on the airplane centerline. 28 VDC for transceiver operating is controlled through the Avionics Master Switch and supplied through the 7.5-amp COM2 circuit breaker on the Avionics Non-Essential Bus.
P/N 11934-S04 Original 11-3-99
7 of 7
Cirrus Design SR20
Garmin GNC 250XL GPS Navigator with VHF Com

When a Garmin GNC 250XL GPS Navigator with VHF COM is installed in the Cirrus Design SR20, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook. This document must be carried in the airplane at all times. Information in this supplement either adds to, supersedes, or deletes information in the basic SR20 Pilots Operating Handbook.
P/N 11934-S05 Original 3-31-99
1 of 6
Garmin GNC 250XL GPS Navigator
Cirrus Design SR20
Section 1 - General
The airplane is equipped with a Garmin GNC 250XL GPS Navigator with VHF Com, herein referred to as the Navigator. The GNC 250XL utilizes the Global Positioning System (GPS) satellite network to derive the airplanes position (latitude, longitude, and altitude) and the altitude digitizer to enhance the altitude calculation. The VHF COM transceiver facilitates communication with Air Traffic Control. Provided the GPS Navigator is receiving adequate usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications of AC 20-138 for VFR flight. Navigation is accomplished using the WGS-84 (NAD-83) coordinate reference datum. Navigation data is based upon use of only the Global Positioning System (GPS) operated by the United States of America.
ACTV
GARMIN GNC 250XL
125.15 KICT 232

OFF
n KICT 134.85 6.45m 72K71K
134 K T
70K
CRSR
CLR ENT
K32 KIAB KCEA 232 TRK KTAO

NRST RTE WPT
DTK
n 12 m NAV
MSG
SR2_FM09_1110
SQ
Figure 1 Garmin GNC 250XL Front Panel 2 of 6

P/N 11934-S05 Original 3-31-99
Cirrus Design SR20
1. The Garmin GNC 250XL Pilot's Guide and Reference, P/N 19000067-60, Revision A dated March 1997 (or later appropriate revision) must be immediately available to the flight crew whenever navigation is predicated on the use of the GPS Navigator. 2. The Navigator must utilize software version 2.X (where X is a digit, 0-9). 3. The GNC 250XL is limited to VFR navigation only.

1. If GPS Navigator information is not available or is invalid, utilize remaining operational navigation equipment as required. 2. If the RAIM POSITION WARNING message is displayed, immediately revert to an alternate means of navigation appropriate to the route and phase of flight. 3. If the "RAIM NOT AVAILABLE" message is displayed, continue to navigate using the GPS equipment or revert to an alternate means of navigation appropriate to the route and phase of flight. When continuing to use GPS navigation, position must be verified every 15 minutes using another IFR approved navigation system. 4. In an in-flight emergency, depressing and holding the COM tranfer button for two (2) seconds selects the emergency frequency, 121.500 MHz, into the active frequency window.
P/N 11934-S05 Original 3-31-99
3 of 6
Cirrus Design SR20

Normal operating procedures are outlined in the Garmin GNC 250XL Pilot's Guide and Reference, P/N 190-00067-60, Revision A dated Marh 1997 (or later appropriate revision).
Activate GPS
1. Battery Master Switch ----------------------------------------------------- ON 2. Avionics Power Switch ---------------------------------------------------- ON 3. Navigator Com/ Power Switch ------------------------------- Rotate ON The Navigator will display a welcome page while the self-test is in progress. When the self test is successfully completed, the Navigator asks for NavData database confirmation, displays the satellite status page while it acquires position, and then displays the acquired position on the Navigators display.
Deactivate GPS
4. Navigator Com/ Power Switch ---------------------Rotate CCW OFF
No Change

No Change

s Note s
This supplement provides a general description of the Garmin GNC 250XL, its operation, and SR20 interface. For a detailed description of the GNC 250XL and full operation instructions refer to the Garmin GNC 250XL Pilot's Guide and Reference, P/N 190-00067-60, Revision A dated March 1997 (or later appropriate revision).
4 of 6
P/N 11934-S05 Original 3-31-99
Cirrus Design SR20
GNC 250XL Integrated GPS/NAV/COM System

This airplane is equipped with a GNC 250XL integrated GPS navigator and COM receiver. The GPS navigator consists of a GPS receiver and a Jeppesen NavData database all contained in the GNC 250XL control unit mounted in the center console. The GPS is designated GPS 2. Also integrated into the GNC 250XL control unit is a VHF communications receiver, designated COM 2. All tuning and display controls for the GPS and COM are located in the GNC 250XL control/display in the center console. The following paragraphs describe the GPS and COM functions of this unit. For a complete description, as well as full operating instructions, refer to the Garmin GNC 250XL Pilots Guide and Reference.
GPS Navigator
The Garmin GNC 250XL GPS navigator provides backup for the GNS 430 Navigator and is approved for VFR use only. The system utilizes the Global Positioning System (GPS) satellite network to derive the airplanes position (latitude, longitude, and altitude) and the altitude digitizer to enhance the altitude calculation. The GPS antenna is located on the underside of the glareshield behind the MFD. All GPS navigator controls and functions are accessible through the GNC 250XL front control panel located in the center console. The panel includes function keys, power switches, MSG and Nav status annunciators, LCD display, two concentric selector knobs, and a Jeppesen NavData card slot in each panel. The GNC 250XL navigator is powered by 28 VDC through the 7.5-amp COM2 circuit breaker on the Avionics Non-Essential Bus. The Jeppesen Navigation Database provides access to data on Airports, Approaches, Standard Instrument Departures (SIDs), Standard Terminal Arrivals (STARs), VORs, NDBs, Intersections, Minimum Safe Altitudes, Controlled Airspace Advisories and Frequencies. North American and International databases are available. Database information is provided on a card that can be inserted into the card slot on the GPS unit. Subscription information is provided in a subscription packet provided with each system.

The GNC 250XL includes a digitally-tuned integrated VHF communications (COM) transceiver. The transceiver and integrated
P/N 11934-S05 Original 3-31-99
5 of 6
Cirrus Design SR20
controls are mounted in the Garmin GNC 250XL unit and are designated COM2. The transceiver receives all narrow- and wideband VHF communication transmissions transmitted within a frequency range of 118.000 MHz to 136.975 MHz in 25.0 kHz steps (720 channels). The tuning controls are collocated with the NAV at the right side of the GNC 250XL front panel. Frequency tuning is accomplished by rotating the large and small concentric knobs to select a standby frequency and then transferring the frequency to the active window. The active frequency is always displayed at the upper left corner of the GNC 250XL display. The standby frequency is displayed below the active frequency in the map mode and to the right of the active frequency in all other modes. Auto-tuning can be accomplished by entering a frequency from a menu. The COM 2 antenna is located below the cabin on the airplane centerline. 28 VDC for transceiver operating is controlled through the Avionics Master Switch and supplied through the 7.5-amp COM2 circuit breaker on the Avionics Non-Essential Bus.
6 of 6
P/N 11934-S05 Original 3-31-99
Cirrus Design SR20
S-Tec System Twenty Autopilot

When the S-Tec System Twenty Autopilot is installed in the Cirrus Design SR20, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook. This document must be carried in the airplane at all times. Information in this supplement either adds to, supersedes, or deletes information in the basic SR20 Pilots Operating Handbook.
P/N 11934-S06 Original 3-31-99
1 of 8
S-Tec System 20 Autopilot
Cirrus Design SR20
Section 1 - General
This airplane is equipped with an S-TEC System Twenty Autopilot. This single-axis autopilot system is a rate-based system, deriving roll axis control inputs from its integral electric turn coordinator. The programmer, computer/amplifier, and annunciators are contained entirely within the turn coordinator case. Pilot inputs to the autopilot are made through the multi-function control knob at the upper left corner of the turn coordinator. The control knob provides mode selection, disengage, and turn command functions. The autopilot drives the aileron trim motor and spring cartridge to control airplane roll. The S-Tec System Twenty Autopilot features: Roll Stabilization. Turn Command. NAV/LOC/GPS tracking; HI and LO sensitivity.
OL
D A P D I
P U S H/
PI
TC
H IN FORM
AT
UP
IO
N
ALT ST HD RDY
LO
HI
TRIM
DN
TRK
TURN COORDINATOR
2 MIN
Figure 1 Turn Coordinator 2 of 8

P/N 11934-S06 Original 3-31-99
SR2_FM09_1052
Cirrus Design SR20
1. Autopilot operation is prohibited above 180 KIAS. 2. The autopilot must not be engaged for takeoff or landing.

