Cirrus Design Section 9

SR22 / SR22T Supplements

Pilot’s Operating Handbook and

FAA Approved Airplane Flight Manual
Supplement
for the

GFC 700 Automatic Flight Control System

(Aircraft serials w/ Perspective+ avionics only)
When the GFC 700 Automatic Flight Control System is installed on the
aircraft, this POH Supplement is applicable and must be inserted in
the Supplements Section of the basic Pilot’s Operating Handbook.
This document must be carried in the airplane at all times. Information
in this supplement adds to, supersedes, or deletes information in the
basic Pilot’s Operating Handbook.

FAA Approved __________________________ Date 27 OCT 2020

_________
Manager, Southwest Flight Test Section, AIR-713
Federal Aviation Administration
Ft. Worth, TX
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Section 1 - General
The aircraft is equipped with a Garmin GFC 700 Automatic Flight
Control System (AFCS) which is fully integrated within the Cirrus
Perspective+ Integrated Avionics System architecture. Refer to
Section 7 - System Description and the Cirrus Perspective+ Pilot’s
Guide for additional description of the AFCS and operating
procedures.
The aircraft has Autopilot Underspeed Protection (USP), Hypoxia
Detection and Automatic Descent, Electronic Stability and Protection
(ESP), and Discrete-Triggered Low Speed ESP installed.

Section 2 - Limitations
1. The appropriate revision of the Cirrus Perspective+ Cockpit
Reference Guide (p/n 190-02184-XX, where X can be any digit
from 0 to 9) must be immediately available to the pilot during flight.
The system software version stated in the reference guide must be
appropriate for the system software version displayed on the
equipment.
2. Minimum Autopilot Speed ..................................................80 KIAS
3. Maximum Autopilot Speed ...............................................185 KIAS
4. Autopilot Minimum-Use-Height:
a. Takeoff and Climb ................................................ 400 feet AGL
b. Enroute and Descent......................................... 1000 feet AGL
c. Approach (GP or GS Mode) ............ Higher of 200 feet AGL or
Approach MDA, DA, DH.
d. Approach (FLC, VS, PIT or ALT Mode)...Higher of 400 feet
AGL or Approach MDA.
5. The Autopilot may not be engaged beyond the Engagement
Limits. If the Autopilot is engaged beyond the command limits (up
to engagement limits), it will be rolled or pitched to within the
command limits and an altitude loss of 1000 feet or more can be
expected while attitude is established in the selected mode.
Axis Autopilot Engagement Limit
Pitch ±30°

Roll ±75°

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6. The Autopilot and Flight Director will not command pitch or roll
beyond the Command Limits.
Axis Autopilot Command Limit
FD Pitch Command Limits +20°, -15°

FD Roll Command Limits ±25°

7. Use of VNAV is not supported during an approach with a teardrop

course reversal. VNAV will be disabled at the beginning of the
teardrop.
8. If Stall Warning is inoperative, Autopilot Underspeed Protection
will not be provided in Altitude Critical Modes (ALT, GS, GP, TO
and GA), and Low Speed ESP will not be available.

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Section 3 - Emergency Procedures

Autopilot Malfunction
Refer to Electric Trim/Autopilot Failure abnormal procedure in the
basic POH. Do not reengage the Autopilot until the malfunction has
been identified and corrected. The Autopilot may be disconnected by:
1. Pressing the A/P DISC on the control yoke, or
2. Pulling the AP SERVOS circuit breaker on MAIN BUS 1.
Altitude lost during a roll or pitch axis Autopilot malfunction and
recovery:
Flight Phase Bank Angle Altitude Loss
Climb 45° 300 ft

Cruise 45° 300 ft

Maneuvering 45° 300 ft

Descent 45° 300 ft

Approach 45° 70 ft

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Section 3A - Abnormal Procedures

Altitude Miscompare
ALT MISCOMP Caution

ALT MISCOMP

For dual ADC installations, altitude difference is greater than 200 feet
between ADC1 and ADC2.
1. Altitude .................... CROSS-CHECK ADC1 AGAINST STANDBY
ALTIMETER
2. ADC2 ................................................................................ SELECT
a. Press SENSOR softkey on PFD, followed by ADC2 softkey
b. Expect USING ADC2 message on PFD
3. Altitude .................... CROSS-CHECK ADC2 AGAINST STANDBY
ALTIMETER
4. ADC .................................................... SELECT MORE RELIABLE
a. Press SENSOR softkey, then select the ADC that provided the
most reliable altitude indication

