Cirrus SR20, SR22 and SR22T

Owners’ & Pilots’ Guide

An overview to owning and operating Cirrus aircraft.
Information in this document DOES NOT SUPERCEDE THE P.O.H!
This document is designed to help protect the cosmetic appearance and
mechanical integrity of the aircraft. It is not a Cirrus Aircraft nor FAA authorized
Pilot Operating Handbook,
Aircraft Flight Manual, Flight Operations Manual or supplement!
Welcome
Welcome to the Cirrus family. Whether you are a new owner of an SR2X series aircraft
or if you have the opportunity to fly one, we hope you’ll find this document informative
and useful.

It is designed to answer many common questions about ownership and operation, but
mainly from a cosmetic and aesthetic care standpoint.

As mentioned on the cover, it is NOT a P.O.H. nor a substitute for one; nor does it
replace or in any way supersede any information provided in the P.O.H., the
manufacturer’s guides or any Cirrus training materials. If you find anything in here that is
contradictory, the official documentation will always take precedence.

Please take what you think is useful from this and skip over the rest!

When it comes to flying your aircraft the new interactive Cirrus iFOM or Flight
Operations Manual is available as an iBook from Apple’s iBook store. On your iPad
under the iBooks app, search for “Flight Operations Manual” published by Cirrus
Aircraft. This is an amazing training tool that truly revolutionizes the flight training
experience.

Naturally we’re very interested in your feedback too, so please do let us know if you
have any suggestions to improve your flying experience…and of course feel free to tell
your friends how much fun it is to fly a Cirrus!

A note for pilots/operators of previous generation aircraft.

At Cirrus Aircraft a key component to our success has been our continuous innovation
from year to year. This document has been created for our very latest product offering,
so while the majority of the sections herein apply to all our aircraft, you may see some
features that are different from or not included in your aircraft. Nonetheless, we think
you’ll still find this to be a valuable addition to your ownership experience.

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Pre-Flight Inspection and Consumables

Make sure you remove these four items, if they are present: Cowl plugs, pitot tube
cover, tie-down ropes, chocks. No gust lock is used in Cirrus aircraft because the trim
cartridges are sufficient to prevent a gust from slamming the controls to the stops.
Beware of leaving a chock
behind a wheel. While it
may appear to be clear as
you pre-flight, once you add
weight to the plane this
chock could easily get
trapped and damage the
wheel pant as you taxi
away. The plane will also
tend to “Rock Back” once
the engine starts,
increasing the risk of
trapping a chock

If there is a canopy cover on, carefully remove it making note as to how to reinstall it. Be
careful not to scratch the paint as you remove and/or reinstall the canopy cover.
Whenever possible, store the canopy cover in its bag in the baggage compartment.

Use your best judgment if the cover is wet: A wet cover stored in its bag will go moldy; a
wet cover simply put in the baggage compartment will get the interior wet; a wet cover
left behind during a local flight could get wetter or dirtier, or could blow around on the
ramp causing a serious safety hazard.

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 Baggage Door: When opening the baggage door
don’t leave the keys hanging in the lock. Dangling keys
can scratch the paint so remove the keys as soon as
the latch is open. As you load baggage into the
baggage compartment, be aware of sharp edges that
could tear carpet or seat backs and ensure any used
or partially used oil containers are 100% sealed and
cannot leak or spill.

Seat recline/fold-down mechanism:

This is an automotive 60/40 style rear seat recline and
fold-down mechanism. Simply use the lever on the
side of either seat to position the seat into one of four
positions:
1. Fully upright
2. 50% reclined
3. Fully reclined or
4. Folded forward for luggage
(Picture is looking backwards from the front seat)
Cleaning Kits: Many owners choose to keep a small
cleaning kit in their aircraft, often in a sealed plastic
container. CAUTION, NEVER USE ANY CHEMICALS
ON THE GARMIN SCREENS, NEVER USE PAPER
TOWELS ON THE WINDSHEILD AND NEVER
CLEAN THE WINDSHIELD “DRY”!

Emergency Key Storage: We recommend keeping a

spare key accessible in case you accidently lock
yourself out of your plane. First, take your door key to
a local specialty locksmith and get a spare or two
made. Key blanks are the same as Saturn cars, blank
number B88. Remove the external power supply
cover; use metal tape to SECURELY attach your new
blank key and re-install the cover. This way you’ll only
need a Phillips-head screwdriver to access your spare
door key.