Autopilot Malfunction
Refer to Electric Trim/Autopilot Failure procedure in the basic Handbook. Do not reengage the autopilot until the malfunction has been identified and corrected. The autopilot may be disconnected by: 1. Pressing and holding the Mode Selector Knob on the Turn Coordinator for approximately 2 seconds. 2. Pressing the Trim Switch on the control yoke handle. 3. Pulling the AUTOPILOT circuit breaker on the Main Bus 1. Altitude losses during an autopilot malfunction and recovery were: Configuration Climb Cruise Descent Maneuvering Approach Bank Angle 30 55 55 10 0 Altitude Loss None 100 ft 120 ft None 20 ft
P/N 11934-S06 Original 3-31-99
3 of 8
Cirrus Design SR20

Refer to Section 7 Systems Description for a description of the autopilot and its modes.
Autopilot Pre-Flight Test

1. Battery Master Switch ----------------------------------------------------- ON 2. Avionics Power Switch ---------------------------------------------------- ON Note that all autopilot annunciators, except TRIM UP and DN, illuminate. After a few seconds all lights will go out. When the turn coordinator gyro has reached operational RPM, the green RDY light will illuminate. 3. ST (Stabilizer) Mode----------------------------------------------------TEST a. Momentarily depress Autopilot Mode Selector, and note that ST (Stabilizer) light illuminates. b. Then rotate Mode Selector Knob left then right. Note that control yokes follow movement of knob. 4. Heading Mode -----------------------------------------------------------TEST a. Center the HDG bug under the lubber line on the HSI or DG. b. Momentarily depress Autopilot Mode Selector, and note that HD (Heading) light illuminates. c. Then rotate HDG knob on the DG or HSI to the left then right. Note that control yokes follow movement of knob. Then return HDG bug to lubber line. 5. Overpower Test: a. Grasp control yoke and input left and then right aileron to overpower autopilot. Overpower action should be smooth with no noise or jerky feel. 6. Radio Check: a. Turn on NAV1 radio, with a valid NAV signal, select VLOC for display on CDI or HSI. b. Use Autopilot Mode Selector to engage TRK LO mode and move OBS so that VOR deviation needle moves left or right. Note that control yokes follow direction of needle movement. c. Use Autopilot Mode Selector to engage TRK HI mode and move OBS so that VOR deviation needle moves left or right. Note that control yokes follow direction of needle movement with more authority than in TRK LO mode.
P/N 11934-S06 Original 3-31-99
4 of 8
Cirrus Design SR20
7. Autopilot Disconnect Tests: a. Press and hold Autopilot Mode Selector for approximately 2 seconds. Note that the autopilot disengages. Move control yoke to confirm that roll control is free with no control restriction or binding. b. Momentarily depress Autopilot Mode Selector. Note that autopilot engages in ST (Stabilizer) mode. c. Press Pilot Trim Switch (control yoke). Note that the autopilot disengages. Move control yoke to confirm that roll control is free with no control restriction or binding. d. Repeat steps b. and c. using Copilot Trim Switch.
Inflight Procedures
1. RDY Light --------------------------------------------------------- CHECK ON 2. Trim airplane for existing flight conditions. 3. Center Autopilot Mode Selector Knob and then depress once to enter ST (Stabilizer) mode. 4. Rotate Autopilot Mode Selector Knob as desired to setup level or turning flight. Heading Mode 1. Begin by selecting a heading on the DG or HSI within 5 of the current airplane heading.
s Note s
The airplane should be within 5 of the selected heading when HD is selected. If airplane is more than 5 off the selected heading the autopilot will turn the airplane towards the course but may not capture and track it. 2. Use Autopilot Mode Selector to select HD mode. 3. Use DG or HSI HDG knob to make heading changes as desired. GPS Tracking and GPS Approach 1. Begin with a reliable GPS signal and CDI course needle centered, with airplane on the suggested heading to the waypoint.
P/N 11934-S06 Original 3-31-99
5 of 8
Cirrus Design SR20
s Note s
The airplane must be within 5 of the desired course when TRK is selected. If airplane is more than 5 off the selected course the autopilot will turn the airplane towards the course but may not capture and track it. 2. Use Autopilot Mode Selector to select TRK HI mode for GPS approach and cross-country tracking. VOR Tracking and VOR-LOC Approach 1. Begin with a reliable VOR or VOR-LOC signal and CDI course needle centered, with airplane on the suggested heading to the waypoint.
s Note s
The airplane must be within 5 of the desired course when TRK is selected. If airplane is more than 5 off the selected course the autopilot will turn the airplane towards the course but may not capture and track it. 2. Use Autopilot Mode Selector to select TRK HI mode for approach or TRK HI or LO for cross-country tracking.
There is no change to the airplane performance when the S-Tec System 20 Autopilot is installed.

There is no change to the airplane weight & balance when the S-Tec System 20 Autopilot is installed.
6 of 8
P/N 11934-S06 Original 3-31-99
Cirrus Design SR20

The airplane is equipped with an S-Tec System Twenty single-axis Automatic Flight Control System (Autopilot). The autopilot is a pure rate autopilot that uses an inclined gyro in the turn coordinator case as the primary turn and roll rate sensor. In addition to the turn coordinator instrument and rate gyro, the case encloses an autopilot pick-off, a gyro RPM detector, an instrument power monitor, and the autopilot computer/amplifier. Roll axis steering is accomplished by autopilot steering commands to the aileron trim motor and spring cartridge. Low electrical power will cause the Turn Coordinator to flag and low RPM will cause the autopilot to disconnect. 28 VDC for autopilot operation is supplied through the 5-amp AUTOPILOT circuit breaker on the Main Bus 1. Turn Coordinator instrument dimming is controlled through the INST light dimmer on the bolster switch panel.
s Note s s The altitude hold mode discussed in the following paragraphs and shown in Figure 1 is not available with the System Twenty Autopilot. This feature is available on the System Thirty Autopilot. Altitude hold is shown in this supplement only because both the System Twenty and Thirty Autopilots use the same Turn Coordinator. s Altitude hold is not selectable and the associated annunciators will not illuminate.
All Autopilot mode selection and annunciation is performed with the Turn Coordinator/Autopilot Controller. Refer to Figure 1 for an illustration of the following listed modes and controls: RDY (Ready) Light Illuminates green when autopilot is ready for engagement. When the airplanes Battery Master switch is turned on and the rate gyro RPM is correct, the green RDY light will come on indicating the autopilot is ready for the functional check and operation. The autopilot cannot be engaged unless the RDY light is illuminated.
P/N 11934-S06 Original 3-31-99
7 of 8
Cirrus Design SR20
Mode Select / Disconnect Switch Each momentary push of the knob will select an autopilot mode, left to right, beginning with ST (Stabilizer) mode and ending with TRK HI (Track) mode. Holding the knob in for more than 2 seconds will disengage the autopilot. Depressing either control yoke trim switch will also disengage the autopilot. ST (Stabilizer) Mode - Turning the Mode Select Knob left or right in ST (Stabilizer) mode will provide left/right steering commands to the autopilot proportional to the knob displacement. Steering command is limited to a standard rate turn maximum. HD (Heading) Mode When HD is selected, the autopilot responds to heading changes made using the HDG knob on the DG or HSI. If the airplane heading is within 5 of selected heading when the mode is selected, the autopilot will turn the airplane to the heading and then follow the heading. Subsequent heading changes can be made using the HDG knob on the DG or HSI. TRK (Track) Mode When TRK LO is selected, the autopilot will provide low system gain for comfortable cross country tracking of GPS or VOR courses. When TRK HI is selected, the autopilot will provide a higher level of system gain for more active tracking of GPS, VOR, or Localizer front course signals. ALT (Altitude Hold), mode and the TRIM UP, and TRIM DN annunciators are not functional with the System Twenty Autopilot. Flag Window A red flag indicates insufficient electrical power (less than 24 VDC) to the Turn Coordinator rate gyro. The turn coordinator has its own backup power supply. Refer to basic Handbook.
8 of 8
P/N 11934-S06 Original 3-31-99
Cirrus Design SR20
S-Tec System Thirty Autopilot

When the S-Tec System Thirty Autopilot is installed in the Cirrus Design SR20, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook. This document must be carried in the airplane at all times. Information in this supplement either adds to, supersedes, or deletes information in the basic SR20 Pilots Operating Handbook.
s Note s
This POH Supplement Revision dated 14 Feb 2000 supersedes and replaces the original issue of this supplement dated 14 July 1999.
P/N 11934-S07 Revised 2-14-00
1 of 9
Cirrus Design SR20
Section 1 - General This airplane is equipped with an S-TEC System Thirty Autopilot. This two-axis autopilot system receives roll axis control inputs from an integral electric turn coordinator and altitude information from an altitude transducer plumbed into the pitot-static system. The programmer, computer/amplifier, and annunciators are contained entirely within the turn coordinator case. Pilot inputs to the autopilot are made through the Multi-function Control Knob at the upper left of the turn coordinator, through the Altitude Hold switches on the control yoke handles, and the trim control switches on the control yoke handles. The control knob provides mode selection, disengage, and turn command functions. The autopilot makes roll changes through the aileron trim motor and spring cartridge and makes pitch changes for altitude hold through the pitch trim motor and spring cartridge. The S-Tec System Thirty Autopilot features: Roll Stabilization. Turn Command. NAV/LOC/GPS tracking; HI and LO sensitivity. Altitude Hold
OL
D A P D I
S
C
P U S H/
PI
TC
H IN FORM
AT
UP
IO
N
LO
ALT ST HD RDY
HI
TRIM
DN
TRK
TURN COORDINATOR
2 MIN
Figure 1 Turn Coordinator 2 of 9

P/N 11934-S07 Revised 2-14-00
SR2_FM09_1052
Cirrus Design SR20
1. Autopilot operation is prohibited above 180 KIAS. 2. The autopilot must not be engaged for takeoff or landing. 3. The autopilot must be disengaged for missed approach, goaround, and balked landing. 4. Flaps must be set to 50% for autopilot operation in Altitude Hold at airspeeds below 95 KIAS. 5. Flap deflection is limited to 50% during autopilot operations.

