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can significantly delay the occupants from exiting the airplane.
June 2007
10-8 Information Manual
Section 10 Cirrus Design
Safety Information SR22
If the pilot elects to touchdown with a door opened, there are several
additional factors the pilot must consider: loss of door, possibility of
head injury, or injury from an object coming through the open door.
• If a door is open prior to touchdown in a CAPS landing, the
door will most likely break away from the airplane at impact.
• If the door is open and the airplane contacts the ground in a
rolled condition, an occupant could be thrown forward and
strike their head on the exposed door pillar. Contacting the
ground in a rolled condition could be caused by terrain that is
not level, contacting an obstacle such as a tree, or by transient
aircraft attitude.
• With a door open, it is possible for an object such as a tree limb
or flying debris to come through the opening and strike an
occupant.
• WARNING •
If it is decided to unlatch a door, unlatch one door only.
Opening only one door will provide for emergency egress as
well as reduce risks associated with ground contact. Typically,
this would be the copilot's door as this allows the other
occupants to exit first after the airplane comes to rest.
Water Landings
The ability of the airplane to float after a water landing has not been
tested and is unknown. However, since there is the possibility that one
or both doors could jam and use of the emergency egress hammer to
break out a window could take some time, the pilot may wish to
CAPS Landing Scenario Door Position
Empty Copilot Seat Unlatch Copilot Door
Very Little Time Before Impact Keep Doors Closed
Fire Unlatch Copilot Door
Water Landing Unlatch Copilot Door
Condition Unknown Keep Doors Closed
June 2007
Information Manual 10-9
Cirrus Design Section 10
SR22 Safety Information
consider unlatching a door prior to assuming the emergency landing
body position in order to provide a ready escape path should the
airplane begin to sink.
Post Impact Fire
If there is no fire prior to touchdown and the pilot is able to shut down
the engine, fuel, and electrical systems, there is less chance of a post
impact fire. If the pilot suspects a fire could result from impact,
unlatching a door immediately prior to assuming the emergency
landing body position should be considered to assure rapid egress.
Ground Gusts
If it is known or suspected that ground gusts of approximately 30 knots
or more are present in the landing zone, there is a possibility that the
parachute could drag the airplane after touchdown, especially if the
terrain is flat and without obstacles. In order to assure that the
occupants can escape the airplane in the timeliest manner after the
airplane comes to rest, the pilot may elect to unlatch the copilot's door
for the CAPS landing. Occupants must be in the Emergency Landing
Body Position for touchdown. Occupants must not loosen seat belts
until the airplane comes to rest. When the airplane comes to rest, the
occupants should exit the airplane and immediately move upwind to
prevent a sudden gust from dragging the airplane in their direction.
June 2007
10-10 Information Manual
Section 10 Cirrus Design
Safety Information SR22
Taxiing, Steering, and Braking Practices
Cirrus aircraft use a castering nose wheel and rely on aerodynamic
forces and differential braking for directional control while taxiing.
Proper braking practices are therefore critical to avoid potential
damage to the brakes.
The most common cause of brake damage and/or failure is the
creation of excessive heat through improper braking practices. Pilots
unaccustomed to free castering nose wheel steering may be inclined
to “ride” the brakes to maintain constant taxi speeds and use the
brakes excessively for steering.
Proper Operating Practices
When taxiing, directional control is accomplished with rudder
deflection and intermittent braking (toe taps) as necessary. Use only
as much power as is necessary to achieve forward movement.
Deceleration or taxi speed control using brakes but without a reduction
in power will result in increased brake temperature.
On flat, smooth, hard surfaces, do not exceed 1000 RPM maximum
continuous engine speed for taxi. Power settings slightly above 1000
RPM are permissible to start motion, for turf, soft surfaces, and on
inclines. Use minimum power to maintain constant taxi speed.
“Riding the brakes” while taxiing is similar to driving a car with one foot
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AIRPLANE INFORMATION MANUAL for the CIRRUS DESIGN SR22(156)