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 Pre-Flight Walk-Around
Check the two Phillips head screws (one each side) in
the cowling just behind the propeller. These are easy
to miss, but the engine MUST NOT BE STARTED if
either is loose or missing. Pay special attention after
having the cowling removed.

Oil: As you open the oil inspection cover don’t allow

the spring-loaded latches to “snap” open as this will
eventually chip the paint….rather, hold and guide them
up as they unlatch.

Avoid holding anything else in your hand when you

check the oil…if you drop anything into the oil
inspection hatch it’ll be very difficult to retrieve without
removing the cowling!

Adding Oil: Generally, these airplanes like to see a

little over six quarts of oil. If you find less than 6, add a
quart. Over time you’ll discover what a good level for
your engine is. Note for the SR20’s IO-360, the oil is
added by removing the large yellow oil filler cap rather
than into where the dip stick is removed from. The oil
dip stick should be replaced with the “D” shaped ring
facing backwards.

SR22 and SR22T

Oil is added to the SR22's IO-550 via the dipstick hole.
Note that the dipstick has a flexible section and be
careful to NOT place the dipstick on the ground at any
time to avoid dirt contamination.

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 Static Port. There is a static source on each side aft of
the rear window. Make sure it’s not blocked,
contaminated or covered over, such as with masking
tape.

Just above this on the "spine" of the fuselage is the

frangible area through which the ballistic parachute
fires. That area should be perfectly smooth. If it is
somehow uneven, that's a maintenance red flag.
Please look and feel.

Horizontal Stabilizer. Ensure the clear tape covering

access holes is intact.

Opposite those holes on the elevator horn is the

counterweight. As you circle the empennage,
remember to look down to make sure the two pairs of
access holes in the horizontal stabilizer are covered
with clear tape and that the opposing counterweight is
present, as well as up to make sure that the
counterweight is present in the rudder.

Tail. Looking up with the rudder deflected. See the

safety-wired counterweight.

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 Control Hinge Cotter Pins. Check that the cotter pins
are present in the appropriate places.

Get under the flaps and look at the push rod that drives
the flaps. Look carefully at the arrangement of the
ends of that rod and of the center safety-wired
turnbuckle arrangement. If that fails, you could have an
asymmetric flap situation.

Note that the rear-facing white navigation lights are

built into the wingtip strobe and that the strobes take
the place of a red rotating beacon on a modern aircraft.

Tire Pressures (2014 and newer with Beringer

wheels and tires only. Earlier models with
Cleveland wheels, see your POH): In order to ensure
good tire life, correct tire pressures are very important.
Be sure they are checked regularly with a tire pressure
gauge. The nose wheel should be 40 to 90 PSI and the
mains should be 62 to 112 PSI. This applies to both
the SR20 and the SR22. We recommend aiming for
the middle of these ranges

Tire inflation is such that the length of the tire flattened as it sits on the ground should be
about a US dollar bill. Or, four fingers should fit comfortably between the wheel fairing
and the ground. Third option is the fuel tester from the pocket in the baggage door. The
"cup" should stand upright and fit comfortably under the fairing. If the dollar bill test
and/or the cup test fail, the tire(s) needs air.

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Refueling
If you’re using self-serve or a line service truck, please observe the following tips:
• Your belt buckle can easily scratch the leading edge so try to cover this or any
other sharp objects on your clothing.
• Use the exhaust pipe as the grounding point for static electricity discharge
• Use a rubber refueling mat whenever possible
• To avoid “splash back” insert the nozzle at an angle pointed towards the cabin
• Avoid rubbing the fuel nozzle against the rim of the filler hole
• Avoid allowing the fuel nozzle to rest on the bottom of the tank

Fuel: Be careful when you look into the fuel tanks to check levels, especially at night if
you are holding a flashlight. As you pour the “sumped” gas back into the tank make sure
you don’t drop the fuel tester into the tank and be sure to check the security of the filler
cap locks once you’re finished with the fuel checks.

There are five fuel drains to the check. Two under each wing and one just behind the
nose wheel. Be especially cognizant of the inboard (collector tank) drains: they can flow
very quickly.

We recommend you return clean sumped fuel to the tanks.

Dumping fuel on the ground in Florida for example, carries a

first offense fine of $50,000! We’re not kidding!