Refer to Electric Trim/Autopilot Failure procedure in the basic Handbook. Do not reengage the autopilot until the malfunction has been identified and corrected. The autopilot may be disconnected by: 6. Pressing and holding the Mode Selector Knob on the Turn Coordinator for approximately 2 seconds. 7. Pressing the A/P DISC/Trim switch on either control yoke handle. 8. Pulling the AUTOPILOT circuit breaker on the Main Bus 1. Altitude lost during a roll axis autopilot malfunction and recovery: Flight Phase Climb Cruise Descent Maneuvering Approach Bank Angle 30 55 55 10 0 Altitude Loss None 100 ft 120 ft None 20 ft
Altitude lost during a pitch axis autopilot malfunction and recovery: Flight Phase Cruise ILS
P/N 11934-S07 Revised 2-14-00
Altitude Loss 200 ft 25 ft
3 of 9
Cirrus Design SR20


1. Battery Master Switch ----------------------------------------------------- ON 2. Avionics Power Switch ---------------------------------------------------- ON Note that all autopilot annunciators, except TRIM UP and DN, illuminate. After a few seconds all lights will go out. When the turn coordinator gyro has reached operational RPM, the green RDY light will illuminate. 3. ST (Stabilizer) Mode----------------------------------------------------TEST a. Momentarily depress Autopilot Mode Selector, and note that ST (Stabilizer) light illuminates. b. Then rotate Mode Selector Knob left then right. Note that control yokes follow movement of knob. 4. Heading Mode -----------------------------------------------------------TEST a. Center the HDG bug under the lubber line on the HSI or DG. b. Momentarily depress Autopilot Mode Selector. Note that HD (Heading) light illuminates. c. Then rotate HDG knob on the DG or HSI to the left then right. Note that control yokes follow movement of knob. Then return HDG bug to lubber line. 5. Altitude Hold --------------------------------------------------------------TEST a. Depress either pilots or copilots A/P ALT HOLD button (control yoke). Note that ALT (Altitude Hold) light illuminates. b. Depress the A/P ALT HOLD button again and note that ALT light goes out. 6. Overpower Test: a. Grasp control yoke and input left and then right aileron to overpower autopilot. Overpower action should be smooth with no noise or jerky feel. 7. Radio Check: a. Turn on NAV1 radio, with a valid NAV signal, and select VLOC for display on CDI or HSI. b. Use Autopilot Mode Selector to engage TRK LO mode and move OBS so that VOR deviation needle moves left or right. Note that control yokes follow direction of needle movement. 4 of 9
P/N 11934-S07 Revised 2-14-00
Cirrus Design SR20
Use Autopilot Mode Selector to engage TRK HI mode and move OBS so that VOR deviation needle moves left or right. Note that control yokes follow direction of needle movement with more authority than in TRK LO mode. 8. Autopilot Disconnect Tests: a. Press and hold Autopilot Mode Selector for approximately 2 seconds. Note that the autopilot disengages. Move control yoke to confirm that roll control is free with no control restriction or binding. b. Momentarily depress Autopilot Mode Selector. Note that autopilot engages in ST (Stabilizer) mode. c. Press Pilot A/P DISC/Trim Switch (control yoke). Note that the autopilot disengages. Move control yoke to confirm that roll control is free with no control restriction or binding. d. Repeat steps b. and c. using Copilot Trim Switch.
c.
Inflight Procedures
1. RDY Light --------------------------------------------------------- CHECK ON 2. Trim airplane for existing flight conditions. 3. Center Autopilot Mode Selector Knob and then depress once to enter ST (Stabilizer) mode. 4. Rotate Autopilot Mode Selector Knob as desired to setup level or turning flight. Heading Mode 1. Begin by selecting a heading on the DG or HSI within 10 of the current airplane heading. 2. Use Autopilot Mode Selector to select HD mode. The HD light will come on and the airplane will turn toward the selected heading. 3. Use DG or HSI HDG knob to make heading changes as desired.
P/N 11934-S07 Revised 2-14-00
5 of 9
Cirrus Design SR20
Altitude Hold Mode 1. Manually fly the airplane to the desired altitude and level off.
s Note s
For smoothest transition to altitude hold, the airplane rate of climb or descent should be less than 100 FPM when Altitude Hold is selected. 2. With Autopilot on (ST annunciator on or another roll mode active), press either the pilots or copilots A/P ALT HOLD button (control yoke). The ALT annunciator will illuminate indicating that the mode is engaged and the autopilot will hold the present altitude.
s Note s
Manually flying the airplane off the selected altitude will not disengage altitude hold and the autopilot will command a pitch change to recapture the altitude when the control input is released. GPS Tracking and GPS Approach 1. Begin with a reliable GPS signal and CDI course needle centered, with airplane on the suggested heading to the waypoint.
s Note s
The airplane must be within 5 of the desired course when TRK is selected. If airplane is more than 5 off the selected course the autopilot will turn the airplane towards the course but may not capture and track it. 2. Use Autopilot Mode Selector to select TRK HI mode for GPS approach and cross-country tracking. VOR Tracking and VOR-LOC Approach 1. Begin with a reliable VOR or VOR-LOC signal and CDI course needle centered, with airplane on the suggested heading to the waypoint.
6 of 9
P/N 11934-S07 Revised 2-14-00
Cirrus Design SR20
s Note s
The airplane must be within 5 of the desired course when TRK is selected. If airplane is more than 5 off the selected course the autopilot will turn the airplane towards the course but may not capture and track it. 2. Use Autopilot Mode Selector to select TRK HI mode for approach or TRK HI or LO for cross-country tracking.
There is no change to the airplane performance when the S-Tec System Thirty Autopilot is installed.

There is no change to the airplane weight & balance when the S-Tec System Thirty Autopilot is installed.

The airplane is equipped with an S-Tec System Thirty two-axis Automatic Flight Control System (Autopilot). The autopilot roll axis uses an inclined gyro in the turn coordinator case as the primary turn and roll rate sensor. In addition to the turn coordinator instrument and rate gyro, the case encloses an autopilot pick-off, a gyro RPM detector, an instrument power monitor, and the autopilot roll computer/amplifier. An altitude transducer plumbed into the pitotstatic system provides altitude information to a separate pitch computer installed in the console. Roll axis steering is accomplished by autopilot steering commands to the aileron trim motor and spring cartridge. Pitch axis command for altitude hold is accomplished by pitch computer commands to the elevator trim motor and trim cartridge. Low electrical power will cause the Turn Coordinator to flag and low RPM will cause the autopilot to disconnect. 28 VDC for autopilot operation is supplied through the 5-amp AUTOPILOT circuit breaker on the Main Bus 1. Turn Coordinator instrument dimming is controlled through the INST light dimmer on the bolster switch panel.
P/N 11934-S07 Revised 2-14-00
7 of 9
Cirrus Design SR20
All Autopilot mode selection and annunciation is performed with the Turn Coordinator Control Knob and the A/P ALT HOLD buttons on the pilots and copilots control yokes. Refer to Figure 1 for an illustration of the following listed modes and controls: RDY (Ready) Light Illuminates green when autopilot is ready for engagement. When the airplanes Battery Master switch is turned on and the rate gyro RPM is correct, the green RDY light will come on indicating the autopilot is ready for the functional check and operation. The autopilot cannot be engaged unless the RDY light is illuminated. Mode Select / Disconnect Switch Each momentary push of the knob will select an autopilot mode, left to right, beginning with ST (Stabilizer) mode and ending with TRK HI (Track) mode. Holding the knob in for more than 2 seconds will disengage the autopilot. Depressing either control yoke trim switch will also disengage the autopilot. ST (Stabilizer) Mode - Turning the Mode Select Knob left or right in ST (Stabilizer) mode will provide left/right steering commands to the autopilot proportional to the knob displacement. Steering command is limited to a standard rate turn maximum. HD (Heading) Mode When HD is selected, the autopilot responds to heading changes made using the HDG knob on the DG or HSI. When HDG mode is selected, the autopilot will turn the airplane to the selected heading and then follow the selected heading. Subsequent heading changes can be made using the HDG knob on the DG or HSI. For smoothest transition to HDG, it is recommended that the airplane be aligned to within 10 of the selected heading before engaging HDG. TRK (Track) Mode When TRK LO is selected, the autopilot will provide low system gain for comfortable cross-country tracking of GPS or VOR courses. When TRK HI is selected, the autopilot will provide a higher level of system gain for more active tracking of GPS, VOR, or Localizer front course signals.
8 of 9
P/N 11934-S07 Revised 2-14-00
Cirrus Design SR20
ALT (Altitude Hold), Mode When ALT is selected by pressing either A/P ALT HOLD button on the control yoke handles, the autopilot will hold the altitude at the time the mode was selected. Altitude hold will not engage if an autopilot roll mode is not engaged. Pressing an A/P ALT HOLD button again or disengaging the autopilot using Mode Select/Disconnect switch or control yoke trim switches will disengage altitude hold. The TRIM UP and TRIM DN annunciators are not functional in this installation. Flag Window A red flag indicates insufficient electrical power (less than 24 VDC) to the Turn Coordinator rate gyro. The turn coordinator has its own backup power supply. Refer to basic Handbook.
P/N 11934-S07 Revised 2-14-00
9 of 9
Cirrus Design SR20

