Cirrus SR20 Airplane Information Manual PDF

AIRPLANE INFORMATION MANUAL
for the
CIRRUS DESIGN SR20
Aircraft Serials 1148 thru 1267 and Aircraft Serials
1005 thru 1147 after 3000 Pound Gross Weight
Modification
At the time of issuance, this Information Manual was harmo-

nized with the SR20 Pilot's Operating Handbook Rev A10 (P/N
11934-002), and will not be kept current.
Therefore, this Information Manual is for reference only and can-

not be used as a substitute for the official Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual.
P/N 13999-002 September 2011

Information Manual
Copyright 2011 - All Rights Reserved
Cirrus Design Corporation
4515 Taylor Circle
Duluth, MN 55811
Cirrus Design Section 1
SR20 General
Section 1
General
Table of Contents
Introduction ..................................................................................... 1-3
The Airplane.................................................................................... 1-6
Engine.......................................................................................... 1-6
Propeller ...................................................................................... 1-6
Fuel.............................................................................................. 1-7
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 13999-002 Info Manual 1-1

September 2011
Section 1 Cirrus Design
General SR20
Intentionally Left Blank
1-2 P/N 13999-002 Info Manual

September 2011
SR20 General
Introduction
This section contains information of general interest to pilots and
owners. You will find the information useful in acquainting yourself with
the airplane, as well as in loading, fueling, sheltering, and handling the
airplane during ground operations. Additionally, this section contains
definitions or explanations of symbols, abbreviations, and terminology
used throughout this handbook.
Note
For specific information regarding the organization of this
Handbook, revisions, supplements, and procedures to be
used to obtain revision service for this handbook, refer to the
Foreword immediately following the title page

September 2011
General SR20
26.0'
9.2'
7"
NOTE:
Wing s pan includes
position and strobe lights.
Prop ground clearance at
3000 lb - 7" (2 blade),
8" (3 blade).
Wing Area = 135.2 sq. ft.
35.5'
76" 2-BLADE
74" 3-BLADE
11.0'
SR20_FM01_1004A
Figure 1-1
Airplane Three View
September 2011
SR20 General
GROUND TURNING CLEARANCE
-RADIUS FOR WING TIP 23' 11"
-RADIUS FOR NOSE GEAR 9' 11"
-RADIUS FOR INSIDE GEAR 6"
-RADIUS FOR OUTSIDE GEAR 12' 2"
TURNING RADII ARE CALCULATED USING ONE BRAKE AND

PARTIAL POWER. ACTUAL TURNING RADIUS MAY VARY AS
MUCH AS THREE FEET.
SR20_FM01_1002
Figure 1-2
Turning Radius
September 2011
General 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
Hartzell
Propeller Type.............................................................. Constant Speed
Two-Blade Propeller:
Model Number ...................................................BHC-J2YF-1BF/F7694
Diameter .............................................................76.0 (73.0 Minimum)
Three-Blade Propeller:
Model Number ............................................... PHC-J3YF-1MF/F7392-1
Model Number ............................................... PHC-J3YF-1RF/F7392-1

September 2011
SR20 General
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)
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...................................... 3000 lb (1361 Kg)
Maximum Landing Weight ........................................ 2900 lb (1315 Kg)
Maximum Baggage Compartment Loading.................... 130 lb (59 Kg)
Standard Empty Weight ............................................. 2050 lb (930 Kg)
Maximum Useful Load.................................................. 950 lb (431 Kg)
Full Fuel Payload.......................................................... 622 lb (282 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 .................................................... 22.2 lb per square foot
Power Loading................................................................. 15.0 lb per hp

September 2011
General 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.
KTAS Knots True Airspeed is the airspeed expressed in knots
relative to undisturbed air which is KCAS corrected for
altitude and temperature.
VG Best Glide Speed is the speed at which the greatest flight
distance is attained per unit of altitude lost with power off.
VO Operating Maneuvering Speed is the maximum speed at
which application of full control movement will not overstress
the airplane.
VFE Maximum Flap Extended Speed is the highest speed
permissible with wing flaps in a prescribed extended position.
VNO Maximum Structural Cruising Speed is the speed that
should not be exceeded except in smooth air, and then only
with caution.
VNE Never Exceed Speed is the speed that may not be exceeded
at any time.
VPD Maximum Demonstrated Parachute Deployment Speed is
the maximum speed at which parachute deployment has
been demonstrated.
VS Stalling Speed is minimum steady flight speed at which the
aircraft is controllable.
VS 50% Stalling Speed is minimum steady flight speed at which the
aircraft is controllable with 50% flaps.

September 2011
SR20 General
VSO Stalling Speed is the minimum steady flight speed at which

the aircraft is controllable in the landing configuration (100%
flaps) at the most unfavorable weight and balance.
VX Best Angle of Climb Speed is the speed at which the
airplane will obtain the highest altitude in a given horizontal
distance. The best angle-of-climb speed normally increases
slightly with altitude.
VY Best Rate of Climb Speed is the speed at which the
airplane will obtain the maximum increase in altitude per unit
of time. The best rate-of-climb speed decreases slightly with
altitude.
Meteorological Terminology
IMC Instrument Meteorological Conditions are meteorological
conditions expressed in terms of visibility, distance from
cloud, and ceiling less than the minima for visual flight
defined in FAR 91.155.
ISA International Standard Atmosphere (standard day) is an
atmosphere where (1) the air is a dry perfect gas, (2) the
temperature at sea level is 15 C, (3) the pressure at sea
level is 29.92 in.Hg (1013.2 millibars), and (4) the
temperature gradient from sea level to the altitude at which
the temperature is -56.5 C is -0.00198 C per foot and zero
above that altitude.
MSL Mean Sea Level is the average height of the surface of the
sea for all stages of tide. In this Handbook, altitude given as
MSL is the altitude above the mean sea level. It is the
altitude read from the altimeter when the altimeters
barometric adjustment has been set to the altimeter setting
obtained from ground meteorological sources.
OAT Outside Air Temperature is the free air static temperature
obtained from inflight temperature indications or from ground
meteorological sources. It is expressed in either degrees
Celsius or degrees Fahrenheit.

September 2011
General SR20
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.
Engine Power Terminology

HP Horsepower is the power developed by the engine.
MCP Maximum Continuous Power is the maximum power that
can be used continuously.
MAP Manifold Pressure is the pressure measured in the
engines induction system expressed as in. Hg.
RPM Revolutions Per Minute is engine rotational speed.
Static RPM is RPM attained during a full-throttle engine
runup when the airplane is on the ground and stationary.
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 Gallons Per Hour is the amount of fuel (in gallons)
consumed by the aircraft per hour.

September 2011
SR20 General
NMPG Nautical Miles Per Gallon is the distance (in nautical miles)
which can be expected per gallon of fuel consumed at a
specific engine power setting and/or flight configuration.
Unusable Fuel is the quantity of fuel that cannot be safely
used in flight.
Usable Fuel is the fuel available for flight planning.
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 Mean Aerodynamic Chord is the chord drawn through the
centroid of the wing plan area.
LEMAC Leading Edge of Mean Aerodynamic Chord is the forward
edge of MAC given in inches aft of the reference datum
(fuselage station).
Maximum Gross Weight is the maximum permissible
weight of the airplane and its contents as listed in the aircraft
specifications.
Moment is the product of the weight of an item multiplied by
its arm.
Useful Load is the basic empty weight subtracted from the
maximum weight of the aircraft. It is the maximum allowable
combined weight of pilot, passengers, fuel and baggage.

September 2011
General SR20
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.
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.

September 2011
SR20 Limitations
Section 2
Limitations
Table of Contents
Introduction ..................................................................................... 2-3
Certification Status .......................................................................... 2-3
Airspeed Limitations........................................................................ 2-4
Airspeed Indicator Markings ........................................................... 2-5
Power Plant Limitations .................................................................. 2-6
Engine.......................................................................................... 2-6
Propeller ...................................................................................... 2-7
Weight Limits ............................................................................... 2-7
Instrument Markings ....................................................................... 2-8
Center of Gravity Limits .................................................................. 2-9
Maneuver Limits............................................................................ 2-10
Flight Load Factor Limits............................................................... 2-10
Minimum Flight Crew .................................................................... 2-10
Kinds of Operation ........................................................................ 2-11
Kinds of Operation Equipment List ............................................ 2-11
Icing ........................................................................................... 2-14
Runway Surface ........................................................................ 2-14
Taxi Power ................................................................................. 2-15
Instrument Procedures .............................................................. 2-15
Fuel Limits..................................................................................... 2-15
Altitude Limits................................................................................ 2-15
Environmental Conditions ............................................................. 2-15
Maximum Occupancy ................................................................... 2-15
Systems and Equipment Limits..................................................... 2-16
Cirrus Airframe Parachute System (CAPS) ............................... 2-16
Multi-Function Display ............................................................... 2-16
Oxygen System ......................................................................... 2-17
Inflatable Restraint System........................................................ 2-17
Flap Limitations.......................................................................... 2-17
Paint........................................................................................... 2-17
Other Limitations ........................................................................... 2-18
Smoking..................................................................................... 2-18
Placards ........................................................................................ 2-19

September 2011
Limitations SR20

September 2011
SR20 Limitations
Introduction
Note
Limitations associated with optional equipment are not
described in this section. For optional equipment limitations,
refer to Section 9, Supplements
The limitations included in this Section of the 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.

September 2011
Limitations 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 KIAS KCAS Remarks
VNE 200 200 Never Exceed Speed is the speed limit

that may not be exceeded at any time.
VNO 165 165 Maximum Structural Cruising Speed is
the speed that should not be exceeded
except in smooth air, and then only with
caution.
VO Operating Maneuvering Speed is the
3000 Lb 131 131 maximum speed at which full control
2600 Lb 122 123 travel may be used. Below this speed the
2300 Lb 114 115 airplane stalls before limit loads are
reached. Above this speed, full control
movements can damage the airplane.
VFE Maximum Flap Extended Speed is the
highest speed permissible with wing
50% Flaps 120 120 flaps extended.
100% Flaps 100 101
VPD 135 135 Maximum Demonstrated Parachute

Deployment Speed is the maximum
speed at which parachute deployment
has been demonstrated.
Figure 2-1
Airspeed Limits
September 2011
SR20 Limitations
Airspeed Indicator Markings

The airspeed indicator markings are based upon Section 5 Airspeed
Calibrations using the normal static source. When using the alternate
static source, allow for the airspeed calibration variations between the
normal and alternate static sources.
Value
Marking Remarks
(KIAS)
White 56 - 100 Full Flap Operating Range. Lower limit is the most
Arc adverse stall speed in the landing configuration.
Upper limit is the maximum speed permissible with
flaps extended.
Green 65 - 165 Normal Operating Range. Lower limit is the
Arc maximum weight stall at most forward C.G. with
flaps retracted. Upper limit is the maximum structural
cruising speed.
Yellow 165 - 200 Caution Range. Operations must be conducted with
Arc caution and only in smooth air.
Red Line 200 Never exceed speed. Maximum speed for all
operations.
Figure 2-2
Airspeed Indicator Markings
September 2011
Limitations 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:
Engine Break-In: For first 25 hours of operation or until oil
consumption stabilizes use straight mineral oil conforming to MIL-
L-6082. If engine oil must be added to the factory installed oil, add
only MIL-L-6082 straight mineral oil.
After Engine Break-In: Use only oils conforming to Teledyne
Continental Specification MHS-24 (Ashless Dispersant Lubrication
Oil) or MHS-25 (Synthetic Lubrication Oil). Refer to Section 8 - Oil
Servicing. Oil viscosity range as follows:
All Temperatures ..............................................15W-50 or 20W-50
Above 40 F (4 C) .............................................. SAE 50 or 20W50
Below 40 F (4 C) ................. SAE 30, 10W-30, 15W50, or 20W50
Fuel Grade ................ Aviation Grade 100 LL (Blue) or 100 (green)
Note
Refer to General Limitations Fuel Limits in this section for
operational limitations regarding fuel and fuel storage.

September 2011
SR20 Limitations
Propeller
Note
Two-blade propellers are not EASA approved for use on this
airplane. Airplanes registered in the European Union should
ignore all references to the two-blade propeller in this POH.
Hartzell
Propeller Type ............................................................. Constant Speed
Two-Blade Propeller:
Model Number................................................... BHC-J2YF-1BF/F7694
Diameter.............................................................76.0 (73.0 Minimum)
Three-Blade Propeller:
Model Number............................................... PHC-J3YF-1MF/F7392-1
Model Number............................................... PHC-J3YF-1RF/F7392-1
Weight Limits
Maximum Takeoff Weight ......................................... 3000 lb. (1361 kg)
Note
All weights in excess of 2900 pounds (1315 kg) must consist
of wing fuel.
Maximum Landing Weight ....................................... 2900 lb. (1315 kg)
Maximum Weight in Baggage Compartment.................. 130 lb. (59 kg)

September 2011
Limitations SR20
Instrument Markings
Red Line Green Arc Yellow Arc Red Line

Instrument
(Range)
Minimum Normal Caution Maximum
Power Plant Instrumentation
Tachometer 500 - 2700 2700

(0 - 3500 RPM)
Cylinder Head 240 - 420 420 - 460 460 F
Temperature F F
(200 F - 500 F)
Exhaust Gas Temp.
(1250 - 1650 F)
Manifold Pressure 15 - 29.5 29.5 35
(10 35 Inches Hg) in. Hg in. Hg
Fuel Flow 7 13 GPH
(0 18 U.S. Gal./
Hr.)
Oil Temperature 100 - 240 240 F
(50 - 240 F) F
Oil Pressure 10 psi (Idle) 30 - 60 psi 10 - 30 psi 100 psi
(0 - 100 PSI) 60 - 100 psi (Cold)
Fuel Quantity 0 gal. 0 - 8.2 gal.
(0 28 U.S. Gallon)
Miscellaneous Instrumentation
Voltmeter 24 - 30 32 Volts
(16 - 32 Volts) Volts
Figure 2-3
Instrument Markings
September 2011
SR20 Limitations
Center of Gravity Limits

Reference Datum ....................................100 inches forward of firewall
Forward ................................................................... Refer to Figure 2-4
Aft ............................................................................ Refer to Figure 2-4
23.1 % MAC
FS 144.1
3000 lb
3000
31.3 % MAC
FS 148.0
3000 lb
31.5 % MAC
2800 FS 148.1
16.7 % MAC
FS 141.0 2900 lb
2694 lb
Weight - Pounds
2600
30.0 % MAC
FS 147.4
2570 lb
2400
2200 12.0 % MAC 24.1 % MAC

FS 138.7 FS 144.6
2110 lb 2110 lb
2000
138 140 142 144 146 148 150
C.G. - Inches Aft of Datum
SR20_FM02_1940A
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 144.1 (23.1% MAC) at 3000 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 148.1 (31.5% MAC) at 2900 lb., and to FS 148.0 (31.3% MAC) at
3000 lb.
Figure 2-4
C.G. Envelope
September 2011
Limitations SR20
Maneuver Limits
Aerobatic maneuvers, including spins, are prohibited.
Note
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 .
Flight Load Factor Limits

Flaps UP (0%), 3000 lb.......................................................+3.8g, -1.9g
Flaps 50%, 3000 lb. ...............................................................+1.9g, -0g
Flaps 100% (Down), 3000 lb. ................................................+1.9g, -0g
Minimum Flight Crew

The minimum flight crew is one pilot.

September 2011
SR20 Limitations
Kinds of Operation
The SR20 is equipped and approved for the following type operations:
VFR day and night.
IFR day and night.
Kinds of Operation Equipment List
The following listing summarizes the equipment required under
Federal Aviation Regulations (FAR) Part 23 for airworthiness under the
listed kind of operation. Those minimum items of equipment
necessary under the operating rules are defined in FAR Part 91 and
FAR Part 135 as applicable.
Note
All references to types of flight operations on the operating limitations
placards are based upon equipment installed at the time of
Airworthiness Certificate issuance.
System, Kinds of Operation Remarks,

Instrument, Notes,
and/or VFR VFR IFR IFR and/or
Equipment Day Nt. Day Nt. Exceptions
Communications
VHF Comm 1 1
Electrical Power
Battery 1 1 1 1
Batter, Secondary 1 1 Turn Coord Backup.
Alternator 1 1 1 1
Ammeter 1 1 1 1
Low Volts Annunciator 1 1 1 1
Circuit Breakers A/R A/R A/R A/R As Required.
Equipment &
Furnishings

September 2011
Limitations SR20

Instrument, Notes,
Emergency Locator 1 1 1 1
Transmitter
Restraint System A/R A/R A/R A/R One Seat Belt for
each occupant.
Fire Protection
Fire Extinguisher 1 1 1 1
Flight Controls
Flap Position Lights 3 3 3 3
Flap System 1 1 1 1
Pitch Trim Indicator 1 1 1 1
Pitch Trim System 1 1 1 1
Roll Trim Indicator 1 1 1 1
Roll Trim System 1 1 1 1
Stall Warning System 1 1 1 1
Fuel
Auxiliary Boost Pump 1 1 1 1
Fuel Quantity Indicator 2 2 2 2
Fuel Selector Valve 1 1 1 1
Ice & Rain Protection
Alternate Engine Air 1 1 1 1

Induction System
Alternate Static Air 1 1 1 1

Source
Pitot Heater 1 1
Landing Gear

September 2011
SR20 Limitations

Instrument, Notes,
Wheel Pants May be removed.
Lights
Anticollision Lights 2 2 2 2
Instrument Lights - Must be operative.
Navigation Lights 4 4
Landing Light 1 1 For hire operations.
Navigation & Pitot Static
Altimeter 1 1 1 1
Airspeed Indicator 1 1 1 1
Vertical Speed Indicator
Magnetic Compass 1 1 1 1
Attitude Gyro 1 1
HSI 1 1
Turn Coordinator (Gyro) 1 1
Clock 1 1
Nav Radio 1 1
Pitot System 1 1 1 1
Static System, Normal 1 1 1 1
Multi-Function Display
Pneumatic
Suction Gage 1 1
Engine Indicating

September 2011
Limitations SR20

Instrument, Notes,
Cylinder Head
Temperature Gage
Exhaust Gas
Temperature Gage
Fuel Flow Gage 1 1 1 1
Manifold Pressure Gage 1 1 1 1
Oil Pressure Gage 1 1 1 1
Oil Quantity Indicator 1 1 1 1

(Dipstick)
Oil Temperature Gage 1 1 1 1
Tachometer 1 1 1 1
Special Equipment
Cirrus Airframe 1 1 1 1
Parachute (CAPS)
Airplane Flight Manual 1 1 1 1 Included w/ POH.
Icing
Flight into known icing conditions is prohibited.
Runway Surface
This airplane may be operated on any smooth runway surface.
Caution
Operation on unimproved runway surfaces will cause
additional wear and may require additional maintenance or
inspection. Refer to the Airplane Maintenance Manual.

September 2011
SR20 Limitations
Taxi Power
Maximum continuous engine speed for taxiing is 1000 RPM on flat,
smooth, hard surfaces. Power settings slightly above 1000 RPM are
permissible to start motion, for turf, soft surfaces, and on inclines. Use
minimum power to maintain taxi speed.
Instrument Procedures
Due to the possibility of CDI needle oscillation, in aircraft configured
with a 2 blade propeller, while conducting instrument procedures that
use a localizer or Simplified Directional Facility (SDF) navaid, engine
speed above 2600 rpm is prohibited.
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)
Altitude Limits
Maximum Takeoff Altitude ..........................................10,000 Feet MSL
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.
Environmental Conditions
For operation of the airplane below an outside air temperature of -10F
(-23 C), use of cowl inlet covers approved by Cirrus Design and listed
in the Winterization Kit AFM Supplement P/N 11934-S25 is required.
Maximum Occupancy
Occupancy of this airplane is limited to four persons (the pilot and
three passengers).

September 2011
Limitations SR20
Systems and Equipment Limits

Cirrus Airframe Parachute System (CAPS)
VPD Maximum Demonstrated Deployment Speed..................135 KIAS
Note
Refer to Section 10 Safety Information, for additional CAPS
guidance.
1. The moving map display must not be used as the primary
navigation instrument. The moving map display provides visual
advisory of the airplanes GPS position against a moving map.
The information supplements CDI course deviation and
information provided on the GPS navigator.
2. Use of Map page during IFR flight requires an IFR approved GPS
receiver installation operated in accordance with applicable
limitations.
3. Under no circumstances should the Map page terrain
representations be used as a basis for terrain avoidance.
4. The electronic checklists display supplements the Pilot Operating
Handbook checklists and is advisory only. The electronic
checklists must not be used as the primary set of on-board
airplane checklists.
5. The MFD interfaces with separately approved sensor installations.
Adherence to limitations in the appropriate sensor installation
POH Supplements is mandatory.
6. Traffic information shown on the Map page display is provided to
the pilot as an aid to visually acquire traffic. Pilots should
maneuver their aircraft based only on ATC guidance or positive
visual acquisition of the conflicting traffic. Maneuver should be
consistent with ATC instructions. No maneuvers should be made
based solely on a traffic advisory.
1. Serials with ARNAV MFD installed; The ARNAV ICDS 2000 Pilots
Operation Handbook,Serials with ARNAV MFD installed; The
ARNAV ICDS 2000 Pilots Operation Handbook, P/N 572-0550

September 2011
SR20 Limitations
dated May 1998 or later revision, must be available to the pilot

during all flight operations
7. Serials with Avidyne MFD installed: The Avidyne FlightMax
EX5000C Pilots Guide, P/N 600-00108-000, Revision 03 or later,
must be available to the pilot during all flight operations.
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.
Inflatable Restraint System
Serials 1005 thru 1267 after SB 2X-25-14; Use of a child safety seat
with the inflatable restraint system is prohibited.
Flap Limitations
Serials 1005 through 1204 before accomplishment of Service Bulletin
SB 20-27-05: Simultaneous Flap operation and COM transmission is
prohibited.
Approved Takeoff Settings........................................... UP (0%) or 50%
Approved Landing Settings ............................. Up (0%), 50%, or 100%
Paint
To ensure that the temperature of the composite structure does not
exceed 150 F (66 C), the outer surface of the airplane must be
painted in accordance with the paint colors and schemes as specified
in the Airplane Maintenance Manual. Refer to Airplane Maintenance
Manual (AMM), Chapter 51, for specific paint requirements.

September 2011
Limitations SR20
Other Limitations
Smoking
Smoking is prohibited in this airplane.

September 2011
SR20 Limitations
Placards
Engine compartment, inside oil filler access:
ENGINE OIL GRADE
ABOVE 40 F SAE 50 OR 20W50
BELOW 40 F SAE 30 OR 10W30, 15W50, OR 20W50
REFER TO AFM FOR APPROVED OILS
Wing, adjacent to fuel filler caps:
AVGAS MIN GRADE 100LL OR 100

28 U.S. GALS. TOTAL USABLE CAP
13 U.S. GALS. USABLE TO TAB
Serials 1005 thru 1099.
AVGAS MIN GRADE 100LL OR 100

28 U.S. GALS. (106 LITERS) TOTAL USABLE CAP
13 U.S. GALS. (49 LITERS) USABLE TO TAB
GR A DE 10 0
IN L L
M
OR
AS
AV G
10 0
15 6 4 8 - 0 0 2
C I TY
28
PA
U.
CA
B
S.
TA
13
LE
LS
AB
A
. (
TO
U
S 10 US
.
. 6 L
G
AL I TER S) T O TAL LE
B
S.
(49 U SA
LITERS)
Serials 1327 & subs.

SR20_FM02_1220D
Figure 2-5
Placards (Sheet 1 of 9)
September 2011
Limitations SR20
Upper fuselage, either side of CAPS rocket cover:
WARNING!
ROCKET FOR PARACHUTE DEPLOYMENT INSIDE
STAY CLEAR WHEN AIRPLANE IS OCCUPIED
Left fuselage, on external

power supply door: Rudder, and elevator, both sides:
EXTERNAL
NO PUSH
POWER
28 V DC
Doors, above and below latch:
CLOSE C L O SE
O
P
E
OPEN N
Serials 1005 thru 1316. Serials 1317 thru 1422.
PUSH
TO
OPEN
Serials 1423 & subs. SR20_FM02_1221B
Figure 2-5
September 2011
SR20 Limitations
Engine control panel:
UP UP
50%
50%
120 KIAS
FLAPS FLAPS 100%

100% 100 KIAS
Airplane serials 1020 and subsequent

and airplane serials 1005 thru 1019
incorporating SB 20-11-01.
OPEN RICH
T OPEN FULL RICH

M F
H R
R I T
I
O X M F
C H R
T I
T T R I
U I X
BOOST T O C
R O T
L N T T
FUEL E U I
PUMP
E BOOST T
R O
L N
FUEL E
IDLE LEAN PUMP
E
PRIME
IDLE CUTOFF
PRIME
LEFT RIGHT
28 28
GALLONS GALLONS
USABLE USABLE
LEFT RIGHT
28 U.S. 28 U.S.
GALLONS GALLONS
USABLE USABLE
OFF
LIFT BUTTON
FOR OFF
POSITION
11113-002
Airplane serials 1005 thru 1019 Airplane serials 1100 thru 1183.
without SB 20-11-01.
SR20_FM02_1222E
Figure 2-5
September 2011
Limitations SR20
Engine control panel (cont):
UP UP
50% 50%
120 KIAS 120 KIAS
FLAPS 100% FLAPS 100%

100 KIAS 100 KIAS
CREW SEATS MUST BE LOCKED IN POSITION AND

CONTROL HANDLES FULLY DOWN BEFORE FLIGHT
MAX FULL RICH MAX FULL RICH
P M P M
I F I F
O R O R
X I X I
C C
W T T W T T
BOOST I BOOST I
U O U O
E N
E N
FUEL R FUEL R
PUMP PUMP
R E R E
IDLE CUTOFF IDLE CUTOFF
PRIME PRIME
LEFT RIGHT LEFT RIGHT

28 28 28 28
GALLONS GALLONS GALLONS GALLONS
USABLE USABLE USABLE USABLE
OFF OFF OFF OFF
11113-005 11113-006
Airplane serials 1184 thru 1267. Airplane serials 1268 and subsequent
and airplane serials 1005 thru 1267
incorporating SA 02-13.
SR20_FM02_1520B
Figure 2-5
September 2011
SR20 Limitations
Wing, flap aft edge:
NO STEP
Cabin Door Window, lower edge, centered, applied upside down:
RESCUE: FRACTURE AND REMOVE WINDOW
Bolster Switch Panel, left edge:

THIS AIRCRAFT IS CERTIFIED FOR THE
FOLLOWING FLIGHT OPERATIONS:
DAY - NIGHT - VFR - IFR
(WITH REQUIRED EQUIPMENT)
FLIGHT INTO KNOWN ICING IS PROHIBITED
OPERATE PER AIRPLANE FLIGHT MANUAL

Serials 1005 & subs w/o SRV option.
THIS AIRCRAFT IS CERTIFIED FOR THE

FOLLOWING FLIGHT OPERATIONS:
DAY - NIGHT - VFR
(WITH REQUIRED EQUIPMENT)
FLIGHT INTO KNOWN ICING IS PROHIBITED
OPERATE PER AIRPLANE FLIGHT MANUAL

Serials 1337 & subs with SRV option.
Instrument Panel Upper left:
MANEUVERING
SPEED: Vo 131 KIAS
NORMAL CATEGORY AIRPLANE
NO ACROBATIC MANEUVERS,
INCLUDING SPINS, APPROVED
SR20_FM02_1223E
Figure 2-5
September 2011
Limitations SR20
Bolster Panel, both sides:
GRAB HERE
Instrument Panel:
NO SMOKING
FASTEN SEATBELTS
FIRE EXTINGUISHER
UNDER PILOT SEAT FRONT
FASTEN SEAT BELT NO SMOKING

FIRE EXTINGUISHER FORWARD LEFT OF PILOT SEAT
Cabin Window, above door latch:
EMERGENCY EXIT
REMOVE EGRESS HAMMER FROM ARMREST LID
STRIKE CORNER OF WINDOW,
KICK OR PUSH OUT AFTER FRACTURING
EMERGENCY EXIT
REMOVE EGRESS HAMMER FROM WITHIN
CENTER ARMREST LID. STRIKE CORNER OF
WINDOW. KICK OR PUSH OUT AFTER FRACTURING

SR20_FM02_1517E
Figure 2-5
September 2011
SR20 Limitations
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
SR20_FM02_1224
Figure 2-5
September 2011
Limitations SR20
CAPS Deployment Handle Cover, above pilot's right shoulder:
!
WARNING
THIS AIRCRAFT IS EQUIPPED WITH A

C.A.P.S. PARACHUTE RECOVERY SYSTEM
USE FOR EXTREME EMERGENCIES ONLY
SEAT BELT AND SHOULDER HARNESS

MUST BE WORN AT ALL TIMES
USE OF THIS DEVICE COULD RESULT

IN INJURY OR DEATH
MAXIMUM DEMONSTRATED DEPLOYMENT SPEED

Serials 1100 thru 1195
135 KIAS
before SB 20-95-03.
ACTIVATION PROCEDURES
1. FUEL MIXTURE...........................IDLE CUT-OFF

2. THIS COVER.........................................REMOVE
3. ACTIVATION HANDLE...........PULL DOWN AND
FWD WITH BOTH HANDS
!
4. FUEL SELECTOR HANDLE........OFF
5. MASTER SWITCH........................OFF
6. RESTRAINT SYSTEM............SECURE
WARNING
THIS AIRCRAFT IS EQUIPPED WITH A

12390-001
CIRRUS AIRFRAME PARACHUTE SYSTEM

before SB 20-95-03 IN INJURY OR DEATH
135 KIAS
ACTIVATION PROCEDURES
1. FUEL MIXTURE....................................CUT-OFF
2. THIS COVER.........................................REMOVE
3. ACTIVATION HANDLE...........PULL DOWN AND
FWD WITH BOTH HANDS
12390-002
SR20_FM02_1225D
Figure 2-5
September 2011
SR20 Limitations
CAPS Deployment Handle Cover, above pilot's right shoulder:
!
WARNING


IN INJURY OR DEATH

135 KIAS
CIRRUS AIRFRAME PARACHUTE SYSTEM

ACTIVATION PROCEDURE
1. FUEL MIXTURE.......................................CUT-OFF
2. THIS COVER............................................REMOVE
3. ACTIVATION HANDLE.........PULL STRAIGHT DOWN
BOTH HANDS, MAXIMUM FORCE, STEADY PULL

DO NOT JERK HANDLE

Serials 1196 & subs,

Serials 1005 thru 1195 after SB 20-95-03.
SR20_FM02_1522B
Figure 2-5
September 2011
Limitations SR20

September 2011
SR20 Emergency Procedures
Section 3
Emergency Procedures
Table of Contents
Introduction ..................................................................................... 3-3
Airspeeds for Emergency Operations ............................................. 3-4
Emergency Procedures Guidance .................................................. 3-5
Preflight Planning......................................................................... 3-5
Preflight Inspections/Maintenance ............................................... 3-5
Methodology ................................................................................ 3-5
Memory Items .............................................................................. 3-6
Ground Emergencies ......................................................................3-7
Engine Fire During Start .............................................................. 3-7
Emergency Engine Shutdown On Ground................................... 3-7
Emergency Ground Egress ......................................................... 3-8
In-Flight Emergencies ..................................................................... 3-9
Engine Failure On Takeoff (Low Altitude) .................................... 3-9
Maximum Glide ............................................................................. 3-10
Engine Failure In Flight.............................................................. 3-11
Engine Airstart ........................................................................... 3-12
Engine Partial Power Loss......................................................... 3-13
Low Oil Pressure ....................................................................... 3-15
Propeller Governor Failure ........................................................ 3-15
Smoke and Fume Elimination .................................................... 3-16
Engine Fire In Flight................................................................... 3-16
Wing Fire In Flight...................................................................... 3-16
Cabin Fire In Flight .................................................................... 3-17
Emergency Descent .................................................................. 3-18
Inadvertent Spiral Dive During IMC Flight ................................. 3-18
Spins.......................................................................................... 3-19
CAPS Deployment..................................................................... 3-20
Landing Emergencies ................................................................... 3-23
Emergency Landing Without Engine Power .............................. 3-23
Ditching...................................................................................... 3-24
Landing Without Elevator Control .............................................. 3-25
System Malfunctions ..................................................................... 3-26
Power Lever Linkage Failure ..................................................... 3-26

September 2011
Emergency Procedures SR20
Vacuum System Failure.............................................................3-27

September 2011
Introduction
This section provides procedures for handling emergencies and
critical flight 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.
Note
Emergency procedures associated with optional systems can
be found in Section 9.

September 2011
Airspeeds for Emergency Operations

Maneuvering Speed:
3000 lb .............................................................................131 KIAS
2600 lb .............................................................................122 KIAS
2200 lb .............................................................................111 KIAS
Best Glide:
3000 lb ...............................................................................96 KIAS
2500 lb ...............................................................................87 KIAS
Emergency Landing (Engine-out):
Flaps Up.............................................................................86 KIAS
Flaps 50% ..........................................................................81 KIAS
Flaps 100% ........................................................................75 KIAS

September 2011
Emergency Procedures Guidance

Although this section provides procedures for handling most
emergencies and critical flight situations 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 time-critical
situations in the air.
Preflight Planning
Enroute emergencies caused by weather can be minimized or
eliminated by careful flight planning and good judgment when
unexpected weather is encountered.
Preflight Inspections/Maintenance
In-flight mechanical problems in the 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 parameters. Listen to
the engine. Determine what the airplane is telling you.

September 2011
Take Appropriate Action In most situations, the procedures listed

in this section will either correct the aircraft problem or allow safe
recovery of the aircraft. Follow them and use good pilot judgment.
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. Refer to
Section 10, Safety Information, for CAPS deployment information and
landing considerations.
Land as soon as Conditions Permit Once you have handled the
emergency, assess your next move. Handle any non-critical clean-up
items in the checklist and put the aircraft on the ground. Remember,
even if the airplane appears to be in sound condition, it may not be.
Memory Items
Checklist steps emphasized by underlining such as this:
1. Best Glide Speed ....................................................... ESTABLISH
should be memorized for accomplishment without reference to the
procedure.