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Winter Operations
As we're sure you have been told, attempting to take off and/or fly with a
contaminated wing CAN BE FATAL!

A smooth "clean" composite wing will lose lift with EVEN THE SLIGHTEST FROST!
DECONTAMINATE YOUR AIRCRAFT BEFORE YOU ATTEMPT TO FLY!

There are a number of techniques to do this:

• Use de-ice fluid from a garden-style sprayer to melt the frost/ice and then wipe
clean. This requires having access to a sprayer and de-ice fluid.
• Park the aircraft facing the sun and then wipe the melting frost off. This can take
time.

For cold weather engine operations please refer to the Continental Motors operating
manual for the best procedures

SR22 and SR22T with Certified Flight Into Known Ice (FIKI)

Adhere to the "Never fly with a contaminated wing" rule as discussed above. Once
you are airborne the FIKI system can cope with icing, however, it is VITAL that you
have studied the on-line Cirrus Ice Awareness course and passed the quiz at the end.
This must be completed every 24 months or the FIKI certification will no longer apply!
Even the FIKI system has its limitations and it is NOT a superman cloak! Treat icing
conditions with respect at all times!

If you need to refill the de-ice fluid tanks, you can ask the FBO to do it for you, but be
aware it may be a maintenance department function rather than a line crew function and
may incur a minimum labor charge.

If you have spare fluid available and chose to fill yourself, use an appropriate funnel and
MAKE SURE YOU'RE FILLING THE TWO INBOARD DE-ICE TANKS AND NOT THE
OUTBOARD 100LL GAS TANKS!

TKS Ice protection fluid filler tank. One on each wing.

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Windshield/window cleaning

Never use a PAPER cloth….it will scratch the windshield!

If the windshield needs cleaning, make sure you use a perfectly clean micro-fiber rag
along with a cleaning aerosol such as Prist™.

NEVER use a dry cloth on a dry windshield and if you drop the cloth on the ground DO
NOT continue with that cloth. Dust and dirt in a dry cloth will create scratches and swirls
in the windshield. Use the Prist™ liberally to ensure a damp surface and wipe in straight
lines up and down, not in a circular motion as this too can create “swirls” in the
windshield.

A good product for general cleaning is a spray foam called “PowerFoam” made by
Jetstream products. It is easy to use, leaves few streaks and is safe to use on TKS
deice panels.

Preventing Paint Scratches: Be very careful when leaning over the cowling or the
wing to check fluids as your belt buckle can easily scratch the paint, so try to cover this
or any other sharp objects on your clothing.

For Ice Equipped Aircraft: The leading edge of the wing uses a titanium panel with
over 820 holes drilled per square inch. To prevent clogging these tiny holes DO NOT
USE ANY WAX ON THE LEADING EDGE! Refer to P.O.H. for more details on
cleaning the TKS panels.

As you prepare to enter the aircraft, take one more look under the airplane to make sure
that nothing is hanging/dangling—tie-downs, pitot tube cover, chocks. Take one more
look to see the baggage door latch is secure.

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Accessing the Aircraft
We recommend unlocking and opening the doors
from the leading edge, while standing in front of
the wing. It’s simply easier to control the door from
in front than from behind. This will allow components
to last longer and have fewer trips for unscheduled
maintenance.

Flaps: Some owners choose to leave the aircraft

with the flaps in the 50% position. This makes it
easier for people to board with much less likelihood
that they’ll accidently step on the flap. Not stepping
on the flap is important as ultimately the weight will
damage the flap motor.

Wing Walk: As you and your passengers step up

onto the plane, stay on the rough “Grip” surface and
be especially aware of any small stones on the
bottom of your shoes. These can literally gouge the
paint if you’re not careful. Try to avoid dust, mud or
oil on your shoes.

Opening Doors: As with the baggage door don’t

leave the keys in the lock as you unlatch the door as
they will dangle and scratch the paint. As you release
the door catch, try to “hold/guide” the door as it
opens and don’t allow the door to “swing” hard
against the gas strut.

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 Ingress/Egress: The seats in Cirrus aircraft are
made of special energy-absorbing material, which
if pressed on with a focused point, such as a knee or
a foot, will lose its absorbent qualities over time, so
don’t place a knee on the seat or stand on the seat.
Also, be careful as you settle into the seat as the
center console is not designed to withstand heavy
side-loading.

Cup Holders: There

are folding cup holders
for both the front and
rear seats. They can be
easily damaged if
stepped on, so please
keep them folded away
when not in use.