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Airspeed Miscompare
IAS MISCOMP Caution

IAS MISCOMP

For dual ADC installations, airspeed difference is greater than 7 knots

between ADC1 and ADC2.
1. Airspeed .................. CROSS-CHECK ADC1 AGAINST STANDBY
AIRSPEED INDICATOR
2. ADC2 ................................................................................ SELECT
a. Press SENSOR softkey on PFD, followed by ADC2 softkey
b. Expect USING ADC2 message on PFD
3. Airspeed .................. CROSS-CHECK ADC2 AGAINST STANDBY
AIRSPEED INDICATOR
4. ADC .................................................... SELECT MORE RELIABLE
a. Press SENSOR softkey, then select the ADC that provided the
most reliable airspeed indication
Heading Miscompare
HDG MISCOMP Caution

HDG MISCOMP

For dual AHRS installations, heading difference is greater than 6°

between AHRS 1 and AHRS 2.
1. Heading...............CROSS-CHECK AHRS1 AGAINST MAGNETIC
COMPASS
2. AHRS2 .............................................................................. SELECT
a. Press SENSOR softkey on PFD, followed by AHRS2 softkey
b. Expect USING AHRS2 message on PFD
3. Altitude ................CROSS-CHECK AHRS2 AGAINST MAGNETIC
COMPASS
4. AHRS .................................................. SELECT MORE RELIABLE
a. Press SENSOR softkey, then select the AHRS that provided
the most reliable heading indication
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Pitch Miscompare
PIT MISCOMP Caution

PIT MISCOMP

For dual AHRS installations, pitch difference is greater than 5°

between AHRS 1 and AHRS 2. Flight Director, Autopilot, and ESP will
not be available when pitch miscompare exists.
1. Pitch ..................... .CROSS-CHECK AHRS1 AGAINST STANDBY
ATTITUDE INDICATOR
2. AHRS2 .............................................................................. SELECT
a. Press SENSOR softkey on PFD, followed by AHRS2 softkey
b. Expect USING AHRS2 message on PFD
3. Pitch ........ CROSS-CHECK AHRS2 AGAINST STDBY ATTITUDE
INDICATOR
4. AHRS .................................................. SELECT MORE RELIABLE
a. Press SENSOR softkey, then select the AHRS that provided
the most reliable pitch indication
5. UNRELIABLE ADAHRS CIRCUIT BREAKER ....................... PULL
Pulling circuit breaker for unreliable AHRS will clear miscompare
condition, but will result in 'NO PIT/ROLL/HDG COMPARE'
advisory since backup source is not available for comparison.
Flight Director, Autopilot and ESP will become available when
unreliable ADAHRS CB is pulled.

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Roll Miscompare
ROLL MISCOMP Caution

ROLL MISCOMP

For dual AHRS installations, roll (bank) difference is greater than 6°

between AHRS 1 and AHRS 2.
1. Roll ..... CROSS-CHECK AHRS1 AGAINST STANDBY ATTITUDE
INDICATOR
2. AHRS2 .............................................................................. SELECT
a. Press SENSOR softkey on PFD, followed by AHRS2 softkey
b. Expect USING AHRS2 message on PFD
3. Roll ........................CROSS-CHECK AHRS2 AGAINST STANDBY
ATTITUDE INDICATOR
4. AHRS .................................................. SELECT MORE RELIABLE
a. Press SENSOR softkey, then select the AHRS that provided
the most reliable roll indication
5. UNRELIABLE ADAHRS CIRCUIT BREAKER ....................... PULL
Pulling circuit breaker for unreliable AHRS will clear miscompare
condition, but will result in 'NO PIT/ROLL/HDG COMPARE'
advisory since backup source is not available for comparison.
Flight Director, Autopilot and ESP will become available when
unreliable ADAHRS CB is pulled.
Autopilot Miscompare
AP MISCOMP Caution

AP MISCOMP

Autopilot miscompare, Autopilot is not available.

