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flight operations manual cirrus perspective

1. SR22 2 2943 Enroute Climb Flow Procedure Flow Pattern 1 SET Set climb povver considering noise abatement procedures Normal climbs are made vvith full povver 2 s ET B y Verify UP Verify flaps have been retracted to 0 If not verify below Ver and ensure the following criteria has been met before retracting the flaps e SR20 85 KIAS e SR22 80 KIAS Positive rate of climb e Clear of terrain and obstacles T EEE aaa AS REQUIRED Set power mixture and airspeed per table 4 Fuel Pum v n s y aaa BLR A A As Required SR20 OFF SR22 BOOST P N 23020 002 3 47 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 SR22TN SR22T LOVV BOOST Fuel boost should be left on during takeoff and for climb as required for vapor suppression with hot or warm fuel 3 Mixture Climb Settings Povver Lever Fuel Flovv Airspeed SR20 Full Forvvard Full Rich 100 110 SR22 Full Forward Top of Green 110 120 Arc Full Power Full Forward Full Rich 120 130 Climb SR22TN Lean of Full Forward Cyan Target or 130 Peak Climb Less Full Power Full Forward Within Green 120 130 Climb Arc SR22T Lean of 30 5 MP Cyan Target or 130 Peak Cli
2. 3 91 Section 4 Emergency amp Abnormal Procedures 4 1 General asra tied ciel meee ethene Matsa ie at 4 1 Checklist Usage for Abnormal Procedures 4 1 Checklist Usage for Emergency Procedures 4 1 CAPS 1 aaa a aaea aaa aaia EE a 4 2 Emergency 1 eneren A EEE aE n 4 5 Engine Malfunctions 4 7 Engine Failure In 4 8 Emergency Landing Without Engine Povver 4 12 Unexplained Loss of Manifold 85 4 15 Engine Roughness or Partial Power Loss 4 18 Loss Of Oil Pressure YARAR layan 4 20 Engine Fire In a aa 4 22 Electrical Malfunctions Overview 4 25 Alternator 1 and 2 4 26 Electrical Fire Cabin Fire In 2 4 28 TOC 2 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Table of Contents Table of Contents Integrated Avionics Malfunctions Overview 4 30 PFD Display Failure and Reversionary Mode 4 32 Air Dat
3. Select Fullest Tank Svvitch fuel selector to the fullest tank Maximum fuel imbalance 7 5 SR20 10 gal SR22 Alternate Static Source NORMAL Visually verify alternate static source located near pilot s right knee above circuit breaker panel is in the NORMAL position Bat 1 and 2 Master Svvitches OFF Ensure both battery switches are turned off Circuit Breakers oo cece cc ceecceceeseee eee ceesesueeeeeeseseuaeneseeeeenaaes IN Ensure all circuit breakers are in and none are in re settable tripped condition Fire Extinguisher Charged and Avallable Inspect extinguisher and ensure pin and safety wire are intact There is no gauge to measure quantity Emergency Egress Hammer 2222 Available Hammer should be stowed securely inside lid of the arm rest between the front seats CAPS Handle Pin Removed Remove safety pin and stow for remainder of flight Be sure to replace CAPS cover after pin removal as it is a required placard Consider delaying this checklist item until all passengers are boarded and provide a passenger CAPS briefing at that time Left Fuselage a DOOMLOCK 24 Bad eee cee Unlock Ensure the door lock is in the unlocked position to allow outside entry into the aircraft in the event of an accident CO
4. ICIRIRU S CIRRUS ok ot SR22_TS02_3386 Procedure 1 M Xture CUTOFF 4 22 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Placing the mixture to idle cutoff stops fuel flovv at the mixture control valve located in the engine driven fuel pump This is the closest fuel cutoff point to the engine 2 PUMP since tac tien titi OFF Turning the auxiliary fuel pump off reduces remaining fuel pressure in the fuel system 3 Fuel Selector Larene ia aid tie aia God R A OFF Selecting the OFF position cuts off the fuel flow behind the engine firewall 4 Airflow OFF Select OFF the reduce the chance of contaminated air from entering the cabin 3 Mt 9 1 2 B 111 eg Pe ere IDLE Reduce the power lever to IDLE to further reduce the chance of fire and to use remaining oil pressure to increase propeller pitch 6 Ignition Svvitch AAA AA AA AAA s s s ssy asas sa OFF Turning the ignition switch to OFF further reduces the likelihood of combustion in the cylinders ya Gabin i DOOlS PARTIALLY OPEN Partially open the cabin doors to remove smoke and fumes fr
5. 5 5 800 921 2737 training cirrusaircraft com Sales 22 888 750 9927 info cirrusaircraft com CSIP or Training Center Inquiries csip cirrusaircraft com 1 4 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures Section 2 General Operating Procedures General This section should be used as a supplement for the planning and execution of all flights in Cirrus aircraft Although an excellent resource this information vvill not guarantee a safe flight Minimizing flight risk requires sound judgment and sensible operating practices Safety of flight ultimately depends upon the decisions made by you the pilot Safe flights should be conducted in accordance with regulations ATC clearances personal capabilities and the aircraft operating limitations described in the FAA Approved Airplane Flight Manual and Pilot s Operating Handbook POH For operations outside the United States refer to the appropriate regulations for that country This publication should be in the pilot s possession during all flight operations P N 23020 002 2 1 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Pilot Qualification and Training The pilot in command of any Cirrus aircraft is responsible for its safe operation t is recommended that all pilo
6. 1 2 1 ass n 1 4 Section 2 General Operating Procedures 2 1 General da a a a a a aaaea 2 1 Pilot Qualification and Training 2 2 Pilot Duty 51 2 9 Aircraft 2 10 Flight PIANINO 2 11 eeke WEI edule eee ai 2 13 In Flight 2 17 Flight Safety c ARADA rents elie eens eed ev eee 2 19 International Border 2 20 Incident and Accident Procedures U S Only 2 22 Aircraft Incident and Accident Report 2 23 Section 3 Standard Operating Procedures 3 1 General BSU TU T 3 1 Single Pilot Resource 1 3 2 Checklist 3 5 Pre Flight Inspection 3 7 Before Engine 51 3 21 Engine Start oiea unpa einka a a aa aerae e a 3 23 Before Tak er EA E O EA 3 27 pO ice EE AEEA AE EEE ST TA ROD coats 3 29 Before Takeoff penseu A a Aa 3 32 Takeoff Brielnge
7. Security Accumulation of Debris Physically ensure security of wheel pants Check for debris in wheel pants ice or slush may have formed during taxi i Condition Inflation and Wear P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures nspect tire for excessive vvear to include flat spots bald spots or visible tire chords Ensure adequate tire inflation Moving ihe aircraft may be necessary to visually inspect the entire tire for overall condition if excessive vvear is suspected Wheels and Brakes Condition Inspect the area directly surrounding the wheel for evidence of fluid leaks Visually inspect brakes temperature sticker for evidence of overheating Center of blue inspection disc is white in a normal condition dark gray when overheated Chock and Tie Down 5 2222 Remove Ensure all wheel chocks and tie down ropes are removed and stowed securely to prevent hazards to others Fuel Drains 2 underside Drain and Sample Use a clear fuel strainer and sample fuel from the main tank and the collector tank Visually verify color for grade of fuel and inspect for contaminants Ensure fuel drains do not leak after taking sample TKS Fluid Vent underside wing FIKI Unobstructed Verify there are no obstructions to the TKS f
8. OFF Ensure both battery switches are turned off 3 20 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Before Engine Start Complete the Before Starting Engine checklist as a do list to start the aircraft engine Before starting the engine verify all pre flight items are complete and all emergency equipment is on board and stored in the proper location Consider removing the CAPS pin after all occupants have boarded the aircraft and are seated vvith seat belts fastened Ensure seats are locked into position by verifying the control handle is in the full dovvn position During engine start the aircraft should be positioned so that the propeller blast will not adversely affect any aircraft hangar or person Passenger Flight Briefing The pilot should provide a safety briefing referencing the Passenger Briefing Card to all passengers prior to each flight The briefing shall provide instructions in the event of a pilot incapacitation including the use of the CAPS seat belts exits and any other safety equipment on the aircraft The pilot should also discuss sterile cabin procedures and other information as necessary At a minimum passengers should be briefed on the following items e CAPS e Smoking e Seatbelts Doors Emergency Exits Egress Hammer Use of Oxygen Procedure Do List 1 Pre flight Inspection 0 eee COMPLETE Verify pre
9. SUR RELEASE Steer with Rudder Initially a slight amount of differential braking may be required for directional control As airspeed increases both feet should be removed from toe brakes and directional control maintained with rudder inputs 2 Power Lever ences ae FULL FORWARD Smoothly increase power lever full forward for maximum takeoff power Discontinue takeoff if any rough or sluggish acceleration is noted Do not confuse any detents for a full power setting Engine speed at full power should be approximately e SR20 SR22 SR22TN 2700 RPM e SR22T 2500 RPM SR22TN SR22T During the first takeoff of the day due to relatively low engine oil temperature engine Manifold Pressure may exceed limits This is acceptable but if this occurs pilots should smoothly reduce power slightly to bring MP back below red line As a technique pilots can smoothly add power on takeoff until reaching red line instead of full forward Very that the power lever can be moved to full forward and remain within limits 3 38 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures 3 Engine Parameters CHECK Monitor engine parameters during the takeoff roll If any abnormal or questionable indications arise abort the takeoff early in the takeoff roll Elevator Control 22 ROTATE Smoothly at Va As airspeed
10. Name Phone Number P N 23020 002 2 23 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Damage to Aircraft Property If yes explain Description of any dangerous cargo Detailed explanation of incident accident or damage 2 24 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures P N 23020 002 2 25 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 ntentionally Left Blank 2 26 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Section 3 Standard Operating Procedures General The Standard Operating Procedures section describes the recommended procedures vvhen operating a Cirrus aircraft during visual and instrument conditions This information should serve as a framework for aircraft and avionics management These standard operating procedures vvere developed by and are used by professional pilots and flight instructors at Cirrus Aircraft The procedures outlined are considered the best operating practices while flying Cirrus aircraft however these procedures may not be inclusive to all variables encountered in the national airspace s
11. OFF Bat 2 Master ON PED su l E EEA Verify ON Verify on and alignment process beginning Essential Bus 23 25 Volts Verify vvith voltmeter located on the left hand side of the PFD Flap Position OUT Verify flap position light is not illuminated to ensure isolation diodes are functioning properiy Bat 1 Master ON Avionics Cooling Fan Audible P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Listen for cooling fan operation i Masks Cannulas and Hoses Check Condition P Oxygen ystelm r terane ar aeara eat aa EE R ON 1 Quantity Verify adequate supply for flight vvith reserve 2 FOW Check flovvmeter on all masks 3 Oxygen Syste Mi haiie orae EE ENa OFF k Avionics Master Switch ON Avionics Master and audio panel must be turned on and flaps must be 100 down in order to test stall warning on ground l POPS e E EEE 100 Check Lights ON Visually verify down and ensure light corresponds with flap setting m PITOT HEAT Svvitch aa aans OERE a aE a ON FIKI Limit ground operations of Pitot Heat to 45 seconds Operations of Pitot Heat in excess of 45 seconds while on the ground may cause exce
12. Flight Operations Manual Cirrus Perspective Limitations Section 7 ntentionally Left Blank 7 2 P N 23020 002 Feb 2011
13. Note following procedure is designed to be performed immediately following the normal pre flight inspection Items normally checked during that inspection will not be repeated here Reference the AFM supplement for a complete stand alone checklist Prior to conducting a pre flight inspection of the ice protection system ensure the aircraft is positioned in an area in which dripping anti ice fluid will not cause a slipping hazard to other persons Pilots should not operate the anti ice system in high traffic areas or inside hangars During long periods of non use the porous panel membranes may dry out which can cause uneven fluid flow during subsequent operation Perform the pre flight inspection every 30 days to keep porous panel membranes wetted 1 Cabin a Battery 1 Master Switch ON b Cabin Doors a Aa a AEA AEREA AREA N EKRAR Close Close doors in order to prevent anti ice fluid from the windshield sprayer from entering cabin WIND SHLD Push Button 522 Press Verify Evidence of anti ice fluid from spray nozzles ICE PROTECT System ON ICE PROTECT Mode Switch NORM Verify Metering Pump Cycle is 30s on 90s off Check anti ice fluid endurance indications on the MFD f ICE PROTECT System Switch OFF g PUMP BKUP ON Verify Metering Pump is continuously on Check anti ice fluid endurance ind
14. Increase power lever to 1700 RPM for engine run up Ensure oil temperature is at least 100 F prior to increasing power Select the engine page for expanded engine and electrical information during the engine run up 15 Aea O eek aa tests fot aie si at p sd n l n CHECK Alternator will be checked by placing greater electrical loads and turning on additional equipment below a eens eine deere ON b Navigator Lights uz R tin a it ee Rs ON P N 23020 002 3 33 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Landing Light ON d Annunciator 6 Verify OFF Verify that no electrical CAS messages appear on the PFD and that positive amps are indicated 1000080000 0000000 CHECK Verify voltage outputs for both main buses and the essential bus are in the green arcs AZ APitot Heat ec tain azanla AS REQUIRED Pitot heat should be turned ON for flight into IMC flight into visible moisture or whenever ambient temperatures are 5 C or less to reduce the possibility of pitot tube icing 18 Navigation 1149 15 AS REQUIRED Select navigation lights ON for night operations 19 Landing 4 AS REQUIRED Select landing light ON It is recommended to leave the landing light on while within 10NM of the departure airport 20 Magnetos neice ae CHECK LEFT and RIGHT a Igni
15. JEW JOU gen YoRosdde p ziliqes p ulino eu vin4ue Yoeosdde pessiw e in xz punoqul p usilqeis uo nq HAH 24 e SION ainpedoid yoeoidde pessiw pue dYN wo pue ney 601 40 AVI 10 41A JEUI 0 UORISULJL 1V I o Joud YAN 24 o 610 117 18S YAN LE 201 Aemuns pue jo adAL Buyong yoeoddy uoisioaiduoN 1 MO 111 1 M0d 11 1 M0d 111 Jamod IN4 yoeoddy p sSsSIN dN Sok 9602 ck 9682 dW ack 9681 dW ct Ge punoqul 4V4 dW SL 9607 dW SL 9609 9 9606 dW cZ 9609 dvd A NN Z sy sy sy sy yd l lu feui i sy sy sy sy AV 0 parea g S 0 2 A Jo WeIS 12245 122 9 2249 0249 s5um s s Mod 3 75 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures 94297 2040 2249 0285 SVIM 58 2249 SVIM 08 AOQV p ds y QUUIID JO H SAIIISOd 12919 981 4 5061 AA d 019 U 01 072 Yd 002 049 op 19M0d yoeoiddy p ssili Jo 102102810 dY dVIN 1u s q 1241 09 5081 38S SVIM 001 0 MOIS 374 1 INN 2 oul S004 p
16. Note For optimal protection pilots are encouraged to use supplemental oxygen above 10 000 feet MSL during the day and above 5 000 feet MSL at night Oxygen Equipment Prior to flight pilots should thoroughly understand and brief passengers on how to use oxygen equipment and on signs of hypoxia Pulse Oximeter Pilots are encouraged to use a pulse oximeter to monitor oxygen saturation of the blood Pilots should adjust the flow rate of oxygen to maintain a minimum of 90 saturation If saturation cannot be maintained above 90 pilots should descend appropriately Oxygen Cannula Oxygen cannulas may be used at any altitude below 18 000 feet Users should ensure that breathing is through the nose and not the mouth Eating or excessive talking may reduce oxygen saturation levels Oxygen Mask Oxygen masks must be worn above 18 000 feet MSL Masks should be properly fitted to each individual face prior to flight Loose fitting masks or facial hair may reduce the effectiveness of the mask and reduce oxygen saturation levels 2 18 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures Flight Safety n addition to the operating limitations specific to each aircraft type the follovving actions are not recommended e Parachuting activities e Hand propped engine starts e Flight below 500 AGL except for takeoff and landing Flight over water beyond the safe gliding
17. The majority of Cirrus aircraft operations are conducted as single pilot The workload associated with flying the aircraft configuring and monitoring avionics communicating with air traffic control and decision making requires pilots to efficiently manage all tasks while maintaining positive aircraft control at all times The following SRM procedures have been adapted from cockpit procedures common to dual pilot transport category aircraft General aviation pilots have a great deal of latitude on how to manage and operate aircraft To ensure the highest levels of safety it is strongly recommended that these single pilot operating procedures be incorporated into the operation of the aircraft Priority of Tasks The following is a list of priorities that apply to any situation encountered in flight Pilots must adhere to these priorities during every flight 1 Maintain Aircraft Control The number one priority of the pilot is to maintain aircraft control Pilots should maintain a high level of vigilance during periods of high and low workload to ensure aircraft control is always maintained 2 Navigation Once aircraft control is assured pilots should set and verify that the avionics are correctly configured for navigation This task includes creating and modifying flight plans selecting proper navigation sources and or tuning navigation frequencies Use of the autopilot may assist the pilot with accomplishing these tasks Pilots s
18. headings within 10 degrees and accurately tracks radials courses and bearings Completes all avionics related tasks correctly and at the proper time based upon ATC clearances Maintains a stabilized final approach from the FAF to DA allowing no more than three quarter scale deflection of either localizer or glideslope and maintains airspeed 100 KIAS Promptly initiates a missed approach from the DH if required visual references for the runway are not unmistakably visible Transitions to a normal landing considering all regulatory requirements to descend below a DA Maintains localizer and glideslope deviations within three quarter scale deflections during visual descent until glide slope signal must be abandoned to accomplish a normal landing P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Common Errors Fails to slovv the aircraft to provide adequate time for approach preparation Fails to configure the aircraft as recommended in this section Exhibits improper airspeed management during level off or start of descents during the approach Neglects to verify that the autopilot is active and armed modes Fails to activate the approach in the flight plan at the proper time Fails to brief missed approach procedures P N 23020 002 3 69 Feb 2011 Section 3 Cirrus Perspective 104 JOU ae guay Yoeosdde p zillqeis pauipno v uinAuR uopoldd
19. 22 Feb 2011 3 68 Feb 2011 2 3 Feb 2011 3 23 Feb 2011 3 69 Feb 2011 2 4 Feb 2011 3 24 Feb 2011 3 70 Feb 2011 2 5 Feb 2011 3 25 Feb 2011 3 71 Feb 2011 2 6 Feb 2011 3 26 Feb 2011 3 72 Feb 2011 2 7 Feb 2011 3 27 Feb 2011 3 73 Feb 2011 2 8 Feb 2011 3 28 Feb 2011 3 74 Feb 2011 2 9 Feb 2011 3 29 Feb 2011 3 75 Feb 2011 2 10 Feb 2011 3 30 Feb 2011 3 76 Feb 2011 2 11 Feb 2011 3 31 Feb 2011 3 77 Feb 2011 2 12 Feb 2011 3 32 Feb 2011 3 78 Feb 2011 2 13 Feb 2011 3 33 Feb 2011 3 79 Feb 2011 2 14 Feb 2011 3 34 Feb 2011 3 80 Feb 2011 2 15 Feb 2011 3 35 Feb 2011 3 81 Feb 2011 2 16 Feb 2011 3 36 Feb 2011 3 82 Feb 2011 2 17 Feb 2011 3 37 Feb 2011 3 83 Feb 2011 2 18 Feb 2011 3 38 Feb 2011 3 84 Feb 2011 2 19 Feb 2011 3 39 Feb 2011 3 85 Feb 2011 2 20 Feb 2011 3 40 Feb 2011 3 86 Feb 2011 2 21 Feb 2011 3 41 Feb 2011 3 87 Feb 2011 2 22 Feb 2011 3 42 Feb 2011 3 88 Feb 2011 2 23 Feb 2011 3 43 Feb 2011 3 89 Feb 2011 2 24 Feb 2011 3 44 Feb 2011 3 90 Feb 2011 2 25 Feb 2011 3 45 Feb 2011 3 91 Feb 2011 2 26 Feb 2011 3 46 Feb 2011 3 92 Feb 2011 3 1 Feb 2011 3 47 Feb 2011 4 1 Feb 2011 3 2 Feb 2011 3 48 Feb 2011 4 2 Feb 2011 3 3 Feb 2011 3 49 Feb 2011 4 3 Feb 2011 3 4 Feb 2011 3 50 Feb 2011 4 4 Feb 2011 3 5 Feb 2011 3 51 Feb 2011 4 5 Feb 2011 3 6 Feb 2011 3 52 Feb 2011 4 6 Feb 2011 3 7 Feb 2011 3 53 Feb 2011 4 7 Feb 2011 3 8 Feb 2011 3 54 Feb 2011 4 8 Feb 2011 3 9 Feb 2011 3 55 Feb 2011 4 9 Feb 2011 3 10 Feb 2011 3 56 Feb 2011 4 10 Feb 2011 P N 23020 002 LOEP 1 Feb 2011
20. Cirrus Perspective Page 4 11 4 12 4 13 4 14 4 15 LOEP 2 Feb 2011 List of Effective Pages Cont Status Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Page 5 12 5 13 5 14 5 15 5 16 5 17 5 18 5 19 5 20 5 21 5 22 5 23 5 24 5 25 5 26 5 27 5 28 5 29 5 30 5 31 5 32 6 1 6 2 7 1 7 2 Status Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Feb 2011 Flight Operations Manual List of Effective Pages Page Status P N 23020 002 Cirrus Perspective Flight Operations Manual Table of Contents Table of Contents Section 1 1 1 General aa y Wiest nate ee n 1 1 Reference 15 1 1 Terms and Abbreviations
21. Defrost v ON VVindshield defrost set to hot vvill help to keep the vvindshield free Of ice Anti ice Fluid Quantity MONITOR Ensure adequate quantity to complete flight ce 2 MONITOR f ice accretion rate is higher than desired or ice is not shedding select a higher mode of operation If ice accretions do not shed P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures select PUMP BKUP and perform the Anti lce System Failure Checklist Exit icing conditions immediately if ice cannot be shed Avionics Configuration e Autopilot Ensure correct modes are engaged if desired e GCU Flight Plan ensure proper navigation is set e MFD Use Lean Assist to lean the mixture Complete the Cruise Checklist PFD Monitor aircraft flight parameters and system status Completion Standards Allows the aircraft to accelerate before setting cruise power Adheres to procedures described in the AFM for setting cruise power and mixture controls Completes Cruise checklist Monitors engine parameters and manages accordingly Establishes the aircraft on the intended course and altitude Ensures adequate fuel reserves will be available when reaching the destination monitors fuel status throu
22. KIAS Common Errors e Fails to apply proper rudder inputs to maintain coordinated flight during the maneuver e Fails to clear the area for traffic terrain or obstacle hazards e Over controls pitch and roll excessively and exceeds performance standards e Fails to plan and anticipate wind correction for future segments e Displays an inability to quickly scan airspeed and altitude instrumentation 5 24 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers S Turns Private Select a road or other prominent straight line on the ground that lies perpendicular to the vvind Enter the maneuver on dovvnvvind at 1 000 feet AGL Complete a series of 180 degree turns of uniform radius in opposite directions recrossing the reference line at a 90 degree angle just as each 180 degree turn is completed Apply the necessary wind correction to maintain a constant radius turn on each side of the reference line while maintaining constant airspeed and altitude Limit bank angles to 45 degrees during the maneuver Entry Enter On Downwind 100 KIAS Traffic Pattern Altitude Moderate Bank NY A Shallowest Bank v oa x Steepest Bank i ps 2 NH WO x Wings Level fa aaa Wings Level SS 9 y d v 2487 Shallowest Bank x eepest Ban y S Ler pest on Downwind or whee Continu
23. Vg soon after the engine failure Fails to troubleshoot failed engine as described in the AFM Does not quickly determine and steer the aircraft towards a suitable landing or CAPS deployment area and or decide to deploy CAPS if warranted with adequate altitude Overshoots or undershoots intended touchdown point Fails to manage glide angle with flaps and or side slip as necessary Fails to simulate declaring an emergency and getting priority handling and assistance from ATC Fails to consider surface winds when selecting landing direction P N 23020 002 4 11 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Emergency Landing Without Engine Power The purposes of completing the Emergency Landing Without Engine Power checklist items are to secure the engine in an effort to reduce fire potential after touchdown and to alert ATC of the emergency situation through communication transponder code and ELT Turn the aircraft and glide towards an airport if available Otherwise glide the aircraft to the best location for CAPS deployment considering water terrain population density etc The flight path indicator on Perspective can be a useful tool to determine if the aircraft is capable of gliding to the intended airport Monitor the flight path indicator when the aircraft is established and stabilized at best glide speed If the flight path indicator points beyond the airport depict
24. aircraft configuration and airspeed as described above with airspeed 5 KIAS Maintains proper spacing from other aircraft in the traffic pattern Disconnects the autopilot before entering into the traffic pattern Common Errors 3 62 Carries excessive speed on the downwind leg due to improper planning and power management Enters downwind leg above traffic pattern altitude due to improper descent planning and or power management Fails to follow standardized power and aircraft configuration changes in the traffic pattern Fails to compensate for ballooning when deploying the flaps resulting in an excess loss of airspeed and or altitude gain Fails to maintain coordinated flight throughout the traffic pattern Has trouble visualizing and becoming oriented with runway configuration resulting in confusion and non standard pattern entry Exhibits poor airspeed control during downwind base and final Fails to reduce power and pitch on the upwind or crosswind leg resulting in excessive airspeed and or altitude above traffic pattern altitude P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Stabilized Approach Definition A stabilized approach is critical to a safe successful landing A stabilized approach is characterized by a constant angle and constant rate of descent approach profile ending near the touch down point Stabilized approach criteria apply to all
25. an issue Pitch for Vy for all other situations Retract flaps to 0 once the aircraft is climbing clear of obstacles and above 80 KIAS SR22 or 85 KIAS SR20 Procedure Memory 1 DISENGAGE GFC 700 Disengage the autopilot by pressing the go around button located on the throttle The yavv damper vvill remain engaged after pressing the go around button Note Press the go around button on the throttle handle vvhen executing a missed approach from an IAP for aircraft equipped with the GFC 700 autopilot S Tec 55X SR Disengaged the Autopilot by pressing the AP DISC on the control yoke 2 Power Levers oi m eet FULL FORWARD P N 23020 002 3 77 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 ncrease povver lever to the full forvvard position Ensure full povver is used and do not stop at any detents along power lever travel Select flaps to 50 to decrease drag and maintain maximum lift as a climb is initiated Airspeed tik an Nea ais Ree SEE BELOW SR20 81 to 83 KIAS SR22 75 to 80 KIAS Verify flaps have been retracted to 0 If not ensure the following criteria is met before retracting the flaps SR20 85 KIAS SR22 80 KIAS Positive rate of climb Clear of terrain and obstacles FIKI Retract as soon as practical once conditions are met Extending flaps in icing conditions can reduce the effecti
26. approaches Vp smoothly and gradually apply back pressure to the control yoke to increase the angle of attack sufficiently enough to rotate the aircraft Va SR20 65 70 KIAS Vp SR22 70 73 KIAS Retract the flaps after the following conditions have been met Slight back pressure may be required after flap retraction SR20 85 KIAS SR22 80 KIAS Positive rate of climb Clear of terrain and obstacles e FIKI Retract as soon as practical once conditions are met Completion Standards Verifies sufficient runway length is available for departure For IFR flights becomes familiar with and follows departure procedure guidance Selects and executes the proper takeoff procedure with the appropriate configuration Briefs the takeoff as recommended in this section with emphasis on developing a plan to handle abnormalities before or after rotation including CAPS procedures Adds power smoothly to full power 4 to 5 seconds from 100 and verbally verifies engine indications CAS messages and airspeed are normal early in takeoff roll Aborts the takeoff early in the takeoff roll and applies brakes as necessary for engine parameter exceedences CAS messages airspeed issues or other safety of flight issues P N 23020 002 3 39 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Keeps the runvvay center line betvveen the main landing gear wheels through takeoff r
27. approaches including practice power off approaches VFR Stabilized Approach Definition All briefings and appropriate checklists should be completed by 500 AGL in visual conditions A VFR approach is considered stabilized when all of the following criteria are achieved by 500 AGL Proper airspeed Correct flight path Correct aircraft configuration for phase of flight e Appropriate power setting for aircraft configuration e Normal angle and rate of descent Only minor corrections are required to correct deviations A go around must be executed if the above conditions are not met and the aircraft is not stabilized by 500 AGL IFR Stabilized Approach Definition All briefings and appropriate checklists should be completed prior to the IAF for instrument conditions An IFR approach is considered stabilized when all of the following criteria are met prior to the FAF and continues to touch down Proper airspeed Correct flight path Correct aircraft configuration for phase of flight Appropriate power setting for aircraft configuration Normal angle and rate of descent Only minor corrections with pitch and power are required to correct airspeed and glide path deviations Normal bracketing 5 is used to correct for lateral navigation deviations P N 23020 002 3 63 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Note Do not change flap conf
28. approximately e Bank Angle 45 Private or 50 Commercial Recovery e Smoothly roll out on desired heading while relaxing elevator back pressure to maintain altitude e Reduce power to maintain airspeed e Continue flight as desired Completion Standards e Exhibits knowledge of the elements related to this maneuver and complies with limitations execution and recovery procedures described in this manual e Maintains altitude 100 feet airspeed 10 KIAS bank angle 5 degrees and rolls out on entry heading 10 degrees e Maintains 45 degree private or 50 degrees commercial 5 2 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers e Divides attention between outside visual reference and instrument scan VMC e Maintains aircraft coordination during maneuver e Smoothly rolls into opposite direction turn as requested by instructor Common Errors e Adds excessive elevator back pressure while rolling into bank causing the aircraft to climb and lose airspeed e Over banks or excessively changes angle of bank causing altitude and airspeed fluctuations e Fails to reduce back pressure and or reduce power on maneuver rollout causing the aircraft to climb and or accelerate e Uses abrupt and excessive control inputs P N 23020 002 5 3 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Steep Spirals Commercial A steep spiral is a co