The new 2016 door latches are easier to close and

latch more securely. They do not require the same
force that the older doors needed. Simply pull the
door in and once the latches engage you can push
down on the lever to lock. Over time you may find
just the right amount of “pull” allow the latches to
secure themselves. As always, pull perpendicular to
the hinges, at a 45-degree angle, not parallel to the
ground.

Before attempting to close the doors, look to make sure all belts, buckles, headset
cables and fingers are clear of the door frame. Doors do require a solid pull but they do
not need to be slammed.

Practice closing the door a few times and BEFORE the engine is running so you
have a smooth technique. DO NOT COMMENCE YOUR TAKE-OFF ROLL IF THE
DOORS ARE NOT SECURED. IT'S IMPOSSIBLE TO SECURE THE DOORS ONCE
IN FLIGHT. IF ENOUGH RUNWAY REMAINS, CONDISER AN ABORT, BUT THE
PLANE WILL FLY WITH THE DOOR OPEN, SO REMEMBER…

1/ FLY THE PLANE, 2/ FLY THE PLANE AND 3/ FLY THE PLANE!

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 CAPS™ Safety Pin: Once you remove the
parachute safety pin you may wish to pass the
ignition key through the ring on the safety pin prior to
inserting it into the ignition switch. This does two
things…first it prevents the keys from scratching the
instrument panel in turbulence and it ensures that
everyone on board can clearly see that the CAPS™
pin is removed prior to flight.

You may also choose to reposition the CAPS™

handle cover back on the rear-most Velcro tabs so
the CAPS™ handle remains visible to all occupants
at all times. Remember that the CAPS™ handle
cover is a required placard and must also remain
visible to all occupants.

Avoid placing headsets, knee boards or any

other items on the glare shield. It's just too easy
for them to slip off and scratch either the Garmin
screens or to slide forward and scratch the inside of
the windshield.

If you are using Bose headsets with the single multi-pin connector, be sure the indicator,
either a red dot, a white dot or a pair of white arrows, is aligned towards the tail of the
aircraft or “6 O'clock” position.

DO NOT FORCE THE CONNECTOR INTO THE SOCKET. If it's properly aligned it will
slide in and latch easily

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 Garmin Perspective Screens: The Garmin screens
have a special non-reflective coating which will be
damaged if cleaned with anything other than a very
slightly water-dampened, soft, clean micro-fiber
cloth.

Using ANY chemicals will DESTROY the screen coating and this is item is NOT
covered under warranty.
NEVER USE ANY CHEMICALS ON THE SCREENS!

Finger Prints: To
avoid the build-up of
finger prints, avoid
touching the screens
directly.

If you need to point out something on a screen we recommend using either the end of a
pencil or pen with the nib retracted or the tip of your nail with your finger reversed.

Alternator #1 Load. You may noticve the “Alt 1”

amp level drop to 1 or 2 amps. This is normal if the
air conditioiing is off and no cause for alarm. Alt #1
powers only the A/C, the yaw damper & landing light,
and it recharges Bat 1 after a start. The power draw
from the yaw damper and the landing light are so
insignificant that you’ll see this very low charge if
flying with the A/C off. To check that Alt #1 is OK,
just turn on the A/C and watch the amps increase.

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Night Dimming Operations: Although the Garmin system use a sensor to
automatically adjust screen brightness, as it starts to get dark you might want to adjust
the brightness to your own likings. This is a three step process.

7 O’clock daylight mode 5 O’clock manual bright mode 2 O’clock manual dimming mode

With the dimmers rotated all the way counter-clockwise to the 7 O’clock position they
will dim automatically. This is the best setting for daylight operations. (Left picture)

As it gets dark, turn the dimmers all the way clockwise to the 5 O’clock position. This is
the brightest “Manual” setting. (Center picture)

As it continues to get darker, start to rotate the dimmers counter-clockwise and continue
to adjust down as your eyes adjust to the darkness. (Right picture)

Note: It’s important to return the dimmers to the full counter-clockwise 7 O’clock
position (Left picture) for the next day light flight, otherwise the screens will be
too dim to see in daylight.

