cirrus sr22 cruise power settings

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Cirrus SR22 Guide and Specs: A Ci-rious Aircraft

Table of Contents

See what I did there? Punny, isn’t it? What isn’t a joke though, is the Cirrus SR22. This aircraft has become a titan in the general aviation scene and has set records across the board. By definition, it is a single-engine piston aircraft, but in reality, it is so much more.

It has everything a general aviation pilot can ask for and more, in terms of performance, comfort, and safety. It’s also beautiful to look at and has been styled like something out of the jetsons. As a pilot, I believe it’s one of the best single-engine piston aircraft in its class that money can buy, and at the end of this guide, I hope you’ll see why.

Cirrus Aircraft Corporation

The Cirrus Aircraft Corporation was founded in 1984 by Alan and Dale Klapmeier and Jeff Viken, in the Klapmeier family barn in Baraboo, Wisconsin. The three founders were college students when they began designing their first aircraft, the VK-30.

The VK-30 was a single-engine piston aircraft that had the engine placed in the middle of the fuselage, behind the cabin. The powerful Continental IO-550-G engine produced 300 hp (220 kW) and drove a three-bladed propeller that was mounted behind the tail. The body was made completely of composite materials and would carry four passengers and one pilot, which made it significantly larger than the standard kit plane at the time.

The VK-30 stood out and was a novel concept. But most importantly, it pushed Cirrus’ founders to produce aircraft that had a more conventional layout. It also allowed them to experience the power and reliability of the Continental IO-550 engine, which is now synonymous with piston engine Cirrus aircraft.

Development and Design

The SR22 is a single-engine piston (available) in both naturally aspirated and turbocharged versions), low-wing, civil utility aircraft with the fixed tricycle landing gear. It is derived from the SR20 and is similar to its predecessor in design. However, the SR22 is a big step up in terms of performance, technology, comfort, and features.

Like all Cirrus single-engine aircraft, the SR22 is powered by a horizontally opposed, air-cooled, fuel-injected Continental 550 engine that has a total displacement of 552 cubic inches (9.05 l). The SR22 features an IO-550-N, while the turbocharged SR22T is powered by the dual turbocharged TSIO-550-K.

The SR22 is the most produced general aviation aircraft to be made out of composite materials. The use of composites allows the aircraft to be light and fuel-efficient, while still being strong enough to carry high payloads. The body is also designed to have a very low drag coefficient which increases performance and further reduces fuel consumption.

The composites used in the body of the SR22 are not only lighter than conventional materials. But it is also significantly stronger according to the crash tests conducted by Cirrus. The fuselage of the SR22 is made in two halves using molds. These halves are then joined together in a curing process. The wings are also built as a single piece and are joined to the aircraft using a spar.

When you enter the SR22, the most striking thing is the yoke or lack thereof. The controls are what Cirrus calls a side-yoke, and have more in common with the side-stick controls you find on an Airbus . The interior of the SR22-G6 is a masterclass on how to build a cockpit. It is centered around using technology to improve the flight experience.

The Garmin 1000NXi-based Cirrus Perspective+ flight deck has everything a pilot could want in terms of functionality in its standard setup, and additional systems can be added to elevate the user experience. The entire aircraft is electric and is run by two alternators and batteries that are all independent from each other for redundancy and safety.

The Cirrus SR22 is chock-full of safety features, but the one that put the SR series on the map is the Cirrus Airframe Parachute System (CAPS). When deployed, this ballistic parachute will safely bring the aircraft down at a rate of 1,680 feet per minute at MTOW. Though this seems like a high rate of descent, there have only been minor injuries during emergencies where the CAPS was used.

Soaring Sales

After its release in 2001, it took the SR22 two years to become the best-selling general aviation aircraft and has maintained the feat every year since. As of January 2022, the SR series has sold over 8,000 units, with no signs of sales slowing down.

Cirrus SR22 Specifications

The exact specifications of the Cirrus SR22 are:

Cirrus SR22 Performance and Handling

The design of the SR22 ensured it handles well. But when the G3 model was released, the updated wings and improved CG range helped make the aircraft more stable. The new G6 model can reach a maximum cruise speed of 183 kts (339 kmph) thanks to its tried and true Continental IO-550-N heart (TSIO-550-K for the turbo models).

The NA variant has a service ceiling of 17,500 ft (5,334 m) while the turbocharged variant can fly up to 25,000 ft (7,620 m). Unfortunately, the SR22 is not pressurized, but an oxygen system is available to allow customers to fly at high altitudes.

The performance of the SR22’s autopilot experience improves when the Cirrus Executive package is added. This package adds a yaw damper to the aircraft, the yaw damper can be controlled by the autopilot improving the flight experience.

Cirrus SR22 Maintenance Schedule

Airframe maintenance.

An SR22 has a useful life of 12,000 hours, which the company claims are equivalent to 60 years of use. Every 10 years the CAPS will need to be repacked and serviced to ensure that the system will work in case of emergency.

Engine Maintenance

Both the Continental IO-550-N engine on the naturally aspirated SR22 and the TSIO-550-K on the turbocharged model have an overhaul time of 2,000 hours.

The overhaul cost for an SR22TN without the turbocharger overhaul is $35,000, when the turbocharger overhaul is included the costs increase to $40,000. A factory rebuilt engine for an SR22TN costs an average of $61,700, while a brand new factory engine costs $70,950. For a naturally aspirated SR22, a new factory engine costs $45,450 while a factory rebuilt engine costs between $38,800 and $40,300.

Cirrus SR22 Price

The SR22 is one of the most capable single-engine aircraft in existence. It’s marketed as a luxury aircraft that can outperform the competition in both safety and performance. But it doesn’t come cheap.

A brand new 2022 Cirrus SR22-G6 costs $722,900 without any additional features. There are additional packages that can be added to the aircraft at the customer’s discretion to improve its performance which we’ll discuss later. The GTS version of the SR22 includes all the upgrade packages the company has to offer. This version costs $902,900 with the icing package and $872,900 without.

Cirrus SR22 Modifications and Upgrades

The Cirrus SR22-G6 is jam-packed with features in its standard configuration, but Cirrus is known for luxury aircraft that go the extra mile both for passengers and pilots. The manufacturer offers five optional packages that customers add to their aircraft to improve performance and the flying experience.

SR22 Package Details

Cirrus executive.

This package adds two main features to the aircraft. The first is a yaw damper and the second is Cirrus’ Enhanced Vision System (EVS). The yaw damper enables the autopilot to control the aircraft’s vertical axis, preventing slip and skid to provide a better ride for the occupants and reduce pilot workload. The EVS increases situational awareness by using infrared imaging to provide more information on the MFD such as cloud tops, terrain, etc.

Cirrus Awareness

This package adds what Cirrus calls Active Traffic and eTAWS. The former actively interrogates the transponders of nearby aircraft and improves the ADS-B on the MFD. eTAWS is a predictive terrain avoidance system. Both systems provide the pilot with visual and audio feedback to alert them of any threat.

Cirrus Advantage

This package upgrades the size of the Cirrus Perspective+ flight deck’s screen from 10 inches to 12 inches. Additional features include Jeppesen ChartView and SurfaceWatch. Improves IFR flying by overlaying approaches and airspaces over the MFD to reduce pilot workload. Also warns the pilot of hazards visually and aurally.

Certified Flight Into Known Ice

This anti-icing system is based on a TKS-based system and releases anti-icing fluid over the wings using its dual tanks, which have an automatic switching function for when one is empty. To cope with various icing conditions the system has three rates of adjustment to ensure that fluid is being used in an optimum manner. A Tanis Avionics and Engine Pre-Heater is included to have the aircraft ready to fly in freezing temperatures.

Premium Appearance

Allows customers to add a carbon fiber or metallic paint to the aircraft available in a combination of 12 colors and two dual-tone designs.

Factory Additional Options

Cirrus also offers add-ons that aren’t part of the main packages as well. These smaller add-ons are for customers that want to pick and choose the upgrades that make their aircraft better. These add-ons range from visual customization to performance upgrades.

The most popular options are the factory air conditioning unit and the built-in oxygen system for high-altitude operations. There is an option to switch out the standard metal propeller for a composite propeller built by Hartzell to Cirrus’ specifications.

Finally, customers can opt to have their aircraft’s interior, exterior, or both, customized to their liking by the Cirrus Xi design team to make their Cirrus SR22-G6 bespoke.

The pricing list for the packages and options are listed in the table below:

Aftermarket Options

Being the best-selling general aviation aircraft since 2003 means that aftermarket parts and upgrades are plentiful. A 2001 SR22 can be outfitted with avionics and performance upgrades that can essentially make it a 2022 model.

The most significant aftermarket upgrade that can be made to an SR22 is to turbocharge a normally-aspirated variant. This increases the horsepower of the aircraft and allows it to operate at a maximum service ceiling of 25,000 ft. The caveat of turbocharging the aircraft is more expensive maintenance and a reduced payload because of the extra weight of the turbocharger and associated systems.

Another popular upgrade that significantly improves the performance of the aircraft is an avionics upgrade. There are two main options for a complete overhaul of the avionics, communications equipment, and the autopilot. The Garmin has expanded support for the G1000 NXi to be retrofitted to many aircraft, older SR22s included. The competing Avidyne Release 9 system is equally capable, but has less support and popularity, but is cheaper than Garmin’s offering.

Cirrus SR22 Resale Value

Cirrus aircraft are extremely popular and maintain their value. Customers who can’t afford a brand new SR22 often purchase used SR22s and upgrade them. The size of the community and support for both the factory and aftermarket suppliers for parts and maintenance means that the aircraft won’t become obsolete anytime soon.

The oldest SR22 we could find for sale was a 2001 model with 3,440 hours on the frame, and a factory-remanufactured engine that has accumulated 1,500 hours. In addition, the parachute had been repacked in 2021, which is a significant cost saving for a future owner. This example was listed at $289,900.

A 2002 model with a total time of 1,751 on the frame, engine, and propeller with one owner and no damage history is priced at $259,900. It might seem strange that this model is priced less than the model above. However, the parachute is due to be repacked in 2023 which makes it less desirable.

A more realistic example of a secondhand aircraft is this 2012 SR22-G3 GTS. The aircraft has a total of 735 flight hours on the frame and engine. It has also been upgraded with Berringer brakes, a composite propeller, an electronic ignition system, and new fuel injectors. This GTS version is also equipped with the Flight Into Known Icing package. It is listed at $649,000.

The newest model we could find was a 2020 SR22-G6 GTS with a total of 250 hours on the aircraft. It is priced at $1,085,000.

Cirrus SR22 Common Problems

Most of the problems that the SR22 are associated with the older models. One of the main complaints was the vibration from the engine, which the company fixed by adding two more engine mounts.

Another issue was the inability to access the CAPS system when the chute needed to be repacked. The lack of an access door meant that the fuselage would have to be cut open to get to the system. Cirrus would take until the fourth generation to add an access door, but that issue has also been solved.

The most alarming issue was the higher than normal fatality rate in SR22 aircraft. Even with the CAPS system, accidents were more common in the SR22 than in its competitors. This was later attributed to a lack of training in the aircraft. The training program has since been revised, after which the rate dropped.

Cirrus SR22 Insurance Options

Aircraft insurance comes is broken into two categories: liability coverage and hull coverage. Liability coverage is mandatory by law and is used to cover damage caused by the operation of the aircraft. This includes injuries to passengers and persons on the ground, as well as property damage and lawyer’s fees in case of a lawsuit.

Hull coverage is optional is mainly for aircraft owners. Hull coverage is used to insure the aircraft from damage. The payout is mainly used to repair the aircraft, but in cases where the aircraft is totaled, the insurer will pay the policyholder the amount the aircraft was insured for.

The cost of an insurance plan varies due to many factors such as the type and safety record of the aircraft, the area and routes flown, and if the aircraft is used for personal or commercial use. One of the main factors that can drastically affect the cost of an insurance plan is pilot experience.

Insurance companies define an experienced pilot as an individual who has at least an instrument-rated private pilot with a total of 750 hours and at least 50 hours on type.

Among the 10 insurance providers for Cirrus SR22s, the average amount for liability coverage and hull coverage is $1,000,000 and $245,000, respectively. For liability coverage only, an experienced pilot can expect to pay between $500 and $650 per year, and less experienced pilots will be charged between $900 to $1,142.

When hull coverage is also included, the premiums for a qualified pilot increase to between $2,624 and $3,153 a year. Less qualified pilots will have to pay between $4,000 and $5,000 annually.

Cirrus SR22 Operating Costs

According to My Aircraft Cost.com, a Cirrus SR22-G6 being used for 450 hours annually will cost an average of $68,332 in fixed costs and $73,858 in variable costs. The cost per hour is $315 while a gallon of fuel is $5.

Maintenance Costs

One of the biggest maintenance costs that owners of the SR22 is the parachute repack that has to be done every 10 years. The system has to be checked every 10 years to ensure that it will activate when the occasion calls for it. This procedure has to be completed at a Cirrus authorized service center and currently costs between $15,000 to $17,000.

Cirrus SR22 Variants

Over its 21-year production run, the SR22 has spawned eight variants including the original.

SR22-G2 (Generation Two)

The second generation SR22 was released in 2004. The changes made were small, but improved the quality of the aircraft. A common complaint of the first generation was engine noise and vibration, so Cirrus used six mounting points instead of four. Changes were made to the fuselage to make maintenance easier and the interior was made more comfortable and included shoulder harness airbags as standard.

SR22-TN (Turbo-normalized)

This is a turbo-normalized variant of the SR22 that allowed the aircraft to fly up to altitudes as high as 25,000 ft. A Tornado Alley Turbo was bolted on and used to maintain sea-level pressure throughout its flight envelope, there were no other performance gains made. This setup put very little strain on the engine in comparison to conventional turbocharging.

SR22-G3 (Generation Three)

The third iteration of the SR22 was introduced in 2007. The wing was made lighter by 50 lbs (23 kg), and the size of the in-built fuel tank was increased to hold 11 US gal (40 l) more than the previous generation. This increased the range of the aircraft by 18 percent.

The wing root fairings were also redesigned to produce less drag and now had LED recognition lights. The dihedral angle of the wings was also increased to improve stability and handling. On the models with the CFIKI package, the amount of fluid held was increased to provide 30 and 15 minutes more flight time in normal and max modes, respectively.

The landing gear was redesigned to increase the height of the aircraft by two inches (5.1 cm). This provided more ground clearance for the propeller, and also increased the center of gravity envelope.

SR22T (Turbo)

In June 2010, Cirrus introduced the SR22 Turbo which featured a ground-boosted turbocharger. The engine on this model is a Continental TSIO-550-K producing 315 hp, five more than the standard version. The SR22T has done away with propeller control and has a fixed 2,500 RPM prop.

SR22-G5 (Generation Five)

Cirrus introduced the fourth generation of the SR22 in 2013, but unceremoniously skipped the G4 designation, and instead called it the G5 which was available in both NA and Turbo variants. The G5 had a lot of improvements over the G3 and introduced new features.

The biggest change was the increased MTOW of 3,600 lbs (1,633 kg) up from 3,400 lbs (1,542 kg). Some of the features included in the GTS model of the G3 now came standard in the G5. The CAPS system was also overhauled, the deployment speed was increased by 7 kts from 133 kts to 140 kts, and the ignition for the rocket was switched over to an electric system from a pyrotechnic system. The CAPS system now had an access door which means that the fuselage no longer had to be cut during parachute repacks.

SR22-G6 (Generation Six)

The latest and fifth generation of the SR22 was released in 2017. The only major change was the introduction of the new avionics system called the Cirrus Perspective +. The system is based on the Garmin G1000NXi and has 10-inch panels with an option to upgrade to 12 inches. The processor is also significantly more powerful than the standard system, allowing the system to work smoothly in all conditions.

SR22-TRAC (Training Aircraft)

This model is built for training and has a simplified cockpit to help ease new pilots into the SR22 systems.

Cirrus SR22 Competing Aircraft

The Cessna TTx is also known as the Cessna 400 was introduced in 2004 and is considered to be the closest competitor to the SR22. Like the SR22 the TTx is mainly built from composite materials, The TTx is powered by a turbocharged Continental TSIO-550-C which produces 310 hp (230 kW) at a peak RPM of 2,600. Though it shared many of the same features as the SR22, the TTx never had the same traction as the SR22. In 2018, Cessna axed the aircraft.

FAQ: Frequently Asked Questions

Question: why does the parachute have to be repacked every 10 years.

Answer: The parachute assembly has a rocket that is fired to deploy the parachute effectively. The rocket has its own fuel source which has a limited lifetime. In addition, all the parts of the assembly have to be checked to ensure smooth operation.

Question: What turbo-normalizing?

Answer: Turbo normalizing or altitude turbocharging is used to increase the service ceiling of an aircraft. In a turbo-normalized aircraft, the turbo doesn’t add any extra power. It simply maintains sea-level manifold pressure (around 29 to 30 inches) at higher altitudes, which allowed the aircraft to perform the same throughout its flight envelope.

Question: What is a ground-boosted turbocharger?

Answer: A ground-boosted turbocharger is more akin to the conventional turbo setup you find in cars. The turbo is used mainly to increase power output, while the benefit of flying at higher altitudes is a side effect of the compressed air the engine receives. Ground-boosted turbochargers can increase the manifold pressure to a maximum of 45 inches. The compression ratio of the pistons is usually lower than their naturally aspirated counterparts. In the SR22T, the compression ratio is 7.5 to 1.

Simple Flying

How far can the cirrus sr22 fly.

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The Cirrus SR22 can achieve up to 1,100 NM range with careful fuel management and extended flight time, testing pilot endurance.
The SR22T has a 25,000 ft service ceiling, requiring supplemental oxygen above 10,000 ft, ensuring safety for high-altitude operations.
The Cirrus Airframe Parachute System (CAPS) enhances safety, with 129 deployments resulting in 265 survivors and a reduced fatal accident rate.

The Cirrus SR22 is a single-engine, four- or five-seat composite aircraft developed by Cirrus Aircraft , based in Duluth, Minnesota. The SR-22 is not limited to making circuits in the traffic pattern; it is a serious long-range cross-country machine.