When the S-Tec System 55 Autopilot is installed in the Cirrus Design SR20, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook. This document must be carried in the airplane at all times. Information in this supplement either adds to, supersedes, or deletes information in the basic SR20 Pilots Operating Handbook.
s Note s
This POH Supplement Revision dated 14 Feb 2000 supersedes and replaces the original issue of this supplement dated 14 July 1999.
P/N 11934-S08 Revised 2-14-00
1 of 13
Cirrus Design SR20
Section 1 - General
This airplane is equipped with an S-TEC System 55 Autopilot. The System 55 autopilot is a two-axis autopilot system. The system consists of a flight guidance programmer/computer, altitude transducer, turn coordinator, and HSI. Mode selection and vertical speed selection is made on the programmer/computer panel. A button on each control yoke handle may be used to disengage the autopilot. The autopilot makes roll changes through the aileron trim motor and spring cartridge and makes pitch changes for altitude hold through the pitch trim motor and spring cartridge. The SR20 installation S-Tec System 55 Autopilot features: Heading Hold and Command; NAV/LOC/GPS/GS tracking, high and low sensitivity, and automatic 45 -course intercept; Altitude Hold and Command; and Vertical Speed Hold and Command. Refer to S-Tec System 55 Pilots Operating Handbook (POH), P/N 8747 Rev B dated 03/99 or later revision for a full operational procedures and description of implemented modes. The System 55 POH also contains detailed procedures for accomplishing GPS & VOR course tracking, front course and back course localizer approaches, and glideslope tracking.
s Note s
The SR20 implementation of the System 55 Autopilot does not utilize the optional remote annunciator, optional Alt/VS Preselect, roll servo, pitch servo, and optional trim servo. Therefore, all references to these items in the S-Tec System 55 POH shall be disregarded. Additionally, this installation does not utilize a CWS (Control Wheel Steering) switch or an AUTOPILOT MASTER switch. This installation utilizes the airplanes pitch and roll trim actuators to affect steering changes. Therefore, the automatic trim function of the System 55 is not implemented. Disregard all references in the S-Tec System 55 POH to this feature. Roll information is displayed on the HSI. Autopilot Flight Director is not implemented in this installation.
2 of 13
P/N 11934-S08 Revised 2-14-00
Cirrus Design SR20
1. Autopilot operation is prohibited above 180 KIAS. 2. The autopilot must not be engaged for takeoff or landing. 3. The autopilot must be disengaged for missed approach, goaround, and balked landing. 4. Flaps must be set to 50% for autopilot operation in Altitude Hold at airspeeds below 95 KIAS. 5. Flap deflection is limited to 50% during autopilot operations.
AP
R HDG DY
NAV
C W S
APR
F A
IL
REV TRIM
ALT
GS
VS +
18
HDG
S-TEC
NAV
APR
REV
ALT
VS
SR2_FM09_1111
Figure 1 System 55 Programmer/Computer

P/N 11934-S08 Revised 2-14-00
3 of 13
Cirrus Design SR20

Refer to Electric Trim/Autopilot Failure procedure in the SR20 POH. Do not reengage the autopilot until the malfunction has been identified and corrected. The autopilot may be disconnected by: 1. Pressing the A/P DISC/Trim switch on the control yoke handle. 2. Pulling the AUTOPILOT circuit breaker on the Main Bus 1.
Balked Landing / Go-Around

A balked Landing or Go-around is performed as described in the basic SR20 POH except that the autopilot must be disengaged. 1. Autopilot ..........................................................................Disengage 2. Power Lever ........................................................ FULL FORWARD 3. Flaps .............................................................50% (Above 80 KIAS) Altitude lost during a roll axis autopilot malfunction and recovery: Flight Phase Climb Cruise Descent Maneuvering Approach Bank Angle 30 55 55 10 0 Altitude Loss None 100 ft 120 ft None 20 ft
Altitude lost during a pitch axis autopilot malfunction and recovery: Flight Phase Cruise ILS Altitude Loss 200 ft 25 ft
4 of 13
P/N 11934-S08 Revised 2-14-00
Cirrus Design SR20
System Failure and Caution Annunciations

If any of the following failure annunciations occur at low altitude or during an actual instrument approach, disengage the autopilot, execute a go-around or missed approach as appropriate. Inform ATC of problem. Do not try to troubleshoot until a safe altitude and maneuvering area are reached or a safe landing is completed. Annunciation
Flashing RDY for 5 seconds with audible tone. Flashing RDY with audible tone then goes out. Flashing NAV, REV, or APR.
Condition
Autopilot disconnect. All annunciations except RDY are cleared. Turn coordinator gyro speed low. Autopilot disengages and cannot be re-engaged. Off navigation course by 50% needle deviation or more.
Action
None.
Check power to turn coordinator.
Use HDG mode until problem is identified. Crosscheck raw NAV data, compass heading, and radio operation. Check Nav radio for proper reception. Use HDG mode until problem is corrected. Reduce VS command and/or adjust power as appropriate. Check attitude and power. Adjust power as appropriate. Disconnect autopilot and initiate go-around or missed approach procedure. Inform ATC.
Flashing NAV, REV, or APR with steady FAIL Flashing VS
Invalid signal.
radio
navigation
Excessive vertical speed error over selected vertical speed. Usually occurs in climb. Off glideslope centerline by 50% needle deviation or more. with Invalid glideslope navigation signal. radio
Flashing GS
Flashing GS steady FAIL
Flashing ALT.
GS
plus
Manual glideslope disabled. Re-enable by pressing NAV mode button.
P/N 11934-S08 Revised 2-14-00
5 of 13
Cirrus Design SR20


1. Battery Master Switch ................................................................ ON 2. Avionics Power Switch ............................................................... ON Note that all autopilot annunciators, except CWS, and TRIM illuminate. After about 5 seconds all lights will go out. When the turn coordinator gyro has reached operational RPM, the RDY annunciator will come on. 3. Heading Mode........................................................................ TEST a. Center the HDG bug under the lubber line on the HSI. b. Momentarily depress HDG button on autopilot Mode Selector. Note that HDG light illuminates. c. Then rotate HDG knob on the HSI to the left then right. Note that control yokes follow movement of knob. Then return HDG bug to lubber line. 4. Vertical Speed........................................................................ TEST a. Depress VS button on autopilot programmer/computer. Note that VS light illuminates VS+0. b. Rotate the VS control knob to 500 FPM up (+5). After a short delay, the control yoke will move aft. c. Rotate the VS control knob to 500 FPM down (-5). After a short delay, the control yoke will move forward. 5. Altitude Hold........................................................................... TEST a. Depress ALT button on autopilot programmer/computer. Note that ALT annunciator comes on, VS annunciator goes out, and yoke does not move. 6. Overpower Test: a. Grasp control yoke and input left aileron, right aileron, nose up, and nose down to overpower autopilot. Overpower action should be smooth in each direction with no noise or jerky feel. 7. Radio Check: a. Turn on NAV1 radio, with a valid NAV signal, and select VLOC for display on the HSI. b. Use autopilot programmer/computer to engage NAV mode and move OBS so that VOR deviation needle moves left or 6 of 13
P/N 11934-S08 Revised 2-14-00
Cirrus Design SR20
right. Note that control yokes follow direction of needle movement. 8. Autopilot Disconnect Tests: a. Press Pilot A/P DISC/Trim Switch (control yoke). Note that the autopilot disengages. Move control yoke to confirm that pitch and roll control is free with no control restriction or binding. b. Repeat step using Copilot A/P DISC/Trim Switch.
Inflight Procedures
1. RDY Light ..................................................................... CHECK ON 2. Trim airplane for existing flight conditions. 3. Engage desired mode by pressing mode selector button on autopilot programmer/computer.
Heading Mode 1. Begin by selecting a heading on HSI within 10 of the current airplane heading. 2. Press HDG button on autopilot programmer/computer. The HDG annunciator will illuminate and the airplane will turn to the selected heading. 3. Use HSI HDG bug to make heading changes as desired.
Altitude Hold Mode 1. Manually fly the airplane to the desired altitude and level off.
s Note s
For smoothest transition to altitude hold, the airplane rate of climb or descent should be less than 100 FPM when Altitude Hold is selected. 2. Press HDG or NAV to engage a roll mode. The associated annunciator will illuminate.
s Note s
A roll mode must be engaged prior to engaging a pitch mode.
P/N 11934-S08 Revised 2-14-00
7 of 13
Cirrus Design SR20
3. Press the ALT button on the autopilot programmer/computer. The ALT annunciator will illuminate indicating that the mode is engaged and the autopilot will hold the present altitude.
s Note s
Manually flying the airplane off the selected altitude will not disengage altitude hold and the autopilot will command a pitch change to recapture the altitude when the control input is released. 4. Altitude can be synchronized to another altitude by rotating the VS knob on the programmer/computer. Clockwise rotation will increase and counterclockwise rotation will decrease altitude 20 feet for each click. The maximum adjustment is 360 feet. Adjustments greater than 360 feet can be made by selecting VS mode and flying the airplane to the new altitude and then reengaging ALT mode. Vertical Speed Mode 1. Begin by manually establishing the desired vertical speed. 2. Press HDG or NAV to engage a roll mode. The associated annunciator will illuminate.
s Note s
A roll mode must be engaged prior to engaging a pitch mode. 3. Press the VS button on the autopilot programmer/computer to engage the vertical speed mode. When the mode is engaged, the autopilot will synchronize to and hold the vertical speed at the time the mode was engaged.
s Note s
The vertical speed is displayed in 100-foot increments at the far right of the programmer/computer window next to the VS annunciation. A plus (+) value indicates climb and a negative or minus (-) value indicates descent. 4. Vertical speed can adjusted by rotating the VS knob on the programmer/computer. Clockwise rotation increases and counterclockwise rotation decreases rate of climb (or descent) 100 FPM for each click. The maximum adjustment is 1600 FPM. 8 of 13
P/N 11934-S08 Revised 2-14-00
Cirrus Design SR20
s Note s
A flashing VS mode annunciator indicates excessive error between actual vertical speed and the selected vertical speed (usually in climb). The pilot should adjust power or reduce the commanded vertical speed as appropriate to remove the error. GPS Tracking and GPS Approach 1. Begin with a reliable GPS signal selected on the NAV receiver. 2. Select desired course on HSI and establish a desired intercept heading. 3. Press the NAV button on the autopilot programmer/computer. The NAV mode will illuminate.
s Note s
If the course needle is at full-scale deviation, the autopilot will establish the airplane on a heading for a 45 intercept with the selected course. As the airplane approaches the course, the autopilot will smoothly shallow the intercept angle. The pilot may select an intercept angle less than the standard 45 by setting the desired intercept heading with the HSI HDG bug and then simultaneously selecting NAV and HDG modes on the autopilot programmer/computer. When the on-course intercept turn begins the HDG mode will disengage and the annunciator will go out. During the intercept sequence, the autopilot operates at maximum gain and sensitivity (90% of standard rate turn). When the selected course is intercepted, course deviation needle centered, the course-tracking program is activated. The system will remain at maximum sensitivity for approximately 15 seconds while the wind correction angle is established. The maximum turn rate is then reduced to 45% standard rate. Approximately 60 seconds later, the maximum turn rate is reduced to 15% standard rate 4. For increased sensitivity during approach or if desired for enroute tracking, press the APR button on the autopilot programmer/computer. Both NAV and APR annunciators will be illuminated.
P/N 11934-S08 Revised 2-14-00
9 of 13
Cirrus Design SR20
VOR Tracking and VOR-LOC Approach 1. Begin with a reliable VOR or VOR-LOC signal selected on the NAV receiver. 2. Select desired course on HSI and establish a desired intercept heading. 3. Press the NAV button on the autopilot programmer/computer. The NAV mode will illuminate. Course interception and tracking will be as described under GPS Tracking and GPS Approach above. 4. For station passage, set HDG bug to within 5 of selected course.
s Note s
If the HDG bug is within 5 of center and the course deviation is less than 10%, the autopilot will immediately establish the lowest level of sensitivity and limit the turn rate to a maximum of 15% of a standard rate turn. 5. For increased sensitivity during approach or if desired for enroute tracking, press the APR button on the autopilot programmer/computer. Both NAV and APR annunciators will be illuminated. Glideslope Intercept and Tracking 1. Begin with a reliable ILS signal selected on the NAV receiver. 2. Select autopilot NAV and APR. Airplane must be within 50% needle deviation of localizer centerline. 3. Select ALT mode. Airplane must be 60% or more below the glideslope centerline during the approach to the intercept point. If the above conditions have existed for 10 seconds, GS mode will arm, the GS annunciator will come on and the ALT annunciator will remain illuminated. When glideslope intercept occurs, the ALT annunciator will go out and the system will track the glideslope.
s Note s
If approach vectoring locates the airplane too near the glideslope at the intercept point (usually the outer marker), the GS mode can be manually armed by pressing the ALT button once. Once capture is achieved, GS annunciator will come on and ALT annunciator will go out.
P/N 11934-S08 Revised 2-14-00
10 of 13
Cirrus Design SR20
There is no change to the airplane performance when the S-Tec System 55 autopilot is installed.