Leave the Strobe switch “On”. If you get distracted

after you taxi in, or if you’ve powered up the avionics
to do a datbase update, it can be easy to leave both
Bat 1 & 2 (“Master”) on and return later to flat
batteries. By leaving the strobe switch in the “On”
position at all times, especially after shut down, you
or someone at the FBO may notice the lights flashing
and remind you to shut off Bat 1 & 2…and if you
don’t notice, you were going to flatten your bateries
anyway!

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 Front Seat Adjustment: The front seats adjust back
and forth and the seat tracks are set at an angle to
make the seat go higher as it goes forward. To
adjust the seat place one hand under the “Grab
Here” label below the standby instruments and
release the seat with the bar between your knees.

You may also use the grab handle on the roll cage.

DO NOT USE THE TOP OF THE GLARE SHEILD,

IT IS NOT STRUCTURAL!

Since the seat is on an angle, remember to brace

yourself as you slide back to avoid coming back too
fast.

The grab point is just under

the standby instruments.

Consider helping your passenger into the right seat; show them where to grab (and
where NOT to grab!) getting their seat adjusted, getting them buckled up; and closing
their door from the outside.

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Garmin® Pilot Profiles
One of the great features of the Cirrus Perspective™
by Garmin® system is its display flexibility with
literally hundreds of variations on the information on
the screens, and the ability to store custom profiles
for up to 25 users.

However, in a multi-user environment each pilot

needs to be respectful of their fellow pilot’s profile.

If you have started the system with a different pilot’s profile and you make changes to
the displays, those changes will be recorded into that other pilot’s profile.

To avoid making these unwanted changes to other profiles, try the following:

1. The first time you fly behind the Garmin system, use a generic profile
2. Immediately go into the systems page and record a new profile with your name
3. Make all the adjustments, tweaks and changes you would like
4. Always select your profile for future flights
5. As you learn more about the Garmin system or if you are flying in different
environments, you may wish to make changes to the profile and as long as you
started with your profile those changes will not recorded in someone else's
6. You can change profiles after the system has been started if you forgot to do so
at start-up. This is done on the systems page.

Audio Panel
Cirrus uses the Garmin® GMA350c audio
panel, now with Bluetooth connectivity.

This audio panel has some amazing new features such as “3-D” audio and the option to
connect audio devices such as phones and MP3 players via Bluetooth. We recommend
a thorough tutorial, review, practice and check out before flying with this for the first
time.

Just like any new technology, it’s great once you become familiar but to get all the very
best features from the system it does have more of a learning curve than the older
audio panels.

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Tips to make your pre-flight processes more efficient
Switch on the left-most switch--this is battery 2. With
the pilot’s door open, you can easily see the switch
from the leading edge. The flap position indicator
light in the center console should NOT come on and
the flaps should NOT work. If they do, the isolation
diodes may be bad. Do not fly the airplane because
you have limited ability to manage the electrical
system.

Then, switch on battery 1 in addition to battery 2. Drop full flaps. Switch on the lights
and, if appropriate, pitot heat (make sure the pitot cover is removed first!). Quickly walk
around and check them. When you come back, both Garmin screens should be on. You
can check to see that the electronic charts are up to date on the MFD splash screen at
this time.

Right now, looking in at the pilot’s knee-well and foot well is the best time to check all of
the circuit breakers.

Limit battery use before starting the engine to 5 minutes. If you and/or your CSIP
instructor need to practice programming the Garmin Perspective panel, then
consider using an external power source. These are generally available at the FBO
or from a maintenance shop.

Compared to many other aircraft, everything in the Cirrus aircraft is ergonomically

arranged. It is nevertheless helpful to deal with the center compartment before you sit
down.
1. Note the times on the Hobbs and Flight meters
2. Get the headsets plugged in
3. Close the compartment BEFORE sitting down.

Passenger Briefing: Make certain your passengers have received a thorough safety
briefing including how and when to use:

1. The door latches

2. The emergency egress hammer
3. The fire extinguisher
4. And most importantly, the CAPS™ handle
5. No Smoking
6. Sterile cockpit during key phases of flight or an emergency…and apologize
in advance if you need to “Shush” someone who chimes in at a bad time

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Ground Handling and Parking
The wingspan is just over 38 feet! Situational awareness is very important as you
move the aircraft on the ground. The wingspan is wider than many other general
aviation aircraft and the wing is closer to the ground. Look around before you move
the aircraft to ensure that your ground handling (or taxi) will not bring the Cirrus close
to other aircraft or fixed objects on the ground. When in doubt, ask someone to assist
you as a “wing walker” until you are certain that the airplane is clear of all obstacles.