The Cirrus SR22 operating manual states a maximum range of approximately 1,049 NM, with reserves cruising at 65% power. This range can vary slightly depending on the specific model and power settings. For example, the turbocharged SR22T has a maximum range of 1,021 NM with a 45-minute reserve cruising at 85% power.

Under optimal conditions and careful fuel management, the SR22 can achieve up to 1,100 NM—an impressive feat for a light single aircraft. However, flying the plane to its maximum range will take approximately 5.7 hours, testing the pilot's and passengers' endurance.

The SR-22T achieves its long range due to a service ceiling of 25,000 ft. The aircraft is a non-pressurized airplane, so supplemental oxygen is required when operating above 10,000 ft. The SR22T is equipped with a sophisticated built-in oxygen system to ensure the safety and comfort of the pilot and passengers at high altitudes.

The Cirrus SR22 T's supplemental oxygen system is a continuous-flow type. This system provides a steady oxygen flow to the pilot and passengers, essential for maintaining adequate oxygen levels in the bloodstream at high altitudes where atmospheric pressure is much lower.

The Precise Flight oxygen system

The continuous-flow system includes nasal cannulas and oxygen masks. Cannulas may be used for altitudes up to 18,000 feet. However, oxygen masks are required to ensure sufficient oxygen delivery for altitudes up to the maximum operating altitude of 25,000 feet.

The built-in oxygen system for the Cirrus SR22T, such as the Precise Flight Fixed Oxygen System , is designed to be convenient and high-capacity. It supports the pilot and up to three passengers, with some configurations available for five occupants.

This system is integrated into the aircraft and provides a reliable source of supplemental oxygen during high-altitude operations.

Origin and development of the SR-22

Cirrus Aircraft introduced the SR-22 in 2001 as an upgrade from the SR20, featuring a larger wing, higher fuel capacity, and a more powerful engine. The SR22 has become the best-selling general aviation aircraft every year since 2003 and is known for its innovative safety features, including the Cirrus Airframe Parachute System (CAPS) .

The SR-22's technology and advanced features are not inexpensive. A new aircraft can cost more than $1 million. A recently listed 2022 model with 375 hours TTAF cost $949,900.

The SR22 is powered by the Continental IO-550-N engine, producing 310 horsepower. The turbocharged version, the SR22T, uses a Continental TSIO-550-K engine, which produces 315 horsepower and allows the aircraft to achieve higher altitudes. These engines provide robust performance, allowing the aircraft to reach impressive speeds and altitudes.

The SR22's maximum cruise speed is 183 knots, while the SR22T can reach up to 213 knots at 25,000 feet. The SR22's typical cruise speed is around 180 knots.

Overall performance:

Maximum range: 1,049 nm (standard SR22), 1,021 NM (SR22T)
Service ceiling: 17,500 ft (standard SR22), 25,000 ft (SR22T)
Rate of climb: 1,203 fpm for SR22T
Stall speed: 60 knots
Takeoff distance over 50 ft obstacle: 2,080 ft
Landing distance over 50 ft obstacle: 2,535 ft

The Plane With A Parachute: A Guide To The Cirrus SR22

This popular plane features a life-saving piece of equipment.

Unique safety features

One of the standout features of the Cirrus SR22 is its emphasis on safety. The aircraft is equipped with the Cirrus Airframe Parachute System (CAPS). In an emergency, the pilot can activate the whole-plane parachute recovery system to bring the airplane safely to the ground. This system has significantly contributed to the aircraft's market success and reputation for safety.

The CAPS system does save lives

As of March 16, 2024, the CAPS had been deployed 129 times , resulting in 265 survivors. Thus, the system has been highly effective in saving lives during emergencies. However, there have been fatalities associated with its use.

While CAPS has significantly reduced the odds of fatal accidents, there have been instances where fatalities occurred despite the deployment of the parachute. In a study evaluating the effectiveness of CAPS, out of 268 accidents involving Cirrus aircraft, 82 of 211, 38.9% of non-deployed CAPS accidents were fatal, compared to 8 of 57 or 14.0% for deployed CAPS accidents. The use of CAPS significantly reduces the likelihood of fatal outcomes in the event of an accident.

It is important to note that no occupant fatalities occurred when deployed within the certified speed and altitude parameters. However, due to anomalies, there have been a few unsuccessful deployments within those parameters. The CAPS system has proven to be a revolutionary safety feature in general aviation, resulting in a significant survival advantage in emergencies.

Other safety features include:

Enhanced vision systems are available in some models to improve situational awareness.
TKS ice protection system: Provides anti-icing capabilities, allowing for safer flight in known icing conditions.
Advanced avionics: The Cirrus Perspective Touch+ by Garmin offers sophisticated flight displays, touchscreen controllers, and split-screen capabilities to reduce pilot workload and enhance situational awareness.
Stall warning and protection: The SR22 includes systems to alert the pilot of an impending stall and assist in recovery.

The Cirrus SR22 is a highly capable and popular general aviation aircraft; over 8,000 aircraft have been produced. It is known for its performance, comfort, and innovative safety features. Its range, speed, and advanced avionics make it a preferred choice for private pilots and flight training organizations worldwide.

A List Of 4 Cirrus Built Aircraft

The SR22 is the most-produced General Aviation aircraft of the 21st century.

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New Asobo Cirrus SR22, what's the verdict?

By Dillon , December 6, 2023 in Microsoft Flight Simulator (2020)

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Link to post, share on other sites, dillon 2,250.

1 hour ago, MattNischan said: Maybe someone smarter at art than me knows (we don't have any artists at WT), but I'm not aware of any way of doing that in the sim.

Who did the new model then? This is not the original SR22 model with new Avionics like the Longitude was. 😐

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MNORM 22

3 hours ago, Flyfaster_MTN002 said: Had a chance to try the flight again today: 1) RPM not moving: At 12,000ft level cruise 2500 RPM with WOT. Could not get RPM to change when pulling power. Moving the throttle made no difference stuck at 2500 RPM . 2) CHT's not moving: CHT's are not moving/rising poperly on the engine page. Only the right side EGT graph bars move up/down. The CHT's were frozen similar to the RPM issue above. 3) TKS: When loading the plane it shows 70gal of TKS (default). Noticed in icing again none of the de-ice worked. Checked the TKS tanks and they showed empty! Is this the reason it is not shedding ice when turning de-ice on? Of note also is lack of TKS fluid depiction. When switched on, you will see it weep back on the wings. 4) Anti-ice: Tried turning the cabin fan to 4 (highest) and temp full red (highest). Made no difference in cabin window and/or windscreen ice. The airflow buttons are not clickable. They should be to direct warm air to windshield. As should the AC button, which has a noticeable drag on the engine (50 RPM give or take when the belt is engaged). 5) The non-clicky button referenced earlier is confirmed non-clicky. All the rest click. 🙂

Doing a test flight now. My RPMs are stuck at 2700-2715 regardless of the power setting. This results in a constant RPM warning. Any ideas?

snglecoil 1,829

As shown in the video Matt linked above, setting 30.5” MP and leaning to maintain 1600 degrees EGT/TIT is the technique taught by Cirrus instructors in the 22T…which oddly I’ve never been able to find in any of the published training materials. That is used for lean of peak climb and cruise. CHTs are really the critical metric, but since CHT responds much more slowly than EGT/TIT, we use EGT/TIT to make adjustments due to its relative immediate feedback.

48 minutes ago, MNORM said: Doing a test flight now. My RPMs are stuck at 2700-2715 regardless of the power setting. This results in a constant RPM warning. Any ideas?

Yeah, this indicates to me that's there's probably a mod in conflict. We've seen a few interfere, mostly the SR22 Realism Mod and a flight model mod.

1 hour ago, Dillon said: Who did the new model then?

One of the MSFS art teams worked their magic on the model, which I think looks absolutely awesome.

52 minutes ago, MattNischan said: Yeah, this indicates to me that's there's probably a mod in conflict. We've seen a few interfere, mostly the SR22 Realism Mod and a flight model mod.

As a matter of fact I did have an old improvement mod in the community folder. I removed it and went on another test flight. Now the RPMs are at 2500.

h2egc 40

Love the plane...

The click spot for fuel levers are to low, have to click on the center arm rest to access to fuel levers.

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JYW 2,994

As Matt said, the real SR22T G6 sounds very different to earlier SR22s with the same basic engine. I used to fly a 2007 quite a lot back in 2010. I became very accustomed to it's engine/prop sound. (BTW despite their prestige and high quality, SR22s are really quite loud). Last year I had my first flight in a SR22T G6, from Gloucester airport to Blackpool. On climb I said to the PIC that it sounded really strange, like a constant drone. That's when I found out that the G6s maintain a constant prop speed of 2500rpm (a little like the PC-12 maintains 1700rpm throughout the regime). The SR G3s and older used to vary RPMs according to power lever position.

Working Title have captured that 'drone' very realistically IMHO. I don't find it a very pleasant sound IRL! but in terms of realism, it's bang on in this model.

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43 minutes ago, JYW said: Working Title have captured that 'drone' very realistically IMHO. I don't find it a very pleasant sound IRL! but in terms of realism, it's bang on in this model.

Maybe I'm missing something but the sounds in this new model sound no different than what was there before with the original SR22. 😶 😳 Maybe someone can post a comparison video of the sounds because the old version is permanently gone on most of our setups. Again I don't hear any change in the sounds.

We didn't alter any sounds, no. But I think the introduction of the fixed governor has definitely subjectively changed the cruise soundscape a bit.

2 hours ago, Dillon said: Maybe I'm missing something but the sounds in this new model sound no different than what was there before with the original SR22. 😶 😳 Maybe someone can post a comparison video of the sounds because the old version is permanently gone on most of our setups. Again I don't hear any change in the sounds.

The core sounds are the same, yes. This is evident by the fact that the Boris Audio Works SR22 sound pack still works with the new model.

But the engine/prop sounds very different as the old model (G3) had a prop pitch that reduced in line with the power setting. This new model is constant 2500 through the full flight regime.

mali6491 0

Not sure if everyone that updated to the new SU14 update 1.35.21.0 is supposed to have the new Cirrus SR22 aircraft. I dont see one in the hangar. Looking into the

"Official" folder I see 4 livery folders, but no base aircraft folder that I expect should be like asobo-aircraft-sr22. Is this new aircraft only available to Beta participants?

3 minutes ago, mali6491 said: Not sure if everyone that updated to the new SU14 update 1.35.21.0 is supposed to have the new Cirrus SR22 aircraft. I dont see one in the hangar. Looking into the "Official" folder I see 4 livery folders, but no base aircraft folder that I expect should be like asobo-aircraft-sr22. Is this new aircraft only available to Beta participants?

Load it up and see for yourself. 😉 I'm sure you'll be pleasantly surprised. Asobo goofed on the name so it still says, 'SR22'.

41 minutes ago, JYW said: The core sounds are the same, yes. This is evident by the fact that the Boris Audio Works SR22 sound pack still works with the new model. But the engine/prop sounds very different as the old model (G3) had a prop pitch that reduced in line with the power setting. This new model is constant 2500 through the full flight regime.

Again, we need a comparison video. 🧐 The only difference I see is the spool-up sound when taking off.

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Full Power Climbs

For the SR22 owners: When do you execute your first power reduction after takeoff? I climb full power until levelling off and then lean the engine to LOP. During the climb, I only lean per the max fuel flow chart on the panel. After the first 1,000’ AGL, I typically increase and hold my airspeed between 120 and 140 and climb at about 1,000 fpm (unless my wife is with me and then do about 700 fpm - she feels that higher rates of climb are less comfortable and more dangerous, and it is only by her good graces that I get to fly at all [;)]). If obstacles or other concerns are an issue, I’ll continue a higher performance climb as necessary. The recent AvWeb article (Great article, BTW) and others have mentioned reducing power anywhere from 1,000’ to 2,000’ AGL and leaning from there. From my perspective, the high power climb seems better. My thoughts are: Pros:

Easiest, least amount of effort.
Never have to worry about accidentally going too lean during climb. Unless, I’ve missed something, you still have to find PEAK EGT in order to settle on 75 - 100+ degrees ROP.
Never worry abut engine temps.
My climbs are rarely longer than 7-10 minutes (6,000 - 9,000’ MSL), and even if I climb to 11,000’ or 12,000’ MSL at my wife’s climb rates (700 - 800 fpm), I am still leveled off at less than 15 minutes from wheels up.
Gets me to cruise, LOP setting quicker.
Avoids the annecdotal, engine failure at first power reduction, or at least gets me a lot of altitude first. Cons:
Engine runs dirtier.
More noise, inside and out.
Less fuel efficient.

I’m still young enough to change, so I’d like to hear from others…

Marty (SR22 S/N 17 N191KM)

I’m in agreement with you on full-throttle climbs. Airspeed is life, altitude is life insurance.

I even go back to full throttle for enroute climbs, e.g., when climbing from 5000 to 7000.

I have been agonizing over this question as well. Most light planes with big Continentals call for a power reduction shortly after sea level takeoff, which makes me wonder if Cirrus and Continental are pushing the envelope a little here (as with no cowl flaps or other means of cooling air control). I’ve experimented with climbing at full throttle and 2500 RPM. It makes less noise, climb performance is ample, temperatures are fine, but the question is: How to set the mixture?

I took a look at the placarded max power fuel flows. Using the cruise performance tables for full throttle MAP (which is ambient pressure minus some flow loss) I calculated the mass air-fuel ratios at each altitude under ISA conditions. Not surprisingly they are very consistent, varying by a total of 2.1%. I then extrapolated the fuel flows for 2500 RPM assuming the same mass air-fuel ratio. Here are the results: Altitude (ft) Fuel Flow (GPH) 0 25.1 2000 23.4 4000 22.0 6000 20.6 8000 19.4 10000 18.1 12000 17.0 If I ever get my bird out of the avionics shop I’ll do some careful tests to see what these numbers do in terms of EGT (wish I had multi-probe EGT). IF YOU CHOOSE TO LEAN DURING CLIMB AT LESS THAN MAX POWER YOU ARE NOT FOLLOWING THE POH AND YOU ARE DOING SO AT YOUR OWN RISK. There are things to consider, such as less than ideal mixture balance between cylinders at lower power settings or changes in detonation margins at lower RPM. Below 4000 ft there is the possibility of “lugging” the engine at full throttle and 2500 RPM. Perhaps someone with a better knowledge of spark-ignition IC engines could shed some light on this. I am well aware of the pitfalls of trying to re-engineer complex products without the factory’s knowledge and research facilities. I appreciate any comments and will report my results.

I used to pull the throttle back to 2500 RPM after 1000 feet AGL, but during our first CPPP session, my instructor showed me the error of my ways. I think that we really do end up “lugging” the engine a bit, especially at high climb rates…sooooo, I just keep it at full throttle and manage the leaning until I am at cruise (whether 3000 feet or 17,000 feet).

Paul N925PW

I don’t claim to be a Deakin but my feelings about full power climbs in the Cirrus revolve around the fact that we cannot control rpm and mp separately, and that the last bit of throttle provides a significant increase in fuel flow. Using that information it seems to me that full power is where the engine is operating under the most stress. The pressure and temperature in each cylinder are at the highest levels and good engine cooling is mandatory to increase the detonation margin. Therefore, since the last bit of throttle causes an increase in fuel flow I leave the throttle full forward and let the excess fuel cool the engine. In most aircraft you can reduce rpm while leaving the throttle full forward but in the Cirrus when you pull back the throttle the rpm comes right back to 2500, then the mp decreases. I suspect that there is also a fairly rapid decrease in fuel flow with the concomitant decrease in excess fuel for cooling. At least in theory that should decrease the detonation margin and that is NOT a good thing. (I haven’t tried that so I don’t know if that’s really what does happen). While I don’t think it’s dangerous to reduce power for climbs (I suspect there is still sufficient cooling to keep detonation at bay) it seems to me that leaving full power for the climb provides for 1) better engine cooling through increased fuel flow, 2) either a faster rate of climb or a faster climb airspeed to get higher or farther faster while still providing good cooling, and 3) a higher detonation margin because of the increased cooling. The idea of rapidly reducing power relates to older engines that had a maximum takeoff power rating that was time limited. Our engines have no such limitation. As I climb I reduce the mixture according to the placard on the right glareshield. It seems to work well with very reasonable reading on all CHTs and EGTs.

Marty, Mike, I know you asked for SR22 procedures, but I just thought I would chime in with a note about the SR20 – at least the older ones, like mine. It’s getting to that time of year again when I cannot climb at full power without exceeding comfortable temps on my cylinders.

So I usually climb to roughly 2000 ft AGL (or whenever CHT #1 hits 410 degrees, typically right around that altitude) at full power. Then I reduce power but leave mixture full rich, and can continue climbing at an anemic 500 fpm (if IFR – if VFR I’ll climb even slower) and can usually keep the CHTs at or under 420.

Although I run LOP at cruise, I have never personally tried it during climbout, though I believe it would help. Even in that case, though, you’re not running full power even if the throttle is wide open.

So for most SR20 drivers, I don’t think a full throttle climb is a possibility.

On the same topic – how do the “newer” SR20s work in this regard? Ones delivered after September 2001, for example. Do they run significantly cooler due to the new cowling?

If so, maybe it’s worth trying to put the new cowl on my plane.

Thanks, Steve

In reply to: “I even go back to full throttle for enroute climbs, e.g., when climbing from 5000 to 7000.”

Me too, at least for climbs over a few hundred feet. I figure the few seconds it takes to lean to the proper max fuel flow settings is better than running too lean and hot.

I understand that Cirrus has contracted with an engineering firm to modify the SR20 to go faster and cool the engine better. These mods will probably involve cowling changes, at least.

I doubt if anyone can predict whether those mods could be fitted to existing SR20s, but it might be worth waiting to see.

