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Cirrus Monthly Proficiency Program
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A wise pilot once said, “In the
air I’m rock solid, but on the ground I’m
like a runaway freight train!” This month’s
Pilots’ World will help keep you on track by enhancing
your knowledge of safe ground handling—especially
taxiing and braking—in a Cirrus airplane.
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Cirrus Monthly Proficiency Program
December – Ground Control
Cockpit Ground Handling
Underestimating the responsibilities and skills required to taxi safely results
in dozens of incidents and accidents each year. Use correct taxiing and braking
techniques, good decision-making skills, and proper workload management to reduce
your risk and stay safe on the ground.
Brakes are for More Than Stopping
The brakes in your Cirrus airplane are fundamental to safe ground handling.
In addition to stopping your airplane, the brakes in your Cirrus assist you
to safely steer on taxi-ways and runways.
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Cirrus Monthly Proficiency Program
December – Ground Control
Know Your Airplane’s Brake System
The brake system in your Cirrus airplane consists of hydraulically
actuated, single-disc brakes connected to toe-brake pedals by hydraulic tubing.
Engage the
brakes by pushing the top half of the rudder pedals. Click the link below to
view an interactive brake system description.
Brake System diagram from SR-22 POH
Click the link below for an interactive view.
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Cirrus Monthly Proficiency Program
December – Ground Control
Always PreFlight Your Brakes
Maximize brake performance by following the preflight checklist
and understanding and maintaining the brake system.
When pre-flighting, pay special attention to the area under the main gear. Look for hydraulic fluid puddles or stains that may indicate damaged seals or pistons. Also, maintain proper tire inflation and monitor tread wear. Poorly maintained tires reduce brake performance and effectiveness. Additionally, be sure to check the brakes for proper function before taxiing
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Cirrus Monthly Proficiency Program
December – Ground Control
Always
Pre-Flight Your Brakes (continued)
Normal operations will not cause brake problems. However,
excessive brake application during taxiing can lead to brake
overheating, possibly causing brake damage or failure. Such
damage can result in loss of directional control and possible
aircraft damage or personal injury.
For these reasons, periodic inspection for problems is necessary. Have a maintenance technician remove the wheel fairings and inspect the brakes at each 50-hour oil change and at the annual inspection, in accordance with your POH and maintenance manuals. You should also have the brakes inspected if you notice a decrease in performance or if you suspect that you have overheated the system.
The Cirrus service advisory of 30 June 2005 for models SR20 and SR22 has more information about proper braking practices. Click here for details.
Source: Cirrus Approach to Airframe Systems
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Cirrus Monthly Proficiency Program
December – Ground Control
Safe Steering, Taxiing and Braking: A Fast Refresher
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All Cirrus airplanes have a castering nose gear. Performing much like the front wheels on a shopping cart, the nose gear is free to swing through an arc of approximately 216 degrees (108 degrees either side of center). This provides incredible maneuverability during ground operations, but also calls for some specific techniques to maximize effectiveness and safety. | |
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Cirrus Turning
Clearances at a Glance |
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Source: Cirrus Approach to Servicing&Handling.pdf
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Cirrus Monthly Proficiency Program
December – Ground Control
Tips for
Taxiing Once the nose is pointing where you want it, the key to taxiing is to follow the basics of steering. Use full rudder deflection first, and only then apply light, intermittent braking to maintain the desired direction. At normal taxi speeds, rudder application is often all you need to maintain directional control. In strong tailwinds or crosswinds, you may need to hold full rudder deflection and occasionally tap the brake to counteract the weathervane effect of the wind. |
When
taxiing, control direction by first applying the rudder
in the direction in which you want the nose to point.
Once you apply full deflection, use light to
moderate differential braking if use of the rudder is
insufficient.
Lead the release of steering inputs by 20 to 30 degrees
to avoid overshooting your target. |
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It is very important to not ride the brakes or to fail to use the rudder. Abusing the brakes, especially at power settings above idle, will cause overheating, reduce the lifespan of the components, and, in extreme cases, cause failure or brake fires. | |
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Cirrus Monthly Proficiency Program
December – Ground Control
Tips for Taxiing (continued) |
Like
taxiing, starting is easily accomplished. With both parking
and toe brakes released, apply a small amount of power. On
flat, dry, paved surfaces, 1200-1500 RPM should be all that’s
required to get the plane moving; sod, dirt, snow-covered,
or inclined surfaces may demand slightly more power. Once
you’ve started to move, reduce the power to a setting
between idle and 1000 RPM. |
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Unless moving up a hill or into a strong wind, using more than 1000 RPM during taxiing indicates that you’ve joined the Brake Riders’ Club. As mentioned previously, this may overheat or damage the brakes. | |
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Remember to use the rudder for steering inputs and to keep your toes off the brakes unless you need braking for brief steering assistance.
