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this installation does not utilize a CWS (Control Wheel
Steering) switch or an AUTOPILOT MASTER switch.
• Note •
This installation utilizes the airplane’s roll trim actuator to
affect steering changes. Therefore, the automatic trim function
of the System 55X is not implemented. Disregard all
references in the S-Tec System 55X POH to this feature.
Roll information is displayed on the HSI. Autopilot Flight
Director is not implemented in this installation.
Section 2 - Limitations
1. Autopilot operation is prohibited above 185 KIAS.
2. The autopilot must not be engaged for takeoff or landing.
3. The autopilot must be disengaged for missed approach, goaround,
and balked landing.
4. Flaps must be set to 50% for autopilot operation in Altitude Hold at
airspeeds below 95 KIAS.
5. Flap deflection is limited to 50% during autopilot operations.
6. The autopilot must be disconnected in moderate or severe
turbulence.
7. Minimum engage height for the autopilot is 400 ft AGL.
• WARNING •
Autopilot may not be able to maintain all selectable vertical
speeds. Selecting a vertical speed that exceeds the aircraft’s
available performance may cause the aircraft to stall.
8. Minimum speed with the autopilot engaged is 1.2Vs for the given
configuration.
9. For VOR/GPS and ILS glideslope and localizer intercept, capture,
and tracking, the following limitations apply:
a. The autopilot must be disengaged no later than 100 feet below
the Minimum Descent Altitude.
Revision 04: 08-15-07
4 of 24 P/N 11934-S20
Section 9 Cirrus Design
Supplements SR20
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:
Serials 1005 thru 1336; P/N 87109 dated 8 November 2000 or
later OR Serials 1337 and subsequent; P/N 87247 original release
or later, must be carried in the airplane at all times and must be
available to the pilot while in flight.
Revision 04: 08-15-07
P/N 11934-S20 5 of 24
Cirrus Design Section 9
SR20 Supplements
SR20_FM09_1502A
Figure - 1
System 55X Altitude Selector/Alerter & Autopilot Computer
Revision 04: 08-15-07
6 of 24 P/N 11934-S20
Section 9 Cirrus Design
Supplements SR20
Section 3 - Emergency Procedures
Autopilot Malfunction
Refer to Electric Trim/Autopilot Failure procedure in the SR20 POH. Do
not reengage the autopilot until the malfunction has been identified
and corrected. The autopilot may be disconnected by:
1. Pressing the A/P DISC/Trim switch on the control yoke handle.
2. Pulling the AUTOPILOT circuit breaker on Essential Bus.
Altitude lost during a roll axis autopilot malfunction and recovery:
Altitude lost during a pitch axis autopilot malfunction and recovery:
Flight Phase Bank Angle Altitude Loss
Climb 30° None
Cruise 55° 100 ft
Descent 55° 120 ft
Maneuvering 10° None
Approach 0° 20 ft
Flight Phase Altitude Loss
Cruise 200 ft
ILS 25 ft
Revision 04: 08-15-07
P/N 11934-S20 7 of 24
Cirrus Design Section 9
SR20 Supplements
System Failure and Caution Annunciations
If any of the following failure annunciations occur at low altitude or
during an actual instrument approach, disengage the autopilot,
execute a go-around or missed approach as appropriate. Inform ATC
of problem. Do not try to troubleshoot until a safe altitude and
maneuvering area are reached or a safe landing is completed.
　
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