I got to test this the other day climbing out of Lake Havasu, AZ (KHII) in our SR20 (S/N 1174, delivered Jan. 2002). It was 39 Celsius on the ground (in Fahrenheit, that’s #^$%*! hot). Climbing out at 95-105 KIAS for the first 3000 feet or so, the cylinder head temp and oil temp both stayed comfortably in the green. So perhaps the new cowl has some significant benefits…

Cheers, Roger

I have SR20 #1170 (delivered Jan 02). I can climb out at full throttle in 90 degree F ambient air from a 1180 ft msl airport at climb rates of 700 to 1000 fpm and keep the CHT (based on the “steam gauge” CHT, don’t have engine monitoring yet), between 375 and 400. The highest I’ve hit was ~410(one needle width past 400), when asked by ATC to climb as fast as possible after departure to 6000 ft for traffic. In cruise at 2500 rpm and 25 map, CHT routinely stays right at 300.

I spoke with Ian yesterday. The mods that will be incorporated into the SR20 version 2.x will primarily be, as stated in the customer update, to help the SR20 meet its stated book performance numbers in more real-world scenarios. It does well at 8000’ and standard temperature, but vary the temp or the altitude and performance fails to meet the book values too frequently. The mods are many that individually each add little, but together make a measurable difference. Since there are a number of parts that will be involved, the liklihood of a retrofit being cost-effective is not very high.

In reply to: I got to test this the other day climbing out of Lake Havasu, AZ (KHII) in our SR20 (S/N 1174, delivered Jan. 2002). It was 39 Celsius on the ground (in Fahrenheit, that’s #^$%*! hot). Climbing out at 95-105 KIAS for the first 3000 feet or so, the cylinder head temp and oil temp both stayed comfortably in the green. So perhaps the new cowl has some significant benefits…

Do you have multi-point CHT monitoring? My factory CHT gauge (on cyl #2 ) stays comfortbly in the green, but CHT #1 (on the Arnav engineview system) is pushing 420-430 on extended climb outs. Just wondering when you say that your CHT and oil temp stay in the green if you’re just talking about the factory guages or all 6 CHTs?

Thanks!! Steve

Just wondering when you say that your CHT and oil temp stay in the green if you’re just talking about the factory gauges or all 6 CHTs?

We just have the factory gauges (so far).

In reply to: I have SR20 #1170 (delivered Jan 02). I can climb out at full throttle in 90 degree F ambient air from a 1180 ft msl airport at climb rates of 700 to 1000 fpm and keep the CHT (based on the “steam gauge” CHT, don’t have engine monitoring yet), between 375 and 400. The highest I’ve hit was ~410(one needle width past 400), when asked by ATC to climb as fast as possible after departure to 6000 ft for traffic. In cruise at 2500 rpm and 25 map, CHT routinely stays right at 300.

Okay, let me ask a related question now, since both you and Roger have mentioned that you’re able to keep the “steam gauge” CHT within good limits.

Have other people with SR20s noticed that the “steam gauge” CHT is not the hottest temp, when using a multi-point engine monitor (Arnav, JPI, etc.)?

I can also typically keep my #2 CHT (the one connected to the steam gauge) below 400 – say 380-390. But the #1 runs a good 30 degrees hotter than #2 . So when #2 is reading, say, 390, #1 is at 420.

In other words, if the “steam gauge” CHT really is the most accurate and/or the hottest cylinder (like I would have imagined, when they chose which cylinder to put the CHT probe on), then, like you guys, I can also climb with no problems.

On the other hand, it appears that CHT #1 in my plane runs hotter. So THIS is the one that I have problems keeping cool, unless I throttle back and climb slowly (slow vertically - fast horizontally).

Unfortunately, I really have to watch CHT’s.

#2 ’s my hottest, which is connected to the steam gauge.

In reply to: Unfortunately, I really have to watch CHT’s.

Do you have the “classic” SR20? (with landing light in air intake) or the “new” SR20 (with landing light on bottom of cowl?

Thanks! Steve

Steve, I have the older model. Although I may move to the new cowl, I don’t want to do it to offset a problem that is coming from a different source without fixing the source.

I’ve been working with the service center, Cirrus, and now Continental - the Continental rep is coming to look at my plane next week.

When I have a better idea of what’s going on, I’ll be sure and share it on the forum. We seem to be making progress with my heat problem, if nothing other than eliminating possible sources of the problem.

SR22: lowest possible takeoff power setting?

Thread starter datafuser
Start date Oct 6, 2009

Filing Flight Plan

Oct 6, 2009

Attention all Cirrus SR22 pilots: What is the lowest possible takeoff power setting you have experienced? I am wondering if it would be possible to use DA50 Magnum's 170hp diesel on the SR22. A 170-hp diesel will surely burn much less fuel than the SR22's original 310hp gasoline engine, but if it cannot takeoff at 170hp, there is no point in further investigating this option.

Pattern Altitude

That's about 56% power. Why not find a good long runway and see how it performs? I expect it will be disappointing. Jo

The pilot formerly known as Twin Engine Ted

Seems to me that would be far better suited in an SR20, and still have disappointing performance.

Trapper John

Ejection handle pulled.

datafuser said: A 170-hp diesel will surely burn much less fuel than the SR22's original 310hp gasoline engine... Click to expand...

1. Wouldn't you get the best of both worlds by keeping the original engine and then just pulling the power way back in cruise? 2. Isn't it going to cost a metric crap-ton of money to do that conversion? Call it $150k(which I think is absurdly low) - assuming you will fly the SR-22 another 5000 hours you would have to save at least 7 GPH to offset the expense. Time value of the money says this is insanity. 3. Don't forget the weight penalty of going from avgas to jet A. Eggman

James_Dean said: 1. Wouldn't you get the best of both worlds by keeping the original engine and then just pulling the power way back in cruise? 2. Isn't it going to cost a metric crap-ton of money to do that conversion? Call it $150k(which I think is absurdly low) - assuming you will fly the SR-22 another 5000 hours you would have to save at least 7 GPH to offset the expense. Time value of the money says this is insanity. 3. Don't forget the weight penalty of going from avgas to jet A. Eggman Click to expand...

Pre-takeoff checklist

datafuser said: Attention all Cirrus SR22 pilots: What is the lowest possible takeoff power setting you have experienced? I am wondering if it would be possible to use DA50 Magnum's 170hp diesel on the SR22. A 170-hp diesel will surely burn much less fuel than the SR22's original 310hp gasoline engine, but if it cannot takeoff at 170hp, there is no point in further investigating this option. Click to expand...

nyoung said: If it could be done, however, it would be quite a fuel burn improvement. 170hp is about 55% of the SR22's 310hp engine. The SR22 info manual says that the Cirrus will do 55% @ 14000feet @ 13.1gph. Click to expand...

A 50 hp diesel tractor will pull with a 100 hp gas tractor all day long... Diesel horses are bigger than gas horses... More torque at any given RPM allows you to turn a bigger, slower prop... If that diesel is turbocharged so it holds power at altitude I expect it to give the 310 gas engine a run for the money at cruise... Now, that is not to say that I believe that particular engine swap to be a good idea... I would need lots more information before I signed on... denny-o

I have never used anything less than full throttle. But the plane feels like it would take off and climb just fine at around 70 %. As others have said...the SR-20 airframe might be a better choice here.

Dr. O said: A 50 hp diesel tractor will pull with a 100 hp gas tractor all day long... Diesel horses are bigger than gas horses... More torque at any given RPM allows you to turn a bigger, slower prop... If that diesel is turbocharged so it holds power at altitude I expect it to give the 310 gas engine a run for the money at cruise... Click to expand...

Final Approach

The Rotax engines for light sport are pretty impressive, in terms of power to weight and fuel consumption.

Touchdown! Greaser!

Ted DuPuis said: Well, that's not exactly correct. Diesel automotive and truck engines do tend to have more power at any given RPM than gas car engines, but the diesel engines they're using in these applications tend to be little 4-cylinders that rev significantly higher than their Continental and Lycoming counterparts. What the propeller speed is varies depending on the gearing in the gearbox. Diesel horsepower is the same as gas horsepower, it's the other specifics of the engine. The SMA diesel is the only commercially available one I'm aware of that is actually direct drive and revs pretty low, but that's 2200 RPM, which is pretty close to in line with what a lot of the big Lycomings turn. 2200 RPM is a standard cruise point on my Aztec (although I'll run higher to get more power depending on the altitude I'm flying at). Also, these little diesel engines run insanely high boost, and the turbos aren't able to maintain power at altitude the same way as gas engines are, because the turbochargers simply can't get the sorts of pressure ratios up high that you'd need to maintain that. So, you aren't able to keep that power all the way up to altitude, unless you get into some sort of sequential turbo setup. So, these turbodiesels tend to be more along the lines of somewhere in between a naturally aspirated and a turbocharged gasoline engine, but their altitude performance is still not as good as a turbocharged gasoline engine. It might be able to keep up in cruise under certain conditions, but that would be running the thing firewalled, and assume a low power setting on the gas engine. Your maximum performance figures would suffer quite a bit. All of these comments ignore the hurdles of getting the FAA to give their OK on it, which takes a lot of work. Click to expand...

flyingcheesehead

Oct 7, 2009

Thanks for all the replies. Yes it is not worth all the troubles, but I was wondering if there would be a retrofit market for thousands of Cirrus SR22 in case 100LL Avgas disappears or becomes too hard to find sometime in the future. As for the future of 100LL Avgas, what do you guys think?

datafuser said: As for the future of 100LL Avgas, what do you guys think? Click to expand...

flyingcheesehead said: So, higher torque, same HP, you'll probably do a little better than 170/310 would imply. However, why on earth you'd go to all that trouble is beyond me, especially when Diamond is going to come out with that DA50 that you mention! Why not just buy one of those? Click to expand...

Well, this is a fun discussion.. As the plant engineer who was responsible for the dyno room at a now defunct auto company, I do have some back ground... Now, having said that I issue the challenge I always offer in these discussions when folks take issue with my statement that diesel horses are bigger than gas horses (tongue in cheek scientifically, but it works out in the real world) ... I have a 1947 Farmall MD with the original engine, nominal 30 HP new, and a zillion running hours, misses on one cylinder under load, that can make maybe 25 hp (I hope) on a good day... Bring your 25 or 30 horse gas tractor out to my farm and we will hitch your tractor to the bottom plows the old MD pulls... Wanna wager an iron man? Now, the point about the aircraft diesels being high rpm machines that depend upon boost to make power is right on... I have the same thing in my Ranger Tug with the Cummins / Mercruiser 150 hp engine... None the less, they are a solution to a problem of weight... denny-o

Dr. O said: Now, having said that I issue the challenge I always offer in these discussions when folks take issue with my statement that diesel horses are bigger than gas horses (tongue in cheek scientifically, but it works out in the real world) ... Click to expand...

Administrator

TMetzinger said: The Rotax engines for light sport are pretty impressive, in terms of power to weight and fuel consumption. Click to expand...

SCCutler said: Yeah, like YOU know anything... Click to expand...

RotorAndWing

Dr. O said: I do have some back ground.. denny-o Click to expand...

Ted DuPuis said: I learned long ago that actually doing this stuff for a living doesn't mean people will listen to anything I have to say unless it's what they want to hear. Click to expand...

KSCessnaDriver

SCCutler said: ...also, impressive in rate of failure. Click to expand...

Oct 8, 2009

Care to back up that the Rotax engines are approaching the reliability of Lycomings and Continentals? And give me a statistic that's useful, like failures per number of flight hours per engine. Failures per engines in the field is invalid, as I've yet to see someone flying their Rotax plane as much as these 135 operators are flying their Navajos, 402s, etc. I'm with Spike. There are certain engines that I just won't fly behind. Continentals and Lycomings are the only two on the list of engines I will fly behind.

Ted DuPuis said: I'm with Spike. There are certain engines that I just won't fly behind. Continentals and Lycomings are the only two on the list of engines I will fly behind. Click to expand...

Ted DuPuis said: Care to back up that the Rotax engines are approaching the reliability of Lycomings and Continentals? And give me a statistic that's useful, like failures per number of flight hours per engine. Failures per engines in the field is invalid, as I've yet to see someone flying their Rotax plane as much as these 135 operators are flying their Navajos, 402s, etc. Click to expand...

wanttaja said: In my homebuilt aircraft accident analyses, I take a bit of a different approach: Its impossible to know how many of a given model of engine are installed, so I look at how often the engine is the cause of the accident. Click to expand...

The thing I fund humorous is that defenders of the non-traditional engines never can provide the statistics that are relevant, instead substitute something that they can find that doesn't actually give a MTBF.

I admit, I am going anecdotal on this. Sorry.

Ted DuPuis said: The thing I fund humorous is that defenders of the non-traditional engines never can provide the statistics that are relevant, instead substitute something that they can find that doesn't actually give a MTBF. Click to expand...

KSCessnaDriver said: Ahh, very nice. We went from light sport Rotax to experimental Rotax. Very nice bait and switch there. The perpetual "I'll never fly behind that snowmobile engine" myth continues, from uneducated people. Click to expand...

wanttaja said: If you have equivalent statistics from certified Rotaxes, please post them. I posted the numbers for the Experimental/Amateur-Built world because I already had them. When you compare the results for the Rotax four-strokes to other types of non-traditional engines, the 912 comes out looking pretty good. I'm personally convinced it's close enough in reliability to a certified engine. The NTSB was unable to find a cause for the engine failure the majority of the time, which indicates to me that most of the problems are either fuel or operator related. Ron Wanttaja Click to expand...

Cirrus Manuals
Pilot operating handbook

Cirrus SR22 Pilot Operating Handbook

Pilot's operating handbook and flight manual (524 pages)
Pilot operating handbook (484 pages)
Maintenance manual (74 pages)
page of 502 Go / 502

Pilot's operating handbook list of effective pages list of effective pages (cont.).

Revision A10
Revision A8
Revision A5

Section 1 General

Introduction
Maximum Certificated Weights
Cabin and Entry Dimensions
Baggage Spaces and Entry Dimensions
Specific Loadings
General Airspeed Terminology and Symbols
Meteorological Terminology
Engine Power Terminology
Performance and Flight Planning Terminology
Weight and Balance Terminology

Section 2 Limitations

Certification Status
Airspeed Limitations
Airspeed Indicator Markings
Weight Limits
Instrument Markings
Center of Gravity Limits
Flight Load Factor Limits
Maneuver Limits
Minimum Flight Crew
Kinds of Operation Equipment List
Runway Surface
Altitude Limits
Environmental Conditions
Fuel Limits
Maximum Occupancy
Revision A2
Cirrus Airframe Parachute System (CAPS)
Primary Flight Display
Multi-Function Display
Flap Limitations
Inflatable Restraint System

Section 3 Emergency Procedures

Airspeeds for Emergency Operations
Preflight Planning
Preflight Inspections/Maintenance
Methodology
Memory Items

Ground Emergencies

Emergency engine shutdown on ground, engine fire during start.

Emergency Ground Egress
Engine Failure on Takeoff (Low Altitude)
In-Flight Emergencies
Maximum Glide
Engine Failure in Flight
Engine Airstart
Fuel Selector
Power Lever
Engine Partial Power Loss
Fuel Pump (if Used)
Ignition Switch
Low Oil Pressure
Propeller Governor Failure
Engine Fire in Flight
Smoke and Fume Elimination
Cabin Fire in Flight
Wing Fire in Flight
Emergency Descent
Inadvertent Spiral Dive During IMC Flight
CAPS Deployment
Emergency Landing Without Engine Power
Landing Emergencies
Landing Without Elevator Control
Primary Flight Display System
System Malfunctions
Revision A6

Section 3A Abnormal Procedures

Abnormal Procedures Guidance
Aborted Takeoff
Brake Failure During Taxi
Door Open in Flight
Inadvertent Icing Encounter
Inadvertent IMC Encounter
Landing with Failed Brakes
Landing with Flat Tire
Alternator Failure
LOW VOLTS Warning Light Illuminated
Communications Failure
Pitot Static Malfunction
Electric Trim/Autopilot Failure
Revision A7

Section 4 Normal Procedures

Airspeeds for Normal Operation
Preflight Inspection
Preflight Walk-Around
Before Starting Engine
Starting Engine
Before Takeoff
Normal Takeoff
Short Field Takeoff
Before Landing
Cruise Leaning
After Landing
Balked Landing/Go-Around
Cold Weather Operation
Hot Weather Operation
Noise Characteristics/Abatement
Fuel Conservation

Section 5 Performance Data

Associated Conditions Affecting Performance
Demonstrated Operating Temperature
Normal Static Source
Altitude Correction
Temperature Conversion
Outside Air Temperature for ISA Condition
Stall Speeds
Wind Components
Takeoff Distance
Takeoff Climb Gradient
Takeoff Rate of Climb
Enroute Climb Gradient
Enroute Rate of Climb
Enroute Rate of Climb Vs Density Altitude
Time, Fuel and Distance to Climb
Cruise Performance
Range / Endurance Profile
Balked Landing Climb Gradient
Balked Landing Rate of Climb
Landing Distance

Section 6 Weight and Balance

Airplane Weighing Form
Airplane Weighing Procedures
Weight & Balance Record
Loading Instructions
Weight & Balance Loading Form
Loading Data
Moment Limits
Equipment List

Section 7 Airplane and Systems Description

Elevator System
Elevator Control System
Aileron System
Aileron Control System
Rudder System
Pitch Trim Control System
Roll Trim Control System
Yaw Trim System
Instrument Panel
Center Console
Primary Flight Display - Serials 0435 and Subsequent
Attitude Indicator
Airspeed Indicator
Vertical Speed Indicator
Turn Coordinator
Course Deviation Indicator
Horizontal Situation Indicator
Magnetic Compass
Flap Control Switch
Cabin Doors
Baggage Compartment
Windshield and Windows
Cabin Safety Equipment
Engine Oil System
Engine Cooling
Engine Fuel Injection
Engine Air Induction System
Engine Fuel Ignition
Engine Exhaust
Engine Controls
Alternate Air Control
Engine Indicating
Fuel Selector Valve
Fuel Quantity Indicator
Fuel Flow Indication
Fuel Caution Light
Boost Pump Switch
Brake System
Power Generation
Power Distribution
BAT & ALT Master Switches
Avionics Power Switch
Volts and Ampere Meter/Indication
Ammeter Select Switch
Low-Volts Warning Light
ALT Fail Caution Lights
Circuit Breakers and Fuses
Ground Service Receptacle
Convenience Outlet
Navigation Lights
Strobe Light
Landing Light
Instrument Lights
Panel Flood Lights
Reading Lights
Overhead Dome Light
Description and Operation
Pitot Heat Switch
Pitot Heat Light
Alternate Static Source
Stall Warning System
GPS Navigation
Communication (COM) Transceivers
Navigation (Nav) Receiver
Transponder
Audio System
Emergency Locator Transmitter
Hour Meter(S)
Digital Clock
System Description
Activation Handle
Deployment Characteristics

Quick Links

Pilot's Operating Handbook List of Effective Pages List of Effective Pages (Cont.) 4
Section 1 General 13
Section 2 Limitations 25
Section 3 Emergency Procedures 53
Ground Emergencies 59
Section 3A Abnormal Procedures 81
Section 4 Normal Procedures 95
Section 5 Performance Data 125
Section 6 Weight and Balance 157
Section 7 Airplane and Systems Description 175
Section 8 Handling, Servicing, Maintenance 287
Section 10 Safety Information 491

Related Manuals for Cirrus SR22

Aircrafts Cirrus SR22 Pilot's Operating Handbook And Flight Manual

Summary of Contents for Cirrus SR22

Page 1 The EASA approved Airplane Flight Manual consists of the FAA approved Airplane Flight Manual, associated POH Supplements, and this Title Page. Model - Serial Num. SR22 _____________ Registration Num. _ __________________ EASA Approved Under Approval Number P-EASA.IM.A.S.01663 Date of Approval: June 25, 2008...
Page 2 Copyright © 2003 - All Rights Reserved Cirrus Design Corporation 4515 Taylor Circle Duluth, MN 55811...