September 2011
Ground Emergencies
Engine Fire During Start
A fire during engine start may be caused by fuel igniting in the fuel
induction system. If this occurs, attempt to draw the fire back into the
engine by continuing to crank the engine.
1. Mixture ..............................................................................CUTOFF
2. Fuel Pump ............................................................................... OFF
3. Fuel Selector............................................................................ OFF
4. Power Lever ..................................................................FORWARD
5. Starter ............................................................................... CRANK
6. If flames persist, perform Emergency Engine Shutdown on
Ground and Emergency Ground Egress checklists.
Emergency Engine Shutdown On Ground
1. Power Lever ............................................................................ IDLE
2. Fuel Pump (if used) ................................................................. OFF
3. Mixture ..............................................................................CUTOFF
5. Ignition Switch.......................................................................... OFF
6. Bat-Alt Master Switches........................................................... OFF

September 2011
Emergency Ground Egress
WARNING
While exiting the airplane, make sure evacuation path is clear
of other aircraft, spinning propellers, and other hazards.
1. Engine........................................................................SHUTDOWN
Note
If the engine is left running, set the Parking Brake prior to
evacuating the airplane.
2. Seat belts ....................................................................... RELEASE
3. Airplane................................................................................... EXIT
Note
If the doors cannot be opened, break out the windows with
egress hammer, located in the console between the front
seats, and crawl through the opening.

September 2011
In-Flight Emergencies
Engine Failure On Takeoff (Low Altitude)
If the engine fails immediately after becoming airborne, abort on the
runway if possible. If altitude precludes a runway stop but is not
sufficient to restart the engine, lower the nose to maintain airspeed
and establish a glide attitude. In most cases, the landing should be
made straight ahead, turning only to avoid obstructions. After
establishing a glide for landing, perform as many of the checklist items
as time permits.
WARNING
If a turn back to the runway is elected, be very careful not to
stall the airplane.
1. Best Glide or Landing Speed (as appropriate) .......... ESTABLISH
2. Mixture ..............................................................................CUTOFF
5. Flaps ...................................................................... AS REQUIRED
If time permits:
6. Power Lever ............................................................................ IDLE
7. Fuel Pump ............................................................................... OFF
9. Seat Belts ..................................................... ENSURE SECURED

September 2011
Maximum Glide
Conditions Example:
Power OFF Altitude 7,000 ft. AGL
Propeller Windmilling Airspeed Best Glide
Flaps 0% (UP)
Wind Zero Glide Distance 12.5 NM
Best Glide Speed

3000 lb 96 KIAS
2500 lb 87 KIAS
Maximum Glide Ratio ~ 10.9 : 1
14000
HEIGHT ABOVE GROUND - FEET
12000
10000
8000
6000
4000
2000
0
0 2 4 6 8 10 12 14 16 18 20
GROUND DISTANCE - NAUTICAL MILES
SR20_FM03_1046
Figure 3-1
Maximum Glide
September 2011
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. If altitude or terrain does not
permit a safe landing, CAPS deployment may be required. Refer to
Section 10, Safety Information, for CAPS deployment scenarios and
landing considerations.
WARNING
If engine failure is accompanied by fuel fumes in the cockpit,
or if internal engine damage is suspected, move Mixture
Control to CUTOFF and do not attempt a restart.
1. Best Glide Speed ....................................................... ESTABLISH
2. Mixture ......................................................................... FULL RICH
3. Fuel Selector........................................................ SWITCH TANKS
4. Fuel Pump ......................................................................... BOOST
5. Alternate Induction Air ...............................................................ON
6. Ignition Switch.........................................................CHECK, BOTH
7. If engine does not start, proceed to Engine Airstart or Forced
Landing checklist, as required.

September 2011
Engine Airstart
The following procedures address the most common causes for
engine loss. Switching tanks and turning the fuel pump on will
enhance starting if fuel contamination was the cause of the failure.
Leaning the mixture and then slowly enriching mixture may correct
faulty mixture control.
Note
Engine airstarts may be performed during 1g flight anywhere
within the normal operating envelope of the airplane.
1. Bat Master Switch ..................................................................... ON
2. Power Lever .................................................................... OPEN
3. Mixture ................................................................ RICH, AS REQD
4. Fuel Selector ........................................................ SWITCH TANKS
5. Ignition Switch ....................................................................... BOTH
6. Fuel Pump.......................................................................... BOOST
7. Alternate Induction Air............................................................... ON
8. Alt Master Switches .................................................................OFF
9. Starter (Propeller not Windmilling) ...................................ENGAGE
10. Power Lever .......................................................slowly INCREASE
11. Alt Master Switches .................................................................. ON
12. If engine will not start, perform Forced Landing checklist.

September 2011
Engine Partial Power Loss

Indications of a partial power loss include fluctuating RPM, reduced or
fluctuating manifold pressure, low oil pressure, high oil temperature,
and a rough-sounding or rough-running engine. Mild engine
roughness in flight may be caused by one or more spark plugs
becoming fouled. A sudden engine roughness or misfiring is usually
evidence of a magneto malfunction.
Note
Low oil pressure may be indicative of an imminent engine
failure Refer to Low Oil Pressure procedure in this section
for special procedures with low oil pressure.
Note
A damaged (out-of-balance) propeller may cause extremely
rough operation. If an out-of-balance propeller is suspected,
immediately shut down engine and perform Forced Landing
checklist.
If a partial engine failure permits level flight, land at a suitable airfield
as soon as conditions permit. If conditions do not permit safe level
flight, use partial power as necessary to set up a forced landing
pattern over a suitable landing field. Always be prepared for a
complete engine failure and consider CAPS deployment if a suitable
landing site is not available. Refer to Section 10, Safety Information,
for CAPS deployment scenarios and landing considerations.
If the power loss is due to a fuel leak in the injector system, fuel
sprayed over the engine may be cooled by the slipstream airflow which
may prevent a fire at altitude. However, as the Power Lever is reduced
during descent and approach to landing the cooling air may not be
sufficient to prevent an engine fire.
WARNING
If there is a strong smell of fuel in the cockpit, divert to the
nearest suitable landing field. Fly a forced landing pattern and
shut down the engine fuel supply once a safe landing is
assured.
(Continued on following page)

September 2011
The following procedure provides guidance to isolate and correct

some of the conditions contributing to a rough running engine or a
partial power loss:
1. Fuel Pump.......................................................................... BOOST
Selecting BOOST on may clear the problem if vapor in the
injection lines is the problem or if the engine-driven fuel pump has
partially failed. The electric fuel pump will not provide sufficient
fuel pressure to supply the engine if the engine-driven fuel pump
completely fails.
2. Fuel Selector ........................................................ SWITCH TANKS
Selecting the opposite fuel tank may resolve the problem if fuel
starvation or contamination in one tank was the problem.
3. Mixture ............................. CHECK appropriate for flight conditions
4. Power Lever ....................................................................... SWEEP
Sweep the Power Lever through range as required to obtain
smooth operation and required power.
A gradual loss of manifold pressure and eventual engine
roughness may result from the formation of intake ice. Opening
the alternate engine air will provide air for engine operation if the
normal source is blocked or the air filter is iced over.
6. Ignition Switch ...................................................... BOTH, L, then R
Cycling the ignition switch momentarily from BOTH to L and then
to R may help identify the problem. An obvious power loss in
single ignition operation indicates magneto or spark plug trouble.
Lean the mixture to the recommended cruise setting. If engine
does not smooth out in several minutes, try a richer mixture
setting. Return ignition switch to the BOTH position unless
extreme roughness dictates the use of a single magneto.
7. Land as soon as practical.

September 2011
Low Oil Pressure

If low oil pressure is accompanied by a rise in oil temperature, the
engine has probably lost a significant amount of its oil and engine
failure may be imminent. Immediately reduce engine power to idle and
select a suitable forced landing field.
WARNING
Prolonged use of high power settings after loss of oil pressure
will lead to engine mechanical damage and total engine
failure, which could be catastrophic.
Note
Full power should only be used following a loss of oil pressure
when operating close to the ground and only for the time
necessary to climb to an altitude permitting a safe landing or
analysis of the low oil pressure indication to confirm oil
pressure has actually been lost.
If low oil pressure is accompanied by normal oil temperature, it
is possible that the oil pressure sensor, gage, or relief valve is
malfunctioning. In any case, land as soon as practical and
determine cause.
1. Power Lever ................................................ MINIMUM REQUIRED
2. Land as soon as possible.
Propeller Governor Failure
If the RPM does not respond to power lever movement or overspeeds,
the most likely cause is a faulty governor or an oil system malfunction.
If moving the power lever is difficult or rough, suspect a power lever
linkage failure and perform the Power Lever Linkage Failure checklist.
Propeller RPM will not increase:
1. Oil Pressure ....................................................................... CHECK
Propeller overspeeds or will not decrease:
1. Power Lever ................................. ADJUST (to keep RPM in limits)
2. Airspeed.........................................................REDUCE to 80 KIAS

September 2011
Smoke and Fume Elimination

If smoke and/or fumes are detected in the cabin, check the engine
parameters for any sign of malfunction. If a fuel leak has occurred,
actuation of electrical components may cause a fire. If there is a strong
smell of fuel in the cockpit, divert to the nearest suitable landing field.
Perform 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 ...................................................... PARTIALLY OPEN
Airspeed may need to be reduced to partially open door in flight.
Engine Fire In Flight
If an engine fire occurs during flight, do not attempt to restart the
engine.
1. Mixture ............................................................................. CUTOFF
2. Fuel Pump................................................................................OFF
3. Power Lever ........................................................................... IDLE
4. Fuel Selector ............................................................................OFF
5. Ignition Switch ..........................................................................OFF
6. Perform Forced Landing checklist.
Wing Fire In Flight
1. Pitot Heat Switch......................................................................OFF
2. Navigation Light Switch............................................................OFF
3. Strobe Light Switch ..................................................................OFF
4. If possible, side slip to keep flames away from fuel tank and cabin.
Note
Putting the airplane into a dive may blow out the fire. Do not
exceed VNE during the dive.

September 2011
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 or doors may feed the fire, but to avoid
incapacitating the crew from smoke inhalation, it may be necessary to
rid cabin of smoke or fire extinguishant. If the cause of fire is not
readily apparent, is electrical, or is not readily accessible, proceed as
follows:
1. Bat-Alt Master Switches........................................ OFF, AS REQD
Note
With Bat-Alt Master Switches OFF, engine will continue to run.
However, no electrical power will be available.
2. Heater ...................................................................................... OFF
3. Air Vents........................................................................... CLOSED
4. Fire Extinguisher ............................................................ ACTIVATE
WARNING
Halon gas used in the fire extinguisher can be toxic, especially
in a closed area. After extinguishing fire, ventilate cabin by
opening air vents and unlatching door (if required).
If airflow is not sufficient to clear smoke or fumes from cabin:
5. Cabin Doors .......................................................PARTIALLY OPEN
Airspeed may need to be reduced to partially open door in flight.
6. When fire extinguished, Air Vents ................... OPEN, FULL COLD
7. Avionics Power Switch ............................................................. OFF
8. All other switches ..................................................................... OFF
If setting master switches off eliminated source of fire or fumes and
airplane is in night, weather, or IFR conditions:
WARNING
If airplane is in day VFR conditions and turning off the master
switches eliminated the fire situation, leave the master

September 2011
switches OFF. Do not attempt to isolate the source of the fire

by checking each individual electrical component.
10. Bat-Alt Master Switches ............................................................ ON
11. Avionics Power Switch .............................................................. ON
12. 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.
Emergency Descent
1. Power Lever ............................................................................ IDLE
2. Mixture ................................................................... AS REQUIRED
Caution
If significant turbulence is expected do not descend at
indicated airspeeds greater than VNO (165 KIAS)
3. Airspeed ................................................................. VNE (200 KIAS)
Inadvertent Spiral Dive During IMC Flight

In all cases, if the aircraft enters an unusual attitude from which
recovery is not assured, immediately deploy CAPS. Refer to Section
10, Safety Information, for CAPS deployment information.
1. Power Lever ............................................................................ IDLE
2. Stop the spiral dive by using coordinated aileron and rudder
control while referring to the attitude indicator and turn coordinator
to level the wings.
3. Cautiously apply elevator back pressure to bring airplane to level
flight attitude.
4. Trim for level flight.
5. Set power as required.
6. Use autopilot if functional otherwise keep hands off control yoke,
use rudder to hold constant heading.
7. Exit IMC conditions as soon as possible.

September 2011
Spins
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.
WARNING
In all cases, if the aircraft enters an unusual attitude from
which recovery is not expected before ground impact,
immediate deployment of the CAPS is required.
The minimum demonstrated altitude loss for a CAPS
deployment from a one-turn spin is 920 feet. Activation at
higher altitudes provides enhanced safety margins for
parachute recoveries. Do not waste time and altitude trying to
recover from a spiral/spin before activating CAPS.
Inadvertent Spin Entry
1. CAPS ................................................................................. Activate

September 2011
CAPS Deployment
The Cirrus Airframe Parachute System (CAPS) should be activated in
the event of a life-threatening emergency where CAPS deployment is
determined to be safer than continued flight and landing.
WARNING
CAPS deployment is expected to result in loss of the airframe
and, depending upon adverse external factors such as high
deployment speed, low altitude, rough terrain or high wind
conditions, may result in severe injury or death to the
occupants. Because of this, CAPS should only be activated
when any other means of handling the emergency would not
protect the occupants from serious injury.
Caution
Expected impact in a fully stabilized deployment is equivalent
to a drop from approximately 10 feet.
Note
Several possible scenarios in which the activation of the
CAPS would be appropriate are discussed in Section 10 -
Safety Information, of this Handbook. These include:
Mid-air collision
Structural failure
Loss of control
Landing in inhospitable terrain
Pilot incapacitation
All pilots should carefully review the information on CAPS
activation and deployment in Section 10 before operating the
airplane.
Once the decision is made to deploy CAPS, the following actions
should be taken:
1. Airspeed ....................................................... MINIMUM POSSIBLE

September 2011
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 (Both Hands).............PULL STRAIGHT DOWN
Pull the activation T-handle from its holder. Clasp both hands
around the handle and pull straight down in a strong, steady, and
continuous motion. Maintain maximum pull force until the rocket
activates. Pull forces up to, or exceeding, 45 pounds may be
required. Bending of the handle-housing mount is to be expected.
WARNING
Jerking or rapidly pulling the activation T-handle will greatly
increase the pull forces required to activate the rocket. Use a
firm and steady pulling motion a chin-up type pull
enhances successful activation.
After Deployment:
5. Mixture ............................................................... CHECK, CUTOFF
Shutting off fuel supply to engine will reduce the chances of fire
resulting from impact at touchdown.
9. Fuel Pump ............................................................................... OFF
10. ELT.............................................................................................ON
11. Seat Belts and Harnesses .............................................. TIGHTEN

September 2011
All occupants must have seat belts and shoulder harness securely
fastened.
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 placing both
hands on the lap, clasping one wrist with the opposite hand, and
holding the upper torso erect and against the seat backs.
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.

September 2011
Landing Emergencies
If all attempts to restart the engine fail and a forced landing is
imminent, select a suitable field and prepare for the landing. If flight
conditions or terrain does not permit a safe landing, CAPS deployment
may be required. Refer to Section 10, Safety Information, for CAPS
deployment scenarios and landing considerations.
A suitable field should be chosen as early as possible so that
maximum time will be available to plan and execute the forced landing.
For forced landings on unprepared surfaces, use full flaps if possible.
Land on the main gear and hold the nose wheel off the ground as long
as possible. If engine power is available, before attempting an off
airport landing, fly over the landing area at a low but safe altitude to
inspect the terrain for obstructions and surface conditions.
Note
Use of full (100%) flaps will reduce glide distance. Full flaps
should not be selected until landing is assured.
Emergency Landing Without Engine Power
1. Best Glide Speed ........................................................ ESTABLISH
2. Radio ............................................ Transmit (121.5 MHz) MAYDAY
giving location and intentions
3. Transponder ........................................................... SQUAWK 7700
4. If off airport, ELT ........................................................... ACTIVATE
5. Power Lever ............................................................................ IDLE
6. Mixture ..............................................................................CUTOFF
9. Fuel Pump ............................................................................... OFF
10. Flaps (when landing is assured) ............................................ 100%
11. Master Switches ...................................................................... OFF
12. Seat Belt(s) ................................................................... SECURED

September 2011
Ditching
1. Radio............................................. Transmit (121.5 MHz) MAYDAY
giving location and intentions
2. Transponder ........................................................... SQUAWK 7700
3. CAPS ............................................................................. ACTIVATE
If available, life preservers should be donned and life raft should
be prepared for immediate evacuation upon touchdown.
Consider unlatching a door prior to assuming the emergency
landing body position in order to provide a ready escape path.
4. Airplane........................................................................ EVACUATE
It may be necessary to allow some cabin flooding to equalize
pressure on the doors. If the doors cannot be opened, break out
the windows with the egress hammer and crawl through the
opening.
5. Flotation Devices.............INFLATE WHEN CLEAR OF AIRPLANE

September 2011
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. At
touchdown, bring the power lever to idle.
1. Flaps ................................................................................ SET 50%
2. Trim ............................................................................ SET 80 KIAS
3. Power ....................................AS REQUIRED FOR GLIDE ANGLE

September 2011
System Malfunctions
Power Lever Linkage Failure
If the Power Lever linkage fails in flight, the engine will not respond to
power lever control movements. Use power available and flaps as
required to safely land the airplane.
If the power lever is stuck at or near the full power position, proceed to
a suitable airfield. Fly a forced landing pattern. With landing assured,
shut down engine by moving mixture control full aft to CUTOFF. If
power is needed again, return mixture control to full RICH and regain
safe pattern parameters or go-around. If airspeed cannot be
controlled, shut engine down and perform the Forced Landing
checklist. After landing, bring the airplane to a stop and complete the
Emergency Engine Shutdown on Ground checklist.
If the power lever is stuck at or near the idle position and straight and
level flight cannot be maintained, establish glide to a suitable landing
surface. Fly a forced landing pattern.
1. Power Lever Movement..................................................... VERIFY
2. Power ............................................................................ SET if able
3. Flaps ........................................................................ SET if needed
4. Mixture ..................................... AS REQUIRED (full rich to cut-off)

September 2011
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.
WARNING
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.

September 2011

September 2011
Cirrus Design Section 3A
SR20 Abnormal Procedures
Section 3A
Abnormal Procedures
Table of Contents
Introduction .................................................................................. 3A-3
Abnormal Procedures Guidance .................................................. 3A-4
Ground Procedures...................................................................... 3A-5
Brake Failure During Taxi ......................................................... 3A-5
Aborted Takeoff ........................................................................ 3A-5
In-Flight Procedures..................................................................... 3A-6
Inadvertent Icing Encounter ...................................................... 3A-6
Inadvertent IMC Encounter....................................................... 3A-6
Door Open In Flight .................................................................. 3A-6
Landing Procedures ..................................................................... 3A-7
Landing With Failed Brakes ...................................................... 3A-7
Landing With Flat Tire............................................................... 3A-7
System Malfunctions .................................................................... 3A-8
Alternator Failure ...................................................................... 3A-8
LOW VOLTS Warning Light Illuminated ................................... 3A-9
Communications Failure ......................................................... 3A-10
Pitot Static Malfunction ........................................................... 3A-11
Electric Trim/Autopilot Failure ................................................. 3A-12
P/N 13999-002 Info Manual 3A-1

September 2011
Section 3A Cirrus Design
Abnormal Procedures SR20
3A-2 P/N 13999-002 Info Manual

September 2011
Introduction
This section provides procedures for handling abnormal system and/or
flight conditions which, if followed, will maintain an acceptable level of
airworthiness or reduce operational risk. The guidelines described in
this section are to be used when an abnormal condition exists and
should be considered and applied as necessary.

September 2011
Abnormal Procedures Guidance

Although this section provides procedures for handling most abnormal
system and/or 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 time-critical situations in the air.
Sound judgement as well as thorough knowledge of the aircraft, its
characteristics, and the flight manual procedures are essential in the
handling of any abnormal system and/or flight condition. In addition to
the outlined items in the Abnormal Procedures, the following steps are
considered part of all abnormal situations:
Maintain Aircraft Control
Analyze the Situation
Take Appropriate Action

September 2011
Ground Procedures
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
If directional control can not be maintained:
4. Mixture ..............................................................................CUTOFF
Aborted Takeoff
Use as much of the remaining runway as needed to safely bring the
airplane to a stop or to slow the airplane sufficiently to turn off the
runway.
1. Power Lever ............................................................................ IDLE
2. Brakes.................................................................... AS REQUIRED
Caution
For maximum brake effectiveness, retract flaps, hold control
yoke full back, and bring the airplane to a stop by smooth,
even application of the brakes to avoid loss of control and/or a
blown tire.
After a high-speed aborted takeoff, brake temperatures will be
elevated; subsequent aborted takeoffs or other high-energy
use of the brakes may cause brake overheat, failure and
possibly even fire. A 25-minute cooling time is recommended
following high-energy use of the brake system before
attempting to conduct operations that may require further
high-energy braking. Brake temperature indicator should be
inspected prior to flight following a high-energy brake event
(refer to Preflight Walk-Around Checklist for detail).

September 2011
In-Flight Procedures
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
Inadvertent IMC Encounter
Upon entering IMC, a pilot who is not completely proficient in
instrument flying should rely upon the autopilot to execute a 180 turn
to exit the conditions. Immediate action should be made to turn back
as follows:
1. Airplane Control ........................Establish Straight and Level Flight
2. Autopilot ............................... Engage to hold Heading and Altitude
3. Heading.................................................. Reset to initiate 180 turn
Door Open In Flight
The doors on the airplane will remain 1-3 inches open in flight if not
latched. If this is discovered on takeoff roll, abort takeoff if practical. If
already airborne do not allow efforts to close the door interfere with the
primary task of maintaining control of the airplane. Do not attempt to
hold door closed. Upon landing flare door may swing open - do not
attempt to close door.
1. Airplane Control ............................................................. MAINTAIN

September 2011
Landing Procedures
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.
Note
Rudder effectiveness will decrease with decreasing airspeed.
4. Perform Emergency Engine Shutdown on Ground checklist.
Landing With Flat Tire
If a flat tire or tread separation occurs during takeoff and you cannot
abort, land as soon as conditions permit.
Main Gear
1. Land on the side of the runway corresponding to the good tire.
2. Maintain directional control with the brakes and rudder.
3. Do not taxi. Stop the airplane and perform a normal engine
shutdown.
Nose Gear
1. Land in the center of the runway.
2. Hold the nosewheel off the ground as long as possible.
3. Do not taxi. Stop the airplane and perform a normal engine
shutdown.

September 2011
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
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

September 2011
should be completed. Battery power must be conserved for later

operation of the wing flaps, lights, and other essential equipment.
Note
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 over-
voltage condition has not occurred and the alternator was not
de-activated. The LOW VOLTS light should go out at higher
RPM.
1. Avionics Switch ........................................................................ OFF
2. Alternator Circuit Breaker .............................................. CHECK IN
3. Alt Master Switch ................................................... CYCLE Off -On
4. Avionics Switch ..........................................................................ON
If ammeter still indicates discharge:
1. Alt Master Switch ..................................................................... OFF
2. Non-essential Electrical Equipment ......................................... OFF
3. If total power failure anticipated, Turn Coordinator Power.....EMER
LOW VOLTS Warning Light Illuminated
Illumination of the LOW VOLTS light indicates that the voltage
measured at the Essential Bus is 24.5 volts or less. Typically, this
indicates that the airplane is operating on battery power only and both
alternators have failed or are off. If both alternators have failed:

September 2011
Communications Failure
Communications failure can occur for a variety of reasons. If, after
following the checklist procedure, communication is not restored,
proceed with FAR/AIM lost communications procedures.
Note
In the event of an audio panel power failure the audio panel
connects COM 1 to the pilots headset and speakers. Setting
the audio panel Off will also connect COM 1 to the pilots
headsets and speakers.
1. Switches, Controls ............................................................. CHECK
2. Frequency ....................................................................... CHANGE
3. Circuit Breakers.................................................................. CHECK
4. Headset........................................................................... CHANGE
5. Hand Held Microphone ................................................. CONNECT

September 2011
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.
Note
If selecting the alternate static source does not work, in an
emergency, cabin pressure can be supplied to the static
pressure instruments by breaking the glass in the face of the
vertical speed indicator. When static pressure is supplied
through the vertical speed indicator, the vertical speed UP-
DOWN indications will be reversed (i.e., the needle will
indicate UP for descent and DOWN for climb).
With the alternate static source on, adjust indicated airspeed slightly
during climb or approach according to the Airspeed Calibration
(Alternate Static Source) table in Section 5 as appropriate for vent/
heater configuration.
1. Pitot Heat ...................................................................................ON
2. Alternate Static Source ......................................................... OPEN
Pitot Tube Blocked
If only the airspeed indicator is providing erroneous information, and in
icing conditions, the most probable cause is pitot ice. If setting Pitot
Heat ON does not correct the problem, descend to warmer air. If an
approach must be made with a blocked Pitot tube, use known pitch
and power settings and the GPS groundspeed indicator, taking
surface winds into account.
1. Pitot Heat ...................................................................................ON

September 2011
Electric Trim/Autopilot Failure

Any failure or malfunction of the electric trim or autopilot can be over-
ridden by use of the control yoke. If runaway trim is the problem, de-
energize the circuit by pulling the circuit breaker (PITCH TRIM, ROLL
TRIM, or AUTOPILOT) and land as soon as conditions permit.
1. Airplane Control ......................................... MAINTAIN MANUALLY
2. Autopilot (if engaged) .....................................................Disengage
If Problem Is Not Corrected:
3. Circuit Breakers................................................ PULL AS Required
PITCH TRIM
ROLL TRIM
AUTOPILOT
4. Power Lever ........................................................... AS REQUIRED
5. Control Yoke ................................. MANUALLY HOLD PRESSURE

September 2011
SR20 Normal Procedures
Section 4
Normal Procedures
Table of Contents
Introduction ..................................................................................... 4-3
Airspeeds for Normal Operation ..................................................... 4-4
Normal Procedures ......................................................................... 4-5
Preflight Inspection ......................................................................4-5
Preflight Walk-Around .................................................................. 4-6
Before Starting Engine............................................................... 4-10
Starting Engine .......................................................................... 4-11
Before Taxiing............................................................................ 4-13
Taxiing ....................................................................................... 4-13
Before Takeoff ........................................................................... 4-14
Takeoff....................................................................................... 4-16
Normal Takeoff .......................................................................... 4-17
Short Field Takeoff .................................................................... 4-17
Climb.......................................................................................... 4-18
Cruise ........................................................................................ 4-19
Cruise Leaning........................................................................... 4-20
Descent...................................................................................... 4-21
Before Landing .......................................................................... 4-21
Landing ...................................................................................... 4-21
Balked Landing/Go-Around ....................................................... 4-22
After Landing ............................................................................. 4-23
Shutdown................................................................................... 4-23
Stalls .......................................................................................... 4-24
Environmental Considerations ...................................................... 4-25
Cold Weather Operation ............................................................ 4-25
Hot Weather Operation.............................................................. 4-27
Noise Characteristics/Abatement.................................................. 4-28
Fuel Conservation ......................................................................... 4-28

September 2011
Normal Procedures SR20

September 2011
Introduction
This section provides amplified procedures for normal operation.
Normal procedures associated with optional systems can be found in
Section 9.

September 2011
Airspeeds for Normal Operation

Unless otherwise noted, the following speeds are based on a
maximum weight of 3000 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% ........................................................67 KIAS
Short Field, Flaps 50% ..................................................65 KIAS
Obstacle Clearance, Flaps 50% ....................................75 KIAS
Enroute Climb, Flaps Up:
Normal, SL ..................................................................105 KIAS
Normal, 10,000 .............................................................95 KIAS
Best Rate of Climb, SL ..................................................96 KIAS
Best Rate of Climb, 10,000 ...........................................91 KIAS
Best Angle of Climb, SL.................................................81 KIAS
Best Angle of Climb, 10,000 .........................................85 KIAS
Landing Approach:
Normal Approach, Flaps Up ..........................................85 KIAS
Normal Approach, Flaps 50% .......................................80 KIAS
Normal Approach, Flaps 100% .....................................75 KIAS
Short Field, Flaps 100% ................................................75 KIAS
Go-Around, Flaps 50%:
Full Power......................................................................75 KIAS
Maximum Recommended Turbulent Air Penetration:
3000 Lb........................................................................131 KIAS
2600 Lb........................................................................122 KIAS
2200 Lb........................................................................111 KIAS
Maximum Demonstrated Crosswind Velocity:
Takeoff or Landing ........................................................21 Knots

September 2011
Normal Procedures
Preflight Inspection
Before carrying out preflight inspections, ensure that all required
maintenance has been accomplished. Review your flight plan and
compute weight and balance.
Note
Throughout the walk-around: check all hinges, hinge pins, and
bolts for security; check skin for damage, condition, and
evidence of delamination; check all control surfaces for proper
movement and excessive free play; check area around liquid
reservoirs and lines for evidence of leaking.
In cold weather, remove all frost, ice, or snow from fuselage,
wing, stabilizers and control surfaces. Ensure that control
surfaces are free of internal ice or debris. Check that wheel
fairings are free of snow and ice accumulation. Check that
pitot probe warms within 30 seconds of setting Pitot Heat to
ON.
6
3
5 4
7 2
1
8
13
9 10
11
12
SR20_FM04_1001
Figure 4-1
Walk-Around
September 2011
Preflight Walk-Around
1. Cabin
a. Required Documents................................................ On Board
b. Avionics Power Switch.......................................................OFF
c. Bat 2 Master Switch ........................................................... ON
d. Avionics Cooling Fan .................................................... Audible
e. Voltmeter ................................................................ 23-25 Volts
f. Flap Position Light ........................................................... OUT
g. Bat 1 Master Switch............................................................ ON
h. Lights ............................................................. Check Operation
i. Stall Warning .................................................................... Test
Note
Test stall warning system by applying suction to the stall
warning system inlet and noting the warning horn sounds.
j. Fuel Quantity .................................................................Check
k. Fuel Selector ..............................................Select Fullest Tank
l. Flaps.................................................... 100%, Check Light ON
m. Oil Annunciator .................................................................... On
n. Bat 1 and 2 Master Switches.............................................OFF
o. Alternate Static Source............................................. NORMAL
p. Circuit Breakers .................................................................... IN
q. Fire Extinguisher ..................................Charged and Available
r. Emergency Egress Hammer ......................................Available
s. CAPS Handle .................................................... Pin Removed
2. Left Fuselage
a. Door Lock ...................................................................... Unlock
b. COM 1 Antenna (top) ..................... Condition and Attachment
c. Wing/Fuselage Fairing....................................................Check
d. COM 2 Antenna (underside)........... Condition and Attachment

September 2011
e. Baggage Door ........................................... Closed and Secure

f. Static Button .............................................. Check for Blockage
g. Parachute Cover........................................ Sealed and Secure
3. Empennage
a. Tiedown Rope .............................................................Remove
b. Horizontal and Vertical Stabilizers............................. Condition
Note
Verify tape covering the forward and aft inspection holes
located on outboard ends of horizontal stabilizer is installed
and securely attached.
c. Elevator and Tab............................... Condition and Movement
d. Rudder.................................................. Freedom of Movement
e. Rudder Trim Tab ...................................Condition and Security
f. Attachment hinges, bolts and cotter pins ......................Secure
4. Right Fuselage
a. Static Button .............................................. Check for Blockage
b. Wing/Fuselage Fairings.................................................. Check
c. Door Lock ...................................................................... Unlock
5. Right Wing Trailing Edge
a. Flap and Rub Strips (if installed) ..........Condition and Security
b. Aileron and Tab ................................ Condition and Movement
c. Hinges, actuation arm, bolts, and cotter pins ................Secure
6. Right Wing Tip
a. Tip .......................................................................... Attachment
b. Strobe, Nav Light and Lens ..................Condition and Security
c. Fuel Vent (underside) ..........................................Unobstructed
7. Right Wing Forward and Main Gear
a. Leading Edge and Stall Strips ................................... Condition
b. Fuel Cap....................................... Check Quantity and Secure

September 2011
c. Fuel Drains (2 underside) ............................ Drain and Sample

d. Wheel Fairings...................... Security, Accumulation of Debris
e. Tire ............................................Condition, Inflation, and Wear
Note
Serials 1005 through 1592 after Service Bulletin SB 2X-32-14
and airplane serials 1593 and subsequent: Clean and inspect
temperature indicator installed to piston housing. If indicator
center is black, the brake assembly has been overheated. The
brake linings must be inspected and O-rings replaced.
f. Wheel and Brakes ....... Fluid Leaks, Evidence of Overheating,
General Condition, and Security.
g. Chocks and Tiedown Ropes........................................Remove
h. Cabin Air Vent..................................................... Unobstructed
8. Nose, Right Side
a. Cowling .................................................... Attachments Secure
b. Exhaust Pipe ....................Condition, Security, and Clearance
c. Transponder Antenna (underside) .. Condition and Attachment
d. Gascolator (underside) ............. Drain for 3 seconds, SAMPLE
9. Nose gear, Propeller, and Spinner
WARNING
Keep clear of propeller rotation plane. Do not allow others to
approach propeller.
a. Tow Bar........................................................Remove and Stow
b. Strut ...........................................................................Condition
c. Wheel Fairing........................ Security, Accumulation of Debris
d. Wheel and Tire ..........................Condition, Inflation, and Wear
e. Propeller ........................... Condition (indentations, nicks, etc.)
f. Spinner ............................... Condition, Security, and Oil Leaks
g. Air Inlets.............................................................. Unobstructed
h. Alternator Belt....................................... Condition and Tension

September 2011
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, Security, and Clearance
11. Left Main Gear and Forward Wing
a. Wheel fairings....................... Security, Accumulation of Debris
b. Tire ............................................Condition, Inflation, and Wear
Note
Serials 1005 through 1592 after Service Bulletin SB 2X-32-14
and airplane serials 1593 and subsequent: Clean and inspect
temperature indicator installed to piston housing. If indicator
center is black, the brake assembly has been overheated. The
brake linings must be inspected and O-rings replaced.
c. Wheel and Brakes ....... Fluid Leaks, Evidence of Overheating,
General Condition, and Security.
d. Chocks and Tiedown Ropes........................................Remove
e. Fuel Drains (2 underside) ............................ Drain and Sample
f. 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 And Rub Strips (If installed)..........Condition and Security
b. Aileron .................................................. Freedom of movement
c. Hinges, actuation arm, bolts, and cotter pins ................Secure

September 2011
Before Starting Engine

1. Preflight Inspection .................................................. COMPLETED
WARNING
Ensure that the airplane is properly loaded and within the
AFMs weight and balance limitations prior to takeoff.
2. Weight and Balance ............................................Verify within limits
3. Emergency Equipment.................................................ON BOARD
4. Passengers ..................................................................... BRIEFED
Note
Ensure all the passengers have been fully briefed on smoking,
the use of the seat belts, doors, emergency exits, egress
hammer, and CAPS.
Verify CAPS handle safety pin is removed.
5. Seats, Seat Belts, and Harnesses ................ADJUST & SECURE
Caution
Crew seats must be locked in position and control handles
fully down before flight. Ensure seat belt harnesses are not
twisted.