There is no change to the airplane weight & balance when the S-Tec System 55 autopilot is installed.

The airplane is equipped with an S-Tec System 55 two-axis Automatic Flight Control System (Autopilot). The autopilot programmer/computer is installed in the center console radio stack. The autopilot roll axis uses an inclined gyro in the turn coordinator case as the primary turn and roll rate sensor. In addition to the turn coordinator instrument, the roll axis computer receives signals from the HSI and the #1 NAV radio. The roll computer computes roll steering commands for turns, radio intercepts, and tracking. Roll axis steering is accomplished by autopilot steering commands to the aileron trim motor and spring cartridge. The pitch computer receives altitude data from an altitude pressure transducer plumbed into the static system, an accelerometer, and glideslope information from the HSI and #1 NAV radio. Pitch axis command for altitude hold, vertical speed hold, and glideslope tracking is accomplished by pitch computer commands to the elevator trim motor and trim cartridge. 28 VDC for autopilot and turn coordinator operation is supplied through the 5-amp AUTOPILOT circuit breaker on the Main Bus 1. Turn Coordinator instrument dimming is controlled through the INST light dimmer on the bolster switch panel. All Autopilot mode selection is performed by using the mode select buttons and VS knob on the autopilot programmer/computer in the center console. Annunciators in the programmer/computer display window annunciate modes. Refer to Figure 1 for an illustration of the following listed modes and controls:
P/N 11934-S08 Revised 2-14-00
11 of 13
Cirrus Design SR20
RDY (Ready) Illuminates when autopilot is ready for engagement. When the airplanes Battery Master switch is turned on and the rate gyro RPM is correct, the RDY annunciator will come on indicating the autopilot is ready for the functional check and operation. The autopilot cannot be engaged unless the RDY light is illuminated. HD (Heading) Mode When HDG is selected, the autopilot will engage the HDG mode, fly the airplane to, and hold the heading set on the HSI. Subsequent heading changes are made using the HDG knob on the HSI. For smoothest transition to HDG mode, it is recommended that the airplane be aligned to within 10 of the selected heading before engaging HDG. The HDG mode is also used in combination with the NAV mode to set up a pilot selected intercept angle to a course. NAV (Navigation) Mode When NAV is selected, the autopilot will provide intercept and tracking of GPS, VOR, and Localizer courses. For course intercept with full-scale deviation, the autopilot automatically sets up a 45 intercept angle at maximum gain and sensitivity (turn is limited to 90% of standard rate). The point at which the turn to capture the course begins is dependent upon closure rate and airplane position. When the course is intercepted and the HSI course deviation needle centered (indicating course capture), the autopilot automatically initiates a tracking gain program to reduce turn rate to 45% standard rate, and then 15% standard rate. REV (Reverse Course) When REV is selected, the autopilot will automatically execute high sensitivity gain for an approach where tracking the front course outbound or tracking the back course inbound is required. The APR and REV annunciators will illuminate when REV is selected. APR (Approach) When APR is selected, the autopilot provides increased sensitivity for VOR or GPS approaches. APR may also be used to provide increased sensitivity for enroute course tracking.
12 of 13
P/N 11934-S08 Revised 2-14-00
Cirrus Design SR20
GS (Glideslope) The autopilot GS function will capture and track an ILS glideslope. To arm the GS function, the following conditions must be met: (1) the NAV receiver must be tuned to the appropriate ILS frequency; (2) The glideslope signal must be valid no flag; (3) the autopilot must be in NAV/APR/ALT modes; and (4) the airplane must be 60% or more below the glideslope centerline during the approach to the intercept point, and within 50% needle deviation of the localizer centerline at the point of intercept usually the outer marker. When the above conditions have existed for 10 seconds, the GS annunciator will illuminate indicating GS arming has occurred (ALT annunciator will remain on). When the glideslope is intercepted and captured, the ALT annunciator will go out. ALT (Altitude Hold), Mode When ALT is selected, the autopilot will hold the altitude at the time the mode was selected. Altitude hold will not engage if an autopilot roll mode is not engaged. Altitude correction for enroute barometric pressure changes may be made by rotation of the VS knob on the autopilot programmer/computer. Clockwise rotation will increase and counterclockwise rotation will decrease altitude 20 feet for each click. The maximum adjustment is 360 feet. Adjustments greater than 360 feet can be made by selecting VS mode and flying the airplane to the new altitude and then re-engaging ALT mode. VS (Vertical Speed) Mode When VS is selected, the autopilot will synchronize to and hold the vertical speed at the time the mode was selected. Altitude hold will not engage if an autopilot roll mode is not engaged. The vertical speed is displayed in 100-foot increments at the far right of the programmer/computer window next to the VS annunciation. A plus (+) value indicates climb and a negative or minus (-) value indicates descent. Vertical speed can adjusted by rotating the VS knob on the programmer/computer. Clockwise rotation increases and counterclockwise rotation decreases rate of climb (or descent) 100 FPM for each click. The maximum adjustment is 1600 FPM.
P/N 11934-S08 Revised 2-14-00
13 of 13
Cirrus Design SR20
Approved Oxygen Systems

When supplemental oxygen is required by the applicable operating rules (FAR Part 91 or FAR Part 135), this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook (Handbook). Information in this supplement either adds to, supersedes, or deletes information in the basic Handbook.
P/N 11934-S09 Original 02-24-00
1 of 6
Cirrus Design SR20
Section1 - General
This supplement lists the approved portable oxygen systems that may be used in the SR20 when supplemental oxygen is required by the applicable operating rules, as well as provides mounting instructions and general operating procedures for all approved systems.
Smoking is not permitted in the SR20. The following portable oxygen systems and dispensing units are approved for use in the Cirrus Design SR20:
Model
XCP-682 XCP-415 XCP-180 Mountain High Equip. & Supply Salt Lake City, UT
Supplier
Capacity
682 L 415 L 180 L
Dispensing Units
Mask (1 minimum), Cannula, A4 Flowmeters Only (use mask or std. cannula scale only) Do not use A3 flowmeters
The system must be configured so that at least one mask capable of covering the nose and mouth is available for use. If nasal cannulas are provided in addition to the mask(s), the instruction sheet provided by the cannula manufacturer must be affixed to the tubing on each cannula and available to each user. The instructions must contain the following information: A warning against smoking while oxygen is in use; An illustration showing the correct method of donning; and A visible warning against use of the cannula with nasal obstructions or head colds with resultant nasal congestion.
The oxygen bottle must be secured in the right front seat so that the pilot can view the oxygen pressure gage and operate the regulator. When the oxygen bottle is installed, the seat may not be occupied in flight and the maximum occupancy is reduced by one. Oxygen storage bottles were hydrostatically tested at manufacture and the date stamped on the bottle. The storage bottle must be hydrostatic tested and recertified every 5 years.
2 of 6
P/N 11934-S09 Original 02-24-00
Cirrus Design SR20