29. areenaa iie airada e aa aeaea ana ka 5 25 Turns Around a Point Private eeen 5 27 Eight On Pylons 5 5 29 Section 6 ara aA 6 1 GONG lal menpian aa 6 1 Section 7 EimRatOnS eaei a E Ea 7 1 P N 23020 002 TOC 3 Feb 2011 Cirrus Perspective Flight Operations Manual Table of Contents Table of Contents General ae ed Q d 7 1 TOC 4 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 1 ntroduction Section 1 Introduction General Procedures in this publication are derived from procedures in the FAA Approved Airplane Flight Manual AFM Cirrus Aircraft has attempted to ensure that the data contained herein agrees with the data in the AFM If there is any disagreement the Airplane Flight Manual is the final authority Reference Materials The following references supplement the content of this publication Federal Aviation Regulations FARs or governing regulations as applicable Aeronautical Information Manual AIM FAA Approved Airplane Flight Manual AFM and Pilot s Operating Handbook POH FAA Handbook of Aeronautical Knowledge and Airplane Flying Handbook Advisory Circulars Cirrus Aircraft Envelope of Safety Cirrus Syllabus Suite Avionics Pilot Guides and Manuals P N 23020 002 1 1 Feb 2011 Flight Operations Manu
30. current observations along the intended flight Current weather observations within 50 miles of the departure intended route and destination airport should be analyzed Available weather products include e METARs Pilot reports Forecasted Weather The fourth step is to understand what the weather is expected to do during your flight Evaluate the weather 2 hours from your estimated time of arrival at the destination and planned alternate Available weather products include TAFs e Area forecast Prognostic charts e Winds and temperature aloft e AIRMETs SIGMETs and Convective SIGMETs NOTAMS The fifth step is to become aware of any NOTAMs that may affect the flight Pay close attention to any TFRs that may interfere with your route Thunderstorm Flying Never regard a thunderstorm lightly even when radar observations report that echoes are of light intensity Avoiding thunderstorms is the best policy The following are some Do s and Don ts of thunderstorm avoidance Don t land or takeoff in the face of an approaching thunderstorm A sudden gust front or low level turbulence could cause loss of control Don t attempt to fly under a thunderstorm even if you can see through to the other side Turbulence and wind shear under the storm could be disastrous 2 14 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures Don t trust the visual ap
31. degree turns Recovery Add power as necessary and climb to desired altitude or Continue landing if a stabilized approach to landing can be maintained Completion Standards Selects an altitude sufficient to continue through a series of at least three 360 degree turns Selects a suitable ground reference point Applies wind drift correction to track a constant radius circle around the selected reference point with bank not to exceed 60 degrees Divides attention between airplane control and ground track while maintaining coordinated flight Maintains Vg 10 KIAS rolls out toward object or specified heading 10 degrees Positions aircraft for a stabilized approach to landing and completes a power off landing within applicable completion standards Common Errors Fails to maintain constant airspeed resulting in ground speed changes and difficulty maintaining a constant radius Fails to decrease bank angle sufficiently on the upwind side to prevent getting blown over the reference point P N 23020 002 5 5 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Fails to account for wind changes throughout the descent Mis iudges descent rate and fails to position the aircraft for a stabilized approach to landing if a landing was attempted 5 6 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers Chandelle Commercial A chandelle is a maximum per
32. distance of land Note Pilots should ensure that adequate survival gear is readily accessible if flight over vvater beyond the safe gliding distance to land is required Sterile Cabin During sterile cabin operations all distractions such as satellite radio non flight related activities and unnecessary communication with passengers should be minimized A sterile cabin should be observed during departure arrival and abnormal emergency operations Smoking Smoking is prohibited inside or near aircraft and hangars It is the responsibility of the pilot to ensure that passengers comply with these restrictions P N 23020 002 2 19 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 International Border Operations Pre Flight Appropriate charts and flight supplements Personal Documentation Pilot certificate vvith English Proficient endorsement Medical certificate FCC Restricted Radiotelephone Operator Permit Proof of citizenship e Passport Resident alien ID Card if required Other Visa documentation as required Notarized letter authorizing children to fiy if accompanied by only one parent Aircraft Documentation Airworthiness certificate Registration certificate not temporary registration certificate Operating limitations approved aircraft flight manual Weight and balance information FCC Aircraft Radio Station License Proof of liability in
33. from which a landing may be safely accomplished Descent at best glide speed to extend glide range if necessary 4 Divert to nearest suitable airfield Consider CAPS if a landing at a suitable airfield is not available 5 0 0 ee Advise ATC landing is urgent or Transmit 121 5 MHz MAYDAY giving location and intentions when workload permits 6 Oil Pressure 8 2 MONITOR A loss of engine oil pressure may cause the loss of manifold pressure Plan for a forced landing or CAPS activation if oil pressure is steadily decreasing or low 7 Land as soon as possible Continuously monitor for signs of fire Shut the engine OFF immediately at the first indications of a fire and initiate an emergency descent to a landing or CAPS activation Completion Standards e Recognizes the failure and promptly completes the emergency checklist items e Selects a suitable diversion airport and completes necessary arrival tasks e Maintains aircraft control using available power to minimize descent rate 4 16 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures e Monitors engine indications and describes possible indications of turbo or wastegate failures e Continuously monitors for signs of fire Common Errors e Fails to describe the potential causes of the failure Does not treat the failure as a potential eme
34. glide reducing glide range e Fails to set 100 flaps for landing or extends flaps prematurely 4 14 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Unexplained Loss of Manifold Pressure If SR22T or SR22TN aircraft experience an unexpected loss of normal manifold pressure the engine will typically revert to operation similar to a normally aspirated aircraft at approximately the same altitude However continued flight should only be conducted to the nearest suitable landing place in order to investigate the cause of the unexpected loss of normal manifold pressure The four most probable causes are 1 A leak or rupture at an induction system coupling or a loose or failed induction coupling hose clamp a This condition does not usually present a significant hazard other than power loss equivalent to a normally aspirated engine b While this condition is the most probable the following three conditions may present an immediate hazard to continued safe flight Because it is difficult for the pilot to distinguish between a simple induction system leak and any of the more hazardous causes all unexpected losses of manifold pressure should be assumed hazardous 2 A significant leak in the exhaust system a An exhaust leak may present a possible fire hazard Reducing power and adjusting the mixture as described reduces the possibility of an engine compartment fi
35. heat as necessary Uses the correct modes of the autopilot or hand flies to maintain aircraft control within applicable private or instrument practical test standards Common Errors Fails to recognize affected modes of the autopilot Fails to control the aircraft airspeed and altitude within applicable standards Fails to notify ATC and request assistance as necessary Determines the best course of action considering external factors such as weather ATC services available airport services level of workload and pilot proficiency P N 23020 002 4 35 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 AHRS Failure n order to lose all AHRS information aircraft equipped vvith dual attitude heading and reference systems vvould need to have a dual AHRS failure Dual AHRS equlpped aircraft vvill automatically svvitch from one AHRS unit to the other if performance degradation in one AHRS is recognized by the internal system monitoring A dual AHRS failure or single AHRS failure in aircraft equipped with one AHRS can be recognized by the following indications Loss of Synthetic Vision or horizon indications Red X over the attitude indicator ATTITUDE FAIL annunciator over the attitude indicator e Loss of heading information Red X over the heading information e CDI will remain in the vertical position and provide left and right of course d
36. in COM 2 Be sure to highlight the change and reset the frequency as necessary for uninterrupted communication with ATC or other traffic Procedure 1 Communication USE COM 1 or 2 Use COM 1 if GIA 2 fails or use COM 2 if GIA 1 fails 2 USE VLOC 2 if applicable 3 Land as soon as practical Completion Standards e Recognizes the failed equipment and resets communication frequencies as required Re engages the desired mode of the autopilot if necessary e Determines the best course of action considering external factors such as weather ATC services available airport services level of workload and pilot proficiency Common Errors e Fails to recognize and change COM frequencies as required e Fails to recognize the autopilot mode switch from NAV to ROL 4 38 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Loss of GPS integrity A loss of GPS integrity is an abnormal situation that requires the pilot to reference alternative forms of navigation Pilots flying IFR should notify ATC immediately of the reduced navigational capabilities It may be possible for ATC to provide radar vectors but expect to join victor airways to the intended destination Also consider the type of approaches available at the destination airport A GPS approach will not be possible with a loss of GPS integrity Losing G
37. informing ATC of malfunction and requests assistance as necessary Lands on correct side of the runway for a single brake failure and maintains directional control P N 23020 002 4 49 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Common Errors e For taxi scenario fails to shut engine down and collides with ground structures e For landing scenario fails to pump the brakes to restore pressure For landing scenarios fails to select an adequate runway e Fails to land on correct side of the runway for a single brake failure 4 50 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Open Door Doors that close hard or open in flight require service VVhen properly adjusted Cirrus doors will remain closed and are easy to operate It is recommended to close the passenger door from outside the aircraft when flying with infrequent flyers Always check the upper and lower latches of each door before departure and listen for increased cabin noise during the engine run up to identify an improperly shut door Although an open door is undesirable due to the increase in cabin noise possible decrease in temperature and possible precipitation in the cabin the aircraft handling characteristics are unchanged It is not possible to close the door in flight due to the aerodynamic forces It is recommended to land and stop th
38. leading edges and top of vertical stabilizer for any abnormalities Ensure the clear tape covering inspection hole inside of elevator horn is intact Elevator and Tab Condition and Movement Check elevator for range of motion Inspect tab on left side of elevator for condition Visually inspect counter vveight inside elevator horn for security Check all hinges bolts and cotter pins R dder ities saa no iz Freedom and Movement P N 23020 002 3 11 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Inspect for full range of motion Inspect all hinges bolts and cotter pins from the left side of the rudder Visually inspect counter weight inside top leading edge of rudder horn for security Rudder Trim Tab 522222 Condition and Security Attachment Hinges Bolts and Cotter Pins Secure Verify all moveable control surfaces are secure and all bolts and cotter pins are in place 4 Right Fuselage a Static Button Check for Blockage Ensure removal of static covers and check for any blockage vvithin static port openings VVing Fuselage 1 5 22 Check Visually inspect the wing root fairing for attachment along upper and lower surfaces of wing root Do r LOCK a isuee atk hee ai red dk Unlocked E
39. lines and or increase fuel pressure to the injectors The engine will not run on the electric boost pump alone 5 Alternate Induction ON Press the center button on the alternate static source when pulling the alternate induction air control knob 6 Ignition Switch between the left and right magnetos Leave the ignition on the magneto that causes the engine to fire for the remainder of the flight 7 If engine does not start proceed to Engine Restart or Forced Landing checklist as required P N 23020 002 4 9 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Procedure SR22T and TN 1 Best Glide ESTABLISH Pitch to maintain altitude until the airspeed reaches best glide speed then pitch down to maintain best glide speed Fuel Selector SWITCH TANKS The engine should start shortly after switching fuel tanks if the cause of the engine failure was due to fuel starvation gnition Svvitch CHECK BOTH Switch between the left and right magnetos Leave the ignition on the magneto that causes the engine to fire for the remainder of the flight Fuel PUMP acti ay s aire eta BOOST Turning the boost pump on will h
40. pilots experiencing an abnormally high workload Pilots who have entered an unusual attitude have temporarily lost aircraft control or failed to maintain aircraft control At the moment of recognition the pilot must make an immediate decision if the aircraft can be recovered using traditional recovery techniques such as a manual recovery engaging the autopilot if within limitations or activating CAPS Immediate action by the pilot is required to recover the aircraft regardless of which recovery method is chosen It is important to note that pilots who have lost aircraft control may be disoriented beyond the point where traditional hand flown recovery techniques are effective CAPS activation may be the best recovery option available Preventing unusual attitudes is the best course of action Pilots who maintain high levels of IFR proficiency and VFR pilots who remain clear of IMC conditions are less likely to enter an unusual attitude Frequent recurrent training is helpful but it is also helpful to frequently fly in IFR in order to maintain avionics programming proficiency and familiarity with IFR communications and procedures Pilots are encourage to use the autopilot during periods of high workload but should not become overly dependent on the autopilot for aircraft control Training Limitations e Minimum recovery altitude is 1500 feet AGL Do not exceed 60 degrees of bank or 30 degrees of pitch up or down e Initiate recov
41. resetting the ADC circuit breaker s svvitching to the alternate static source and turning pitot heat on Adiust the instrument scan to include the backup airspeed and altimeter The follovving information vvill not be available during an air data failure with a single ADC e PFD airspeed e PFD altitude e PFD vertical speed Percent power except SR22Ts OAT e Wind information TAS Transponder Mode C single ADC Pitch control is not available when the LVL autopilot mode is selected The lateral ROL mode or wing leveler is available Pilots may hand fly or use PIT mode of the autopilot to maintain vertical control Procedure ADG Circuit Breaktime SET If open reset close circuit breaker 2 Revert to Standby Instruments Altitude Airspeed Verify the standby instruments are working properly by maneuvering the aircraft slightly and looking for the expected change i e enter a slight climb and verify that airspeed decreases and altitude increases Select the alternate static source and verify pitot heat is on 3 Land as soon as practical Completion Standards e Correctly identifies the ADC failure e Completes the Air Data Computer Failure checklist procedure 4 34 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures e Checks standby airspeed and altimeter indications and selects alternate static source and pitot
42. resources are available to pilots such as ATC Flight Watch or Flight Service Stations on board weather displays on board chart displays and even passengers Collision Avoidance It is the responsibility of the pilot in command to see and avoid other aircraft Pilots should use care during all movement on the ground Read back all hold short instructions and visually verify that runways are clear prior to crossing Use of SafeTaxi and or Charts will increase the pilot s situational awareness during movement on the ground While in visual conditions pilots should regularly scan outside the aircraft in sweeping ten degree increments Pilots are encouraged to use resources on board the aircraft to identify possible threats before they become a hazard Displaying traffic on the PFD inset map will continuously assist pilots to see and avoid other traffic Remember non transponder equipped aircraft will not be detected by on board traffic systems P N 23020 002 3 3 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Terrain Avoidance Pilots are at greatest risk for controlled flight into terrain CFIT accidents during high vvorkload situations departure and arrival in unfamiliar terrain or airspace and in restricted visual conditions IMC or night Chances of a loss of control or CFIT accident is greatly increased when VFR flight is continued into IMC conditions Proper pre flight weather
43. the desired airspeed to proper pitch attitude to intercept V or Vy as necessary Maintains coordination throughout initial climb Common Errors e Fails to use all available runway e Fails to hold sufficient brake pressure to keep the aircraft stationary during power addition e Over rotates the aircraft causing a possible stall condition e Fails to apply adequate rudder inputs to maintain coordination e Prematurely retracts flaps causing excessive sink rates P N 23020 002 3 43 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Soft Field Takeoff Soft or rough field takeoffs are executed using 50 flaps Add 20 to the takeoff ground roll distance for dry grass runways and 30 for wet grass Ensure the quality of the runway is adequate to support the aircraft Avoid runways with long grass soggy soil and large ruts or holes Higher power settings will be required to taxi on grass surfaces Hold full back pressure on the control yoke while taxiing and during the initial takeoff roll to reduce the pressure on the nose wheel Reduce the back pressure slightly once the nose wheel lifts off the ground Hold the aircraft in a nose up attitude until the aircraft becomes airborne Once airborne reduce back pressure as necessary to remain in ground effect or within 20 feet of the surface Accelerate the aircraft to Vy for obstacles clearance or Vy before climbing out of ground effect Com
44. the flap malfunction and continues landing unknowingly Knowingly attempts a landing on a short runway with inadequate safety margins e Lacks the skills to perform a zero flap landing within applicable completion standards 4 44 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Oxygen System Malfunction All pilots flying an oxygen and or turbo equipped Cirrus aircraft are encouraged to attend hypoxia training every 5 years Information about facilities that offer this training can be found on the Cirrus Training Portal Be cognizant of hypoxia signs and symptoms and continuously monitor oxygen saturation levels with a pulse oximeter when operating at altitudes that require the use of supplemental oxygen It is critical to ensure adequate oxygen is available for the intended flight considering altitude and passengers Careful preflight of all regulators masks cannulas oxygen flow hoses and connections is required An malfunction at high altitude is an emergency situation requiring immediate and decisive action by the pilot If supplemental oxygen is not available at high altitude an emergency descent must be initiated Consider using the autopilot in IAS mode set to Vyno with the altitude bug set to 10 000 feet MSL or higher if terrain dictates e WARNING ntentionally removing supplemental oxygen at or above altitudes where supplemental oxygen is re
45. the proper reaction by the pilot VVhen the povver is stuck lovv and the aircraft is unable to sustain level flight the pilot should establish the aircraft at best glide speed and prepare for an emergency landing CAPS should be considered and activated above 2 000 feet AGL when the successful outcome of a forced landing is in doubt A stuck throttle with a high power setting will require the pilot to perform a power off landing The pilot should position the aircraft within safe gliding distance from the airport a runway greater then 5 000 feet is recommended and then shut the engine off with the mixture control and establish best glide The pilot may enrichen the mixture to restart the engine if it appears the aircraft will come up short to the runway Pilots who are not confident in their ability to perform this procedure should consider CAPS as an alternative to the power off landing Procedure 1 Power Lever 22 VERIFY Sweep the power lever slowly to determine if any control remains 2 POW E AERE aaa R Rad 3 SET if able PADS set n n aceite cele SET if needed VVith a high povver setting consider decreasing airspeed by increasing the aircraft s pitch to flap speeds Set flaps as desired and continue descent 4 Mixture AS REQUIRED full rich to cut off To perform a landing with a stuck throttle the engine will need to be shut off via t
46. 011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Approach and Landing Speeds Approach Speeds SR20 SR22 10096 Flaps 78 KIAS 80 85 KIAS 50 Flaps 83 KIAS 85 90 KIAS 0 Flaps 88 KIAS 90 95 KIAS Short field 100 Flaps 78 KIAS 77 KIAS 50 ft Speed Vher 100 Flaps 78 KIAS 77 KIAS Touch down Speed Max Demonstrated Crosswind Slightly Above Stall Speed 20 KIAS 3 80 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Normal Landing Normal landings should be made with 100 flaps Final approach speeds should be adjusted to account for gusts exceeding 10 KTS by adding half of the gust factor Reduce power smoothly and begin slowing from the final approach speed at a time that allows an easy transition from final descent to round out and flare with minimum floating or ballooning Touch downs should be made on the main wheels first at speeds slightly above stall Gently lower the nose wheel after the mains are on the ground Completion Standards Considers the wind conditions landing surface obstructions and selects a suitable touch down point within the first 1 3 of the runway Establishes the aircraft approach and landing configuration and airspeed as recommended and adjusts pitch and power as required Maintains a stabilized approach and recommended airspeed 5 KIAS with win
47. 1020000000 00007 www duat com National Weather Service Wwww nws noaa gov The go no go decisions and the route to the intended destination depend greatly on the weather at the departure airport along the route and at the destination The pilot s ability to interpret and understand aviation weather is critical to the safety of flight Follow the steps below when assessing the weather for every flight Overview The first step to understanding the weather conditions along the intended route is to assess the big picture The pilot should become familiar with pressure systems frontal systems precipitation areas of marginal VFR and IFR conditions and areas of icing and turbulence Available weather products include Surface analysis chart e Weather radar e Satellite imagery Hazards to Flight The second step is to identify any potential hazards for the intended flight The pilot should become familiar with areas of marginal VFR and IFR conditions convective activity and areas of icing and turbulence Available weather products include e Weather depiction chart AIRMETs SIGMETs and Convective SIGMETs e Weather radar e Pilot reports P N 23020 002 2 13 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Area forecast e Current and forecasted icing potential Current Observations The third step is to become familiar with the
48. 19M0d IIN4 yoeroiddy p ssIN AVA ye D lON owl S001 yd l lu dols pilo yoeolddy uq 1511994 s q ldulo2 99021 AVI 0 12 S104994 Jo ULIS 191 99940 02 yd l lui 241 3 Precision Approach Profile Figure 3 3 71 P N 23020 002 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Nonprecision Approach Procedure The following provides guidance for executing a nonprecision approach with no vertical guidance using vectors to final or full procedure as the transition The nonprecision profile may be used for VOR Localizer Localizer Back Course GPS or any approach that only has lateral course guidance Avionics Configuration Autopilot If Desired Garmin GFC 700 S Tec 55X 55SR Approach R Segment Lateral Mode Vertical Lateral Mode Vertical Mode Mode Vector to Final HDG3 As Required HDG As Required Cleared to IAF NAV GPS As Required NAV GPSS As Required Proc Turn NAV GPS As Required NAV GPSS As Required Outbound Course Reversal inboundto NAV GPS ALT GPSS GPS ALT FAF VOR LOC BC APR VOR LOC APR GPS VS ALTS GPSS GPS VS ALT FAF Inbound 1 VOR LOC BC APR VOR LOC Missed GAP GA NA NA Approach a Arm NAV when cleared to intercept final arm APR when cleared for the approach b Press the Go aroun
49. 3 mile visibilities no alternate is required though it is important to be familiar with the area in case a diversion is required If forecasted vveather conditions are less than 2 000 feet and 3 miles an alternate must be filed A pilot may only include an alternate airport in an IFR flight plan when appropriate vveather reports or forecasts or a combination of them indicate that at the estimated time of arrival at the alternate airport the ceiling and visibility at that airport vvill be at or above the follovving vveather minima P N 23020 002 2 11 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 e For a precision approach procedure Ceiling 600 feet and visibility 2 statute miles For a Non precision approach procedure Ceiling 800 feet and visibility 2 statute miles If an instrument approach procedure has not been published for the intended destination the ceiling and visibility minima are those allowing descent from the MEA approach and landing under basic VFR and an alternate airport must be file Fuel Requirements No person may operate an aircraft in IFR conditions unless there is enough fuel considering weather reports forecasts and weather conditions to Complete the flight to the first airport of intended landing Fly from that airport to the alternate airport e Fly after that for 45 minutes at normal cruising speed No person may begin a flight in an ai
50. Altitude 2 2 1 H Tum More Than 90 SS Q Rollout With Wind Correction Established f 2 1 r Turn nto VVind o A 24 xa s 4 AY VA r Crossvvind Tum Into Wind o ty x Upwind No Wind Correction Turn Less Than 90 B Rollout With Wind Correction Established Slowest Groundspeed Rectangular Course Execution e Execute clearing turns e Airspeed 100 KIAS SR20 50 Power 20 MP approximately SR22 30 Power 15 MP approximately 5 23 P N 23020 002 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 5 22 50 Power 15 MP approximately e SR22T 40 Power 15 MP approximately Enter on the downwind leg at a 45 degree angle e Maintain approximately 1 2 mile from the reference line Recovery Add power as necessary and climb to a desired altitude Completion Standards e Selects a suitable area to perform the maneuver considering emergency landing availability noise abatement and obstacle and terrain clearance Applies adequate wind drift correction during straight and turning flight to maintain a constant ground track around the rectangular reference area e Divides attention between aircraft control and ground track while maintaining coordinated flight e Maintains altitude 100 feet airspeed 10
51. Centers It is also recommended that frequent flying passengers complete CAPS training in a Cirrus simulator to develop the ability to properly activate CAPS 4 2 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures l l l D Df oF ot 000 6000 onlo oo D i CIRRUS CIRRU NI CIRRUS CIRRUS fera g st xb 5822 TS02 3390 12 aya a xu Ama ratte MINIMUM POSSIBLE The maximum demonstrated deployment speed during testing is 133 KIAS CAPS must be activated quickly when aircraft control is lost and airspeed is increasing 2 Mixture If time and altitude permit CUTOFF It is desirable to shut the engine off prior to CAPS activation 3 Activation Handle Cover REMOVE 4 Activation Handle Both Hands PULL STRAIGHT DOWN P N 23020 002 4 3 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Approxima
52. Checklist monitor map for situational awareness PFD Monitor aircraft flight parameters and system status Completion Standards Maintains positive aircraft control Retracts the flaps when climbing clear of obstacles and at the prescribed airspeed Maintains desired airspeed within 10 5 KIAS Abides by local noise abatement procedures if applicable Follows instrument departure procedures if applicable Follows ATC instructions and clearances if applicable Completes the Climb checklist as a flow and references the checklist when workload permits Manages engine temperatures through airspeed pitch control proper power and mixture settings as recommended by the AFM At pilot s discretion uses the autopilot to reduce workload Uses proper scanning techniques and Traffic Alert System for collision avoidance Uses supplemental oxygen at the appropriate time during the climb Maintains appropriate cloud clearances during VMC climbs Operates FIKI system properly when flying through icing conditions during departure P N 23020 002 3 49 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Common Errors 3 50 Inability to maintain desired airspeed while hand flying Over dependence on the autopilot for controlled flight Engaging the autopilot before 400 feet AGL Fails to engage the proper mode of the autopilot Fails to complete Climb checklist items F
53. Cirrus Landings last 30 days gt 200 150 200 100 150 50 150 lt 50 gt 50 35 50 25 35 10 25 lt 10 Incident Accident 1 2 Age Add 2 pis for 65 years or older Time to Achieve Private Pilot Add 2 pts for 100 hours Time to Complete Transition Training Add 2 pts for 30 hours Crew Subtract 1 pt for flying with licensed pilot Training Add 2 pts for not completing Cirrus Transition Training Category Not Applicable m al nal for pilotsin fist 100 hours of aircraft operation instrument Flight Guidelines Your Rating ears Actively Flying IFR 5 15 1 laintained Ying currency 2 b Hours flown IFR last 90 days gt 35 25 35 10 25 5 10 lt 5 Simulated Actual instrument hours in Cirrus in last 90 n 1 3 roaches wit of mo oF Autoptot last 90 dn 4 14 Hand flown Instrument 2 1 Approaches last 90 days 0 Recieved avionics specific IFR training from CSIP Yes No Crew Subtract 1 pt for flying with licensed pilot Training Subtract 2 pts for completing avionics specific IPC from CSIP CTC in last 12 months ox Figure 2 1 Guidance for Establishing Personal Weather Minimums 2 6 P N 23020 002 Feb 2011 Flight Operations Manual General Operat
54. Emergeney Procedures Section 4 Electrical Fire Cabin Fire In Flight An electrical fire or cabin fire in flight is an emergency situation requiring immediate pilot action The pilot must turn off power sources and electrical equipment to eliminate an electrical fire In VFR conditions it is recommended to turn off both batteries and alternators Reference the magnetic compass backup airspeed indicator backup altimeter and outside visual reference for aircraft control In IMC conditions or conditions that require flight by reference to instruments turn off all switches except BATT 2 to preserve power to the primary flight display and backup attitude indicator There is a high probability that the source of fire will be eliminated Turn off BATT 2 if the fire continues to burn Activate CAPS if controlled flight can not be maintained Procedure 1 Oxygen System if applicable OFF Turn off the oxygen system if applicable to reduce the chance of a severe fire in the cabin 2 Bat Alt Master Svvitches OFE AS REQ D n VFR turn off all battery and alternator switches When flight by reference to instruments is required leave BATT 2 ON 3 Fires EXtinQuishe r vc cee s s ssa evi ee ACTIVATE Note If airflow is not sufficient to clear smoke or fumes from cabin 4 Gabin DOOrS titi i A s s PART