September 2011
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.
Weak intermittent firing followed by puffs of black smoke from the
exhaust stack indicates over-priming or flooding. Excess fuel can be
cleared from the combustion chambers by the following procedure:
Turn fuel pump off.
Allow fuel to drain from intake tubes.
Set the mixture control full lean and the power lever full open.
Crank the engine through several revolutions with the starter.
When engine starts, release ignition switch, retard power lever,
and slowly advance the mixture control to FULL RICH position.
If the engine is under-primed, especially with a cold soaked engine, it
will not fire, and additional priming will be necessary. As soon as the
cylinders begin to fire, open the power lever slightly to keep it running.
Refer to Cold Weather Operation in this section or additional
information regarding cold weather operations.
WARNING
If airplane will be started using external power, keep all
personnel and power unit cables well clear of the propeller
rotation plane.
Caution
Alternators should be left OFF during engine starting to avoid
high electrical loads.
After starting, if the oil gage does not begin to show pressure
within 30 seconds in warm weather and about 60 seconds in
very cold weather, shut down engine and investigate cause.
Lack of oil pressure indicates loss of lubrication, which can
cause severe engine damage.
1. External Power (If applicable) ....................................... CONNECT
2. Brakes .................................................................................. HOLD

September 2011
3. Bat Master Switch ............................................... ON (Check Volts)

4. Strobe Lights ............................................................................. ON
5. Vacuum System ................................................................. CHECK
a. VACUUM Annunciator ........................................................ ON
b. AUX Vac Annunciator ..................................ON (Pump Green)
c. Suction Gage...................................................... GREEN ARC
d. Attitude Gyro Flag............................................. OUT OF VIEW
7. Power Lever ........................................................FULL FORWARD
8. Fuel Pump..................................................... PRIME, then BOOST
Note
Serials 1005 - 1228 before SB 20-73-02: On first start of the
day, especially under cool ambient conditions, holding Fuel
Pump switch to PRIME for 2-4 seconds will improve starting.
Serials 1005 - 1228 after SB 20-73-02 and serials 1229 and
subsequent: On first start of the day, especially under cool
ambient conditions, holding Fuel Pump switch to PRIME for 2
seconds will improve starting.
The Fuel Pump should be left ON during takeoff and climb for
vapor suppression such as could occur under hot ambient
conditions or extended idle.
9. Propeller Area ..................................................................... CLEAR
10. Power Lever ........................................................... OPEN INCH
11. Ignition Switch ....................... START (Release after engine starts)
Caution
Limit cranking to intervals of 20 seconds with a 20 second
cooling period between cranks. This will improve battery and
contactor life.
12. Power Lever ..............................RETARD (to maintain 1000 RPM)
14. Vacuum System Annunciators ................................................ OUT

September 2011
15. Alt Master Switches ...................................................................ON

16. Avionics Power Switch ...............................................................ON
17. Engine Parameters ........................................................ MONITOR
18. External Power (If applicable) ................................. DISCONNECT
19. Amp Meter/Indication ......................................................... CHECK
Before Taxiing
1. Flaps ................................................................................. UP (0%)
2. Radios/Avionics ..................................................... AS REQUIRED
3. Cabin Heat/Defrost ............................................... AS REQUIRED
4. Fuel Selector...........................................................SWITCH TANK
Taxiing
When taxiing, directional control is accomplished with rudder
deflection and intermittent braking (toe taps) as necessary. Use only
as much power as is necessary to achieve forward movement.
Deceleration or taxi speed control using brakes but without a reduction
in power will result in increased brake temperature. Taxi over loose
gravel at low engine speed to avoid damage to the propeller tips.
WARNING
Maximum continuous engine speed for taxiing is 1000 RPM
on flat, smooth, hard surfaces. Power settings slightly above
1000 RPM are permissible to start motion, for turf, soft
surfaces, and on inclines. Use minimum power to maintain taxi
speed.
If the 1000 RPM taxi power limit and proper braking
procedures are not observed, the brake system may overheat
and result in brake damage or brake fire.
1. Parking Brake ............................................................DISENGAGE
2. Brakes................................................................................ CHECK
3. Directional Gyro/HSI Orientation ....................................... CHECK
4. Attitude Gyro ...................................................................... CHECK
5. Turn Coordinator ............................................................... CHECK

September 2011
Before Takeoff
During cold weather operations, the engine should be properly
warmed up before takeoff. In most cases this is accomplished when
the oil temperature has reached at least 100 F (38 C). In warm or hot
weather, precautions should be taken to avoid overheating during
prolonged ground engine operation. Additionally, long periods of idling
may cause fouled spark plugs.
WARNING
Do not takeoff with frost, ice, snow, or other contamination on
the fuselage, wing, stabilizers, and control surfaces.
1. Doors ..............................................................................LATCHED
2. CAPS Handle ................................................. Verify Pin Removed
3. Seat Belts and Shoulder Harness.................................... SECURE
4. Fuel Quantity.................................................................. CONFIRM
5. Fuel Selector ......................................................... FULLEST TANK
6. Fuel Pump................................................................................. ON
7. Flaps ...............................................................SET 50% & CHECK
8. Transponder ............................................................................. SET
9. Autopilot ............................................................................. CHECK
10. Navigation Radios/GPS ......................................... SET for Takeoff
11. Cabin Heat/Defrost ................................................ AS REQUIRED
12. Brakes ................................................................................... HOLD
13. Power Lever ................................................................... 1700 RPM
14. Alternator ........................................................................... CHECK
a. Pitot Heat............................................................................ ON
b. Navigation Lights ................................................................ ON
c. Landing Light ...................................................................... ON
d. Annunciator Lights....................................................... CHECK
e. Note ammeter remains within one needle width.
15. Voltage ............................................................................... CHECK

September 2011
16. Pitot Heat ............................................................... AS REQUIRED

Note
Pitot Heat should be turned ON for flight into IMC, flight into
visible moisture, or whenever ambient temperatures are 41 F
(5 C) or less.
17. Navigation Lights ................................................... AS REQUIRED
18. Landing Light ......................................................... AS REQUIRED
19. Magnetos .................................................... CHECK Left and Right
a. Ignition Switch ..................................R, note RPM, then BOTH
b. Ignition Switch .................................. L, note RPM, then BOTH
Note
RPM drop must not exceed 150 RPM for either magneto. RPM
differential must not exceed 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.
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.
20. Engine Parameters ............................................................ CHECK
21. Power Lever ................................................................... 1000 RPM
22. Vacuum .............................................................................. CHECK
23. Flight Instruments, HSI, and Altimeter .................... CHECK & SET
24. Flight Controls................................................. FREE & CORRECT
25. Trim ..............................................................................SET Takeoff
26. Autopilot .................................................................. DISCONNECT

September 2011
Takeoff
Note
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.
Power Check: Check full-throttle engine operation early in takeoff run.
The engine should run smoothly and turn approximately 2700 RPM.
All engine parameters 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: Normal and short field takeoffs are accomplished with
flaps set at 50%. Takeoffs using 0% are permissible, however, no
performance data is available for takeoffs in the flaps up configuration.
Takeoffs with 100% flaps are not approved.
Soft or rough field takeoffs are performed with 50% flaps by lifting the
airplane off the ground as soon as practical in a tail-low attitude. If no
obstacles are ahead, the airplane should be leveled off immediately to
accelerate to a higher climb speed.
Takeoffs into strong crosswinds are normally performed with the flaps
set at 50% to minimize the drift angle immediately after takeoff. With
the ailerons fully deflected into the wind, accelerate the airplane to a
speed slightly higher than normal while decreasing the aileron
deflection as speed increases then - with authority - rotate to prevent
possibly settling back to the runway while drifting. When clear of the
ground, make a coordinated turn into the wind to correct for drift.
Note
Fuel BOOST should be left ON during takeoff and for climb as
required for vapor suppression with hot or warm fuel.

September 2011
Normal Takeoff
1. Brakes.................................... RELEASE (Steer with Rudder Only)
2. Power Lever ........................................................ FULL FORWARD
4. Elevator Control ........................ ROTATE Smoothly at 65-70 KIAS
5. At 85 KIAS, Flaps....................................................................... UP
Short Field Takeoff
1. Flaps ........................................................................................ 50%
2. Brakes .................................................................................. HOLD
3. Power Lever ........................................................ FULL FORWARD
5. Brakes.................................... RELEASE (Steer with Rudder Only)
6. Elevator Control ............................. ROTATE Smoothly at 65 KIAS
7. Airspeed at Obstacle ......................................................... 75 KIAS

September 2011
Climb
Normal climbs are performed flaps UP (0%) and full power at speeds 5
to 10 knots higher than best rate-of-climb speeds. These higher
speeds give the best combination of performance, visibility and engine
cooling.
For maximum rate of climb, use the best rate-of-climb speeds shown
in the rate-of-climb chart in Section 5. If an obstruction dictates the use
of a steep climb angle, the best angle-of-climb speed should be used.
Climbs at speeds lower than the best rate-of-climb speed should be of
short duration to avoid engine-cooling problems.
Note
The engine is equipped with an altitude compensating fuel
pump that automatically provides the proper full rich mixture
for climb. The mixture for climb should be left full rich.
1. Climb Power ............................................................................. SET

2. Flaps ................................................................................ Verify UP
4. Engine Instruments ............................................................ CHECK
5. Fuel Pump................................................................................OFF
Note

September 2011
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
significant factors should be considered on every trip to reduce fuel
consumption.
Note
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. Fuel Pump ............................................................................... OFF
Note
The Fuel Pump may be used for vapor suppression during
cruise.
2. Cruise Power............................................................................ SET
3. Mixture ................................................................LEAN as required
Note
Fuel BOOST must be used for switching from one tank to
another. Failures to activate the Fuel Pump before transfer
could result in delayed restart if the engine should quit due to
fuel starvation.
5. Fuel Flow and Balance .................................................. MONITOR

September 2011
Cruise Leaning
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 set to full rich to allow the aneroid to provide auto
leaning for the engine during all flight conditions. If additional cruise
leaning beyond that provided by the aneroid is desired, be advised that
there may not be a 75 temperature rise from full rich to peak. This is
acceptable provided the airplane is at 75% power or less and engine
temperatures are within limits.
Caution
If moving the mixture control from the full rich position only
decreases the EGT from the full rich value, place the mixture
control back in the full forward position and have the fuel
system serviced.
Exhaust gas temperature (EGT) may be used as an aid for mixture
leaning in cruise flight. For Best Power use 75% power or less.
For Best Economy use 65% 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 Exhaust Gas Temperature
Best Power 75 F Rich Of Peak EGT
Best Economy 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.

September 2011
Descent
1. Altimeter................................................................................... SET
2. Cabin Heat/Defrost ................................................ AS REQUIRED
3. Landing Light .............................................................................ON
4. Fuel System ....................................................................... CHECK
5. Mixture ................................................................... AS REQUIRED
6. Brake Pressure .................................................................. CHECK
Before Landing
1. Seat Belt and Shoulder Harness ..................................... SECURE
2. Fuel Pump ......................................................................... BOOST
4. Flaps ...................................................................... AS REQUIRED
5. Autopilot ................................................................. AS REQUIRED
Landing
Caution
Landings should be made with full flaps. Landings with less
than full flaps are recommended only if the flaps fail to deploy
or to extend the aircrafts glide distance due to engine
malfunction. Landings with flaps at 50% or 0%; power should
be used to achieve a normal glidepath and low descent rate.
Flare should be minimized.
Normal Landing
Normal landings are made with full flaps with power on or off. Surface
winds and air turbulence are usually the primary factors in determining
the most comfortable approach speeds.
Actual touchdown should be made with power off and on the main
wheels first to reduce the landing speed and subsequent need for
braking. Gently lower the nose wheel to the runway after airplane
speed has diminished. This is especially important for rough or soft
field landings.

September 2011
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.
Crosswind Landing
Normal crosswind landings are made with full flaps. Avoid prolonged
slips. After touchdown, hold a straight course with rudder and brakes
as required.
The maximum allowable crosswind velocity is dependent upon pilot
capability as well as aircraft limitations. Operation in direct crosswinds
of 21 knots has been demonstrated.
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

September 2011
After Landing
1. Power Lever ................................................................... 1000 RPM
2. Fuel Pump ............................................................................... OFF
3. Flaps .......................................................................................... UP
4. Transponder ...........................................................................STBY
5. Lights ..................................................................... AS REQUIRED
6. Pitot Heat ................................................................................. OFF
Note
As the airplane slows the rudder becomes less effective and
taxiing is accomplished using differential braking.
Shutdown
1. Fuel Pump (if used) ................................................................ OFF
2. Throttle.................................................................................... IDLE
3. Ignition Switch..................................................................... CYCLE
Caution
Note that the engine hesitates as the switch cycles through
the "OFF" position. If the engine does not hesitate, one or both
magnetos are not grounded. Prominently mark the propeller
as being "Hot," and contact maintenance personnel
immediately
4. Mixture ..............................................................................CUTOFF
5. All Switches ............................................................................. OFF
6. Magnetos ................................................................................. OFF
7. ELT........................................................... TRANSMIT LIGHT OUT
Note
After a hard landing, the ELT may activate. If this is suspected,
press the RESET button.
8. Chocks, Tie-downs, Pitot Covers ........................... AS REQUIRED

September 2011
Stalls
SR20 stall characteristics are conventional. Power-off stalls may be
accompanied by a slight nose bobbing if full aft stick is held. Power-on
stalls are marked by a high sink rate at full aft stick. Power-off stall
speeds at maximum weight for both forward and aft 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.
WARNING
Extreme care must be taken to avoid uncoordinated,
accelerated or abused control inputs when close to the stall,
especially when close to the ground.

September 2011
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.
When the engine has been exposed to temperatures at or below 20
Fahrenheit (-7 C) for a period of two hours or more, the use of an
external pre-heater and external power is recommended. Failure to
properly preheat a cold-soaked engine may result in oil congealing
within the engine, oil hoses, and oil cooler with subsequent loss of oil
flow, possible internal damage to the engine, and subsequent engine
failure.
If the engine does not start during the first few attempts, or if engine
firing diminishes in strength, the spark plugs have probably frosted
over. Preheat must be used before another start is attempted.
WARNING
If airplane will be started using external power, keep all
personnel and power unit cables well clear of the propeller
rotation plane.
Caution
Inadequate application of preheat to a cold soaked engine
may warm the engine enough to permit starting but will not de-
congeal oil in the sump, lines, cooler, filter, etc. Congealed oil
in these areas will require considerable preheat.
An engine that has been superficially warmed, may start and
appear to run satisfactorily, but can be damaged from lack of
lubrication due to the congealed oil blocking proper oil flow
through the engine. The amount of damage will vary and may
not become evident for many hours. However, the engine may
be severely damaged and may fail shortly following application
of high power. Proper procedures require thorough application
of preheat to all parts of the engine.

September 2011
Hot air must be applied directly to the oil sump and external oil
lines as well as the cylinders, air intake and oil cooler.
Because excessively hot air can damage non-metallic
components such as composite parts, seals, hoses, and
drives belts, do not attempt to hasten the preheat process.
1. Ignition Switch ..........................................................................OFF
WARNING
Use extreme caution when pulling the propeller through by
hand. Make sure ignition switch is OFF, keys are out of
ignition, and then act as if the engine will start. A loose or
broken ground wire on either magneto could cause the engine
to fire.
2. Propeller........................................... Hand TURN several rotations
3. External Power (If applicable) ....................................... CONNECT
4. Brakes .................................................................................. HOLD
5. Bat Master Switch ............................................ ON (check voltage)
6. Vacuum System ................................................................. CHECK
a. VACUUM Annunciator ........................................................ ON
b. AUX Vac Annunciator ..................................ON (Pump Green)
c. Suction Gage...................................................... GREEN ARC
d. Attitude Gyro Flag............................................. OUT OF VIEW
8. Power lever..........................................................FULL FORWARD
9. Fuel Pump..................................................... PRIME, then BOOST
Note
Serials 1005 - 1227 before SB 20-73-02: In temperatures
down to 20F, hold Fuel Pump switch to PRIME for 8-10
seconds prior to starting.
Serials 1005 - 1227 after SB 20-73-02 and serials 1228 and
subsequent: In temperatures down to 20F, hold Fuel Pump
switch to PRIME for 10 seconds prior to starting.
10. Propeller Area ..................................................................... CLEAR

September 2011

11. Power Lever ............................................................ OPEN INCH
12. Ignition Switch....................... START (Release after engine starts)
Caution
Limit cranking to intervals of 20 seconds with a 20 second
cooling period between cranks. This will improve battery and
contactor life
13. Power Lever ...............................RETARD (to maintain 1000 RPM)
15. Alt Master Switches ...................................................................ON
16. Vacuum System Annunciators ................................................ OUT
19. External Power (If applicable) ................................. DISCONNECT
20. Amp Meter/Indication ......................................................... CHECK
21. Strobe Lights..............................................................................ON
Hot Weather Operation
Avoid prolonged engine operation on the ground.
Note

September 2011
Noise Characteristics/Abatement
The certificated noise levels for the Cirrus Design SR20 established in
accordance with FAR 36 Appendix G are:
Configuration Actual Maximum Allowable
Two-blade Propeller 84.79 dB(A) 87.6 dB(A)

Three-blade Propeller 83.42 dB(A) 87.6 dB(A)
No determination has been made by the Federal Aviation

Administration that the noise levels of this airplane are or should be
acceptable or unacceptable for operation at, into, or out of, any airport.
The above noise levels were established at 3000 pounds takeoff
weight and 2700 RPM.
Recently, increased emphasis on improving environmental quality
requires all pilots to minimize the effect of airplane noise on the
general public. The following suggested procedures minimize
environmental noise when operating the SR20.
Note
Do not follow these noise abatement procedures where they
conflict with Air Traffic Control clearances or instructions,
weather considerations, or wherever they would reduce safety.
1. When operating VFR over noise-sensitive areas, such as outdoor
events, parks, and recreational areas, fly not less than 2000 feet
above the surface even though flight at a lower level may be
allowed.
2. For departure from or approach to an airport, avoid prolonged
flight at low altitude near noise-sensitive areas.
Fuel Conservation
Minimum fuel use at cruise will be achieved using the best economy
power setting described under cruise.

September 2011
SR20 Performance Data
Section 5
Performance Data
Table of Contents
Introduction ..................................................................................... 5-3
Associated Conditions Affecting Performance............................. 5-3
Flight Planning ................................................................................ 5-4
Sample Problem ............................................................................. 5-4
Takeoff......................................................................................... 5-5
Climb............................................................................................ 5-6
Cruise .......................................................................................... 5-7
Fuel Required .............................................................................. 5-8
Landing ........................................................................................ 5-9
Demonstrated Operating Temperature ........................................ 5-9
Airspeed Calibration...................................................................... 5-10
Normal Static Source ................................................................. 5-10
Airspeed Calibration...................................................................... 5-11
Alternate Static Source .............................................................. 5-11
Altitude Correction ........................................................................ 5-12
Normal Static Source ................................................................. 5-12
Altitude Correction ........................................................................ 5-13
Temperature Conversion .............................................................. 5-14
Outside Air Temperature for ISA Condition .................................. 5-15
Stall Speeds .................................................................................. 5-16
Wind Components ........................................................................ 5-17
Takeoff Distance ........................................................................... 5-18
Takeoff Climb Gradient ................................................................. 5-21
Takeoff Rate of Climb ................................................................... 5-22
Enroute Climb Gradient ................................................................ 5-23
Enroute Rate of Climb................................................................... 5-24
Enroute Rate of Climb Vs Density Altitude ................................... 5-25
Time, Fuel and Distance to Climb ................................................. 5-26
Cruise Performance ...................................................................... 5-27
Cruise Performance ...................................................................... 5-28

September 2011
Performance Data SR20
Range / Endurance Profile ............................................................5-29

Range / Endurance Profile ............................................................5-30
Balked Landing Climb Gradient ....................................................5-31
Balked Landing Rate of Climb.......................................................5-32
Landing Distance ..........................................................................5-33
Landing Distance ..........................................................................5-34

September 2011
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.

September 2011
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. Additionally, verify that
the weather, field length, wind, anticipated turbulence, and other
conditions that affect aircraft performance are judged to be satisfactory
and conducive to safe operations and compliant with the Federal
Aviation Regulations (FARs) or governing regulations, as applicable.
Note
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.
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........................................................ 3000 Pounds
Usable fuel.................................................................56 Gallons
Takeoff Conditions:
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

September 2011
Cruise Conditions:
Total distance ................................................560 Nautical Miles
Pressure altitude ........................................................ 6500 Feet
Temperature ...............................................20 C (ISA + 17 C)
Expected wind enroute..................................10 Knot Headwind
Landing Conditions:
Field pressure altitude ................................................ 2000 Feet
Temperature ...............................................20 C (ISA + 10 C)
Field length................................................................. 3000 Feet
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 3000 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 ................................................................. 1940 Feet
Total distance to clear a 50-foot obstacle ................... 2734 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 ................................................. 1940 feet
Decrease in ground roll (1940 feet x 0.092) .................. 178 feet
Corrected ground roll................................................... 1762 feet
Total distance to clear a 50-foot obstacle, zero wind... 2734 feet

September 2011
Decrease in total distance (2734 feet x 0.092) .............. 252 feet

Corrected total distance to clear 50-foot obstacle ....... 2482 feet
Corrections for grass runways and sloped runways are also applicable
and should be applied. These corrections are calculated in the same
manner as the wind correction above. Refer to Figure 5-9 for
correction factors to be applied.
Climb
The takeoff and enroute rate-of-climb and climb gradient tables,
Figures 5-10 through 5-14, present maximum rate of climb and climb
gradient for various conditions. The time, fuel, and distance to climb
table, Figure 5-15, 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 lower altitude value for start of climb or next higher altitude values
for end of climb. Using conservative values for the sample data, the
following calculations are made:
Start-of-climb values (SL to 1750 feet):
Time to climb .......................................................... 1.3 minutes
Distance to climb ............................................................ 2.0 NM
Fuel to climb ................................................................. 0.3 Gal.
End-of-climb values (SL to 6500 feet):
Time to climb ........................................................ 10.3 minutes
Distance to climb .......................................................... 17.0 NM
Fuel to climb ................................................................. 2.4 Gal.
Climb values (1750 to 6500 feet):
Time to climb (end 10.3 start 1.3)......................... 9.0 minutes
Distance to climb (end 17.0 start 2.0)........................ 15.0 NM
Fuel to climb (end 2.4 start 0.3).................................. 2.1 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

September 2011
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) ............................ 2.1 Gal.
Increase due to non-standard temp. (2.1 x 0.13) .......... 0.3 Gal.
Corrected fuel to climb (2.1 + 0.3) ................................. 2.4 Gal.
Procedure for the distance to climb is:
Distance to climb (standard temperature) .................... 15.0 NM
Increase due to non-standard temp. (15.0 x 0.13) ........ 1.9 NM
Corrected distance to climb (15.0 + 1.9) ...................... 16.9 NM
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 5-16, and the range/endurance
profile presented in Figure 5-17.
The relationship between power and range as well as endurance is
shown in the range/endurance profile chart, Figure 5-17. Note that fuel
economy and range are substantially improved at lower power
settings.
The cruise performance chart, Figure 5-16, 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 ............................................................. 131 Knots
Cruise fuel flow............................................................. 9.2 GPH

September 2011
Fuel Required
The total fuel requirement for the flight may be estimated using the
performance information obtained from Figures 5-15 and 5-16. The
resultant cruise distance is:
Total distance (from sample problem) ........................ 560.0 NM
Climb distance (corrected value from climb table)........ 17.0 NM
Cruise distance (total distance climb distance) ....... 543.0 NM
Using the predicted true airspeed from the cruise performance table,
Figure 5-16, and applying the expected 10-knot headwind, the ground
speed for cruise is expected to be 121 knots. Therefore, the time
required for the cruise portion of the trip is:
543.0 NM/121 knots = 4.5 hours.
The fuel required for cruise is:
4.5 hours x 9.2 GPH = 41.4 gallons.
From the 6000 ft Cruise Table (Figure 5-16), a 45 minute IFR reserve
at approximately 70% power requires:
45/60 x 11.1 GPH = 8.3 gallons
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff ................................... 1.0 gallons
Climb ........................................................................ 2.4 gallons
Cruise ..................................................................... 41.4 gallons
Reserve .................................................................... 8.3 gallons
Total fuel required ................................................... 53.1 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.

September 2011
Landing
A procedure similar to takeoff should be used for estimating the
landing distance at the destination airport. Figure 5-20 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.

September 2011
Airspeed Calibration
Normal Static Source
Conditions: Example:
Power for level flight or maximum Flaps ........................................... 50%
continuous, whichever is less. Indicated Airspeed ............... 85 Knots
Weight .................................. 3000 LB
Calibrated Airspeed ............. 86 Knots
Note
Indicated airspeed values assume zero instrument error.
KIAS = Knots Indicated Airspeed
KCAS = Knots Calibrated Airspeed
KCAS
KIAS Flaps Flaps Flaps
0% 50% 100%
50 49
60 60 60
70 72 71 71
80 81 81 81
90 91 91 91
100 101 101 101
110 111 111
120 120 120
130 130
140 140
150 150
160 160
170 170
180 180
190 190
200 200
Figure 5-1
September 2011
Airspeed Calibration
Alternate Static Source
Power for level flight or maximum Flaps............................................50%
continuous, whichever is less. Indicated Airspeed................85 Knots
Weight ...................................3000 LB
Heater, Defroster & Vents .............ON Calibrated Airspeed ..............84 Knots
Note
KCAS
KIAS Flaps Flaps Flaps
0% 50% 100%
50 45
60 59 56
70 70 69 67
80 80 79 78
90 90 89 88
100 100 99 98
110 110 109
120 120 118
130 130
140 140
150 150
160 161
170 171
180 182
190 192
200 203
Figure 5-2
September 2011
Altitude Correction
Normal Static Source
Power for level flight or maximum Flaps ........................................... 50%
continuous, whichever is less. Indicated Airspeed ............... 85 Knots
Weight .................................. 3000 LB Desired Altitude.................. 12,000 FT
Altitude Correction .....................-7 FT
Altitude to Fly ..................... 11,993 FT
Note
CORRECTION TO BE ADDED - FEET

Flaps Press
Alt Normal Static Source - KIAS
60 70 80 90 100 120 140 160 180 200
S.L -12 -11 -10 -9 -8 -5 -3 -3 -5 -10
5000 -14 -13 -12 -11 -9 -6 -4 -3 -5 -11

0%
10000 -16 -15 -14 -12 -11 -7 -4 -4 -6 -13
15000 -19 -18 -16 -14 -12 -8 -5 -4 -7 -16
S.L -2 -4 -5 -6 -5 +2
50% 10000 -2 -4 -6 -7 -6 +2
15000 -2 -5 -7 -8 -7 +2
S.L -1 -4 -6 -7 -5
100% 10000 -1 -5 -7 -8 -6
15000 -1 -6 -9 -9 -6
Figure 5-3
September 2011
Altitude Correction
Power for level flight or maximum Flaps..............................................0%
continuous, whichever is less. Indicated Airspeed..............120 Knots
Weight ...................................3000 LB Desired Altitude ................. 12,000 FT
Heater, Defroster, & Vents.............ON Altitude Correction................... -11 FT
Altitude to Fly..................... 11,989 FT
Note
CORRECTION TO BE ADDED - FEET

Flaps Press
Alt Normal Static Source - KIAS
60 70 80 90 100 120 140 160 180 200
S.L -9 -10 -10 -11 -10 -7 -1 11 27 51
5000 -10 -11 -12 -12 -12 -9 -1 12 32 59

0%
10000 -12 -13 -14 -14 -14 -10 -1 14 37 69
15000 -14 -15 -16 -17 -16 -12 -1 17 44 80
S.L -11 -15 -18 -21 -22 -19
50% 10000 -13 -18 -21 -24 -26 -22
15000 -15 -20 -25 -28 -30 -26
S.L -20 -20 -20 -20 -18
100% 10000 -23 -24 -23 -23 -21
15000 -27 -27 -27 -26 -25
Figure 5-4
September 2011
Temperature Conversion
Note
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 Temp to Convert Temp to Convert

C or F C or F C or F
C F C F C F
-50 -58 -72 -17 2 36 17 62 144
-49 -56 -69 -16 4 39 18 64 147
-48 -54 -65 -14 6 43 19 66 151
-47 -52 -62 -13 8 46 20 68 154
-46 -50 -58 -12 10 50 21 70 158
-44 -48 -54 -11 12 54 22 72 162
-43 -46 -51 -10 14 57 23 74 165
-42 -44 -47 -9 16 61 24 76 169
-41 -42 -44 -8 18 64 26 78 172
-40 -40 -40 -7 20 68 27 80 176
-39 -38 -36 -6 22 72 28 82 180
-38 -36 -33 -4 24 75 29 84 183
-37 -34 -29 -3 26 79 30 86 187
-36 -32 -26 -2 28 82 31 88 190
-34 -30 -22 -1 30 86 32 90 194
-33 -28 -18 0 32 90 33 92 198
-32 -26 -15 1 34 93 34 94 201
-31 -24 -11 2 36 97 36 96 205
-30 -22 -8 3 38 100 37 98 208
-29 -20 -4 4 40 104 38 100 212
-28 -18 0 6 42 108 39 102 216
-27 -16 3 7 44 111 40 104 219
-26 -14 7 8 46 115 41 106 223
-24 -12 10 9 48 118 42 108 226
-23 -10 14 10 50 122 43 110 230
-22 -8 18 11 52 126 44 112 234
-21 -6 21 12 54 129 46 114 237
-20 -4 25 13 56 133 47 116 241
-19 -2 28 14 58 136 48 118 244
-18 0 32 16 60 140 49 120 248
Figure 5-5
September 2011
Outside Air Temperature

for
ISA Condition
Example:
Pressure Altitude...................8000 FT
Outside Air Temp....................... 48 F
ISA Condition .................. ISA + 10 C
Press ISA-40C ISA-20C ISA ISA+10C ISA+20C

Alt
Feet C F C F C F C F C F
SL -25 -13 -5 23 15 59 25 77 35 95
1000 -27 -18 -7 18 13 54 23 72 33 90
2000 -29 -20 -9 16 11 52 21 70 31 88
3000 -31 -24 -11 12 9 48 19 66 29 84
4000 -33 -27 -13 9 7 45 17 63 27 81
5000 -35 -31 -15 5 5 41 15 59 25 77
6000 -37 -34 -17 2 3 38 13 56 23 74
7000 -39 -38 -19 -2 1 34 11 52 21 70
8000 -41 -42 -21 -6 -1 30 10 48 20 66
9000 -43 -45 -23 -9 -3 27 7 45 17 63
10000 -45 -49 -25 -13 -5 23 5 41 15 59
11000 -47 -52 -27 -16 -7 20 3 38 13 56
12000 -49 -56 -29 -20 -9 16 1 34 11 52
13000 -51 -59 -31 -23 -11 13 -1 31 9 49
14000 -53 -63 -33 -27 -13 9 -3 27 7 45
Figure 5-6
September 2011
Stall Speeds
Weight .................................. 3000 LB Flaps ..................................... Up (0%)
C.G. .......................................... Noted Bank Angle....................................15
Power............................................Idle
Bank Angle ............................... Noted Stall Speed.......... 66 KIAS | 68 KCAS
Note
Altitude loss during wings level stall may be 250 feet or more.
KIAS values may not be accurate at stall.
STALL SPEEDS
Weight Bank
Angle Flaps 100%Full
Flaps 0%Full Up Flaps 50% Down
LB Deg KIAS KCAS KIAS KCAS KIAS KCAS
0 65 67 61 63 56 59
3000
15 66 68 62 64 57 60
Most
30 70 72 65 68 61 63
FWD
C.G. 45 78 80 72 75 67 70
60 92 95 86 89 80 83
0 64 66 59 62 54 57
3000 15 65 67 60 63 55 58
Most 30 69 71 64 66 58 61
AFT
C.G. 45 76 78 71 73 64 68
60 90 93 84 87 76 81
Figure 5-7
September 2011
Wind Components
Runway Heading ...........................10 Wind/Flight Path Angle ................. 50
Wind Direction...............................60 Crosswind Component .........12 Knots
Wind Velocity........................ 15 Knots Headwind Component..........10 Knots
Note
The maximum demonstrated crosswind is 21 knots. Value not considered limiting.
40
0 50
10
20 W
IN
D
30
VE
30
H
LO
T
PA
CI
40
TY
HT
~
IG
40
KN
FL
OT
D
AN
S
N
50
IO
30
CT
20
RE
DI
D
60
IN
W
N
EE
20
W
T
70
BE
LE
WIND COMPONENTS ~ KNOTS
10
G
AN
Headwind
10
80
0 90
Tailwind
100
-10
110
170 150
140 130
180 160 120
-20
10 20 30 40
CROSSWIND COMPONENT ~ KNOTS SR20_FM05_1014
Figure 5-8
September 2011
Takeoff Distance
Winds.......................................... Zero Outside Air Temp ....................... 25C
Runway................... Dry, Level, Paved Weight................................... 3000 LB
Flaps........................................... 50% Pressure Altitude................... 2000 FT
Power.................................. Maximum Headwind ............................. 12 Knots
set before brake release Runway ............................. Dry, Paved
Liftoff Speed.......................... 69 KIAS
Obstacle Speed .................... 75 KIAS
Takeoff Ground Roll .............. 1685 FT
Dist. over 50' Obstacle .......... 2380 FT
Factors:
The following factors are to be applied to the computed takeoff
distance for the noted condition:
Headwind - Subtract 10% from distance for each 12 knots
headwind
Tailwind - Add 10% for each 2 knots tailwind up to 10 knots.
Grass Runway, Dry - Add 20% to ground roll distance.
Grass Runway, Wet - Add 30% to ground roll distance.
Sloped Runway - Increase table distances by 22% of the
ground roll distance at Sea Level, 30% of the ground roll
distance at 5000 ft, 43% of the ground roll distance at 10,000 ft
for each 1% of upslope. Decrease table distances by 7% of the
ground roll distance at Sea Level, 10% of the ground roll
distance at 5000 ft, and 14% of the ground roll distance at
10,000 ft for each 1% of downslope.
Caution
The above corrections for runway slope are required to be
included herein. These corrections should be used with
caution since published runway slope data is usually the net
slope from one end of the runway to the other. Many runways
will have portions of their length at greater or lesser slopes
than the published slope, lengthening (or shortening) takeoff
ground roll estimated from the table.
If brakes are not held while applying power, distances apply
from point where full throttle and mixture setting is complete.
For operation in outside air temperatures colder than this table
provides, use coldest data shown.
For operation in outside air temperatures warmer than this table
provides, use extreme caution.