Smoke and Fume Elimination
In addition to the procedures outlined in the basic Handbook, pilot and passengers should don cannulas or masks and use oxygen at the maximum flow rate until smoke and fumes have cleared.

s Note s
Refer to Figure 2 Oxygen Duration for duration at various altitudes and passengers using oxygen.
Preflight
1. 2. 3. 4. Oxygen Bottle (right front seat) ................ Check Properly Secured Oxygen Masks or Cannulas ...................... Connected to Regulator Oxygen Pressure Gage................................................... Green Arc Oxygen Shutoff Valve............................................................... OFF
Before Starting Engine

1. Passengers ..............................Brief on Oxygen System Operation
s Note s
Briefing to include oxygen mask/cannula donning, flowmeter adjustment, and connection to oxygen bottle regulator.
Climb
As airplane approaches altitude requiring oxygen: 1. Pilot and passengers.................................Don Masks or Cannulas 2. Oxygen Shutoff Valve................................................................. ON 3. Flowmeters ................................. Adjust flow for final cruise altitude
s WARNING s Set A4 flowmeter using standard cannula or mask scale. Do not use scale for oxygen conserving.
P/N 11934-S09 Original 02-24-00
3 of 6
Cirrus Design SR20
Descent
After airplane descends through altitude requiring oxygen: 1. Oxygen Shutoff Valve .............................................................. OFF 2. Pilot and passengers ...............................Stow Masks or Cannulas

The weight, arm, and moment for fully charged systems (1800 2200 psi) is provided in the following table:
Model XCP-682 (682 Liter) XCP-415 (415 Liter) XCP-180 (180 Liter) Weight - lb 14.00 10.25 4.50 Arm 143.5 143.5 143.5 Moment/1000 2.01 1.47 0.65
Section 7 - System Description

Refer to approved system manufacturers data for a description of the equipment, cleaning instructions, and specific operational instructions.
Mounting Instructions
The oxygen bottle must be properly mounted in the right front passenger seat using the cylinder harness supplied with the system. When properly mounted and secured, the pilot will be able to view the oxygen pressure gage and operate the shutoff valve. See Figure 1 for mounting instructions.
4 of 6
P/N 11934-S09 Original 02-24-00
Cirrus Design SR20
INITIAL INSTALLATION
1
Clip strap to triangular loop as shown in Detail A. Route strap under headrest, down the back of the seat, and forward between the cushion and seat back. Clip strap to lower triangular loop. Tighten strap with cinch.
TUFF PACK BAG OXYGEN BOTTLE 1
Note: Prior to installing bottle the first time,

the horizontal straps will be disassembled in order to pass the loose ends through the loops on the Tuff Pack Bag. Be sure to note the strap routing through the buckle and cinch during disassembly to aid in reassembly. 2 Route loose end of strap around the seat back, through rectangular loops on forward side of bottle, as shown in Detail B, through the male buckle half, and through the cinch, as shown in Detail C. Insert male buckle half into female buckle half and tighten strap at cinch. Same as step 2.
A
2
C
3
CLIP
LOOP
DETAIL A
STRAP
SR2_FM09_1081
LOOP LOOP
MALE BUCKLE
FEMALE BUCKLE
DETAIL B
CINCH
DETAIL C
Figure 1 Oxygen Bottle Mounting

P/N 11934-S09 Original 02-24-00
5 of 6
Cirrus Design SR20
OXYGEN DURATION - HOURS

Fully Charged System (1800 psig at 70 F) System Typical (Liters) XCP-180 (134) Number of Persons Using O2 1 2 3 1 XCP-415 (371) 2 3 1 XCP-682 (609) 2 3 Altitude ~ Feet 10,000 2.23 1.12 0.74 6.18 3.09 2.06 10.15 5.08 3.38 15,000 1.49 0.75 0.50 4.12 0.75 0.50 6.77 3.39 2.26 18,000 1.24 0.62 0.41 3.43 0.48 0.72 5.64 2.82 1.88
Durations assume typical flow rate of 1.0 liter/minute at 10,000 feet pressure altitude.
Figure 2 Oxygen Duration 6 of 6

P/N 11934-S09 Original 02-24-00
Cirrus Design SR20
Dual Alternator System

When the Dual Alternator System is installed in the Cirrus Design SR20, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook. This document must be carried in the airplane at all times. Information in this supplement either adds to, supersedes, or deletes information in the basic SR20 Pilots Operating Handbook.
P/N 11934-S10 Original 9-28-99
1 of 10
Cirrus Design SR20
Section 1 - General
This airplane is equipped with a Dual Alternator System. Refer to Section 7 in this supplement for a full description of the system.
Kinds of Operation Equipment List
System, Instrument, and/or Equipment Electrical Power Alternator 1 1 1* 1* * 2 required if electric HSI installed Kinds of Operation VFR Day VFR Night IFR Day IFR Night Remarks, Notes, and/or Exceptions
2 of 10
P/N 11934-S10 Original 9-28-99
Cirrus Design SR20

Alternator Failure
Abnormal ammeter indications and illumination of the ALT FAIL caution light(s) and/or illumination of the LOW VOLTS warning light may indicate electrical power supply system malfunctions. A broken alternator drive belt, wiring fault or a defective alternator control unit is most likely the cause of the alternator failure. Usually, electrical power malfunctions are accompanied by an excessive battery rate of charge or a battery discharge rate.
s Note s
During low RPM conditions with a heavy electrical load, such as during low-speed taxi, illumination of the LOW VOLTS warning light, illumination of one or both ALT FAIL caution lights, and/or battery discharge ammeter indications can occur. Normally, these indications will return to normal as RPM is increased.
ALT FAIL Light Illuminated 1. Ammeter Select Switch ................................ SELECT FAILED ALT 2. If Amps = 0, Failed ALT Master Switch ........... CYCLE (OFF ON) 3. If Amps remain = 0, Failed ALT Master Switch........................ OFF 4. Failed Alternator Circuit Breaker ............................................ PULL
Battery Excessive Rate of Charge After starting engine and heavy electrical use at low RPM, the battery will be low enough to accept above normal charging. However, the ammeter should be indicating less than two needle widths of charging current after thirty minutes of cruising flight. If the charging rate remains above this rate, the battery could overheat and evaporate the electrolyte. Additionally, electronic components can be damaged by an overvoltage. Normally, each alternators ACU over-voltage sensor automatically opens the affected alternators circuit breaker and shuts down the alternator if the voltage reaches approximately 31.8 volts. If the over-voltage sensor fails, perform the following checklist:
P/N 11934-S10 Original 9-28-99
3 of 10
Cirrus Design SR20
1. 2. 3. 4.
Affected ALT Master Switch..................................................... OFF Affected ALT Circuit Breaker ..................................................PULL Nonessential Electrical Equipment .......................................... OFF Land as soon as practical.
Battery Ammeter Indicates Discharge In the event of a failure of an alternator, the associated ALT FAIL caution light illuminates. If both alternators fail, both ALT FAIL lights will illuminate, the LOW VOLTS warning light will illuminate when the bus voltage drops to approximately 24.5 volts, and a discharge rate will be shown on the battery ammeter. An attempt should be made to reactivate the alternator system by following the checklist below. If the condition clears, normal alternator charging will resume, the warning and caution lights will go out, and avionics power may be turned back on. However, if the lights come on again, a malfunction is confirmed and the procedure should be completed. Battery power must be conserved for later operation of the wing flaps, lights, and other essential equipment.
s Note s
Ammeter discharge indications and illumination of the LOW VOLTS warning light and/or illumination of one or both ALT FAIL caution lights can occur during low RPM conditions with a heavy electrical load, such as during low-speed taxi. Under these conditions, the master switch(es) need not be cycled as an over-voltage condition has not occurred and the alternator was not de-activated. The lights should go out at higher RPM. Alternator Circuit Breakers..............................................CHECK IN Ammeter Select Switch .......................................................... ALT 1 If Amps = 0, ALT 1 Master Switch ...................CYCLE (OFF ON) If Amps remain = 0 a. ALT 1 Master Switch ........................................................ OFF b. Alternator 1 Circuit Breaker .............................................PULL 5. Repeat steps 2. thru 4. for ALT 2. 6. Ammeter Select Switch .......................................................... BATT 7. Non-essential Electrical Equipment ......................................... OFF 1. 2. 3. 4.
4 of 10
P/N 11934-S10 Original 9-28-99
Cirrus Design SR20
s Note s
Switch equipment Off or pull circuit breakers for nonessential equipment until BATT amps reading is zero (0) or positive. 8. If total power failure anticipated, Turn Coordinator Power.... EMER 9. Land as soon as practical.

s Note s
All references to Master Switches in the basic POH Normal Procedures shall be interpreted as Master Switches (ALT2ALT-BAT).
Before Takeoff
There are no changes to the Before Takeoff procedure, except that the alternator check shall be performed as follows: 1. Alternators ...........................................................................CHECK a. Pitot Heat ............................................................................. ON b. Avionics ............................................................................... ON c. Navigation Lights ................................................................ ON d. Landing Light ..............................................ON (3 - 5 seconds) e. Verify both ALT FAIL caution lights out and positive amps indication for each alternator.
There is no change to the airplane performance when the dual alternator system is installed.

