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data block located in the lower right section of the MFD and is also
continuously displayed in The MFD and PFD receives a fuel-flow rate
signal via the DAU from a fuel-flow transducer on the right side of the
engine in the fuel line between the engine driven fuel pump and
throttle body metering valve.
In the event fuel flow exceeds 18.0 gallons per hour, the MFD will
display “Check Fuel Flow” in a red advisory box in the lower right
corner of the MFD.
28 VDC for the digital instrument operation is supplied through the 2-
amp ANNUN / ENGINE INST circuit breaker on the Essential Bus.
Fuel Caution Light
The amber FUEL caution light in the annunciator panel comes on to
indicate a low fuel condition. The light is illuminated by switches in the
fuel quantity indicator if the fuel quantity in both tanks drops below
approximately 8.5 gallons (17 gallons total with tanks balanced in level
flight). Since both tanks must be below 8.5 gallons to illuminate the
light, the light could illuminate with as little as 8.5 gallons in one tank
during level flight if the other tank is allowed to run dry. If the FUEL
caution light comes on in flight, refer to the Fuel Quantity gages to
determine fuel quantity. The light is powered by 28 VDC through the 2-
amp ANNUN / ENGINE INST circuit breaker on the Essential Bus.
March 2010
Information Manual 7-63
Cirrus Design Section 7
SR20 Airplane Description
Boost Pump Switch
Boost pump operation and engine prime is controlled through the Fuel
Pump BOOST-PRIME switch located adjacent to the fuel selector
valve. The PRIME position is momentary and the BOOST position is
selectable. A two-speed prime allows the fuel pressure to rapidly
achieve proper starting pressure.
An oil pressure based system is used to control boost pump operation.
The oil pressure/oil temperature sensor provides a signal to the
starting circuit/DAU to generate a ground for the oil annunciator and
the fuel system. This system allows the fuel pump to run at high speed
(PRIME) when the engine oil pressure is less than 10 PSI. Whenever
the engine oil pressure exceeds 10 PSI, pressing PRIME will have no
effect. Selecting BOOST energizes the boost pump in low-speed
mode regardless of oil pressure to deliver a continuous 4-6 psi boost
to the fuel flow for vapor suppression in a hot fuel condition.
The boost pump operates on 28 VDC supplied through the 7.5-amp
FUEL PUMP circuit breaker on Main Bus 2.
March 2010
7-64 Information Manual
Section 7 Cirrus Design
Airplane Description SR20
Brake System
The main wheels have hydraulically operated, single-disc type brakes,
individually activated by floor mounted toe pedals at both pilot stations.
A parking brake mechanism holds induced hydraulic pressure on the
disc brake for parking.
The brake system consists of a master cylinder for each rudder pedal,
a hydraulic fluid reservoir, a parking brake valve, a single disc brake
assembly on each main landing gear wheel, and associated hydraulic
plumbing. Braking pressure is initiated by depressing the top half of a
rudder pedal (toe brake). The brakes are plumbed so that depressing
either the pilot’s or copilot’s left or right toe brake will apply the
respective (left or right) main wheel brake. The reservoir is serviced
with Mil-H-5606 hydraulic fluid.
Brake system malfunction or impending brake failure may be indicated
by a gradual decrease in braking action after brake application, noisy
or dragging brakes, soft or spongy pedals, excessive travel, and/or
weak braking action. Should any of these symptoms occur, immediate
maintenance is required. If, during taxi or landing roll, braking action
decreases, let up on the pedals and then reapply the brakes with
heavy pressure. If the brakes are spongy or pedal travel increases,
pumping the pedals may build braking pressure.
Refer to Section 10, Safety Information, for Brake System operational
considerations.
March 2010
Information Manual 7-65
Cirrus Design Section 7
SR20 Airplane Description
Parking Brake
• Caution •
Do not pull the PARK BRAKE knob in flight. If a landing is
made with the parking brake valve set, the brakes will maintain
any pressure applied after touchdown.
The main wheel brakes are set for parking by using the PARK BRAKE
knob on the left side of the console near the pilot’s right ankle. Brake
lines from the toe brakes to the main wheel brake calipers are
plumbed through a parking brake valve. For normal operation, the
knob is pushed in. With the knob pushed in, poppets in the valve are
　
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