55. FLIGHT OPERATIONS MANUAL Flight Operations Manual Cirrus Perspective Avionics SR20 SR22 SR22T CIRRU A R IRCRAFT NOTE Procedures in this publication are derived from procedures in the following FAA Approved Airplane Flight Manuals AFM e SR20 P N 11934 004 Revision 1 e SR22 P N 13772 002 Revision 1 e SR22T P N 13772 003 Original Release Cirrus Aircraft has attempted to ensure that the data contained agrees with the data in the respective AFM If there is any disagreement the Airplane Flight Manual is the final authority COPYRIGHT 2010 CIRRUS DESIGN CORPORATION DULUTH MINNESOTA USA Original Release June 2008 Reissue A Feb 2011 P N 23020 002 Cirrus Perspective Flight Operations Manual List of Effective Pages List of Effective Pages Use this page to determine the current effective date for each page in the FOM Original Issue June 2008 Reissue A Feb 2011 Page Status Page Status Page Status LOEP 1 Feb 2011 3 11 Feb 2011 3 57 Feb 2011 LOEP 2 Feb 2011 3 12 Feb 2011 3 58 Feb 2011 TOC 1 Feb 2011 3 13 Feb 2011 3 59 Feb 2011 TOC 2 Feb 2011 3 14 Feb 2011 3 60 Feb 2011 TOC 3 Feb 2011 3 15 Feb 2011 3 61 Feb 2011 TOC 4 Feb 2011 3 16 Feb 2011 3 62 Feb 2011 1 1 Feb 2011 3 17 Feb 2011 3 63 Feb 2011 1 2 Feb 2011 3 18 Feb 2011 3 64 Feb 2011 1 3 Feb 2011 3 19 Feb 2011 3 65 Feb 2011 1 4 Feb 2011 3 20 Feb 2011 3 66 Feb 2011 2 1 Feb 2011 3 21 Feb 2011 3 67 Feb 2011 2 2 Feb 2011 3
56. IA WS 01 SAOL PUM X 8 0008 S N T ZO 000 sH OZ PULA 3U5 N kea Jayyee p hod u lino WS 0091 5119 cisnd Xey ALNIGISIA WS 01 AIHISISIA WS OL spi bux NITIHO 000S S NITI22 0009 s9 IE he SAGL PUM AoBb eo Aunqedeo 1014 qu din SWNNININ 1 1 143611415 SWINWIUI Yl AoB eo Ail qedeo queuing SIWNWINI LHS BZ ENEL sulnulluli YA y les doy Auz Siy assopua pue y m idulo sjojid Auedwos 11 MUD SUNT MON AL44VS 4O 34 13 Figure 2 2 Envelope of Safety P N 23020 002 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Currency Requirements VFR Cirrus pilots should maintain VFR currency by completing each of the following items in a Cirrus aircraft The Cirrus Transition Training course e 3 takeoffs and 3 landings to a full stop within the previous 60 days 10 hours as the PIC within the previous 60 days e The training events outlined in the Cirrus Syllabus Suite Cirrus pilots should fly with a Training Center Instructor TCI or with a CSIP to meet the flight currency requirement if currency lapses Completion of training events outlined in the Cirrus Syllabus Suite will also restore flight currency IFR Cirrus pilots should maintain IFR currency by completing each of the following items in a Cirrus aircraft VFR currency requir
57. IALLY OPEN 5 Avionics Power Switch OFF 6 All other switches OFF 7 Land as soon as possible It is not possible to maintain aircraft control in IMC without electrical power to the PFD and or backup attitude indicator Activate CAPS if aircraft control can not be maintained 8 Air Conditioner if installed OFF 9 Airflovv Selector eeina e a a aia E aE ai OFF 10 Bat Alt Master Switches 22 2 ON 4 28 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures 11 Avionics Power ON 12 Required Systems ACTIVATE one at a time 13 Temperature 1 5 COLD 14 Vent Selector FEET PANEL DEFROST POSITION 15 Airflow Selector SET AIRFLOVV TO MAXIMUM 16 Panel Eyeball 5 OPEN 17 Land as soon as possible Completion Standards Recognizes the severity of the electrical fire and responds by completing the Cabin Fire in Flight checklist procedures Takes appropriate action to eliminate cabin smoke and fumes Diverts to nearest suitable airport for approach and landing or Simulates CAPS deployment if aircraft control
58. Inflation and Wear Propeller Condition Check Ground Clearance Inspect the propeller blades for smoothness and ensure there are no significant nicks in the blades Check for any damage to the tips of each blade SR22T or equipped Verify oleo strut is properly inflated by checking ground clearance of the propeller Clearance should be approximately 9 inches from blade tip to ground f Spinner Condition Security and Oil Leaks Ensure spinner screws are secure check for any oil on spinner propeller blades or cowling g OR ALBA Unobstructed Verify air inlets are free of obstructions and ensure cowling screws are secured If winterization kits are installed check for security of the kit and screws Alternator aaea ash s G Condition SR20 Physically verify security of alternator electrical connections and belt SR22 SR22TN SR22T Physically verify security of alternator and electrical connections 10 Nose Left Side a Landing Condition P N 23020 002 3 15 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Verify landing light is intact and cover is secure vvith no cracks Engine Check 6 8 quarts Visually verify oil quantity ensure oil cap is tightly secured and both latches on the oil door are locked When opening oil door do not let latc
59. Inspect control assemblies located near the leading edge of outboard and inboard aileron Inspect the security of the bolt located under the inboard edge of the aileron b Gap Seal Security Visually inspect the aileron gap seal attachment along the entire surface Flap and Rub 96 2222 Condition and Security Inspect flap hinges bolts and cotter pins for security and verify a small amount of movement when flaps are in an extended position Visually inspect rub strip for abnormal chafing d Hinges Actuation Arm Bolts and Cotter Pins Secure Verify all moveable control surfaces are secure and all bolts and cotter pins are in place Ice Protection System Pre Flight Inspection The ice protection system should be tested following the normal pre flight inspection An inspection of the ice protection system including verification of proper mode selection and adequate fluid flow is required any time use of the system may be necessary during flight FIKI Dispatch into known icing conditions is prohibited if porous panels do not fully wet out or persistent annunciation of any anti ice system CAS messages System priming is only necessary if planning to enter forecast icing conditions or IMC and OAT is less than 41 F 5 C 3 18 P N 23020 002 Feb 2011 Cirrus Pe Section 3 The rspective Flight Operations Manual Standard Operating Procedures
60. M 1 Antenha Condition and Attachment P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Visually check condition of antenna and surrounding area of fuselage VVing Fuselage 1 0 Check Visually inspect the wing root fairing for attachment along upper and lower surfaces of wing root COM 2 Antenha Condition and Attachment Visually check condition of antenna and surrounding area of fuselage Transponder Antenna Condition and Attachment The transponder antenna is located on the bottom side of the airplane just aft of the baggage compartment bulkhead on the RH side of the aircraft Baggage 2222 Closed and Secure Physically check for locked and secured door and ensure keys are removed Static Check for Blockage Ensure removal of static covers if used and check for any blockage vvithin static port openings Parachute Cover Sealed and Secured Visually inspect area on top rear of fuselage directly behind rear top window for any cracks 3 Empennage a Tie DOWN 22 Remove Visually verify tail tie down is removed and stowed Horizontal and Vertical Stabilizers Condition Inspect
61. Maintain coordination during climb with proper rudder input Completion Standards Properly executes applicable completion standards for a normal takeoff Recognizes the need for the crosswind technique Applies aileron input into the crosswind and uses rudder to maintain runway alignment during the takeoff roll and rotation Reduces the amount of aileron deflection as the aircraft accelerates and aileron control effectiveness increases Establishes coordinated flight and a wind correction angle shortly after takeoff and tracks over the runway centerline during initial climb Common Errors Fails to identify a crosswind situation Fails to apply correct aileron inputs resulting in drift or side loads on the landing gear Fails to establish a wind correction angle after rotation and allows the aircraft to drift away from the runway center line Fails to resume coordinated flight after rotation resulting in a cross control situation P N 23020 002 3 45 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Enroute Climb Complete the Climb checklist as a flow when time and workload permit Once clear of obstacles and terrain normal climbs are performed flaps UP 0 and full power at speeds 5 to 10 knots higher than best rate of climb speeds These higher speeds give the best combination of performance visibility and engine cooling When desired and clear of obstacles transition t
62. PS integrity may have more impact when flying VFR due to the lack of ATC services available compared to when flying on an IFR flight plan The dead reckoning mode of the GPS will be helpful for maintaining situational awareness but use this feature with caution VFR pilots are encouraged to switch navigation sources to VOR and navigate on victor airways to the final destination Completion Standards e Recognizes failure and selects an alternate form of navigation e Advises ATC and requests alternate routing if necessary e Determines the best course of action considering external factors such as weather ATC services available airport services level of workload and pilot proficiency Common Errors e Neglects to notify ATC of failure and request assistance as necessary e Loses situational awareness P N 23020 002 4 39 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Other Emergency Procedures Overview The emergency and abnormal procedures discussed in this section are normally the result of the pilot making poor decisions inadequate planning or the pilot lacking fundamental skills These procedures are practiced during flight training with the objective of developing decision making skills to avoid these situations Unusual Attitudes Unusual attitudes are most likely to be encountered by pilots who lack instrument skills VFR pilots who inadvertently entered IMC or
63. Standards e Adheres to applicable completion standards for normal and short field landings Touches down smoothly on the main landing gear and holds full elevator aft controls throughout the landing roll and taxi e Applies brakes only as required and maintains directional control without locking the brakes during the landing roll Common Errors Fails to accurately assess height above touch down resulting in a flat hard or unsafe touch down Fails to touch down accurately resulting in a runway over run situation Fails to hold full elevator back pressure to reduce nose wheel pressure fatigue Fails to assess runway condition before attempting takeoff or landing Fails to account for sunrise or sunset times when planning a flight out of or into an unlit soft field runway 3 84 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Crossvvind Landing Crosswind landings should be made with 100 flaps It is recommended to crab the aircraft into the wind sufficiently enough to track the aircraft along the extended centerline of the runway Hold the crab until the beginning of the round out At the start of the round out enter a slip by applying rudder pressure to align the longitudinal axis of the aircraft with the runway and simultaneously apply aileron to keep the aircraft tracking the runway centerline Touch downs should be made on the upwind main landing gear fi
64. TC of failure assistance needed and remaining navigation capabilities Determines the best course of action considering external factors such as the weather ATC services available airport services level of workload and pilot proficiency Maintains aircraft control at all times within applicable practical test standards for the procedure or phase of flight being performed Common Errors Fails to maintain aircraft control within applicable practical test standards Fails to include backup attitude indicator in instrument scan Fails to include TRK and or compass heading in scan Over controls pitch and roll Neglects to inform ATC or the instructor of the failure and requested assistance Unable to adjust to a partial panel scan Loses aircraft control requiring instructor intervention and fails to consider a CAPS deployment P N 23020 002 4 37 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 GIA Failure The Garmin Integrated Avionics GIA 1 powers COM 1 NAV 1 and GPS 1 GIA 2 powers COM 2 NAV 2 and GPS 2 In the event of a failure the respective COM and NAV will be replaced with a red x while the COM frequency defaults to 121 5 Before simulating this failure by pulling the GIA 1 or 2 circuit breakers note the frequency being used in the respective COM It is very common for pilots to overlook the loss of COM or NAV and fail to re tune the active frequency
65. a Computer Failure 4 34 AIRS Failure 2 gcc ace ea eee 4 36 GIA Failure ieissa devil ADR ARALAR bisects 4 38 Loss of GPS Integrity 4 39 Other Emergency Procedures Overvievv 4 40 Unusual 8285 4 40 Inadvertent Flight into 55 4 42 2522 a Toa 4 44 Oxygen System 4 45 Power Lever Linkage Failure 4 47 Loss of Brake 85 4 49 Open ool visits ath YT tle itn etter 4 51 Section 5 Maneuvers ni 5 1 General c s s pe a 5 1 Steep Turns Private and 5 2 Steep Spirals Commercial 5 4 Chandelle Commercial 5 7 Lazy Eights 1 5 10 Maneuvering during Slow 5 14 Povver Off 1 15 aa i aaee a aeaa Eaa a eraann 5 16 Power On Stall Sai daya a ranie ora EEEE 5 18 Autopilot Stall 5 20 Ground Reference 5 5 22 Rectangular Course Private 5 23 S TUS Private sanatoase
66. after takeoff is degrees to an altitude of feet Abort the takeoff for any engine failures abnormalities prior to rotation If the engine fails after rotation will determine if CAPS is an option P N 23020 002 3 37 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Normal Takeoff Use of the Flight Director in Takeoff TO mode is recommended if using the GFC 700 autopilot Press the Go around button on the throttle to engage the Flight Director in TO mode The recommended flap setting for a normal takeoff is 5076 Align the aircraft on the runvvay centerline and smoothly apply full power in a 4 to 5 second continuous sweep Slight brake pressure may be required for directional control early in the takeoff roll in some crosswind situations Maintain directional control with rudder during the takeoff roll after sufficient rudder control is available Check engine and airspeed indications early in the takeoff roll to ensure proper function Discontinue the takeoff by reducing the power to idle and using brakes as necessary for any abnormal engine or airspeed indications sluggish acceleration or rough engine At Va smoothly apply back pressure to the control yoke sufficiently enough to rotate the aircraft Pitch the aircraft for approximately 7 to intercept Vx or Vy as appropriate Maintain coordination with proper rudder input during the climb out Procedure Flow Pattern Wes Brak S we
67. ails to divide attention and look outside during VFR climbs Fails to become familiar with program or follow applicable departure procedures Neglects to monitor engine parameters during climb Fails to set mixture control as required during climb Fails to abide by sterile cockpit rules during climbout Fails to monitor for icing conditions P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Cruise Complete the Cruise checklist as a flow when time and workload permit Allow the aircraft to accelerate to cruise speeds before setting the desired cruise power setting Ensure adequate fuel reserves remain for the intended destination Normal cruise power settings are between 55 85 power with mixture set for best power or best economy Turbo aircraft will always cruise at best economy SR22_OP02_2944 Cruise Flow Engine Break In For engine break in of normally aspirated engines cruise at a minimum of 75 best power until the engine has been operated for at least 25 hours or until oil consumption stabilizes Turbo aircraft may be operated at best economy with a power setting greater than 75 during engine break in Operation at higher power will ensure proper seating of the rings and is applicable to new engines and engines in service following cylinder replacement or top overhaul of one or more c
68. airplane It is the only standard flight training maneuver during which at no time do the forces on the controls remain constant The lazy eight as a training maneuver has great value since constantly varying forces and attitudes are required These forces must be constantly coordinated due not only to the changing combinations of banks dives and climbs but also to the constantly varying airspeed The maneuver helps develop subconscious feel planning orientation coordination and speed sense It is not possible to do a lazy eight mechanically because the control pressures required for perfect coordination are never exactly the same A lazy eight consists of two 180 degree turns in opposite directions while making a climb and a descent in a symmetrical pattern during each of the turns At no time throughout the lazy eight is the airplane flown straight and level instead it is rolled directly from one bank to the other with the wings level only at the moment the turn is reversed at the completion of each 180 degree change in heading As an aid to making symmetrical loops of the eight during each turn prominent reference points should be selected on the horizon The reference points selected should be 45 degrees 90 degrees and 135 degrees from the direction in which the maneuver is begun Prior to performing a lazy eight the airspace behind and above should be clear of other air traffic The maneuver should be entered from strai
69. al Cirrus Perspective ntroduction Section 1 Terms and Abbreviations The follovving terms and abbreviations vvill be referenced in this manual AP Autopilot ATC Air Traffic Control CAS Crew Alert System DA Decision Altitude ETA Estimated Time of Arrival ETE Estimated Time Enroute FAA Federal Aviation Administration FAF Final Approach Fix FIKI Flight Into Known Ice FITS FAA Industry Training Standards FMS Flight Management System GPH Gallons Per Hour GNS Global Navigation System GS Glide slope Hg Mercury IAF Initial Approach Fix IAP Instrument Approach Procedure LNAV Lateral Navigation LPV Localizer Performance with Vertical Guidance MAP Missed Approach Point MDA Minimum Descent Altitude MFD Multi Function Display MP Manifold Pressure NAS National Airspace System NH No Hazard Anti lce System PFD Primary Flight Display 1 2 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 1 ntroduction PIC Pilot in Command RPM Revolutions Per Minute SRM Single Pilot Resource Management VNAV Vertical Navigation VTF Vectors to Final WAAS Wide Area Augmentation System SR20 Cirrus SR20 SR22 Cirrus SR22 with Normally Aspirated Engine SR22TN Cirrus SR22 with Tornado Alley Turbonormalized Engine SR22T Cirrus SR22T with TCM Turbocharged Engine P N 23020 002 1 3 Feb 2011 Flight Operations Manual Cirrus Perspective ntroduction Section 1 Contact Information Flight Training
70. al altitude Uses rudder inputs to position the reference point on the pylon P N 23020 002 5 31 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 ntentionally Left Blank 5 32 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 6 Performance Section 6 Performance General To determine what performance to expect from the airplane under various ambient and field conditions Refer to Section 5 Performance of the Pilot s Operating Handbook Performance data are presented for takeoff climb and cruise including range amp endurance P N 23020 002 6 1 Feb 2011 Flight Operations Manual Cirrus Perspective Performance Section 6 ntentionally Left Blank 6 2 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 7 Limitations Section 7 Limitations General The Limitations Section of the Pilot s Operating Handbook POH is the official document approved by the Federal Aviation Administration It provides operating limitations instrument markings basic placards required by regulation and standard systems and equipment required for safe operation For amended operating limitations for airplanes equipped with optional equipment refer to Section 9 Supplements of the Pilot s Operating Handbook Compliance with the operating limitations in Pilot s Operating Handbook is required by Federal Aviation Regulations P N 23020 002 7 1 Feb 2011
71. al stabilizer in order to monitor ice accumulation and confirm fluid flow at night Approaches and landings in icing conditions or with ice adhering to the aircraft should be made with 50 flaps Extending flaps to 100 in icing conditions can reduce the effectiveness of the elevator and horizontal stabilizer and could potentially lead to a tail stall PANE 01 lt 1 0 aaae As Minimum of 95 KIAS Residual ice on the protected areas and ice accumulation on the unprotected areas of the airplane can cause an increase in stall speed even with the anti ice system operating Refer to the Stall Speeds with 45 Minute Ice Accumulation chart in the TKS Anti ice System supplement Airspeed on Short 88 KIAS Airspeed should be no less than 88 KIAS if icing conditions exist or with ice adhering to the airframe due to the possibility of an increased stall speed P N 23020 002 3 87 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Completion Standards e Adheres to applicable completion standards for normal and short field landings e Identifies the need actual or simulated by the instructor to perform the icing landing procedure e Selects a runway with adequate landing distance to perform the icing landing procedure considering landing distances and ground roll published in the TKS Anti lce Supplement Common Errors e Fails to identify the need for the icing landi
72. ally verify flaps are in the 096 position and flap position light UP is illuminated 2 Radios Avionics AS REQUIRED P N 23020 002 3 27 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Ensure all radios and avionics are programmed navigation frequencies identified courses set and vvith required vvaypoints or flight plans loaded 3 Cabin 66 AS REQUIRED 4 Fuel Selector ai irii e aaa aae iai as SWITCH TANK Switch tank to ensure positive fuel flow from both fuel tanks Avionics Configuration Audio Panel Select COM AS REQUIRED Ensure desired communication are selected Adjust intercom volume as required C AUTOPILOT aleren e rien settle eaten Verify OFF Verify the autopilot is not engaged and yaw damper is off GCU MFD PFD SET COM and FPL AS REQUIRED Initialize the MFD and verify database currency Construct flight plan as required and set applicable communication and navigation frequencies MEFDesuc n n CONFIGURE Adiust MAP page range to display Safe Taxi Select Chartvievv to vievv the airport diagram if Safetaxi in not available for the airport s PFPD aranea e aa VERIFY and SET Verify PFD is fully aligned and select the traffic display on PFD inset display Common Errors N
73. aneuver higher than 1 500 feet AGL Enters the maneuver at 120 KIAS with flaps UP Establishes a 30 degree left or right turn e Simultaneously applies power and pitch to maintain a smooth coordinated climbing turn to the 90 degree point with a constant bank angle e Begins a coordinated constant rate rollout from the 90 degree point to the 180 degree point maintaining full power and a constant pitch attitude e Completes rollout at the 180 degree point 10 degrees just above a stall airspeed and maintaining that airspeed momentarily while avoiding a stall Resumes straight and level flight with a minimum loss of altitude Common Errors e Establishes a maximum pitch that is too great resulting in a stall condition e Fails to maintain coordination throughout maneuver e Fails to maintain a constant rate of pitch or bank changes during the appropriate phases of the maneuver e Fails to divide attention and look outside at visual reference points P N 23020 002 5 9 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Lazy Eights Commercial The lazy eight is a maneuver designed to develop perfect coordination of controls through a wide range of airspeeds and altitudes so that certain accuracy points are reached with planned attitude and airspeed In its execution the dive climb and turn are all combined and the combinations are varied and applied throughout the performance range of the
74. aps 50 set prior to the FAF Call out 1000 feet 500 feet and 100 feet above minimums The minimum altitude for the approach is feet The missed approach procedure is climb to altitude and turn left right to the fix and hold 3 66 P N 23020 002 Feb 2011 Cirrus Perspective Section 3 Flight Operations Manual Standard Operating Procedures Precision Approach Procedure The following section provides guidance for executing a precision approach using vectors to final or full procedure as the transition The precision approach profile may be used for ILS LPV and LNAV VNAV approaches or any approach that has lateral and vertical course guidance Avionics Configuration Autopilot If Desired Garmin GFC 700 S Tec 55X 559 Approach Segment Lateral Mode Vertical Mode Lateral Mode Vertical Mode Vector to Final HDG As Required HDG As Required Cleared to IAF NAV GPS As Required NAV GPSS As Required Proc Turn NAV GPS As Required NAV GPSS As Required Outbound Course Reversal Inbound to APR ALT NAV APR ALT FAF GPS LOC APR GS or GP NAV APR GS or VS FAF Inbound GPS LOC Missed GAS GA NA NA Approach z 0 a Arm NAV when cleared to intercept final arm APR when cleared for the approach b 55SR cannot track glideslope Use VS mode and appropriate descent rate to track GS c Press the Go around button at the decision altitude or missed approach
75. ates beyond the pilot s qualifications or capabilities Aircraft Systems Status Pilots should monitor the flight engine and system parameters throughout the flight Verify adequate fuel remains to reach the intended destination and switch fuel tanks as required to maintain within maximum fuel imbalance requirements Pilot Status Pilots should monitor fatigue and stress levels during the flight A diversion may be necessary if the pilot has any reason to believe the flight can not be completed safely Situational Awareness Pilots should maintain situational awareness throughout the entire flight using all available equipment and resources Supplemental Oxygen According to 14 CFR Part 91 211 no person may operate an aircraft 1 At cabin pressure altitudes above 12 500 feet MSL up to and including 14 000 feet MSL unless the required minimum flight crew is provided with and uses supplemental oxygen for that part P N 23020 002 2 17 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 of the flight at those altitudes that is of more than 30 minutes duration 2 At cabin pressure altitudes above 14 000 feet MSL unless the required minimum flight crew is provided with and uses supplemental oxygen during the entire flight time at those altitudes and 3 At cabin pressure altitudes above 15 000 feet MSL unless each occupant of the aircraft is provided with supplemental oxygen
76. aviation aircraft today However for CAPS to work it must be manually activated by the pilot or a passenger The circumstances and decisions to use CAPS may or may not be readily apparent The situations when CAPS should be considered will always be an emergency or pending emergency The pilot must assess the risk of continued flight considering all known factors and determine the likelihood of a safe outcome Whenever the safe outcome of a flight is in question and there is high risk of severe injury or death CAPS should be used Pilots may encounter situations that require an immediate activation of CAPS such as an engine failure after takeoff mid air collision or a loss of control in flight CAPS must be activated quickly under these circumstances to preserve altitude and control airspeed within acceptable deployment parameters Pre briefing these circumstances often will help the pilot to react quickly and activate CAPS in a timely manner increasing the probability of CAPS working properly Emergency situations in an aircraft are always stressful and pilots may overlook all available options for surviving the emergency Pilots who regularly conduct CAPS training and think about using CAPS will often have a higher probability of deploying CAPS when necessary Performing CAPS training in a Cirrus flight training device or simulator is highly recommended Visit www cirrusaircraft com to find an interactive map displaying Cirrus Simulator
77. ble airport Starts descent prematurely before the aircraft is within glide range of a suitable runway Fails to consider CAPS as an off airport landing alternative P N 23020 002 4 21 Feb 2011 Flight Operations Manual Abnormal and Emergeney Procedures Engine Fire In Flight Cirrus Perspective Section 4 An engine fire in flight typically results from leaking fuel or oil in the engine compartment that comes in contact with the exhaust manifold The engine must be shut down to remove the fuel source of the fire in effort to extinguish the fire An emergency descent should be initiated promptly to help extinguish the fire and to accelerate altitude loss in preparation for an emergency landing or CAPS deployment If CAPS is determined to be the best option continue the descent until the aircraft is 2000 feet AGL slow the aircraft within the deployment envelope and activate CAPS At this point any fire should have been extinguished if the fuel was shutoff as per the emergency checklist and if the emergency descent was completed properly But be mindful of fire during the final descent and prepare to exit the aircraft quickly upon touchdown 000 000 00 UD o n ln Dg un S595 6000 Ogi ms 0000 a 0000 QUL 1 OO D D D 6 iri 0 0 coco IIRIRUS 3
78. cannot be maintained Makes appropriate decisions considering all external factors Common Errors e Fails to complete Cabin Fire in Flight checklist memory items in a timely fashion e Fails to consider VMC or IMC when turning off switches to attempt to eliminate the fire Fails to land the aircraft as soon as possible Fails to recognize if when aircraft attitude cannot be maintained in IMC e Fails to maintain positive aircraft control due to high workloads and increased stress P N 23020 002 4 29 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Integrated Avionics Malfunctions Overview Cirrus Perspective avionics are robust fault tolerant and redundant Although a component failure is highly unlikely it is important to train pilots how to handle various avionics related failures Focus ground and flight training on the following objectives Ability to maintain aircraft control Proper identification of the failed component Knowledge of other avionics equipment affected by the failed equipment primarily the autopilot Knowledge of information features or functions that are rendered inoperative by the failed equipment Proper use of backup instrumentation Knowledge and use of ATC services available to reduce workload The following table is a useful tool that describes how autopilot modes are affected by various Perspective component failures An X
79. ch CYCLE Do not attempt multiple restarts if the failed alternator does not start on the initial cycle If alternator does not reset low A1 Current and M1 voltage 3 ALT 1 or 2 OFF For Alternator 1 Failures 1 Non Essential Bus Loads REDUCE 4 26 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures a If flight conditions permit consider shedding the following to preserve Battery 1 1 Air conditioning 2 Cabin fan 3 Landing light 4 Yaw servo 5 Convenience power aux items plugged into armrest jack 2 Continue flight avoiding IMC or night flight as able reduced power redundancy Completion Standards Promptly recognizes and identifies the failure Uses the autopilot to reduce workload Calls up the appropriate checklist and follows checklist procedure as a do list Makes appropriate decisions considering external factors such as weather conditions airspace ahead nature of the failure ETE to destination etc Common Errors e Completes checklist items without reference to the checklist e Incorrectly identifies the cause of the failure e Attempts multiple circuit breaker resets e Fails to correctly load shed P N 23020 002 4 27 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and
80. changes in pressure A true loss of oil pressure is typically identified by a gradual and consistent decrease in pressure Pilots are encouraged to monitor oil pressure during routine scanning to identify oil pressure issues early Procedure 1 Oil Pressure Gauge CHECK High oil temperature may or may not accompany low oil pressure If pressure low a Povver REDUCE to minimum for sustained flight b Land as soon as possible c Prepare for potential engine failure 1 Continually select suitable forced landing fields 2 Prepare for CAPS activation if necessary Completion Standards Promptly investigates and determines the reason for the OIL PRESS message Maintains altitude until aircraft is in a position to perform a power off approach to landing Completes the emergency checklist procedure as described in the AFM and reduces power to the minimum required for level flight Adheres to applicable performance expectations for the Engine Failure in Flight Procedure if applicable 4 20 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Common Errors Fails to recognize the cause of the OIL PRESS message Fails to reduce povver to minimum for sustained flight for a lovv oil pressure situation Fails to recognize the severity of a lovv oil pressure vvarning Fails to divert to nearest suita