Weight and balance data for the dual alternator system is provided with the Equipment List for each delivered airplane.
P/N 11934-S10 Original 9-28-99
5 of 10
Cirrus Design SR20

Electrical System
The airplane is equipped with 28-volt direct current (VDC) electrical system. The system provides uninterrupted power for avionics, flight instruments, lighting and other electrically operated and controlled systems during normal operation.
Power Generation
Primary power for the SR20 is supplied by a 28-VDC negative-ground electrical system. The electrical power generation system consists of a 24-volt, 10-amp-hour battery, two alternators, and a master Control Unit (MCU). The MCU contains an Alternator Control Unit (ACU) for each alternator, contactors for starter, battery, and ground power, a landing light relay, circuit protection for the circuit breaker panel buses, and modules for other protection and annunciation functions. The battery is an aviation grade, 12-cell lead-acid type with non-spill vent caps. The battery is used for engine starting and as an emergency power source in the event of alternator failure. Two rectified alternators provide constant charging current for the battery and primary power to the aircraft electrical system during normal system operation. The forward, belt-driven alternator is designated ALT 1. The aft, engine-driven alternator is designated ALT 2. Although each alternator produces the same amount of power at a given rotational speed, ALT 1 rotates faster and is rated at 75 amperes while ALT 2 is rated at 40 amperes. Paralleling circuits in the function modules balance alternator output so that, under normal operating conditions, ALT 1 provides 60% of the electrical power and ALT 2 provides the remaining 40%. Each alternators ACU provides transient suppression and constant voltage regulation of the alternator output. To protect sensitive instruments, over-voltage circuits monitor each alternators output and automatically limit peak voltage to 28.5 volts. In the event an over-voltage or an overload condition occurs, the associated ACU automatically opens the affected alternators circuit breaker. With the alternator off line, the associated ALT FAIL light illuminates, and the other alternator will provide 100% of the electrical power requirements.
P/N 11934-S10 Original 9-28-99
6 of 10
Cirrus Design SR20
Should both alternators fail, the battery will supply system current and a discharge rate will be indicated on the ammeter. Under these conditions, depending on electrical system load, the LOW VOLTS warning light will illuminate when system voltage drops below approximately 24.5 volts.
Power Distribution
The power distribution system for the SR20 consists of the primary electrical power bus in the MCU, which distributes electrical power from the alternators, battery, and external power receptacle to the airplane systems through the circuit breaker panel and internal circuit breakers or fuses. The circuit breaker panel main busses (Main Bus 1 and Main Bus 2) and a non-essential bus receives power through 25amp circuit breakers on the primary power bus in the MCU. The Essential Bus in the circuit breaker panel is dual sourced receiving power from the ESSENTIAL 1 and ESSENTIAL 2 circuit breakers on the respective Main Bus. Nonessential avionics are powered from Main Bus 1 through the associated AVIONICS circuit breaker. Essential avionics is powered from the Essential Bus through the associated AVIONICS circuit breaker. During normal operation the essential and non-essential busses operate in parallel, but during power system failures, the non-essential bus can be disconnected to provide load shedding of non-essential equipment loads. This load shedding system is designed to increase emergency operating power capacity and to decrease pilot workload during emergency situations by providing the capability to remove all non-essential loads in a single action.
BAT & ALT Master Switches

Rocker type electrical system MASTER switches for the battery (BAT) and both alternators (ALT2 and ALT) are installed on the bolster switch panel. The right switch, labeled BAT, controls the battery contactor. When the BAT switch is set on, battery power is available to the airplane electrical circuits. The ALT2 master switch controls the aft, gear-driven alternator. The ALT master switch controls the forward, belt-driven alternator. Normally, all master switches will be ON. However, the BAT switch can be turned on separately to check equipment while on the ground. To check or use avionics equipment or radios while on the ground, the avionics power switch must also be turned on. Positioning either
P/N 11934-S10 Original 9-28-99
7 of 10
Cirrus Design SR20
ALT switch to the off position isolates the associated alternator from the electrical system and the entire electrical load is placed on the operative alternator. If both ALT switches are in the off position the entire electrical load is placed on the battery.
s Note s
Continued operation with both alternator switches off will reduce battery power low enough to open the battery relay, remove power from the alternator field, and prevent alternator restart.
Low-Volts Warning Light

The airplane is equipped with a red LOW VOLTS warning light in the annunciator panel located on the left side of the instrument panel. An MCU function module operates the light. The LOW VOLTS warning annunciator will illuminate whenever bus voltage drops below approximately 24.5 VDC.
s Note s
Illumination of the LOW VOLTS warning light and ammeter discharge indications may occur during low RPM conditions with an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. LOW VOLTS warning light operation can be tested by turning the landing light on and momentarily turning off both ALT master switches while leaving the BAT master switch on.
ALT FAIL Lights

The airplane is equipped with an amber ALT FAIL light for each alternator. The lights are located on the left side of the instrument panel next to the annunciator panel. Illumination of the ALT 1 FAIL or ALT 2 FAIL caution light indicates that the associated alternator is not providing proportional power. The lights will also illuminate when the BAT master switch is on and the associated ALT master switch is OFF or the associated alternators circuit breaker is open.
8 of 10
P/N 11934-S10 Original 9-28-99
Cirrus Design SR20
s Note s
Illumination of ALT FAIL caution light may occur during low RPM conditions with an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM.
Volt / Amp Meter

A 2 combination Volts and Ampere meter is mounted on the right instrument panel immediately outboard of the oil temperature and pressure gage. The indicator is internally lighted. 28 VDC for instrument lighting is supplied through the 2-amp INSTRUMENT LIGHTS circuit breaker on Main Bus 1. The VOLT pointer sweeps a scale from 16 to 32 volts. Refer to Section 2 (Limitations) in basic POH for instrument limit markings. The voltage indication is measured off the essential bus. The AMP pointer sweeps a scale from 60 to +60 amps with zero at the 9 oclock position. The amps indication is derived from current transducers located in the MCU function modules. Output from each alternator and the battery is measured. The panel mounted AMMETER SELECT switch is used to select the desired indication. When the engine is operating and the master switch is turned on, the ammeter indicates the charging rate applied to the battery. In the event the alternators are not functioning or the electrical load exceeds the output of the alternators, the ammeter indicates the battery discharge rate. Alternator ammeter indications are positive only. Ammeter Select Switch The AMMETER SELECT switch on the instrument panel is used to select the desired source of electrical current flow to be indicated on the ammeter. The switch has three positions: ALT 1, BATT, and ALT 2. Selecting one of the switch positions will cause the amperage output from that device to be displayed on the ammeter.
Circuit Breakers and Fuses

Individual electrical circuits connected to the Main, Essential, and Non-essential buses in the airplane are protected by resettable circuit breakers mounted on the left side of the center console. The airplane Essential bus is supplied from the Main Buses through the 20-amp ESSENTIAL 1 and ESSENTIAL 2 circuit breakers. Avionics loads on
P/N 11934-S10 Original 9-28-99
9 of 10
Cirrus Design SR20
the Non-essential Avionics Bus and Essential Avionics Bus are protected by 15-amp AVIONICS circuit breakers connected to the respective bus through relays energized by the AVIONICS switch. In addition to the individual circuit breakers, 25-amp circuit breakers located on the primary bus in the Master Control Unit (MCU) protect the Main Bus 1, Main Bus 2, and the Non-Essential Bus. Additionally, 15-amp circuit breakers protect the landing light and standby vacuum pump circuits. The clock is continuously powered through a 5-amp fuse connected to the primary bus in the MCU.
10 of 10
P/N 11934-S10 Original 9-28-99
Cirrus Design SR20
BF Goodrich Aerospace WX500 Stormscope Sensor

When the BF Goodrich Aerospace WX500 Stormscope Sensor is installed in the Cirrus Design SR20, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR20 Pilots Operating Handbook. This document must be carried in the airplane at all times. Information in this supplement either adds to, supersedes, or deletes information in the basic SR20 Pilots Operating Handbook.
P/N 11934-S11 Original 4-12-00
1 of 3
WX500 Stormscope Sensor
Cirrus Design SR20
Section 1 - General
This airplane is equipped with a BF Goodrich Aerospace WX500 Stormscope Sensor. The stormscope sensor output is displayed on the ARNAV ICDS 2000 Multi-function display (MFD).
1. Stormscope information displayed on the ARNAV ICDS 2000 Multi-function display is FOR REFERENCE ONLY and must not be used for navigation.

There is no change to the basic POH Emergency Procedures when the WX500 stormscope is installed.