1. Continue flight without Autopilot or isolate and remove the
unreliable sensor to clear the MISCOMP as described for ROLL or
PIT MISCOMP checklists to restore the autopilot.

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Autopilot and PFD Using Different AHRSs

AP/PFD AHRS Caution

AP/PFD AHRS

The Autopilot and PFD are using different Attitude and Heading
Reference Systems.
1. Continue flight without Autopilot. Monitor Standby Instruments.
Pilot may manually select other AHRS if installed.
No Autopilot ADC Modes Available
NO ADC MODES Caution

NO ADC MODES

Autopilot air data modes are not available.

1. Autopilot may only be engaged in pitch (PIT) mode.
No Autopilot Vertical Modes Available
NO VERT MODES Caution

NO VERT MODES

Autopilot vertical modes are not available.

1. Autopilot may only be engaged in lateral mode.
Altitude Selection Deviation
ALTITUDE SEL Advisory

ALTITUDE SEL

The pilot has programmed the Autopilot to climb or descend away from
the selected altitude. Typically done unintentionally.
1. Altitude Selection ................................ CORRECT, AS REQUIRED

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Course Selection Track Error

COURSE SEL Advisory

COURSE SEL

The pilot has selected an Autopilot mode (ROL) and engaged a NAV
mode (VLOC or GPS) and the current aircraft track will not intercept
the selected course. Typically done unintentionally.
1. Course Heading ..................................CORRECT, AS REQUIRED
Autopilot Hypoxia Detection System (Optional)
ARE YOU ALERT? Advisory

ARE YOU ALERT?

No pilot activity has been detected over a prescribed interval of time,

interval decreases as altitude increases.
1. Actuate any Integrated Avionics System softkey or knob to reset
system.
HYPOXIA ALERT Caution

HYPOXIA ALERT

No pilot response to the ARE YOU ALERT? annunciation detected

after one minute.
1. Actuate any Integrated Avionics System softkey or knob to reset
system.

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AUTO DESCENT Warning

AUTO DESCENT

No pilot response to the HYPOXIA ALERT annunciation detected after

one minute. Warning remains until pilot responds. Automatic descent
begins after one minute of unanswered Warning. Once it begins,
automatic descent will commence to 14,000 feet for 4 minutes, then to
12,500 feet thereafter. Once descent begins, only a decouple of the
Autopilot will interrupt this process.
1. If within 60 seconds of AUTO DESCENT Warning (prior to
descent):
a. Actuate Integrated Avionics System softkey or knob to reset.
2. If greater than 60 seconds of AUTO DESCENT Warning:
a. Autopilot............................................................ DISCONNECT
b. Situation .....................................................................ASSESS

• WARNING •
Pilot should carefully asses aircraft state, altitude, location,
and physiological fitness to maintain continued safe flight.
c. ATC.............................................COMMUNICATE SITUATION
d. ALT Bug................................................. RESET TO DESIRED
e. Autopilot.....................................................................ENGAGE
If hypoxia suspect:
f. Oxygen Masks or Cannulas ............................................. DON
g. Oxygen System ...................................................................ON
h. Oxygen Flow Rate ...................................................MAXIMUM
i. Blood Oxygen Saturation Level ................................... CHECK

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Underspeed Protection Recovery

UNDERSPEED PROTECT ACTIVE Warning

UNDERSPEED PROTECT ACTIVE

Autopilot engaged and airspeed has fallen below minimum threshold.

Recovery may be initiated in one of three ways:
1. Power Lever ................................................................. INCREASE
as required to correct underspeed condition.
or
1. Autopilot AP DISC Switch ................................................. SELECT
and manually fly aircraft.
or
1. Autopilot ............................................................ CHANGE MODES
to one in which the AFCS can maintain.