September 2011
Takeoff Distance
WEIGHT = 3000 LB Headwind: Subtract 10% for each 12
Speed at Liftoff = 68 KIAS knots headwind.
Speed over 50 Ft. Obstacle = 75 KIAS Tailwind: Add 10% for each 2 knots
Flaps - 50% Takeoff Pwr Dry Paved tailwind up to 10 knots.
Runway Slope: Ref. Factors.
Dry Grass: Add 20% to Ground Roll.
Wet Grass: Add 30% to Ground Roll.
PRESS DISTANCE TEMPERATURE ~ C

ALT
FT FT 0 10 20 30 40 ISA
SL Grnd Roll 1287 1390 1497 1608 1724 1446
50 ft 1848 1988 2132 2282 2437 2064
1000 Grnd Roll 1412 1526 1643 1766 1893 1564
50 ft 2022 2175 2333 2497 2666 2226
2000 Grnd Roll 1552 1676 1805 1940 2079 1692
50 ft 2214 2381 2555 2734 2920 2402
3000 Grnd Roll 1706 1842 1985 2132 2286 1831
50 ft 2426 2609 2799 2996 3200 2593
4000 Grnd Roll 1877 2027 2183 2346 2515 1983
50 ft 2660 2861 3069 3285 3509 2802
5000 Grnd Roll 2066 2231 2404 2583 2769 2149
50 ft 2919 3139 3368 3605 3850 3029
6000 Grnd Roll 2276 2458 2648 2845 3050 2329
50 ft 3205 3447 3698 3959 4228 3276
7000 Grnd Roll 2509 2710 2919 2528
50 ft 3522 3788 4064 3547
8000 Grnd Roll 2768 2990 3221 2744
50 ft 3872 4165 4469 3841
9000 Grnd Roll 3056 3301 3555 2980
50 ft 4261 4583 4917 4160
10000 Grnd Roll 3376 3646 3241
50 ft 4691 5046 4514
Figure 5-9
Sheet 1 of 2
September 2011
Takeoff Distance
WEIGHT = 2500 LB Headwind: Subtract 10% for each 12
Speed at Liftoff = 65 KIAS knots headwind.
Speed over 50 Ft Obstacle = 70 KIAS Tailwind: Add 10% for each 2 knots
Flaps - 50% Takeoff Pwr Dry Paved tailwind up to 10 knots.
Dry Grass: Add 20% to Ground Roll.
Wet Grass: Add 30% to Ground Roll.

ALT
FT FT 0 10 20 30 40 ISA
SL Grnd Roll 813 878 946 1016 1090 912
50 ft 1212 1303 1398 1496 1597 1350
1000 Grnd Roll 892 964 1038 1116 1196 986
50 ft 1326 1426 1529 1636 1747 1457
2000 Grnd Roll 980 1059 1141 1226 1314 1067
50 ft 1451 1561 1674 1791 1912 1572
3000 Grnd Roll 1078 1164 1254 1348 1445 1156
50 ft 1590 1709 1834 1962 2095 1697
4000 Grnd Roll 1185 1281 1380 1483 1590 1253
50 ft 1743 1874 2010 2151 2297 1835
5000 Grnd Roll 1305 1410 1519 1632 1750 1358
50 ft 1912 2056 2205 2360 2520 1985
6000 Grnd Roll 1438 1553 1673 1798 1928 1473
50 ft 2098 2256 2421 2590 2766 2140
7000 Grnd Roll 1585 1712 1845 1599
50 ft 2305 2479 2659 2324
8000 Grnd Roll 1749 1889 2035 1737
50 ft 2534 2725 2923 2517
9000 Grnd Roll 1931 2085 2247 1887
50 ft 2787 2997 3216 2727
10000 Grnd Roll 2133 2304 2050
50 ft 3068 3299 2986
Figure 5-9
Sheet 2 of 2
September 2011
Takeoff Climb Gradient

Power .............................. Full Throttle Outside Air Temp .......................20 C
Mixture ................................. Full Rich Weight .................................. 3000 LB
Flaps ........................................... 50% Pressure Altitude .................. 1750 FT
Airspeed ............... Best Rate of Climb
Climb Airspeed .....................85 Knots
Gradient............................491 FT/NM
Note
Climb Gradients shown are the gain in altitude for the horizontal distance traversed
expressed as Feet per Nautical Mile.
Cruise climbs or short duration climbs are permissible at best power as long as
altitudes and temperatures remain within those specified in the table.
For operation in air colder than this table provides, use coldest data shown.
For operation in air warmer than this table provides, use extreme caution.
Weight Press Climb CLIMB GRADIENT ~ Feet per Nautical Mile

Alt Speed Temperature ~ C
LB FT KIAS -20 0 20 40 ISA
SL 85 678 621 568 518 581

2000 85 587 532 481 433 504
4000 84 500 447 398 351 430

3000
6000 83 416 365 318 274 358
8000 82 336 287 241 199 289
10000 82 259 212 224
SL 84 957 880 808 741 826
2000 84 841 767 698 634 729
4000 83 730 659 593 531 636

2500
6000 82 624 555 492 545
8000 81 522 456 396 459
10000 80 425 362 377
Figure 5-10
September 2011
Takeoff Rate of Climb

Power...............................Full Throttle Outside Air Temp ...................... 20 C
Mixture..................................Full Rich Weight................................... 3000 LB
Flaps........................................... 50% Pressure Altitude................... 1750 FT
Airspeed ...............Best Rate of Climb
Climb Airspeed..................... 85 Knots
Rate of Climb .......................725 FPM
Note
Rate-of-Climb values shown are change in altitude for unit time expended
expressed in Feet per Minute.
Weight Press Climb RATE OF CLIMB ~ Feet per Minute

SL 85 905 862 817 771 828

2000 85 807 761 712 663 734
4000 84 707 657 606 554 639

3000
6000 83 607 553 499 444 545
8000 82 504 447 390 333 450
10000 82 401 341 356
SL 84 1256 1201 1144 1086 1158
2000 84 1136 1077 1017 955 1044
4000 83 1014 952 888 824 929

2500
6000 82 892 825 758 815
8000 81 768 698 627 701
10000 80 643 569 587
Figure 5-11
September 2011
Enroute Climb Gradient

Flaps .....................................0% (UP) Pressure Altitude .................. 4200 FT
Gradient............................359 FT/NM
Note
Climb Gradients shown are the gain in altitude for the horizontal distance traversed
expressed as Feet per Nautical Mile.
The Maximum Operating Altitude of 17,500 feet MSL may be obtained if the
airplanes gross weight does not exceed 2900 lb and the ambient temperature is
-20 C or less.
Weight Press Climb CLIMB GRADIENT - Feet per Nautical Mile

SL 96 650 589 533 481 549
2000 95 560 502 448 398 474
4000 94 474 418 367 319 402
6000 93 392 338 289 244 332
3000
8000 92 313 216 214 171 265
10000 91 237 188 200
12000 91 164 118 139
14000 90 95 51 80
SL 93 846 777 712 652 728
2000 92 741 674 612 554 640
4000 92 640 576 516 461 555
6000 91 543 482 425 473
2500
8000 90 451 392 337 395
10000 89 363 306 320
12000 88 279 224 248
14000 88 198 147 180
Figure 5-12
September 2011
Enroute Rate of Climb

Flaps..................................... 0% (UP) Pressure Altitude................... 6500 FT
Airspeed ...............Best Rate of Climb
Rate of Climb .......................513 FPM
Note
Rate-of-Climb values shown are change in altitude in feet per unit time expressed in
Feet per Minute.
The Maximum Operating Altitude of 17,500 feet MSL may be obtained if the
airplanes gross weight does not exceed 2900 lb and the ambient temperature is
-20 C or less.
Weight Press Climb RATE OF CLIMB ~ Feet per Minute

SL 96 979 923 866 808 880
2000 95 868 808 748 688 775
4000 94 756 693 630 567 671
6000 93 642 576 510 445 566
3000
8000 92 527 458 389 321 462
10000 91 411 339 357
12000 91 294 218 252
14000 90 175 97 148
SL 93 1231 1175 1117 1058 1132
2000 92 1109 1050 988 926 1016
4000 92 987 923 858 793 900
6000 91 863 796 727 785
2500
8000 90 738 667 595 670
10000 89 612 537 555
12000 88 484 405 440
14000 88 355 273 325
Figure 5-13
September 2011
Enroute Rate of Climb Vs Density Altitude

Conditions:
Power .................................................................................................... Full Throttle
Mixture ....................................................................................................... Full Rich
Flaps ...........................................................................................................0% (UP)
Airspeed ..................................................................................... Best Rate of Climb
15,000
14,000
30
25
00
00
13,000
LB
LB
12,000
11,000
10,000
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
10
20
30
40
50
60
70
80
90
10
11
12
0
00
00
00
Rate of Climb ~ Feet Per Minute

Figure 5-14
September 2011
Time, Fuel and Distance to Climb

Power...............................Full Throttle Outside Air Temp ......................... ISA
Fuel Density..................... 6.0 LB/GAL Airport Press ......................... 1000 FT
Weight .................................. 3000 LB Pressure Altitude................. 12000 FT
Winds.......................................... Zero
Climb Airspeed ......................... Noted Time to Climb.................22.5 Minutes
Fuel to Climb...................... 4.7 Gallon
Distance to Climb.....................39 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 OAT Climb Rate Of TIME, FUEL, DISTANCE ~ From Sea Level
Alt (ISA) Speed Climb
Time Fuel Distance
FT C KIAS FPM Minutes U.S. Gal NM
SL 15 96 880 0.0 0.0 0
1000 13 96 828 1.3 0.3 2
2000 11 95 775 2.4 0.6 4
3000 9 94 723 3.8 1.0 6
4000 7 94 671 5.2 1.3 8
5000 5 93 618 6.7 1.7 11
6000 3 93 566 8.4 2.0 14
7000 1 92 514 10.3 2.4 17
8000 -1 92 462 12.3 2.9 21
9000 -3 91 409 14.6 3.3 25
10000 -5 91 357 17.2 3.8 29
11000 -7 91 305 20.3 4.4 35
12000 -9 91 252 23.8 5.0 41
13000 -11 91 200 28.3 5.8 49
14000 -13 90 148 34.0 6.8 60
Figure 5-15
September 2011
Cruise Performance
Mixture ............................. Best Power Outside Air Temp ...................29 C
Cruise Weight........................2600 LB RPM ..............................2700 RPM
Winds ..........................................Zero Cruise Press Alt................ 8000 FT
Note: Subtract 10 KTAS if nose wheel pant
and fairing removed. Lower KTAS by 10% if % Power (22.2 MAP) .............. 73%
nose & main wheel pants & fairings removed. True Airspeed ................ 154 Knots
Cruise Pwr above 85% not recommended. Fuel Flow ........................11.4 GPH
2000 Feet Pressure Altitude

ISA - 30 C (-19 C) ISA (11 C) ISA + 30 C (41 C)
RPM MAP PWR KTAS GPH PWR KTAS GPH PWR KTAS GPH
2700 27.8 101% 160 16.0 95% 160 15.0 91% 157 14.2
2500 27.8 90% 154 14.1 85% 154 13.4 81% 151 12.9
2500 26.6 85% 151 13.4 80% 151 12.8 76% 148 11.7
2500 25.4 80% 147 12.7 75% 147 11.6 72% 144 11.3
2500 24.1 74% 143 11.5 70% 143 11.1 67% 140 10.7
2500 22.9 69% 139 11.0 65% 139 10.6 62% 136 10.2
2500 22.0 65% 136 10.5 62% 136 10.2 59% 133 9.9
2500 19.7 55% 127 9.5 52% 127 9.20 50% 124 8.9

ISA - 30 C (-23 C) ISA (7 C) ISA + 30 C (37 C)
2700 25.8 94% 159 14.8 89% 159 14.4 84% 157 13.4
2500 25.8 84% 153 13.3 79% 153 12.7 75% 150 11.7
2500 24.8 80% 150 12.7 75% 150 11.6 72% 147 11.2
2500 23.6 75% 146 11.5 70% 146 11.1 67% 143 10.8
2500 22.3 69% 141 10.9 65% 141 10.5 62% 138 10.2
2500 21.0 63% 136 10.3 60% 136 10.0 57% 133 9.7
2500 19.8 58% 131 9.8 55% 131 9.4 52% 129 9.2

ISA - 30 C (-27 C) ISA (3 C) ISA + 30 C (33 C)
2700 24.0 88% 159 13.8 83% 159 13.1 79% 156 12.6
2500 24.0 79% 152 12.0 74% 152 11.5 71% 149 11.1
2500 23.0 74% 148 11.5 70% 148 11.1 67% 145 10.7
2500 21.8 69% 144 11.0 65% 144 10.6 62% 141 10.2
2500 20.8 65% 140 10.4 61% 140 10.0 58% 137 9.7
2500 19.4 59% 134 9.8 55% 134 9.5 53% 131 9.2
Figure 5-16
Sheet 1 of 2
September 2011
Cruise Performance
ISA - 30 C (-31 C) ISA (-1 C) ISA + 30 C (29 C)
2700 22.2 82% 157 12.9 77% 157 11.6 73% 154 11.4
2500 22.2 73% 150 11.4 69% 150 11.0 65% 147 10.6
2500 21.2 69% 146 10.9 65% 146 10.5 62% 143 10.2
2500 20.1 64% 142 10.4 60% 142 10.0 57% 139 9.7
2500 18.9 59% 136 9.8 55% 136 9.5 52% 134 9.2
2500 17.7 53% 131 9.2 50% 131 8.9 48% 128 8.7
10,000 Feet Pressure Altitude

ISA - 30 C (-35 C) ISA (-5 C) ISA + 30 C (25 C)
2700 20.6 76% 155 11.7 72% 155 11.2 68% 152 10.9
2500 20.6 68% 148 10.8 64% 148 10.5 61% 145 10.1
2500 19.6 64% 144 10.4 60% 144 10.0 57% 141 9.7
2500 18.5 59% 139 9.8 55% 139 9.5 53% 136 9.2
2500 17.3 54% 134 9.3 50% 134 9.0 48% 131 8.7

ISA - 30 C (-39 C) ISA (-9 C) ISA + 30 C (21 C)
2700 19.0 70% 153 11.1 66% 153 10.7 63% 150 10.3
2500 19.0 63% 146 10.3 59% 146 9.9 56% 143 9.6
2500 18.0 59% 141 9.8 55% 141 9.5 52% 138 9.2
2500 16.8 53% 136 9.2 50% 136 8.9 47% 133 8.6

ISA - 30 C (-43 C) ISA (-13 C) ISA + 30 C (17 C)
2700 17.6 66% 151 10.5 62% 151 10.2 58% 148 9.8
2500 17.6 59% 144 9.8 55% 144 9.5 52% 141 9.2
2500 16.5 54% 142 9.3 50% 142 9.0 48% 139 8.7
Figure 5-16
Sheet 2 of 2
September 2011
Range / Endurance Profile

Weight ...................................3000 LB Power Setting .............................75%
Temperature ................. Standard Day Takeoff Press Alt .................. 2000 FT
Winds ..........................................Zero Cruise Press Alt.................... 6000 FT
Mixture ............................. See Tables
Total Fuel........................... 56 Gallons Fuel to Climb ......................... 1.3 Gal.
Cruise Fuel Flow ................ 11.6 GPH
Endurance ................................ 4.0 Hr
Range.................................... 617 NM
True Airspeed .....................152 Knots
Note
Fuel Remaining For Cruise accounts for 10.1 gallons for 45 minutes IFR reserve
fuel at 75% power and fuel burn for descent.
Range and endurance shown includes descent to final destination at 160 KIAS and
500 fpm.
Range is decreased by 5% if nose wheel pant and fairings removed.
Range is decreased by 15% if nose and main wheel pants and fairings removed.
75% POWER Mixture = Best Power

Press Climb Fuel Airspeed Fuel Endurance Range Specific
Alt Fuel Remaining Flow Range
For Cruise
FT Gal Gal KTAS GPH Hours NM Nm/Gal
0 0.0 46.3 143 11.6 4.0 576 12.3
2000 0.6 45.7 147 11.6 4.0 594 12.6
4000 1.3 45.0 150 11.6 4.0 606 12.7
6000 2.0 44.3 152 11.6 4.0 617 12.7
8000 2.9 43.4 155 11.6 4.0 627 12.8
10000 3.8 42.5
12000 5.0 41.3
14000 6.8 39.5
Figure 5-17
Sheet 1 of 2
September 2011
Range / Endurance Profile
65% POWER Mixture = Best Power

For Cruise
0 0.0 46.3 137 10.5 4.4 608 13.0
2000 0.6 45.7 139 10.5 4.4 620 13.1
4000 1.3 45.0 141 10.5 4.4 628 13.2
6000 2.0 44.3 143 10.5 4.4 635 13.2
8000 2.9 43.4 145 10.5 4.4 645 13.3
10000 3.8 42.5 147 10.5 4.4 654 13.3
12000 5.0 41.3 150 10.5 4.4 666 13.4
14000 6.8 39.5
55% POWER Mixture = Best Economy

For Cruise
0 0.0 46.3 127 8.4 5.5 708 15.2
2000 0.6 45.7 130 8.4 5.5 726 15.5
4000 1.3 45.0 131 8.4 5.5 731 15.4
6000 2.0 44.3 134 8.4 5.5 745 15.6
8000 2.9 43.4 136 8.4 5.5 755 15.7
10000 3.8 42.5 139 8.4 5.4 768 15.9
12000 5.0 41.3 141 8.4 5.4 776 15.9
14000 6.8 39.5 144 8.4 5.4 785 16.0
Figure 5-17
Sheet 2 of 2
September 2011
Balked Landing Climb Gradient

Flaps ................................ 100% (DN) Pressure Altitude .................. 2000 FT
Rate of Climb....................679 FT/NM
Note
Balked Landing Climb Gradients shown are the gain in altitude for the horizontal
distance traversed expressed as Feet per Nautical Mile.
Dashed cells in the table represent performance below the minimum balked landing
climb requirements.
This chart is required data for certification. However, significantly better
performance can be achieved by climbing at Best Rate of Climb speeds shown with
flaps down or following the Go-Around / Balked Landing procedure in Section 4.
Weight Press Climb CLIMB GRADIENT ~ Feet per Nautical Mile

SL 75 779 699 626 558 644

2000 74 664 585 515 449 547
4000 73 548 475 408 346 451

2900
6000 72 440 369 305 - 359
8000 71 335 268 206 - 271
10000 70 235 170 - - 186
SL 75 987 894 807 728 829
2000 74 851 762 679 603 716
4000 73 721 635 557 484 608

2500
6000 72 596 514 439 - 502
8000 71 477 398 327 - 401
10000 70 362 287 - - 305
Figure 5-18
September 2011
Balked Landing Rate of Climb

Flaps.................................100% (DN) Pressure Altitude................... 4000 FT
Climb Airspeed ......................... Noted
Rate of Climb ................... 733 FT/NM
Note
Balked Landing Rate of Climb values shown are the full flaps change in altitude for
unit time expended expressed in Feet per Minute.
Dashed cells in the table represent performance below the minimum balked landing
climb requirements.
This chart is required data for certification. However, significantly better
performance can be achieved by climbing at Best Rate of Climb speeds shown with
flaps down or following the Go-Around / Balked Landing procedure in Section 4.
Weight Press Climb RATE OF CLIMB - Feet per Minute

SL 75 905 845 785 724 800

2000 74 789 726 662 598 691
4000 73 671 604 538 471 581

2900
6000 72 552 482 412 - 471
8000 71 432 359 286 - 362
10000 70 310 234 - - 252
SL 75 1142 1076 1009 942 1026
2000 74 1011 942 872 801 904
4000 73 880 807 733 660 781

2500
6000 72 747 670 593 - 658
8000 71 613 533 453 - 537
10000 70 478 394 - - 414
Figure 5-19
September 2011
Landing Distance
Technique .............................. Normal Outside Air Temp ........................10C
Winds ..........................................Zero Weight .................................. 2900 LB
Runway .................................... Paved Pressure Altitude .................. 2000 FT
Flaps. ........................................ 100% Headwind ................................... Zero
Power .................. 3 Power Approach
to 50 FT obstacle, then reduce power Landing Ground Roll ............ 1072 FT
passing the estimated 50 foot point Dist. over 50' Obstacle.......... 2116 FT
and smoothly continue power
reduction to reach idle just prior to
touchdown.
Factors:
The following factors are to be applied to the computed landing
distance for the noted condition:
Headwind - Subtract 10% from table distances for each 13
knots headwind
Tailwind - Add 10% to table distances for each 2 knots tailwind
up to 10 knots.
Grass Runway, Dry - Add 20% to ground roll distance.
Grass Runway, Wet - Add 60% to ground roll distance.
Sloped Runway - Increase table distances by 27% of the
ground roll distance for each 1% of downslope. Decrease table
distances by 9% of the ground roll distance for each 1% of
upslope.
Caution
The above corrections for runway slope are required to be
included herein. These corrections should be used with
caution since published runway slope data is usually the net
slope from one end of the runway to the other. Many runways
will have portions of their length at greater or lesser slopes
than the published slope, lengthening (or shortening) landing
ground roll estimated from the table.
For operation in outside air temperatures colder than this table
provides, use coldest data shown.
For operation in outside air temperatures warmer than this table
provides, use extreme caution.

September 2011
Landing Distance
WEIGHT = 2900 LB Headwind: Subtract 10% per each
Speed over 50 Ft Obstacle = 75 KIAS 13 knots headwind.
Flaps - 100% Idle Dry, Level Paved Surface Tailwind: Add 10% for each 2 knots
tailwind up to 10 knots.
Dry Grass: Add 20% to Ground Roll
Wet Grass: Add 60% to Ground Roll

ALT
FT FT 0 10 20 30 40 ISA
SL Grnd Roll 962 997 1032 1067 1102 1014
Total 1972 2017 2063 2109 2156 2040
1000 Grnd Roll 997 1034 1070 1067 1143 1045
Total 2018 2065 2113 2161 2210 2079
2000 Grnd Roll 1034 1072 1110 1148 1186 1076
Total 2066 2116 2166 2217 2268 2121
3000 Grnd Roll 1073 1112 1151 1191 1230 1108
Total 2117 2169 2222 2275 2329 2164
4000 Grnd Roll 1113 1154 1195 1236 1142
Total 2170 2225 2281 2337 2209
5000 Grnd Roll 1156 1198 1240 1283 1177
Total 2227 2285 2343 2402 2256
6000 Grnd Roll 1200 1244 1288 1332 1214
Total 2287 2348 2409 2471 2306
7000 Grnd Roll 1246 1292 1337 1251
Total 2351 2415 2479 2358
8000 Grnd Roll 1295 1342 1389 1291
Total 2418 2485 2553 2412
9000 Grnd Roll 1345 1394 1444 1331
Total 2490 2560 2631 2470
10000 Grnd Roll 1398 1449 1373
Total 2565 2639 2529
Figure 5-20
September 2011
SR20 Weight and Balance
Section 6
Weight and Balance
Table of Contents
Introduction ..................................................................................... 6-3
Airplane Weighing Form ................................................................. 6-6
Airplane Weighing Procedures ....................................................... 6-7
Weight & Balance Record ............................................................. 6-10
Loading Instructions ...................................................................... 6-12
Weight & Balance Loading Form .................................................. 6-14
Loading Data................................................................................. 6-15
Moment Limits............................................................................... 6-16
Equipment List .............................................................................. 6-17

September 2011
Weight and Balance SR20

September 2011
SR20 Weight & Balance
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.

September 2011
Weight & Balance SR20
FS
350.2"
WATER LINE (WL)
FS WL
FS
FS 222.0" 165.5"
150 100.0"
55.6"
FS
38.3"
WL100
NOTE
50 Reference Datum located at
FS fuselage station 0.0".
157.5"
(FS)
FUSELAGE
STATION
50
200
250
300
350
0.0
100
150
LEMAC
220 FS 132.9"
RBL 210.9"
200
150
100
RBL 87.7" MAC 48.4"
Typical LBL RBL 77.3"
RBL 66.3"
50
BL 0.0 BL 0.0"
50
LBL 66.3"
LBL 77.3"
100
150
200
BUTTOCK LINE (BL) LBL 210.9"
SR20_FM06_1031A
Figure 6-1
Airplane Dimensional Data
September 2011
Spirit Level
LONGITUDINAL LEVELING
Spirit Level
Straight
Edge
Straight Edge Straight Edge
Spacer Spacer
Block Door Sill Door Sill Block
LATERAL LEVELING SR20_FM06_1021A
Figure 6-2
Airplane Leveling
September 2011
Airplane Weighing Form

REF DATUM
FS 0.0 FS 100.0 FS 145.0
WL 100.0
A = x + 100
B=A-y
y = ____________ Measured
x
x = ____________ Measured
B y
A
SR20_FM06_1441
Weighing Scale
Point Reading - Tare = Net Weight X Arm = Moment
L Main A=
R Main A=
Nose B=
Total CG=
As Weighed
CG = Total Moment / Total Weight

Space below provided for additions or subtractions to as weighed condition
Empty Weight CG=
Engine Oil (if oil drained)

15 lb at FS 78.4, moment = 1176
Unusable Fuel 26.4 153.95 4064

Basic Empty Weight CG=
Figure 6-3
Airplane Weighing Form
September 2011
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. Refer to Section 8 for
specific servicing procedures.
1. Preparation:
a. Inflate tires to recommended operating pressures.
b. Service brake reservoir.
c. Drain fuel system.
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.

September 2011
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
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.

September 2011
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

September 2011
Weight & Balance Record

Use this form to maintain a continuous history of changes and
modifications to airplane structure or equipment affecting weight and
balance:
Serial Num: Reg. Num: Page of
Item Weight Change Running Basic
No. Description of Article Added (+) or Removed (-) Empty Weight
Date
or Modification WT ARM MOM/ WT MOM/
In Out LB IN. 1000 LB 1000
As Delivered
Figure 6-4
Weight and Balance Record
September 2011
49.3"
39.8"
100 200
120 140 160 180 220 240
Fuselage
Station
49.7"
38.5" FS
222
25.0"
16.0"
20.0"
32.0" 10.5"
33.4" 39.0" 33.3" 20.0"

5.0"
21.0"
CABIN DOOR BAGGAGE DOOR
OPENING OPENING
SR20_FM06_1019
Location Length Width Height Volume
Cabin 122 49.3 49.7 137 cu ft
Baggage
36 39.8 38.5 32 cu ft
Compartment
Figure 6-5
Airplane Interior Dimensions
September 2011
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 for a determination of
proper loading.
Airplane loading determinations are calculated using the Weight &
Balance Loading Form (Figure 6-6), the Loading Data chart and table
(Figure 6-7), and the Moment Limits chart and table (Figure 6-8).
1. Basic Empty Weight Enter the current Basic Empty Weight and
Moment from the Weight & Balance Record.
2. Front Seat Occupants Enter the total weight and moment/1000
for the front seat occupants from the Loading Data.
3. Rear Seat Occupants Enter the total weight and moment/1000
for the rear seat occupants from the Loading Data.
4. Baggage Enter weight and moment for the baggage from the
Loading Data.
If desired, subtotal the weights and moment/1000 from steps 1
through 4. This is the Zero Fuel Condition. It includes all useful
load items excluding fuel.
5. Fuel Loading Enter the weight and moment of usable fuel
loaded on the airplane from the Loading Data.
Subtotal the weight and moment/1000. This is the Ramp
Condition or the weight and moment of the aircraft before taxi.
6. Fuel for start, taxi, and 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.
7. 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.
The total weight at takeoff must not exceed the maximum
weight limit of 3000 pounds.

September 2011
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.

September 2011
Weight & Balance Loading Form

Serial Num:_________________Date:_________________________
Reg. Num: _________________Initials: _______________________
Weight Moment/
Item Description
LB 1000
Basic Empty Weight

1.
Includes unusable fuel & full oil
Front Seat Occupants

2.
Pilot & Passenger (total)
3. Rear Seat Occupants
Baggage Area
4.
130 lb maximum
Zero Fuel Condition Weight

5.
Sub total item 1 thru 4
Fuel Loading
6.
56 Gallon @ 6.0 lb/gal. Maximum
Ramp Condition Weight

7.
Sub total item 5 and 6
Fuel for start, taxi, and runup

8.
Normally 6 lb at average moment of 922.8
Takeoff Condition Weight

9.
Subtract item 8 from item 7
Note
The Takeoff Condition Weight must not exceed 3000 lb. All weights above 2900 lb
must consist of fuel.
The Takeoff Condition Moment must be within the Minimum Moment to Maximum
Moment range at the Takeoff Condition Weight. (Refer to Figure 6-8, Moment
Limits).
Figure 6-6
Weight and Balance Loading Form
September 2011
Loading Data
Use the following chart or table to determine the moment/1000 for fuel
and payload items to complete the Loading Form.
500
Fuel
Fwd Pass
Loading Chart Aft Pass
400
Weight - Pounds
300
200
Baggage
100
0
0 10 20 30 40 50 60 70 80 90
Moment/1000 SR20_FM06_1942
Weight Fwd Aft Baggage Fuel Weight Fwd Aft Fuel

Pass Pass Pass Pass
LB FS 143.5 FS 180.0 FS 208.0 FS 153.8 LB FS 143.5 FS 180.0 FS 153.8
20 2.87 3.60 4.16 3.08 220 31.57 39.60 33.83
40 5.74 7.20 8.32 6.15 240 34.44 43.20 36.90
60 8.61 10.80 12.48 9.23 260 37.31 46.80 39.98
80 11.48 14.40 16.64 12.30 280 40.18 50.40 43.05
100 14.35 18.00 20.80 15.38 300 43.05 54.00 46.13
120 17.22 21.60 24.96 18.45 320 45.92 57.60 49.20
140 20.09 25.20 (27.04)* 21.53 340 48.79 61.20 52.28
160 22.96 28.80 24.60 360 51.66 64.80 55.35
180 25.83 32.40 27.68 380 54.53 68.40
200 28.70 36.00 30.75 400 57.40 72.00
*130 lb Maximum
Figure 6-7
Loading Data
September 2011
Moment Limits
Use the following chart or table to determine if the weight and moment
from the completed Weight and Balance Loading Form are within
limits.
3000
2800
Weight - Pounds
2600
2400
2200
2000
280 300 320 340 360 380 400 420 440
Moment/1000
SR20_FM06_1943A
Weight Moment/1000 Weight Moment/1000
LB Minimum Maximum LB Minimum Maximum
2110 293 305 2600 366 383
2150 299 311 2650 374 391
2200 306 320 2700 381 399
2250 314 328 2750 390 406
2300 321 336 2800 398 414
2350 329 344 2850 407 422
2400 336 352 2900 415 429
2450 344 360 2950 424 437
2500 351 368 3000 432 444
2550 359 376
Figure 6-8
Moment Limits
September 2011
Equipment List
This list will be determined after the final equipment has been installed
in the aircraft.

