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Engine Partial Power Loss
Indications of a partial power loss include fluctuating RPM, reduced or
fluctuating manifold pressure, low oil pressure, high oil temperature,
and a rough-sounding or rough-running engine. Mild engine
roughness in flight may be caused by one or more spark plugs
becoming fouled. A sudden engine roughness or misfiring is usually
evidence of a magneto malfunction.
• Note •
Low oil pressure may be indicative of an imminent engine
failure – Refer to Low Oil Pressure procedure in this section
for special procedures with low oil pressure.
• Note •
A damaged (out-of-balance) propeller may cause extremely
rough operation. If an out-of-balance propeller is suspected,
immediately shut down engine and perform Forced Landing
checklist.
If a partial engine failure permits level flight, land at a suitable airfield
as soon as conditions permit. If conditions do not permit safe level
flight, use partial power 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 Section 10, Safety Information,
for CAPS deployment scenarios and landing considerations.
If the power loss is due to a fuel leak in the injector system, fuel
sprayed over the engine may be cooled by the slipstream airflow which
may prevent a fire at altitude. However, as the Power Lever is reduced
during descent and approach to landing the cooling air may not be
sufficient to prevent an engine fire.
• WARNING •
If there is a strong smell of fuel in the cockpit, divert to the
nearest suitable landing field. Fly a forced landing pattern and
shut down the engine fuel supply once a safe landing is
assured.
(Continued on following page)
March 2010
3-14 Information Manual
Section 3 Cirrus Design
Emergency Procedures SR20
The following procedure provides guidance to isolate and correct
some of the conditions contributing to a rough running engine or a
partial power loss:
1. Fuel Pump.......................................................................... 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.
2. Fuel Selector ........................................................SWITCH TANKS
Selecting the opposite fuel tank may resolve the problem if fuel
starvation or contamination in one tank was the problem.
3. Mixture ............................. CHECK appropriate for flight conditions
4. Power Lever .......................................................................SWEEP
Sweep the Power Lever through range as required to obtain
smooth operation and required power.
5. Alternate Induction Air............................................................... ON
A gradual loss of manifold pressure and eventual engine
roughness may result from the formation of intake ice. Opening
the alternate engine air will provide air for engine operation if the
normal source is blocked or the air filter is iced over.
6. Ignition Switch ...................................................... BOTH, L, then R
Cycling the ignition switch momentarily from BOTH to L and then
to R may help identify the problem. An obvious power 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
setting. Return ignition switch to the BOTH position unless
extreme roughness dictates the use of a single magneto.
7. Land as soon as practical.
March 2010
Information Manual 3-15
Cirrus Design Section 3
SR20 Emergency Procedures
Low Oil Pressure
If low oil pressure is accompanied by a rise in oil temperature, the
engine has probably lost a significant amount of its oil and engine
failure may be imminent. Immediately reduce engine power to idle and
select a suitable forced landing field.
• WARNING •
Prolonged use of high power settings after loss of oil pressure
will lead to engine mechanical damage and total engine
failure, which could be catastrophic.
• Note •
Full power should only be used following a loss of oil pressure
when operating close to the ground and only for the time
necessary to climb to an altitude permitting a safe landing or
analysis of the low oil pressure indication to confirm oil
　
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