81. ciency A Cirrus pilot should not attempt to takeoff or land when the wind speed and crosswind component exceed the individual s capabilities Note Cirrus pilots should use caution when attempting to takeoff or land in wind conditions with which they are not experienced When taking off or landing on ice covered runways braking action reported POOR the crosswind component should not exceed 50 of the aircraft s demonstrated crosswind component Use extreme caution during takeoff and landing when the wind exceeds 25 knots or the gust factor exceeds 10 knots Land into the wind whenever possible during normal operations When the airport layout or the type of operation requires landing with a tailwind for example an ILS approach up to a 10 knot tailwind component is allowed per the Performance Section of the Pilots Operating Handbook P N 23020 002 2 5 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Guidance for Establishing Personal Weather Minimums General Flight Guidelines Your Rating Years Actively Flying Maintained FAA req currency Last Recurrent Training Event Certificate Commercial Private P Solo Held ATP or CFI vv instrument w instrument Student Pilot lt 6 months 6mo 12mo 12mo 24mo Total Time 2000 1000 2000 750 1000 500 750 lt 500 Hours logged last 12 months Hours in Cirrus last 90 days Pilot Mishap Last 24 months
82. ciously remove pressure from the brakes while taxiing Failure to do so results in excessive heat premature brake wear and increased possibility of brake failure Refer to the Handling Service and Maintenance section of the POH or the Maintenance manual for recommended maintenance and inspection intervals for brakes Maintain high levels of situational awareness during all movement on the airport surface to avoid a runway incursion accidents Minimize tasks such as reading checklists or folding maps while taxiing Utilize the Safe Taxi airport diagram to aid in situational awareness e WARNING Maximum continuous engine speed for taxiing is 1000 RPM on flat smooth hard surfaces Power settings slightly above 1000 RPM are permissible to start motion for turf soft surfaces and on inclines Use minimum power to maintain taxi speed P N 23020 002 3 29 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 N a P OOO 00 bzn J un 280 gon 885 Ia 00000 jE 60000 00 20 3988 Ce 0000 Ze 2 5822 2 2942 Taxi Out Flovv Procedure Flovv Pattern 1 Parking Brake as En DISENGAGE Manually depress parking brake and ensure completely dovvn Brakes innra CHECK Upon initial movement verify both brakes are function
83. cirrusaircraft com Cirrus Owners and Pilots Association Cirrus Owners and Pilots Association COPA is an organization that welcomes the membership of Cirrus owners pilots and enthusiasts with an interest in aviation and Cirrus aircraft issues and events Three main training and safety related events provided by COPA are the P N 23020 002 2 3 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Cirrus Pilot Proficiency Program CPPP the Critical Decision Making CDM seminar and the Partner In Command PIC seminar The CPPP is designed to expose Cirrus pilots to situations they may encounter while operating their aircraft Topics such as weather accident review advanced avionics emergency procedures and engine management are discussed and applied during a CPPP The CDM seminar is a facilitated interactive hangar flying session where the group looks at general aviation and Cirrus accident statistics reviews case studies of Cirrus accidents and participates in the reenactment of an actual accident The PIC seminar has been designed to give frequent Cirrus passengers more knowledge regarding safety system operations in the unlikely event that the pilot in command should become incapacitated Procedures include using basic radio communication and CAPS activation The PIC seminar is provided by both Cirrus Aircraft and COPA CPPP CDM and PIC schedules and information can be found
84. d Wear P N 23020 002 3 13 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Inspect tire for excessive wear to include flat spots bald spots or visible tire chords Ensure adequate tire inflation Moving the aircraft may be necessary to visually inspect the entire tire for overall condition if excessive wear is suspected Wheel and Brakes Condition Inspect the area directly surrounding the wheel for evidence of fluid leaks Visually inspect brake temperature sticker for evidence of overheating Center of blue inspection disc is white in a normal condition dark gray when overheated Chocks and Tie Down 5 2222 Remove Ensure all wheel chocks and tie down ropes are removed and stowed 8 Nose Right Side 3 14 a Vortex Condition Inspect condition of vortex generator and ensure it has not been damaged ce inspection Light F K Condition Security Inspect for security of light and lighting cover Ice lights are required for night operations in icing conditions Covvling PEPEE Attachments Secure Visually inspect each cam lock for secure fitting along top and side of cowls Screws should be inspected along center bottom and directly behind spinner Two screws behind the spinner will be removed to de cowl or to add remove wint
85. d button at the decision altitude or missed approach point Ensure the altitude bug is set to the assigned missed approach altitude z 201 Load approach with assigned transition VTF or IAF and set appropriate BARO minimums for the approach e Verify all Flight Plan waypoints are correct including course reversals e Activate the approach at the start of approach vectors or when cleared direct to the IAF e Verify all approach frequencies are tuned and identified 3 72 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures e Verify the navigation mode is set as required GPS VOR LOC or BC F Reference charts for approach information and briefing e Reference the electronic checklist at the completion of the Descent and Before Landing flows PF e Set Altitude bug for the Minimum Descent Altitude MDA once established inbound to FAF e Set the HDG bug for the wind correction heading once established inbound on the final approach course Completion Standards Complies with all ATC clearances instructions and procedures Establishes aircraft configuration and airspeed per recommendations described in this manual Completes the Descent and Before Landing checklists prior to the FAF Completes an approach briefing before being established on a published segment of the approach Pre FAF maintains altitude 100 feet airspeed 10 KIAS headi
86. d gust factor applied Manages airspeed and power to minimize floating during round out Touches down smoothly at approximate stalling speed Touches down at or within 400 feet beyond a specified point with no drift and with the airplane s longitudinal axis aligned with and over the runway centerline Maintains crosswind correction and directional control throughout the approach and landing sequence Completes the Before Landing checklist Uses brakes as required while maintaining directional control Keeps the runway centerline between the main landing gear until reaching the desired turnoff point Common Errors e Flares too high creating a stall to hard landing situation e Touches down 5 to 10 KIAS above stall speed causing a flat landing attitude and possible pilot induced oscillation P N 23020 002 3 81 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 e Fails to keep the aircraft on the centerline throughout the landing roll e Fails to initiate a go around for unsafe landing situations e Fails to continuously add back pressure to slow the aircraft during round out into the flare e Relaxes elevator back pressure during flare to quickly after touch down 3 82 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Short Field Landing Landings on short runvvays should be made vvith 10096 flaps Final app
87. d to actively scan engine instrumentation during flight to preemptively fend off or identify up and coming failures Pay close attention to oil pressure and CHT status and trends Most engine malfunctions should be treated as emergencies Pilots should be familiar with emergency procedure memory items and be capable of completing memory items in a timely fashion Practice completing emergency procedure memory items during recurrent training and while sitting stationary in the aircraft Training Limitations e Simulated engine failures on takeoff and power off return to airport during departure climb maneuvers are not permitted e Simulated engine failures are not permitted in actual IMC or when VMC cannot be maintained Ensure the aircraft is in a position to make an airport landing or landing at a suitable off airport site when conducting these maneuvers in case a real emergency is encountered during the simulated emergency practice P N 23020 002 4 7 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Engine Failure In Flight Fuel starvation is a major cause of engine failures in flight Neglecting to switch fuel tanks or attempting flight beyond fuel reserves are major contributing factors Pilots are encouraged to program a scheduled message as a reminder to check the fuel balance every 30 minutes Proper pre flight planning and ensuring sufficient fuel reserves considering curre
88. der priming Pilots are encouraged to monitor fuel flow during priming Throttle mismanagement after engine start resulting in excessive RPMs P N 23020 002 3 25 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 e Fails to monitor oil pressure shortly after engine start Fails to complete remaining engine start checklist items after the engine is started 3 26 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Before Taxi Complete the Before Taxi checklist as a flovv and than reference the aircraft checklist to verify all items are complete t is recommended to program the required navigation information and communication frequencies for the intended flight at this time Navigation information should be entered into the flight plan via the Garmin Control Unit GCU Set primary airborne frequencies into COM 1 and necessary ground frequencies into COM 2 Set applicable VOR frequencies if necessary at this time Obtain airport vveather information and call for taxi and or IFR clearance if applicable Verify the vvaypoints entered into the flight plan match the IFR clearance obtained including applicable departure procedures SR22 2 2941 Before Taxi Flovv Procedure Flovv Pattern 15 o UP 0 Visu
89. e Maneuver Moderate Bank ge ii S Turns Execution Execute clearing turns e Airspeed 100 KIAS SR20 50 Power 20 MP approximately SR22 30 Power 15 MP approximately SR22TN 50 Power 15 MP approximately SR22T 40 Power 15 MP approximately Enter the maneuver with the direction of the wind P N 23020 002 5 25 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Maintain approximately 1 2 mile radius from the reference line Recovery Add power as necessary and climb to a desired altitude Completion Standards Selects a suitable ground reference line perpendicular to the wind Applies adequate wind drift correction to track a constant radius turn on each side of the selected reference line Reverses the direction of turn directly over the selected reference line Divides attention between airplane control and ground track while maintaining coordinated flight Maintains altitude 100 feet airspeed 10 KIAS Remains clear of all obstacles or terrain Common Errors 5 26 Fails to apply proper rudder inputs to maintain coordinated flight Fails to clear area for traffic terrain or obstacle hazards Over controls pitch and roll excessively Fails to plan and anticipate wind correction for future segments Displays an inability to quickly scan airspeed and altitude instrumentation Over banks the aircraft and allows an excessive de
90. e SR22 15 Power 12 MP approximately e SR22TN 25 Power 12 MP approximately e SR22T 30 Power 12 5 MP approximately Descent rate 500 fom approximately e 20 max bank angle e Reduce throttle to idle and increase pitch to a normal landing attitude 5 to 7 5 and induce a stall Recovery Reduce angle of attack and level wings Apply full power e Flaps 50 e Accelerate to Vy Flaps 0 e Airspeed 80 KIAS SR22 85 KIAS SR20 Clear of terrain and obstacles 5 16 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers Positive rate of climb Completion Standards Exhibits knovvledge of the elements related to this maneuver and complies vvith limitations execution and recovery procedures described in this manual Describes factors that affect stall speed and situations where unintentional stalls are likely to occur Transitions smoothly from the approach or landing attitude to a pitch attitude that will induce a stall Private Maintains a specified heading 10 degrees in straight flight maintains a specified angle of bank not to exceed 20 degrees angle of bank 10 degrees in turning flight while inducing stall Commercial Maintains a specified heading 10 degrees in straight flight maintains a specified angle of bank not to exceed 20 degrees angle of bank 5 degrees in turning flight while inducing stall Recognizes and r
91. e aircraft excessively during round out and flare Common Errors Fails to select a runway with adequate distance e Overshoots desired touch down point excessively e Over rotates the aircraft during round out or flare e Fails to adjust traffic pattern for reduced flap landing Elects to land with 50 flaps in crosswind conditions when normal procedure calls for 100 3 86 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Icing Landing Procedure 1 ICE PROTECT System Switch On It is important to ensure the switch has been set to the intended position This is especially true for night operations ICE PROTECT Mode Switch HIGH As Required HIGH should be selected initially If ice accumulation rate is low select NORM If ice does not shed select MAX and perform the Anti ice System Failure checklist WIND SHLD 222 222 Press As Required Use the windshield ice protection when residual fluid that is slung from the propeller will not keep the windshield free of ice Caution To prevent an obstructed view due to residual anti ice fluid on windshield do not operate windshield ice system within 30 seconds of landing Ice Inspection Lights As Required Ice inspection lights will illuminate the leading edges of the wings and horizont
92. e aircraft to close the door if the door opens in flight or was left open during departure This is not an emergency landing Pilots should use normal power settings speeds and aircraft configuration for landing Do not become overly distracted by the open door and focus on maintaining aircraft control Completion Standards Maintains aircraft control e Communicates intentions to ATC and returns for a landing e Listens for signs of an open door during run up and early in the takeoff roll e Aborts takeoff only when sufficient runway remains for stopping without excessive brake pressure Common Errors e Becomes preoccupied with open door and loses focus on primary pilot responsibilities e Attempts to slow and close door in flight P N 23020 002 4 51 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 ntentionally Left Blank 4 52 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers Section 5 Maneuvers General Follow these guidelines for set up and execution of the following maneuvers During these maneuvers pilots should be alert to available forced landing areas The area chosen should be clear of any obstacles or terrain and away from communities livestock or groups of people to prevent possible annoyance or hazards to others Reference the Airplane Flying Handbook FAA H 8083 3a for more information Minimum Recovery Altit
93. e arrival and approach into the airport During descent power should be used to manage airspeed and maintain engine temperatures as desired Maintain airspeed within the green arc if turbulence is expected or encountered during the descent Use caution and avoid excessive maneuvering when airspeed is within the yellow arc during the descent Complete the Descent checklist as a flow when time and workload permit upon initial descent to land Reference the checklist to verify all items are complete once the flow has been completed SR22_OP02_2945 Descent Flow 3 56 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Procedure Flovv Pattern Verify the proper altimeter setting has been set into the PFD and in the standby altimeter 3 Cabin Heat Defrost AS REQUIRED 4 Landing 5 The landing light should be selected on for visibility to others at the top of the descent or within 10NM from the destination If in IMC consider leaving off to reduce light reflection in the cabin 5 Fuel Systemin tenet CHECK Ensure fuel is balanced and selected to the fullest tank 6 MiXture och a s ete tees mol s ss AS REQUIRED SR20 lt is not necessary
94. e flight promptly Inadvertent operation in these conditions may be detected by unusually extensive ice accumulated on the airframe in areas not normally observed to collect ice If the airplane encounters conditions that are determined to contain freezing rain or freezing drizzle immediately exit the freezing rain or freezing drizzle conditions by changing altitude turning back or even continuing on the same course if clear air is known to be immediately ahead 2 16 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures In Flight Considerations Turns after Takeoff The recommended turn altitude after takeoff is 400 feet AGL unless obstacle departure procedures or ATC instructions dictate otherwise When cleared to fly runway heading pilots should maintain the heading that corresponds with the extended center line of the departure runway until otherwise directed by ATC Drift correction should not be applied i e Runway 04 with an actual magnetic heading of the runway center line being 044 degrees fly 044 degrees Weather Status Pilots should monitor the weather along the route and destination airport for deteriorating conditions using onboard weather resources and ground based weather resources En route Flight Advisory Service EFAS Flight Watch is generally available on 122 0 anywhere in the contiguous United States A diversion may be necessary if the weather deterior
95. e passiu e asunoo yoeoidde jeus y uo punoqul p usilqeis nq DAH v IU S 74 94 o solid pnine qoeolddy p ss y o nq TV 199 e SION ainpedoid yoeoidde pessiw pue dV N VGIN YQ s jpu nb wo pue ney aqeol ddy AV 40 ALA Ieu 0 UON SUBAL 1 s11 5 Aemuns pue ainpesoid jo dAL s u w ajg Buyong yogorddy uolsioesq P N 23020 002 Feb 2011 Flight Operations Manual Standard Operating Procedures 1 M0d JIN 1 M0d IN4 JaMod IN4 1 M0d IN4 yoeoiddy passiy dW Sk 9606 dW ack 9696 diN 21 9651 diN ck 9692 punoqul 4V4 dW SL 9607 dW SL 2609 dW SL 2606 dW ued 9609 dols pilo Mo eg reoS z 1 sy sy sy sy yd l lu feui i sy pauinba sy pauinba sy pauinbau sy 4V 0 perea y 54010 Jo HBS 12245 122 9 2249 0249 s Mod 3 70 Flight Operations Manual Standard Operating Procedures Cirrus Perspective Section 3 80 92 2040 2249 yoeoiddy passiy Jo 1094400810 dy uolsio q 0245 SVIM 98 2245 SWIM 08 09 sdej4 195 AOQV peedsily SVIM OOF 0 MOIS QUUIID JO SAIISOg S urea 18910 72 yopn H sde 4 AA 3d9919 y 01 6072 Yd 002 949 punoiy op
96. ecovers promptly after the stall occurs by simultaneously reducing the angle of attack increasing power to maximum allowable and leveling the wings to return to a straight and level flight attitude with a minimum loss of altitude Retracts flaps from 100 to 50 once the descent has been stopped and then retracts flaps from 50 to 0 once a positive rate of climb is established with airspeed at or above that recommended Returns to the previous altitude heading and airspeed specified by the instructor Common Errors Fails to add sufficient rudder input during stall recovery Retracts flaps prematurely during recovery resulting in excessive loss of altitude Fails to promptly apply full power resulting in an excessive loss of altitude and or delayed recovery Increases pitch excessively resulting in a secondary or unintentional stall P N 23020 002 5 17 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Power On Stalls Practice this maneuver with 0 and or 50 flaps straight and turning Enter the maneuver from level flight by reducing power and adding flaps as desired at Vr Slow the aircraft to VR while maintaining altitude At Va smoothly apply a minimum of 65 power and pitch the aircraft at an angle to induce a stall Apply rudder to maintain coordination Recover from this maneuver at the incipient phase or full stall Limitations Minimum recovery altitude 1 500 feet AGL e Limit
97. ed on synthetic vision a glide to the airport may be likely Consider possible wind changes and the amount of maneuvering required to line up for a runway as the aircraft descends through altitude When reaching 2000 feet AGL the pilot must make the decision whether to continue a gliding approach to landing or to activate CAPS In many cases CAPS will be the best option for survival but it must be activated in time with sufficient altitude remaining Do not continue an attempted landing unless landing is assured Maintain best glide speed with flaps at 0 until landing is assured Use flaps to increase the descent angle when landing is assured Eventually flaps should be placed to 100 for touch down All power off landings should be made with 100 flaps to reduce touchdown speed and potential impact forces 4 12 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures CIRRUS CIRRUS ne mr zi 5822 TS02 3388 Emergency Landing Without Engine Power Procedure 1 Best Glide Speed ESTABLISH Pitch trim should be set approximately full aft for best glide airspeed Pilots may consider using the IAS mode of the autopilot set to best glide to help with workload during
98. ed to VMC e Limit nose high attitude to 30 degrees as per Private and Commercial Practical Test Standards e Minimum percent power is 65 Execution e Execute clearing turns Flaps 0 or 50 as desired e Airspeed slow to Vp e SR20 20 Power 15 MP approximately e SR22 15 Power 12 MP approximately e SR22TN 25 Power 12 MP approximately e SR22T 30 Power 12 5 MP approximately e Bank angle as desired 20 degrees maximum Apply a minimum of 65 power e Increase pitch angle to induce stall maximum 30 degrees pitch attitude Recovery e Reduce angle of attack and level wings e Verify full power e Accelerate to Vy Flaps 0 5 18 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers e Airspeed 80 KIAS SR22 85 KIAS SR20 e Clear of terrain and obstacles Positive rate of climb Completion Standards Exhibits knowledge of the elements related to this maneuver and complies with limitations execution and recovery procedures described in this manual Private Maintains a specified heading within 10 degrees in straight flight and a specified angle of bank less than 20 degrees within 10 degrees Commercial Maintains a specified heading within 5 degrees in straight flight and a specified angle of bank less than 20 degrees within 10 degrees Recognizes and recovers promptly after the stall occurs by simultaneously reducing
99. eglects to setup communication and navigation information before taxi Programming errors or delays typically occur when these tasks are completed at the end of the runway before takeoff Fails to switch fuel tanks Fails to reference the electronic checklist Fails to deselect a monitored frequency on the audio panel after obtaining the necessary information typically ATIS AWOS 3 28 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Taxi Out A cause of brake failure is the creation of excessive heat through improper braking practices Riding the brakes while taxiing causes a continuous build up of energy which may lead to excessive heat Excessive heat causes warped brake rotors damaged or glazed linings damaged o rings and vaporized brake fluid To avoid brake failure observe the following operating and maintenance practices Directional control should be maintained with rudder deflection supplemented with brake pressure as required Use only as much power throttle as is necessary to achieve forward movement 1000 RPM is enough to maintain forward movement under normal conditions Avoid unnecessary high speed taxiing High speed taxiing will result in excessive demands on the brakes increased brake wear and the possibility of brake failure Use the minimum necessary brake application to achieve directional control Do not ride the brakes Pilots should cons
100. elp suppress vapors that may be in the fuel lines and or increase fuel pressure to the injectors The engine will not run solely on the electric boost pump if the mechanical pump fails High boost may be required above FL180 for vapor suppression Seiad eel 1 2 OPEN Set the povver level to half open before adiusting the mixture control If the engine fires make future power changes cautiously Return the throttle to a running position if the engine fails during future throttle movements Mixture IDLE CUTOFF then slowly advance until engine starts CHTs and Oil Temperature VERIFY within GREEN range warm engine at partial power if required Completion Standards 4 10 e Maintains aircraft control with airspeed 10 KIAS of Ve e Quickly steers the aircraft to suitable landing or CAPS deployment area e Positions the aircraft to a point where a stabilized approach to landing can be made e When workload permits troubleshoots engine failure as described in the AFM P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Secures engine if engine restart is not possible before landing Simulates an emergency radio call and requests ATC assistance as necessary Simulates a CAPS deployment at an appropriate altitude and airspeed if necessary Common Errors Loses excessive altitude by not pitching to
101. ements An IPC with CTC instructor or a CSIP within the previous 6 months 3 instrument approaches in actual or simulated instrument conditions within the previous 60 days For low IMC currency demonstrate the ability to execute an instrument approach to minimums within the previous 60 days Note Initial lovv IMC currency should be obtained with a TCI or a CSIP 2 8 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures Pilot Duty Considerations Duty Time and Rest Pilots should avoid a duty period greater than 14 hours including a maximum of 8 hours of flight instruction A pilot should have a 10 hour rest period prior to flying the following day Pilots should consider non flight related working periods as duty time Physiological Intoxicants A pilot should not consume alcohol or other intoxicants within 12 hours prior to flying and should always consider the lasting effects of alcohol the following day Blood Donations A pilot should not operate an aircraft within 72 hours after a blood donation or transfusion due to temporary lowering of oxygen carrying capacity of blood following a blood donation or transfusion Scuba Diving A pilot or passenger who intends to fly after scuba diving should allow the body sufficient time to rid itself of excess nitrogen absorbed during the dive The recommended wait times are as follows e Wait 12 hours if flight w
102. erization kits It is imperative that these screws not be overlooked during pre flight as severe cowl damage will result if engine is started without them in place Cabin Air Vent V Unobstructed Visually inspect air vent for debris or obstructions which could prevent fresh air flow to the cabin Exhaust Pipe Condition Security and Clearance SR20 SR22 Ensure there is adequate clearance between lower cowling and exhaust pipes and verify they are secure with some movement Inspect heat shield for security P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures SR22TN SR22T Ensure each tailpipe is secure by grasping ihe end of the tailpipe Loose tailpipes should be serviced prior to flight Do not fly an aircraft with loose tailpipes f Gascolator underside Drain for 3 Seconds Sample Use clear fuel strainer and drain for 3 seconds Inspect fuel sample for contaminants and proper color Ensure drain does not leak after taking sample 9 Nose Gear Propeller and Spinner a TOW Bal eimie aaaeei iE Remove and Stow E E A Y 0 0 0 00 0 Condition Inspect strut and fairing for condition and security Wheel Fairing Security Accumulation of Debris Ensure fairing is not damaged and is attached securely Wheel and 5 222222 Condition
103. erre SET for Takeoff Set electric trim in the takeoff position as displayed on control yoke arm A topilot cc pins aut dacdsecuaegetadcul sagt acer des ae DISCONNECT Ensure PFD heading and altitude bugs are set and the autopilot is disconnected GFC 700 Press the go around button on the throttle to engage the Flight Director in Takeoff TO mode Set the HDG and ALT bug for the assigned initial heading and altitude Icing Conditions Anticipated after Takeoff FIKI ICE PROTECT System Switch ON ICE PROTECT Mode Switch 2222 NORM HIGH HIGH should be selected initially to ensure critical lifting surfaces remain clear of ice during takeoff and initial climb Once in enroute climb and ice buildup on unprotected surfaces is negligible the pilot may select NORM If rate of ice buildup on protected surfaces is unacceptable select HIGH or MAX as appropriate PITOT HEAT SWIC ee s aaa ulan B lal asa ON Cabin Feat Saab sa a se Hot Windshield Defrost ON Hot windshield defrost should be used to reduce the possibility of ice forming on the windshield ce nspection 19 15 As Required Ice inspection lights will illuminate the leading edges of the wings and horizontal stabilizer in order to monitor ice accumulation and confirm fluid flow at night Common Errors e Fails to compl
104. ery before Vye is exceeded e Conduct maneuver in VMC only 4 40 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Recovery Training e Nose high add power while reducing pitch to maintain airspeed and level the wings e Nose low reduce power while leveling the wings and increase pitch after wings are level to stop the descent Completion Standards Promptly recognizes the unusual attitude and applies corrective actions as described above and in the Instrument Flying Handbook Engages autopilot once the aircraft is recovered Returns the aircraft to the previously assigned heading or course and or altitude Regains situational awareness Common Errors e Fails to scan and interpret flight attitude quickly Fails to add power from a nose low unusual attitude and loses significant airspeed and possibly aircraft control e Fails to return aircraft to previously assigned heading or course and or altitude P N 23020 002 4 41 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Inadvertent Flight into IMC Inadvertent flight into IMC by VFR and IFR rated pilots is a major contributing cause of fatal accidents Pilots that fail to brief and interpret weather conditions or intentionally fly below low cloud bases are at the highest risk for unintentional flight into IMC Although prevention is the best way t
105. es prior to descent Use the autopilot while briefing and preparing for the approach Reduce unnecessary communications and distractions during the approach Use the Descent and Before Landing flows outlined in this manual to complete checklist and avionics set up procedures Always reference the checklist after the flow is complete Brief the approach using the guidelines listed in this section Approach Briefing The purpose of an approach briefing is to prepare the pilot to execute an instrument approach procedure Pilots should brief the instrument approach procedure when time and workload permits Preferably the approach should be briefed approximately 20 minutes prior to the IAF or start of vectors The approach briefing should include the following items Type of procedure and runway e g ILS 35L e Transition to final vectors or IAF Applicable Nav and Com frequencies e Approach altitudes and DA or MDA e Airspeeds and configuration changes e MAP and missed approach procedure P N 23020 002 3 65 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Sample Approach Briefing This vvill be a ILS GPS approach to RVVY via the transition VTF or IAF The proper navigation source GPS VLOC for the approach is selected and the proper course of is set in the HSI Applicable approach frequencies are tuned and identified Final approach speed is KIAS with approach fl