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Section 4 - Normal Procedures

• Note •
Normal operating procedures for the GFC 700 Automatic
Flight Control System are described in the Cirrus
Perspective+ Pilot’s Guide.
PreFlight Inspection
1. A self test is performed upon power application to the AFCS. A
boxed AFCS annunciator will appear on the PFD in white text on a
red background, followed by a boxed PFT in black text on a white
background.
Before Taxiing
1. Manual Electric Trim .............................................................. TEST
Press the AP DISC button down and hold while commanding trim.
Trim should not operate either nose up or nose down.
2. Autopilot ......................................ENGAGE (PRESS AP BUTTON)
3. Autopilot Override ..................................................................TEST
Move flight controls fore, aft, left and right to verify that the
Autopilot can be overpowered.
4. Autopilot ................................DISENGAGE (PRESS AP BUTTON)
5. Trim ................................................................ SET FOR TAKEOFF
Enabling/Disabling ESP
1. Turn the large FMS Knob to select the AUX page group.
2. Turn the small FMS Knob to select the System Setup Page.
3. Press the SETUP 2 Softkey.
4. Press the FMS Knob momentarily to activate the flashing cursor.
5. Turn the large FMS Knob to highlight the ‘Status’ field in the
Stability & Protection Box.
6. Turn the small FMS Knob to select ‘ENABLED’ or ‘DISABLED’.
7. Press the FMS Knob momentarily to remove the flashing cursor.

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Temporary Interrupt of ESP

Although ESP is only provided when AFCS Autopilot is disengaged,
the AFCS and its servos are the source of ESP guidance. When the
AP Disconnect button is pressed and held, the servos will provide no
ESP control force feedback. Upon release of the AP Disconnect
button, ESP will be restored.
1. AP Disconnect ............... PRESS AND HOLD UNTIL MANEUVER
COMPLETE.
Automatic Yaw Damper (optional)
The automatic yaw damper function is engaged when the aircraft
ascends above 200 feet AGL, and is disengaged when the aircraft
descends below 200 feet AGL.
If GPS AGL is invalid, the yaw damper is engaged when Flaps are set
UP (0%) and airspeed is greater than 100 KIAS.
Enabling/Disabling Yaw Damper Function
1. Turn the large FMS Knob to select the AUX page group.
2. Turn the small FMS Knob to select the System Setup Page.
3. Press the SETUP 2 Softkey.
4. Press the FMS Knob momentarily to activate the flashing cursor.
5. Turn the large FMS Knob to highlight the ‘Status’ field in the
Stability & Protection Box.
6. Turn the small FMS Knob to select ‘ENABLED’ or ‘DISABLED’.
7. Press the FMS Knob momentarily to remove the flashing cursor.
Temporary Interrupt of Yaw Damper Function
When the AP Disconnect button is pressed and held, the yaw damper
function will be interrupted. Upon release of the AP Disconnect button,
the yaw damper function will be restored.
1. AP Disconnect ............... PRESS AND HOLD UNTIL MANEUVER
COMPLETE.

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Section 5 - Performance
• WARNING •
The Autopilot may not be able to maintain all selectable
vertical speeds. Selecting a vertical speed that exceeds the
aircraft’s available performance may cause the aircraft to stall.

Section 6 - Weight & Balance

Refer to Section 6 - Weight and Balance of the basic POH.

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Section 7 - System Description

This airplane is equipped with a GFC 700 - a two axis (three axis
optional), fully digital, dual channel, fail passive Automatic Flight
Control System (AFCS). The system consists of the GMC 707 AFCS
Mode Controller, Flight Management System Keyboard, Roll Servo,
Pitch Servo, Yaw Servo (optional), Integrated Avionics Units, Pitch
Trim Adapter, Autopilot Disconnect Switch, Takeoff / Go Around
Button, Electric Pitch-Trim and Roll-Trim Hat Switch. The GFC 700
AFCS with automatic Yaw Damper (optional) can be divided into three
primary operating functions:
Flight Director - The Flight Director provides pitch and roll commands
to the AFCS system and displays them on the PFD. With the Flight
Director activated, the pilot can hand-fly the aircraft to follow the path
shown by the command bars. Flight Director operation takes place
within the #1 Integrated Avionics Unit and provides:
• Mode annunciation
• Vertical reference control
• Pitch and roll command calculation
• Pitch and roll command display
Autopilot - The Autopilot controls the aircraft pitch, roll, and if installed,
yaw attitudes, while following commands received from the Flight
Director. Autopilot operation occurs within the trim servos and
provides:
• Autopilot engagement and annunciation
• Autopilot command and control
• Auto-trim operation
• Manual electric trim
• Two axis airplane control (pitch and roll), including approaches
• Level (LVL) mode engagement command of zero roll and zero
vertical speed.
Automatic Yaw Damper (optional) - Automatic Yaw Damper operation
is provided by the yaw servo and supplies:
• Yaw Damper engagement and annunciation
• Yaw axis airplane control