Ground Handling

The SR20 has a max take-off weight of 3,050 lbs. and a Generation 5 SR22 or SR22T
tops out at 3,600 lbs. so it can be a challenge to handle without assistance. ALWAYS
use a tow bar for controlling the nose wheel as you move the plane around. Make
certain that the tow bar is between prop blades as shown here. If a blade is pointing
straight down, turn the prop 60⁰ counter-clockwise, looking from the front at the prop.

MAKE SURE THE KEYS ARE NOT IN THE IGINITION AND BOTH BATTERIES ARE
OFF BEFORE TURNING ANY PROP.

When moving forward you can pull the tow bar or the prop. If you have help, ask them
to pull from in front of the wing by grabbing the door frame. When moving in reverse DO
NOT PUSH WITH THE TOW BAR. There is a risk that the lugs will jump out and
damage the wheel pant. Instead, push on the inner most part of a prop blade and use
the tow bar to steer the nose wheel. NEVER PUSH ON THE PROP SPINNER!

Remember also that the nose wheel is free-castering, so if you have someone helping
you ask them to push with you on the base of another prop blade, as close to the center
line of the fuselage as possible. If the person helping pushes backwards on a wing,
even at the root, the plane will start to pivot quickly and get off line. Of course if you’re
pushing from behind DO NOT PUSH ON THE FLAPS OR THE AILERONS. PUSH
ONLY ON THE WING ITSELF.

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Taxi or tow the Cirrus straight into the parking spot. Keep situational awareness
at all times!

Chocks: Since the plane has low-profile wheel

fairings it’s important to use the Cirrus low-profile
chocks to avoid damaging the wheel fairings. Also,
there’s no need to “wedge” the chocks in
place…simply place them directly in front of and/or
behind the wheel.

Never assume that the FBO line crew or a mechanic

won’t try to tug the plane while you’re parked. Most
FBOs will ask that you confirm the brakes are
released when you stop at their facility. Also, their
tugs are often powerful enough to pull a Gulfstream
and so the driver may not even “feel” that he’s
tugging a plane with brakes on. If the plane is tugged
with the brakes on it can lead to scuffed tires or if the
tires do roll the brakes will heat up very fast and
could ultimately lead to a wheel fire! Pay close
attention to the “Park Brake” annunciation on the
PFD and make that a constant “last check” as you
step away from the plane. “Park Brake Off”

Tugging: When stopping at FBOs other than your home base, especially larger
facilities that handle larger aircraft, it’s likely that you’ll be tugged. Talk to the line crew
and make sure that have experience and the correct tow bar adaptors to hook up a
Cirrus. Using the wrong adaptors can easily damage the nose wheel pant. Be very
careful if they use a ride-on “Lektro” tug. These must ONLY be used with the correct
Cirrus “Fixed Gear” adaptor installed.

At the end of the flight make sure you turn off the
air conditioning, the re-circulator and the fan
BEFORE you shut the engine down. This removes
the A/C system as a load on the engine and the
starter for the next flight and extends A/C life.

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Adjusting Pilot and Passenger Headset Volume (GMA350c)
To ensure you and your passengers have an enjoyable flight its worth a few moments to
ensure the headset volumes are set to appropriate levels so everyone can hear and
understand any instructions. Headset volume is controlled in three places:

Radio Volume. This is controls the volume of

incoming radio calls from ATC and other aircraft and
is a single setting for all intercom positions in the
aircraft. The pilot will usually set this to best suite
his/her listening preferences.

Intercom Volume. This controls the volume of all

radio and intercom signals in three zones; Pilot, Co-
Pilot and rear seat Passengers (all three rear seats
are grouped together) Use the upper “Skinny” part of
the knob to change the headset volume. As soon as
you rotate this knob the unit will start to adjust the
Pilots headset volume and the triangular LED above
“Pilot” will flash. The stack of LEDs beside the knob
will also show the volume changing graphically.

Seat Selection. To change to the volume for the

next seat(s)/person, use the lower “Base” part of the
knob to step through the seating positions. The
triangular LED above the “seat” will flash as you
rotate the knob and you can then adjust that person’s
volume

Headset Volume. Lastly, most brands of headsets

allow the user to adjust the overall volume of all the
signals coming into their ears. These volume controls
may be on a “Control Module” built into the cable, or
on some models the rotary knobs are on the outside
of the ear cups of the headset itself. High-end
headsets will also allow for a cable or Bluetooth
connection to an audio player; such as an iPhone or
iPod.