106. ete checklist items in their entirety P N 23020 002 3 35 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 e Intentionally skips items in the checklist but neglects to re reference the checklist and complete the task before departure e Fails to adhere to FIKI pitot heat ground operating limitations e Fails to recognize an unlatched pilot or passenger door during the engine run up 3 36 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Takeoff Briefing Reference the Takeoff checklist prior to departure Complete a takeoff briefing to review the critical items prior to takeoff A takeoff briefing allows the pilot to review the takeoff procedure and determine the actions necessary in the event of abnormal emergency conditions during the takeoff roll and initial climb At a minimum a takeoff briefing should include the following items Type of procedure used normal short or soft e Takeoff distance required runway distance available e Vp and initial climb speed e Abnormality engine failure before Vp e Abnormality engine failure after Vp e CAPS option in the event of a loss of power during climbout considering altitude Sample Takeoff Briefing This will be a normal short soft takeoff from runway with a takeoff distance of feet and feet of runway available Rotation speed is KIAS Initial heading
107. eviation indications It is important to note that the PFD CDI needle will be oriented straight up and still display accurate course deviations for GPS and LOC courses GS information will also be available while conducting ILS approaches TRK and DTK can be displayed on the MFD user defined data field for reference Pitch and roll information is obtained through outside visual reference or the backup attitude indicator and heading information is obtained through the magnetic compass and or ground track The GFC 700 autopilot will not be available during a dual AHRS failure See the Autopilot Failure Modes table for more information Procedure 1 Verify Avionics System has switched to functioning AHRS If not manually switch to functioning AHRS and attempt to bring failed AHRS back on line 2 Failed AHRS Circuit Breaker SET If open reset close circuit breaker If circuit breaker opens again do not reset 3 Be prepared to revert to Standby Instruments attitude heading Left and right course indications will be available on the HSI Refer to the magnetic compass for heading information 4 36 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Completion Standards Recognizes the failed equipment ensures that the system svvitches the sensor information to AHRS 2 if available Informs the instructor or A
108. f applicable Fails to recognize the need for a slip to landing for obstacle clearance purposes Fails to adjust airspeed to the recommended short field approach speed Applies excessive braking causing undue brake wear or loss of directional control P N 23020 002 3 83 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Soft Field Landing Cirrus aircraft are approved for landings on soft field and turf runvvays Add 20 to the landing ground roll distance when landing on a dry grass runway and 60 when landing on a wet grass runway Always ensure that the quality and condition of the runway surface is adequate to support the aircraft Avoid turf runways with long grass wet or soggy soil large ruts or holes A soft field approach is quite similar to a normal landing approach Touch downs should be made on the main wheels first A soft touch down will reduce the stress on the landing gear and make it easier to keep the nose wheel from digging into the turf preventing a loss of directional control Keep the nose wheel off the ground as long as possible by applying sufficient back pressure to the control yoke A little power can be added immediately after touch down to aid in keeping the nose wheel off the ground Braking should be minimized Excessive braking could lead to a loss of directional control on the runway Higher power settings will be required to taxi on a soft field Completion
109. flight inspection has been completed and all items are completed 2 Weight and Verify within Limits e WARNING Ensure that the airplane is properly loaded and vvithin the AFM s weight and balance limitations prior to takeoff 3 Emergency Equipment ON BOARD P N 23020 002 3 21 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 3 22 Verify all safety equipment required for flight is on board and in vvorking order This may include but is not limited to personal flotation equipment life raft flash light batteries cold weather equipment etc Passengers cceeceeeeneceeeesseneeeeeeeeeeeeeeesseeeeesesseneeseeneneaes BRIEFED Ensure all passengers have been briefed according to the Cirrus Aircraft Passenger Briefing Card and verify a briefing card is located in each seat back See passenger briefing items listed in previous section Verify CAPS pin is removed Seats Seatbelts and Harnesses ADJUST AND SECURE Verify all seats including seat backs and slides are locked and belts and harnesses are securely adjusted and fastened for all occupants of the aircraft Caution Crevv seats must be locked in position and control handles fully down before flight Ensure seat belt harnesses are not twisted P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Opera
110. formance climbing turn beginning from approximately straight and level flight and ending at the completion of a precise 180 degree turn in a vvings level nose high attitude at the minimum controllable airspeed The maneuver demands that the maximum flight performance of the airplane be obtained the airplane should gain the most altitude possible for a given degree of bank and povver setting vvithout stalling Since numerous atmospheric variables beyond control of the pilot will affect the specific amount of altitude gained the quality of the performance of the maneuver is not judged solely on the altitude gain but by the pilot s overall proficiency as it pertains to climb performance for the power and bank combination used and to the elements of piloting skill demonstrated Prior to starting a chandelle the flaps should be in the UP position power set for 120 KIAS and the airspace behind and above clear of other air traffic The maneuver should be entered from straight and level flight at 120 KIAS After the appropriate airspeed and power setting have been established the chandelle is started by smoothly entering a coordinated turn with an angle of bank appropriate for the airplane being flown Increase to full power as the climb is initiated Normally this angle of bank should not exceed approximately 30 degrees After the appropriate bank is established a climbing turn should be started by smoothly applying back elevator pressure t
111. fuel flow arc e SR22TN full rich e SR22T full rich 3 Airspeed vala AAA s Au ees VNE Decrease pitch to 10 15 degrees to intercept Vye Maintain Vo if turbulence is expected P N 23020 002 4 5 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Completion Standards Promptly recognizes the need for an emergency descent and enters the maneuver Banks aircraft to 45 degrees during the start of the maneuver to load the aircraft and increase descent rate Maintains airspeed 0 5 KIAS of target airspeed for maneuver Determines the best course of action considering the nature of the emergency Common Errors e Fails to reduce pitch sufficiently to accelerate to the desired airspeed Overspeeds the aircraft beyond Vye Fails to manage airspeed and altitude properly to execute a stabilized approach to landing e Fails to consider deploying CAPS at an appropriate altitude 4 6 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Engine Malfunctions Overview Proper pre flight inspections operating as per AFM recommendations and routine maintenance all reduce the likelihood of an in flight engine malfunction Although engine malfunctions are a rare occurrence pilots must be capable of properly identifying and troubleshooting while maintaining aircraft control Pilots are encourage
112. g flight training as a means to develop and assess a pilot s system and procedural knowledge and his or her ability to make correct decisions regarding the failure or emergency situation Completion standards are provided for pilots and instructors when assessing performance Reference the Common Errors sections to anticipate typical errors made by pilots when practicing these procedures Checklist Usage for Abnormal Procedures Completion of abnormal procedures should be done using the do list method The appropriate checklist should be directly referred to and each item should be completed in the order prescribed Checklist Usage for Emergency Procedures Emergency checklists should be completed from memory The Emergency Procedures section of the POH identifies checklist items for emergency procedures that must be memorized Execution of these procedures is considered time critical and is done without reference to a checklist The checklist should only be referenced during an emergency if workload permits Reference the emergency procedure flow patterns when practicing the completion of memory items P N 23020 002 4 1 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 CAPS Deployment The Cirrus Airframe Parachute System CAPS is a unique safety feature installed in all Cirrus aircraft CAPS provides a level of protection to the pilot and passengers that is not common to most general
113. g is suspected Alt Master Switches ON Turn on both alternator master switches after engine start Caution Alternators should be left OFF during engine start to avoid high electrical loads being placed on the alternators Avionics Power Svvitch ON Turn on avionics power switch and verify all avionics power up Engine Parameters MONITOR Monitor all engine parameters to include manifold pressure engine speed oil pressure and temperature EGTs and CHTs If any system displays an abnormal indication engine shutdown should be considered and the problem investigated External Power if applicable DISCONNECT Verify external power is removed and external power door secured by the assisting personnel Consider reducing power to idle while external power is disconnected to minimize propeller blast Carefully observe the process in case there is a need for engine shutdown Amp Check the amperage output of both alternators both alternators should indicate a positive amperage Check voltage of both batteries Excessively high or lovv readings may indicate a problem and should be investigated Common Errors Inadequate pre heating during cold weather operations e Selection of the wrong starting technique e Over or un
114. gaged and will switch mode priorities to maintain a flying airspeed above the stall speed Regardless of the software load the highest priority is to regain aircraft control by decreasing the angle of attack and increasing airspeed Reference the correct section below for maneuver setup and execution depending on the Perspective software load Limitations Minimum recovery altitude 1 500 feet AGL e Limited to VMC All autopilot limitations in the AFM apply Execution e Execute clearing turns Flaps as desired e Autopilot lateral and pitch modes as desired e Throttle insufficient for sustained flight Recovery for Software Load 764 09 or later Smoothly apply full throttle and e Verify and maintain aircraft coordination Reduce throttle as necessary once normal flight is resumed Recovery for Software Load 764 08 or prior e Disconnect autopilot and simultaneously e Reduce angle of attack e Increase throttle as required 5 20 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers e Level wings After initial recovery return aircraft to previously assigned heading altitude or desired flight condition Completion Standards Describes situations likely to lead to an autopilot stall or under speed condition Exhibits knowledge of the elements related to autopilot stalls and complies with limitations execution and recovery procedures described in this manua
115. ghout the flight Monitors enroute and destination weather periodically Plans arrival and descent before descent is required Keeps the aircraft within fuel balance limitations Monitors the physical state of passengers during cruise especially important for flights above 10 000 feet MSL Identifies situations that require an altitude or route change such as weather airspace and traffic Maintains altitude 200 feet and headings 15 degrees Common Errors Exhibits tendencies toward complacency and fails to monitor flight status passengers pilot fatigue and weather e Forgets to plan descents and prepare for arrival e Fails to recognize an inadequate fuel quantity situation or exceed the maximum fuel imbalance e Fails to set the mixture throughout the descent properly P N 23020 002 3 55 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Descent Descents should be planned during cruise considering the amount of altitude to lose distance and time to destination ATC restrictions obstacle terrain clearance desired rate of descent and engine care Use the vertical navigation function of the GPS to assist descent planning To manage vvorkload complete the descent checklist at the top of descent or at least 20 minutes from the destination Set appropriate frequencies and review weather to determine the active runway Verify GPS units are programmed as desired for th
116. ght and level flight at 120 KIAS Power remains constant throughout the maneuver 5 10 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers ENTRY o 90 POINT 1 LEVEL FLIGHT 1 BANK APPROX 30 2 MANEUVERING OR CRUISE 2 MINIMUM SPEED SPEED WHICHEVER IS LESS 3 MAXIMUM ALTITUDE OR MANUFACTURER S 4 LEVEL PITCH ATTITUDE RECOMMENDED SPEED 45 POINT 1 MAX PITCH DOWN 1 MAX PITCH UP ALTITUDE 2 BANK 15 APPROX 2 BANK 15 APPROX 1 LEVEL FLIGHT 2 ENTRY AIRSPEED 3 ALTITUDE SAME AS ENTRY ALTITUDE 8822 02 3392 Lazy Eights Limitations Minimum recovery altitude 1 500 feet AGL e Limited to VMC Execution e Clear area around aircraft e Flaps UP e Establish level flight at 120 KIAS P N 23020 002 5 11 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 e SR20 60 Power 21 MP approximately SR22 3096 Povver 18 MP approximately e SR22TN 55 Power 20 MP approximately e SR22T 50 Power 18 MP approximately e Control the aircraft to achieve the following throughout the maneuver At the 45 degree reference maximum pitch up attitude with approximately 15 degrees of bank At the 90 degree reference maximum bank of 30 degrees with level pitch At the 135 degree reference maximum pitch down attitude with approximately 15 degrees of bank At the 180 degree point m
117. he aircraft is parked outside it should be chocked and tied down if possible a sl oo OOo 00104020 000 0 fea 060 0000 5 00 coco oo o J SR22_OP02_2948 Arrival Engine Shutdown Flow Procedure Flow Pattern Fuel Pump cite ieee OFF Xa IDLE Ignition Switchs anbaan CYCLE e Caution Note that the engine hesitates as the switch cycles through the OFF position If the engine does not hesitate one or both magnetos are not grounded Prominently mark the propeller P N 23020 002 3 91 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 as being HOT and contact maintenance personnel immediately MIXU rE asas ra an a E a CUTOFF Reduce mixture control to the full CUTOFF position and ensure engine stops running If the engine continues to run with the mixture at idle ensure the boost pump is in the OFF position All SWItChES jy cere raaa a a a a e OFF Turn off all remaining switches including the air conditioning and fan if equipped Magnetos orein nene a a eh aie eee en eee OFF Turn off magnetos and remove key TRANSMIT LIGHT OUT After a hard landing the ELT may be activated If this is suspected press the RESET button located below the circuit breaker panel near the floo
118. he mixture control It is best to position the aircraft within safe gliding distance before turning the engine off 5 Land as soon as possible A stuck throttle should be treated as an emergency situation Inform ATC of situation and request assistance and priority handling as necessary Be prepared for a power off landing P N 23020 002 4 47 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Completion Standards For takeoff scenario promptly reduces throttle to idle and applies brakes as required to stop the aircraft on the runway For landing scenario simulates notifying ATC of emergency and requests assistance as necessary For landing scenario reduces risk by selecting a larger runway For landing scenario puts the aircraft into a position where a stabilized approach to a power off landing can be accomplished For landing scenario considers methods of extending glide distance or performing a go around if necessary Common Errors Does not consider engine shutdown and power off approach for resolving scenario e Fails to abort takeoff promptly e Fails to execute a power off approach within applicable completion standards 4 48 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Loss of Brake Pressure Pilots are encouraged to check brakes before taxi and during the descent checklist during each fl
119. hes snap back against oil door as this may lead to paint chipping and cracking ed iirinn iiaii Attachment Secure Visually inspect each cam lock for secure fitting along top and side of cowls Screws should be inspected along center bottom and directly behind spinner External Povver Door Secure Ensure cam lock is secured Phillips head screw driver may be required to secure Ice inspection Light F K Condition Security Inspect for security of light and lighting cover Ice lights are required for night operations in icing conditions Windshield Spray Nozzles FIKI Condition Security Ensure nozzles are securely fitted to the cowling and are unobstructed Vortex Generator Condition nspect condition of vortex generator and ensure it has not been damaged Exhaust Pipes Condition Security and Clearance SR20 SR22 Ensure there is adequate clearance between lower cowling and exhaust pipes and verify they are secure with some movement Inspect heat shield for security SR22TN SR22T Ensure each tailpipe is secure by grasping the end of the tailpipe Loose tailpipes should be serviced prior to flight Do not fly an aircraft with loose tailpipes 11 Left Main Gear and Forward Wing 3 16 a Wheel Fairings
120. hould monitor flight parameters closely while programming various avionics equipment 3 Communication Communication is an important task in the aircraft but follows aircraft control and navigation as a priority This task includes setting assigned frequencies controlling communication volume and responding to ATC instructions Communicate intentions and 3 2 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures relay instructions clearly to ATC CTAF vvhile maintaining aircraft control Note Using Standard Operating Procedures will aid the pilot in timely completion of required tasks and allovv the pilot to maintain high levels of situational avvareness Using Standard Operating Procedures The use of Standard Operating Procedures vvill allovv for single pilot operations with higher levels of safety and efficiency Following standard procedures during flight operations will develop habit patterns through repetition that allow pilots to be most efficient while completing tasks and configuring the aircraft for various phases of flight Section 3 of this manual details and describes the recommended procedures for operating a Cirrus aircraft in a normal flight environment for both VFR and IFR operations Use of All Available Resources The use of all available resources during flight in single pilot operations will allow pilots to make better and more timely decisions Many
121. ial Maintains altitude 50 feet airspeed 5 0 KIAS bank angle 5 degrees desired heading 10 degrees e Accomplishes coordinated straight and level flight turns climbs and descents with flap configurations specified by the instructor e Divides attention between visual references and instrument scan Common Errors e Fails to maintain coordination during maneuver Fails to recognize the signs of an impending stall e Fails to understand and apply proper power and pitch control inputs when changing or correcting airspeed and or altitude deviations P N 23020 002 5 15 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Povver Off Stalls Practice this maneuver vvith varying flap configurations Enter this maneuver from a level attitude by reducing the povver and adding flaps as desired at Veg At 80 KIAS establish a descent of approximately 500 FPM straight or turning Once a stabilized descent is established reduce power to idle and gradually increase pitch to a normal touchdown attitude 7 5 degrees approximately Adjust pitch to reduce airspeed approximately 1 KIAS second Recovery can be initiated at the incipient phase or full stall Limitations Minimum recovery altitude 1 500 feet AGL e Limited to VMC Execution Execute clearing turns Flaps as desired 0 100 e Establish glide or gliding turn slowing to 80 KIAS e SR20 20 Power 15 MP approximately
122. ications on the MFD h PUMP BKUP OFF i ICE PROTECT System Switch ON j ICE PROTECT Mode HIGH Verify Metering Pump is continuously on Check anti ice fluid endurance indications on the MFD Pump should remain on HIGH for walk around inspection of panels P N 23020 002 3 19 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 2 Empennage a Stabilizer Porous Panels Condition Security Check condition and security of porous panels Verify evidence of anti ice fluid along length of panels 3 Right Wing Forward and Main Gear a Porous Panels Condition Security Check condition and security of porous panels Verify evidence of anti ice fluid along length of panels 4 Nose Gear Propeller Spinner a Slinger Ring Evidence of Anti lce Fluid Verify anti ice fluid is dripping from the bottom of the slinger ring This will ensure ice protection to the prop 5 Left Wing Forward and Main Gear a Porous 5 Condition Security Check condition and security of porous panels Verify evidence of anti ice fluid along length of panels 6 Cabin a ICE PROTECT System 526 OFF b Anti ice Fluid Quantity Check Verify minimum 5 gallons if dispatching into icing conditions Bat 1 and 2 Master
123. ieren eee ee Ea EE EE 3 37 Normal Takeoff eieaa e Ama A S 3 38 Short Field Takeoff ca aaa ai ataa aaa 3 42 Soft Field 3 44 Crosswind Takeoff Technique 3 45 P N 23020 002 TOC 1 Feb 2011 Cirrus Perspective Flight Operations Manual Table of Contents Table of Contents Enroute 3 46 nn 3 51 Icing Conditions 2 3 53 Desceni s D D 3 56 Before Landing and Traffic Pattern 3 59 Stabilized Approach Definition ii 3 63 Instrument Approach Procedures 3 65 Precision Approach 3 67 Nonprecision Approach Procedure 3 72 G0 Around a AR ao Da aa ca 3 77 Approach and Landing 5 5 252 3 80 Normal 1 0 555 3 81 Short Field 3 83 Soft Field 1 3 84 Crosswind 1 3 85 Reduced Landings 0 and 50 2222 3 86 Icing Landing Procedure 3 87 After Landing earo ecient ea cities aie 3 89 Arrival and Engine 5
124. ight operation as detailed in the normal procedures checklist In the event of a loss of brake pressure during taxi the engine should be shutdown before the aircraft comes into collision hazard with objects on the ground The aircraft should be towed and repaired prior to flight or self propelled movement on the ground If brake pressure is lost during flight select a wide runway that is at least 5 000 feet in length Notify ATC of the failure to ensure landing separation is accounted for Touchdown close to the approach end of the runway with minimum speed For a single brake failure land on the side of runway corresponding to the failed brake Use rudder to steer and counteract the forces of the remaining brake Discontinue braking when rudder authority no longer over controls the single remaining brake Training Limitations Discontinue scenario and apply brake pressure as necessary to avoid collision or runway overrun e Practice no brake landings at a runway that is at least 5 000 feet e Limit failure to VMC Completion Standards For taxi scenario adheres to the Brake Failure During Taxi checklist procedures as necessary For taxi scenario shuts the engine down and stop the aircraft forward movement when necessary For landing scenario selects an appropriate runway for performing a no brake landing For landing scenario references the Landing with Failed Brakes checklist procedure For landing scenario simulates
125. iguration after crossing the FAF until the runvvay is in sight and landing is assured At pilot s discretion a 50 flap landing may be used during instrument approaches when the weather is close to approach minimums and the runway length is adequate A missed approach must be executed if the above conditions are not maintained during an instrument approach 3 64 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Instrument Approach Procedures The following Approach sections outline the operating procedures for executing precision and nonprecision approaches The information describes the best way to configure the aircraft for given instrument procedures complete checklist items and configure avionics in Cirrus aircraft The purpose of this section is to supplement the information in the POH and provide greater guidance on the completion of various instrument procedures in the aircraft The techniques outlined in this section may not be inclusive of all variables encountered in the national airspace system Pilots should follow these standard procedures when applicable and exercise good judgment for non standard procedures To reduce workload during the descent and instrument approach procedure follow these recommendations Obtain destination weather information as soon as possible to determine active runways and applicable approaches Set applicable COM and NAV frequenci
126. ill be below 8 000 feet pressure altitude and dive did not require a controlled ascent e Wait 24 hours if flight will be above 8 000 feet pressure altitude or dive required a controlled ascent P N 23020 002 2 9 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Aircraft Maintenance Cirrus aircraft owners and operators are to maintain their aircraft in accordance with the Instructions for Continued Airworthiness found in the Airplane Maintenance Manual Aircraft maintenance should be completed at a Cirrus Authorized Service Center There is a worldwide network of Cirrus authorized professionals who are trained to maintain Cirrus aircraft Cirrus Authorized Service Centers are available for regularly scheduled aircraft maintenance or needed repairs A complete listing of service centers is available at http www cirrusaircraft com If a Cirrus aircraft is damaged or encounters mechanical difficulty that is hazardous to flight or ground operations away from home base the pilot should land as soon as practical and not attempt to takeoff The pilot should secure the aircraft and contact a Cirrus Authorized Service Center or call the Cirrus Service Hot line 800 279 4322 The purpose of this call is to assist the pilot in analyzing the problem determine the best solution and develop a plan of action Grounding of Aircraft A Cirrus pilot or mechanic has the authority to ground an aircraft an
127. ill help keep the cockpit organized and functional Use a paper checklist whenever the MFD electronic checklists are not available Classification of Checklists All checklist procedures can be assigned one of three classifications Normal Procedures used during normal flight operations Normal checklists can be found in the Normal Procedures section of the POH Abnormal Procedures used in response to system failures and malfunctions that while not immediately threatening may affect safety of flight if not addressed Abnormal checklists can be found in the Abnormal Procedures section in the POH Emergency Procedures used in response to system failures and malfunctions that are an immediate threat to the safety of flight Emergencies require immediate action by the flight crew to ensure a safe outcome Emergency checklists can be found in the Emergency Procedures section of the POH P N 23020 002 3 5 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Checklist Completion for Normal Procedures Normal procedure checklists can be completed as a flovv pattern or a do list The appropriate method for checklist completion for each normal procedure is indicated in the procedures section for each phase of flight Do List Flow Pattern 3 6 A do list checklist is executed by reading the checklist item and selecting the appropriate condition of the item Do lists are used when procedu
128. in the IAS Failure ROL HDG NAV APR LVL PIT vs VNAV GP ALT PFD Screen x x x x x x x x x PFD Power x x x x x x x x x ADCP x xe x x xd x Single x x x x x x x x x AHRS Dual AHRS GIA 1 x x x x x x x x x GIA 2 x x x x x x x x x a The autopilot will revert to ROL mode when the PFD power is failed All lateral modes may be reselected and used b Assumes system with 1 ADC or 2 failed ADCs All modes of the AP will be avail able with a single ADC failure in a dual ADC configuration c Turns to heading or to intercept a course will be made at half standard rate d Only the wings level mode will be available with a ADC failure Use PIT mode or hand fly for vertical control e The autopilot will revert to ROL and PIT mode upon failure All other modes may be reselected 4 30 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures box means the autopilot mode vvill be available during the respective equipment failure Training Limitations e Limit avionics malfunctions to VMC and when the flight can continue in VMC to landing Note t is permissible to fly in IMC while in reversionary mode as long as both the PFD and MFD screens are visible and charts and checklists are available through other sources e Restore power to failed equipment before entering IMC e Ensure ATC communication is ma
129. ing Procedures Cirrus Perspective Section 2 im o 0 4aps0 ul Bui yum Ajdwod isn l sy ysounu i 10 LNI SS24d suoneyw enuen biy euejdiry o 13434 snop ezeH S suoipuop Bulo otu 1461 SNOILIGNOD ONIDI skep 06 18 yowoidde ciy UON Z lt skep 4754 sayovoidde ciy skep 06 1991 s14 OG lt ow Z 156 SAY 006 lt Burures 158 OUIs OW 9 gt yoeoiddy peysiqnd Ubi e swnwuiy yoeosddy paysigng saoqy WS L 009 Bi yum pa zervosse sysu y zIwIUIw YBiy e urey pue punos asioiexa SV 6 you Ajayes jo ayy uiyym Buk yoeroiddy zu wn suj Burjonpuos u ym X A aseas0U 54 g Aq pum aseai0aq 9 3 LHDIN Kel sayoeoidde on skel jse yoeosdde qy UON sKep 06 152 s y N Skep 06 88 gy Hz s ep 06 182 OM I 44L gt 5 06 152 Siy l s ep 06 182 9 MA G gt LI yu wnasul quewinijsuy 7 skep 06 ISP say 0 rep 06 3991 S14 ge o lid ow ZL 189 944 09 Bauren e eoue 105 Buus se ous ow yz zi 12 02 18 9009 WoS HeD eS MMM SIA SPH GL Sn xeyy WS OF ALTI MISIA WS S 5402 puim x S NTT H 0009 S NNIJO 0006 Sb 66 keq SP OL Sn xeyy AIHISISIA WS OF AIHISIS
130. ing by applying pressure HSI Orientation siisii ans CHECK Visually check HSI alignment with magnetic compass Verify gyro is erect and horizon bars are set level Turn il l CHECK During turns on the ground verify the rate of turn indicator displays a turn in the direction of the turn and inclinometer displays a skid Common Errors 3 30 Improper braking technique resulting in premature wear and possible fire P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures e Fails to set and check all instrumentation during taxi or when the aircraft is moving and turning on the ground e Fails to reference the taxiing checklist e Fails to reference Safe Taxi for situational awareness during ground operations P N 23020 002 3 31 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Before Takeoff Complete the Before Takeoff checklist as a do list Complete the checklist at an appropriate run up area prior to departure The Before Takeoff checklist will ensure the aircraft is properly configured for takeoff and all engine and electrical indications are within parameters Run up items are included in this checklist Verify engine oil temperature reaches a minimum of 100 F prior to applying ru
131. ing the aircraft Power L Veri cecteeccancutives aaia iaaa aah OPEN INCH Open power lever and maintain one hand on power lever gnition START Hold key in Start position until positive engine start then release verifying key is in the BOTH position e Caution Limit cranking to intervals of 20 seconds with a 20 second cooling period betvveen cranks This vvill improve battery and contactor life Power Lever RETARD to maintain 1000 RPM Adiust the povver lever as necessary to maintain engine smoothness and engine speed at 1000 RPM Oil PRESSUPC Scat cal sea lial tala CHECK e Caution After starting engine if the oil gauge does not begin to show pressure within 30 seconds in warm weather and about 60 seconds in very cool weather shut down engine and investigate cause Lack of oil pressure indicates loss of lubrication which can cause severe engine damage Mixture SR22TN SR22T oo eeeeeeeeeeeeeneeseneeeneeteeeteeeeeaeen LEAN P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures 14 15 16 17 18 Lean the mixture for maximum RPM rise shortly after engine start and leave the mixture lean during taxi until the run up t is acceptable to lean the SR20 and SR22 using the same procedure described above for high altitude operations or if spark plug foulin