Page 3: Revision A5

Page 4: table of contents, page 5: revision a10, page 6: revision a8.

Page 7 This Pilot’s Operating Handbook (POH or Handbook) has been prepared by Cirrus Design Corporation to familiarize operators with the Cirrus Design SR22 airplane. Read this Handbook carefully. It provides operational procedures that will assure the operator obtains the performance published in the manual, data designed to allow the most efficient use of the airplane, and basic information for maintaining the airplane in a “like new”...

Page 8: Revision A8

Page 9: revision a5, page 10: revision a5.

Page 11 Cirrus Design Pilot’s Operating Handbook SR22 Foreword Retention of Data In the event a new title page is issued, the weight and balance data changes, equipment list changes, or the “Log of Supplements” is replaced, the owner must ensure that all information applicable to the airplane is transferred to the new pages and the aircraft records are current.
Page 12 Pilot’s Operating Handbook Cirrus Design Foreword SR22 Intentionally Left Blank P/N 13772-001 Reissue A...
Page 13 Cirrus Design Section 1 SR22 General Section 1 General Table of Contents Introduction ..................1-3 The Airplane..................1-6 Engine..................1-6 Propeller ..................1-6 Fuel....................1-6 Oil ....................1-7 Maximum Certificated Weights ............ 1-7 Cabin and Entry Dimensions ............1-7 Baggage Spaces and Entry Dimensions ........1-7 Specific Loadings.................
Page 14 Section 1 Cirrus Design General SR22 Intentionally Left Blank P/N 13772-001 Revision A3...

Page 15: Introduction

Page 16 Section 1 Cirrus Design General SR22 26.0 ft 7.92 m 8.8 ft 2.70 m 7 inches 18 cm NOTE: • Wing span includes position and strobe lights. • Prop ground clearance at 3400 lb - 7" inches (18 cm). • Wing Area = 144.9 sq. ft.
Page 17 Cirrus Design Section 1 SR22 General GROUND TURNING CLEARANCE 24.8 ft. (7.54 m) -RADIUS FOR WING TIP 7.0 ft. (2.16 m) -RADIUS FOR NOSE GEAR 0.5 ft. (.15 m) -RADIUS FOR INSIDE GEAR 10.8 ft. (3.30 m) -RADIUS FOR OUTSIDE GEAR TURNING RADII ARE CALCULATED USING ONE BRAKE AND PARTIAL POWER.

Page 18: The Airplane

Page 19: fuel, page 20: symbols, abbreviations and terminology, page 21: meteorological terminology, page 22: engine power terminology, page 23: weight and balance terminology.

Page 24 Section 1 Cirrus Design General SR22 • 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).
Page 25 Altitude Limits................2-16 Environmental Conditions ............. 2-16 Maximum Occupancy ..............2-16 Systems and Equipment Limits............. 2-17 Cirrus Airframe Parachute System (CAPS) ....... 2-17 Primary Flight Display ..............2-17 Multi-Function Display ............... 2-19 Oxygen System ................. 2-20 Inflatable Restraint System............2-20 Flap Limitations................
Page 26 Section 2 Cirrus Design Limitations SR22 Intentionally Left Blank P/N 13772-001 Revision A7...

Page 27: Introduction

Page 28: airspeed limitations, page 29: airspeed indicator markings, page 30: power plant limitations, page 31: propeller, page 32: instrument markings, page 33: center of gravity limits, page 34: maneuver limits, page 35: kinds of operation.

Page 36 Section 2 Cirrus Design Limitations SR22 System, Kinds of Operation Remarks, Instrument, Notes, and/or and/or Equipment Exceptions Circuit Breakers As Required. Equipment & Furnishingss Emergency Locator Transmitter One Seat Belt for Restraint System each occupant. Fire Protection Fire Extinguisher Flight Controls...
Page 37 Cirrus Design Section 2 SR22 Limitations System, Kinds of Operation Remarks, Instrument, Notes, and/or and/or Equipment Exceptions Ice & Rain Protection Alternate Engine Air Induction System Alternate Static Air Source Pitot Heater — — Landing Gear Wheel Pants — —...
Page 38 Section 2 Cirrus Design Limitations SR22 System, Kinds of Operation Remarks, Instrument, Notes, and/or and/or Equipment Exceptions Serials 0002 & subs Turn Coordinator — — w/o PFD. Serials 0435 & subs PFD Attitude Indication — — w/ PFD. Serials 0435 & subs PFD Airspeed Indication —...

Page 39: Icing

Page 40: taxi power, page 41: systems and equipment limits, page 42: revision a2, page 43: multi-function display, page 44: oxygen system, page 45: placards.

Page 46 Section 2 Cirrus Design Limitations SR22 Elevator, Rudder, & Elec. Trim Tab (if installed), both sides: NO PUSH Left fuselage, on external power supply door: DE-ICING FLUID EXTERNAL REFER TO AFM FOR APPROVED POWER DE-ICING FLUIDS 28 V DC Serials 0334 & subs w/ Ice Protection.
Page 47 Cirrus Design Section 2 SR22 Limitations Engine control panel: 119 KIAS FLAPS 100% 104 KIAS RICH NORMAL TURN BOOST ICE PROTECTION PUMP ON BEFORE SWITCHING Serials 0334 thru 0434. FUEL TANKS BOOST FUEL PUMP IDLE CUTOFF PRIME CREW SEATS MUST BE LOCKED IN POSITION AND CONTROL HANDLES FULLY DOWN BEFORE FLIGHT Serials 0410 &...
Page 48 Section 2 Cirrus Design Limitations SR22 Wing, flap aft edge and fuselage vortex generator: NO STEP Cabin Door Window, lower edge, centered, applied upside down: RESCUE: FRACTURE AND REMOVE WINDOW Bolster Switch Panel, left edge: THIS AIRCRAFT IS CERTIFIED FOR THE...
Page 49 Cirrus Design Section 2 SR22 Limitations Bolster Panel, both sides: GRAB HERE Serials 0656 & subs. 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...
Page 50 Section 2 Cirrus Design Limitations SR22 Instrument Panel: FASTEN SEATBELTS NO SMOKING Serials 0002 thru 1862. FASTEN SEAT BELT • NO SMOKING FIRE EXTINGUISHER FORWARD LEFT OF PILOT SEAT Serials 1863 & subs. Cabin Window, above door latch: EMERGENCY EXIT...
Page 51 Limitations CAPS Deployment Handle Cover, above pilot's right shoulder: WARNING THIS AIRCRAFT IS EQUIPPED WITH A CIRRUS AIRFRAME PARACHUTE 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 Serials 0210 &...
Page 52 Section 2 Cirrus Design Limitations SR22 Intentionally Left Blank 2-28 P/N 13772-001 Revision A5...
Page 53 Cirrus Design Section 3 SR22 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...
Page 54 Section 3 Cirrus Design Emergency Procedures SR22 PFD - Loss of Air Data ...............3-26 PFD - Loss of Attitude Data ............3-26 Power Lever Linkage Failure .............3-27 P/N 13772-001 Revision A7...

Page 55: Introduction

Page 56: airspeeds for emergency operations, page 57: emergency procedures guidance, page 58: memory items, page 59: ground emergencies, page 60: emergency ground egress, page 61: in-flight emergencies, page 62: maximum glide, page 63: engine failure in flight, page 64: engine airstart, page 65: engine partial power loss, page 66: fuel pump (if used), page 67: low oil pressure, page 68: smoke and fume elimination, page 69: wing fire in flight, page 70: emergency descent, page 71: inadvertent spiral dive during imc flight, page 72: spins, page 73: caps deployment, page 74: revision a5, page 75: revision a5, page 76: landing emergencies, page 77: ditching, page 78: system malfunctions, page 79: revision a8, page 80: revision a5, page 81: revision a5, page 82: revision a5, page 83: introduction, page 84: abnormal procedures guidance, page 85: ground procedures, page 86: in-flight procedures, page 87: landing procedures, page 88: revision a5, page 89: system malfunctions, page 90: revision a5, page 91: engine indicating system failure, page 92: communications failure, page 93: pitot static malfunction, page 94: electric trim/autopilot failure, page 95: revision a5, page 96: revision a5, page 97: introduction, page 98: airspeeds for normal operation, page 99: normal procedures, page 100: preflight walk-around, page 101: revision a5, page 102: revision a5, page 103: revision a7, page 104: before starting engine, page 105: starting engine, page 106: revision a5, page 107: before taxiing, page 108: before takeoff.

Page 109 Cirrus Design Section 4 SR22 Normal Procedures b. Navigation Lights ..............ON c. Landing Light...............ON d. Annunciator Lights............CHECK • Verify both ALT 1 and ALT 2 caution lights out and positive amps indication for each alternator. If necessary, increase RPM to extinguish ALT 2 caution light.

Page 110: Maximum Power Fuel Flow

Page 111: takeoff, page 112: short field takeoff, page 113: cruise, page 114: cruise leaning, page 115: landing, page 116: balked landing/go-around, page 117: shutdown, page 118: stalls, page 119: environmental considerations.

Page 120 Section 4 Cirrus Design Normal Procedures SR22 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 •...

Page 121: Hot Weather Operation

Page 122: noise characteristics/abatement, page 123: fuel conservation.

Page 124 Section 4 Cirrus Design Normal Procedures SR22 Intentionally Left Blank 4-30 P/N 13772-001 Revision A5...
Page 125 Cirrus Design Section 5 SR22 Performance Data Section 5 Performance Data Table of Contents Introduction ..................5-3 Associated Conditions Affecting Performance......5-3 Demonstrated Operating Temperature ........5-3 Airspeed Calibration................ 5-4 Normal Static Source ..............5-4 Airspeed Calibration................ 5-5 Alternate Static Source ..............5-5 Altitude Correction ................
Page 126 Section 5 Cirrus Design Performance Data SR22 Intentionally Left Blank P/N 13772-001 Revision A10...

Page 127: Introduction

Page 128: normal static source.

Page 129 Cirrus Design Section 5 SR22 Performance Data Airspeed Calibration - Alternate Static Source Conditions: • Power for level flight or maximum continuous, whichever is less. • Heater, Defroster & Vents .................. ON • Note • • Indicated airspeed values assume zero instrument error.

Page 130: Altitude Correction

Page 131: altitude correction, page 132: temperature conversion, page 133: outside air temperature for isa condition, page 134: stall speeds, page 135: wind components, page 136: takeoff distance.

Page 137 Cirrus Design Section 5 SR22 Performance Data Takeoff Distance - 3400 LB Weight: 3400 LB Headwind: Subtract 10% for each 12 Speed at Liftoff: 73 KIAS knots headwind. Speed over 50 Ft. Obstacle: 78 KIAS Tailwind: Add 10% for each 2 knots Flaps: 50% tailwind up to 10 knots.

Page 138: Takeoff Distance

Page 139: takeoff climb gradient, page 140: takeoff rate of climb, page 141: enroute climb gradient, page 142: enroute rate of climb, page 143: enroute rate of climb vs density altitude, page 144: time, fuel and distance to climb, page 145: cruise performance.

Page 146 Section 5 Cirrus Design Performance Data SR22 ISA - 30°C ISA + 30°C Press RPM MAP PWR KTAS GPH PWR KTAS GPH PWR KTAS GPH 8000 2700 21.7 19.7 18.6 17.7 2600 21.7 18.8 17.8 17.0 2500 21.7 17.7 16.8 16.0...

Page 147: Range / Endurance Profile

Page 148 TPOH Cirrus Design POH Temporary Change SR22 Range / Endurance Profile Conditions: • Weight ......................3400 LB • Temperature ..................Standard Day • Winds........................ Zero • Mixture....................Best Economy • Total Fuel ....................81 Gallons • Note • Fuel Remaining For Cruise is equal to 81.0 gallons usable, less climb fuel, less 9.8 gallons for 45 minutes IFR reserve fuel at 47% power (ISA @ 10,000...
Page 149 Cirrus Design TPOH SR22 POH Temporary Change Range / Endurance Profile (Continued) 65% POWER Mixture: Best Power Press Climb Fuel Airspeed Fuel Endurance Range Specific Fuel Remaining Flow Range For Cruise KTAS Hours Nm/Gal 70.8 15.4 10.3 2000 69.0 15.4 10.5...

Page 151: Range / Endurance Profile

Page 152 Section 5 Cirrus Design Performance Data SR22 Range / Endurance Profile (Continued) 65% POWER Mixture: Best Power Press Climb Fuel Airspeed Fuel Endurance Range Specific Fuel Remaining Flow Range For Cruise KTAS Hours Nm/Gal 81.3 15.4 10.3 2000 81.1 15.4 10.5...

Page 153: Balked Landing Climb Gradient

Page 154: balked landing rate of climb, page 155: landing distance.

Page 156 Section 5 Cirrus Design Performance Data SR22 Landing Distance WEIGHT: 3400 LB Headwind: Subtract 10% for each 13 Speed over 50 Ft Obstacle: 77 KIAS knots headwind. Flaps: 100% Tailwind: Add 10% for each 2 knots Power: Idle tailwind up to 10 knots.
Page 157 Cirrus Design Section 6 SR22 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.................
Page 158 Section 6 Cirrus Design Weight and Balance SR22 Intentionally Left Blank P/N 13772-001 Revision A10...

Page 159: Introduction

Page 160 Section 6 Cirrus Design Weight & Balance SR22 WATER LINE (WL) 350.2 165.5 222.0 100.0 150.0 55.6 38.3 WL 100.0 NOTE Reference datum located at 50.0 fuselage station 0.0. (FS) 157.5 FUSELAGE STATION LEMAC BUTTOCK LINE (BL) FS 133.1 230.0 RBL 229.5...
Page 161 Cirrus Design Section 6 SR22 Weight & Balance Spirit Level LONGITUDINAL LEVELING Spirit Level Straight Edge Straight Edge Straight Edge Spacer Spacer Block Block Door Sill Door Sill LATERAL LEVELING SR22_FM06_1440A Figure 6-2 Airplane Leveling P/N 13772-001 Revision A2...

Page 162: Airplane Weighing Form

Page 163: airplane weighing procedures.

Page 164 Section 6 Cirrus Design Weight & Balance SR22 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).
Page 165 Cirrus Design Section 6 SR22 Weight & Balance 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.

Page 166: Weight & Balance Record

Page 167 Cirrus Design Section 6 SR22 Weight & Balance 49.3" 39.8" Fuselage Station 49.7" 38.5" 25.0" 16.0" 20.0" 10.5" 32.0" 39.0" 33.4" 20.0" 33.3" 5.0" 21.0" CABIN DOOR BAGGAGE DOOR OPENING OPENING SR22_FM06_1019 Location Length Width Height Volume Cabin 122” 49.3”...

Page 168: Loading Instructions

Page 169 Cirrus Design Section 6 SR22 Weight & Balance • 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. P/N 13772-001 6-13...

Page 170: Weight & Balance Loading Form

Page 171: loading data, page 172: moment limits, page 173: equipment list.

Page 174 Section 6 Cirrus Design Weight & Balance SR22 Intentionally Left Blank 6-18 P/N 13772-001 Revision A10...
Page 175 Cirrus Design Section 7 SR22 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 ................
Page 176 Section 7 Cirrus Design Airplane Description SR22 Baggage Compartment..............7-36 Seats..................7-36 Windshield and Windows............7-37 Cabin Safety Equipment ............7-38 Engine ...................7-41 Engine Oil System ..............7-41 Engine Cooling................7-42 Engine Fuel Injection ..............7-42 Engine Air Induction System............7-42 Engine Fuel Ignition ..............7-42 Engine Exhaust................7-43 Engine Controls .................7-43 Alternate Air Control..............7-44...
Page 177 Navigation (Nav) Receiver ............7-102 Transponder ................7-103 Audio System................7-103 Emergency Locator Transmitter ..........7-104 Hour Meter(s)................7-106 Digital Clock................7-107 Cirrus Airplane Parachute System ..........7-109 System Description ..............7-109 Activation Handle ..............7-110 Deployment Characteristics ............. 7-111 P/N 13772-001 Revision A10...
Page 178 Section 7 Cirrus Design Airplane Description SR22 Intentionally Left Blank P/N 13772-001 Revision A10...

Page 179: Introduction

Page 180: airframe, page 181: empennage, page 182: flight controls, page 183: elevator control system, page 184: aileron system, page 185: aileron control system, page 186: rudder system.