September 2011

September 2011
SR20 Airplane Description
Section 7
Airplane and Systems Description
Table of Contents
Introduction ..................................................................................... 7-5
Airframe .......................................................................................... 7-6
Fuselage ...................................................................................... 7-6
Wings........................................................................................... 7-6
Empennage ................................................................................. 7-7
Flight Controls ................................................................................. 7-8
Elevator System........................................................................... 7-8
Aileron System........................................................................... 7-10
Rudder System .......................................................................... 7-12
Trim Systems ................................................................................ 7-14
Pitch Trim Control System ......................................................... 7-14
Roll Trim Control System ........................................................... 7-14
Yaw Trim System....................................................................... 7-15
Flight Deck Arrangement .............................................................. 7-16
Instrument Panel........................................................................ 7-16
Center Console .......................................................................... 7-16
Flight Instruments ......................................................................... 7-18
Attitude Indicator........................................................................ 7-18
Airspeed Indicator...................................................................... 7-18
Vertical Speed Indicator............................................................. 7-19
Altimeter..................................................................................... 7-19
Turn Coordinator........................................................................ 7-19
Directional Gyro ......................................................................... 7-20
Course Deviation Indicator ........................................................ 7-21
Horizontal Situation Indicator (Optional) .................................... 7-21
Magnetic Compass .................................................................... 7-23
Wing Flaps .................................................................................... 7-24
Flap Control Switch.................................................................... 7-24
Landing Gear ................................................................................ 7-26
Main Gear .................................................................................. 7-26
Nose Gear ................................................................................. 7-26
Airplane Cabin .............................................................................. 7-27
Cabin Doors............................................................................... 7-27

September 2011
Airplane Description SR20
Baggage Compartment..............................................................7-27
Seats..........................................................................................7-29
Windshield and Windows...........................................................7-30
Cabin Safety Equipment ............................................................7-30
Engine ...........................................................................................7-33
Engine Oil System .....................................................................7-33
Engine Cooling...........................................................................7-33
Engine Fuel Injection .................................................................7-34
Engine Air Induction System......................................................7-34
Engine Fuel Ignition ...................................................................7-34
Engine Exhaust..........................................................................7-35
Engine Controls .........................................................................7-35
Alternate Air Control...................................................................7-36
Engine Indicating .......................................................................7-36
Propeller ........................................................................................7-40
Fuel System ..................................................................................7-41
Fuel Selector Valve....................................................................7-43
Fuel Quantity Indicator...............................................................7-43
Fuel Flow Indication ...................................................................7-44
Fuel Caution Light......................................................................7-44
Boost Pump Switch....................................................................7-44
Brake System.............................................................................7-46
Electrical System...........................................................................7-49
Power Generation ......................................................................7-49
Power Distribution......................................................................7-51
BAT & ALT Master Switches......................................................7-51
Avionics Power Switch...............................................................7-52
Volt / Amp Meter ........................................................................7-52
Low Volts Warning Light ............................................................7-53
Circuit Breakers and Fuses........................................................7-54
Ground Service Receptacle .......................................................7-54
Convenience Outlet ...................................................................7-54
Exterior Lighting ............................................................................7-55
Navigation Lights .......................................................................7-55
Strobe Light................................................................................7-55
Landing Light .............................................................................7-55
Interior Lighting .............................................................................7-56
Instrument Lights .......................................................................7-56
Panel Flood Lights .....................................................................7-56

September 2011
Reading Lights........................................................................... 7-56

Overhead Dome Light................................................................ 7-56
Environmental System .................................................................. 7-57
Cabin Heat Control .................................................................... 7-59
Cabin Cooling Control................................................................ 7-59
Cabin Air Selector...................................................................... 7-59
Pitot-Static System........................................................................ 7-61
Pitot Heat Switch ....................................................................... 7-61
Pitot Heat Light .......................................................................... 7-61
Vacuum System ............................................................................ 7-62
Suction Gauge ........................................................................... 7-64
Vacuum Warning Light .............................................................. 7-64
Aux Vac Caution Light ............................................................... 7-64
Stall Warning System.................................................................... 7-65
Standard Avionics ......................................................................... 7-66
Multi-Function Display ............................................................... 7-68
Autopilot..................................................................................... 7-70
GPS Navigation ......................................................................... 7-72
Communication (COM) Transceivers ........................................ 7-73
Navigation (Nav) Receiver ......................................................... 7-74
Transponder .............................................................................. 7-74
Audio System............................................................................. 7-75
Emergency Locator Transmitter ................................................ 7-76
Hour Meter ................................................................................. 7-77
Digital Clock............................................................................... 7-78
Cirrus Airplane Parachute System ................................................ 7-80
System Description .................................................................... 7-80
Activation Handle ....................................................................... 7-81
Deployment Characteristics ....................................................... 7-82

September 2011

September 2011
Introduction
This section provides a basic description and operation of the
standard airplane and its systems. Optional equipment described
within this section is identified as optional.
Note
Some optional equipment, 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

September 2011
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 under-floor components.
All flight and static loads are transferred to the fuselage structure from
the wings and control surfaces through four wing attach points in two
locations under the front seats and two locations on the sidewall just
aft of the rear seats.
Note
Refer to Airplane Cabin description in this section for a
complete description of doors, windows, baggage
compartment, seats, and safety equipment.
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.

September 2011
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.

September 2011
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.

September 2011
SR20_FM07_1461
Figure 7-1
Elevator Control System
September 2011
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.

September 2011
SR20_FM07_1462
Figure 7-2
Aileron Control System
September 2011
Rudder System
The rudder provides airplane directional (yaw) control. The rudder is of
conventional design with skin, spar and ribs manufactured of
aluminum. The rudder is attached to the aft vertical stabilizer shear
web at three hinge points and to the fuselage tailcone at the rudder
control bell crank.
Rudder motion is transferred from the rudder pedals to the rudder by a
single cable system under the cabin floor to a sector next to the
elevator sector pulley in the aft fuselage. A push-pull tube from the
sector to the rudder bell crank translates cable motion to the rudder.
Springs and a ground adjustable spring cartridge connected to the
rudder pedal assembly tension the cables and provide centering force.
A rudder-aileron interconnect is installed to provide a maximum of 8
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.

September 2011
SR20_FM07_1463
Figure 7-3
Rudder Control System
September 2011
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.
Ground adjustable trim tabs are installed on the rudder, elevator and
right aileron to provide small adjustments in neutral trim. These tabs
are factory set and do not normally require adjustment.
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 nose-
up 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
(pitch) trim operates on 28 VDC supplied through the 2-amp PITCH
circuit breaker on Main Bus 1.
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 Main Bus 1.

September 2011
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.

September 2011
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 Attitude Gyro Altimeter
Turn/Bank Vertical Speed
Directional Gyro
Coordinator 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.

September 2011
1 2 3 4 5 6 7 8
TEMP C
30 + - 30
9
15 20 500
P. AL 0 2 4 6 40 10 25
0
200 T G 9 1 5
RPM 30 E 600 400F C
Y X G 1500 O H
180 60 R
O 8 0
100 35 T 1400 300 T 5
AIRSPEED 2 300 4 6
10 10
160 OF 200
160
10 10 SU N
80 CT IO
140 20 20 7 ALTIMETER
150
KNOTS 3
120 6 4
140
100 5
21
130 CIRRUS
120
240 100 32 + 60
P 18 F F
OL D A P D I M R 30 12 U L
T 200
75
P V A
A E 20 9 E R 28 30
SC
P U S H/H
L R N S EO 50 E O M
6 M 150 24 0
S 10 0 LW P 100 25 S L
20 30 P
H IN FOR M A S T
NO
PI T C T I O UP N 10 IN H G GAL
LO HI 15 HR 75 OIL 0 16 60
N
ALT TRIM 5
ST HD TRK VERTICAL
RDY DN
E
W
0 20
TURN COORDINATOR
2 MIN SPEED
L R S 5
15
10
20
19 10
ALT AIR
PULL ON
18 ALT STATIC
SOURCE
NORMAL
PARK BRAKE
PULL ON
LLFE
T
FUEL
R
GI
11
17 12
Legend
16 15 14 13
1. Flight Instrument Panel 11. Conditioned Air Outlet 18. Avionics Panel
2. Annunciator Panel 12. Rudder Pedals 19. Bolster Switch Panel
3. Overhead Light & Switch 13. Flap Control & Position Indicators 20. Control Yoke
4. Magnetic Compass 14. Passenger Audio Jacks 21. Start/Ignition Key Switch
5. Cirrus Airframe Parachute System 15. Armrest
(CAPS) Activation T-Handle Cover 16. Engine & Fuel System Controls
6. Multifunction Display 17. Left Side Console
7. Engine Instruments Circuit Breaker Panel
8. Temperature/Ventilation Controls Alternate Engine Air
9. Control Yoke Parking Brake
10. Fresh Air Eyeball Outlet Alternate Static Source
SR20_FM07_1059E
Figure 7-4
Instrument Panel and Console
September 2011
Flight Instruments
Note
For additional information on instrument limit markings, refer
to Section 2, Limitations.
Attitude Indicator
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
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.
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.

September 2011
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
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.
Turn Coordinator
The electric turn coordinator, installed in the instrument panel, displays
roll information and provides roll data to the autopilot. Additionally, if
the airplane is equipped with an S-Tec System 20 or System 30
autopilot, the 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

September 2011
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.
Directional Gyro
The airplane is equipped with a directional gyro in the standard
configuration. If a directional gyro is not installed the airplane will be
equipped with an HSI.
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.

September 2011
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.
Horizontal Situation Indicator (Optional)
In optional configurations, the airplane is equipped with either a
vacuum powered Century NSD-360 HSI, an electric powered Century
NSD-1000 HSI, or a electric powered Sandel 3308 Navigation Display.
The displays and operation of the Century NSD-360 and NSD-1000
HSI's are identical with the singular difference being the power source
for gyro operation.
Century NSD-360 or NSD-1000 HSI (Optional)
The NSD-360 or NSD-1000 Horizontal Situation Indicator (HSI), in the
left instrument panel, provides gyro stabilized, magnetically slaved,
heading information, a pictorial VOR/LOC display with a conventional
course arrow, and glideslope presentation. The HSI displays airplane
heading by rotating a compass dial in relation to a fixed simulated
airplane image and lubber line. The HSI directional gyro, which drives
the compass dial, is slaved to a flux detector in the right wing through
an amplifier under the copilot's floor. A FREE GYRO-SLAVE switch,
immediately below the display, allows the pilot to select either Free
Gyro mode or Slave mode. In Slave mode, the gyro is slaved to the
flux detector. In Free Gyro mode, the gyro must be manually set to the
airplane's magnetic compass using the PUSH-SET-CARD knob in the
lower right corner of the instrument. The course is set using the
Course (Arrow) knob in the lower left corner of the instrument. The HSI

September 2011
course and heading outputs provided to the autopilot to allow NAV/

LOC/GPS course tracking or to track a preset heading.
The HSI incorporates conventional warning flags. The HDG (Heading)
flag will be out of view whenever the instrument is receiving sufficient
electrical power for operation. The NAV (Navigation) flag will be out of
view when a VOR or LOC frequency is tuned in the NAV1 receiver and
a reliable signal is present. The GS (Glideslope) flag will be out of view
when an ILS frequency is tuned on the Nav 1 receiver and a reliable
GS signal is present.
The NSD-360 HSI gyro is vacuum powered and a red GYRO flag
indicates insufficient vacuum for gyro operation. 28 vdc for HSI
operation is supplied through the 2-amp HSI circuit breaker on the
Essential bus.
The NSD-1000 HSI is electrically driven and a red GYRO flag
indicates loss of electrical power. Redundant circuits paralleled
through diodes at the indicator supply DC electrical power for gyro
operation. 28 vdc for HSI and gyro operation is supplied through the 2-
amp HSI circuit breaker on the Essential bus.
Sandel 3308 Navigation Display (Optional)
The optional Sandel SN3308 Navigation Display combines the
functions of an HSI, an RMI, a full color moving map, a Stormscope (if
installed) display, GPS annunciator, and 3-light marker beacon
indicators. Compass information is derived from a remote directional
gyro and a flux detector. 28 VDC for system operation is supplied
through the 5-amp HSI circuit breaker on the Essential Bus.
The full-color display uses a rear-projection system driven by an active
matrix LCD display. A halogen lamp is the singular primary display
projection light source. A separate dimming knob for the display
brightness is provided immediately below the display.
The HSI display shows heading and navigation information in a 360
view similar to a conventional mechanical HSI, or in an EFIS 90 ARC
view. This includes compass card, heading bug, course pointer,
course deviation bar, TO/FROM indicator, glideslope indicator, and
flags. Heading bug and course pointer settings include digital readouts
that make it easy to set precise headings and courses. Either GPS1 or
NAV1 can be selected as primary navigation sources by pressing the
NAV switch on the left side of the display. Up to two bearing pointers

September 2011
can be displayed and switched to any NAV receiver including GPS1,

GPS2, NAV1, or NAV2. GPS2 and NAV2 can only be displayed as
bearing pointers, not as a primary navigation source. The display is
color-coded to indicate which navigation source is selected: green for
NAV1, yellow for NAV2, and cyan for GPS.
Auto Slew automatically turns the course pointer in response to
waypoint sequencing or Direct-To navigation from the GPS receiver
eliminating manual course changes at waypoints and reducing pilot
workload.
Heading and Course Sync allows the pilot, with one button, to
automatically set the heading bug directly to his current heading, or to
set the course pointer directly to a VOR station, simultaneously
centering course deviation. Course and heading command outputs for
autopilot operations are also provided.
The SN3308 detects and warns of abnormal conditions such as
flagged navigation receivers and failed directional gyro or flux detector.
It also monitors its own internal temperature and provides warnings for
over-temperature or loss of cooling conditions.
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.

September 2011
Wing Flaps
The electrically controlled, single-slotted flaps provide low-speed lift
enhancement. Each flap is manufactured of aluminium and connected
to the wing structure at three hinge points. Rub strips are installed on
the top leading edge of each flap to prevent contact between the flap
and wing flap cove. The flaps are selectively set to three positions: 0%,
50% (16 ) and 100% (32 ) by operating the FLAP control switch. The
FLAP control switch positions the flaps through a motorized linear
actuator mechanically connected to both flaps by a torque tube.
Proximity switches in the actuator limit flap travel to the selected
position and provide position indication. 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).
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.

September 2011
SR20_FM07_1460
Figure 7-5
Flap Control System
September 2011
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 inner tube 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.

September 2011
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.
Baggage Compartment
The baggage compartment door, located on the left side of the
fuselage aft of the wing, allows entry to the baggage compartment.
The baggage door is hinged on the forward edge and latched on the
rear edge. The door is locked from the outside with a key lock. The
baggage compartment key will also open the cabin doors.
The baggage compartment extends from behind the rear passenger
seat to the aft cabin bulkhead. The rear seats can be folded forward to
provide additional baggage area for long or bulky items.
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. If not adequately restrained, baggage
compartment items may pose a projectile hazard to cabin occupants in
the event of rapid deceleration. Secure all baggage items with tie-
down straps.
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.
3. Grasp the buckle and pull the loose strap end of each strap to
tighten straps over contents of baggage compartment.

September 2011
DEFROST AIR OUTLETS
STALL WARNING HORN
FIRE EXTINGUISHER
(UNDER PILOT'S SEAT)
OVERHEAD LIGHT AND SWITCH
A 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)
SR20_FM07_1064
Figure 7-6
Cabin General Arrangement
September 2011
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.
Caution
The seat bottoms have an integral aluminum honeycomb core
designed to crush under impact to absorb downward loads. To
avoid crushing this core, do not kneel or stand on the seats.
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 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 folded forward to provide a semi-flat surface for
bulky cargo extending forward from the baggage compartment.

September 2011
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.
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.
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. In the event of a sudden deceleration, the
reels lock automatically to protect the occupants.
Serials 1005 thru 1267 after SB 2X-25-14; An inflatable shoulder
harness is integral to each crew seat harness. The electronic module
assembly, mounted below the cabin floor, contains a crash sensor,
battery, and related circuitry to monitor the deceleration rate of the
airplane. In the event of a crash, the sensor evaluates the crash pulse
and sends a signal to an inflator assembly mounted to the aft seat
frame. This signal releases the gas in the inflator and rapidly inflates
the airbag within the shoulder harness cover, After airbag deployment,
the airbag deflates to enable the pilot/co-pilot to egress the aircraft
without obstruction.
The crash sensors predetermined deployment threshold does not
allow inadvertent deployment during normal operations, such as hard
landings, strikes on the seat, or random vibration.

September 2011
Caution
No slack may exist between the occupants shoulder and
restraint harness shoulder strap.
Stow the seat belts in the latched position when not in use.
To use the restraints:
1. Slip arms behind the harness so that the harness extends over
shoulders.
2. Hold the buckle and firmly insert the link.
3. Grasp the seat belt tabs outboard of the link and buckle and pull to
tighten. Buckle should be centered over hips for maximum comfort
and safety.
4. Restraint harnesses should fit snug against the shoulder with the
lap buckle centered and tightened around the hips.
To release the restraints:
1. Grasp the top of the buckle opposite the link and pull outward. The
link will slip free of buckle.
2. Slip arms from behind the harness.
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.
Fire Extinguisher
A liquefied-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:

September 2011
1. Loosen retaining clamp and remove the extinguisher from its

mounting bracket.
2. Hold the extinguisher upright and pull the pin.
3. Get back from the fire and aim nozzle at base of fire at the nearest
edge.
4. Press red lever and sweep side to side.
WARNING
Halon gas used in the fire extinguisher can be toxic, especially
in a closed area. After discharging fire extinguisher, ventilate
cabin by opening air vents and unlatching door. Close vents
and door after fumes clear.
The extinguisher must be 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.

September 2011
Engine
The SR20 is powered by a Teledyne Continental IO-360-ES, six-
cylinder, 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.
Caution
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

September 2011
the engine compartment through two vents in the aft portion of the
cowling. No movable cowl flaps are used.
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 fuel-metering
valve on the air-induction system throttle body. The fuel-metering valve
adjusts fuel flow in response to the pilot controlled Power Lever
position. From the metering valve, fuel is directed to the fuel manifold
valve (spider) and then to the individual injector nozzles. The system
meters fuel flow in proportion to engine RPM, 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 occurs with dual
ignition.

September 2011
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.
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 MAX-POWER-IDLE, on the
console adjusts the engine throttle setting in addition to automatically
adjusting propeller speed. The lever is mechanically linked by cables
to the air throttle body/fuel-metering valve and to the propeller
governor. Moving the lever towards MAX opens the air throttle butterfly
and meters more fuel to the fuel manifold. A separate cable to the
propeller governor adjusts the governor oil pressure to increase
propeller pitch to maintain engine RPM. The system is set to maintain
approximately 2500 RPM throughout the cruise power settings and
2700 RPM at full power.
Mixture Control
The mixture control lever, labeled RICH-MIXTURE-CUTOFF, on the
console adjusts the proportion of fuel to air for combustion. The
Mixture Control Lever is mechanically linked to the mixture control
valve in the engine-driven fuel pump. Moving the lever forward
(towards RICH) repositions the valve allowing greater proportions of
fuel and moving the lever aft (towards LEAN) reduces the proportion of
fuel. The full aft position (CUTOFF) closes the control valve.

September 2011
Start/Ignition Switch
A rotary-type key switch, located on the left bolster panel, controls
ignition and starter operation. The switch is labeled OFF-R-L- BOTH-
START. In the OFF position, the starter is electrically isolated, the
magnetos are grounded and will not operate. Normally, the engine is
operated on both magnetos (switch in BOTH position) except for
magneto checks and emergency operations. The R and L positions
are used for individual magneto checks and for single magneto
operation when required. When the BAT 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.
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.
Note
For additional information on instrument limit markings, refer
to Section 2, Limitations.

September 2011
2
FUEL
L R
I
E G
F
T
Start / Ignition Switch

Serials 1005 thru 1336 : Controls
Switch is located on the
left bolster panel. 4
5,6
7,8
Alternate Air Control
LEGEND Serials 1005 thru 1581.

1. Power Lever 6. CHT
2. Mixture Control 7. Oil Temperature
3. Friction Control 8. Oil Pressure
4. Tachometer 9. Manifold Pressure Engine Instruments
5. EGT SR20_FM07_1603A
Figure 7-7
Engine Controls and Indicating
September 2011
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 5-amp ENGINE INST
circuit breaker on the Essential Bus.
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 INST circuit breaker on the Essential Bus 1.
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.
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 INST
circuit breaker on the Essential Bus.
The Oil Temperature 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 Temperature indicator receives a
temperature signal from a temperature sending unit mounted on the
engine near the left magneto.
The Oil Pressure pointer sweeps a scale marked from 0 psi to 100 psi.
Refer to Section 2 (Limitations) for instrument limit markings. The Oil

September 2011
Pressure indicator receives a pressure signal from an 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 INST circuit breaker
on the Essential Bus.
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.
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 circuit breaker on the Essential Bus.

September 2011
Propeller
The airplane is equipped with a constant-speed, aluminum-alloy
propeller with a governor. The airplane is available with the standard
two-blade (76 diameter) propeller or an optional three-blade (74
diameter) propeller.
The propeller governor automatically adjusts propeller pitch to
regulate propeller and engine RPM. The propeller governor senses
engine speed by means of flyweights and senses throttle setting
through a cable connected to the power (throttle) control lever in the
cockpit. The propeller governor boosts oil pressure in order to regulate
propeller pitch position. Moving the throttle lever forward causes the
governor to meter less high-pressure oil to the propeller hub allowing
centrifugal force acting on the blades to lower the propeller pitch for
higher RPM operation. Reducing the power (throttle) lever position
causes the governor to meter more high-pressure oil to the propeller
hub forcing the blades to a higher pitch, lower RPM, position. During
stabilized flight, the governor automatically adjusts propeller pitch in
order to maintain an RPM setting (throttle position). Any change in
airspeed or load on the propeller results in a change in propeller pitch.

September 2011
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 (28-
gallon 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-type vent mounted in an
access panel underneath the wing near each wing tip.

September 2011
ANNUNCIATOR
FUEL
FUEL
VENT FILLER QUANTITY FILLER VENT
INDICATOR
L. WING TANK R. WING TANK
L. WING R. WING
COLLECTOR COLLECTOR
SELECTOR
FLAPPER VALVE FLAPPER
VALVE DRAIN VALVE
FIREWALL
(5 PLACES)
SELECTOR VALVE
OPERATION
ELECTRIC
FUEL BOOST
AUXILIARY
RETURN RELAY FUEL
RIGHT PUMP
FEED PUMP
OIL
PRIME
PRESSURE
GASCOLATOR GAUGE
RETURN (LOW PRESSURE)
LEFT
FEED
OFF STARTING
CIRCUIT
FUEL Serials 1228 and subs
and 1005 thru 1227 after SB 20-73-02.
ENGINE DRIVEN FLOW
FUEL PUMP INDICATOR
MIXTURE CNTL.
NOTE
TO
In Prime mode, relay SELECTOR FUEL
allows high-speed pump VALVE
THROTTLE RELAY
operation when the oil ELECTRIC
METERING BOOST
pressure is less than 10 psi. AUXILIARY
VALVE
PUMP FUEL
PUMP
In Prime mode, relay PRIME
TO
allows high-speed pump
INJECTOR GASCOLATOR
operation until 2-4 psi fuel MANIFOLD
pressure is reached then
Serials 1005 thru 1227 before SB 20-73-02.
drops to low-speed
operation. FUEL PRESSURE SWITCH SR20_FM07_1016E
Figure 7-8
Fuel System
September 2011
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).
Drain valves at the system low points allow draining the system for
maintenance and for examination of fuel in the system for
contamination and grade. The fuel must be sampled prior to each
flight. A sampler cup is provided to drain a small amount of fuel from
the wing tank drains, the collector tank drains, and the gascolator
drain. If takeoff weight limitations for the next flight permit, the fuel
tanks should be filled after each flight to prevent condensation.
Fuel Selector Valve
A fuel selector valve, located at the rear of the center console,
provides the following functions:
LEFT...................................Allows fuel to flow from the left tank
RIGHT .............................Allows fuel to flow from the right tank
OFF ........................................Cuts off fuel flow from both tanks
The valve is arranged so that to feed off a particular tank the valve
should be pointed to the fuel indicator for that tank. To select RIGHT or
LEFT, rotate the selector to the desired position. To select Off, first
raise the fuel selector knob release and then rotate the knob to OFF.
Fuel Quantity Indicator
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 INST circuit breaker on the Essential Bus.
Note

September 2011
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.
Fuel Flow Indication
Fuel flow indication is integral to the combination Fuel Flow/Manifold
Pressure Gage. Refer to preceding discussion on Fuel Flow and
Manifold Pressure Gage for complete description of fuel flow
indication.
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 circuit breaker on the Essential Bus.
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.
Serials 1005 thru 1227 before SB 20-73-02: 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

September 2011
mode to deliver a continuous 4-6 psi boost to the fuel flow for vapor
suppression in a hot fuel condition.
Serials 1228 and subs, 1005 thru 1227 after SB 20-73-02: An oil
pressure based system is used to control boost pump operation. The
oil pressure/oil temperature gauge provides a signal to the starting
circuit to generate a ground for the oil annunciator and the fuel system.
This system allows the fuel pump to run at high speed (PRIME) when
the engine oil pressure is less than 10 PSI. Whenever the engine oil
pressure exceeds 10 PSI, pressing PRIME will have no effect.
Selecting BOOST energizes the boost pump in low-speed mode
regardless of oil pressure to deliver a continuous 4-6 psi boost to the
fuel flow for vapor suppression in a hot fuel condition.
The boost pump operates on 28 VDC supplied through the 7.5 amp
FUEL PUMP circuit breaker on Main Bus 1.

September 2011
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 landing roll, braking action
decreases, let up on the pedals and then reapply the brakes with
heavy pressure. If the brakes are spongy or pedal travel increases,
pumping the pedals may build braking pressure.
Refer to Section 10, Safety Information, for Brake System operational
considerations.

September 2011
RESERVOIR
MIL-H-5606
FLUID ONLY
RUDDER
PEDAL(4)
MASTER CYLINDER(4)
PARKING
PARKING BRAKE
BRAKE
VALVE
KNOB
CALIPER CALIPER
ASSEMBLY ASSEMBLY
ROTOR ROTOR
(DISK) (DISK)
SR20_FM07_1015
Figure 7-9
Brake System
September 2011
Parking Brake
Caution
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.
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.

September 2011
Electrical System
The standard airplane is equipped with 28-volt direct current (VDC)
single alternator 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 allows load shedding in the event of an electrical system failure.
Note
An optional dual alternator system is installed in some airplanes. For a
complete description of the system, refer to 11934-S10, POH
Supplement for Dual Alternator System.
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 over-
voltage system provides a warning to the pilot.

September 2011
ANNUNC.
LANDING
LOW VOLTS LIGHT
VOLTS AMPS CLOCK
3
LANDING
LIGHT
BATTERY
LANDING
ALTERNATOR LIGHT RELAY
EXTERNAL
15A
5A
POWER
ALT. RECEPTACLE
RELAY
ALT.
CNTL. CURRENT
UNIT SENSOR BATTERY GND.
MASTER
25A
25A
25A
RELAY PWR.
1 ALT.
RELAY
BAT. STARTER
STARTER
(MCU)
MASTER CNTL. UNIT RELAY
2
AVIONICS
IGNITION
(START)
SEE VACUUM SYSTEM

IN THIS SECTION AVIONICS AVIONICS
STANDBY VACUUM
STARTER RELAY 2 COM 2 COM I

NON-ESSENTIAL
NON-ESSENTIAL
ESSENTIAL
AUXILIARY PWR. 28VDC GPS 2 GPS 1

CONVENIENCE
MFD ENCODER/TRANS
POWER 12VDC
ADF AUDIO PANEL
PITOT HT./
COOLING FAN STORM SCOPE
FLAPS
DME
HSI
ANNUN. POWER
ESSENTIAL
FUEL PUMP
AUTO PILOT TURN COORD.
NAV LIGHTS
MAIN BUS 2
INST. LIGHTS ENGINE INST. 3

MAIN BUS 1
CABIN FLOOD LIGHTS

PITCH TRIM
STROBE LIGHTS
ALTERNATOR 1
ROLL TRIM
ESSENTIAL 2
ESSENTIAL I
CIRCUIT BREAKER PANEL
SR20_FM07_1018B
Figure 7-10
Electrical Power & Distribution
September 2011
Power Distribution
Power distribution for the SR20 consists of the electrical power bus in
the Master Control Unit (MCU), Main Buses, Essential and Non-
Essential 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.
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.
Note
Continued operation with the alternator switched off will
reduce battery power low enough to open the battery relay,
remove power from the alternator field, and prevent alternator
restart.

September 2011
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. For normal operations, 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.
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 o'clock 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.

September 2011
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 these
conditions, depending on electrical system load, the LOW VOLTS
warning light will illuminate when system voltage drops below 25.5
0.35 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.
Note
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.

September 2011
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. 28 VDC power for the convenience
outlet is supplied through the 5-amp CONVENIENCE POWER circuit
breaker on the Non-Essential Bus and reduced to 12 volts by a power
regulator card in the console.

September 2011
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 standard Halogen or optional High Intensity Discharge (HID) landing
light is mounted in the lower engine cowl. The landing light is
controlled through the LAND light switch on the instrument panel
bolster.
In the standard (Halogen) installation, setting the LANDING light
switch 'on' energizes the landing light control relay in the Master
Control Unit (MCU) completing a 28 VDC circuit from the airplane
primary bus to the Halogen lamp. A 15-amp circuit breaker on the
primary bus in the MCU protects the circuit.
In the optional (HID) installation, setting the LANDING light switch 'on'
energizes the landing light control relay in the Master Control Unit
(MCU) completing a 28 VDC circuit from the airplane primary bus to
energize the HID ballast, mounted on the forward firewall, which
powers the HID lamp in the cowl. A 15-amp circuit breaker on the
primary bus in the MCU protects the circuit.

September 2011
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 INST 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
3-amp CABIN LIGHTS circuit breaker on Main Bus 2.
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
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 LIGHTS circuit breaker on
Main Bus 2.

September 2011
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.

September 2011
AIR INLET
HEAT EXCHANGER
HVAC
CABIN HEAT/ PLENUM HEAT
DEFROST
OFF
SELECT TEMP.
CONTROL
COLD
WINDSHIELD
DEFROST
DIFFUSER
AIR GASPER
FRESH AIR FRESH AIR

INTAKE INTAKE
FOOT-WARMER
DIFFUSER
CONDITIONED
AIR
FRESH AIR
MECHANICAL SR20_FM07_1012B
CONNECTION
Figure 7-11
Heating and Ventilation
September 2011
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.
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.

September 2011
Serials 1337 & subs w/ PFD. Serials 1005 thru 1336 ,1337
thru 1422 w/o PFD.
PRIMARY
FLIGHT DISPLAY
AIRSPEED VERTICAL SPEED

INDICATOR INDICATOR ALTIMETER
ALTITUDE
ENCODER
ALTITUDE
TRANSDUCER ALTERNATE
(OPTIONAL) STATIC
AIR SOURCE
PITOT-STATIC
WATER TRAPS
PITOT MAST
HEATER STATIC
BUTTONS
CURRENT
SENSOR PITOT
LOGIC
HEAT
ANNUNCIATOR
PITOT
7.5A
HEAT
CB
PITOT HEAT SW
SR20_FM07_1013D
Figure 7-12
Pitot-Static System
September 2011
Pitot-Static System
The Pitot-Static system consists of a single heated Pitot tube mounted
on the left wing and dual static ports mounted in the fuselage. The
Pitot heat is pilot controlled through a panel-mounted switch. An
internally mounted alternate static pressure source provides backup
static pressure should that the primary static source becomes blocked.
Water traps with drains, under the floor in the cabin, are installed at
each Pitot and static line low point to collect any moisture that enters
the system. The traps should be drained at the annual inspection and
when water in the system is known or suspected.
Pitot Heat Switch
The heated Pitot system consists of a heating element in the Pitot
tube, a rocker switch labeled PITOT HEAT, and associated wiring. The
switch and circuit breaker are located on the left side of the switch and
control panel. When the Pitot heat switch is turned on, the element in
the Pitot tube is heated electrically to maintain proper operation in
possible icing conditions. Pitot heat should be used only when
required. The Pitot heat system operates on 28 VDC supplied through
the 7.5-amp PITOT HEAT/COOLING FAN 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 ANNUN 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

September 2011
static pressure source is selected, refer to Section 5 airspeed

calibration and altitude for corrections to be applied.
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.
Note
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.

September 2011
MCU
15A
FUSE
ELECTRIC ENGINE-DRIVEN
(Standby) VACUUM PUMP
VACUUM 2A STANDBY
PUMP VACUUM
(CB PANEL)
VACUUM
VACUUM
SWITCHES
AUX VAC
CHECK VALVES
G
Y
R
O
10 10
10 10
VACUUM 20 20
REGULATOR CIRRUS
ATTITUDE
FOAM GYRO
FILTER
5
4 6
S N
UC TIO
SUCTION
GAGE
N
E
W
S
INSTRUMENT
AIR FILTER
(PAPER)
DIRECTIONAL
GYRO
SR20_FM07_1017B
Figure 7-13
Vacuum System
September 2011
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.
Note
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
airplane's 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 engine-driven
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.

September 2011
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 piezo-
ceramic 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 STALL WARNING circuit breaker on the Essential Bus.
With battery power on, the stall warning system preflight check is
accomplished as follows:
Stall warning system preflight check:
1. Use small suction cup and apply suction. A sound from the
warning horn will confirm that the system is operative.

September 2011
Standard Avionics
The following paragraphs and equipment descriptions describe all
standard avionic installations offered for the SR20. The avionics
navigation and communication equipment are mounted in he center
console and are easily accessible from either pilot seat.
For detailed descriptions of specific avionic equipment, operating
procedures, or data for optional avionic equipment, refer to the
equipment manufacturer's pilot's guide and the FAA Approved
Airplane Flight Manual Supplement in Section 9 for specific
information regarding the SR20 installation.
Standard avionics suites are available in the following configurations:
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.

September 2011
Mode C Transponder with altitude encoder (Garmin GTX 320 or

GTX 327) - An altitude digitizer provides altitude information to
transponder and GPS receiver.
Multi-Function Display - Either an ARNAV ICDS 2000 or an
Avidyne FlightMax EX-Series moving map display is installed.
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) or Optional Horizontal
Situation Indicator (HSI) - The CDI or HSI 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. Optional vacuum powered or electrical
powered conventional HSI's are available and an optional
EHSI-type instrument is also available.
Avionics Master Switch - Provides electrical power to airplane
avionics. Powers up the Multi-Function Display.