132. ins airspeed below while descending in turbulent conditions or if turbulence is expected in the descent Recognizes a steep descent usually due to ATC restrictions and manages airspeed and descent rates accordingly Monitors for icing conditions during descents in IMC Uses the correct modes of the autopilot to assist in workload management while preparing for arrival landing Completes the Descent checklist as flow pattern and references the checklist when workload permits Common Errors 3 58 Fails to start the descent at the appropriate time using the necessary descent rate Fails to consider passenger comfort when selecting descent rates and or airspeed Neglects to complete the Descent checklist items in a timely manner Fails to complete airport arrival tasks and planning Fails to slow to a speed that allows the pilot to perform a stabilized approach in a timely manner Controls or reduces power too aggressively or abruptly Allows airspeed to decay unknowingly during level off with low power settings Does not trim the aircraft for changes in airspeed throughout the descent P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Before Landing and Traffic Pattern Complete the Before Landing checklist as a flovv prior to entering the traffic pattern when time and workload permit Slow the aircraft early enough to allow for an easy transition in
133. intained as required during failures e Do not power down the Air Data Computer when the altitude reporting Mode C capability of the transponder is required by regulations or necessary for safe flight e Limit failures to areas of low traffic congestion and instructor workload P N 23020 002 4 31 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 PFD Display Failure and Reversionary Mode t is possible to enter and exit reversionary mode in flight by pressing the reversionary mode button Although all autopilot modes and all flight and navigation instruments are available in reversionary mode pilots must be avvare that certain MFD information features and functions are not available in reversionary mode The follovving information and resources vvill not be available vvhile in reversionary mode e Approach charts e Checklists Detailed airport and frequency information e Most satellite weather products Lean assist feature TKS tank selection control The following information and resources will not be available with a PFD power loss e Baro setting unchangeable with PFD power loss use backup altimeter Com volume and squelch adjustment Loss of Com 1 and Nav 1 control Com 1 defaults to 121 5 Note The autopilot will revert to roll mode when the PFD is powered down t is possible to re engage any mode of the autopilot Procedure 1 Di
134. ithin 15 minutes of your planned ETA Wait in the aircraft for the Customs official to motion you out of aircraft e In Canada if not met find a telephone and call 888 CAN PASS follow directions from Customs official obtain arrival report number e If inspected present documentation as required fill out any declaration forms and pay appropriate duties and taxes e Close your flight plan P N 23020 002 2 21 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Incident and Accident Procedures U S Only Pilots shall immediately notify the nearest National Transportation Safety Board field office if an aircraft incident or accident occurs as defined in NTSB Part 830 The proper law enforcement agency and or search and rescue shall be notified if necessary The pilot should complete the Aircraft Accident and Incident Report found in this section after any incident or accident The pilot should not discuss the circumstances with anyone not involved with the investigation Emergency Landing If a Cirrus aircraft makes an emergency landing at a site not designated as an airport the pilot should not attempt to takeoff but should immediately contact the proper authorities Aircraft Incident and Accident Notification An Aircraft Incident and Accident Report should be completed by the pilot any time a Cirrus aircraft sustains any damage or is involved in an incident or accident The info
135. l Recognizes and promptly corrects from an impending autopilot stall or slow flight condition Minimizes loss of altitude by applying proper power inputs and controls aircraft pitch as necessary Returns to previously assigned or desired flight parameters and advises ATC of any inability to maintain an ATC clearance Common Errors Lacks knowledge of autopilot limitations Becomes complacent and neglects to actively scan and monitor flight status during autopilot operations Fails to verify active and armed autopilot modes Fails to manage power required to maintain the desired airspeed and or altitude P N 23020 002 5 21 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Ground Reference Maneuvers Ground reference maneuvers described in this section are required by Private Pilot and Commercial Practical Test Standards Practicing these maneuvers helps pilots develop fundamental skills of aircraft control division of attention and correction for vvind drift The skills developed while performing these maneuvers have real life applicability and are the basis for many flight operations performed during normal day to day flight operations Rated pilots should practice these maneuvers to hone skills during recurrent training events and flight reviews Complete ground reference maneuvers in an area vvith an available emergency landing spot Do not practice ground reference maneuvers n a noise sensiti
136. lots to develop proficiency landing with 50 or 0 flaps Landing with less than 100 flaps should be considered a non typical situation requiring a heightened sense of awareness and caution Final approach speeds are increased by 5 KIAS for 50 flap and 10 KIAS for 0 flap landings due to the increased stall speed with reduced flap deflection A slightly larger traffic pattern will be required to descend the aircraft on an approximately 3 degree glidepath to the runway without excessively high descent rates Pilots must also be aware that the aircraft will be at a higher angle of attack as compared to a landing with full flaps on final approach and during touch down Pilots are cautioned to not exceed 10 degrees of nose high pitch during the round out and flare to prevent a tail strike Landing distances with reduced flaps will be greater due to increased final approach and touch down speeds Pilots landing from an instrument approach procedure may elect to land with approach flaps 50 if changing flap configuration on short final will create an unstabilized approach Increase final approach speed and ensure adequate runway remains for safe stopping Completion Standards e Adheres to applicable completion standards for normal short field and or crosswind landings e Selects a runway with adequate distance e Adjusts final approach speed as required e Adjusts traffic pattern as necessary for a stabilized approach e Does not flare th
137. luid vent TKS Fluid Reservoir FIKI Verify Desired Quantity Check cap condition and security Minimum dispatch level for flight into known ice is 5 gallons between the two tanks Use only approved fluid meeting DTD 406B standards FUCl Cap AA A AA rege Check Quantity and Secure Visually verify fuel is at desired amount and that the fuel cap is secured and locking tab is facing rearward Leading Edge and Stall Strips Condition Inspect leading edge for any abnormalities Ensure both stall strips are secured 12 Left Wing Tip a Fuel Vent Unobstructed Verify there are no obstructions to the fuel vent b Pitot Mast Underside Inspect Ensure cover removed and stowed inspect tube inside and out for any obstructions Pitot mast may be hot P N 23020 002 3 17 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Strobe Nav Light and Lens Condition and Security nspect for security of lighting covers T B sin A ha Attachment Ensure all screws are in place on upper and lower surfaces Visually inspect for and damage to leading edge trailing edge and wing tip 13 Left Wing Trailing Edge a ANETO Mirar nds e Freedom of Movement Verify full deflection of right aileron and ensure opposite deflection of left aileron
138. made Continuously plans for an engine failure Simulates declaring an emergency and receives priority handling and assistance from ATC if simulated conditions warrant Common Errors Prematurely starts a descent with a partial power loss or rough engine before aircraft is within a position to glide to the airport Fails to properly troubleshoot and recognize the reason for engine roughness or power loss Fails to maintain aircraft control while troubleshooting engine roughness or power loss Fails to contact ATC declaring an emergency and requesting priority handling if necessary Fails to determine an appropriate landing spot or to initiate a CAPS deployment P N 23020 002 4 19 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Loss of Oil Pressure A loss of oil pressure is an emergency situation that typically results in a catastrophic engine failure Immediate action by the pilot is required to steer the aircraft towards a suitable landing or CAPS deployment area Reduce power to minimum for sustained level flight to extend engine life but preserve altitude as long as possible in preparation for an engine failure A rise in oil temperature due to the loss of oil pressure may or may not be seen Do not immediately overlook a low oil pressure situation as an indication problem if oil temperature does not rise Indication problems generally are identified by erratic and quick
139. mb Less Engine Parameters CHECK Check all engine parameters for any abnormal indications that may indicate impending engine problems e Fuel Flow Monitor per Climb Settings table above e Cylinder Head Temperatures Adjust fuel flow and or airspeed to keep CHTs below e SR22T 420 F e SR22TN 380 F AS REQUIRED a Oxygen Masks Cannulas l ss iin l DON b Oxygen ON Flow Rate ADJUST for planned cruise altitude d Flowmeters and Quantity MONITOR For optimal protection pilots are encouraged to use supplemental oxygen above 10 000 feet during the day and above 5 000 feet at night P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Cannulas are not approved above 18 000 feet MSL because cannulas fail to deliver adequate levels of oxygen Pilots must use a mask that is certified above 18 000 feet MSL when operating above FL180 If using a pulse oximeter adjust flow rate to keep oxygen saturation above 90 Pilots are encouraged to use pulse oximeter and check saturation levels every 10 to 15 minutes Avionics Configuration e Autopilot Engage modes as desired above 400 feet AGL when time and workload permit e MFD Complete Climb
140. n up power settings Verify all engine and electrical indications are normal prior to departure During cold weather operations the engine should be properly warmed before takeoff In most cases this is accomplished when the oil temperature has reached at least 100 F In warm or hot weather precautions should be taken to avoid overheating during prolonged ground engine operation Additionally long periods of idling may cause fouled spark plugs Procedure Do List CIDOORSE sects a sua ao R tee Solo LATCHED Verify both top and bottom latch of each door is securely latched Press firmly at each door latch position to determine the security of each door 2 CAPS Pin REMOVED Verify the CAPS pin is removed and stovved Ensure cover placard is securely fastened 3 Seat Belts and Shoulder Harness SECURE Verify the security and placement of all seat belts and shoulder harnesses of each occupant Also verify all occupants are properly informed of seat belt requirements and operation 4 Fuel CONFIRM Confirm the fuel quantity is sufficient for the planned flight and fuel tank quantities are balanced 5 Fuel FULLEST TANK Ensure the fuel selector is drawing fuel from the fullest tank FUCL PUMP naa aiaei AS REQUIRED SR20 SR22 Fuel Pump On SR22TN SR22T Fuel Pump Low Boo
141. nded to disconnect the autopilot prior to entering the traffic pattern Ensure yaw damper is off prior to landing Avionics Configuration 3 60 e Autopilot Disengage the autopilot prior to entering the traffic pattern verify the yaw damper is disconnected e MFD Complete the Before Landing checklist monitor Map for situational awareness PFD Monitor aircraft flight parameters P N 23020 002 Feb 2011 Flight Operations Manual Standard Operating Procedures Cirrus Perspective Section 3 89992 2040 2249 SdV 14 76001 SVD 06 SdV14 96001 2245 5 1 08 0245 SVIN 82 03345 TIVIS 8 9 SVIM OOF 404 Ayessaoau se Jamod jsnipy 1 puimumop LO 960 O 195 q AewW sdej4 SdV14d 0S SVM 001 SdV14 0 SVD 001 Py Figure 3 2 Traffic Pattern Profile 3 61 P N 23020 002 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Completion Standards Slows the aircraft to recommended downwind speed before mid field downwind Completes Before Landing checklist before entering the traffic pattern Properly communicates with ATC or other traffic in the local area Enters the traffic pattern complying with local procedures ATC clearances and prescribed traffic pattern procedures Maintains traffic pattern altitude on downwind 100 feet airspeed 10 KIAS Establishes a controlled descent manages
142. ng procedure e Neglects to assess the landing distance performance implications of the icing landing procedure Lands with over rotation causing a tail strike 3 88 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures After Landing Complete the After Landing checklist as a flow after clearing the active runway Ensure the pitot heat is turned off The mixture can be leaned if desired Set the mixture by leaning for max RPM rise SR22_OP02_2947 After Landing Flow Procedure Flow Pattern 1 Power 1000 Reduce povver to 1000 RPM during taxi Changes in engine speed should be used to accelerate or decelerate the aircraft along vvith minimal braking as necessary 2 Fuel B mp eani ER OFF Select Fuel Pump OFF after clearing runvvay 3 Mixture 5822 9822 LEAN Lean the mixture for maximum RPM rise t is acceptable to lean the SR20 and SR22 using the same procedure described above for high altitude operations or if spark plug fouling is suspected P N 23020 002 3 89 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 4 Select flaps to 096 UP after clearing runvvay 5 TANSPONCER nn astie sa a m A S
143. ngs 10 degrees and accurately tracks radials courses and bearings Correctly completes all avionics related tasks at the proper time based upon ATC clearances Ensures GPS RAIM is available and the CDI is in APR mode before commencing the approach past the FAF and determines the appropriate approach minimums Maintains a stabilized final approach from the FAF to MAP allowing no more than three quarter scale CDI deflection with airspeed 100 KIAS and altitude within 100 feet from the MDA Promptly initiates a missed approach from the MAP if required visual references for the runway are not unmistakably visible Transitions to a normal landing considering all regulatory requirements to descend below a MDA P N 23020 002 3 73 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Common Errors 3 74 Fails to slovv the aircraft to provide adequate time for approach preparation Fails to verify CDI sensitivity and RAIM Fails to configure the aircraft as recommended in this section Exhibits improper airspeed management during level off or start of descents during the approach Fails to verify the autopilot s active and armed modes Fails to activate the approach in the flight plan at the proper time Fails to brief missed approach procedures P N 23020 002 Feb 2011 Flight Operations Manual Standard Operating Procedures Cirrus Perspective Section 3
144. nstant gliding turn during which a constant radius around a point on the ground is maintained similar to the turns around a point maneuver The radius should be such that the steepest bank will not exceed 60 degrees Start the maneuver at 3 000 feet AGL or higher so that the spiral may be continued through a series of at least three 360 degree turns Operating the engine at idle speed for a prolonged period during the glide may result in excessive engine cooling or spark plug fouling The engine should be cleared every 1 000 feet by briefly advancing the throttle to normal cruise power while adjusting the pitch attitude to maintain a constant airspeed Preferably this should be done while headed into the wind to minimize any variation in groundspeed and radius of turn 5822 TS02 3393 Steep Spirals Limitations e Minimum recovery altitude 500 feet AGL unless safety or regulations dictate higher or if a stabilized approach to landing can be made e Limit bank angle to 60 degrees 5 4 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers Limited to VMC Execution Reduce throttle to idle Adjust aircraft pitch to maintain altitude until Vg is reached Lower nose to maintain Vg over the selected reference point Adjust bank angle as necessary to fly a constant radius over selected reference point Clear engine every 1 000 feet Complete a minimum of at least three 360
145. nsure the door lock is in the unlocked position to allow outside entry into the aircraft in the event of an accident 5 Right Wing Trailing Edge 3 12 a Flaps and Rub Strip if installed Condition and Security Inspect flap hinges bolts and cotter pins for security and verify a small amount of movement when flaps are in an extended position Visually inspect rub strip for abnormal chafing Aileron and Tahb Condition and Movement Verify full deflection of right aileron and ensure opposite deflection of left aileron Inspect control assemblies located near the leading edge of outboard and inboard aileron Inspect the security of the bolt located under the inboard edge of the aileron Gap Seal Security Visually inspect the aileron gap seal for attachment along the entire surface Hinges Actuation Arm Bolts and Cotter Pins Security Verify all moveable control surfaces are secure and all bolts and cotter pins are in place P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures 6 Right VVing Tip 1019006000 00000 0000000 Attachment Ensure all screws are in place on upper and lower surfaces Visually inspect for damage to leading edge trailing edge and wing tip Strobe Nav Light and Lens Condition and Security Inspect for securit
146. nt or changing weather conditions for every flight is Critical If time and workload permit complete the Engine Air start checklist in attempt to regain engine power Proceed to the Emergency Landing Without Engine Power checklist if the engine fails to restart CIRRUS ot SR22_TS02_3387 Engine Failure In Flight Procedure SR20 SR22 1 Best Glide Speed ESTABLISHED Pitch to maintain altitude until the airspeed reaches best glide speed then pitch down to maintain best glide speed MIXU eeste ee PO AS REQUIRED 4 8 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Lean or enrichen the mixture in effort to supply the engine with a combustible fuel air ratio Use a smooth but prompt svveeping motion to re initiate combustion EUCLSelectO fists l nists lei ees SWITCH TANKS The engine should start shortly after switching fuel tanks if the cause of the engine failure was due to fuel starvation Be mindful of maximum fuel imbalances and fuel reserves required to complete the flight 4 Fuel PUMP seat tel eee ite ete te a BOOST Turning the boost pump on will help suppress vapors that may be in the fuel
147. o increase the pitch attitude at a constant rate and to attain the highest pitch attitude as 90 degrees of the turn is completed Apply rudder inputs to maintain coordinated flight throughout the maneuver P N 23020 002 5 7 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 5822 TS02 3394 Chandelle Limitations Minimum recovery altitude 1 500 feet AGL e Limited to VMC Execution e Clear area around and above the aircraft e Maintain and note heading e Establish level flight at 120 KIAS SR20 60 Power 21 MP approximately SR22 30 Power 18 MP approximately SR22TN 55 Power 20 MP approximately SR22T 50 Power 18 MP approximately Enter coordinated 30 degree level turn e Increase pitch at a constant rate to achieve max pitch halfway through the 180 degree turn while simultaneously adding full power 5 8 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers e At the 90 degree point in the turn maintain maximum pitch attitude while decreasing angle of bank at a constant rate to roll out wings level 180 degrees from starting heading e Hold the maximum pitch attitude momentarily at the 180 degree point then reduce pitch to maintain level flight Recovery e Reduce power to normal cruise power setting once aircraft has accelerated as desired Completion Standards e Starts and completes m
148. o avoid inadvertent flight into IMC pilots must be able to maintain aircraft control while safely exiting IMC The autopilot is a great tool for assisting pilots out of IMC However the pilot must be capable of using the proper autopilot modes to exit the conditions Returning to the previous VMC is usually the best option However some situations will require alternative solutions to exit IMC This is particularly true while scud running close to the ground and or obstacles Scud running close to the ground increases the risk for a CFIT or loss of control accident which are typically fatal Training Limitations e Abide by all legal altitude restrictions Do not enter IMC unless on an IFR clearance e Flight below 500 feet AGL other than for takeoff or landing is not recommended Do not put the aircraft on a direct collision course with obstacles or terrain other than normal descent to landing Completion Standards Maintains aircraft control within applicable practical test standards Uses autopilot correctly to assist in exiting IMC Promptly and correctly changes heading and or altitude to exit conditions Seeks ATC assistance if necessary Maintains situational awareness Common Errors e Fails to maintain aircraft control by focusing on instrument scan e Fails to consider weather patterns when planning the exit strategy 4 42 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abn
149. o cruise climb speed for increased engine cooling visibility and passenger comfort For maximum rate of climb use the best rate of climb speeds shown in the rate of climb chart in Section 5 of the POH If an obstruction dictates the use of a steep climb angle the best angle of climb speed should be used Climbs at speeds lower than the best rate of climb speed should be of short durations to avoid engine cooling problems For operation in noise sensitive areas when obstacle and terrain clearance is not an issue the following procedures are recommended Upon reaching 1000 AGL reduce power to 2500 RPM with maximum manifold pressure Adjust pitch to maintain the desired climb airspeed Resume full power climb upon reaching 3000 AGL and adjust mixture accordingly e Caution Use caution when engaging the autopilot at low altitude due to the increased workload of programming the autopilot and potential for human errors Pilots should hand fly the aircraft to a safe altitude and engage the autopilot if desired when time and workload permit Climb Speeds KIAS SR20 SR22 SR22TN SR22T Cruise Climb 100 110 110 120 120 130 Best Rate Vy Sea Level 96 101 101 Best Rate Vy 10 000 ft 92 96 101 Best Angle Vx Sea Level 83 79 84 Best Angle Vx 10 000 ft 87 83 84 3 46 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures
150. oll rotation and initial climb Rotates smoothly at the recommended rotation speed to a climb attitude that will intercept Vy or Vy as desired Retracts flaps as recommended and continues to pitch the aircraft for the recommended climb airspeed Does not engage the autopilot before 400 feet AGL Maintains runway alignment until 1 2 mile past the departure end of the runway unless otherwise directed by ATC Common Errors 3 40 Loses directional control due to inadequate rudder inputs Fails to recognize an unlatched or improperly closed door Fails to promptly add full power early in the takeoff roll Over rotates and uses poor airspeed control during the initial climb Fails to track over the extended runway centerline during initial climb Uses brakes excessively during the takeoff roll Fails to recognize an unsafe situation early in the takeoff roll and fails to abort the takeoff promptly P N 23020 002 Feb 2011 Flight Operations Manual Standard Operating Procedures Cirrus Perspective Section 3 2992 2040 2249 JSIPOSYO 4010 0 10 0010 911 usilqeyszi V 0001 134V quuo JO H llso i JO 1E9319 y n l sdej4 se AA 10 XA d 919 U o0 0 2 404 quuo jennu Jou ulBuz p dsily JaMod 1 Figure 3 1 Takeoff Profile 3 41 P N 23020 002 Feb 2011 Flight Operations Manual Cirrus Pe
151. om the cabin Be mindful of door position when activating CAPS 8 Land as soon as possible e A high probability exists that an off airport landing will be required Use CAPS when a safe landing is in doubt preferably above 2000 feet AGL Completion Standards Completes the Engine Fire checklist items from memory in a timely manner Establishes an emergency descent smoothly and promptly and maintains Vyno 0 5 KIAS Determines best course of action to recover the aircraft considering CAPS off airport landing or airport landing Completes the Emergency Landing Without Engine Power checklist memory items P N 23020 002 4 23 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Properly executes a go around when conditions warrant Common Errors e Fails to complete Engine Fire checklist memory items Does not initiate emergency descent correctly and promptly if conditions warrant e Fails to correctly determine whether to land at an airport land off airport or deploy CAPS 4 24 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Electrical Malfunctions Overvievv Cirrus aircraft are equipped with a robust fault tolerant electrical system with redundant sources of power and protective devices It is important for pilots to be knowledgeable of the aircraft s power generation power distribu
152. omentary level pitch and bank as the turn direction is changed Proper coordination Constantly changing pitch and roll rates Recovery Apply power as necessary to resume normal flight Completion Standards e Establishes the recommended entry configuration power and airspeed e Maintains altitude tolerance at 180 degree points 100 feet from entry altitude e Maintains airspeed tolerance at the 180 degree point 10 KIAS from entry airspeed e Maintains heading tolerance at the 180 degree point 10 degrees e Continues the maneuver through the number of symmetrical loops specified and resumes straight and level flight Common Errors e Rushes through maneuver and requires non constant rates of pitch or roll change to match desired reference points Fails to monitor area for other traffic during maneuver 5 12 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers Uses erratic or rough control inputs usually caused by attempts to counteract poor planning P N 23020 002 5 13 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Maneuvering during Slow Flight Practice this maneuver with a variety of flap configurations while climbing descending and turning Enter the maneuver in level flight and smoothly reduce power Maintain altitude while the aircraft slows to the desired airspeed and trim the aircraft Add flaps as desired at Vee Add power a
153. on the COPA web site at www cirruspilots org Medical Certificates In order to exercise the privileges of a private pilot certificate the pilot must hold a third class medical certificate which is valid for 24 months from the date of issue 60 months if the person is under 40 In order to exercise the privileges of a commercial pilot certificate a pilot must hold and maintain a second class medical certificate which is valid for 12 calendar months from the date of issue Personal Minimums and Risk Assessment All Cirrus pilots should regularly assess their personal risk factors and use them to develop personal minimums for wind ceiling and visibility and instrument approach minimums Use the tables on the following pages to aid in this process Guidance for Establishing Personal Weather Minimums Use the matrix on the next page to establish your risk category Pilots should re evaluate their risk category on a quarterly basis or any time a major milestone occurs Apply this category to the recommended personal minimums found in the Envelope of Safety 2 4 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures Envelope of Safety This table describes recommended personal minimums for wind ceiling and visibility based on the pilot s risk category time of day and pilot rating These minimums are followed by company pilots at Cirrus Aircratt Takeoff and Landing Wind Profi
154. ormal and Emergeney Procedures Does not initiate a prompt exit strategy e Continues to climb into IMC even at safe altitudes and expects to escape by turning around P N 23020 002 4 43 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Flap Malfunction A malfunction in the flap system typically results in the flaps failing to extend prior to approach or landing Pilots must be aware of the additional landing distance required due to the higher stall and approach speeds Pilots are encouraged to select a landing runway that is at least 5000 feet long for 0 flap landings A diversion may be necessary if the runway at the intended destination is not adequate for a safe landing Pilots are encouraged to practice reduced flap landings during initial and recurrent training Training Limitations Reset the circuit breaker before conducting takeoff or landing practice e Minimum runway length is 5000 feet for zero flap takeoff and landing practice e Flaps may be failed in IMC as long as the destination ceiling and visibility is greater than 1000 feet AGL and 3 SM Completion Standards Recognizes the failure after attempting to extend 50 flaps e Adjusts speed as necessary to perform a zero flap landing e Considers landing distance and selects an appropriate runway for a safe landing e Adheres to applicable landing completion standards Common Errors e Fails to recognize
155. ower 18 MP approximately SR22TN 55 Power 20 MP approximately e SR22T 50 Power 18 MP approximately Cross diagonally between points with the wind so that the first turn is made into the wind Adjust angle of bank as required to maintain a sight line with the reference point s Adjust pitch as required to maintain pivotal altitude which changes with ground speed Apply rudder as required to maintain coordination P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers Complete the desired number of figure eight circuits around the reference points Recovery Add power as required and climb to desired altitude Completion Standards Describes elements related to pivotal altitude Determines the approximate pivotal altitude Enters the maneuver at the appropriate altitude and airspeed and at a bank angle of approximately 30 to 40 degrees at the steepest point Divides attention between accurate coordinated airplane control and outside visual references Holds pylon using appropriate pivotal altitude avoiding slips and skids Common Errors Exhibits inadequate knowledge relating to pivotal altitude and or ability to visualize maneuver Makes a poor choice of ground reference points Fails to consider surface winds obstacles emergency landing areas and or traffic when defining ground reference points Enters above or below calculated pivot
156. pRE STBY Ensure transponder has automatically cycled to STBY If not select STBY manually unless directed by ATC Li hise ee AS AS REQUIRED Reduce external lighting once clearing the runway to the minimum required for safe legal operation so as to avoid creating a hazard to others Pitot Heat ocorre ienis dain DA SARALAN RAYA OFF Select Pitot Heat OFF Ice Protection 5 5 OFF Select Ice Protection System OFF if used for landing Completion Standards e Completes the after landing checklist procedure after clearing the active runway FIKI Turns pitot heat off within 45 seconds after landing Common Errors 3 90 e Completes checklist items during landing ground roll before clearing the active runway or during taxi e Neglects to complete checklist items and or reference the checklist after landing P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Arrival and Engine Shutdown Complete the Shutdown checklist as a flow pattern Verify with the checklist to ensure all items have been accomplished when completed with the flow The avionics switch may be left on during engine shutdown Notify maintenance personnel immediately and do not move the propeller if a hot magneto is found during the shutdown process The aircraft should be parked on a ramp or in a hangar If t