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PFD MFD

GFC 707 AFCS

MODE CONTROLLER

INTEGRATED
GO-AROUND
INTEGRATED AVIONICS UNIT 2
SWITCH
AVIONICS UNIT 1

A/P DISC

PITCH TRIM
ADAPTER
4-WAY
TRIM

PITCH TRIM
CARTRIDGE

ROLL SERVO PITCH SERVO YAW SERVO

(optional)

SR22_FM09_5400

Figure -1
GFC 700 Automatic Flight Control System Schematic
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GMC 707 AFCS Mode Controller

The GMC 707 AFCS Mode Controller, located in the upper section of
the center console, provides primary control of Autopilot modes. A
pitch wheel is included for adjustment of pitch mode reference. 28
VDC for GMC 707 AFCS Mode Controller operation is supplied
through 5-amp KEYPADS / AP CTRL circuit breaker on MAIN BUS 1.
All Autopilot mode selection is performed by using the mode select
buttons and pitch wheel on the controller. Available functions are as
follows:
HDG - Heading Button
The HDG hold button selects/deselects the Heading Select mode.
Heading Select commands the Flight Director to follow the heading
bug (selected with the HDG knob).
HDG - Heading Knob
The HDG knob controls the selected heading bug on the HSI portion
of the PFD. It provides the reference for heading select mode. Pushing
the HDG knob synchronizes the selected heading to the current
heading.
APR - Approach Button
The APR button selects the Approach mode. This provides higher
gains for VOR approach tracking and enables glideslope coupling for
ILS approaches and GPS coupling for LPV (Localizer Performance
with Vertical Guidance) and LNAV +V approaches.
NAV - Navigation Button
The NAV button selects/deselects the Navigation mode. This provides
lower gains for VOR enroute tracking and disables glideslope coupling
for localizer or back course approaches and glideslope coupling for
GPS approaches. This button is also used to couple to the GPS.
AP - Autopilot Button
The AP button engages/disengages the Autopilot.
FD - Flight Director Button
The FD button toggles the Flight Director activation. It turns on the
Flight Director in the default pitch and roll modes if no modes were
previously selected. Pressing the FD button with command bars in
view, will deactivate the Flight Director and remove the command bars
unless the Autopilot is engaged. If the Autopilot is engaged, the FD
button is deactivated.
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LVL - Level Button

The LVL button engages the Autopilot (within the Autopilot
Engagement Limits if not already engaged) and commands roll to zero
bank angle and pitch to zero vertical speed. The LVL button will not
engage, or will disengage, if the Stall Warning System is activated.
UP/DN - Pitch Wheel
The Pitch UP/DN Wheel on the controller is used to change the Flight
Director pitch mode reference value. Each click of the wheel results in
a step increase or decrease in the Flight Director pitch mode by the
amount shown in the table below. The Pitch Wheel controls the
reference for Pitch Hold (PIT), Vertical speed (VS), and Flight Level
Change (FLC) FD modes. The reference value is displayed next to the
active mode annunciation on the PFD. Go-Around and Glidescope
modes are not controlled by the nose Pitch Wheel, however, use of the
Pitch Wheel during Go-Around mode will cause reversion to Pitch Hold
mode. The Pitch Wheel controls altitude reference when in altitude
hold mode.
Flight Director Mode Step Value
Default Pitch Hold (PIT) 0.50 Degree
Vertical speed (VS) 100 Feet per Minute
Flight Level Change 1 Knot
Altitude Hold (ALT) 10 Feet