Page 187 Cirrus Design Section 7 SR22 Airplane Description SR22_FM07_1463 Figure 7-3 Rudder Control System P/N 13772-001 7-13 Revision A5...

Page 188: Trim Systems

Page 189: yaw trim system, page 190: flight deck arrangement, page 191: center console.

Page 192 13. Flap Control & Position Indicators 20. Bolster Switch Panel 4. Magnetic Compass 21. Control Yoke 14. Passenger Audio Jacks 5. Cirrus Airframe Parachute System 15. Armrest 22. Start/Ignition Key Switch (CAPS) Activation T-Handle Cover 16. Engine & Fuel System Controls 6.
Page 193 · Parking Brake 12. Conditioned Air Outlet 5. Magnetic Compass · Alternate Static Source 13. Rudder Pedals 6. Cirrus Airframe Parachute System 14. Flap Control & Position Indicators 19. Avionics Panel (CAPS) Activation T-Handle Cover 20. Bolster Switch Panel 15. Passenger Audio Jacks 7.
Page 194 · Parking Brake 12. Conditioned Air Outlet 5. Magnetic Compass · Alternate Static Source 13. Rudder Pedals 6. Cirrus Airframe Parachute System 14. Flap Control & Position Indicators 19. Avionics Panel (CAPS) Activation T-Handle Cover 20. Bolster Switch Panel 15. Passenger Audio Jacks 7.

Page 195: Flight Instruments

Page 196 Section 7 Cirrus Design Airplane Description SR22 PFD 2 MAIN BUS 2 PFD 1 ESSENTIAL BUS #1 GNS-430 PITOT STATIC Avidyne PFD #2 GNS-430 OAT Sensor / Magnetometer Data Aquisition Unit Flight Director System (Optional) STEC System 55x Autopilot Avidyne MFD...
Page 197 Cirrus Design Section 7 SR22 Airplane Description Attitude Direction Indicator (ADI) Air Data The airspeed tape to the left of the main ADI begins indicating at 20 Knots Indicated Airspeed (KIAS) and is color-coded to correspond with airspeeds for V , and V .
Page 198 Section 7 Cirrus Design Airplane Description SR22 13 14 AP RDY 24.0 M-BUS 4900 FT 24.0 E-BUS 5000 4900 4700 Power 4600 29.92" Hdg Bug 037°/ 7 108.10 VLOC 1 005° CRS 020° Alt Bug Bearing DTK 020° 4900 FT GPS 1 62.2 NM...
Page 199 Cirrus Design Section 7 SR22 Airplane Description Horizontal Situation Indicator (HSI) Heading Data Magnetic heading is represented in boxed numeric form at the top of the compass rose. Heading rate (Rate of Turn Indicator) takes the form of a blue arcing arrow that begins behind the magnetic heading indicator and moves left or right accordingly.

Page 200: Attitude Indicator

Page 201: vertical speed indicator, page 202: turn coordinator, page 203: horizontal situation indicator.

Page 204 Section 7 Cirrus Design Airplane Description SR22 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.

Page 205: Magnetic Compass

Page 206: wing flaps.

Page 207 Cirrus Design Section 7 SR22 Airplane Description SR22_FM07_1460 Figure 7-7 Wing Flaps P/N 13772-001 7-33 Revision A5...

Page 208: Landing Gear

Page 209: airplane description sr22, page 210: baggage compartment, page 211: windshield and windows, page 212: cabin safety equipment.

Page 213 Cirrus Design Section 7 SR22 Airplane Description 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.
Page 214 Section 7 Cirrus Design Airplane Description SR22 • 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.

Page 215: Engine

Page 216: engine cooling, page 217: engine exhaust, page 218: alternate air control.

Page 219 Cirrus Design Section 7 SR22 Airplane Description Serials 0002 through 1601, 1603 through 1643 and 1645 through 1662: The engine instruments are located on the right side of the instrument panel and the oil temperature/pressure warning light is located in the annunciator panel immediately in front of the pilot.
Page 220 Section 7 Cirrus Design Airplane Description SR22 FUEL Start / Ignition Switch Serials 0002 thru 0434: Controls Switch is located on the left bolster panel. Alternate Air Control Serials 0002 thru 1601, LEGEND 1603 thru 1643, 1645 thru 1662. 1. Power Lever 6.
Page 221 Cirrus Design Section 7 SR22 Airplane Description LOW VOLTS FUEL PITOT HEAT ALT 1 ALT 2 Annunciator Panel Primary Flight Display 4,9,8 LEGEND 4. Tachometer Multifunction Display 5. EGT ( shown w ith EM ax ) 6. CHT (shown with EMax) 7.
Page 222 Section 7 Cirrus Design Airplane Description SR22 Tachometer Serials 0002 through 1601, 1603 through 1643 and 1645 through 1662: A 2¼” 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.
Page 223 Cirrus Design Section 7 SR22 Airplane Description signal from a temperature sensor mounted in the #6 cylinder head on the left side of the engine. Serials 1602, 1644, 1663 and subsequent: Exhaust Gas Temperature (EGT) and Cylinder Head Temperature (CHT) readings are displayed on the MFD as vertical bars that ascend and descend respective to increasing and decreasing temperatures.
Page 224 Section 7 Cirrus Design Airplane Description SR22 The Oil Pressure pointer sweeps a scale marked from 0 psi to 100 psi. The Oil Pressure indicator receives a pressure signal from an oil pressure sensor mounted at the aft end of the engine below the oil cooler.
Page 225 Cirrus Design Section 7 SR22 Airplane Description tachometer. The indicator is internally lighted. 28 VDC for instrument operation is supplied through the 5-amp ENGINE INST circuit breaker on Main Bus #1. The Fuel Flow pointer sweeps a scale marked from 0 to 30 Gal/Hr.
Page 226 Section 7 Cirrus Design Airplane Description SR22 28 VDC for the digital instrument operation is supplied through the 2- amp ANNUN / ENGINE INST circuit breaker on the Essential Bus. Oil Warning Light The red OIL warning light in the annunciator panel comes on to indicate either high oil temperature or low oil pressure.

Page 227: Propeller

Page 228: fuel system.

Page 229 Cirrus Design Section 7 SR22 Airplane Description ANNUNCIATOR FUEL FUEL QUANTITY VENT VENT FILLER FILLER INDICATOR L. WING TANK R. WING TANK R. WING L. WING COLLECTOR COLLECTOR SELECTOR VALVE FLAPPER FLAPPER VALVE VALVE DRAIN FIREWALL (5 PLACES) SELECTOR VALVE...

Page 230: Fuel Selector Valve

Page 231: fuel quantity indicator.

Page 232 Section 7 Cirrus Design Airplane Description SR22 Serials 0002 thru 1601, 1603 thru 1643, 1645 thru 1662. LEGEND 1. Fuel Pump Switch 2. Fuel Quantity Gage 3. Fuel Selector Valve 4. Fuel Flow SR22_FM07_2226 Figure 7-11 Fuel System Controls and Indicating (Sheet 1 of 2)
Page 233 Cirrus Design Section 7 SR22 Airplane Description LOW VOLTS FUEL PITOT HEAT ALT 1 ALT 2 Annunciator Panel Primary Flight Display LEGEND Multifunction Display 4. Fuel Flow 5. Fuel Used (EMax only) 6. Fuel Remaining (EMax only) 7. Time Remaining (EMax only) 8.

Page 234: Fuel Flow Indication

Page 235: boost pump switch, page 236: brake system.

Page 237 Cirrus Design Section 7 SR22 Airplane Description 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.
Page 238 Section 7 Cirrus Design Airplane Description SR22 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) SR22_FM07_1015 Figure 7-12 Brake System 7-64 P/N 13772-001 Revision A5...

Page 239: Electrical System

Page 240: power distribution.

Page 241 Cirrus Design Section 7 SR22 Airplane Description ALT 1 RELAY VOLT REG ALT 1 ALT 1 LANDING SWITCH 100A LIGHT EXTERNAL POWER LANDING LIGHT SWITCH 125A BAT 1 BAT 1 SWITCH STARTER ALT 2 VOLT REG FUEL VOLTS PITOT ALT 1...

Page 242: Bat & Alt Master Switches

Page 243: avionics power switch.

Page 244 Section 7 Cirrus Design Airplane Description SR22 The AMP pointer sweeps a scale from -100 to +100 amps with zero at the 9 o'clock position. The amps indication is derived from current transducers located in the MCU. Output from each alternator and BAT 1 is measured.

Page 245: Ammeter Select Switch

Page 246: circuit breakers and fuses, page 247: ground service receptacle, page 248: exterior lighting, page 249: interior lighting, page 250: environmental system.

Page 251 Cirrus Design Section 7 SR22 Airplane Description the passenger air distribution system and allows maximum airflow to the windshield diffuser. Rotating the knob full clockwise 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.
Page 252 Section 7 Cirrus Design Airplane Description SR22 AIR INLET HEAT EXCHANGER HVAC CABIN HEAT/ PLENUM HEAT DEFROST SELECT TEMP. CONTROL COLD WINDSHIELD DEFROST DIFFUSER AIR GASPER FRESH AIR FRESH AIR INTAKE INTAKE FOOT-WARMER DIFFUSER CONDITIONED FRESH AIR MECHANICAL SR22_FM07_1012B CONNECTION...
Page 253 Cirrus Design Section 7 SR22 Airplane Description Serials 1602, 1821, 1840, 1863 and subsequent* Serials 1602, 1821, 1840, 1863 thru 2437: The environmental system consists of a fresh air inlet in the RH upper cowl, a heat exchanger around the RH engine exhaust muffler, one fresh air inlet located in the...
Page 254 Section 7 Cirrus Design Airplane Description SR22 Distribution Ventilation and cooling is provided by ducting fresh air from a NACA inlet on the RH cowl to the mixing chamber located on the lower RH portion of the firewall. Depending on operating mode and temperature...
Page 255 Cirrus Design Section 7 SR22 Airplane Description Cooling Standard cabin cooling is provided by ram air admitted through the NACA inlet on the RH cowl to the fresh air valve, mounted to the forward side of the firewall. When the fresh air valve is open, the air flows into the cabin mixing chamber.
Page 256 Section 7 Cirrus Design Airplane Description SR22 VENTS INLET HEAT EXCHANGER TEMPERATURE WINDSHIELD AIRFLOW HOT AIR DIFFUSER VALVE PANEL AIRFLOW FLOOR AIRFLOW DISTRIBUTION MANIFOLD AIR GASPER AIR MIXING PLENUM FRESH AIR INTAKE FRESH AIR VALVE FOOT-WARMER ASSEMBLY DIFFUSER NOTE: Illustration depicts maximum...
Page 257 Cirrus Design Section 7 SR22 Airplane Description VENTS COMPRESSOR INLET HEAT EXCHANGER TEMPERATURE WINDSHIELD AIRFLOW HOT AIR DIFFUSER VALVE PANEL AIRFLOW FLOOR AIRFLOW DISTRIBUTION MANIFOLD AIR GASPER AIR MIXING CHAMBER FRESH AIR INTAKE FRESH AIR VALVE EVAPORATOR FOOT-WARMER ASSEMBLY DIFFUSER...
Page 258 Section 7 Cirrus Design Airplane Description SR22 RAM AIR RAM AIR HOT AIR VALVE AIRFLOW MIXING CHAMBER HEAT EXCHANGER FRESH AIR VALVE AIR FLOW VALVE SERVO MOTOR TEMPERATURE VENTS FLOOR AIRFLOW WINDSHIELD DIFFUSER PANEL AIRFLOW AIR GASPER DISTRIBUTION MANIFOLD FOOT-WARMER...
Page 259 Cirrus Design Section 7 SR22 Airplane Description RAM AIR RAM AIR HOT AIR VALVE AIRFLOW MIXING CHAMBER HEAT EXCHANGER COMPRESSOR FRESH AIR VALVE AIR FLOW VALVE SERVO MOTOR TEMPERATURE VENTS FLOOR AIRFLOW WINDSHIELD DIFFUSER PANEL AIRFLOW AIR GASPER DISTRIBUTION MANIFOLD...
Page 260 Section 7 Cirrus Design Airplane Description SR22 Airflow Selection Serials 1602, 1821, 1840, 1863 thru 2437: The airflow selector regulates the volume of airflow allowed into the cabin distribution system through mechanical linkage to a butterfly valve in the distribution manifold. If option installed, the blower fan is turned on when the selector dial exceeds the full open position.
Page 261 Cirrus Design Section 7 SR22 Airplane Description If optional air condition system installed, when the full/max defrost position is selected, the air-conditioner is activated to provide conditioned, dry air to the diffuser to facilitate windshield defogging. Temperature Selection The temperature selector is mechanically linked to the hot air valve and fresh air intake valve.
Page 262 Section 7 Cirrus Design Airplane Description SR22 Maximum airflow to Shared airflow to the Air conditioning the rear seat foot warmer defroster, cabin floor, mode. diffusers and the front and panel outlets. AC ON illuminated. seat kickplate outlets. Maximum air...
Page 263 Cirrus Design Section 7 SR22 Airplane Description Maximum airflow to Shared airflow to the Air conditioning the rear seat foot warmer defroster, cabin floor, mode. diffusers and the front and panel outlets. AC ON illuminated. seat kickplate outlets. Maximum air...

Page 264: Pitot-Static System

Page 265 Cirrus Design Section 7 SR22 Airplane Description Serials 0002 thru 0434 ,0435 Serials 0435 & subs w/ PFD. thru 0820 w/o PFD. PRIMARY FLIGHT DISPLAY AIRSPEED VERTICAL SPEED INDICATOR INDICATOR ALTIMETER ALTITUDE ENCODER ALTITUDE TRANSDUCER ALTERNATE (OPTIONAL) STATIC AIR SOURCE...

Page 266: Alternate Static Source

Page 267: standard avionics, page 268: multi-function display.

Page 269 Cirrus Design Section 7 SR22 Airplane Description • 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) •...

Page 270: Autopilot

Page 271 The SR22 installation of the S-Tec System 55X Autopilot features: • Heading Hold and Command; • NAV/LOC/GPS/GS tracking, high and low sensitivity, and automatic 45°...
Page 272 Section 7 Cirrus Design Airplane Description SR22 autopilot mode, full guidance is provided, including smooth transitions to altitude and heading captures. If not in an active autopilot mode (i.e., “hand-flying”), there is no guidance other than the position of the appropriate bugs, as set by the pilot.

Page 273: Gps Navigation

Page 274 Section 7 Cirrus Design Airplane Description SR22 longitude, and altitude) and the altitude encoder 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 MFD.

Page 275: Communication (Com) Transceivers

Page 276: navigation (nav) receiver, page 277: transponder, page 278: emergency locator transmitter.

Page 279 Cirrus Design Section 7 SR22 Airplane Description batteries contained within the transmitter unit power the ELT transmitter. The batteries must be replaced at specified intervals based upon the date appearing on the battery (refer to Airplane Maintenance Manual). ELT Remote Switch and Indicator Panel...

Page 280: Hour Meter(S)

Page 281: digital clock.

Page 282 Section 7 Cirrus Design Airplane Description SR22 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.

Page 283: Cirrus Airplane Parachute System

Page 284: activation handle, page 285: deployment characteristics.

Page 286 Section 7 Cirrus Design Airplane Description SR22 forth or oscillate slightly as it hangs from the parachute. Descent rate is expected to be less than 1700 feet per minute with a lateral speed equal to the velocity of the surface wind. In addition, surface winds may continue to drag the aircraft after ground impact.
Page 287 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 ..................
Page 288 Section 8 Cirrus Design Handling, Servicing, Maintenance SR22 P/N 13772-001 Revision A9...

Page 289: Introduction

Page 290: ordering publications, page 291: airplane records and certificates, page 292: airworthiness directives, page 293: 100-hour inspection, page 294: pilot performed preventative maintenance.

Page 295 Cirrus Design Section 8 SR22 Handling, Servicing, Maintenance • Replace any hose connection, except hydraulic connections, with replacement hoses. • Clean or replace fuel and oil strainers, as well as replace or clean filter elements. • Replace prefabricated fuel lines.

Page 296: Ground Handling

Page 297: towing, page 298: taxiing, page 299: parking, page 300: tiedown, page 301: jacking, page 302: servicing.

Page 303 Cirrus Design Section 8 SR22 Handling, Servicing, Maintenance 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 0002 thru 3450 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.

Page 304: Tire Inflation

Page 305: oil servicing.

Page 306 • 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,...
Page 307 Cirrus Design Section 8 SR22 Handling, Servicing, Maintenance 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...

Page 308: Fuel System Servicing

Page 309 Cirrus Design Section 8 SR22 Handling, Servicing, Maintenance 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.

Page 310: Fuel Contamination And Sampling

Page 311: draining fuel system, page 312: cleaning and care.

Page 313 Cirrus Design Section 8 SR22 Handling, Servicing, Maintenance 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...
Page 314 Section 8 Cirrus Design Handling, Servicing, Maintenance SR22 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.
Page 315 Cirrus Design Section 8 SR22 Handling, Servicing, Maintenance 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.