157. parallel to the airplane s lateral axis and extending from the pilot s eye appears to pivot on each of the pylons Also unlike eights around pylons in the performance of eights on pylons the degree of bank increases as the distance from the pylon decreases The altitude that is appropriate for the airplane being flown is called the pivotal altitude and is governed by the groundspeed While not truly a ground track maneuver as were the preceding maneuvers the objective is similar to develop the ability to maneuver the airplane accurately while dividing one s attention between the flight path and the selected points on the ground In explaining the performance of eights on pylons the term wing tip is frequently considered as being synonymous with the proper reference line or pivot point on the airplane The selected pylons should also be at the same elevation since differences of over a very few feet will necessitate climbing or descending between each turn P N 23020 002 5 29 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 5822 TS02 3395 Eight On Pylons Execution 5 30 Calculate approximate pivotal altitude TAS squared and divided by 11 3 Define visible ground reference points separated by approximately 3 4 NM and perpendicular to the vvind Establish level flight at calculated pivotal altitude at 120 KIAS SR20 60 Power 21 MP approximately SR22 30 P
158. pearance to be a reliable indicator of the turbulence inside a thunderstorm Do avoid by at least 20 miles any thunderstorm identified as severe or giving an intense radar echo This is especially true under the anvil of a large cumulonimbus cloud Do circumnavigate the entire area if the area has 6 10 thunderstorm coverage Do remember that vivid and frequent lightning indicates the existence of a strong thunderstorm Regard as extremely hazardous any thunderstorm with tops 35 000 feet or higher whether the top is visually sighted or determined by radar Temperature Minimums Flight training operations should not be conducted when the outside air temperature falls below 20 degrees Fahrenheit Cirrus aircraft should be pre heated if exposed to ground temperatures below 20 degrees Fahrenheit for more than two hours Do not operate the engine at speeds above 1700 RPM unless oil temperature is 75 degrees Fahrenheit or higher and oil pressure is within specified limits of 30 60 PSI When oil temperature has reached 100 degrees Fahrenheit and oil pressure does not exceed 60 PSI at 2500 RPM the engine has been warmed sufficiently to accept full rated power Operations in Icing Conditions e Caution Flight into icing conditions is hazardous Refer to the airplane flight manual for limitations A pilot is prohibited from taking off in an aircraft that has frost snow slush or ice adhering to any external surface Icing can be ex
159. pected when flying in visible moisture such as rain snow or clouds and the temperature of the aircraft is below freezing If icing is detected a pilot should turn on all available anti icing equipment and do one of two things to exit the icing condition get out of the area of visible moisture or go to an altitude where the temperature is above freezing The warmer altitude may not always be a lower altitude Proper pre flight action includes obtaining information on the freezing levels Report icing to ATC and request new routing or new altitude if icing is encountered P N 23020 002 2 15 Feb 2011 Flight Operations Manual Cirrus Perspective General Operating Procedures Section 2 Operations in Known Icing Conditions FIKI Cirrus aircraft certified for Flight Into Known Icing FIKI conditions must operate within criteria defined by FAR Part 25 Appendix C These conditions do not include nor were tests conducted in all icing conditions that may be encountered such as freezing rain freezing drizzle mixed conditions or conditions defined as severe Flight in these conditions must be avoided Some icing conditions not defined in FAR Part 25 have the potential of producing hazardous ice accumulations which exceed the capabilities of the airplane s anti ice system and or create unacceptable airplane performance including loss of control Pilots who encounter icing conditions that are outside the FAR defined conditions should divert th
160. pending engine problems e SR22TN SR22T Lean Mixture to keep all CHTs below 420 F SR22T or 380 F SR22TN As an approximation a 0 5 GPH reduction in fuel flow will reduce CHTs by 15 F 5 Fuel Flow and Balance MONITOR Check fuel flovv gauge and ensure fuel balance is vvithin 7 5 gallons SR20 10 gallons SR22 Fuel BOOST must be used for switching from one tank to another Failure to activate the Fuel Pump before transfer could result in delayed restart if the engine should quit due to fuel starvation 3 52 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Icing Conditions FIKI Even with an aircraft that is certified to operate in known icing conditions prolonged flight in icing conditions should be avoided Pilots should use good pre flight planning to choose a route and altitude that will minimize time in icing conditions If this is not possible consider delaying or cancelling the flight Pilots should always have an escape option in case of a system malfunction or severe ice encounter This escape could be above or below the cloud layer or below the freezing level Note that in some conditions the freezing level may be at the surface or below the MEA Pilots may generally escape the worst icing conditions in stratus clouds by making an altitude change of more than 3000 ft While flying through cumulus clo
161. planning will reduce the likelihood of accidental flight into IMC conditions Adhere to these guidelines to reduce the likelihood of a CFIT accident Verify that departure enroute and destination weather conditions allow for safe completion of the flight Become familiar with all terrain and obstacle hazards for the planned route and plan the route and altitudes accordingly Become familiar with any departure procedures and brief the departure procedures prior to takeoff Exercise sterile cabin procedures during high workload periods Reference TAWS information in mountainous terrain Ensure the the range is set to less than 100NM Maintain situational awareness at all times using the tools onboard the aircraft including moving map displays TAWS and navigation information Proceed with caution and maintain high levels of vigilance when operating in unfamiliar terrain especially during low or restricted visibility 3 4 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Checklist Philosophy When used properly checklists enhance the safety of flight by confirming the aircraft is appropriately configured for the flight condition At the same time checklists expedite the completion of procedures that are necessary to transition to subsequent phases of flight The electronic checklist in the MFD should be used anytime the MFD is running Use of electronic checklists w
162. pletion Standards Properly executes applicable completion standards for a normal takeoff Verifies the runway condition supports safe takeoff by taxiing over the runway prior to depart Holds the elevator full aft during taxi and takeoff roll when sufficient elevator authority exists Holds the aircraft at a high angle approx 5 to 7 5 degrees when sufficient airflow is available over the elevator Relaxes back pressure during the takeoff roll and does not over rotate the aircraft Reduces pitch when the aircraft becomes airborne to maintain in ground effect until Vx or Vy is reached Climbs out at Vyor Vy as necessary Common Errors e Fails to apply sufficient back pressure during taxi or takeoff roll e Over rotates the aircraft during the takeoff roll or at rotation e Fails to apply sufficient rudder input to maintain directional control e Climbs out of ground effect too quickly 3 44 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Crossvvind Takeoff Technique Partially deflect the ailerons into the wind during a crosswind takeoff Maintain directional control with proper rudder input Allow the aircraft to accelerate to a speed slightly higher then Vp prior to rotation Lift the aircraft off the ground slightly quicker than with a normal takeoff Shortly after rotation crab the aircraft into the wind to track the aircraft along the runway centerline
163. point Ensure the altitude bug is set to the assigned missed approach altitude Load approach with assigned transition VTF or IAF and set the appropriate BARO minimums for the approach Verify all Flight Plan waypoints are correct including course reversals Activate the approach at the start of approach vectors or when cleared direct to the IAF Verify all approach frequencies are tuned and identified P N 23020 002 Feb 2011 3 67 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 F v ae Verify the navigation mode svvitches from GPS to LOC on an 15 approach vvhen inbound to FAF Reference charts for approach information and briefing Reference the electronic checklist at the completion of the Descent and Before Landing flovvs Set the Altitude bug for the Missed Approach Altitude DA vvith S Tec AP once established inbound to FAF Sync the HDG bug for the wind correction heading once established inbound on the final approach course Completion Standards 3 68 Complies with all ATC clearances instructions and procedures in a timely manner Establishes aircraft configuration and airspeed as recommended in this manual Completes the Descent and Before Landing checklists prior to the FAF Completes an approach briefing before becoming established on a published segment of the approach Before the FAF maintains altitude 100 feet airspeed 10 KIAS
164. priate checklist for troubleshooting n most cases an alternator 1 failure is recognized by the follovving e ALT 1 caution Main Bus 1 voltage at approximately 24 volts and Low M Bus caution message e Battery 1 discharging and associated caution message An alternator 2 failure is recognized by and ALT 2 caution message No other cautions or warnings are present because alternator 1 is capable of powering the remaining electrical equipment A single alternator failure is typically an abnormal condition not an emergency procedure Pilots are encouraged to follow checklist guidance when troubleshooting alternator issues Reference the CAS checklist group for alternator troubleshooting guidance The autopilot should be engaged to decrease pilot workload during troubleshooting efforts Distance remaining to destination weather and availability of maintenance are factors that pilots should consider when determining the best course of action with a failed alternator The Kinds of Operation Equipment list found in section 2 of the Pilots Operating Handbook allovvs flight to depart VFR day and night vvith a failed alternator 2 Alternator 1 is required for all flight dispatches It is recommended to land at an airport with maintenance capabilities in the event of an alternator 1 failure to reduce aircraft down time Procedure ALT 1 or 2 Circuit Breaker CHECK amp SET 2 ALT 1 or 2 Master Svvit
165. quired by regulation is reckless and unsafe The supplemental oxygen system will remain on during all malfunction scenarios These scenarios are intended to teach pilots how to respond to various oxygen failures not to demonstrate hypoxia signs symptoms and recovery Training Limitations e Malfunction limited to VFR in airspace and terrain that allows an emergency descent to a minimum of 12 500 feet MSL e Oxygen system and masks or cannulas will remain on at all altitudes that require supplemental oxygen Completion Standards e Promptly responds to the malfunction and initiates an emergency descent to a safe altitude e Declares an emergency when workload permits and coordinates with ATC as required P N 23020 002 4 45 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 e Recognizes signs and symptoms of hypoxia in passengers and responds accordingly Common Errors e Does not understand the severity of an oxygen system malfunction at high altitude e Fails to perform an emergency descent as described in the emergency descent completion standards 4 46 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Povver Lever Linkage Failure A stuck throttle results from a linkage failure betvveen the povver lever and the throttle plate The power may be at a high or low power setting ndividual circumstances dictate
166. r by the pilot s right ankle Chocks Tie downs Pitot Cover AS REQUIRED Set parking brake if required chock both main wheels use tie downs under wings and tail if necessary Place pitot cover and static covers if needed Completion Standards e Completes shutdown checklist as described Common Errors 3 92 e Fails to reference and follow the shutdown checklist procedure e Fails to turn the A C or fan to the off position e Fails to turn the magnetos off e Fails to replace the CAPS pin during post flight P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Section 4 Emergency 6 Abnormal Procedures General Sections 3 and of the Pilot s Operating Handbook provide the procedures for handling emergency and abnormal system and or flight conditions which if followed will maintain an acceptable level of airworthiness and reduce operational risk The guidelines described in these sections are to be used when an emergency or abnormal condition exists and should be considered and applied as necessary This section does not reference all emergency and abnormal procedures that are described in the Pilot s Operating Handbook Reference this section for expanded guidelines on the selected procedures and cockpit flow diagrams for emergency procedure memory items The procedures described in this section are commonly practiced durin
167. r unit cables vvell clear of the propeller rotation plane 2 Btakesesui s cot out o AU A S ee HOLD Parking brake may be used however constant pressure should be applied at all times using toe brakes 3 Bat Master 5 ON check volts Voltage should read approximately 23 25 volts for battery starts 4 Strobe Lights ste sc a a pen ON Turn strobe lights on prior to engine start to warn others of pending engine start For night operations pilot may instead consider the use of navigation lights to avoid distracting others P N 23020 002 3 23 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 5 10 11 12 13 3 24 Mixture aaa e ee eee aaa aaa a eaaa iin FULL RICH Mixture lever should be in the full rich position for normal engine start Power Lever l R aa anig FULL FORVVARD Power lever should be in the full forward position in order to prime the engine Fuel Pump s AL eeii iai PRIME then BOOST On the first start of the day especially under cool ambient conditions holding Fuel Pump switch to PRIME for 2 seconds will improve starting Propeller CLEAR Visually clear the area around the propeller and ensure the area behind aircraft is clear and that no one is approach
168. rcraft under VFR conditions unless considering wind and forecast weather conditions there is enough fuel to fly to the first point of intended landing assuming normal cruising speed and fuel burn and at least an additional 45 minutes beyond that point in either day or night conditions Minimum Runway Length Cirrus pilots are encouraged to operate using a minimum runway length of 2 500 feet or twice the expected takeoff and or landing distance whichever is higher Cirrus pilots should receive short field takeoff and landing instruction prior to operating on runways that are shorter than 2 500 feet Noise Abatement When operating out of noise sensitive airports pilots are encouraged to follow local noise abatement procedures and consider a power reduction during the climb if necessary and safe 2 12 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures VVeather A critical factor in a successful flight is the pilot s evaluation of weather conditions Many weather related accidents are avoidable and could have been prevented during pre flight if the pilot thoroughly evaluated the weather conditions The following weather resources will be useful for evaluating the weather Flight Service Station 800 WX BRIEF Aviation Weather Center www aviationweather gov Direct User Access Terminal Service DUATS www duats com
169. re 3 A loss of oil pressure to the wastegate actuator due to a general loss of engine oil pressure a Potentially caused by a failed oil line oil line fitting or oil pump b Failure to maintain normal full manifold pressure at altitude may be an early indication of an oil leak and impending loss of oil pressure c Monitor for reduction in oil pressure if observed continue to diversion airfield but prepare for forced landing 4 A failure of an internal component in the turbocharger a If the pilot experiences a sudden loss of manifold pressure and later observes declining oil pressure it may be due to a failure of an internal turbocharger component If there is a loss of oil pressure due to a failure of the turbocharger engine oil may be vented through the tail pipe overboard P N 23020 002 4 15 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 b Monitor for reduction in oil pressure if observed continue to diversion airfield but prepare for forced landing Training Limitations e Limit failure to VMC e Maintain at least 15 of manifold pressure above FL180 Procedure Power ADJUST to minimum required for sustained flight 2 Mixture ADJUST for EGTs between 1300 to 1400 degrees F The mixture will need to be enrichened as the aircraft descends through altitude to maintain a combustible fuel air ratio 3 Descend to MINIMUM SAFE ALTITUDE
170. re sequence and or item condition is critical to completion of the procedure and when ample time exists for completion of the checklist The term flow pattern refers to a logical path through the cockpit that the pilot will move along during the execution of the checklist Flow patterns use a do and verify approach to checklist completion The items and their conditions are memorized and executed without immediate reference to the written checklist Following completion of the flow pattern the checklist is referenced as soon as time and workload permit to ensure procedure completion When used properly flow patterns allow timely configuration of the aircraft for the appropriate flight condition Flow patterns are used when procedure sequence and aircraft condition are not critical and there is an operational advantage to executing the checklist items in a timely manner P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Pre Flight Inspection The pre flight inspection should be completed as a flovv pattern vvhen the pilot is familiar with the aircraft pre flight inspection checklist Always refer to the aircraft checklist after the flow to verify that all items have been completed Documentation The following documents must be in the aircraft for the flight e Certificate of Airworthiness e Registration e FAA Approved Airplane Flight Manual and Pilots Opera
171. rgency e Fails to land at the nearest suitable airport e Fails to maintain aircraft control due to the increased workload P N 23020 002 4 17 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Engine Roughness or Partial Povver Loss f a partial engine failure permits level flight land at a suitable airfield as soon as conditions permit If conditions do not permit safe level flighi use partial povver as necessary to set up a forced landing pattern over a suitable landing field Always be prepared for a complete engine failure and consider CAPS deployment if a suitable landing site is not available Refer to the AFM Section 10 Safety Information for CAPS deployment scenarios and landing considerations Procedure Air Conditioner if installed OFF 2 Fuel PUMP sc L estes ch aa ier ENE A BOOST Selecting BOOST on may clear the problem if vapor in the injection lines is the problem or if the engine driven fuel pump has partially failed The electric fuel pump will not provide sufficient fuel pressure to supply the engine if the engine driven fuel pump completely fails 3 Fuel SWITCH TANKS Selecting the opposite fuel tank may resolve the problem if fuel starvation or contamination in one tank was the problem Mixture CHECK appropriate for flight conditions 5 Power Leve
172. rmation may be useful in a future investigation The report form is found in this manual NTSB Field Offices Eastern Region Atlanta GA n 404 562 1666 Miar Ferris a S n RALAR 305 597 4610 Ashburn VA s 28 571 223 3930 Central Region CHICAGO ye 630 377 8177 Denver CO n s a a R m m 303 373 3500 Arlington T r B YL R cecal 817 652 7800 V estern Region seattle WA escte3 en d 206 870 2200 Gardena iGA wise a aaa 310 380 5660 Alaska Region Anchorage AK esis vritends aaa s 907 271 5001 2 22 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures Aircraft Incident and Accident Report Date of accident Time Pilot s Name Phone No Owner and or Operator Aircraft Type N Type of Event circle one Accident Incident Damage Last point of departure Point of intended landing Position of aircraft in reference to an easily defined geographical point Number of persons aboard Fatalities Injured Description of injuries if applicable Names of passengers Weather conditions attach weather print off if available Wind Direction Wind Velocity Visibility Sky Condition Temp Dew point Altimeter Setting Other Eye Witnesses
173. roach speeds should be adiusted to account for vvind gusts exceeding 10 KIAS by adding half the gust factor Progressively reduce povver after clearing all approach obstacles Proper airspeed and povver control should result in an approach vvith minimal floating in ground effect vvithout excessive sink rates during the approach Touch down should be made on the main wheels first Immediately after touch down ensure power is at idle lower the nose wheel and apply brakes as required To decrease stopping distances consider retracting the flaps and holding the control yoke full aft Emphasis should be placed on the accuracy of the touch down to ensure enough runway remains after touch down to stop the aircraft Completion Standards Adheres to applicable completion standards for normal landings Touches down at or within 200 feet beyond a specified point with no side drift minimum float and with the airplane s longitudinal axis aligned with and over the runway center Applies brakes and elevator control as necessary to stop in the shortest distance consistent with safety Executes a go around if sufficient runway for braking is not available Common Errors Selects and tracks to an aiming point that results in a touch down beyond the desired landing point Touches down before the specified touch down point Touches down 200 feet beyond the specified touch down point Fails to adjust approach angle to compensate for obstacles i
174. rs inie A Y deca et ARDA SVVEEP Sweep the Power Lever through range as required to obtain smooth operation and required power 6 Alternate Induction A gradual 1055 of manifold pressure and eventual engine roughness may result from the formation of intake ice Opening the alternate engine air vvill provide air for engine operation if the normal source is blocked or the air filter is iced over 7 Ignition BOTH L then R Cycling the ignition svvitch momentarily from BOTH to L and then to R may help identify the problem An obvious povver loss in single ignition operation indicates magneto or spark plug trouble Lean the mixture to the recommended cruise setting If engine does not smooth out in several minutes try a richer mixture 4 18 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures setting Return ignition svvitch to the BOTH position unless extreme roughness dictates the use of a single magneto 8 Land as soon as practical Consider the use of CAPS if a safe landing at a suitable airport can not be guarantied Completion Standards Troubleshoots the engine roughness or partial power loss considering engine indications environmental conditions and engine control positions Steers the aircraft towards a suitable landing airport Maintains safe altitude until a glide to landing can be
175. rspective Standard Operating Procedures Section 3 Short Field Takeoff Use the short field technique to maximize takeoff performance and minimize takeoff ground roll Set Flaps to 50 for a short field takeoff Align the aircraft on the runway centerline as close as possible to the end of the runway Apply sufficient brake pressure and smoothly apply full power Check engine indications and ensure full power before releasing the brakes Steer with rudder only in order to minimize the ground roll distance Rotate the aircraft at Va smoothly and pitch for the obstacle clearance speed if an obstacle is present Pitch for Vy after clearing obstacles 1 Flap Srina enee et 50 Set flaps to 50 and visually verify both flaps are in position prior to takeoff Brake Sn nenne eaa tel A Ra HOLD Hold brakes firmly do not allow the aircraft to roll 3 Power Lever FULL FORWARD Smoothly increase power lever full forward for maximum takeoff power Discontinue takeoff if any rough or sluggish acceleration is noted Do not confuse any detents for a full power setting Engine speed at full power should be approximately SR20 SR22 SR22TN 2700 RPM SR22T 2500 RPM Deb R A 5822 Set the mixture full rich for sea level departures Set mixture control lever for maximum povver on takeoff for altitudes higher then sea level Reference the Max Po
176. rspective Flight Operations Manual Section 2 General Operating Procedures Recurrent Training Cirrus pilots should complete recurrent training at a Cirrus Training Center CTC or with a Cirrus Standardized Instructor Pilot CSIP under the guidance found in the Cirrus Syllabus Suite Recurrent training emphasizes aeronautical decision making risk management and airmanship which leads to increased proficiency The recurrent training program provides an opportunity to meet the requirements of a biennial flight review or instrument proficiency check Note nstrument rated pilots should complete an instrument proficiency check every six months Pilot Qualification and Training for Flight Into Knovvn Icing Conditions The PIC must successfully complete the Cirrus Icing Awareness Course or a Cirrus Aircraft approved equivalent training course within 24 months prior to flight into forecast or known icing conditions The Cirrus Icing Awareness Course can be purchased at www cirrusconnection com Cirrus Accepted Syllabi Training syllabi designated with the Cirrus Accepted logo have been reviewed and accepted by the Cirrus Flight Standards department for use in Cirrus Training Training Resources Cirrus Training Portal Cirrus pilots can find a wealth of information regarding aircraft and avionics operation abnormal and emergency procedures training resources online courses and other software at http training
177. rst followed by the downwind main landing gear and nose gear Hold aileron correction into the wind during the rollout and apply rudder as necessary to maintain directional control Completion Standards Adheres to applicable completion standards for normal short field and soft field landings Identifies need for crosswind technique Smoothly applies rudder and aileron inputs to align the longitudinal axis of the aircraft with the runway over the runway centerline with no drift as the aircraft enters the round out phase of landing Holds aileron crosswind control inputs after touch down and through the landing roll Identifies crosswind conditions that exceed the pilots capabilities and develops alternative plans for safe landing Selects 100 flaps Common Errors Applying excessive control inputs resulting in uncoordinated flight Fails to hold ailerons into the wind after touch down with no drift Touches down with drift Fails to recognize an unsafe crosswind situation and fails to select a more suitable landing runway Develops marginal crosswind proficiency on a long and wide runway Pilot then assumes he or she will be proficient on shorter and narrower runways P N 23020 002 3 85 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Reduced Flap Landings 096 and 50976 While most landings in Cirrus aircraft are performed with 100 flaps it is important for pi
178. s necessary to maintain the desired altitude Maintain coordination throughout the maneuver with rudder control Recover from this maneuver if a stall is encountered Limitations Minimum recovery altitude 1 500 feet AGL e Limited to VMC Execution Execute clearing turns e Reduce power SR20 20 Power 15 MP approximately e SR22 15 Power 12 MP approximately SR22TN 25 Power 12 MP approximately SR22T 30 Power 12 5 MP approximately Flaps as desired 096 100 e Bank angle as desired 20 maximum Airspeed an airspeed at which any further increase in angle of attack increase in load factor or reduction in power would result in an immediate stall current PTS standards e Power as required for level flight or desired climb or descent rate Recovery e Reduce angle of attack and level wings Apply full power e Flaps 50 e Accelerate to Vy Flaps 0 e SR20 85 KIAS 5 14 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers e SR22 80 KIAS e Clear of terrain and obstacles Positive rate of climb Completion Standards e Exhibits knowledge of the elements related to this maneuver and complies with limitations execution and recovery procedures described in this manual e Private Maintains altitude 100 feet airspeed 10 0 KIAS bank angle 10 degrees desired heading 10 degrees e Commerc
179. scent rate or sacrifices airspeed causing an accelerated stall condition P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers Turns Around a Point Private Find an area which will allow for safe execution of this maneuver and an available emergency landing area Select a suitable prominent ground reference point Enter the maneuver on downwind at 1 000 feet AGL Fly two or more complete uniform radius circles around the reference point while compensating for wind drift and maintaining constant airspeed and altitude Limit bank angles to 45 degrees Entry Er Enter On Downwind 100 KIAS Traffic Pattern Altitude Ww Steeper Bank Steepest Bank Fastest Groundspeed Turns Around a Point Execution e Execute clearing turns e Airspeed 100 KIAS 5820 50 Power 20 MP approximately SR22 30 Power 15 MP approximately SR22TN 50 Power 15 MP approximately SR22T 40 Power 15 MP approximately Enter with the wind and start a left or right turn P N 23020 002 5 27 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Maintain approximately 1 2 mile radius from reference point Recovery Add power as required and climb to desired altitude Completion Standards Selects a suitable ground reference point Plans the maneuver so as to enter a left or a right turn at 1 000 feet AGL at an appropriate dis
180. se of performing an emergency descent is to lose altitude as quickly as possible to avoid life threatening hazards For some scenarios landing the aircraft at an airport or suitable off airport landing site or deploying CAPS may be an additional objective To enter an emergency descent reduce the power to idle and lower the nose approximately 10 15 degrees to intercept Vye Pitch the aircraft to Vxo if significant turbulence is expected during the descent Banking the aircraft to 45 degrees will help the aircraft accelerate more quickly as well as keep loading positive during the maneuver It is recommended to bank the aircraft to 45 degrees until heading 90 degrees from the previous heading From there adjust heading as necessary for terrain traffic and or a diversion airport Set the mixture control as recommended below and turn the boost pump on Clear the engine every 1000 feet by increasing MP to 15 inches then reducing back to idle The combination of high airspeed and low power will cause CHTs to cool It is good practice to allow the engine to warm before applying high power settings When possible restore power to minimum necessary for level flight until CHTs return to green Inform ATC of the emergency and intended actions and request any assistance if necessary when workload permits Procedure 2 Power Lever wiki ea ee a Ae n IDLE 2 Mixture AS REQUIRED SR20 full rich e SR22 top of green
181. splay Press the red button between the and PFD to activate the display backup if the primary instruments are not displayed on the MFD Use backup charts checklists and airport information as required 2 Land soon as practical Completion Standards Recognizes PFD failure and selects reversionary mode 4 32 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures e Uses the correct modes of the autopilot and or hand flies to maintain aircraft control within applicable private or instrument practical test standards e Determines the best course of action considering external factors such as weather ATC services available airport services level of workload and pilot proficiency e Utilizes backup charts and checklists Common Errors e Fails to carry backup charting or checklist resources e Fails to recognize the autopilot change to roll mode e Inability to control the aircraft while scanning primary instruments on the MFD e Fails to recognize and account for the loss of Com 1 P N 23020 002 4 33 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Air Data Computer Failure An air data failure could be caused by faulty input information Look for faulty indications on the standby airspeed and altimeter to verify Troubleshoot an ADC failure by