September 2011
This airplane is equipped with an Avidyne FlightMax EX5000C 700-
00004-XXX-() Multi-Function Flight Display (MFD). The MFD is a 10.4-
inch landscape-oriented display mounted in the instrument panel. The
MFD provides supplemental display of situational and navigation
information to the pilot. This is accomplished by showing an icon
representing the airplane against a moving map. The MFD accepts
data from a variety of sources, including the GPS sensors, the WX-
500 Stormscope, and the SkyWatch Traffic Advisory System. The unit
is organized around logical grouping of information presented on
Pages.
The Avidyne FlightMax EX-Series MFD is 10.4-inch diagonal color
Active Matrix Liquid Crystal Display (AMLCD) integrated into a Control
Display Unit (CDU), which displays the airplane current position and
track against a moving map. The EX-Series MFD can perform the
following functions:
Generate and display a moving map based on GPS position
data with obstacle and terrain data.
Display Stormscope lightning strike bearing and distance.
Display Skywatch traffic advisory information. (EX5000C
only)
Display a GPS flight plan based on pilot inputs.
Display Normal and Emergency checklists as well as
performance data.
Display navigation data, such as groundspeed and track.
The pilot can configure the moving map display. Some of its
configuration features are:
Select Track-up or North-up modes.
Select map scale.
Select terrain features, such as airports and special use
airspace and select color enhanced terrain.
Select and view trip data from GPS.

September 2011
Power for the MCU is 28 VDC supplied through the 5-amp MFD circuit
breaker on the Avionics Non-Essential Bus.
Note
Serials 1005 through 1472 before MFD software version 530-
00162-000 Revision 02; Do not use the Garmin 420 or 430
Navigators to display Stormscope lightning data when the
Avidyne MFDs Lightning mode is set to either DATALINK or
OFF. For the Garmin 420 or 430 Navigators to accurately
display lightning strikes, the Lightning mode selected on the
MFDs MAP Page, must be set to either STRIKE or CELL.
Refer to Avidyne FlightMax EX5000C Pilots Guide, for a more
complete description of the MFD, its operating modes, and additional
detailed operating procedures.

September 2011
Autopilot
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 55X autopilot. Refer to the applicable FAA
Approved Airplane Flight Manual Supplement and the applicable
Pilot's Guide for additional description as well as specific limitations
and operating procedures for the SR20.
S-TEC System 20 Autopilot (Standard)
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, 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.
S-TEC System 30 Autopilot (Optional)
The optional S-TEC System Thirty Autopilot is a 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 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

September 2011
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. 28 VDC for autopilot operation is
supplied through the 5-amp AUTOPILOT circuit breaker located on
Main Bus 1.
The S-Tec System Thirty Autopilot features:
1. Roll Stabilization.
2. Turn Command.
3. Heading Hold interfaced with DG or HSI coupled heading bug.
4. NAV/LOC/GPS tracking, HI and LO sensitivity.
5. Altitude Hold.
S-TEC System 55 / 55X Autopilot (Optional)
The optional S-TEC System 55 or 55X 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 vertical speed
and altitude hold through the pitch trim motor and spring cartridge.
The autopilot operates on 28 vdc supplied through the 5-amp
AUTOPILOT circuit breaker on the Main Bus #1.
The SR20 installation S-TEC System 55 and 55X Autopilot features:
1. Heading Hold and Command.
2. NAV/LOC/GPS/GS tracking, high and low sensitivity, and
automatic 45 course intercept.
3. Altitude Hold and Command.
4. Vertical Speed Hold and Command.
GPS Steering (GPSS) for smoother capture and tracking of
enroute or approach course (System 55X only).

September 2011
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 airplane's CDI and Multi-Function 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 airplane's 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 7.5-
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.

September 2011
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.

September 2011
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 or GTX 327
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 a
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 2-
amp ENCODER/TRANSPONDER circuit breaker on the Avionics
Essential Bus.

September 2011
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 un-
switched 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-canceling
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 through these jacks is controlled
by connected individual entertainment device.

September 2011
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-OFF-
ARMED, 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 SR20 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.

September 2011
Portable use of ELT:

3. Remove access at lower aft center of baggage compartment.
4. Disconnect fixed antenna lead from front of unit.
5. Disconnect lead from remote switch and indicator unit.
6. Loosen attach straps and remove transmitter unit and portable
antenna.
7. Attach portable antenna to antenna jack on front of unit.
8. Set main control switch to ON.
a. Hold antenna upright as much as possible.
Hour Meter
The airplane is equipped with an hour meter to record engine
operating time. The hour meter is located inside the armrest storage
compartment between the pilot and copilot seats. The hour meter
records time when BAT 1 switch is ON and the ALT 1 or ALT 2 switch is
set to ON. Power for hour meter operation is 28VDC supplied through
the 5-amp ENGINE INST circuit breaker on the Essential Bus.

September 2011
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. 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 28 VDC supplied through the 5-amp
Engine Inst circuit breaker on Main Bus 1. Keep-alive power is
supplied through a 5-amp fuse connected to the airplane main
distribution 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), 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) option is not available in this installation. If FT is
selected the display will zero.
Elapsed Time (ET):
The ET mode may be used either in count-up or in count-down
modes.
To set the count-up mode:
1. Select ET using the Select button; and

September 2011
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 main 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 main bus voltage.
Pressing the button displays OAT in F. Pressing the button again
displays OAT in C.

September 2011
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.
WARNING
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

September 2011
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.
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 will activate the rocket and initiate the
CAPS deployment sequence. To activate the rocket, two separate
events must occur:
1. Pull the activation T-handle from its receptacle. Pulling the T-
handle removes it from the o-ring seal that holds it in place and
takes out the slack in the cable (approximately two inches (5 cm)
of cable will be exposed). Once the slack is removed, the T-handle
motion will stop and greater force will be required to activate the
rocket.
2. Clasp both hands around activation T-handle and pull straight
downward with a strong, steady, and continuous force until the
rocket activates. A chin-up type pull works best. Up to 45.0 pounds
(20.4 Kg) force, or greater, may be required to activate the rocket.
The greater force required occurs as the cable arms and then
releases the rocket igniter firing pin. When the firing pin releases,
two primers discharge and ignite the rocket fuel.
Note
Jerking or rapidly pulling on the activation T-handle greatly
increases the pull forces required to activate the rocket.

September 2011
Attempting to activate the rocket by pushing the activation T-

handle forward and down limits the force that can be applied.
Pulling the activation T-handle straight down generates the
greatest force.
A maintenance safety pin is provided to ensure that the activation
handle is not pulled during maintenance. However, there may be some
circumstances where an operator may wish to safety the CAPS
system; for example, the presence of unattended children in the
airplane, the presence of people who are not familiar with the CAPS
activation system in the airplane, or during display of the airplane.
The pin is inserted through the handle retainer and barrel locking the
handle in the safe position. A Remove Before Flight streamer is
attached to the pin.
WARNING
After maintenance has been performed or any other time the
system has been safetied, operators must verify that the pin
has been removed before further flight.
Deployment Characteristics
When the rocket launches, the parachute assembly is extracted
outward due to rocket thrust and rearward due to relative wind. In
approximately two seconds the parachute will begin to inflate.
When air begins to fill the canopy, forward motion of the airplane will
dramatically be slowed. This deceleration increases with airspeed but
in all cases within the parachute envelope should be less than 3 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 less than 1500 feet per minute with a lateral speed

September 2011
equal to the velocity of the surface wind. In addition, surface winds

may continue to drag the aircraft after ground impact.
Caution
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.
Note
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.

September 2011

September 2011
SR20 Handling, Servicing, Maintenance
Section 8
Handling, Servicing, 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
Annual Inspection ........................................................................ 8-6
100-Hour Inspection .................................................................... 8-7
Cirrus Design Progressive Inspection Program ........................... 8-7
Pilot Performed Preventative Maintenance ................................. 8-8
Ground Handling ........................................................................... 8-10
Application of External Power .................................................... 8-10
Towing ....................................................................................... 8-11
Taxiing ....................................................................................... 8-12
Parking....................................................................................... 8-13
Tiedown ..................................................................................... 8-14
Leveling ..................................................................................... 8-14
Jacking....................................................................................... 8-15
Servicing ....................................................................................... 8-16
Landing Gear Servicing ............................................................. 8-16
Brake Servicing.......................................................................... 8-16
Tire Inflation ............................................................................... 8-18
Propeller Servicing..................................................................... 8-18
Oil Servicing............................................................................... 8-19
Fuel System Servicing ............................................................... 8-22
Fuel Contamination and Sampling............................................. 8-24
Draining Fuel System ................................................................ 8-24
Battery Service.............................................................................. 8-25
Cleaning and Care ........................................................................ 8-26
Cleaning Exterior Surfaces ........................................................ 8-26
Cleaning Interior Surfaces ......................................................... 8-30

September 2011
Handling, Servicing, Maintenance SR20

September 2011
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.

September 2011
Service Bulletins -are of special importance. When you

receive a Service Bulletin, comply with it promptly.
Service Advisory Notices are used to notify you of optional
Service Bulletins, supplier Service Bulletins or Service Letters
affecting your airplane, and maintenance data or corrections
not requiring a Service Bulletin. Give careful attention to the
Service Advisory Notice information.
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
FAX: 218 727-2148
Make sure to include airplane serial number and owners name in all
correspondence for accurate processing of your documentation
needs.

September 2011
Airplane Records and Certificates

The Federal Aviation Administration (FAA) requires that certain data,
certificates, and licenses be displayed or carried aboard the airplane
at all times. Additionally, other documents must be made available
upon request. The mnemonic acronym ARROW is often used to help
remember the required documents.
Note
Owners of aircraft not registered in the United States should
check with the registering authority for additional
requirements.
Required Documents Note
A Airworthiness Certificate Must be displayed at all times

FAA Form 8100-2
R Registration Certificate Must be in the aircraft for all operations.
FAA Form 8050-3
R Radio Station License Required only for flight operations
FCC Form 556 outside the United States
O Operating Instructions FAA Approved Flight Manual and Pilots
Operating Handbook fulfills this
requirement
W Weight & Balance Data Included in FAA Approved Airplane Flight
Manual and Pilots Operating Handbook.
Data must include current empty weight,
CG, and equipment list.
Other Documents Note
Airplane Logbook Must be made available upon request

Engine Logbook Must be made available upon request
Pilots Checklist Available in cockpit at all times.

September 2011
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

Note
FAR 1.1 defines time in service, with respect to maintenance
time records, as the time from the moment an aircraft leaves
the surface of the earth until it touches it at the next point of
landing.
The inspection items specified in the Annual/100 Inspection
have been determined by the average aircraft use rate of the
typical owner. Non-commercially operated aircraft that are
flown significantly more than 100 hours per year should
consider additional inspections commensurate with the hours
flown. 100-Hour Inspection or enrollment in a Progressive
Inspection Program should be considered in addition to the
normally required Annual Inspection. The Annual Inspection
interval may also be shortened to accommodate high
utilization rate.
Annual Inspection
Unless enrolled in a Progressive Inspection Program, The U.S.
Federal Aviation Regulations require all civil aircraft must undergo a
thorough Annual Inspection each twelve calendar months. Annual
Inspections are due on the last day of the twelfth month following the
last Annual Inspection. For example: If an Annual Inspection 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

September 2011
inspection is listed, in detail, in Chapter 5 of the Aircraft Maintenance

Manual.
100-Hour Inspection
If the airplane is used commercially, in addition to the Annual
Inspection requirement, the Federal Aviation Regulations 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. The
inspection is listed, in detail, in Chapter 5 of the Aircraft Maintenance
Manual.
Cirrus Design Progressive Inspection Program
In lieu of the above requirements, an airplane may be inspected using
a Progressive Inspection Program in accordance with the Federal
Aviation Regulation Part 91.409.
The Cirrus Design Progressive Inspection Program provides for the
complete inspection of the airplane utilizing a five-phase cyclic
inspection program. A total of eight inspections are accomplished over
the course of 400 flight hours, with an inspection occurring every 50
flight hours. The inspection items to be covered in the Progressive
Inspection are very similar to the Annual Inspection items. The
Progressive Inspection will accomplish a full Inspection of the airplane
at 400 flight hours or at 12 calendar months. The inspection is listed, in
detail, in Chapter 5 of the Aircraft Maintenance Manual.

September 2011
Pilot Performed Preventative Maintenance

The holder of a Pilot Certificate issued under FAR Part 61 may
perform certain preventive maintenance described in FAR Part 43,
Appendix A. This maintenance may be performed only on an aircraft
that the pilot owns or operates and which is not used in air carrier
service. The regulation also stipulates that the pilot must also
complete the appropriate logbook entries. The following is a list of the
maintenance that the pilot may perform:
Note
The pilot should have the ability and manual procedures for
the work to be accomplished.
The pilot may not accomplish any work involving the removal
or disassembly of primary structure or operating system, or
interfere with an operating system, or affect the primary
structure.
1. Remove, install, and repair tires.
2. Clean, grease, or replace wheel bearings
3. Replace defective safety wire or cotter pins.
4. Lubrication not requiring disassembly other than removal of
nonstructural items such as access covers, cowlings, or fairings.
Caution
Do not use unapproved lubricants. Unapproved lubricants
may damage control system components, including but not
limited to engine and flight controls. Refer to the Airplane
Maintenance Manual for approved lubricants.
5. Replenish hydraulic fluid in the hydraulic and brake reservoirs.
6. Refinish the airplane interior or exterior (excluding balanced
control surfaces) with protective coatings.
7. Repair interior upholstery and furnishings.
8. Replace side windows.
9. Replace bulbs, reflectors and lenses of position and landing lights.
10. Replace cowling not requiring removal of the propeller.
11. Replace, clean or set spark plug gap clearance.

September 2011
12. Replace any hose connection, except hydraulic connections, with

replacement hoses.
13. Clean or replace fuel and oil strainers, as well as replace or clean
filter elements.
14. Replace prefabricated fuel lines.
15. 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:
1. The date the work was accomplished.
2. Description of the work.
3. Number of hours on the aircraft.
4. The certificate number of pilot performing the work.
5. 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.

September 2011
Ground Handling
Application of External Power
A ground service receptacle, located just aft of the cowl on the left side
of the airplane, permits the use of an external power source for cold
weather starting and maintenance procedures.
WARNING
If external power will be used to start engine, keep yourself,
others, and power unit cables well clear of the propeller
rotation plane.
To apply external power to the airplane:
Caution
Do not use external power to start the airplane with a dead
battery or to charge a dead or weak battery in the airplane.
The battery must be removed from the airplane and battery
maintenance performed in accordance with the appropriate
Airplane Maintenance Manual procedures.
1. Ensure that external power source is regulated to 28 VDC.
2. Check BAT and AVIONICS power switches are off.
3. Plug external power source into the receptacle.
4. Set BAT switch to ON. 28 VDC from the external power unit will
energize the main distribution and essential distribution buses.
The airplane may now be started or electrical equipment
operated.
5. If avionics are required, set AVIONICS power switch ON.
Caution
If maintenance on avionics systems is to be performed, it is
recommended that external power be used. Do not start or
crank the engine with the AVIONICS power switch on.
To remove external power from airplane:
1. If battery power is no longer required, set BAT switch off.
2. Pull external power source plug.

September 2011
Towing
The airplane may be moved on the ground by the use of the nose
wheel steering bar that is stowed in the rear baggage compartment or
by power equipment that will not damage or excessively strain the
nose gear assembly. The steering bar is engaged by inserting it into
lugs just forward of the nose wheel axle.
Caution
While pushing the aircraft backward, the tow bar must be
installed to keep the nose wheel from turning abruptly.
Do not use the vertical or horizontal control surfaces or
stabilizers to move the airplane. If a tow bar is not available,
use the wing roots as push points.
Do not push or pull on control surfaces or propeller to
maneuver the airplane.
Do not tow the airplane when the main gear is obstructed with
mud or snow.
If the airplane is to be towed by vehicle, do not turn the nose
wheel more than 90 degrees either side of center or structural
damage to the nose gear could result.
1. Refer to 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.

September 2011
Taxiing
Before attempting to taxi the airplane, ground personnel should be
instructed and authorized by the owner to taxi the airplane. Instruction
should include engine starting and shutdown procedures in addition to
taxi and steering techniques.
Caution
Verify that taxi and propeller wash areas are clear before
beginning taxi.
Do not operate the engine at high RPM when running up or
taxiing over ground containing loose stones, gravel, or any
loose material that may cause damage to the propeller blades.
Taxi with minimum power needed for forward movement.
Excessive braking may result in overheated or damaged
brakes.
1. Remove chocks.
2. Start engine in accordance with Starting Engine procedure
(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.
Caution
Observe wing clearance when taxiing near buildings or other
stationary objects. If possible, station an observer outside the
airplane.
Avoid holes and ruts when taxiing over uneven ground.
5. Taxi airplane to desired location.
6. Shut down airplane and install chocks and tie-downs in
accordance with Shutdown procedure (Section 4).

September 2011
Parking
The airplane should be parked to protect the airplane from weather
and to prevent it from becoming a hazard to other aircraft. The parking
brake may release or exert excessive pressure because of heat
buildup after heavy braking or during wide temperature swings.
Therefore, if the airplane is to be left unattended or is to be left
overnight, chock and tie down the airplane.
1. For parking, head airplane into the wind if possible.
2. Retract flaps.
3. Set parking brake by first applying brake pressure using the toe
brakes and then pulling the PARK BRAKE knob aft.
Caution
Care should be taken when setting overheated brakes or
during cold weather when accumulated moisture may freeze a
brake.
4. Chock both main gear wheels.
5. Tie down airplane in accordance with tiedown procedure in this
section.
6. Install a pitot head cover. Be sure to remove the pitot head cover
before flight.
7. Cabin and baggage doors should be locked when the airplane is
unattended.

September 2011
Tiedown
The airplane should be moored for immovability, security and
protection. FAA Advisory Circular AC 20-35C, Tiedown Sense,
contains additional information regarding preparation for severe
weather, tiedown, and related information. The following procedures
should be used for the proper mooring of the airplane:
1. Head the airplane into the wind if possible.
2. Retract the flaps.
3. Chock the wheels.
4. Secure tie-down ropes to the wing tie-down rings and to the tail
ring at approximately 45-degree angles to the ground. When using
rope or non-synthetic material, leave sufficient slack to avoid
damage to the airplane should the ropes contract.
Caution
Anchor points for wing tiedowns should not be more than 18
feet apart to prevent eyebolt damage in heavy winds.
Use bowline knots, square knots, or locked slipknots. Do not
use plain slipknots.
Leveling
The airplane is leveled longitudinally by means of a spirit level placed
on the pilot door sill and laterally by means of a spirit level placed
across the door sills. Alternately, sight the forward and aft tool holes
along waterline 95.9 to level airplane. Refer to Section 6, Airplane
Weighing Procedures and Section 6, Figure 6-2, for illustration.

September 2011
Jacking
Two jacking points are provided: 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
Caution
Do not jack the aircraft outside or in open hangar with winds in
excess of 10 mph.
The empty CG is forward of the wing jacking points. To prevent
airplane from tipping forward during maintenance or jacking,
use a weighted tailstand (300-lb minimum) attached to the tail
tiedown.
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.

September 2011
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 four-
ply 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
Brake Replenishing
The brake system is filled with MIL-H-5606 hydraulic brake fluid. The
fluid level should be checked at every oil change and at the annual/
100-hour inspection, replenishing the system when necessary. The
brake reservoir is located on the right side of the battery support
frame. If the entire system must be refilled, refer to the 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.

September 2011
Brake Inspection
The brake assemblies and linings should be checked at every oil
change (50 hours) for general condition, evidence of overheating, and
deterioration.Serials 1005 thru 1147 before SB 2X-05-01: At every
annual/100-hour inspection the brakes should be disassembled, the
brake linings should be checked and the O-rings replaced.
The aircraft should not be operated with overheated, damaged, or
leaking brakes. Conditions include, but are not limited to:
Leaking brake fluid at the caliper. This can be observed by
checking for evidence of fluid on the ground or deposited on the
underside of the wheel fairing. Wipe the underside of the fairing
with a clean, white cloth and inspect for red colored fluid
residue.
Overheated components, indicated by discoloration or warping
of the disk rotor. Excessive heat can cause the caliper
components to discolor or cause yellowing of the part
identification label.
To inspect the brake assemblies:
1. Remove main gear fairing. (Refer to AMM 32-10)
2. Wipe off any debris from brake caliper assembly that may obstruct
inspection.
3. Check brake linings for deterioration and maximum permissible
wear. Replace lining when worn to 0.100 inch (2.54 mm).
4. Inspect temperature indicator(s):
a. Clean and inspect temperature indicators installed to brake
caliper assembly.
b. Verify temperature indicators are firmly adhered to piston
housing.
c. If either temperature indicator is black, the brake assembly
has overheated. The brake linings must be inspected and the
O-rings replaced.
5. Check brake assemblies for evidence of overheating and/or
deterioration.
6. Install main gear fairing. (Refer to AMM 32-10)

September 2011
Tire Inflation
For maximum service from the tires, keep them inflated to the proper
pressure. When checking tire pressure, examine the tires for wear,
cuts, nicks, bruises and excessive wear.
To inflate tires:
1. Remove inspection buttons on wheel pants to gain access to valve
stems. It may be necessary to move airplane to get valve stem
aligned with the access hole.
2. Remove valve stem cap and verify tire pressure with a dial-type
tire pressure gage.
3. 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.

September 2011
Oil Servicing
The oil capacity of the Teledyne Continental IO-360-ES engine is 8
quarts. It is recommended that the oil be changed every 50 hours and
sooner under unfavorable operating conditions. The following grades
are recommended for the specified temperatures at sea level (SL):
Ambient Air Temperature (SL) Single Viscosity Multi-Viscosity
All Temperatures - 20W-50

15W-50
Below 40 F SAE 30 10W-30
20W-50
15W-50
Above 40 F SAE 50 20W-50
15W-50
An oil filler cap and dipstick are located at the left rear of the engine
and are accessible through an access door on the top left side of the
engine cowling. The engine should not be operated with less than six
quarts of oil. Seven quarts (dipstick indication) is recommended for
extended flights.
To check and add oil:
1. Open access door on upper left-hand side of cowl. Pull dipstick
and verify oil level.
2. If oil level is below 6 quarts (5.7 liters), remove filler cap and add
oil through filler as required to reach 6-8 quarts (5.7-7.6 liters).
3. Verify oil level and install dipstick and filler cap.
Note
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.

September 2011
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.
Caution
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:

September 2011
Product Supplier
Aeroshell (R) W Shell Australia
Aeroshell Oil W Shell Canada Ltd.
Aeroshell Oil W 15W-50
Anti-Wear Formulation Aeroshell 15W50
Aeroshell Oil W Shell Oil Company
Aeroshell Oil W 15W-50
Anti-Wear Formulation Aeroshell 15W50
Aviation Oil Type A Phillips 66 Company
BP Aero Oil BP Oil Corporation
Castrolaero AD Oil Castrol Ltd. (Australia)
Chevron Aero Oil Chevron U.S.A. Inc.
Conoco Aero S Continental Oil
Delta Avoil Delta Petroleum Co.
Exxon Aviation Oil EE Exxon Company, U.S.A.
Mobil Aero Oil Mobil Oil Company
Pennzoil Aircraft Engine Oil Pennzoil Company
Quaker State AD Aviation Engine Oil Quaker State Oil & Refining Co.
Red Ram Aviation Oil 20W-50 Red Ram Ltd. (Canada)
Sinclair Avoil Sinclair Oil Company
Texaco Aircraft Engine Oil Premium AD Texaco Inc.
Total Aero DW 15W50 Total France
Turbonycoil 3570 NYCO S.A.
Union Aircraft Engine Oil HD Union Oil Company of California
Figure 8-1
Approved Oils
September 2011
Fuel System Servicing

After the first 25 hours of operation, then every 50-hours or as
conditions dictate, the fuel filtration screen in the gascolator must be
cleaned. After cleaning, a small amount of grease applied to the
gascolator bowl gasket will facilitate reassembly.
Fuel Requirements
Aviation grade 100 LL (blue) or 100 (green) fuel is the minimum octane
approved for use in this airplane.
Caution
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.
WARNING
Have a fire extinguisher available.
Ground fuel nozzle and fuel truck to airplane exhaust pipe and
ground fuel truck or cart to suitable earth ground.
Do not fill tank within 100 feet (30.5 meters) of any energized
electrical equipment capable of producing a spark.
Permit no smoking or open flame within 100 feet (30.5 meters)
of airplane or refuel vehicle.
Do not operate radios or electrical equipment during refuel
operations. Do not operate any electrical switches.
To refuel airplane:
1. Place fire extinguisher near fuel tank being filled.

September 2011
2. Connect ground wire from refuel nozzle to airplane exhaust, from

airplane exhaust to fuel truck or cart, and from fuel truck or cart to
a suitable earth ground.
3. Place rubber protective cover over wing around fuel filler.
Note
Do not permit fuel nozzle to come in contact with bottom of
fuel tanks. Keep fuel tanks at least half full at all times to
minimize condensation and moisture accumulation in tanks. In
extremely humid areas, the fuel supply should be checked
frequently and drained of condensation to prevent possible
distribution problems.
4. Remove fuel filler cap and fuel airplane to desired level.
Note
If fuel is going to be added to only one tank, the tank being
serviced should be filled to the same level as the opposite
tank. This will aid in keeping fuel loads balanced.
5. Remove nozzle, install filler cap, and remove protective cover.
6. Repeat refuel procedure for opposite wing.
7. Remove ground wires.
8. Remove fire extinguisher.

September 2011
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.
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.

September 2011
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.
Until experience indicates a longer interval is justified, the battery
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.

September 2011
Cleaning and Care

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

September 2011
Cleaning Product Cleaning Application Supplier
Mild Dishwasher Soap Fuselage Exterior and Any Source

(abrasive free) Landing Gear
Pure Carnauba Wax Fuselage Exterior Any Source
Mothers California Gold Fuselage Exterior Wal-Mart Stores
Pure Carnauba Wax
RejeX Fuselage Exterior Corrosion Technologies
WX/Block System Fuselage Exterior Wings and Wheels
AeroShell Flight Jacket Fuselage Exterior ShellStore Online
Plexicoat
XL-100 Heavy-Duty Fuselage Exterior and Buckeye International
Cleaner/Degreaser Landing Gear
Stoddard Solvent Engine Compartment Any Source
PD-680 Type ll
Kerosene Exterior Windscreen Any Source
and Windows
Klear-To-Land Exterior Windscreen D.W. Davies & Co
and Windows
Prist Exterior Windscreen Prist Aerospace
and Windows
LP Aero Plastics Exterior Windscreen Aircraft Spruce &
Acrylic Polish & Sealant and Windows Specialty
Figure 8-2
Recommended Exterior Cleaning Products
September 2011
Windscreen and Windows

Before cleaning an acrylic window, rinse away all dirt particles before
applying cloth or chamois. Never rub dry acrylic. Dull or scratched
window coverings may be polished using a special acrylic polishing
paste.
Caution
Clean acrylic windows with a solvent free, none abrasive,
antistatic acrylic cleaner. Do not use gasoline, alcohol,
benzene, carbon tetrachloride, thinner, acetone, or glass
window cleaning sprays.
Use only a nonabrasive cotton cloth or genuine chamois to
clean acrylic windows. Paper towel or newspaper are highly
abrasive and will cause hairline scratches.
1. Remove grease or oil using a soft cloth saturated with kerosene
then rinse with clean, fresh water.
Note
Wiping with a circular motion can cause glare rings. Use an up
and down wiping motion to prevent this.
To prevent scratching from dirt that has accumulated on the
cloth, fold cloth to expose a clean area after each pass.
2. Using a moist cloth or chamois, gently wipe the windows clean of
all contaminates.
3. Apply acrylic cleaner to one area at a time, then wipe away with a
soft, cotton cloth.
4. Dry the windows using a dry nonabrasive cotton cloth or chamois.

September 2011
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.
Do not spray solvent into the alternator, vacuum pump, starter,
or induction air intakes.
4. Allow the solvent to remain on the engine from 5 to 10 minutes.
Then rinse engine clean with additional solvent and allow it to dry.
Caution
Do not operate the engine until excess solvent has evaporated
or otherwise been removed
5. Remove the protective tape from the magnetos.
6. Open induction system air inlet and install filter.
7. Lubricate the controls, bearing surfaces, etc., in accordance with
the Lubrication Chart.
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.

September 2011
Cleaning Interior Surfaces

Seats, carpet, upholstery panels, and headliners should be vacuumed
at regular intervals to remove surface dirt and dust. While vacuuming,
use a fine bristle nylon brush to help loosen particles.
Caution
Remove any sharp objects from pockets or clothing to avoid
damaging interior panels or upholstery.
Windshield and Windows
Never rub dry acrylic. Dull or scratched window coverings may be
polished using a special acrylic polishing paste.
Caution
Clean acrylic windows with a solvent free, none abrasive,
antistatic acrylic cleaner. Do not use gasoline, alcohol,
benzene, carbon tetrachloride, thinner, acetone, or glass
window cleaning sprays.
Use only a nonabrasive cotton cloth or genuine chamois to
clean acrylic windows. Paper towel or newspaper are highly
abrasive and will cause hairline scratches.
Note
Wiping with a circular motion can cause glare rings. Use an up
and down wiping motion to prevent this.
To prevent scratching from dirt that has accumulated on the
cloth, fold cloth to expose a clean area after each pass.
1. Using a moist cloth or chamois, gently wipe the windows clean of
all contaminates.
2. Apply acrylic cleaner to one area at a time, then wipe away with a
soft, cotton cloth.
3. Dry the windows using a dry nonabrasive cotton cloth or chamois.

September 2011
Cleaning Product Cleaning Application Supplier
Interior Windscreen and

Prist Prist Aerospace
Windows
Optimax Display Screens PhotoDon
Mild Dishwasher Soap
Cabin Interior Any Source
(abrasive free)
Leather Care Kit
Leather Upholstery Cirrus Design
50689-001
Leather Cleaner
50684-001
Ink Remover
50685-001
Leather Conditioner
50686-001
Spot and Stain
Remover Leather Upholstery Cirrus Design
50687-001
Vinyl Finish Cleaner
Vinyl Panels Cirrus Design
50688-001
Vinyl & Leather Cleaner
Vinyl and Leather
51479-001 Cirrus Design
Upholstery
Figure 8-3
Recommended Exterior Cleaning Products
September 2011
Instrument Panel and Electronic Display Screens

The instrument panel, control knobs, and plastic trim need only to be
wiped clean with a soft damp cloth. The multifunction display, primary
flight display, and other electronic display screens should be cleaned
with Optimax - LCD Screen Cleaning Solution as follows:
Caution
To avoid solution dripping onto display and possibly migrating
into component, apply the cleaning solution to cloth first, not
directly to the display screen.
Use only a lens cloth or nonabrasive cotton cloth to clean
display screens. Paper towels, tissue, or camera lens paper
may scratch the display screen.
Clean display screen with power OFF.
1. Gently wipe the display with a clean, dry, cotton cloth.
2. Moisten clean, cotton cloth with cleaning solution.
3. Wipe the soft cotton cloth across the display in one direction,
moving from the top of the display to the bottom. Do not rub
harshly.
4. Gently wipe the display with a clean, dry, cotton cloth.
Headliner and Trim Panels
The airplane interior can be cleaned with a mild detergent or soap and
water. Harsh abrasives or alkaline soaps or detergents should be
avoided. Solvents and alcohols may damage or discolor vinyl or
urethane parts. Cover areas where cleaning solution could cause
damage. Use the following procedure:
Caution
Solvent cleaners and alcohol should not be used on interior
parts. If cleaning solvents are used on cloth, cover areas
where cleaning solvents could cause damage.
1. Clean headliner, and side panels, with a stiff bristle brush, and
vacuum where necessary.

September 2011
2. Soiled upholstery, may be cleaned with a good upholstery cleaner

suitable for the material. Carefully follow the manufacturer's
instructions. Avoid soaking or harsh rubbing.
Leather Upholstery and Seats
For routine maintenance, occasionally wipe leather upholstery with a
soft, damp cloth. For deeper cleaning, start with mix of mild detergent
and water then, if necessary, work your way up to the products
available from Cirrus for more stubborn marks and stains. Do not use
soaps as they contain alkaline which will alter the leathers pH balance
and cause the leather to age prematurely. Cover areas where cleaning
solution could cause damage. Use the following procedure:
Caution
Solvent cleaners and alcohol should not be used on leather
upholstry.
1. Clean leather upholstery with a soft bristle brush, and vacuum
where necessary.
2. Wipe leather upholstery with a soft, damp cloth.
3. Soiled upholstery, may be cleaned with the approved products
available from Cirrus Design. Avoid soaking or harsh rubbing.
Carpets
To clean carpets, first remove loose dirt with a whiskbroom or vacuum.
For soiled spots and stubborn stains use a non-flammable, dry
cleaning fluid. Floor carpets may be cleaned like any household
carpet.

September 2011

September 2011
SR20 Supplements
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.

September 2011
Supplements SR20

September 2011
SR20 Supplements
Section 9
Log of Supplements
Part Number Title Date
___ 11934-S01 R2 Garmin GMA 340 Audio System 07-18-05

___ 11934-S02 Garmin GTX 320 Transponder 03-31-99
___ 11934-S05 Garmin GNC 250XL GPS Navigator w/ VHF COM 03-31-99
___ 11934-S06 R1 S-Tec System Twenty Autopilot 12-07-04
___ 11934-S07 R2 S-Tec System Thirty Autopilot 12-07-04
___ 11934-S08 R3 S-Tec System 55 Autopilot 07-18-05
___ 11934-S09 R1 Approved Oxygen Systems 01-07-03
___ 11934-S10 Dual Alternator System 09-28-99
___ 11934-S11 R1 L-3 Avionics Systems WX500 Stormscope Sensor 07-18-05
___ 11934-S12 Garmin GTX 327 Transponder 12-26-00
___ 11934-S13 R4 S-Tec System 55X Autopilot 07-18-05
___ 11934-S15 R1 L-3 Avionics Systems SkyWatch Traffic Advisory System10-12-05
___ 11934-S16 Sandel Avionics SN3308 Navigation Display 09-10-01
___ 11934-S17 SR20 Airplanes Registered in Canada 10-10-01
___ 11934-S22 R2 Garmin GNS 430 GPS Navigator 08-15-07
___ 11934-S23 R2 Garmin GNC 420 GPS Navigator 08-15-07
___ 11934-S25 R1 Winterization Kit 12-07-04
___ 11934-S28 Garmin GTX 330 Mode S Transponder 07-03-04
___ 11934-S29 SR20 Airplanes Registered in the European Union 05-27-04
___ 11934-S30 R1 Honeywell KGP 560 Terrain/Awareness Warning System12-15-07
___ 11934-S31 R1 Avidyne EMax Engine Instrumentation 12-15-07
___ 11934-S32 R1 Avidyne CMax Electronic Approach Charts 12-15-07
___ 11934-S33 R1 XM Satellite Weather System 12-15-07
___ 11934-S36 R1 Artex ME406 406 MHz ELT System 12-18-08
___ 11934-S38 R1 Garmin 400W-Series GPS Navigator 11-11-07
___ 11934-S43 SR20 Airplanes Registered in Russia 10/14/09
___ 11934-S44 Part 135 Electrical Loading Shedding Procedure 06-13-09
___ 11934-S45 SR20 Airplanes Registered in Argentina 09-30-09

September 2011
Supplements SR20
___11934-S51 SR20 Airplanes Registered in Colombia 12-07-10
FAA Approved POH Supplements must be in the airplane for flight operations when the
subject optional equipment is installed or the special operations are to be performed.
This Log of Supplements shows all Cirrus Design Supplements available for the aircraft
at the cooresponding date of the revision level shown in the lower left corner. A mark (x)
in the Part Number column indicates that the supplement is installed in the POH.