Page 316: Cleaning Interior Surfaces

Page 317 Cirrus Design Section 8 SR22 Handling, Servicing, Maintenance 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...
Page 318 Section 8 Cirrus Design Handling, Servicing, Maintenance SR22 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: •...
Page 319 For deeper cleaning, start with mix of mild detergent and water then, if necessary, work your way up to the products available from Cirrus for more stubborn marks and stains. Do not use soaps as they contain alkaline which will alter the leather’s pH balance and cause the leather to age prematurely.
Page 320 Section 8 Cirrus Design Handling, Servicing, Maintenance SR22 Intentionally Left Blank 8-34 P/N 13772-001 Revision A9...
Page 321 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...
Page 322 Section 9 Cirrus Design Supplements SR22 Intentionally Left Blank P/N 13772-001 Reissue A...
Page 323 Garmin GTX 330 Mode S Transponder 07-03-04 ___ 13772-121 R1 Honeywell KGP 560 Terrain Awareness/Warning System12-15-07 ___ 13772-122 R1 SR22 / SR22T Airplanes Registered in European Union 07-07-10 ___ 13772-123 R1 Avidyne Flight Director 12-15-07 ___ 13772-124 R1 Avidyne EMax™ Engine Instrumentation 12-15-07 ___ 13772-125 R1 Avidyne CMax™...
Page 324 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.
Page 325 Includes Optional XM Radio System When the Garmin GMA 340 Audio Panel and the optional XM Radio System are installed in the Cirrus Design SR22, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot’s Operating Handbook (Handbook).
Page 326 Section 9 Cirrus Design Supplements SR22 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.
Page 327 Cirrus Design Section 9 SR22 Supplements 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 pilot’s mic and headphones and the pilot will...
Page 328 Section 9 Cirrus Design Supplements SR22 A fail-safe circuit connects the pilot’s 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.
Page 329 Cirrus Design Section 9 SR22 Supplements 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.
Page 330 Section 9 Cirrus Design Supplements SR22 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.
Page 331 Cirrus Design Section 9 SR22 Supplements • 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.
Page 332 Section 9 Cirrus Design Supplements SR22 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.
Page 333 Cirrus Design Section 9 SR22 Supplements Marker beacon controls and lights are located at the extreme left of the Audio Control Panel. Marker beacon audio is selected by pressing the MKR push-button. If no marker beacon signal is being received, pressing the MKR push- button a second time deselects marker beacon audio.
Page 334 Section 9 Cirrus Design Supplements SR22 XM Radio System (Optional Installation) • Note • For a detailed operating instructions, refer to the XM Radio Wireless Controller User Instructions, Document XMC050-4, original release later. software partnumber 530-00162-000 or later is required for installation of XM Radio System.
Page 335 FAA Approved Airplane Flight Manual Supplement Garmin GTX 327 Transponder When a Garmin GTX 327 Transponder is installed in the Cirrus Design SR22, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot’s Operating Handbook.
Page 336 Section 9 Cirrus Design Supplements SR22 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.
Page 337 Cirrus Design Section 9 SR22 Supplements Section 2 - Limitations No Change Section 3 - Emergency Procedures No Change Section 4 - Normal Procedures • 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.

Page 338: Revision A8

Page 339 Cirrus Design Section 9 SR22 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.
Page 340 Section 9 Cirrus Design Supplements SR22 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.
Page 341 Cirrus Design Section 9 SR22 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.
Page 342 Section 9 Cirrus Design Supplements SR22 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.
Page 343 Altitude Selector/Alerter When the S-Tec System Fifty Five X (55X) Autopilot with Altitude Selector / Alerter is installed in the Cirrus Design SR22, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot's Operating Handbook.
Page 344 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 SR22 installation of the S-Tec System 55X Autopilot features: • Heading Hold and Command;...
Page 345 Cirrus Design Section 9 SR22 Supplements this installation does not utilize a CWS (Control Wheel Steering) switch or an AUTOPILOT MASTER switch. • Note • This installation utilizes the airplane’s roll trim actuator to affect steering changes. Therefore, the automatic trim function of the System 55X is not implemented.
Page 346 Section 9 Cirrus Design Supplements SR22 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. The autopilot must be disengaged at the Decision Height. d. 12 knot maximum crosswind component between the missed approach point and outer marker.
Page 347 Cirrus Design Section 9 SR22 Supplements SR22_FM09_1502A Figure - 1 System 55X Altitude Selector/Alerter & Autopilot Computer P/N 13772-108 5 of 24 Revision 06: 05-09-11...
Page 348 SR22 Section 3 - Emergency Procedures Autopilot Malfunction Refer to Electric Trim/Autopilot Failure procedure in the SR22 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.