FLC - Flight Level Change Button

The FLC button selects/deselects the Flight Level Change mode.
VNV - VNAV Button
The VNV button selects/deselects the Vertical Navigation mode.
VS - Vertical Speed Button
The VS button selects/deselects the Vertical Speed mode.
ALT - Altitude Button
The ALT hold button selects/deselects the Altitude Hold mode.
ALT SEL - Altitude Select Knob
The ALT knob controls the Selected Altitude, which is used as the
reference for the altitude alerter and the altitude capture function.
Pushing the ALT SEL knob synchronizes the selected altitude to the
displayed altitude to the nearest 10 ft.
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Flight Management System Keyboard

The Flight Management System Keyboard, found in the center console
below the AFCS mode controller, is the primary means for data entry
for the MFD and is used to control NAV/COM Radios, transponder,
and flight management system entry. Course select is also provided.
28 VDC for Flight Management System Keyboard operation is
supplied through the 5-amp KEYPADS / AP CTRL circuit breaker on
MAIN BUS 1.
AFCS related functions are as follows:
CRS - Course Button
The CRS button selects/deselects the Course Select mode.
COM / NAV / CRS / XPDR Knob
The COM / NAV / CRS / XPDR knob controls the function selected by
the COM, NAV, CRS, and XPDR buttons.

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Flight Management System Keyboard

HDG GMC 707 Mode Controller ALT SEL

APR DN FLC

AP LVL

VNV
PUSH SYNC PUSH SYNC

FD
UP
HDG NAV VS ALT

1 6 7 12 10 3
4 5 9 8 11 14 13 2
Legend
1. Heading Selection 8. Wings Level
2. Course Selection 9. Flight Director
3. Altitude Selection 10. Flight Level Change
4. Heading Select Mode 11. Pitch Wheel
5. Navigation Mode 12. Vertical Navigation Mode
6. Approach Mode 13. Altitude Hold
7. Autopilot 14. Vertical Speed Mode

SR22_FM09_5401

Figure -2
FMS Keyboard and GMC 707 AFCS Mode Controller
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Roll, Pitch and Optional Yaw Servo

The Roll Servo, located below the passenger seat, the Pitch Servo,
located below the baggage compartment, and the optional Yaw Servo,
located in the empennage avionics bay, position the aircraft flight
controls in response to commands from Autopilot calculations
generated by the Integrated Avionics Units.
28 VDC for Roll and Pitch Servo operation is supplied through the 5-
amp AP SERVOS circuit breaker on MAIN BUS 1.
28 VDC for Yaw Servo operation is supplied through the 3-amp AP
YAW SERVO circuit breaker on MAIN BUS 3.
Integrated Avionics Units
The Integrated Avionics Units located behind the MFD and instrument
panel, function as the main communication hubs to the Avionics
System and GFC 700, linking the systems to the PFD and MFD
displays. Each Integrated Avionics Unit receives air and attitude data
parameters from the Air Data Computer and Attitude and Heading
Reference System. Each Integrated Avionics Unit contains a GPS
WAAS receiver, VHF COM/NAV/GS receivers, and system integration
microprocessors. The AFCS function within the Integrated Avionics
Units control the active and armed modes for the Flight Director, as
well as Autopilot engagement. The Flight Director commands for the
active modes are calculated and sent to the PFD for display and mode
annunciation. The sensor data and Flight Director commands are also
sent to the servos over a common serial data bus.
28 VDC for Integrated Avionics Unit 1 operation is supplied through
the 7.5-amp COM 1 and 5-amp GPS NAV GIA 1 circuit breakers on
Essential BUS 1. 28 VDC for Integrated Avionics Unit 2 operation is
supplied through the 7.5-amp COM 2 and 5-amp GPS NAV GIA 2
circuit breakers on MAIN BUS 2.
Autopilot Disconnect Switch
The yoke-mounted Autopilot Disconnect (AP DISC) switch disengages
the Autopilot and may also be used to mute the aural alert associated
with an Autopilot Disconnect.
The Autopilot Disconnect Switch will also temporarily suspend the
servos from providing ESP correction forces, thus having an “interrupt”
function. This may be useful to alleviate control forces if intentional