Refer to the ARNAV ICDS 2000 Pilots Operations Handbook (5720550D) dated December 1999 for detailed operating procedures and specific display information.
Stormscope Status Box

When the Stormscope is on, system status will be displayed in the Stormscope status box in the upper left corner of the map page.
HDG or TRK HDG will be displayed if an external heading input is available. If HDG (heading) is displayed bearing to the strike will be referenced to the airplane heading (direction nose is pointing). If TRK (track) is displayed the bearing to the strike will be referenced to the airplane track (direction airplane is traveling). Normally, the system will plot strikes with reference to heading. STRK or CELL STRK will be displayed if the Strike mode is selected. In this mode, individual strikes are plotted using the X symbol. CELL will be displayed if the CELL mode is selected. In the Cell mode a + symbol is plotted for associated strikes. RATE The number of strikes per minute for the selected mode and scale is indicated in a small window below the status line.
P/N 11934-S11 Original 4-12-00
2 of 3
Cirrus Design SR20
WX500 Stormscope Sensor
There is no change to the airplane performance when the WX500 stormscope is installed.

Weight and balance data for the WX500 stormscope is provided with the Equipment List for each delivered airplane.

s Note s
Refer to the ARNAV ICDS 2000 Pilots Operations Handbook (572-0550D) dated December 1999 for detailed operating procedures and specific display information. The BF Goodrich Aerospace WX-500 Weather Mapping Sensor (Stormscope) detects electrical discharges associated with thunderstorms and displays the activity on the ARNAV ICDS 2000 Multi-function Display. The system consists of an antenna located on top of the fuselage just forward of the rear window 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. The stormscope processor is powered 28 VDC through the 3-amp STORMSCOPE circuit breaker on the Avionics Non-essential Bus.
P/N 11934-S11 Original 4-12-00
3 of 3
Cirrus Design SR20
Section 10 Safety Information

Table of Contents
Introduction ................................................................................... 10-3 Cirrus Airframe Parachute System (CAPS) Deployment .............. 10-3 General Deployment Information .............................................. 10-4 Deployment Speed............................................................. 10-4 Deployment Altitude ........................................................... 10-4 Deployment Attitude ........................................................... 10-4 Deployment Scenarios .............................................................. 10-5 Mid-air Collision.................................................................. 10-5 Structural Failure................................................................ 10-5 Loss of Control ................................................................... 10-5 Landing Required in Terrain not Permitting a Safe Landing10-5 Pilot Incapacitation ............................................................. 10-6
10-1
Cirrus Design SR20
10-2
Cirrus Design SR20
Introduction
The Cirrus Design SR20 is a modern, advanced technology airplane designed to operate safely and efficiently in a flight environment. However, like any other aircraft, pilots must maintain proficiency to achieve maximum safety, utility, and economy. As the pilot you must be thoroughly familiar with the contents of this Handbook, the Handbook Supplements, the SR20 Flight Checklist, and operational guides and data provided by manufacturers of equipment installed in this airplane. You must operate the airplane in accordance with the applicable FAA operating rules and within the Limitations specified in Section 2 of this Handbook. The Normal Procedures section of this handbook was designed to provide guidance for day-to-day operation of this airplane. The procedures given are the result of flight testing, FAA certification requirements, and input from pilots with a variety of operational experience. Become fully familiar with the procedures, perform all the required checks, and operate the airplane within the limitations and as outlined in the procedures.
Cirrus Airframe Parachute System (CAPS) Deployment

The Cirrus Airframe Parachute System (CAPS) is designed to lower the aircraft and its passengers to the ground in the event of a lifethreatening emergency. However, because CAPS deployment is expected to result in destruction of the airframe and, depending upon adverse external factors such as high deployment speed, low altitude, rough terrain or high wind conditions, may result in severe injury or death to the aircraft occupants, its use should not be taken lightly. Instead, possible CAPS activation scenarios should be well thought out and mentally practiced by every SR20 pilot. The following discussion is meant to guide your thinking about CAPS activation. It is intended to be informative, not directive. It is the responsibility of you, the pilot, to determine when and how the CAPS will be used.
10-3
Cirrus Design SR20
General Deployment Information

Deployment Speed The maximum speed at which deployment has been demonstrated is 135 KIAS. Deployment at higher speeds could subject the parachute and aircraft to excessive loads that could result in structural failure. Once a decision has been made to deploy the CAPS, make all reasonable efforts to slow to the minimum possible airspeed. However, if time and altitude are critical, and/or ground impact is imminent, the CAPS should be activated regardless of airspeed. Deployment Altitude No minimum altitude for deployment has been set. This is because the actual altitude loss during a particular deployment depends upon the airplanes airspeed, altitude and attitude at deployment as well as other environmental factors. In all cases, however, the chances of a successful deployment increase with altitude. As a guideline, the demonstrated altitude loss from entry into a one-turn spin until under a stabilized parachute is 920 feet. Altitude loss from level flight deployments has been demonstrated at less than 400 feet. With these numbers in mind it might be useful to keep 2,000 AGL in mind as a cut-off decision altitude. Above 2,000 there would normally be time to systematically assess and address the aircraft emergency. Below 2,000 the decision to activate the CAPS has to come almost immediately in order to maximize the possibility of successful deployment. At any altitude, once the CAPS is determined to be the only alternative available for saving the aircraft occupants, deploy the system without delay. Deployment Attitude The CAPS has been tested in all flap configurations at speeds ranging from Vso to Va. Most CAPS testing was accomplished from a level attitude. Deployment from a spin was also tested. From these tests it was found that as long as the parachute was introduced to the free air by the rocket, it would successfully recover the aircraft into its level descent attitude under parachute. However, it can be assumed that to minimize the chances of parachute entanglement and reduce aircraft oscillations under the parachute, the CAPS should be activated from a wings-level, upright attitude if at all possible.
10-4
Cirrus Design SR20
Deployment Scenarios
The following paragraphs describe possible scenarios in which the activation of the CAPS might be appropriate. This list is not intended to be exclusive, but merely illustrative of the type of circumstances when CAPS deployment could be the only means of saving the occupants of the aircraft. Mid-air Collision A mid-air collision may render the airplane unflyable by damaging the control system or primary structure. If a mid-air collision occurs, immediately determine if the airplane is controllable and structurally capable of continued safe flight and landing. If it is not, CAPS activation should be considered. Structural Failure Structural failure may result from many situations, such as: encountering severe gusts at speeds above the airplanes structural cruising speed, inadvertent full control movements above the airplanes maneuvering speed, or exceeding the design load factor while maneuvering. If a structural failure occurs, immediately determine if the airplane is controllable and structurally capable of continued safe flight and landing. If it is not, CAPS activation should be considered. Loss of Control Loss of control may result from many situations, such as: a control system failure (disconnected or jammed controls); severe wake turbulence, severe turbulence causing upset, severe airframe icing, or sustained pilot disorientation caused by vertigo or panic; or a spiral/spin. If loss of control occurs, determine if the airplane can be recovered. If control cannot be regained, the CAPS should be activated. This decision should be made prior to your pre-determined decision altitude (2,000 AGL, as discussed above). Landing Required in Terrain not Permitting a Safe Landing If a forced landing is required because of engine failure, fuel exhaustion, excessive structural icing, or any other condition CAPS activation is only warranted if a landing cannot be made that ensures little or no risk to the aircraft occupants. However, if the condition
10-5
Cirrus Design SR20
occurs over terrain thought not to permit such a landing, such as: over extremely rough or mountainous terrain, over water out of gliding distance to land, over widespread ground fog or at night, CAPS activation should be considered. Pilot Incapacitation Pilot incapacitation may be the result of anything from a pilots medical condition to a bird strike that injures the pilot. If this occurs and the passengers cannot reasonably accomplish a safe landing, CAPS activation by the passengers should be considered. This possibility should be explained to the passengers prior to the flight and all appropriate passengers should be briefed on CAPS operation so they could effectively deploy CAPS if required.
10-6

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PILOTS OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL

P/N 11934-001 Reissue A, 3/31/99

Cirrus Design SR20

Pilots Operating Handbook List of Effective Pages

LIST OF EFFECTIVE PAGES

Royace H. Prather, Manager Chicago Aircraft Certification Office, ACE-115C

Cirrus Design SR20

Pilots Operating Handbook List of Effective Pages

LIST OF EFFECTIVE PAGES

P/N 11934-001 Change A4

Cirrus Design SR20

Pilots Operating Handbook Foreword

Pilots Operating Handbook Foreword

Cirrus Design SR20

Revising the Handbook

Identifying Revised Material

Cirrus Design SR20

Pilots Operating Handbook Foreword

Pilots Operating Handbook Foreword

Cirrus Design SR20

Warnings, Cautions, and Notes

Notes are used to highlight specific operating conditions or steps of a procedure.

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Cirrus Design SR20

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Cirrus Design SR20

Intentionally Left Blank

Cirrus Design SR20

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Cirrus Design SR20

76" 2-BLADE 74" 3-BLADE

Figure 1-1 Airplane Three View 1-4

Cirrus Design SR20

GROUND TURNING CLEARANCE

Figure 1-2 Turning Radius

Cirrus Design SR20

Cirrus Design SR20

Maximum Certificated Weights

Cabin and Entry Dimensions

Baggage Spaces and Entry Dimensions

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Cirrus Design SR20

Symbols, Abbreviations and Terminology

permissible with wing flaps in a prescribed extended position. VNO

aircraft is controllable with 50% flaps.

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Cirrus Design SR20

greatest gain of altitude in a given time.

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Cirrus Design SR20

Engine Power Terminology

can be used continuously.

runup when the airplane is on the ground and stationary.

Performance and Flight Planning Terminology

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Cirrus Design SR20

Weight and Balance Terminology

center of the wing plan area.

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Cirrus Design SR20