Page 349: System Failure And Caution Annunciations

Page 350 Section 9 Cirrus Design Supplements SR22 Section 4 - Normal Procedures Refer to Section 7 – Systems Description for a description of the autopilot and altitude selector and their respective modes. The Autopilot is integrated with the Altitude Selector/Alerter and can be operated with or without data inputs from the Altitude Selector/ Alerter.
Page 351 Cirrus Design Section 9 SR22 Supplements c. Rotate altitude selector input knob to set BARO to the nearest 0.1 inch Hg. d. Push ALT button to display ALT SEL. With a flashing SEL annunciator, rotate the selector knob to input an altitude 300 to 400 feet lower or higher than the indicated altitude.
Page 352 Section 9 Cirrus Design Supplements SR22 c. Altitude Hold ..............TEST 1.) Depress ALT button on autopilot programmer/computer. Note that ALT annunciator comes on, VS annunciator goes out, and yoke does not move. d. Overpower Test: 1.) Grasp control yoke and input left aileron, right aileron, nose up, and nose down to overpower autopilot.
Page 353 Cirrus Design Section 9 SR22 Supplements 3. Use HSI HDG bug to make heading changes as desired. Autopilot 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.
Page 354 Section 9 Cirrus Design Supplements SR22 3. Press the VS button on the autopilot programmer/computer to engage the vertical speed mode. When the mode is engaged, the autopilot will synchronize to and hold the vertical speed at the time the mode was engaged.
Page 355 Cirrus Design Section 9 SR22 Supplements 4. Press DTA again to accept altitude entry, the ENT annunciator will go out and the SEL annunciator will stop flashing and illuminate steady indicating that the system is in the ‘operate’ mode. • Note •...
Page 356 Section 9 Cirrus Design Supplements SR22 BARO Selection Upon initial start-up, the altitude selector enters BARO select immediately after the self-test if it is receiving a valid altitude signal. The setting can easily be entered at this time. At other times, it is necessary to select the DTA entry and BARO modes in order to adjust the BARO setting.
Page 357 Cirrus Design Section 9 SR22 Supplements is set. As the airplane approaches within approximately 50 feet of the decision height, the alert will sound and the DH light will flash. As the airplane passes through approximately 50 feet beyond the decision height, the alert will sound and the light will flash again.
Page 358 Section 9 Cirrus Design Supplements SR22 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.
Page 359 Cirrus Design Section 9 SR22 Supplements 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.
Page 360 Section 9 Cirrus Design Supplements SR22 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.
Page 361 Cirrus Design Section 9 SR22 Supplements 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.
Page 362 Section 9 Cirrus Design Supplements SR22 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;...
Page 363 Cirrus Design Section 9 SR22 Supplements Altitude Selector / Alerter The altitude selector / alerter provides the autopilot with an altitude preselect function, a programmable vertical speed function, as well as provides altitude alert, decision height alert, and baro corrected altitude display.
Page 364 Section 9 Cirrus Design Supplements SR22 DTA (Data) – The data entry button is used to select data entry mode. The first time the DTA button is pressed the selector will enter the data entry mode, the ENT annunciator will come on, and the SEL annunciator will flash to indicate the system is ready to accept an altitude entry.
Page 365 Cirrus Design Section 9 SR22 Supplements ALT (Altitude) – The ALT button has two functions: Altitude Pre-select and Altitude readout. Pre-select - When the ALT button is pressed while the system is in the Data Entry (DTA) mode the SEL annunciator will flash and a new altitude can be selected by rotating the input knob CW to increase altitude and CCW to decrease altitude in thousands of feet.
Page 366 Section 9 Cirrus Design Supplements SR22 DH (Decision Height) – The DH button allows entry and arming of altitude alerting at a set decision height. To set a DH, first enter the data (DTA) entry (ENT) mode, press the DH button, and rotate the selector knob to input the desired decision height to the nearest 100 feet above the specified decision height.
Page 367 Cirrus Design Section 9 SR22 / SR22T Supplements Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for the Basic Ice Protection System When the Basic Ice Protection System is installed on the aircraft, this POH Supplement is applicable and must be inserted in the Supplements Section of the Pilot’s Operating Handbook.
Page 368 Section 9 Cirrus Design Supplements SR22 / SR22T Section 1 - General The airplane is equipped with an Ice Protection System. This system allows a pilot who inadvertently enters icing conditions, to initiate de- icing fluid flow along the wing, horizontal stabilizer, and propeller blades.
Page 369 Cirrus Design Section 9 SR22 / SR22T Supplements Placards Serials 22-0334 thru 22-2333, 22-2335 thru 22-2419, 22-2421 thru 22-2437; LH Fuselage, above de-icing fluid filler cap: Serials 22-2334, 22-2420, 22-2438 & subs, 22T-0001 & subs; Left wing, above de-icing fluid filler cap:...
Page 370 Section 9 Cirrus Design Supplements SR22 / SR22T Section 3 - Emergency Procedures Inadvertent Icing Encounter • WARNING • The Ice Protection System may not remove significant accumulations of ice if accretions are permitted to form with the system off. Ensure system start time and system mode is noted while exiting icing conditions to aid in estimating ice protection fluid quantity.
Page 371 SR22 / SR22T Supplements Section 3A - Abnormal Procedures The following Crew Alerting System (CAS) annuciations are available only on aircraft equipped with the Cirrus Perspective Integrated Avionics System. Ice Protection System CAS Annunciation Low Fluid Quantity Warning, Caution, and Advisory ANTI ICE QTY PFD Alerts Window: “Fluid quantity is low (TKS)”...
Page 372 Section 9 Cirrus Design Supplements SR22 / SR22T Section 4 - Normal Procedures • Caution • Prolonged operation of the system in clear air, at very high altitudes, and very cold temperatures can result in “flash” evaporation of water and alcohol from the de-icing fluid. This evaporation results in a glycol rich fluid that could become “gel”...
Page 373 Cirrus Design Section 9 SR22 / SR22T Supplements a. Slinger Ring......EVIDENCE OF DEICING FLUID 5. Left Wing Forward and Main Gear a. Serials with G3 Wing; (1) Fluid Tank......VERIFY DESIRED QUANTITY (a) Filler Cap ......CONDITION / SECURITY (b)Vent (underside of wing)UNOBSTRUCTED b.
Page 374 Section 9 Cirrus Design Supplements SR22 / SR22T Section 5 - Performance Cruise speed is lower by approximately three knots and range is reduced by a maximum of 2%. Experience with your airplane’s power settings may result in more accurate performance numbers than those given above.
Page 375 Cirrus Design Section 9 SR22 / SR22T Supplements Section 6 - Weight & Balance Refer to Section 6 - Weight and Balance of the basic POH for current weight and balance data. Use the following table to determine the Moment/1000 for deicing fluid to complete the Loading Form in the Weight and Balance Section of the basic POH.
Page 376 Section 9 Cirrus Design Supplements SR22 / SR22T Loading Data - Serials with G3 Wing Mom/ Mom/ Weight 1000@ Weight 1000@ Gallons Gallons Fluid Tank Fluid Tank (FS148.0) (FS148.0) 0.14 27.6 4.08 0.27 28.5 4.22 0.41 29.4 4.36 0.54 30.4 4.49...
Page 377 Cirrus Design Section 9 SR22 / SR22T Supplements Section 7 - System Description The Ice Protection System can prevent, and in certain conditions, remove ice accumulation on the flight surfaces by distributing a thin film of glycol-based fluid on the wing, horizontal stabilizer, and propeller.
Page 378 Section 9 Cirrus Design Supplements SR22 / SR22T SLINGER RING POROUS PANELS POROUS PANELS PROPORTIONING PROPORTIONING PROPORTIONING UNIT UNIT UNIT VENT FILTER FITTING FINGER STRAINER FLUID TANK METERING PUMP PROPORTIONING UNIT POROUS PANEL VENT DRAIN POROUS PANEL SR22_FM09_1527 Figure - 2...
Page 379 Cirrus Design Section 9 SR22 / SR22T Supplements • A cabin floor-forward proportioning unit distributes fluid to the propeller slinger ring assembly. In addition to distributing fluid to the porous panels and propeller slinger ring, the proportioning units provide an additional, distinct pressure drop to the supply lines such that a specific flow rate is provided to each protected surface.
Page 380 Section 9 Cirrus Design Supplements SR22 / SR22T Ice Protection System - Serials with G3 Wing The system consists of six porous panels, propeller slinger ring, two proportioning units, metering pump, priming pump, filter, in-line strainer, fluid tank, filler cap and neck, test port assembly, electrical switching, system plumbing, and (Serials w/ Perspective Avionics) deicing fluid level sensor.
Page 381 Cirrus Design Section 9 SR22 / SR22T Supplements POROUS POROUS SLINGER FILLER FLUID PANELS PANELS RING NECK TANK VENT OUTLET STRAINER DRAIN VALVE PROPORTIONING TEST UNIT PORT STRAINER TUBE CHECK VALVE PRIMING PROPORTIONING PUMP UNIT FILTER METERING PUMP POROUS PANELS...
Page 382 Section 9 Cirrus Design Supplements SR22 / SR22T • The empennage proportioning unit distributes fluid to the LH and RH horizontal panels. In addition to distributing fluid to the porous panels and propeller slinger ring, the proportioning units provide an additional, distinct pressure drop to the supply lines such that a specific flow rate is provided to each protected surface.
Page 383 Cirrus Design Section 9 SR22 / SR22T Supplements Fluid Quantity Sensing Serials w/ Perspective Avionics: Fluid quantity is measured by a float type quantity sensor installed in the deicing fluid tank. System Indicating Serials w/ Perspective Avionics: System Indicating is displayed as a dial gauge and text in the lower left corner of the MFD ENGINE page.
Page 384 Section 9 Cirrus Design Supplements SR22 / SR22T Section 8 – Handling, Service, & Maintenance • Caution • During long periods of non-use, the porous panel membranes may dry out which could cause uneven fluid flow during subsequent operation. Perform the Pre-Flight Inspection every 30 days to keep porous panel membranes wetted.
Page 385 Cirrus Design Section 9 SR22 / SR22T Supplements Metering Pump Priming - Serials before G3 Wing If air enters the system due to the fluid tank running dry during system operation, the metering pump may not be capable of priming itself. To...
Page 386 Section 9 Cirrus Design Supplements SR22 / SR22T Section 10 – Safety Information The Ice Protection System is not intended to remove ice from the aircraft on the ground. Do not attempt to take off with frost, ice, or snow on flying surfaces.
Page 387 Awareness/Warning System When the Honeywell KGP 560 Terrain Awareness and Warning System is installed in the Cirrus Design SR22, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot’s Operating Handbook. This document must be carried in the airplane at all times.
Page 388 Section 9 Cirrus Design Supplements SR22 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.
Page 389 Cirrus Design Section 9 SR22 Supplements Section 2 - Limitations 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.
Page 390 Section 9 Cirrus Design Supplements SR22 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.
Page 391 Cirrus Design Section 9 SR22 Supplements 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.
Page 392 Section 9 Cirrus Design Supplements SR22 Section 7 - Systems Description 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.
Page 393 Cirrus Design Section 9 SR22 Supplements GNS-430 TAWS Annunciator Panel GMA 340 Audio Panel Avidyne PFD KGP 560 Processor Transponder Avidyne MFD TAWS AVIONICS NON-ESSENTIAL Configuration Module SR20_FM09_2031 Figure - 1 Honeywell KGP 560 TAWS Simplified Schematic P/N 13772-121 7 of 12...
Page 394 Section 9 Cirrus Design Supplements SR22 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).
Page 395 Cirrus Design Section 9 SR22 Supplements TAWS SELF TERR TERR TERR TERR TEST INHIBIT INOP CAUT WARN SR22_FM09_2032 Annunciator Color Function SELF TEST Provides test function for TAWS TERR INHIBIT AMBER All TAWS alerting functions inhibited TERR INOP AMBER Indicates TAWS inoperative...
Page 396 Section 9 Cirrus Design Supplements SR22 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.
Page 397 Cirrus Design Section 9 SR22 Supplements 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.
Page 398 Section 9 Cirrus Design Supplements SR22 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.
Page 399 Supplement SR22 / SR22T Airplanes Registered in the European Union 1. This supplement is required for operation of Cirrus Design SR22 serial numbers 0002 and subsequent and SR22T serial numbers 0001 and subsequent when registered in the European Union. This supplement must be attached to the applicable SR22 and SR22T EASA/FAA-approved Airplane Flight Manuals.
Page 400 Section 9 Cirrus Design Supplements SR22 / SR22T Section 1 - General No Change. Section 2 - Limitations No Change. Section 3 - Emergency Procedures No Change. Section 4 - Normal Procedures Noise Characteristics/Abatement Serials 22T-0001 and subsequent: The certificated noise levels for the...
Page 401 Avidyne Flight Director When the Avidyne Flight Director is installed in the Cirrus Design SR22, this POH Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot’s Operating Handbook. This document must be carried in the airplane at all times.
Page 402 Section 9 Cirrus Design Supplements SR22 Section 1 - General The Flight Director system enhances situational awareness by reducing cockpit workload through providing a visual cue for the pilot to follow as indicated by the PFD’s Flight Director Steering Command Bar.
Page 403 1. The Flight Director System integrates with the Primary Flight Display (PFD) System. Adherence to the PFD imitations in the basic SR22 Pilot’s Operating Handbook is mandatory. 2. The Avidyne FlightMax Entegra-Series PFD Pilot’s Guide, P/N 600-00142-000, Revision 03, or latest revision, must be available to the pilot during all flight operations.
Page 404 Section 9 Cirrus Design Supplements SR22 the pilot is expected to actuate the flight controls as required to track the bars. The following describes push-button annunciation and related Autopilot and Flight Director status: • Autopilot off. Annunciation • Autopilot not active in either roll or pitch control.
Page 405 Instrumentation When the Avidyne EMax™ Engine Instrumentation system is installed in the Cirrus Design SR22, this POH Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot’s Operating Handbook. This document must be carried in the airplane at all times.
Page 406 Section 9 Cirrus Design Supplements SR22 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™...
Page 407 Cirrus Design Section 9 SR22 Supplements Section 2 - Limitations No Change. Section 3 - Emergency Procedures No Change. Section 4 - Normal Procedures No Change. Section 5 - Performance No Change. Section 6 - Weight & Balance Installation of the Avidyne Engine Instruments adds the following optional (Sym = O) equipment at the weight and arm shown in the following table.
Page 408 Section 9 Cirrus Design Supplements SR22 providing full-time recording 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 Pilot’s Guide for a more complete description of EMax Engine Instruments, its operating modes, and additional detailed operating procedures.
Page 409 Approach Charts When the Avidyne CMax™ Electronic Approach Charts system is installed in the Cirrus Design SR22, this POH Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot’s Operating Handbook. This document must be carried in the airplane at all times.
Page 410 Section 9 Cirrus Design Supplements SR22 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 pilot’s situational...
Page 411 Cirrus Design Section 9 SR22 Supplements Section 2 - Limitations 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 Pilot’s Guide, P/N 600-00108- 000, Revision 03 or later, must be available to the pilot during all flight operations.
Page 412 Section 9 Cirrus Design Supplements SR22 Refer to Avidyne FlightMax EX5000C Pilot’s Guide, for a more complete description of CMax Approach Charts, its operating modes, and additional detailed operating procedures. 4 of 4 P/N 13772-125 Revision 01: 12-15-07...
Page 413 XM Satellite Weather System When the XM Satellite Weather System system is installed in the Cirrus Design SR22, this POH Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot’s Operating Handbook. This document must be carried in the airplane at all times.
Page 414 Section 9 Cirrus Design Supplements SR22 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...
Page 415 Cirrus Design Section 9 SR22 Supplements Section 2 - Limitations 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. Section 3 - Emergency Procedures No Change.
Page 416 Section 9 Cirrus Design Supplements SR22 • 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 Pilot’s Guide for a more complete description of XM Satellite Weather System, its operating modes, and additional detailed operating procedures.
Page 417 PHC-J3Y1F-1N/N7605(B) is installed in the Cirrus Design SR22, this POH Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot’s Operating Handbook. This document must be carried in the airplane at all times.
Page 418 Section 9 Cirrus Design Supplements SR22 Section 1 - General For additional information on Hartzell Compact Series Propeller with Composite Blades refer to Hartzell Propeller Owner’s Manual, p/n 145, revision 1 or later. Section 2 - Limitations Power Plant Limitations Hartzell Compact Series Propeller with Composite Blades Propeller Type........
Page 419 Cirrus Design Section 9 SR22 Supplements Maximum Glide Conditions Example: Power Altitude 10,000 ft. AGL Propeller Windmilling Airspeed Best Glide Flaps 0% (UP) Wind Zero Glide Distance 13.9 NM Best Glide Speed 3400 lb 88 KIAS Maximum Glide Ratio ~ 8.5 : 1...
Page 420 For climb, follow basic AFM procedure but use performance data in Section 5 of this supplement. Noise Characteristics/Abatement The certificated noise levels for the Cirrus Design SR22 established in accordance with FAR 36 Appendix G are: Configuration...
Page 421 Cirrus Design Section 9 SR22 Supplements Enroute Climb Gradient Conditions: Example: • Power ......Full Throttle Outside Air Temp ......20°C • Mixture ...... Set Per Placard Weight ........3400 LB • Flaps ........0% (UP) Pressure Altitude ....4000 FT • Airspeed ....Best Rate of Climb Climb Airspeed ....109 Knots...
Page 422 Section 9 Cirrus Design Supplements SR22 Enroute Rate of Climb Conditions: Example: • Power.......Full Throttle Outside Air Temp ....... 20°C • Mixture.......Set Per Placard Weight........3400 LB • Flaps........0% (UP) Pressure Altitude....6000 FT • Airspeed ....Best Rate of Climb Climb Airspeed....
Page 423 Cirrus Design Section 9 SR22 Supplements Section 6 - Weight & Balance Installation of the subject propeller adds the following optional (Sym = O) equipment at the weight and arm shown in the following table. ATA / Unit Description Part Number...
Page 424 Section 9 Cirrus Design Supplements SR22 Section 8 - Handling, Servicing & Maintenance Propeller Servicing The spinner and backing plate should be cleaned and inspected for cracks frequently. Before each flight the propeller should be inspected for nicks, scratches, and gouges. If found, they should be repaired as...
Page 425 SR22 Airplanes Equipped with the “G3 Wing” When the G3 Wing is installed on the Cirrus Design SR22 serials 2334, 2420, 2438 and subsequent, this POH Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot’s Operating Handbook.
Page 426 Section 9 Cirrus Design Supplements SR22 Intentionally Left Blank 2 of 48 13772-130 Revision 03: 05-09-11...
Page 427 Cirrus Design Section 9 SR22 Supplements Section 1 - General The G3 Wing is constructed in a conventional spar, rib, and shear section arrangement. The upper and lower skins are bonded to the spar, ribs, and aft shear web forming a torsion box that carries all of the wing bending and torsion loads.
Page 428 Section 9 Cirrus Design Supplements SR22 GROUND TURNING CLEARANCE 24.3 ft. (7.41 m) RADIUS FOR WING TIP 7.0 ft. (2.16 m) RADIUS FOR NOSE GEAR 0.5 ft. (0.15 m) RADIUS FOR INSIDE GEAR 9.1 ft. (2.77 m) RADIUS FOR OUTSIDE GEAR TURNING RADII ARE CALCULATED USING ONE BRAKE AND PARTIAL POWER.
Page 429 Cirrus Design Section 9 SR22 Supplements 26.0 ft 7.92 m 8.9 ft 2.71 m 9 inches (minimum) 23 cm (minimum) NOTE: • Wing span includes position and strobe lights. • Prop ground clearance at 3400 lb - 9" inches (23 cm).
Page 430 Section 9 Cirrus Design Supplements SR22 The Airplane Fuel Total Capacity ..........94.5 U.S. Gallons (358.0 L) Total Usable ..........92.0 U.S. Gallons (348.0 L) Maximum Certificated Weights Full Fuel Payload ............610 lb (277 Kg) 6 of 48 13772-130 Revision 03: 05-09-11...
Page 431 Cirrus Design Section 9 SR22 Supplements Section 2 - Limitations 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.
Page 432 Section 9 Cirrus Design Supplements SR22 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.
Page 433 Cirrus Design Section 9 SR22 Supplements Center of Gravity Limits Reference Datum ........100 inches forward of firewall Forward ..............Refer to Figure 2-1 Aft ................Refer to Figure 2-1 3600 31 .5% M A C 1 9.2% M A C FS 1 48.1...
Page 434 Section 9 Cirrus Design Supplements SR22 Placards Wing, adjacent to fuel filler caps: Engine control panel: 119 KIAS FLAPS 100% 104 KIAS CREW SEATS MUST BE LOCKED IN POSITION AND CONTROL HANDLES FULLY DOWN BEFORE FLIGHT RICH Airplanes Registered in Brazil and Operating Under the Agência...
Page 435 Cirrus Design Section 9 SR22 Supplements Section 3 - Emergency Procedures Emergency Descent 1. Power Lever ................IDLE 2. Mixture ..............AS REQUIRED • Caution • If significant turbulence is expected do not descend at indicated airspeeds greater than V (177 KIAS) 3.
Page 436 Section 9 Cirrus Design Supplements SR22 Intentionally Left Blank 12 of 48 13772-130 Revision 03: 05-09-11...
Page 437 Cirrus Design Section 9 SR22 Supplements Section 4 - Normal Procedures Airspeeds for Normal Operation Unless otherwise noted, the following speeds are based on a maximum weight of 3400 lb. and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff and landing distance, the speed appropriate to the particular weight must be used.
Page 438 Section 9 Cirrus Design Supplements SR22 Intentionally Left Blank 14 of 48 13772-130 Revision 03: 05-09-11...
Page 439 Cirrus Design Section 9 SR22 Supplements Section 5 - Performance Airspeed Calibration - Normal Static Source Conditions: • Power for level flight or maximum continuous, whichever is less. • Note • Indicated airspeed values assume zero instrument error. KCAS KIAS...
Page 440 Section 9 Cirrus Design Supplements SR22 Airspeed Calibration - Alternate Static Source Conditions: • Power for level flight or maximum continuous, whichever is less. • Heater, Defroster & Vents................... ON • Note • Indicated airspeed values assume zero instrument error.
Page 441 Cirrus Design Section 9 SR22 Supplements Altitude Correction Normal Static Source: Standby Altimeter Conditions: • Power for level flight or maximum continuous, whichever is less. • 3400 LB • Note • Add correction to desired altitude to obtain indicated altitude to fly.
Page 442 Section 9 Cirrus Design Supplements SR22 Altitude Correction Alternate Static Source: Standby Altimeter Conditions: • Power for level flight or maximum continuous, whichever is less. • Heater, Defroster, & Vents .................. ON • Note • Add correction to desired altitude to obtain indicated altitude to fly.
Page 443 Cirrus Design Section 9 SR22 Supplements Stall Speeds Conditions: Example: • Weight ........3400 LB Flaps........Up (0%) • C.G..........Noted Bank Angle ........15° • Power ........... Idle C.G ........Forward • Bank Angle........Noted Stall Speed ..74 KIAS | 71 KCAS • Note •...
Page 444 Section 9 Cirrus Design Supplements SR22 Takeoff Distance Conditions: • Winds........................ Zero • Runway..................Dry, Level, Paved • Flaps......................... 50% • Power: • Throttle ....................Full Open • Mixture ..................Set per Placard Set prior to brake release for short field takeoff.
Page 445 Cirrus Design Section 9 SR22 Supplements Takeoff Distance - 3400 LB Weight: 3400 LB Headwind: Subtract 10% for each 12 Speed at Liftoff: 73 KIAS knots headwind. Speed over 50 Ft. Obstacle: 78 KIAS Tailwind: Add 10% for each 2 knots Flaps: 50% tailwind up to 10 knots.
Page 446 Section 9 Cirrus Design Supplements SR22 Takeoff Distance - 2900 LB Weight: 2900 LB Headwind: Subtract 10% for each 12 Speed at Liftoff: 70 KIAS knots headwind. Speed over 50 Ft. Obstacle: 74 KIAS Tailwind: Add 10% for each 2 knots Flaps: 50% tailwind up to 10 knots.
Page 447 Cirrus Design Section 9 SR22 Supplements Takeoff Climb Gradient Conditions: • Power ....................Full Throttle • Mixture .................... Set per Placard • Flaps .........................50% • Airspeed ..................Best Rate of Climb • Note • Climb Gradients shown are the gain in altitude for the horizontal distance traversed expressed as Feet per Nautical Mile.
Page 448 Section 9 Cirrus Design Supplements SR22 Takeoff Rate of Climb Conditions: • Power....................Full Throttle • Mixture.................... Set per Placard • Flaps......................... 50% • Airspeed ..................Best Rate of Climb • Note • Rate-of-Climb values shown are change in altitude for unit time expended expressed in Feet per Minute.
Page 449 Cirrus Design Section 9 SR22 Supplements Enroute Climb Gradient Conditions: • Power ....................Full Throttle • Mixture .......................Full Rich • Flaps ......................0% (UP) • Airspeed ..................Best Rate of Climb • Note • Climb Gradients shown are the gain in altitude for the horizontal distance traversed expressed as Feet per Nautical Mile.
Page 450 Section 9 Cirrus Design Supplements SR22 Enroute Rate of Climb Conditions: Example: • Power.......Full Throttle Outside Air Temp ...... 10° C • Mixture......As Required Weight........3400 LB • Flaps........0% (UP) Pressure Altitude....6000 FT • Airspeed ....Best Rate of Climb Climb Airspeed.....
Page 451 Cirrus Design Section 9 SR22 Supplements Time, Fuel and Distance to Climb Conditions: • Power ....................Full Throttle • Mixture ................Per Schedule, Section 4 • Fuel Density ..................6.0 LB/GAL • Weight ......................3400 LB • Winds ....................... Zero • Climb Airspeed....................Noted •...
Page 452 Section 9 Cirrus Design Supplements SR22 Range / Endurance Profile Conditions: • Weight ......................3400 LB • Temperature ..................Standard Day • Winds........................ Zero • Mixture....................Best Economy • Total Fuel ....................92 Gallons • Note • Fuel Remaining For Cruise is equal to 92.0 gallons usable, less climb fuel, less 9.8 gallons for 45 minutes IFR reserve fuel at 47% power (ISA @ 10,000...
Page 453 Cirrus Design Section 9 SR22 Supplements 65% POWER Mixture: Best Power Press Climb Fuel Airspeed Fuel Endurance Range Specific Fuel Remaining Flow Range For Cruise KTAS Hours Nm/Gal 8000 79.0 15.4 11.2 10000 78.2 15.4 11.5 12000 77.1 15.4 11.8...
Page 454 Section 9 Cirrus Design Supplements SR22 Balked Landing Climb Gradient Conditions: • Power....................Full Throttle • Mixture.................... Set per Placard • Flaps...................... 100% (DN) • Climb Airspeed ....................V REF • Note • Balked Landing Climb Gradients shown are the gain in altitude for the horizontal distance traversed expressed as Feet per Nautical Mile.
Page 455 Cirrus Design Section 9 SR22 Supplements Balked Landing Rate of Climb Conditions: • Power ....................Full Throttle • Mixture .................... Set per Placard • Flaps ...................... 100% (DN) • Climb Airspeed....................V REF • Note • Balked Landing Rate of Climb values shown are the full flaps change in altitude for unit time expended expressed in Feet per Minute.
Page 456 Section 9 Cirrus Design Supplements SR22 Landing Distance Conditions: • Winds........................ Zero • Runway..................Dry, Level, Paved • Flaps....................... 100% • Power..................3° Power Approach to 50 FT obstacle, then reduce power passing the estimated 50 foot point and smoothly continue power reduction to reach idle just prior to touchdown.
Page 457 Cirrus Design Section 9 SR22 Supplements Landing Distance WEIGHT: 3400 LB Headwind: Subtract 10% for each 13 Speed over 50 Ft Obstacle: 77 KIAS knots headwind. Flaps: 100% Tailwind: Add 10% for each 2 knots Power: Idle tailwind up to 10 knots.
Page 458 Section 9 Cirrus Design Supplements SR22 Intentionally Left Blank 34 of 48 13772-130 Revision 03: 05-09-11...
Page 459 Cirrus Design Section 9 SR22 Supplements Section 6 - Weight and Balance WATER LINE (WL) 350.2 165.5 55.6 100.0 142.5 222.0 150.0 38.3 WL 100.0 NOTE Reference datum located at 50.0 fuselage station 0.0. (FS) 157.4 FUSELAGE STATION LEMAC BUTTOCK LINE (BL) FS 133.1...
Page 460 Section 9 Cirrus Design Supplements SR22 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 = ____________ Measured SR22_FM06_1441 Weighing Scale...
Page 461 Cirrus Design Section 9 SR22 Supplements 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...
Page 462 Section 9 Cirrus Design Supplements SR22 3. Weighing: a. With the airplane level, doors closed, and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading. 4. Measuring: a. Obtain measurement ‘x’ by measuring horizontally along the...
Page 463 Cirrus Design Section 9 SR22 Supplements 10. Record the new weight and C.G. values on the Weight and Balance Record. The above procedure determines the airplane Basic Empty Weight, moment, and center of gravity in inches aft of datum. C.G. can also be...
Page 464 Section 9 Cirrus Design Supplements SR22 Weight & Balance Loading Form Serial Num:_________________Date: _________________________ Reg. Num: _________________Initials: _______________________ Weight Moment/ Item Description 1000 Basic Empty Weight Includes unusable fuel & full oil Front Seat Occupants Pilot & Passenger (total) Rear Seat Occupants...
Page 465 Cirrus Design Section 9 SR22 Supplements Loading Data Use the following chart or table to determine the moment/1000 for fuel and payload items to complete the Loading Form. Fuel Fwd Pass Aft Pass Loading Chart Baggage 20.0 40.0 60.0 80.0 100.0...
Page 466 Section 9 Cirrus Design Supplements SR22 Moment Limits Use the following chart or table to determine if the weight and moment from the completed Weight and Balance Loading Form (Figure 6-7) are within limits. 3400 3200 3000 2800 2600 2400...
Page 467 Cirrus Design Section 9 SR22 Supplements Section 7 - Systems Description Airframe 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.
Page 468 Section 9 Cirrus Design Supplements SR22 Fuel System An 92-gallon usable wet-wing fuel storage system provides fuel for engine operation. The system consists of a 47.25-gallon capacity (46- gallon usable) vented integral fuel tank and a fuel collector/sump in each wing, a three position selector valve, an electric boost pump, and an engine-driven fuel pump.
Page 469 Cirrus Design Section 9 SR22 Supplements 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.
Page 470 Section 9 Cirrus Design Supplements SR22 Intentionally Left Blank 46 of 48 13772-130 Revision 03: 05-09-11...
Page 471 Cirrus Design Section 9 SR22 Supplements Section 8 - Handling, Servicing & Maintenance Servicing Tire Inflation Inflate nose tire to 30 psi (207 kPa) and main wheel tires to 62 psi (427kPa). Filling Fuel Tanks Observe all safety precautions required when handling gasoline. Fuel fillers are located on the forward slope of the wing.
Page 472 Section 9 Cirrus Design Supplements SR22 Intentionally Left Blank 48 of 48 13772-130 Revision 03: 05-09-11...
Page 473 Cirrus Design Section 9 SR22 / SR22T Supplements Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement Artex ME406 406 MHz ELT System When Artex ME406 406 MHz ELT System is installed on the aircraft, this POH Supplement is applicable and must be inserted in the Supplements Section of the Pilot’s Operating Handbook.
Page 474 Section 9 Cirrus Design Supplements SR22 / SR22T Section 1 - General The 406 MHz emergency locator transmitter (ELT) is a radio-frequency transmitter that generates a signal to assist in search and rescue for missing aircraft. The ELT automatically transmits the standard sweep tone on 121.5 MHz if rapid deceleration is detected.
Page 475 Cirrus Design Section 9 SR22 / SR22T Supplements Section 2 - Limitations No Change. Section 3 - Emergency Procedures Forced Landing Before performing a forced landing activate the ELT transmitter manually by turning the ELT remote switch to the 'ON'-position.
Page 476 Section 9 Cirrus Design Supplements SR22 / SR22T Portable Use of ELT The ELT transmitter can be removed from the airplane and used as a personal locating device if it is necessary to leave the airplane after an accident. Access the unit as described below and set the ELT transmitter control switch to the 'ON'-position.
Page 477 Cirrus Design Section 9 SR22 / SR22T Supplements Section 7 - Systems Description This airplane is equipped with a self-contained Artex ME406 406 MHz ELT System. The transmitter unit is automatically activated upon sensing a change of velocity along its longitudinal axis exceeding 4 to 5 feet per second.
Page 478 Section 9 Cirrus Design Supplements SR22 / SR22T Section 8 - Handling, Servicing & Maintenance ELT and RCPI batteries must be inspected in accordance with the Airplane Maintenances Manual, 5-20 - Scheduled Maintenance Checks. The ELT and RCPI batteries must be replaced upon reaching the date...
Page 479 Cirrus Design Section 9 SR22 / SR22T Supplements system or provide the same level of confidence as does an AM radio. 1. Tune aircraft receiver to 121.5 MHz. 2. Turn the ELT aircraft panel switch "ON" for about 1 second, then back to the "ARM"...
Page 480 Section 9 Cirrus Design Supplements SR22 / SR22T Intentionally Left Blank 8 of 8 P/N 13772-131 Revision 02: 01-06-10...
Page 481 Garmin 400W-Series GPS Navigator When a Garmin 400W-Series GPS Navigator is installed in the Cirrus Design SR22, this Supplement is applicable and must be inserted in the Supplements Section (Section 9) of the Cirrus Design SR22 Pilot's Operating Handbook. This document must be carried in the airplane at all times.
Page 482 Section 9 Cirrus Design Supplements SR22 Section 1 - General The WAAS-enabled, Garmin 400W-Series GPS Navigator is capable of providing primary navigation information for enroute, terminal, non- precision, and precision approaches with typical position accuracies of 1 meter horizontally and 2 meters vertically.
Page 483 Cirrus Design Section 9 SR22 Supplements SR22_FM09_1285 SR22_FM09_1109 Figure - 1 GNC 420W and GNS 430W 400W-Series Navigators P/N 13772-132 3 of 10 Revision 01: 11-11-07...
Page 484 Section 9 Cirrus Design Supplements SR22 Section 2 – Limitations 1. The Garmin 400W-Series GPS Navigator Pilot's Guide and Reference, P/N 190-00356-00, Revision A or later must be immediately available to the pilot during flight. The software status stated in the pilot's guide must match that displayed on the equipment.
Page 485 Cirrus Design Section 9 SR22 Supplements Section 4 - Normal Procedures Refer to the Systems Description Section of this supplement for integration differences when single and dual units are installed. Normal operating procedures are outlined in the Garmin 400W-Series GPS Navigator Pilot's Guide and Reference, P/N 190-00356-00, Revision A or later.
Page 486 Section 9 Cirrus Design Supplements SR22 Section 7 - Systems Description • Note • This section provides general description and aircraft integration information for the Garmin GNC 420W and GNS 430W 400W-Series Navigators. For detailed descriptions and operational instructions, refer to the Garmin 400W-Series...
Page 487 Cirrus Design Section 9 SR22 Supplements GNS 430W The GNS 430W, designated as the primary navigator (GPS 1), includes all of the features of the GNC 420W with the addition of IFR certified VOR/Localizer and Glideslope receivers. In the event a...
Page 488 Section 9 Cirrus Design Supplements SR22 Communication (COM) Transceiver 430W includes digitally-tuned integrated communications (COM) transceiver. 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 COM 1 circuit breaker on the Avionics Essential Bus.
Page 489 Cirrus Design Section 9 SR22 Supplements be alternately set between GPS or VLOC by the CDI button on the navigator. The active source is identified on the PFD. TERRAIN Interface • Note • TERRAIN functionality is a standard feature found in GNS 430W units with main software version 5.01 or above and valid...
Page 490 Section 9 Cirrus Design Supplements SR22 Intentionally Left Blank 10 of 10 P/N 13772-132 Revision 01: 11-11-07...
Page 491 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 ..............