September 2011
SR20 Supplements
Pilots Operating Handbook and

FAA Approved Airplane Flight Manual
Supplement
for
Garmin GMA 340 Audio System

Includes Optional XM Radio System
When the Garmin GMA 340 Audio Panel and the optional XM Radio
System are 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.
Note
This POH Supplement Revision dated Revision 02: 07-18-05
supersedes and replaces Revision 01 of this supplement
dated 07-03-04. This September 2011 required data for the
optional XM Radio System available for the Garmin GMA 340.
P/N 11934-S01 1 of 10
Revision 02: 07-18-05
Supplements SR20
Section 1 - 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
5 4 3 9 10 11 12 13 14
SR20_FM09_1108
1. Marker Beacon Annunciators 10. Split COM Button / LED

2. Marker Audio Select Button / LED 11. Cabin Audio Select Buttons / LEDs
3. Marker Sensitivity Select Button a. SPKR, Cabin Speaker
a. HI Sensitivity LED b. PA, Public Address
b. LO Sensitivity LED 12. Intercom Isolation Buttons / LEDs
4. Pilot Intercom Squelch (outer knob) a. PILOT Intercom Mode
5. Power / Intercom Volume (inner knob) b.
CREW Intercom Mode
6. Transceiver Audio Select Buttons/ 13. Copilot / Passenger Intercom
LEDs Squelch (outer knob)
7. Photocell 14. Copilot (IN) / Passenger (OUT)
8. Receiver Audio Select Buttons / LEDs Intercom Volume (inner knob)
9. Transceiver Audio/Transmit Select 15. Indicator Test Button
Buttons / LEDs
Figure - 1
Audio Control Panel
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Section 2 - Limitations
Use of auxiliary AUDIO IN entertainment input and the optionally
installed XM Radio System is prohibited during takeoff and landing.
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
No change from basic Handbook.
Section 6 - Weight & Balance

Garmin GMA 340 Audio System: No change from basic Handbook.
Installation of the optional XM Radio System adds the following
optional (Sym = O) equipment at the weight and arm shown in the
following table.
ATA / Unit
Description Sym Qty Part Number Arm
Item Wt
22-01 XM Receiver O 1 16665-001 1.7 114.0
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.
P/N 11934-S01 3 of 10
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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.
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
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the copilot mic/audio source. The pilot has receive and transmit
capabilities on COM1 and the copilot has receive and transmit
capabilities on COM2. While split COM is active, simultaneous
transmission from COM1 and COM2 is not possible. 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.
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
Note
Serials 1005 thru 1532 and serials before SB 2X-34-14; Audio
from AUDIO INPUT jacks Music1 and Music2 is muted during
intercom activity.
P/N 11934-S01 5 of 10
Revision 02: 07-18-05
Supplements SR20
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. 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.
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.
Music2 is not muted.
When both the PILOT and CREW ICS Isolation mode are not
selected, Music1 is available to crew and passengers. Radio
activity and MKR 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.
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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 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 push-
P/N 11934-S01 7 of 10
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Supplements SR20
button. 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.
CREW 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 All parties will hear the aircraft radio, intercom, and Music1.
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.
The following table shows, in abbreviated form, what each occupant

hears in each of the selectable Intercom modes:
Mode Pilot Hears Copilot Hears Passenger Hears
PILOT A/C Radios Passengers Passengers

Pilot Copilot Copilot
Music1 Music1
CREW A/C Radios A/C Radios Passengers
Pilot/Copilot Copilot/Pilot Music2
Music1 Music1
ALL A/C Radio A/C Radio Pilot/ A/C Radio
Pilot/Copilot Copilot Pilot/Copilot
Passengers Passengers Passengers
Music1 Music1 Music1
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.
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Marker beacon audio is selected by pressing the MKR push-button. If

no marker beacon signal is being received, pressing the MKR push-
button 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.
Note
The marker beacon lamps (O, M, A) operate independently of
the audio and cannot be disabled.
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.
M (Amber) Middle Marker light and associated 1300 Hertz tone. The
light and tone are keyed alternately with short and long
bursts.
A (White) Airway/Inner Marker light and associated 3000 Hertz
tone. The light and tone are keyed at a rate of six times
per second.
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 9 of 10
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XM Radio System (Optional Installation)

Note
For a detailed operating instructions, refer to the XM Radio
Wireless Controller User Instructions, Document No.
XMC050-4, original release or later. MFD software
partnumber 530-00162-000 or later is required for installation
of XM Radio System.
Subscription to a XM Radio System Service Package is
required for operation. Contact XM Satellite Radio at
800.985.9200 for subscription information.
The optional XM Radio System provides satellite broadcast audio
entertainment and information to aircraft occupants via the Garmin
GMA 340 Audio System while traveling anywhere within the
contiguous United States of America.
The XM receiver, installed in the co-pilot side of the center console,
receives audio information via its integral antenna from two
geosynchronous XM broadcast satellites. The audio signal is then sent
by wire to the Audio Control Panels Music1 and Music2 AUDIO INPUT
jacks. System operation is provided by a hand held, wireless
controller.
When initially powered, the XM radio volume is set to mute and
will remain muted until the XM radio establishes communication
with the wireless controller.
System volume for both AUDIO INPUT jacks is controlled
simultaneously via the wireless controller.
In the event of wireless controller failure during flight, cycling
the Weather/Stormscope circuit breaker will reset the volume to
mute.
XM radio is the default audio heard on the AUDIO INPUT jacks.
If a personal entertainment device such as a CD player is
plugged into either AUDIO INPUT jacks, the external source will
override the XM audio signal. Refer to the Intercom Modes
Table presented above for a description of intercom modes.
The XM Radio System is powered by 28 VDC supplied through the 3-
amp Weather/Stormscope breaker on the Non-Essential Bus.
10 of 10 P/N 11934-S01
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SR20 Supplements

Supplement
for
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 1 of 10
Original: 09-28-99
Supplements 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

Instrument, Notes,
Electrical Power * 2 required if

electric HSI
Alternator 1 1 1* 1* installed
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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.
Note
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 3 of 10
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1. Affected ALT Master Switch .....................................................OFF

2. Affected ALT Circuit Breaker .................................................. PULL
3. Nonessential Electrical Equipment ..........................................OFF
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.
Note
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.
1. Alternator Circuit Breakers .............................................CHECK IN
2. Ammeter Select Switch ..........................................................ALT 1
3. If Amps = 0, ALT 1 Master Switch ................... CYCLE (OFF ON)
4. 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
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Note
Switch equipment Off or pull circuit breakers for non-
essential equipment until BATT amps reading is zero (0) or
positive.
8. If total power failure anticipated, Turn Coordinator Power.....EMER
Section 4 Normal Procedures

Note
All references to Master Switches in the basic POH Normal
Procedures shall be interpreted as Master Switches (ALT2-
ALT-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 5 of 10
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Section 7 - Systems Description

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.
6 of 10 P/N 11934-S10
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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 25-
amp 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
P/N 11934-S10 7 of 10
Original: 09-28-99
Supplements SR20
avionics power switch must also be turned on. Positioning either 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.
Note
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.
Note
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: 09-28-99
SR20 Supplements
Note
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 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
P/N 11934-S10 9 of 10
Original: 09-28-99
Supplements SR20
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 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: 09-28-99
SR20 Supplements

Supplement
for
L-3 Avionics Systems WX500

Stormscope Sensor
When the L-3 Avionics Systems 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 adds
to, supersedes, or deletes information in the basic SR20 Pilots
Operating Handbook.
Note
supersedes and replaces the original release of this
supplement dated 04-12-00.
P/N 11934-S11 1 of 4
Revision 01: 07-18-05
Supplements SR20
Section 1 General
This airplane is equipped with a L-3 Avionics Systems WX500
Stormscope Sensor. The stormscope sensor output is displayed on
the Multi-Function Display (MFD).
Refer to L-3 Avionics Systems WX500 Stormscope Series II Weather
Mapping Sensor Users Guide, P/N 009-11501-001 revision C or later
for a detailed description of the system.
WARNING
Do not attempt to penetrate a thunderstorm using the
Stormscope system. FAA Advisory material recommends that
pilots avoid by at least 20 miles any thunderstorm identified
as severe or giving an intense radar echo.
1. Stormscope information displayed on the 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.
Section 4 Normal Procedures

Refer to the Multi-Function Display Pilots Guide installed with the
airplane 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.
2 of 4 P/N 11934-S11
Revision 01: 07-18-05
SR20 Supplements
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.
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.

Note
Refer to the Multi-Function Display Pilots Guide installed with
the airplane for detailed operating procedures and specific
display information.
The L-3 Avionics Systems WX-500 Weather Mapping Sensor
(Stormscope) detects electrical discharges associated with
thunderstorms and displays the activity on the 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 3 of 4
Revision 01: 07-18-05
Supplements SR20
4 of 4 P/N 11934-S11
Revision 01: 07-18-05
SR20 Supplements

Supplement
for
Garmin GTX 327 Transponder

When a Garmin GTX 327 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 adds to, supersedes, or
deletes information in the basic SR20 Pilots Operating Handbook.
26 Dec 2000
P/N 11934-S12 1 of 8
Original: 12-26-00
Supplements SR20
Section 1 - General
The airplane is equipped with a single Garmin GTX 327 ATC Mode A/
C (identification and altitude) transponder with squawk capability. This
supplement provides complete operating instructions for the GTX 327
and does not require any additional data be carried in the airplane.
1 2 3 4 5
10 9 8 7 6
1. Identification Key 5. CRSR (Cursor)

2. Mode Selector Keys 6. CLR (Clear) Key
a. OFF 7. START/STOP Key
b. STBY (Standby) 8. Photocell
c. ON 9. VFR Key
d. ALT 10. Selector Keys
3. Display Window a. 0-7 - Code Selection
4. FUNC (Function) Key b. 8-9 - Display Brightness/Contrast
SR20_FM09_1501
2 of 8 P/N 11934-S12
Original: 12-26-00
SR20 Supplements
No Change

No Change

Note
Expected coverage from the GTX 327 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
The transponder will turn on in the STBY mode. The transponder
is on but will not respond to interrogations from ATC secondary
surveillance radar.
Before Takeoff
1. Transponder Mode Selector Keys ............................................. ALT
If the transponder is in the STBY mode, it will automatically switch
to ALT during takeoff when the groundspeed increases through
approximately 35 knots. The transponder will respond to ATC
Mode C (altitude and identification) interrogations.
Note
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 Mode Selector Keys ............................. STBY or OFF
If the transponder is in the ALT mode for landing, it will
automatically switch to STBY during landing rollout when the
groundspeed decreases through approximately 35 knots.
P/N 11934-S12 3 of 8
Original: 12-26-00
Supplements SR20
No Change

No Change

Note
This supplement provides specific procedures for use of the
GTX 327 Transponder in the SR20 and a general description
of the unit. For a detailed description of the GTX 327, refer to
GARMIN GTX 327 Mode A/C Transponder Pilots Guide, p/n
190-00187-00 September 2011 (Feb 2000) or later revision.
The Garmin GTX 327 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 automatically dimmed through a photocell.
The controller buttons are 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/XPONDER circuit breaker on the Avionics Essential Bus.
4 of 8 P/N 11934-S12
Original: 12-26-00
SR20 Supplements
Mode Selector Keys

The mode selector keys are located in a circular arrangement
immediately to the left of the display window. The selected mode is
annunciated at the left side of the display immediately adjacent to the
selector keys. The five positions are:
OFF - Turns off all power to the GTX 327 transponder. The
transponder should be off until the engine is started. Normally, the
transponder can be left in the STBY position and allow the Avionics
Power Switch to control system power.
STBY - Powers the transponder in standby mode. The last active
identification code will be selected. In STBY, the transponder will not
reply to any interrogations from an ATC secondary ground surveillance
radar system. This is the normal position for ground operations in the
SR20.
Note
STBY mode is automatically entered from ALT mode during
landing ground roll as the groundspeed decreases through 35
knots.
ON - Powers on the GTX 327 in Mode A (identification mode.). The
last active identification code will be selected. 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 A and Mode C, identification
and altitude respectively. The transponder will respond to
interrogations with the airplanes identification code and standard
pressure altitude (29.92 inches Hg).
Note
ALT mode is automatically entered from STBY mode during
takeoff ground roll as the groundspeed increases through 35
knots.
P/N 11934-S12 5 of 8
Original: 12-26-00
Supplements SR20
Code Selector Keys

Code selection is accomplished by depressing the eight selector keys
(numbered 0 - 7) located immediately below the display. Any of 4096
active identification codes can be selected. 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 STBY when
making routine code changes.
Input a New Code
1. Use CLR key to remove the current code.
2. Use 0 - 7 keys to input the new code. The new code will not be
activated until the last (fourth) digit is entered. Pressing the CLR
key will move the cursor back to the previous digit. Pressing the
CRSR key during code entry will remove the cursor and cancel the
entry.
Note
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.
Important Codes
1200 VFR code for any altitude in U.S.
7000 VFR code commonly used in Europe
7500 Hijacking
7600 Loss of communications
7700 Emergency
7777 Military interceptor operations (Never squawk this code)
0000 Military use only (not enterable)
6 of 8 P/N 11934-S12
Original: 12-26-00
SR20 Supplements
Reply Light
The reply light is the small reverse video R immediately below the
mode annunciation in the display window. The reply light will blink
each time the transponder replies to ground interrogations. The light
will remain on during the 18-second IDENT time interval.
IDENT Key
Pressing the IDENT button activates the Special Position Identification
(SPI) pulse for approximately 18 seconds allowing ATC to identify your
transponder return from other returns on the controllers scope. The
Reply annunciator in the display will illuminate during the SPI pulse.
Momentarily press the IDENT key when the controller requests,
SQUAWK IDENT.
VFR Key
Pressing the VFR key sets the transponder to the pre-programmed
VFR code selected in the configuration mode (factory set to 1200).
Pressing the VFR key a second time will restore the previous
identification code.
FUNC Key
Pressing the FUNC key changes the data shown on the right side of
the display. Pressing the FUNC key a second time will cycle the
display to the next data. Displayed data includes Pressure Altitude,
Flight Time, Count Up Timer, Count Down Timer, Contrast, and
Display Brightness.
PRESSURE ALT - Displays pressure altitude in feet. An arrow to the
right of the altitude indicates that the airplane is climbing or
descending.
FLIGHT TIME - Displays the flight time. The timer receives
groundspeed from GPS1. Flight time starts when the groundspeed
reaches 35 knots on takeoff and pauses when the groundspeed
descends below 35 knots on landing.
COUNT UP TIMER - The count up timer is controlled by the START /
STOP key. Pressing the CLR key zeros the display.
P/N 11934-S12 7 of 8
Original: 12-26-00
Supplements SR20
COUNT DOWN TIMER - The count down timer is controlled by the

START / STOP key. The CRSR and 0 - 9 keys are used to set the
initial time. Pressing the CLR key resets the timer to the initial value.
CONTRAST - Allows adjustment of display contrast. When
CONTRAST is selected, pressing the 8 key reduces contrast and
pressing 9 increases contrast.
DISPLAY - The display function is not available in this installation.
Display brightness is automatically controlled through a photocell in
the front panel.
8 of 8 P/N 11934-S12
Original: 12-26-00
SR20 Supplements

Supplement
for
S-Tec System 55X Autopilot

When the S-Tec System Fifty Five X (55X) 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 adds to,
supersedes, or deletes information in the basic SR20 Pilots Operating
Handbook.
Note
This POH Supplement Revision dated Revision 04: 08-15-07,
dated 07-18-05..
P/N 11934-S13 1 of 16
Revision 04: 08-15-07
Supplements SR20
Section 1 - General
This airplane is equipped with an S-TEC System 55X Autopilot. The
System 55X autopilot is a two-axis autopilot system. The system
consists of a flight guidance programmer/computer, altitude encoder,
altitude selector / alerter, 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 elevator trim motor. The SR20 installation of
the S-Tec System 55X Autopilot features:
Heading Hold and Command;
NAV/LOC/GS tracking, high and low sensitivity, GPSS roll
steering, and automatic 45 course intercept;
Altitude Hold and Command; and
Vertical Speed Hold and Command.
Refer to S-Tec System Fifty-Five X Autopilot Pilots Operating
Handbook (POH): Serials 1005 thru 1336; P/N 87109 dated 8
November 2000 or later OR Serials 1337 and subsequent; P/N 87247
original release or later for full operational procedures and description
of implemented modes. The System 55X POH also contains detailed
procedures for accomplishing GPS & VOR course tracking, front
course and back course localizer approaches, and glideslope tracking.
Note
The SR20 implementation of the System 55X Autopilot does
not utilize the optional remote annunciator, roll servo, and
optional trim servo. Therefore, all references to these items in
the S-Tec System 55X 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 55X is not implemented. Disregard
all references in the S-Tec System 55X POH to this feature.
2 of 16 P/N 11934-S13
Revision 04: 08-15-07
SR20 Supplements
Roll and pitch information are displayed on attitude indicator.

Autopilot Flight Director is not implemented in this installation.
1. Autopilot operation is prohibited above 185 KIAS.
2. The autopilot must not be engaged for takeoff or landing.
3. The autopilot must be disengaged for missed approach, go-
around, 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.
6. The autopilot must be disconnected in moderate or severe
turbulence.
7. Minimum engage height for the autopilot is 400 ft AGL.
8. Minimum speed with the autopilot engaged is 1.2Vs for the given
configuration.
9. For VOR/GPS and ILS glideslope and localizer intercept, capture,
and tracking, the following limitations apply:
a. The autopilot must be disengaged no later than 100 feet below
the Minimum Descent Altitude.
b. The autopilot must be disconnect during approach if course
deviation exceeds 50%. The approach should only be
continued by hand-flying the airplane.
c. 12 knot maximum crosswind component between the missed
approach point and outer marker.
d. The intercept of the localizer shall occur at least 5 miles
outside of the outer marker.
e. If the crosswind component is greater than 12 knots and less
than 17 knots, the intercept shall occur at least 10 miles
outside of the outer marker.
f. The intercept angle shall be no greater than a 45-degree
intercept.
P/N 11934-S13 3 of 16
Revision 04: 08-15-07
Supplements SR20
g. The ILS is flown at normal approach speeds, and within any

STC or TC speed constraints and as defined in this flight
manual.
h. The flaps should be extended in the approach configuration
prior to the Outer Marker. No further changes in the flap
configuration should be made throughout the autopilot-
coupled approach.
i. The glideslope is approached in such a manner to allow
automatic arming of the glideslope, or if the glideslope is
manually armed no more than 15% above the glideslope.
10. The S-TEC System Fifty Five X Pilots Operating Handbook:
Serials 1005 thru 1336; P/N 87109 dated 8 November 2000 or
later OR Serials 1337 and subsequent; P/N 87247 original release
or later, must be carried in the airplane at all times and must be
available to the pilot while in flight.
4 of 16 P/N 11934-S13
Revision 04: 08-15-07
SR20 Supplements
S-TEC FIFTY FIVE X
R C F G
HDG D NAV W APR A
I
P
S REV TRIM ALT GS VS +
Y S L S
HDG NAV APR REV ALT VS
SR20_FM09_1509
Figure - 1
System 55X Autopilot Programmer/Computer
P/N 11934-S13 5 of 16
Revision 04: 08-15-07
Supplements SR20

Autopilot Malfunction
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 Essential Bus.
Altitude lost during a roll axis autopilot malfunction and recovery:
Flight Phase Bank Angle Altitude Loss
Climb 30 None
Cruise 55 100 ft
Descent 55 120 ft
Maneuvering 10 None
Approach 0 20 ft
Altitude lost during a pitch axis autopilot malfunction and recovery:
Flight Phase Altitude Loss
Cruise 200 ft
ILS 25 ft
6 of 16 P/N 11934-S13
Revision 04: 08-15-07
SR20 Supplements
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 Condition Action
Flashing RDY for 5 Autopilot disconnect. All None.

seconds with annunciations except RDY
audible tone. are cleared.
Flashing RDY with Turn coordinator gyro Check power to turn
audible tone then speed low. Autopilot coordinator.
goes out. disengages and cannot be
re-engaged.
Flashing NAV, Off navigation course by Use HDG mode until
REV, or APR. 50% needle deviation or problem is identified.
more. Crosscheck raw NAV
data, compass heading,
and radio operation.
Flashing NAV, Invalid radio navigation Check Nav radio for
REV, or APR with signal. proper reception. Use
steady FAIL HDG mode until problem
is corrected.
Flashing VS Excessive vertical speed Reduce VS command
error over selected vertical and/or adjust power as
speed. Usually occurs in appropriate.
climb.
Flashing GS Off glideslope centerline by Check attitude and
50% needle deviation or power. Adjust power as
more. appropriate.
Flashing GS with Invalid glideslope radio Disconnect autopilot and
steady FAIL navigation signal. initiate go-around or
missed approach
procedure. Inform ATC.
Flashing GS plus Manual glideslope disabled. Re-enable by pressing
ALT. NAV mode button.
P/N 11934-S13 7 of 16
Revision 04: 08-15-07
Supplements SR20

Refer to Section 7 Systems Description for a description of the
autopilot and altitude selector and their respective modes.
WARNING
The pilot must properly monitor and control the engine power
to avoid stalling the airplane in autopilot altitude hold or
vertical speed modes.
Autopilot Pre-Flight Tests
1. Battery Master 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 press 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. Press 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.
8 of 16 P/N 11934-S13
Revision 04: 08-15-07
SR20 Supplements
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
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.
In-Flight Procedures
1. Autopilot 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.
P/N 11934-S13 9 of 16
Revision 04: 08-15-07
Supplements SR20
Altitude Hold Mode

1. Manually fly the airplane to the desired altitude and level off.
Note
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.
Note
A roll mode must be engaged prior to engaging a pitch mode.
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.
Note
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 re-
engaging 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.
Note
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
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autopilot will synchronize to and hold the vertical speed at the time
the mode was engaged.
Note
The vertical speed is displayed in 100-foot increments on the
programmer/computer window or on the vertical speed
indicator on the PFD. A plus (+) value indicates climb and a
negative or minus (-) value indicates descent.
4. Vertical speed can be adjusted by rotating the VS knob on the
programmer/computer or the right knob on the PFD when the VSI
bug has been selected.
Note
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
twice. The NAV and GPSS mode annunciators will illuminate.
Note
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,
pressing and holding HDG, and then pressing NAV once to
intercept course in NAV mode or twice to intercept course in
GPSS mode on the autopilot programmer/computer. When
the on-course intercept turn begins the HDG mode will
disengage and the annunciator will go out.
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Turns while in GPSS mode can exceed the standard rate by

20% to 30%.
In NAV mode while tracking a GPS or VOR/LOC signal, 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 GPS approach or if desired for
enroute tracking, press the APR button on the autopilot
programmer/computer. The NAV, GPSS, and APR annunciators
will be illuminated. Use HDG to accomplish a procedure turn.
Engage GPSS again to complete the approach.
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.
Note
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.
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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.
Note
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.
There is no change to the airplane performance when the S-Tec
System 55X autopilot is installed.

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

Autopilot
The airplane is equipped with an S-Tec System 55X 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/GPS radio. The roll computer computes roll
steering commands for turns, radio intercepts, and tracking. Roll axis
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steering is accomplished by autopilot steering commands to the

aileron trim motor and spring cartridge.
The pitch computer receives altitude data from the altitude encoder
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 altitude selector/alerter is supplied through
the 5-amp AUTOPILOT circuit breaker on the MAIN BUS #1.
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
programmer/computer.
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.
HDG (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
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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.
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
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(-) value indicates descent. Vertical speed can be 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.
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Supplement
for
L-3 Avionics Systems SkyWatch

Traffic Advisory System
When the L-3 Avionics Systems SkyWatch 497 is installed in the
Cirrus Design SR20, this POH Supplement is applicable and must be
inserted in the Supplements Section (Section 9) of the appropriate
Cirrus Design Pilots Operating Handbook. This document must be
to, supersedes, or deletes information in the basic Pilots Operating
Handbook.
Note
This POH Supplement Revision dated 10-12-05 supersedes and
replaces the original release of this supplement dated 08-20-01.
P/N 11934-S15 1 of 6
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Section 1 - General
This airplane is equipped with a L-3 Avionics Systems SkyWatch
SKY497 Traffic Advisory System to advise the pilot of transponder-
equipped aircraft that may pose a collision threat. SkyWatch advisory
information is displayed on the GARMIN 430 display. The display
indicates relative range, bearing, and altitude of intruder aircraft. Aural
warnings are integrated into the airplanes audio system.
WARNING
SkyWatch can only detect aircraft that are equipped with
operating transponders.
1. Traffic information shown on the GARMIN 430 displays is provided
as an aid in visually acquiring traffic. Pilots must maneuver the
aircraft based only upon ATC guidance or positive visual
acquisition of conflicting traffic.
2. If the pilot is advised by ATC to disable transponder altitude
reporting, the SkyWatch must be turned OFF.
3. The L-3 Avionics Systems SkyWatch Traffic Advisory System
Model SKY497 Pilots Guide P/N 009-10801-001 Rev B (6/6/00) or
later must be available to the pilot during flight with the SkyWatch
operating.
4. The GARMIN 400 Series Pilots Guide Addendum for Display
Interface for Traffic and Weather Data P/N 190-001140-10 Rev B
or later revision must be available to the pilot during flight with the
SkyWatch operating.

No Change
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After Engine Start
2. SkyWatch will turn on, complete a self-test, and then enter the
STBY mode.
Note
During the takeoff run, SkyWatch will automatically switch to
operational mode approximately 8 seconds after 35 KIAS is
achieved.
During the landing roll out, SkyWatch will automatically switch
back to STBY approximately 24 seconds after the airplane
slows to 35 KIAS or below.
Serials 1582 and subsequent: To minimize pilot distraction,
Skywatch system sensitivity will automatically be set to level B
(reduced) and aural warnings will be inhibited when flaps are
set to 50% and 100%.
3. Refer to the GARMIN 400 Series Pilots Guide Addendum for
Display Interface for Traffic and Weather Data P/N 190-001140-
10 Rev B for additional SkyWatch operational data not included in
this supplement.
Operator Initiated Control of SkyWatch
Self-Test
In addition to the power-up self-test, an automatic self-test is
performed several times each minute. If the SkyWatch is in STBY or
FAILED modes, an operator initiated self-test may be performed using
the GNS 430 controls as described below:
1. Rotate the small PUSH CRSR knob to select the Traffic / Weather
page.
2. From the Traffic Screen, press the MENU key to select the Menu
page.
3. Rotate the small PUSH CRSR knob to select SELF TEST and
then press the ENT key.
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Switch to Normal from the Standby Screen

SkyWatch must be switched out of STBY to display traffic information.
The ability to switch out of STBY on the ground is useful for scanning
the airspace around the airfield prior to takeoff. Using the GNS 430
controls:
1. Turn the cursor on and highlight STBY.
2. Use the small PUSH CRSR knob to select OPER?
3. Press the ENT key to place SkyWatch in the OPER (operational)
mode. SkyWatch will switch into the 6 nmi display range.
Switch into Standby from the Traffic Screen
SkyWatch cannot be switched to Standby while airborne. With the
airplane on the ground, use the GNS 430 controls as described below:
1. Turn the cursor on and highlight OPER.
2. Use the small PUSH CRSR knob to select STBY?
3. Press the ENT key to place SkyWatch in the STBY (standby)
mode.
Change Altitude Display
1. From the Traffic Screen, turn the cursor on, highlight the current
mode, and use the small PUSH CRSR knob to cycle through the
options.
2. With each turn, the display changes to display the traffic in the
selected display range (ABV, look up; NRM, normal: BLW, look
down; or UNR, unrestricted). Refer to the L-3 Avionics Systems
SkyWatch Traffic Advisory System Model SKY497 Pilots Guide P/
N 009-10801-001 Rev B (6/6/00) or later for information regarding
the display ranges.
Respond to Traffic Advisories
1. When the SkyWatch issues a TA (Traffic Advisory), visually scan
outside for the intruder aircraft. Call ATC for Guidance. If you
visually acquire the intruder aircraft, use normal right-of-way
procedures to maintain separation.
Note
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Do not maneuver solely on traffic information shown on the

display. Information shown on the display is provided as an aid
in visually acquiring traffic - It is not a replacement for ATC and
See & Avoid techniques.
No Change

SkyWatch adds the following optional (Sym = O) equipment at the
weight and arm shown in the following table.
ATA/ Unit
Item Wt
34-01 SkyWatch Inverter O 1 14484-001 0.5 118.0

34-02 SkyWatch Antenna Instl. O 1 14477-001 2.3 150.5
34-03 SkyWatch Track Box O 1 14477-050 10.0 140.0
34-04 SkyWatch Wiring Instl O 1 14479-001 2.0 145.0

The SkyWatch model SKY497 is an airborne Traffic Advisory System
(TAS). SkyWatch monitors a radius of approximately 6 nautical miles
around the aircraft by interrogating transponders in the monitored area
and determining if a collision threat exists. To determine if a collision
threat exists, SkyWatch calculates the range, altitude, bearing, and
closure rate of all transponder equipped aircraft with the 6 nautical
mile range. When SkyWatch detects an intruder aircraft within 0.55
nautical mile horizontal distance and a 800 ft relative altitude or
detects an intruder aircraft is on a course that will intercept the
SkyWatch airplanes course within 20 seconds (non-altitude reporting
intruder aircraft) or 30 seconds (altitude reporting intruder aircraft),
SkyWatch will issue a Traffic Advisory (TA). Traffic Advisories are
indicated on the GNS 430 displays and aural Traffic, Traffic warnings
are announced in the headphones and cabin speaker.
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SkyWatch may be pilot controlled through the GNS 430 controller.

STBY (standby), OPER (operational), and SELF TEST modes as well
as altitude display (ABV, look up; NRM, normal: BLW, look down; or
UNR, unrestricted) can be selected.
The SkyWatch System consists of a Transmitter Receiver Computer
(TRC) installed under the copilots seat just forward of the spar tunnel
and a directional antenna installed on the airplane exterior above the
cabin. The system also utilizes inputs from the altitude encoder, the
aircraft heading system (gyro slaving amplifier), and a speed switch
plumbed into the pitot system. Electrical power for system operation is
28 vdc supplied through the 5-amp SKYWATCH Circuit Breaker on the
Avionics Non-Essential bus.
Note
Refer to the L-3 Avionics Systems SkyWatch Pilots Guide (P/
N 009-10801-001) for a description of the SkyWatch System.
Refer to the GARMIN Addendum for Display Interface for
Traffic and Weather Data P/N 190-001140-10 for additional
operational information and a display description.
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Supplement
For
Garmin GNS 430 GPS Navigator

When a Garmin GNS 430 GPS Navigator with NAV, ILS, and COM is
installed in the Cirrus Design SR20 this Supplement is applicable and
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.
Note
supersedes and replaces the Revision 01 of this supplement
dated 05-25-05.
Serials 1005 thru 1267; This supplement replaces GNS 430
GPS Navigator supplement. P/N 11934-S03 original release
or later.
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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 MFD and the HSI will display GPS 1
information and the CDI (VOR/LOC/ILS/GS Indicator) will display GPS
2 information.
Note
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.
SR20_FM09_1109
Figure - 1
Garmin GNS 430 Front Panel
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Section 2 Limitations
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:
1. 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.
2. The Garmin GNS 430 Pilot's Guide and Reference, P/N 190-
00140-00, Revision F dated July 2000 (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.
3. The Navigator must utilize software version 2.XX (where X is a
digit, 0-9) or later.
4. 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.
5. 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.
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6. The aircraft must have other approved navigation equipment

installed and operating appropriate to the route of flight.
7. The Garmin GNS 430 meets RNP5 (BRNAV) requirements of
AC 90-96 and is in accordance with AC 20-138, and JAA AMJ
20X2 Leaflet 2 Revision 01, provided it is receiving usable
navigation information from the GPS receiver.
8. Do not use the Terrain Display for navigation of the aircraft. The
Terrain Display does not provide TAWS capability and is intended
to serve as a situational awareness tool only and does not provide
the accuracy fidelity on which to solely base terrain or obstacle
avoidance maneuvering decisions.