182. ssive temperature on stall warning transducer faceplate and surrounding wing skin n Lights l l l a edie pei aed Check Operation Verify operation of required interior overhead instrument and panel lights and exterior navigation landing anti collision and ice lights Strobe lights are required for all flight operations Navigation lights are required for all night operations o Stall Warning Faceplate FIKI Perceptibly Hot Stall warning faceplate should become hot when Pitot Heat is on Use caution to avoid burns when checking system operation p 9 1 2 Test Test stall warning system by applying suction to the stall warning system inlet and noting the warning horn sounds FIKI Verify Stall Warning System audio annunciation operation by lifting stall warning vane with wooden tooth pick or tongue depressor Stall warning vane should be very hot Avionics Master and audio panel must be turned on and flaps must be 100 down in order to test stall warning on ground P N 23020 002 3 9 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 q Pitot Heat aa Perceptibly Hot Verify the pitot tube is hot r Fuel QUANI ideana aa nee naa eeek Check 3 10 Ensure fuel quantity is sufficient for planned flight and corresponds to fuel amount in tanks and on MFD Fuel Selector
183. st 3 32 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures tet E E E E AS REQUIRED SR22 Set the mixture full rich for sea level departures Set mixture control lever for maximum power on takeoff for altitudes higher then sea level Reference the Max Power Fuel Flow placard or the top of the green arc of the fuel flow gauge for proper mixture setting Power must be at full throttle for placarded values to be accurate SR20 SR22TN SR22T Set the mixture full rich for all altitudes 8 Flaps an cel c SET 5096 amp CHECK Select flaps to 5096 and visually verify both flaps are in position prior to takeoff 9 TANS PONCE si sa teed crete Wiehe tee ee SET Set assigned squawk code if one is given otherwise set the appropriate code TOs AtitOpllot s sities aig in canes eis CHECK Complete the autopilot test in accordance with the autopilot user guide 11 Navigation 5 5 22 Set for Takeoff Verify radio frequencies are set to include tower departure frequencies Check GPS flight plan for accuracy and correct initial waypoint 12 Cabin Heat Defrost AS REQUIRED Set environmental controls as desired prior to takeoff 13 0000000000 HOLD Firmly hold brakes Set the parking brake if assistance is required 14 Power 1700 RPM
184. surance for the specific country U S Customs Annual User Fee Decal Form 339A FAA Form 337 U S aircraft only or STC documentation if fuel tanks have been added in baggage or passenger compartments Experimental Aircraft Standardized Validation for operations in Canada or Special Flight Authorization for operations in U S Crossing the United States and Canadian Border Departure 2 20 Provide passenger manifest to U S Customs using Electronic Advance Passenger Information System eAPIS at least 1 hour prior to departing from or arriving in the United States P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures https eapis cbp dhs gov e Give advance notification to Customs U S to Canada contact CANPASS no less than 2 hours before and no more than 48 hours before arrival at 888 CAN PASS 226 7277 e Canada to U S telephone Customs office at airport of entry no less than 1 hour and no more then 23 hours before arrival enter ADCUS in Remarks block of flight plan form e File and activate a VFR or IFR flight plan e Advise Customs if any change in ETA at airport of entry via ATC FSS while in flight and get the badge number and name of the Customs official that ATC FSS is communicating with Arrival e Make first landing at an airport of entry AOE e Taxi to the Customs area on ramp e In the U S Arrive at the destination at or w
185. tance from the reference point Applies adequate wind drift correction to track a constant radius turn around the selected reference point Divides attention between airplane control and ground track while maintaining coordinated flight Maintains altitude 100 feet airspeed 10 KIAS Common Errors 5 28 Fails to apply proper rudder inputs to maintain coordination Fails to anticipate wind conditions for future segments Banks excessively on the upwind segment of the maneuver Fails to adjust pitch control while changing angles of bank Focuses excessively inside the aircraft Fails to scan for traffic during maneuver P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 5 Maneuvers Eight On Pylons Commercial Eights on pylons is the most advanced and most difficult of ground reference maneuvers Because of the various techniques involved eights on pylons is unsurpassed for teaching developing and testing subconscious control of the airplane This training maneuver involves flying the airplane in circular paths alternately left and right in the form of a figure eight around two selected points or pylons on the ground Unlike eights around pylons however no attempt is made to maintain a uniform lateral distance from the pylon In eights on pylons the distance from the pylons varies if there is any wind Instead the airplane is flown at such a precise altitude and airspeed that a line
186. tely 45 Ibs of force is required to active CAPS Pull the handle with both hands in a chin up style pull until the handle is fully extended After Deployment Be Mixture CHECK CUTOFF Fuel Selector oeit ieira ania LAL Gana OFF 7 Bat Alt Master Switches 0 ccccsscccceessseeeeeeessteeeeeessteeeeesees OFF 10 11 12 13 14 4 4 If time permits declare the emergency and announce CAPS activation prior to turning off the Bat and Alt switches Ignition Switch a a ae een naan OFF etait OFF BLED sock a c n n Bu ON Seat Belts and Harnesses TIGHTEN LOOSE Items SECURE Assume emergency landing body position Reference the passenger briefing card for the correct emergency landing body position Be mindful of airbag seat belts if installed After the airplane comes to a complete stop evacuate quickly and move upwind In high winds the parachute may inflate and drag the aircraft after touchdown Remain upwind of the aircraft P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 4 Abnormal and Emergeney Procedures Emergency Descent There are multiple situations that require the use of an emergency descent For example fire medical emergency or an malfunction are just a few Whatever the reason the main purpo
187. the angle of attack increasing power as appropriate and leveling the wings to return to a straight and level flight attitude with a minimum loss of altitude Retracts flaps from 50 to 0 when the aircraft has resumed a climb at or above the recommended flap retraction airspeed Common Errors Fails to apply proper rudder inputs to maintain coordination during maneuver Reduces pitch attitude too much during recovery causing an excessive loss of altitude Fails to maintain heading within standards through proper rudder and aileron inputs during maneuver setup and recovery Exhibits a lack of knowledge of elements related to spins prevention and spin recovery P N 23020 002 5 19 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Autopilot Stall Recognition The purpose of this maneuver is to identify the conditions vvhen a stall with the autopilot engaged may occur to recognize the effects of an impending autopilot stall and to learn the recovery procedure Do not exceed any autopilot limitations during this maneuver The maneuver is started by programming the autopilot for conditions it is not capable of maintaining excessive climb rate insufficient power etc Autopilots with Perspective software load 764 09 or later have low speed protection and respond differently then previous software loads While software loads 764 08 and prior disconnect the autopilot below 80 KIAS later loads will remain en
188. the descent 2 Radio Transmit 121 5 MHz MAYDAY giving location and intentions Use the current frequency to transmit the mayday call if currently in communication with ATC Otherwise transmit on 121 5 3 Transponder SQUAVVK 7700 4 VELoffeairport sernir ACTIVATE 5 P yyer V nna dala d kas alay zo saz asa IDLE 6 Mixture CUTOFF Te c el Selector valla aa a a OFE 8 iidevis neta ay d OFF 9 Euel PUD saai ee onun eed OFF 10 Flaps when landing is assured 100 P N 23020 002 4 13 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 11 Master OFF 12 Seat Belt S resinen ethic SECURED Completion Standards e Completes the Emergency Landing Without Engine Power checklist when workload permits e Makes a good decision whether to continue to a landing or to activate CAPS e Maintains best glide speed 10KTS Common Errors Fails to activate CAPS at a sufficient altitude Hesitates to determine and steer the aircraft towards an airport within glide range Descends at an airspeed much higher than best
189. ting Handbook including weight and balance Radio Station License for International Operations e Appropriate Avionics Publications Equipment The following equipment should be carried in the aircraft when appropriate e Survival kit appropriate to the climate and conditions e Approved flotation devices for flights over water beyond gliding distance to land Supplemental oxygen system for high altitude operations e Chocks tie downs extra oil tow bar engine and airplane covers Ground Icing A visual inspection and tactile check of the entire aircraft is required before takeoff whenever conditions conducive to ground icing are present Pilots are prohibited from taking off in an aircraft that has frost snow slush or ice adhering to any external surface FIKI Dispatch into known icing conditions is prohibited if porous panels do not fully wet out or if there is a persistent annunciation of any anti ice system crew alert system CAS message P N 23020 002 3 7 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 SR22_OP02_2659 Procedure Flow Pattern Cabin 1 3 8 a Required 15 On Board Ensure Airvvorthiness Certificate is visible to occupanis Registration Certificate Pilot s Operating Handbook and Aircraft Weight and Balance are on board the aircraft Avionics Power
190. ting Procedures Engine Start The Engine Start checklist should be accomplished as a do list Select the proper engine start procedure based on outside air temperature and internal engine temperature If the engine has been exposed to temperatures at or below 20 F 7 C for a period of two hours or more the use of an external pre heater and external power is highly recommended Failure to properly pre heat a cold soaked engine may result in congealing within the engine oil hoses and oil cooler with a potential loss of oil flow possible internal damage to the engine and subsequent engine failure If the engine does not start during the first few attempts or if the engine firing diminishes in strength the spark plugs have probably frosted over Pre heat must be used before another start is attempted Pilots may opt to power on the battery 1 and 2 and avionics switches and obtain their IFR clearance and complete flight plan programming prior to engine start if clearance and or taxi delays are anticipated Limit ground operations without the engine running to preserve battery power for starting the engine Procedure Do List 1 External Power if applicable CONNECT If required pilots may want to ensure power connection and brief assisting personnel on securing external power receptacle door e WARNING f airplane vvill be started using external povver keep all personnel and povve
191. tion indicating systems and caution and warning systems because the aircraft s primary flight instruments rely on electrical power for operation During flight training multiple electrical failures will be simulated to develop and assess the pilot s knowledge of the electrical system troubleshooting techniques and decision making Use the guidance in this section coupled with the procedures detailed in the Pilot s Operating Handbook when handling training of electrical malfunctions Training Limitations Electrical malfunctions are not permitted in IMC or when VMC can not be maintained Limit operations to 10 minutes with alternators turned off Do not turn both batteries off in flight if ATC or intercom communication is necessary Energize batteries before turning alternators back on Do not turn ALT 1 ALT 2 and BATT 1 off if intercom communication is needed or if external communication is required by the instructor Electrical fire should only be simulated in class E or G airspace under VFR or simulated IFR by verbally announcing the fire P N 23020 002 4 25 Feb 2011 Flight Operations Manual Cirrus Perspective Abnormal and Emergeney Procedures Section 4 Alternator 1 and 2 Failures An alternator failure is recognized through the Crevv Alerting System CAS on the Primary Flight Display Pilots are encouraged to call up the Engine page on the Multi Function Display to verify what has failed Then reference the appro
192. tion Switch R note RPM then BOTH b Ignition Switch L note RPM then BOTH RPM drop must not exceed 150 RPM for either magneto RPM differential must not exceed 75 RPM betvveen magnetos f there is a doubt concerning operation of the ignition system RPM checks at higher engine speeds will usually confirm whether a deficiency exists An absence of RPM drop may indicate faulty grounding of one side of the ignition system or magneto timing set in advance of the specified setting 21 Engine Parameters CHECK Visually verify all engine parameters are in acceptable ranges Check Oil pressure and temperature RPM manifold pressure EGT and CHT 22 PoyvefhLEevetsu an n y E TETA AE 1000 RPM 23 Flight Instruments HSI and Altimeter CHECK and SET Set all flight instruments for initial course and altitude Verify the HSI displays proper course and heading when checked with 3 34 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures 24 25 26 magnetic compass Ensure local altimeter has been set and is vvithin 75 feet of field elevation Flight 1 015 FREE amp CORRECT Check for full range of motion of the control yoke and that control surface deflection corresponds to yoke deflection lm eyecare es S
193. to adiust the mixture during descent SR22 Consider altitude vvhen setting mixture for descent Full mixture settings at high altitudes may lead to engine roughness or flooding resulting in engine loss SR22TN SR22T Set the fuel flow to the cyan target or less Ts Brake Press re U saa a c li sasl CHECK Apply pressure to each toe brake and ensure resistance is felt A soft or mushy feeling in the brakes could indicate a brake failure Rapid Descent SR22TN SR22T 1 Power Lever 888 l REDUCE MP to 18 20 Hg Pitch the aircraft to the top of the green arc on the airspeed indicator 2 Maintain CHTs above 2402 F Avionics Configuration e Autopilot Engage the modes on autopilot for descent as desired e GCU Flight Plan Verify that the correct navigation information is set e MFD Complete the Descent checklist monitor the map for situational awareness P N 23020 002 3 57 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 PFD Set Altitude Bug as appropriate for the descent Monitor the aircraft flight parameters Completion Standards Starts descent at the calculated top of descent and at the calculated descent rate Maintains positive aircraft control with emphasis on airspeed and vertical descent rate Adheres to ATC and airspace restrictions throughout the descent Mainta
194. to the traffic flow and enough time to ensure the aircraft is configured for landing The following profile describes a normal traffic pattern Pilots should use this profile as a guide when entering the traffic pattern on the downwind leg and modify as appropriate for base entry or straight in approaches SR22_OP02_2946 Before Landing Traffic Pattern Flow Procedure Flow Pattern 1 Seat Belt and Shoulder Harness Secure Ensure the seat belt and shoulder harness is secure for all occupants in the aircraft 2 BOOST M XTU e s sd AS REQUIRED SRo0 Mixture full rich for all altitudes SR22 Mixture as required for altitude Reference the green arc on the fuel flovv gauge or the Max Povver Fuel Flovv placard for mixture setting Avoid rich mixture settings at high elevations P N 23020 002 3 59 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 SR22TN SR22T Mixture full rich for all altitudes The mixture should be placed in the landing position prior to entering the traffic pattern or prior to the FAF on an instrument approach eer telus AS REQUIRED Reference the Traffic Pattern Profile or Approach Profile for information on the appropriate use of flaps Autopilot ener AS REQUIRED It is recomme
195. ts operate in accordance vvith the policies and procedures prescribed within this publication In no case does this document relieve the pilot in command from the responsibility of making safe decisions regarding the operation of the aircraft Initial Training Cirrus pilots should satisfactorily complete the Cirrus Transition Training Course Advanced Transition Training Course Avionics Differences Airframe and Power Plant Differences or the Cirrus Standardized Instructor Pilot CSIP course prior to acting as pilot in command of a Cirrus aircraft Note nstrument rated pilots should complete an instrument proficiency check IPC prior to flying in IMC Additional Qualification and Differences Training Cirrus pilots should complete differences training when changing airframes power plants avionics or other features that require an additional qualification Differences training can be accomplished with a Cirrus Factory Instructor Cirrus Training Center CTC or Cirrus Standardized Instructor Pilot CSIP Differences training emphasizes changes to equipment or capability and is designed for proficient pilots who have previously completed initial transition training Differences courses fall into two categories Airframe and Power plant e SR22 SR20 Differences Turbo Differences e Known lce Training Avionics e Avidyne Entegra Differences e Cirrus Perspective Differences 2 2 P N 23020 002 Feb 2011 Cirrus Pe
196. ude e Performance maneuvers slow flight and stalls should be performed with a minimum recovery altitude of 1 500 feet AGL e Ground reference maneuvers should be performed at 1 000 feet AGL or applicable traffic pattern altitude Mixture Control For all maneuvering flight the mixture should be set to allow maximum power if needed 5820 Set mixture full rich SR22 Set mixture per the Max Power Fuel Flow placard or the top of the green arc on the fuel flow gauge SR22TN Set mixture full rich SR22T Set mixture full rich P N 23020 002 5 1 Feb 2011 Flight Operations Manual Cirrus Perspective Maneuvers Section 5 Steep Turns Private and Commercial Enter this maneuver at 120 KIAS by smoothly banking the aircraft to 45 degrees Private or 50 degrees Commercial and simultaneously adding back pressure to maintain altitude Maintain coordination with rudder Additional power may be necessary to maintain airspeed Continue the turn for 360 degrees Start the roll out approximately 10 degrees before completing the full turn and simultaneously release back pressure Reduce any power that was added during the maneuver Limitations Minimum recovery altitude 1 500 feet AGL e VMC only Execution e Execute clearing turns e Airspeed 120 KIAS SR20 60 Power 21 MP approximately SR22 30 Power 18 MP approximately SR22TN 55 Power 20 MP approximately e SR22T 50 Power 18 MP
197. uds altitude changes may not be effective and lateral deviations may be necessary to escape the worst icing conditions During icing encounters in cruise increase engine power to maintain cruise speed as ice accumulates on the unprotected areas and causes the aircraft to slow down Sacrifice altitude if necessary in order to maintain safe flying speed The autopilot may be used in icing conditions However every 30 minutes the autopilot should be disconnected to detect any out of trim conditions caused by ice buildup If significant out of trim or other anomalous conditions are detected the autopilot should remain off for the remainder of the icing encounter When disconnecting the autopilot with ice accretions on the airplane the pilot should be alert for out of trim forces Ice Formation Determination Typically a leading edge with a small radius will collect ice more quickly than a leading edge with a large radius To help monitor possible ice accumulation a thin metal tab is attached to the outboard end of the right hand and left hand stall strips In some icing conditions this tab may be the first place that airframe ice accretion is noticeable Additionally refer to other areas of the aircraft such as the horizontal tail and lower windscreen to aid in determining if ice is accreting to the aircraft Caution ce accumulations on protected areas are abnormal P N 23020 002 3 53 Feb 2011 Flight Operations Manual Cirr
198. unoqul 404 15142904 Bulpue 7 l ldulo2 yoeoiddy ng id l lui 21 151 12904 s q ldulo2 SIOZ L AVI o p ss l S103994 Jo 1415 4 Nonprecision Approach Profile Figure 3 P N 23020 002 3 76 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Go Around A go around should be executed anytime an approach does not meet the stabilized approach criteria outlined in this manual for instrument or visual conditions A go around should be completed from memory since it is a time critical maneuver n addition to the stabilized approach criteria execute a go around missed approach for these conditions e Excessive ballooning during round out or flare e Excessive bouncing or porpoising e Landing beyond the first third of the runway e Any condition when a safe landing is in question The first priority of executing a go around is to stop the aircraft s descent Smoothly and promptly apply full power while simultaneously leveling the wings and pitching the aircraft to stop the descent Maintain coordination while adding power by applying rudder pressure Retract the flaps to 50 Do not fully retract the flaps at this point in the go around because it may lead to excessive altitude loss Begin pitching for a climb attitude once the aircraft s descent rate has been stopped and the aircraft is accelerating Pitch for Vy if obstacle clearance is
199. us Perspective Standard Operating Procedures Section 3 De lcing Procedures 10 11 3 54 Pot Heas nra BA ease Verify ON Ice Protect System Switch ON Ice Protect Mode Switch AS REQUIRED Select NORM or HIGH as conditions dictate If icing conditions are inadvertently encountered press MAX to initially dissipate ice accumulation then select NORM or HIGH as required by ice accumulation WIND SHLD Push Button PRESS As Required Use the windshield ice protection when residual fluid that is slung off of the propeller will not keep the windshield free of ice Due to the temporary reduction in visibility do not use the windshield sprayer within 30 seconds prior to landing Airspeeq Maintain 95 177 KIAS and less than 204 KTAS Maintaining airspeed within this range will ensure proper pressure distribution over the wings and effective anti ice system operation Adjust final approach airspeed to 95 KIAS with 50 flaps when landing with ice adhering to the aircraft Keep flaps in the up position until required for landing Limit flap extension for landing to 50 Ice Inspection Lights AS REQUIRED Ice inspection lights will illuminate the leading edges of the wings and horizontal stabilizer in order to monitor ice accumulation and confirm fluid flow at night Gabin beat o ea ae E HOT Windshield
200. ve area Be sure to avoid areas vvith tovvers or congested traffic The decision to deploy CAPS must be made immediately belovv 2 000 feet AGL Pre brief if CAPS will be a viable option to increase survival potential if a catastrophic engine failure is experienced during ground reference maneuvers It may be beneficial to inhibit TAWS during ground reference maneuvers to reduce cockpit distractions Ensure the area is free of obstacle or terrain hazards before inhibiting TAWS Remember to un inhibit TAWS at the maneuver completion Limitations Limited to VMC e Minimum altitude 600 feet AGL e Within all other regulatory altitude restrictions e Within a position to make an emergency landing 5 22 P N 23020 002 Feb 2011 Flight Operations Manual Maneuvers Cirrus Perspective Section 5 Rectangular Course Private Select a rectangular area approximately one mile in length by a minimum of 1 2 mile vvide Enter the maneuver 45 degrees to the downwind at 1 000 feet AGL Fly a ground track which is equidistant from all sides of the rectangular area while accounting for wind drift and maintaining constant airspeed and altitude Practice this maneuver using an actual runway traffic pattern at an uncontrolled airport with no traffic conflicts when developing basic traffic pattern skills and wind drift correction skills Entry Downwind 45 To The Downwind No Wind Correction 100 KIAS 4 Fastest Groundspeed Traffic Pattern
201. veness of the elevator and horizontal stabilizer and could potentially lead to a tail stall Completion Standards 3 78 Makes a timely decision to discontinue the approach or landing considering approach stability clearances and runway obstructions Applies full power immediately and transitions to a climb pitch attitude for Vy and maintains 10 5 KIAS Retracts flaps from 100 to 50 after full power is applied and pitch attitude is established Retracts flaps when climbing clear of obstacles and airspeed above 85 or 80 KIAS for an SR20 or SR22 T respectively Assesses potential traffic conflicts and maneuvers as required to avoid traffic conflicts Announces the go around to the control tower or local traffic after the aircraft is climbing at the desired airspeed with configuration set and when workload permits P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Common Errors Fails to recognize and initiate a go around Fails to apply full takeoff power Fails to maintain coordination during a go around Neglects to disconnect the autopilot Retracts flaps before adding power Improper pitch control resulting in excessive loss of altitude stall entry or both Announces go around before regaining aircraft control Fails to keep the aircraft aligned and over the runway throughout the go around and initial climb P N 23020 002 3 79 Feb 2
202. vver Fuel Flovv placard or the top of the green arc of the fuel flovv gauge for proper mixture setting Povver must be at full throttle for placarded values to be accurate SR20 SR22TN SR22T Set the mixture to full rich for all altitudes 5 Engine Parameters rei ianari di eeni Na CHECK Check all engine parameters prior to releasing the brakes If any abnormal or questionable indications arise consider aborting takeoff 6 Brakes ae a A RELEASE 3 42 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 3 Standard Operating Procedures Release the brakes and steer vvith rudder only Sufficient rudder control should be available with full power 7 Elevator ROTATE Smoothly at Vp As airspeed approaches Vp smoothly and gradually apply back pressure to the control yoke to increase the angle of attack sufficient for rotation Vp SR20 65 KIAS SR22 70 KIAS 8 Airspeed at Obstacle Obstacle Clearance Speed Maintain the obstacle clearance speed with flaps at 50 until safely clear of all obstacles SR20 obstacle clearance speed 77 KIAS SR22 obstacle clearance speed 78 KIAS Completion Standards Properly executes applicable completion standards for a normal takeoff Uses maximum available runway Applies full power while holding sufficient brake pressure to keep the aircraft stationary until Rotates promptly at
203. y of lights and lighting covers Fuel Vent underside Unobstructed Verify there are no obstructions to the fuel vent 7 Right Wing Forward and Main Gear a Leading Edge and Stall Strips Condition Inspect leading edge for any abnormalities Ensure both stall strips are secured Fuel 2222 Check Quantity and Secure Visually check fuel is at desired amount and the fuel cap is secured and locking tab is facing rearvvard Lock fuel caps as desired TKS Fluid Reservoir FIKI Verify Desired Quantity Check cap condition and security Minimum dispatch level for flight into known ice is 5 gallons between the two tanks Use only approved fluid meeting DTD 406B standards Fuel Drains 2 underside Drain and Sample Use a clear fuel strainer and sample fuel from the main tank and the collector tank Visually check color for grade of fuel and inspect for contaminants Ensure fuel drains do not leak after taking sample Do not use the same sample cup used to drain the TKS system TKS Fluid Vent underside wing FIKI Unobstructed Verify there are no obstructions to the TKS fluid vent Wheel Fairings Security Accumulation of Debris Physically ensure security of wheel pants Check for and remove any debris in wheel pants ice or slush may have formed during taxi Teze basa yib Condition Inflation an
204. ylinders Procedure Flow Pattern 1 Fuel PUMP sd s ns n iis OFF AS REQUIRED P N 23020 002 3 51 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 The Fuel Pump may be used for vapor suppression in cruise Vapor lock issues may be recognized by fluctuating EGTs CHTs and fuel flows and rough engine operation Select BOOST or HIGH BOOST as appropriate if vapor lock is suspected 2 Power Lever 2 c cccecceeeeeeeeeeeeeeeeeaaeeeeeeeeeeeeeseeececuaaeeeeeeeeees SET Allow the aircraft to accelerate to cruise speeds before setting cruise power Select the desired percent power considering range endurance and desired performance for the intended flight SR22TN Reduce the power lever to 2500 RPM with maximum MP If a lower power setting is desired to increase range endurance reduce the throttle to the desired percent power SR22T Reduce power lever to 30 5 MP or less MIXU E a s s aa R eaa LEAN as required SR20 SR22 Use the Lean Assist feature on the MFD Engine page to set the mixture control for Best Povver or Best Economy Mixture Description Exhaust Gas Temperature Best Povver 75 F Rich of Peak EGT Best Economy 50 F Lean of Peak EGT SR22TN SR22T Set the fuel flow to the cyan target or less 4 Engine Parameters 5 MONITOR Monitor all engine parameters for any abnormal indications that may indicate im
205. ystem Cirrus pilots are encouraged to follow the procedures outlined in this manual use their best judgment and adapt these procedures when handling non standard situations Note Checklist procedures in the FOM have been designed to accommodate all aircraft equipped vvith Cirrus Perspective avionics In each checklist items that are specific to only certain aircraft will be noted in each procedure Unless specified items will apply to all aircraft with Cirrus Perspective avionics Utilizing these standard operating procedures will enhance the situational awareness of the pilot in both single pilot and crew situations and allow for timely completion of tasks in the aircraft Adhering to these procedures will help the pilot take full advantage of the aircraft s capabilities while maintaining a high level of safety Note Procedures in this publication are derived from procedures in the FAA Approved Airplane Flight Manual AFM Cirrus Aircraft has attempted to ensure that the data contained agrees with the data in the AFM If there is any disagreement the Airplane Flight Manual is the final authority P N 23020 002 3 1 Feb 2011 Flight Operations Manual Cirrus Perspective Standard Operating Procedures Section 3 Single Pilot Resource Management Single Pilot Resource Management SRM is the ability to manage all the resources available to a pilot to ensure that the successful outcome of the flight is never in doubt
206. ytime it is determined to not be airworthy 2 10 P N 23020 002 Feb 2011 Cirrus Perspective Flight Operations Manual Section 2 General Operating Procedures Flight Planning Pilots are encouraged to file VFR or IFR flight plans for all cross country flights Pilots should always plan an alternative course of action whether operating VFR or IFR The pilot should complete the following flight planning responsibilities Determine the best route and altitude considering winds aloft freezing levels cloud bases and tops turbulence terrain airspace and TFRs Determine an alternate airport e Calculate fuel requirements e Verify aircraft is within weight and balance limitations e Calculate takeoff and landing distances Verify runway lengths for intended airports File flight plan Weather Assessment Pilots should determine if the weather conditions exceed their qualifications and capabilities A decision should be made to postpone the flight if the weather is not acceptable Flight planning should continue if the weather is acceptable Note To facilitate flight planning the U S Government provides a free Direct User Access Terminal Service DUATS for all licensed pilots at www duats com or www duat com IFR Alternate Airport Weather Requirements If from 1 hour before to 1 hour after the estimated time of arrival at the destination airport the vveather is forecast to be at least 2 000 foot ceilings and

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