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Bonus
feature!
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Cirrus Monthly Proficiency Program
December – Ground Control
Tips for Taxiing (continued)
To stop the airplane,
Close the throttle completely.
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Apply equal, firm pressure to the brakes.
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The plane will come to a stop, pointing straight ahead. Don’t try to stop the plane while still under power—if you do, you’re just asking the brakes to play tug-of-war with the engine and propeller!
Click here for
this month’s
Fly-Bys and additional professional tips for
safe taxiing and ground handling.
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NOTE: Should you need to remain in place for a significant period of time, consider applying the parking brake to reduce leg fatigue and pilot workload. Don’t forget to release the parking brake when you’re ready to move again. |
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Cirrus Monthly Proficiency Program
December – Ground Control
Takeoff: When to Roll and When to Brake
As you cross the hold-short line and enter
the runway, use proper braking technique: apply brake
pressure only when you have fully deflected the rudder.
Once you’ve aligned with the centerline, allow the airplane to roll forward a few feet, centering the nose wheel and improving directional control. Now, smoothly add power and drop your heels to the floorboards.
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Keep your toes on the rudder pedals and use only rudder to maintain directional control. As soon as you increase power, the airflow over the rudder surface will also increase, making for more effective steering. |
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During the takeoff roll, use brakes only in an emergency. Applying brakes during the takeoff roll can hurt takeoff performance by extending the takeoff distance, overheating the brakes and making directional control difficult. | |
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Cirrus Monthly Proficiency Program
December – Ground Control
Safe Braking During Aborted Takeoff
If you encounter an emergency situation
during takeoff and need to abort, you must make the decision
quickly and your commitment
to staying on the ground must be absolute. You will be moving
very fast and you will need every possible inch of runway to
safely stop the airplane.
Immediately reduce the power to idle, lower the nose to the runway and apply very firm, equal brake pressure.
As the airplane slows, you can apply full aft elevator to help prevent nosedive and to contribute to aerodynamic braking. Maintain directional control with appropriate applications of rudder and brake and do not lock the wheels. Once you have safely stopped the airplane, exit the runway at a controlled, safe taxi speed.
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Cirrus Monthly Proficiency Program
December – Ground Control
Landing: Braking Technique for Touchdown
Having successfully taxied and taken off, braking upon your return
to ground should be simple. After touchdown, gently lower the
nose wheel to the pavement and then apply even braking as needed
for the available stopping distance.
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Rather than applying heavy braking to reach a runway exit on a near taxiway, consider a longer roll. With good landing planning and technique, it is often possible to use minimal braking during the landing maneuver. This will reduce wear—and maintenance—on your brake system. |
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On a short-field landing, you may need to use maximum braking to stop the airplane. Once on the ground, lower the nose wheel, retract the flaps, hold the control yoke full back, and apply maximum brake pressure without skidding the tires.
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One of the greatest determining factors in landing-roll distance is approach speed. An additional 5 to 10 knots in airspeed can greatly increase the demands on the braking system, and the stopping distance required. | |
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Page 13 | |
Cirrus Monthly Proficiency Program
December – Ground Control
If Brakes Fail
When you begin to taxi, always test the brakes to confirm that
they are functioning properly. If brakes have failed, follow
the appropriate emergency checklist.
- Think: You may need to shut the engine off to stop the airplane.
- Decide: If only one brake fails, brake application will cause the plane to turn in the direction of the functioning brake. Use the rudder to maintain control, and pump the failed brake. Use the functioning brake as necessary to stop the airplane.
- Don’t panic! If you are in the air and recognize that one or both brakes have failed, follow the Landing with Failed Brakes emergency checklist.
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Cirrus Monthly Proficiency Program
December – Ground Control
Manual Ground Handling
You will find many occasions
to move your airplane by hand. A few simple procedures will make
handling your Cirrus much easier and safer.