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 F
dated July 2000 (or later appropriate revision).
Activate GPS
3. Navigator Com/ Power Switch...................................... Rotate ON
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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 MFD.
Note
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.
The GPS Navigator utilizes altitude information from the
altitude encoders altitude digitizer to enhance altitude
information.
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
MFD and a single GARMIN GNC 250XL (GPS 2) not integrated
with a remote indicator.
a. In this configuration, pressing the alternate-action CDI push-
button 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.
Note
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.
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2. Single GARMIN GNS 430 (GPS 1) interfaced with the HSI and
MFD and a single GARMIN GNC 420 (GPS 2) interfaced with the
CDI (VOR/LOC) indicator.
a. In this configuration, pressing the alternate-action CDI push-
button 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.
Note
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
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-S23.
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 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.
Note
The HSI displays course deviation from a VOR, Localizer
(LOC) or Glideslope (G/S) when VLOC is the navigation
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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.
Note
The CDI displays course deviation from a VOR, Localizer
(LOC) or Glideslope (G/S) when VLOC is the navigation
Deactivate GPS
1. Navigator Com/ Power Switch .......................... Rotate CCW OFF


Note
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 F dated July 2000 (or later appropriate
revision).
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
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VHF NAV is powered by 28 VDC through the Avionics Master

Switch and the 5-amp GPS2 circuit breaker on the Avionics
Non-essential Bus. 28 VDC for transceiver operation is
supplied through the Avionics master Switch and the 7.5-amp
COM2 circuit breaker on the Avionics Non-Essential 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
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 MFD.
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
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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.
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
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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.
TERRAIN Interface*
Note
*TERRAIN functionality is a standard feature found in GNS
430 units with main software version 5.01 or above and valid
terrain and obstacle databases installed.
Garmin TERRAIN is a terrain awareness system incorporated into
GNS 430 units to increase situational awareness and aid in reducing
controlled flight into terrain. The TERRAIN function displays altitudes
of terrain and obstructions relative to the aircrafts altitude and are
advisory in nature only. Individual obstructions may be shown if
available in the database, however, not all obstructions may be
available in the database and data may be inaccurate. TERRAIN
information should be used as an aid to visual acquisition and not use
to navigate or maneuver to avoid terrain.
For for a more detailed description of the TERRAIN function, refer to
the Garmin GNS 430 Pilot's Guide and Reference, P/N 190-00140-00,
Revision H dated May 2006 or later revision.
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Supplement
For
Garmin GNC 420 GPS Navigator

Note
When a GARMIN GNC 420 GPS Navigator with VHF COM is installed
in the Cirrus Design SR20 this Supplement is applicable and must be
the airplane at all times. Information in this supplement either adds to,
Handbook.
Note
dated 05-25-05.
Serials 1005 thru 1267; This supplement supersedes GNC
420 GPS Navigator supplement, P/N 11934-S04 original
release or later.
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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.
SR20_FM09_1109
Figure - 1
GARMIN GNC 420 Front Panel
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1. The GARMIN GNC 420 Pilot's Guide and Reference, P/N 190-
00140-20, Revision B dated August 2002 (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) or later.
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.
6. The Garmin GNC 420 meets RNP5 (BRNAV) requirements of
AC 90-96 and is in accordance with AC 20-138, and JAA AMJ
20X2 Leaflet 2 Revision 01, provided it is receiving usable
navigation information from the GPS receiver.
7. Do not use the TERRAIN Interface for navigation of the aircraft.
The Terrain Display does not provide TAWS capability and is
intended to serve as a situational awareness tool only and does
not provide the accuracy fidelity on which to solely base terrain or
obstacle avoidance maneuvering decisions.
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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 B dated
August 2002 (or later appropriate revision).
Activate GPS
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.
Note
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.
The GPS Navigator utilizes altitude information from the
altitude encoders altitude digitizer to enhance altitude
information.
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GPS Course Remote Display

GNC 420 GPS course information is displayed on the airplane CDI.
Note
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


Note
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 B dated August 2002
(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
description, as well as full operating instructions, refer to the GARMIN
GNC 420 Pilots Guide and Reference.
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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.
Serials 1005 thru 1267; The GNC 420 navigator is powered by 28
VDC through the 5-amp GPS2 circuit breaker on the Avionics
Essential Bus
Serials 1268 and subsequent; The GNC 420 navigator is powered by
28 VDC through the 5-amp GPS2 and 7.5-amp COM 2 circuit breakers
on the Avionics Non-Essential Bus.
Communication (COM) Transceiver
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
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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 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.
TERRAIN Interface*
Note
*TERRAIN functionality is a standard feature found in GNC
420 units with main software version 5.01 or above and valid
terrain and obstacle databases installed.
Garmin TERRAIN is a terrain awareness system incorporated into
GNC 420 units to increase situational awareness and aid in reducing
controlled flight into terrain. The TERRAIN function displays altitudes
of terrain and obstructions relative to the aircrafts altitude and are
advisory in nature only. Individual obstructions may be shown if
available in the database, however, not all obstructions may be
available in the database and data may be inaccurate. TERRAIN
information should be used as an aid to visual acquisition and not use
to navigate or maneuver to avoid terrain.
For for a more detailed description of the TERRAIN function, refer to
the Garmin GNC 420 Pilot's Guide and Reference, P/N 190-00140-20,
Revision H dated May 2006 or later revision.
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Supplement
for
Honeywell KGP 560 Terrain/

Awareness Warning System
When the Honeywell KGP 560 Terrain Awareness and Warning
System is installed in the Cirrus Design SR20, this Supplement is
9) of the Cirrus Design SR20 Pilots Operating Handbook. This
document must be carried in the airplane at all times. Information in
this supplement adds to, supersedes, or deletes information in the
basic SR20 Pilots Operating Handbook.
Note
supersedes and replaces the original release of this supplement dated
Original: 07-03-04.
P/N 11934-S30 1 of 12
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Section 1 - General
The airplane is equipped with an Honeywell KGP 560 Terrain
Awareness and Warning System that performs the functions of a
Class C Terrain Awareness and Warning System (TAWS) in
accordance with TSO C151b.
Incorporating much of the technology found in TAWS for air transport
aircraft, the KPG 560 supports:
Alerting for premature descent.
Alerting for excessive rate of climb/descent.
Altitude callout (500 ft) and alerting within 5 nm of 2000 ft public
runways.
Look-ahead algorithms and integrated terrain/obstacle
database.
The system consists of the 560 GA-EGPWS Processor mounted on
the underside of the pilot-side kickplate, a Terrain/Obstacle Database
integral to the processor, the Configuration Module integral to the
systems wire harness, and the TAWS annunciator panel mounted on
the lower LH portion of the instrument panel.
The KGP 560 receives data from the GPS sensor, Transponder,
Primary Flight Display, and the Multifunction Display (MFD). Aural
alerts are communicated to the pilot via the GMA 340 Audio Panel. To
enhance the situational awareness to the pilot, color-coded terrain
display is interfaced on the MFD.
For specific MFD operational details refer to the Avidyne FlightMax
EX5000C Pilots Guide.
For specific KGP 560 operational details, refer to the KGP 560 & 860
EGPWS Pilots Guide, P/N 006-18254-001, Revision 04 or later.
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1. Do not use the Terrain Awareness Display for navigation of the
aircraft. The KGP 560 Terrain Awareness and Warning System is
intended to serve as a situational awareness tool only and may not
provide the accuracy fidelity on which to solely base terrain or
obstacle avoidance maneuvering decisions.

Off-Airport Landings
1. For ditching or other off-airport landings, inhibit the Terrain
Awareness System functions by selecting the TERR INHIBIT
switch on the annunciator panel to prevent unwanted aural
alerting.

Note
Only vertical maneuvers are recommended responses to
warnings and alerts unless operating in VMC or the pilot
determines, using all available information and instruments,
that a turn, in addition to the vertical escape maneuver, is the
safest course of action.
During certain operations, warning thresholds may be
exceeded due to specific terrain or operating procedures.
During day VFR flight, these warnings may be considered as a
cautionary.
If the TAWS issues an alert when the Terrain Awareness
Display Page is not selected, a pop up message will appear
on the active display page of the MFD. To clear the alert, the
pilot must acknowledge the pop up message by pressing the
Soft Key next to the displayed OK.
Pilots are authorized to deviate from their current air traffic
control (ATC) clearance to the extent necessary to comply
with a TAWS warning.
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Activate TAWS
Note
If the aircraft horizontal position derived from the Garmin
Navigator (GPS 1) is invalid, TAWS will be inoperative and the
TERR INOP annunciator will illuminate.
1. SKYWATCH/TAWS Circuit Breaker............................................. IN
2. MFD Circuit Breaker.................................................................... IN
5. Verify TERR INOP Annunciator ...............................................OFF
6. At MFD prompt, any Key .....................................................PRESS
7. MFD Soft Keys .......................................................... SET to TAWS
Response To Ground Proximity Warnings

Aural PULL UP Warning
Red TERR WARN Annunciation
1. Level the wings, simultaneously adding full power.
2. Increase pitch attitude to 15 degrees nose up.
3. Adjust pitch attitude to ensure terrain clearance while respecting
stall warning. If flaps are extended, retract flaps to the UP position.
4. Continue climb at best angle of climb speed (Vx) until terrain
clearance is assured.
Aural SINK RATE Warning
Aural DONT SINK Warning
Amber TERR CAUT Annunciation
1. Initiate appropriate corrective action to remove the cause of the
warning.
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Response To Awareness Alerts

Aural TERRAIN AHEAD Alert
Aural OBSTACLE AHEAD Alert
Amber TERR CAUT Annunciation
1. Take positive corrective action until the alert ceases. Stop
descending, or initiate a climb turn as necessary, based on
analysis of all available instruments and information.
Aural TERRAIN AHEAD; PULL UP Alert
Aural OBSTACLE AHEAD; PULL UP Alert
Red TERR WARN Annunciation
1. Level the wings, simultaneously adding full power.
2. Increase pitch attitude to 15 degrees nose up.
3. Adjust pitch attitude to ensure terrain clearance while respecting
stall warning. If flaps are extended, retract flaps to the UP position.
4. Continue climb at best angle of climb speed (Vx) until terrain
clearance is assured.
Deactivate TAWS
1. SKYWATCH/TAWS Circuit Breaker........................................ PULL
or
2. Avionics Power Switch ............................................................. OFF
No Change.

Installation of the Honeywell KGP 560 Terrain Awareness and Warning
System adds the following optional (Sym = O) equipment at the weight
and arm shown in the following table.
ATA / Unit
Item Wt
34-01 KGP 560 Processor O 1 15963-001 1.25 117.0
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The Honeywell KGP 560 Terrain Awareness and Warning System
compares GPS information from the Garmin Navigator (GPS 1) to the
integrated Terrain/Obstacle Database to produce a real-time model of
the surrounding terrain. This virtual picture is then sent to the MFD to
provide enhanced situational awareness to the pilot.
The system consists of the 560 GA-EGPWS Processor mounted on
the underside of the pilot-side kickplate, a Terrain/Obstacle Database
integral to the processor, the Configuration Module integral to the
systems wire harness, and the TAWS annunciator panel mounted on
the lower LH portion of the instrument panel.
The 560 GA-EGPWS Processor is powered by 28 VDC through the 5-
amp SKYWATCH/TAWS circuit breaker on the Avionics Nonessential
Bus.
For a additional system information, refer to the KGP 560 & 860
EGPWS Pilots Guide, P/N 006-18254-001, Revision 04 or later.
System Constraints
If there is no terrain data in the database for a particular area,
then TAWS alerting is not available for that area. The affected
area on the Terrain Awareness Display Page will be colored a
MAGENTA dot pattern.
If the TAWS has been inhibited (e.g. the pilot selected TERR
INHIBIT) the system will not give aural alerts. The MFD will
display a purple message block with cyan text reading, TAWS
Inhibited.
The TAWS will not be available and the TERR INOP
annunciator will illuminate if any of the following components
are inoperative: MFD, PFD, GPS 1, Transponder, or Attitude
Encoder.
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GNS-430
GPS TAWS
Annunciator Panel
GMA 340
Audio Panel
Avidyne PFD
KGP 560
Processor
Transponder
Avidyne MFD
TAWS
AVIONICS
5 NON-ESSENTIAL
BUS
Configuration
Module
SR20_FM09_2031
Figure - 1
Honeywell KGP 560 TAWS Simplified Schematic
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TAWS Annunciator Panel

TAWS terrain annunciations and control functions are incorporated
into the Annunciator Panel. The panel consists of a momentary
pushbutton switch (SELF TEST), an illuminated pushbutton switch
(TERR INHIBIT), and three LEDS for Terrain Warning (TERR WARN),
Terrain Caution (TERR CAUT), Terrain Inoperative (TERR INOP).
SELF TEST - Provides test function for the TAWS.
TERR INHIBIT - To inhibit nuisance or unwanted warnings at
airports that are not in the system database, the pilot may
select the TERR INHIBIT switch. Although selection will inhibit
all TAWS visual and aural alerts, the Terrain Awareness Display
will remain functional with the message Warnings Inhibited
displayed on the MFD. When activated the switch will illuminate
amber.
TERR INOP - Indicates the TAWS inoperative. When activated
the LED will illuminate amber.
TERR CAUT - Indicates a possible terrain or obstacle conflict
within 40-60 seconds. When activated the LED will illuminate
amber.
TERR WARN - Indicates a possible terrain or obstacle conflict
within 30 seconds. When activated the LED will illuminate red.
The annunciators are dimmed via the instrument panel lighting
dimmer switch. The TAWS annunciator panel is powered by 28 VDC
through the 2-amp ANNUN circuit breaker on the Essential Bus
Alert Priority
When any of the TAWS aural alerts are in progress, all aural TRAFFIC
alerts are inhibited.
Advisory Callout
The advisory callout FIVE HUNDRED, occurs at approximately 500
feet AGL.
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TAWS
SELF TERR TERR TERR TERR

TEST INHIBIT INOP CAUT WARN
SR20_FM09_2033
Annunciator Color Function
SELF TEST N/A Provides test function for TAWS

TERR INHIBIT AMBER All TAWS alerting functions inhibited
TERR INOP AMBER Indicates TAWS inoperative
TERR CAUT AMBER Possible terrain or obstacle conflict within 40-60 seconds
TERR WARN RED Possible terrain or obstacle conflict within 30 seconds
Figure - 2
TAWS Annunciator Panel
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MFD Terrain Awareness Display
WARNING
Do not use the Terrain Awareness Display for navigation of the
aircraft. The TAWS is intended to serve as a situational
awareness tool only and may not provide the accuracy fidelity
on which to solely base terrain or obstacle avoidance
maneuvering decisions.
To select the Terrain Awareness Display Page on the MFD, rotate the
page knob to TAWS.
Terrain and obstacle alerts are the most critical situations displayed by
TAWS. There are two levels of alerts:
Caution Alert - Possible terrain or obstacle conflict within 40-
60 seconds. When triggered, the terrain or obstacle that
caused the alert is displayed in bright yellow. In addition, a
message describing the nature of the alert is presented in the
MFD message bar.
Warning Alert - Possible terrain or obstacle conflict within 30
seconds. When triggered, the terrain or obstacle that caused
the alert is displayed in bright red. In addition, a message
describing the nature of the alert is presented in the message
bar
When a caution or warning alert is active, the display image
surrounding the target is enlarged somewhat to allow the terrain or
obstacle to be better seen on the display.
If a terrain or obstacle alert occurs while a page other than Terrain
Awareness Display Page is being displayed, a terrain or obstacle alert
message is displayed in the Message Bar. When the pilot
acknowledges this message, the MFD will automatically switch to the
Terrain Awareness Display Page.
The message bar will be removed from the display when the TAWS is
no longer in alert status, or if the pilot acknowledges the message from
the Terrain Awareness Display Page.
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Geometric Altitude versus Measured Sea Level

An indication of MSL-G or Geometric Altitude may appear on the left
side of the MFD indicating the height above Measured Sea Level
(MSL) calculated from the GPS.
This data serves as the reference for color-coding for the Terrain
Awareness Display Page and as an input to the TAWS Look-Ahead
algorithm. Because it is derived from GPS, Geometric Altitude may
differ from corrected barometric altitude. Therefore, Geometric Altitude
may be in error by as much as 100 ft and should not be used for
navigation. MSL-G is presented solely to provide the pilot additional
situational awareness regarding the true MSL height upon which the
TAWS Terrain Display and Alerting is based.
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Self Test
Proper operation of the TAWS can be verified when the aircraft is on
the ground as follows:
1. Select the TAWS page on the MFD
2. Clear all caution messages in the lower right corner
3. Ensure that the TERR INHIBIT switch is not engaged, and
momentarily push the SELF TEST switch:
a. The amber TERR INOP light should be illuminated.
b. The amber TERR INOP light should extinguish.
c. The red TERR WARN light should be illuminated.
d. An aural EGPWS SYSTEM OK is enunciated over cockpit
speaker.
e. The red TERR WARN light should extinguish.
f. The amber TERR CAUT light should be illuminated.
g. The amber TERR CAUT light should extinguish.
h. A terrain self-test pattern should appear on the MFD.
i. The terrain self-test should disappear after several sweeps of
the terrain display.
j. A TAWS Sensor Self Test Caution message should appear in
the lower right comer of the MFD.
4. Acknowledge and clear this caution.
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SR20 Supplements

Supplement
for
Avidyne EMax Engine

Instrumentation
When the Avidyne EMax Engine Instrumentation system is installed
in the Cirrus Design SR20, this POH Supplement is applicable and
to, supersedes, or deletes information in the basic SR20 Pilots
Operating Handbook.
Note
supersedes and replaces the original release of this supplement dated
Original: 10-12-05.
P/N 11934-S31 1 of 4
Revision 01: 12-15-07
Supplements SR20
Section 1 - General
EMax Engine Instrumentation provides the pilot with engine
parameters depicted on simulated gauges and electrical system
parameters located in a dedicated region within in the EX5000C MFD
display.
Figure - 1
Avidyne EMax Engine Instrumentation
2 of 4 P/N 11934-S31
Revision 01: 12-15-07
SR20 Supplements
No Change.

No Change.

No Change.
No Change.

Installation of the Avidyne Engine Instruments adds the following
following table.
ATA / Unit
Item Wt
34-03 Engine Sensors O 11 - 1.0 75.0
34-04 Engine Sensor Unit O 1 14843-001 1.1 118.0

34-05 Engine Sensor Harness O 1 15030-001 0.9 92.0
34-06 Engine Sensor Cabin Harness O 1 15032-001 2.1 108.0

An Engine Sensor Unit interfaces (SIU) with engine-mounted sensors,
some of which are shared with the standard airplane gauges, and
provide data to the MFD for display.
Airplanes equipped with EMax Engine Instrumentation display all
engine settings and parameters on a dedicated MFD engine monitor
page. The MFD also displays engine and fuel data in data blocks on
the full-screen moving map display. In the event of an exceedence,
each out-of-limit parameter is highlighted on the screen for immediate
attention. The engine monitor also includes data capture capability,
P/N 11934-S31 3 of 4
Revision 01: 12-15-07
Supplements SR20
providing full-time recording of critical engine performance

parameters.
The Engine Instruments system is powered by 28 VDC supplied
through the 5-amp Engine Instruments breaker on the Main Bus 1.
Refer to Avidyne FlightMax EX5000C Pilots Guide for a more
complete description of EMax Engine Instruments, its operating
modes, and additional detailed operating procedures.
4 of 4 P/N 11934-S31
Revision 01: 12-15-07
SR20 Supplements

Supplement
for
Avidyne CMax Electronic

Approach Charts
When the Avidyne CMax Electronic Approach Charts system is
installed in the Cirrus Design SR20, this POH Supplement is
9) of the Cirrus Design SR20 Pilots Operating Handbook. This
document must be carried in the airplane at all times. Information in
this supplement adds to, supersedes, or deletes information in the
basic SR20 Pilots Operating Handbook.
Note
supplement dated Original: 10-12-05.
P/N 11934-S32 1 of 4
Revision 01: 12-15-07
Supplements SR20
Section 1 - General
Avidyne CMax Electronic Approach Charts allows the pilot to view
terminal procedure chart data on the EX5000C MFD. If the chart is
geo-referenced, an ownship symbol and flight plan legs can be
overlaid on the chart to further enhance the pilots situational
awareness. Most approach charts and airport diagrams are geo-
referenced; most arrival, departure, and miscellaneous charts are not.
Figure - 1
Avidyne CMax Electronic Approach Charts
2 of 4 P/N 11934-S32
Revision 01: 12-15-07
SR20 Supplements
1. Do not use the CMax Approach Charts function for navigation of
the aircraft. The CMax Approach Charts function is intended to
serve as a situational awareness tool only.
2. The Avidyne FlightMax EX5000C Pilots Guide, P/N 600-00108-
000, Revision 03 or later, must be available to the pilot during all
flight operations.

Loss of CMax Electronic Approach Charts
In the event CMax Approach Charts cannot be displayed on the
MFD, refer to back-up approach data such as paper copies or a
laptop containing the JeppView software and data.
If no back-up data is available contact Air Traffic Control for
approach information.

Note
Back-up approach charts for CMax are not required. However,
back-up approach data for departure, destination, and
alternate field is recommended. Reference CMax Description
in this supplement.

The CMax installation is entirely software dependant. No additional
hardware is required.
Note
Back-up approach charts for CMax are not required. However,
back-up approach data for departure, destination, and
alternate field is recommended. Back-up approach data could
be printed copies of published approach charts, a laptop
containing the JeppView software and data, or notes providing
the approach vertical data (the Garmin 430 can display lateral
approach information).
P/N 11934-S32 3 of 4
Revision 01: 12-15-07
Supplements SR20
Refer to Avidyne FlightMax EX5000C Pilots Guide, for a more

complete description of CMax Approach Charts, its operating modes,
and additional detailed operating procedures.
4 of 4 P/N 11934-S32
Revision 01: 12-15-07
SR20 Supplements

Supplement
for
XM Satellite Weather System

When the XM Satellite Weather System system is installed in the
Cirrus Design SR20, this POH Supplement is applicable and must be
the airplane at all times. Information in this supplement adds to,
Handbook.
Note
supplement dated Original: 10-12-05.
P/N 11934-S33 1 of 4
Revision 01: 12-15-07
Supplements SR20
Section 1 - General
The XM Satellite Weather System enhances situational awareness by
providing the pilot with real time, graphical weather information
depicted on the MAP page of the EX5000C MFD display.
Figure - 1
XM Satellite Weather Overlay
2 of 4 P/N 11934-S33
Revision 01: 12-15-07
SR20 Supplements
1. Do not use the XM Satellite Weather System for navigation of the
aircraft. The XM Satellite Weather System is intended to serve as
a situational awareness tool only.

No Change.

No Change.
No Change.

Installation of the XM Satellite Weather System adds the following
following table.
ATA / Unit
Item Wt
34-07 XM Receiver O 1 16665-001 1.7 114.0

The XM Satellite Weather System enhances situational awareness by
providing the pilot with real time, graphical weather information. The
XM antenna, integrated with the COM1 antenna, receives weather
information from dual-redundancy satellites. This signal is sent to the
XM receiver, installed in the co-pilot side of the instrument console,
which interprets and overlays the weather data on the MAP page of
the EX5000C MFD.
Once activated, the XM Satellite Weather System will overlay the
following weather data on the EX5000C MFD:
NEXRAD Radar
P/N 11934-S33 3 of 4
Revision 01: 12-15-07
Supplements SR20
METARs
SIGMETs
AIRMETs
TFRs
Lightning Strikes
The XM Satellite Weather System is powered by 28 VDC supplied
through the 3-amp Weather/Stormscope breaker on the Non-Essential
Bus.
Refer to Avidyne FlightMax EX5000C Pilots Guide for a more
complete description of XM Satellite Weather System, its operating
modes, and additional detailed operating procedures.
4 of 4 P/N 11934-S33
Revision 01: 12-15-07
SR20 Safety Information
Section 10
Safety Information
Table of Contents
Introduction ................................................................................... 10-3
Cirrus Airframe Parachute System (CAPS) Deployment .............. 10-4
Deployment Scenarios............................................................... 10-4
Mid-air Collision ...................................................................... 10-4
Structural Failure .................................................................... 10-4
Loss of Control ....................................................................... 10-5
Landing Required in Terrain not Permitting a Safe Landing... 10-5
Pilot Incapacitation ................................................................. 10-5
General Deployment Information ............................................... 10-5
Deployment Speed ................................................................. 10-5
Deployment Altitude ............................................................... 10-6
Deployment Attitude ............................................................... 10-6
Landing Considerations ............................................................. 10-7
Emergency Landing Body Position......................................... 10-7
Door Position .......................................................................... 10-7
Water Landings ...................................................................... 10-8
Post Impact Fire ..................................................................... 10-9
Ground Gusts ......................................................................... 10-9
Taxiing, Steering, and Braking Practices .................................... 10-10
Proper Operating Practices ..................................................... 10-10
Brake Maintenance ..................................................................10-11

September 2011
Safety Information SR20

September 2011
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.

September 2011
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 life-
threatening emergency. However, because CAPS deployment is
expected to result in damage to 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.
Deployment Scenarios
This section describes 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

September 2011
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 below).
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
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.
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,

September 2011
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 feet AGL in mind as a
cut-off decision altitude. Above 2,000 feet, there would normally be
time to systematically assess and address the aircraft emergency.
Below 2,000 feet, 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.

September 2011
Landing Considerations
After a CAPS deployment, the airplane will descend at less than 1500
feet per minute with a lateral speed equal to the velocity of the surface
wind. The CAPS landing touchdown is equivalent to ground impact
from a height of approximately 10 feet. While the airframe, seats, and
landing gear are designed to accommodate the stress, occupants
must be prepared for the landing. The overriding consideration in all
CAPS deployed landings is to prepare the occupants for the
touchdown in order to protect them from injury as much as possible.
Emergency Landing Body Position
The most important consideration for a touchdown with CAPS
deployed is to protect the occupants from injury, especially back injury.
Contacting the ground with the back offset attempting to open a door
or secure items increases the likelihood of back injury. All occupants
must be in the emergency landing body position well before
touchdown. After touchdown, all occupants should maintain the
emergency landing body position until the airplane comes to a
complete stop.
The emergency landing body position is assumed with tightened seat
belt and shoulder harness by placing both hands on the lap, clasping
one wrist with the opposite hand, and holding the upper torso erect
and against the seat backs. The seat cushions contain an aluminum
honeycomb core designed to crush under impact to absorb downward
loads and help protect the spine from compression injury.
Door Position
For most situations, it is best to leave the doors latched and use the
time available to transmit emergency calls, shut down systems, and
get into the Emergency Landing Body Position well before impact. The
discussion below gives some specific recommendations, however, the
pilot's decision will depend upon all factors, including time to impact,
altitude, terrain, winds, condition of airplane, etc.
There is the possibility that one or both doors could jam at impact. If
this occurs, to exit the airplane, the occupants will have to force open a
partially jammed door or break through a door window using the
Emergency Exit Hammer located in the lid of the center armrest. This
can significantly delay the occupants from exiting the airplane.

September 2011
If the pilot elects to touchdown with a door opened, there are several
additional factors the pilot must consider: loss of door, possibility of
head injury, or injury from an object coming through the open door.
If a door is open prior to touchdown in a CAPS landing, the
door will most likely break away from the airplane at impact.
If the door is open and the airplane contacts the ground in a
rolled condition, an occupant could be thrown forward and
strike their head on the exposed door pillar. Contacting the
ground in a rolled condition could be caused by terrain that is
not level, contacting an obstacle such as a tree, or by transient
aircraft attitude.
With a door open, it is possible for an object such as a tree limb
or flying debris to come through the opening and strike an
occupant.
WARNING
If it is decided to unlatch a door, unlatch one door only.
Opening only one door will provide for emergency egress as
well as reduce risks associated with ground contact. Typically,
this would be the copilot's door as this allows the other
occupants to exit first after the airplane comes to rest.
CAPS Landing Scenario Door Position
Empty Copilot Seat Unlatch Copilot Door
Very Little Time Before Impact Keep Doors Closed
Fire Unlatch Copilot Door
Water Landing Unlatch Copilot Door
Condition Unknown Keep Doors Closed
Water Landings
The ability of the airplane to float after a water landing has not been
tested and is unknown. However, since there is the possibility that one
or both doors could jam and use of the emergency egress hammer to
break out a window could take some time, the pilot may wish to

September 2011
consider unlatching a door prior to assuming the emergency landing

body position in order to provide a ready escape path should the
airplane begin to sink.
Post Impact Fire
If there is no fire prior to touchdown and the pilot is able to shut down
the engine, fuel, and electrical systems, there is less chance of a post
impact fire. If the pilot suspects a fire could result from impact,
unlatching a door immediately prior to assuming the emergency
landing body position should be considered to assure rapid egress.
Ground Gusts
If it is known or suspected that ground gusts are present in the landing
zone, there is a possibility that the parachute could drag the airplane
after touchdown, especially if the terrain is flat and without obstacles.
In order to assure that the occupants can escape the airplane in the
timeliest manner after the airplane comes to rest, the pilot may elect to
unlatch the copilot's door for the CAPS landing. Occupants must be in
the Emergency Landing Body Position for touchdown. Occupants must
not loosen seat belts until the airplane comes to rest. When the
airplane comes to rest, the occupants should exit the airplane and
immediately move upwind to prevent a sudden gust from dragging the
airplane in their direction.

September 2011
Taxiing, Steering, and Braking Practices

Cirrus aircraft use a castering nose wheel and rely on aerodynamic
forces and differential braking for directional control while taxiing.
Proper braking practices are therefore critical to avoid potential
damage to the brakes.
The most common cause of brake damage and/or failure is the
creation of excessive heat through improper braking practices. Pilots
unaccustomed to free castering nose wheel steering may be inclined
to ride the brakes to maintain constant taxi speeds and use the
brakes excessively for steering.
Proper Operating Practices
When taxiing, directional control is accomplished with rudder
deflection and intermittent braking (toe taps) as necessary. Use only
as much power as is necessary to achieve forward movement.
Deceleration or taxi speed control using brakes but without a reduction
in power will result in increased brake temperature.
On flat, smooth, hard surfaces, do not exceed 1000 RPM maximum
continuous engine speed for taxi. Power settings slightly above 1000
RPM are permissible to start motion, for turf, soft surfaces, and on
inclines. Use minimum power to maintain constant taxi speed.
Riding the brakes while taxiing is similar to driving a car with one foot
on the brake and one foot on the gas. This causes a continuous build
up of energy that would otherwise be moving the airplane.
Observe the following operating practices:
Verify that the parking brake is completely disengaged before
taxi.
The rudder is effective for steering on the ground and should be
used.
Use only as much power (throttle) as is necessary to achieve
forward movement. Keep in mind, any additional power added
with the throttle will be absorbed in the brakes to maintain
constant speed.
Use rudder deflection and the minimum necessary inputs of
differential braking to achieve directional control.
10-10 P/N 13999-002 Info Manual

September 2011
Do not ride the brakes. Pilots should consciously remove

pressure from the brakes while taxiing. Failure to do so results
in excessive heat buildup, premature brake wear, and
increased possibility of brake failure or fire.
Avoid unnecessary high-speed taxiing. High-speed taxiing may
result in excessive demands on the brakes, increased brake
wear, and the possibility of brake failure or fire.
Brakes have a large energy absorbing capacity; therefore,
cooling time should be considered. Energy absorbed during a
few seconds of deceleration can take up to an hour to dissipate.
Always allow adequate cooling time after brake use.
Allow a cooling period following a high-energy braking event.
High-energy braking can include an aborted takeoff or the
equivalent energy required for a Maximum Gross Weight full-
stop from 70 knots in less than 1000 feet.
Brake Maintenance
The brake assemblies and linings should be checked at every oil
change (50 hours) for general condition, evidence of overheating, and
deterioration. Serials 1005 thru 2030 before SB 2X-05-01: At every
annual/100-hour inspection the brakes should be disassembled, the
brake linings should be checked and the O-rings must be replaced.
Refer to Section 8, Handling, Servicing, and Maintenance for specific
servicing information on the Brake System.
P/N 13999-002 Info Manual 10-11

September 2011
10-12 P/N 13999-002 Info Manual

September 2011

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AIRPLANE INFORMATION MANUAL

At the time of issuance, this Information Manual was harmo-

Therefore, this Information Manual is for reference only and can-

P/N 13999-002 September 2011

P/N 13999-002 Info Manual 1-1

Intentionally Left Blank

1-2 P/N 13999-002 Info Manual

P/N 13999-002 Info Manual 1-3

GROUND TURNING CLEARANCE

-RADIUS FOR WING TIP 23' 11"

-RADIUS FOR NOSE GEAR 9' 11"

-RADIUS FOR INSIDE GEAR 6"

-RADIUS FOR OUTSIDE GEAR 12' 2"

TURNING RADII ARE CALCULATED USING ONE BRAKE AND

1-6 P/N 13999-002 Info Manual

P/N 13999-002 Info Manual 1-7

Symbols, Abbreviations and Terminology

1-8 P/N 13999-002 Info Manual

VSO Stalling Speed is the minimum steady flight speed at which

P/N 13999-002 Info Manual 1-9

Pressure Altitude is the altitude read from the altimeter

Engine Power Terminology

Performance and Flight Planning Terminology

1-10 P/N 13999-002 Info Manual

Weight and Balance Terminology

P/N 13999-002 Info Manual 1-11

Station is a location along the airplane fuselage measured

1-12 P/N 13999-002 Info Manual

P/N 13999-002 Info Manual 2-1

Intentionally Left Blank

2-2 P/N 13999-002 Info Manual

P/N 13999-002 Info Manual 2-3

Speed KIAS KCAS Remarks

VNE 200 200 Never Exceed Speed is the speed limit

VPD 135 135 Maximum Demonstrated Parachute

Airspeed Indicator Markings

Power Plant Limitations

2-6 P/N 13999-002 Info Manual

P/N 13999-002 Info Manual 2-7

Red Line Green Arc Yellow Arc Red Line

Power Plant Instrumentation

Tachometer 500 - 2700 2700

Center of Gravity Limits

2200 12.0 % MAC 24.1 % MAC

Flight Load Factor Limits

Minimum Flight Crew

2-10 P/N 13999-002 Info Manual

System, Kinds of Operation Remarks,

Batter, Secondary 1 1 Turn Coord Backup.

Low Volts Annunciator 1 1 1 1

Circuit Breakers A/R A/R A/R A/R As Required.

P/N 13999-002 Info Manual 2-11

System, Kinds of Operation Remarks,

Flap Position Lights 3 3 3 3

Pitch Trim Indicator 1 1 1 1