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Unscheduled/Emergency Maintenance
There are a number of issues that may occur and there are some “Tricks” that make
repairing them easier.

Flat Tire: If the aircraft requires jacking up, make sure you remove the tie-down eye bolt
from the jack point screw and replace it with the one of the jacking lugs which are
usually kept in the center console or the storage pocket inside the rear baggage door.

UNDER NO CIRCUMSTANCES SHOULD YOU JACK ON THE TIE-DOWN RINGS.

THE RING MAY SLIP OFF OR IT WILL WILL SNAP AND THE JACK WILL
PUNCTURE THE WING AS IT FALLS! ALSO, JACK BOTH WINGS EVENLY NOT
JUST ONE SIDE. THIS ALSO AVOIDS THE NOSE WHEEL ROTATING AND THE
JACK POINT SLIPPING!

If the jack lugs are unavailable, simply remove the tie-down rings and replace them with
a standard bolt of the same thread size.

Dead Battery or Stuck Starter: These can be simple fixes, but be aware of some
issues if you have to remove the cowling.

• Protect the prop spinner and the windshield. It’s very easy to scratch the polished
or painted prop spinner when removing or reinstalling the cowling
• Like many composite components the cowling derives its rigidity from being
screwed together. Once you start to remove the screws the cowling becomes
“floppy” and can easily twist and damage surrounding parts
• Take part of an old cardboard box about 18” x 24” and cut a “mouse hole” about
4” in diameter in the center of the lower edge
• Place this piece of cardboard between the back of the prop spinner and the
cowling with the mouse hole sitting over the crankshaft
• Keep this in place for both removal and reinstallation of the cowling
• Also, be aware that there are environmental air ducts that attach to the lower
cowling and these need to be reattached during reinstallation
• When re-installing the cowling make 100% sure you have replaced the screws at
the 9 O’clock and 3 O’clock positions in the air intakes just behind the prop

Cirrus Users Guide V26.docx Page 22 of 23 Printed 10/10/16

Document History and Version Control
Version Description Author Date
V1 First draft J. Sweatman 8/22/2011
V2 Add first round of pictures J. Sweatman 8/31/2011
V3 Add comments from Tim and more pictures J. Sweatman 9/14/2011
V4 Edits and photos from Tim T. Buchman 9/17/2011
V5 Edits by Tim: Ground handling, electrical and DB T. Buchman 10/06/2011
updates (Jepp)
V6 Corrections by Tim: Fixed the DB update section T. Buchman 10/29/2011
V7 Edits by Bill, Juan and Tim T. Buchman 11/13/2011
V8 Proof and edit. “Pluralize” text re 2 SR20 & SR22s J. Sweatman 12/27/2011
V9 Proof and add photos. Add winter ops notes Tim/Jonathan 1/16/2012
V11 Add last images. Proof again, ready for initial J. Sweatman 2/4/2012
distribution
V12 First published version after final proof J. Sweatman 2/4/2012
V13 Add pictures of jack lugs J. Sweatman 7/20/2012
V14 Edit for general distribution J. Sweatman 9/6/2012
V15 Further edit and proof. J. Sweatman 9/13/2012
V16 Edits from Rob Haig. Tweaks for launch at GSM J. Sweatman 1/8/2013
V17 Add “Pulling” notes and headset volume notes J. Sweatman 10/23/2013
V19 Remove references to pre-Gen5 aircraft. Swap some J. Sweatman 6/12/2015
pictures. LED and tail pipe.
V20 Tweak for Gen5 aircraft. Proof read J. Sweatman 09/10/2015
V21 Add notes for 2016 MY features J. Sweatman 03/11/2016
V22 Correct 2016 door handle pictures J. Sweatman 05/14/2016
V23 Change cover image. Add note re storing spare door J. Sweatman 07/21/2016
key in external power cover.
V24 Remove items not relevant to MY 2016 J. Sweatman 09/19/2016
V25 Add notes on chocks behind the wheel pant J. Sweatman 09/30/2016
V26 Change format to use tables for better page layout and J. Sweatman 10/01/2016
add comments from Josh Hoskins.

Cirrus Users Guide V26.docx Page 23 of 23 Printed 10/10/16