Page 492: Revision A10

Page 493: introduction, page 494: cirrus airframe parachute system (caps) deployment, page 495: loss of control, page 496: deployment altitude, page 497: landing considerations, page 498: water landings, page 499: post impact fire, page 500: taxiing, steering, and braking practices, page 501: brake maintenance.

Page 502 Section 10 Cirrus Design Safety Information SR22 Intentionally Left Blank 10-12 P/N 13772-001 Revision A6...

Rename the bookmark

Delete bookmark, delete from my manuals, upload manual.

Cirrus SR22T - Leaning mixture in cruise REDUCES engine power. It should INCREASE it

2 tags are required: One for platform, and one for aircraft.

Are you using Developer Mode or made changes in it?

Have you disabled/removed all your mods and addons? If the issue still occurs with no mods and add-ons, please continue to report your issue. If not, please move this post to the Community Support section.

No, but it shouldn’t be relevant to this particular bug

Which aircraft are you reporting an issue about? (Please also add the proper tag for it)

Cirrus SR22T

Which aircraft version are you experiencing this issue on? (You can find this listed in the Content Manager under the Aircraft Name)

Brief description of the issue:

The aircraft shows a DECREASE in engine power output when leaning the mixture to the indicated cruise setting rather than an INCREASE.

Provide Screenshot(s)/video(s) of the issue encountered:

Detailed steps to reproduce the issue encountered:

In the SR22T, climb to at least 3000 feet MSL and reduce power to 75% max. When the G1000 indicates the optimum fuel flow target, lean the mixture to meet it. You will see that the indicated engine power DROPS rather than INCREASING as it should.

Here is a real Cirrus video in which you can clearly see that effective engine power INCREASES when leaning: https://www.youtube.com/watch?v=XEKz7H6CEv0

PC specs and/or peripheral set up if relevant:

AMD Ryzen 9 3900XT, nVIDIA GeForce RTX3090, 32GB RAM

Build Version # when you first started experiencing this issue:

Do you have the same issue if you follow the OP’s steps to reproduce it?

Provide extra information to complete the original description of the issue:

If relevant, provide additional screenshots/video:

Please see video where I pull MP to 30.5 and then adjust mixture to Cyan Target. The Power Percentage Increases as expected. This is identical to the RL settings demo’d by the pilot in the Topic Owner’s link.

https://www.youtube.com/watch?v=Ab2uT01K4ts

Hmm… ok, I’ll retest since their was a patch today.

The beta build pushed on Friday that delivered the 22T initially is the same build as pushed today to all non-Beta testers.

Leaning the mixture increases performance for me provided that I am not already lean of peak, at which point further leaning it will decrease performance and starve the engine as expected. You can try monitoring the EGT on the engine page, set mixture to fill rich at cruise altitude (which should cause a dramatic loss of performance if you are at a high enough altitude) and then watch the EGT increase as you lean. Note that RPM in the SR22T is a bit different from something like the 172. I don’t know how it works, but it’ll generally try to maintain a set RPM regardless of the mixture setting. Someone with more experience could probably explain that.

Here’s some more info from WT about some of those issues. The prop governor on the -22 works differently than most planes we operate. Regards https://forums.flightsimulator.com/t/sr22-engine-remains-at-full-throttle-solved/619239/16

As you lean, power will increase until you get to peak power (right around peak EGT also). As you lean further to the carrot, power will decrease as you get to best economy, which is the cyan target.

The cyan target is not a best power target but a best economy/engine life target.

This is an exceptional reference: as you can see, as he leans the power goes from about 80 to almost 90, and then just before he gets to the target the power begins to go back to roughly where he started as he leans additionally to the target.

Solution marked.

FAA Seeks Input From Cirrus SR Operators After Power Lever Failure Report

According to the agency, a power lever sheared recently as a pilot advanced to full throttle., meg godlewski.

The FAA and Cirrus Aircraft are investigating a power lever failure report, specifically targeting the power levers in Cirrus SR20, SR22, and SR22T airplanes. [Credit: Jim Koepnick]

The FAA is seeking input from Cirrus SR operators following a report of a power lever failing on takeoff.

According to the agency, a power lever sheared recently as a pilot advanced to full throttle.

"The pilot quickly cut fuel to the aircraft and aborted the takeoff," FAA said in an Airworthiness Concern Sheet (ACS) released Friday.

Images provided by the FAA show the lever broke off at the base.

The FAA and Cirrus Aircraft are investigating the issue together, specifically targeting the power levers in Cirrus SR20/SR22/SR22T airplanes.

The owner of the SR20 initiated a fleet-wide inspection and found cracks in numerous levers. The aircraft, which are used in the training environment, have between 2,900 to 3,900 hours, including approximately 12,500-15,000 takeoffs and landings.

"The failure and cracks were noted to occur at the region of the lever that has the smallest cross section," the ACS said.

The FAA recommended operators inspect this area and, if damage is found, “provide information including description of damage, available photos, airplane serial number, time in service, and any prior replacement of the throttle assembly or power lever.”

The ACS is a means for FAA aviation safety engineers to coordinate airworthiness concerns with aircraft owners/operators, and the resolution of this issue could involve airworthiness directive (AD) action or a special airworthiness information bulletin (SAIB). The FAA could also determine that no action is needed at this time.

The FAA’s final determination will depend in part on the information received in response to the ACS.

Cirrus SR aircraft have been part of the single-engine piston market since 1998. The SR20 quickly became a favorite due in part to the Cirrus Airframe Parachute System (CAPS), which is standard equipment on every aircraft.

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IMAGES

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Flight1 Aviation Technologies > Simulators > Cirrus SR Series
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2006 Cirrus SR22 Turbo Signature Edition| Steel Aviation

COMMENTS

SR22 power settings for instrument approaches
Hi, have just joined COPA. I am doing my instrument rating in my SR22 in Australia with a non-Cirrus instrtuctor. I am trying to find a good power setting for instrument approaches that keeps the speed back but doesn't over cool the engine. can anyone hlep with suggested settings? look forward to some help dmoore
PDF SR22T G5 Key Power Settings
SR22T G5 Key Power Settings. SR22T G5 Key Power Settings. Takeoff/Climb Full Power. Full Power = Keep MP at 37" or below Fuel Flow should be approx. 39 GPH. Best Power Cruise (85%) MP 30.5" Fuel Flow 18.3 GPH Note: Leaning to cyan line may be necessary to maintain CHT below 400°F. Each .5 gal=15°F CHT cooler.
SR22 fuel burn rates?
For my SR22 G2, the typical fuel flow at cruise is 14.5 gph at say 6500'. At 9500', it is around 13.8 gph. Speed is typically 172k TAS. I do not fly ROP much, so I don't remember any typical numbers. Paul Jensen wrote the following post at Sat, Jan 28 2017 16:07:
Cirrus SR22T Transition and Engine Management
Cruise (4-21). Reduce power to less than 30.5 inches MAP. Lean to the cyan target. If CHTs are above 420, reduce fuel flow by 0.5 gph for a 15-degree reduction. An alternative is to use the G1000 to lean for peak TIT 50-75F lower than peak. Cruise boost pump usage (4-22). This is a huge difference compared to the SR22.
Cirrus SR22 Pilot's Operating Handbook And Flight Manual
Page 133: Cruise Leaning Cirrus Design Section 4 SR22 Normal Procedures Cruise Leaning 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... Page 134: Landing
PDF SR22T Engine Operations
Cruise • Manifold Pressure set to 30.5 or less (power lever) • The Slope Controller maintains upper deck pressure 4" higher (~34.5") than the intake manifold - Allows for immediate power response • No need to wait for turbos to spool up if additional power is needed
CIRRUS DESIGN SR22 INFORMATION MANUAL Pdf Download
Cirrus Design Section 4 SR22 Normal Procedures Cruise Normal cruising is performed between 55% and 85% power. The engine power setting and corresponding fuel consumption for various altitudes and temperatures can be determined by using the cruise data in Section 5.
PDF for the CIRRUS SR22
Cirrus Design Pilot's Operating Handbook SR22 List of Effective Pages List of Effective Pages Use this page to determine the current effective date for each page in the POH. Supplements are issued individually and are controlled by th e Log of Supplements Page in Section 9. Dates of original issue and revised pages are:
CIRRUS SR22T PILOT OPERATING HANDBOOK Pdf Download
Keep in mind, any additional power added with the throttle will be absorbed in the brakes to maintain constant speed. View and Download Cirrus SR22T pilot operating handbook online. Aircraft Serials SR22T-0442 & Subsequent with Teledyne Continental Motors Turbocharged Engine 3600 Pound Takeoff Weight. SR22T aircrafts pdf manual download.
SR22T CHT Temp High
85% was advertised as being "OK" continuously but I believe the consensus is that 75% continuously power should be about the max for engine longevity. I basically use one of two power settings for cruise: max cruise 75% @ 15.5-16 gph econ cruise 65% @ 13.8-14 gph. Both these settings should yield CHT 330-350 and EGT 1530-1550
PDF Cirrus SR22 Maneuver Profiles
Smoothly apply maximum power, level the wings and transition to a pitch attitude that will slow/stop descent. After descent has stopped, reduce flaps 50%. Pitch for Vy (101 KIAS) Retract flaps to 0%. Note: Ensure you have a positive rate of climb, are at a safe altitude above all obstacles, and above 80 KIAS prior to retraction.
Cirrus SR22
At cruise settings, the horsepower also makes a difference. The increase from the SR20's 160-knot cruise speed at 75-percent power to the SR22's 181 knots is impressive, but you might ask whether the additional fuel burn and extra $60,000 to $70,000 is worth it. ... Cirrus SR22 Base price: $276,600 Price as tested: $294,700; Specifications ...
PDF Cirrus Monthly Proﬁciency Program Landing: Set Up for a Safe Touch Down
Cirrus Monthly Proﬁciency Program Landing: Set Up for a Safe Touch Down Flight Segment. CIRRUS SR22 AND SR20 POWER SETTINGS Pattern Entry SR22 Speed: 100 Knots Power: 15" Manifold Pressure (approximately) Before landing checklist completed SR20 Speed: 100 Knots Power: 20" Manifold Pressure (approximately)
PDF Cirrus SR22 G2 GTS Specifications and Performance
Cirrus SR22 G2 GTS Specifications and Performance . General Info. Category Single Engine Piston Seating 1 + 3 / 3 Top Speed 185 kts Max Range 1100 NM URL www.cirrusaircraft.com. Weights & Dimensions Weights: Basic Operating Weight 2,350 lbs Max Payload 850 lbs Passenger Payload 540 lbs Useful Load 1,050 lbs Avail. Payload/Max Fuel 346 lbs
Cirrus SR22 Guide and Specs: A Ci-rious Aircraft
Like all Cirrus single-engine aircraft, the SR22 is powered by a horizontally opposed, air-cooled, fuel-injected Continental 550 engine that has a total displacement of 552 cubic inches (9.05 l). The SR22 features an IO-550-N, while the turbocharged SR22T is powered by the dual turbocharged TSIO-550-K.
PDF The following excerpts from the Cirrus Flight ...
The following excerpts from the Cirrus Flight Operations Manual describe the procedures for normal landings. ... Traffic Pattern Description and Approximate Power Settings Slow the aircraft early enough to allow for an easy transition ... (SR20), 80kts (SR22). Normal Approach and Landing (100% Flaps) SR20 SR22, SR22TN, SR22T G3G1, G2
How Far Can The Cirrus SR22 Fly?
Photo: Cirrus Aircraft. The Cirrus SR22 operating manual states a maximum range of approximately 1,049 NM, with reserves cruising at 65% power. This range can vary slightly depending on the specific model and power settings. For example, the turbocharged SR22T has a maximum range of 1,021 NM with a 45-minute reserve cruising at 85% power.
SR Series
Integrated smart systems monitor your airspeed to protect you from accidentally deploying or retracting flaps. ESP. The digital, three-axis autopilot enables Electronic Stability and Protection (ESP), which passively and unobtrusively helps correct unusual flight attitudes, even when the autopilot is not engaged.
New Asobo Cirrus SR22, what's the verdict?
There's really not much CHT difference in any of the cruise power settings. You'll get some change based on mixture. We based all of this on manufacturer data and video references. ... Not sure if everyone that updated to the new SU14 update 1.35.21. is supposed to have the new Cirrus SR22 aircraft. I dont see one in the hangar. Looking into the
Full Power Climbs
Guest Discussion. jatiii (Martin Kent Jr.) June 10, 2002, 1:15pm 1. For the SR22 owners: When do you execute your first power reduction after takeoff? I climb full power until levelling off and then lean the engine to LOP. During the climb, I only lean per the max fuel flow chart on the panel. After the first 1,000' AGL, I typically increase ...
SR22: lowest possible takeoff power setting?
Oct 6, 2009. #8. nyoung said: If it could be done, however, it would be quite a fuel burn improvement. 170hp is about 55% of the SR22's 310hp engine. The SR22 info manual says that the Cirrus will do 55% @ 14000feet @ 13.1gph. I fly a normally aspirated 22, for 170HP LOP the fuel burn is more like 11.5.
CIRRUS SR22 PILOT OPERATING HANDBOOK Pdf Download
Page 113: Cruise Cirrus Design Section 4 SR22 Normal Procedures Cruise Normal cruising is performed between 55% and 85% power. The engine power setting and corresponding fuel consumption for various altitudes and temperatures can be determined by using the cruise data in Section 5. Page 114: Cruise Leaning
Cirrus SR22T
Cirrus SR22T. Which aircraft version are you experiencing this issue on? (You can find this listed in the Content Manager under the Aircraft Name) 0.2.13. Brief description of the issue: The aircraft shows a DECREASE in engine power output when leaning the mixture to the indicated cruise setting rather than an INCREASE.
FAA Seeks Input From Cirrus SR Operators After Power Lever Failure
The FAA and Cirrus Aircraft are investigating the issue together, specifically targeting the power levers in Cirrus SR20/SR22/SR22T airplanes. The owner of the SR20 initiated a fleet-wide ...
PDF Airworthiness Concern Sheet
The FAA is interested in receiving any information on damage, cracks, or known failures observed on the power levers in Cirrus SR20/SR22/SR22T airplanes. We recommend operators inspect this area and please provide information including description of damage, available photos, airplane serial number, time in service, and any prior replacement of ...