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9. For VOR/GPS and ILS glideslope and localizer intercept, capture,
and tracking, the following limitations apply:
a. The autopilot must be disengaged no later than 100 feet below
the Minimum Descent Altitude.
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Section 9 Cirrus Design
Supplements SR22
b. The autopilot must be disconnect during approach if course
deviation exceeds 50%. The approach should only be
continued by “hand-flying” the airplane.
c. The autopilot must be disengaged at the Decision Height.
d. 12 knot maximum crosswind component between the missed
approach point and outer marker.
e. The intercept of the localizer shall occur at least 5 miles
outside of the outer marker.
f. If the crosswind component is greater than 12 knots and less
than 17 knots, the intercept shall occur at least 10 miles
outside of the outer marker.
g. The intercept angle shall be no greater than a 45-degree
intercept.
h. The ILS is flown at normal approach speeds, and within any
STC or TC speed constraints and as defined in this flight
manual.
i. The flaps should be extended in the approach configuration
prior to the Outer Marker. No further changes in the flap
configuration should be made throughout the autopilotcoupled
approach.
j. The glideslope is approached in such a manner to allow
automatic arming of the glideslope, or if the glideslope is
manually armed no more than 15% above the glideslope.
10. The S-TEC System Fifty Five X Pilot’s Operating Handbook, P/N
87109 dated 8 November 2000 or later, must be carried in the
airplane and available to the pilot while in flight.
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Cirrus Design Section 9
SR22 Supplements
SR22_FM09_1502A
Figure - 1
System 55X Altitude Selector/Alerter & Autopilot Computer
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Supplements SR22
Section 3 - Emergency Procedures
Autopilot Malfunction
Refer to Electric Trim/Autopilot Failure procedure in the SR22 POH. Do
not reengage the autopilot until the malfunction has been identified
and corrected. The autopilot may be disconnected by:
1. Pressing the A/P DISC/Trim switch on the control yoke handle.
2. Pulling the AUTOPILOT circuit breaker on Essential Bus.
Altitude lost during a roll or pitch axis autopilot malfunction and
recovery:
Flight Phase Bank Angle Altitude Loss
Climb 40° 200 ft
Cruise 45° 300 ft
Descent 40° 350 ft
Maneuvering 10° 60 ft
Approach 10° 80 ft
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Cirrus Design Section 9
SR22 Supplements
System Failure and Caution Annunciations
If any of the following failure annunciations occur at low altitude or
during an actual instrument approach, disengage the autopilot,
execute a go-around or missed approach as appropriate. Inform ATC
of problem. Do not try to troubleshoot until a safe altitude and
maneuvering area are reached or a safe landing is completed.
Annunciation Condition Action
Flashing RDY for 5
seconds with
audible tone.
Autopilot disconnect. All
annunciations except RDY
are cleared.
None.
Flashing RDY with
audible tone then
goes out.
Turn coordinator gyro
speed low. Autopilot
disengages and cannot be
re-engaged.
Check power to turn
coordinator.
Flashing NAV,
REV, or APR.
Off navigation course by
50% needle deviation or
more.
Use HDG mode until
problem is identified.
Crosscheck raw NAV
data, compass heading,
and radio operation.
Flashing NAV,
REV, or APR with
steady FAIL
Invalid radio navigation
signal.
Check Nav radio for
proper reception. Use
HDG mode until problem
is corrected.
Flashing VS Excessive vertical speed
error over selected vertical
speed. Usually occurs in
climb.
Reduce VS command
and/or adjust power as
appropriate.
Flashing GS Off glideslope centerline by
50% needle deviation or
more.
Check attitude and
power. Adjust power as
appropriate.
Flashing GS with
steady FAIL
Invalid glideslope radio
navigation signal.
Disconnect autopilot and
initiate go-around or
missed approach
procedure. Inform ATC.
Flashing GS plus
ALT.
Manual glideslope disabled. Re-enable by pressing
NAV mode button.
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Section 9 Cirrus Design
Supplements SR22
Section 4 - Normal Procedures
　
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