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First, always use a tow bar, especially when pushing the airplane backwards. The design of the castering nose gear makes it tend to point away from the direction of travel. Thus, when you’re pushing the airplane backwards, the nose gear may turn around. Be careful in this situation so that the gear does not hit the limit stops and damage the nose wheel. |
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Second, never push or pull the plane by the metal control surfaces. Pushing on the ailerons, flaps, elevator, or rudder could bend or damage the control surface structures. Cirrus also does not recommend that you push or pull on the propeller. Initiate movement with the tow bar or by pushing on the wing roots. |
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Cirrus Monthly Proficiency Program
December – Ground Control
Manual Ground Handling (continued)
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Finally, always consider your personal safety. Make sure you have solid footing and are in good physical condition, and never place yourself in a hazardous situation. Specifically, always maintain control of the airplane, know your physical limits and be aware of your surroundings. |
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NOTE: Whenever your Cirrus airplane is parked, it should be pointed into the wind, if possible, and have:
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Cirrus Monthly Proficiency Program
December – Ground Control
Ground Handling Workload Management
Workload management applies to ground operations, too. Remember
that when the plane is moving, you should be concentrating
on taxi procedures. The only exceptions are monitoring your
progress on an airport diagram and listening to the radios.
You should complete all other tasks—checklists, instrument checks, navigation calculations, passenger briefings, etc.—while the plane is sitting still. The most common cause of ground accidents and incidents is distraction in the cockpit.
Refer to your taxi diagram and determine routing to your ground destination before beginning to taxi. If you’re not familiar with the airport, ask ground control for progressive taxi instructions. If you don’t know where you’re going or where you are, stop the plane and get assistance!
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To obtain a taxi diagram for virtually any airport, click here: http://www.aopa.org/asf/publications/taxi/ |
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Cirrus Monthly Proficiency Program
December – Ground Control
Ground Handling Workload Management (continued)
| To help you maintain situational awareness, use the Avidyne MFD and its moving map features. By zooming in to the 1nm range, you will be able to see the runway layout and the direction in which your airplane is pointing. |
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If you have CMax charts installed in your airplane, you will be able to monitor a Jeppesen airport diagram with a geo-located airplane symbol. This is the ultimate in airport operations and lets you see exactly where you are, where you’re going and, over the airport, exactly where you are. |
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Click here for this month’s Fly Bys and additional professional tips for safe taxiing and ground handling. |
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Cirrus Monthly Proficiency Program
December – Ground Control
To try your hand at runway taxiing, click on the interactive exercise blow
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Cirrus Monthly Proficiency Program
December – Ground Control
Objective:
This month’s flight segment is,
ironically, to be completed on the ground! The Flight Segment
reinforces proper ground
handling and provides you and your instructor an opportunity
to review normal ground procedures. Make sure you operate in
accordance with the POH and that you obey all ATC ground instructions.
If you plan to practice aborted takeoffs, brake failures or
other activities that could disrupt ground operations, let
ATC know ahead of time.
Complete the following ground handling exercises by incorporating them into other flight activities. Ideally, you will complete these exercises with a CSIP instructor on board to help critique and assess your performance. Always maintain situational awareness and never compromise the safety of yourself or others.
Flight activity items to complete:
- Preflight procedures and maintenance review
- Normal taxi procedures
- Ground operations workload management
- Use of Cirrus systems during taxiing
- Brake failure during taxiing (single or dual failure)
- Brake technique during takeoff
- Aborted takeoff
- Landing with failed brakes (single or dual failure)
- Proper manual ground handling
- Proper tie-down procedures
For
a Printable PDF version of this information, CLICK HERE.
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Cirrus Monthly Proficiency Program
December – Ground Control
You will successfully complete the December Cirrus Monthly Pilot Proficiency Program when you have gained a thorough understanding of ground operating procedures, including preflight, normal taxi operations, situational awareness, workload management, brake use, brake failures, manual ground handling and airplane securing procedures.
Thanks for visiting Cirrus Pilot’s World and taking the December Monthly Proficiency Program. We hope you enjoyed the experience and that it has helped to increase your awareness, skill and proficiency in safely flying your Cirrus SRV, SR20 or SR22. Please take a moment to give us your feedback about this month’s course. Your suggestions will help us provide you with courses to improve your all-around flying safety and enjoyment Write to us at: pilotsworld@cirrusdesign.com. See you next month!
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