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4. Transponder ...........................................................................STBY
5. Lights ..................................................................... AS REQUIRED
6. Pitot Heat .................................................................................OFF
• Note •
As the airplane slows the rudder becomes less effective and
taxiing is accomplished using differential braking.
Shutdown
1. Fuel Pump (if used) ................................................................OFF
2. Throttle.................................................................................... IDLE
3. Ignition Switch.....................................................................CYCLE
• 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
as being "Hot," and contact maintenance personnel
immediately
4. Mixture ..............................................................................CUTOFF
5. All Switches .............................................................................OFF
6. Magnetos .................................................................................OFF
7. ELT........................................................... TRANSMIT LIGHT OUT
• Note •
After a hard landing, the ELT may activate. If this is suspected,
press the RESET button.
8. Chocks, Tie-downs, Pitot Covers ........................... AS REQUIRED
March 2010
4-24 Information Manual
Section 4 Cirrus Design
Normal Procedures SR20
Stalls
SR20 stall characteristics are conventional. Power-off stalls may be
accompanied by a slight nose bobbing if full aft stick is held. Power-on
stalls are marked by a high sink rate at full aft stick. Power-off stall
speeds at maximum weight for both forward and aft C.G. positions are
presented in Section 5 – Performance Data.
When practicing stalls at altitude, as the airspeed is slowly reduced,
you will notice a slight airframe buffet and hear the stall speed warning
horn sound between 5 and 10 knots before the stall. Normally, the stall
is marked by a gentle nose drop and the wings can easily be held level
or in the bank with coordinated use of the ailerons and rudder. Upon
stall warning in flight, recovery is accomplished by immediately by
reducing back pressure to maintain safe airspeed, adding power if
necessary and rolling wings level with coordinated use of the controls.
• WARNING •
Extreme care must be taken to avoid uncoordinated,
accelerated or abused control inputs when close to the stall,
especially when close to the ground.
March 2010
Information Manual 4-25
Cirrus Design Section 4
SR20 Normal Procedures
Environmental Considerations
Cold Weather Operation
Starting
If the engine has been cold soaked, it is recommended that the
propeller be pulled through by hand several times to break loose or
limber the oil. This procedure will reduce power draw on the battery if a
battery start is made.
When the engine has been exposed to temperatures at or below 20°
Fahrenheit (-7° C) for a period of two hours or more, the use of an
external pre-heater and external power is recommended. Failure to
properly preheat a cold-soaked engine may result in oil congealing
within the engine, oil hoses, and oil cooler with subsequent 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 engine
firing diminishes in strength, the spark plugs have probably frosted
over. Preheat must be used before another start is attempted.
• WARNING •
If airplane will be started using external power, keep all
personnel and power unit cables well clear of the propeller
rotation plane.
• Caution •
Inadequate application of preheat to a cold soaked engine
may warm the engine enough to permit starting but will not decongeal
oil in the sump, lines, cooler, filter, etc. Congealed oil
in these areas will require considerable preheat.
An engine that has been superficially warmed, may start and
appear to run satisfactorily, but can be damaged from lack of
lubrication due to the congealed oil blocking proper oil flow
through the engine. The amount of damage will vary and may
not become evident for many hours. However, the engine may
be severely damaged and may fail shortly following application
of high power. Proper procedures require thorough application
　
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