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alternator cannot be reset, reduce loads and use Main Bus or Non-
Essential loads only as necessary for flight conditions.
1. ALT 2 Master Switch ................................................................OFF
2. ALT 2 Circuit Breaker ..........................................................CYCLE
3. ALT 2 Master Switch ................................................................. ON
If alternator does not reset:
4. Main Bus 1, 2, and Non-Essential Bus Loads..................REDUCE
5. Voltage ...........................................................................MONITOR
6. ALT 2 Master Switch ................................................................OFF
7. Land as soon as practical.
ALT 1
ALT 2
March 2010
Cirrus Design Section 3
SR22 Emergency Procedures
Information Manual 3-27
Integrated Avionics System Emergencies
• Note •
A “Red X” through any electronic display field, such as COM
frequencies, NAV frequencies, or engine data, indicates that
display field is not receiving valid data.
Attitude & Heading Reference System (AHRS) Failure
Failure of the Attitude and Heading Reference System (AHRS) is
indicated by removal of the sky/ground presentation and a “Red X” and
a yellow “ATTITUDE FAIL” shown on the PFD. The digital heading
presentation will be replaced with a yellow “HDG” and the compass
rose digits will be removed. The course pointer will indicate straight up
and course may be set using the digital window.
1. Verify Avionics System has switched to functioning AHRS
If not, manually switch to functioning AHRS and attempt to bring
failed AHRS back on-line:
2. Failed AHRS Circuit Breaker....................................................SET
If open, reset (close) circuit breaker. If circuit breaker opens again,
do not reset.
3. Be prepared to revert to Standby Instruments (Altitude, Heading).
Air Data Computer (ADC) Failure
Complete loss of the Air Data Computer is indicated by a “Red X” and
yellow text over the airspeed, altimeter, vertical speed, TAS and OAT
displays. Some FMS functions, such as true airspeed and wind
calculations, will also be lost.
1. ADC Circuit Breaker.................................................................SET
If open, reset (close) circuit breaker. If circuit breaker opens again,
do not reset.
2. Revert to Standby Instruments (Altitude, Airspeed).
3. Land as soon as practical.
PFD Display Failure
1. Display Backup .............................................................. ACTIVATE
2. Land as soon as practical.
March 2010
3-28 Information Manual
Section 3 Cirrus Design
Emergency Procedures SR22
Emergency Exit
Emergency Ground Egress
• WARNING •
While exiting the airplane, make sure evacuation path is clear
of other aircraft, spinning propellers, and other hazards.
1. Engine........................................................................SHUTDOWN
• Note •
If the engine is left running, set the Parking Brake prior to
evacuating the airplane.
2. Seat belts ....................................................................... RELEASE
3. Airplane...................................................................................EXIT
• Note •
If the doors cannot be opened, break out the windows with
egress hammer, located in the console between the front
seats, and crawl through the opening.
March 2010
Cirrus Design Section 3
SR22 Emergency Procedures
Information Manual 3-29
Unusual Attitude Emergencies
Spins
The aircraft is not approved for spins, and has not been tested or
certified for spin recovery characteristics. The only approved and
demonstrated method of spin recovery is activation of the Cirrus
Airframe Parachute System (See CAPS Deployment, this section).
Because of this, if the aircraft “departs controlled flight,” the CAPS
must be deployed.
While the stall characteristics of the aircraft make accidental entry into
a spin extremely unlikely, it is possible. Spin entry can be avoided by
using good airmanship: coordinated use of controls in turns, proper
airspeed control following the recommendations of this Handbook, and
never abusing the flight controls with accelerated inputs when close to
the stall (see Stalls, Section 4).
If, at the stall, the controls are misapplied and abused accelerated
inputs are made to the elevator, rudder and/or ailerons, an abrupt wing
drop may be felt and a spiral or spin may be entered. In some cases it
may be difficult to determine if the aircraft has entered a spiral or the
　
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