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maneuvers are necessary beyond ESP's engagement threshold (i.e.,

isolated training maneuvers).
Serials w/ Yaw Damper: When the AP Disconnect button is pressed
and held, the yaw damper function will be interrupted.
Takeoff / Go Around Button
The remote TO/GA switch, located on the left side of the power lever,
selects the Takeoff or Go Around mode on the Flight Director. When
the aircraft is on the ground, pressing the TO/GA switch engages the
Flight Director command bars in Takeoff (TO) mode.
Serials w/ system software load 2647.N1 or later:
With TO Mode active, HDG / NAV, and/or FLC mode(s) can be armed
while on the ground. The armed modes become active at 400 feet AGL.
When the aircraft is in the air, pressing the TO/GA switch engages the
Flight Director command bars in Go Around (GA) mode and cancels
all armed modes except ALT ARM (ALTS).
• Note •
Selection of TO/GA switch will not change autopilot engagement
(i.e., if initially engaged, autopilot will remain engaged; if initially
not engaged, autopilot will remain not engaged).
After TO/GA engagement, other roll modes may be selected and
Autopilot engagement is allowed. However, an attempt to modify the
pitch attitude with the Pitch Wheel will result in a reversion to PIT mode.
Additionally, if in Approach mode, pressing the TO/GA switch resumes
automatic sequencing of waypoints by deactivating the “SUSP” mode.
If power is insufficient to maintain go-around attitude, the Autopilot will
enter Underspeed Protection Mode.
Pitch Trim Adapter
The Pitch Trim Adapter, located below the passenger seat, takes input
from the trim switches, Integrated Avionics Units, and the pitch servos
to allow the GFC 700 to drive the pitch trim cartridge.
28 VDC for Pitch Trim Adapter operation is supplied through the 2-amp
PITCH TRIM circuit breaker on Essential BUS 2.
Electric Pitch/Roll-Trim Hat Switch
The yoke mounted Electric Pitch Trim and Roll Trim Hat Switch allows
the pilot to manually adjust aircraft trim when the Autopilot is not engaged.
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Electronic Stability and Protection (ESP)

Electronic Stability and Protection (ESP) assists the pilot in
maintaining the airplane in a safe flight condition. Through the use of
the GFC 700 AFCS sensors, processors, and servos, ESP provides
control force feedback, i.e. a “soft barrier”, to maintain the aircraft
within the pitch, roll, and airspeed flight envelope by automatically
engaging one or more servos when the aircraft is near the defined
operating limit.
This feature is only active when in flight and the GFC 700 Autopilot is
off. The ESP engagement envelope is the same as the Autopilot
engagement envelope and is not provided beyond the Autopilot
engagement limits.
The pilot can interrupt ESP by pressing and holding the Autopilot
Disconnect (AP DISC) button. If frequent maneuvers are necessary
beyond the engagement threshold, such as commercial pilot training,
the system can be disabled from AUX/SETUP 2 page. Disabling will
cause the ESP OFF advisory to annunciate. The system can be re-
enabled from the same page, or is automatically re-enabled at the next
system power-up.
Pitch and Roll Modes
When the aircraft reaches the pitch and/or roll engagement limit, the
system commands the servos to apply a supplemental stick force back
toward the nominal attitude range. If the aircraft continues to pitch and/
or roll away from the nominal attitude range, stick forces will increase
with increasing attitude deviation until the maximum Autopilot
engagement limits are reached - at which point ESP will disengage.
ESP attempts to return the aircraft to the nominal attitude range not to
a specific attitude. As the attitude returns to the nominal range, the
stick forces and attitude rate change are reduced until the aircraft
reaches the disengagement threshold and ESP becomes inactive. The
disengagement threshold is sized so that the transition from ESP
being active to being inactive is transparent to the pilot.
Roll protection engagement limits are annunciated on the PFD as
double ticks at 45° roll attitude. If the aircraft exceeds 45° roll attitude
ESP becomes engaged and these indicators migrate to 30° roll
attitude denoting the disengagement threshold - the point at which
stick forces will be removed. No PFD annunciation is provided during
pitch ESP engagement.

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Roll Protection Limits

Wings Level Supplemental Stick Force

Always Protected

Only Protected after cross-

SR22_FM09_3399
ing turn-on threshold

0° 15° 30° 45° 60° 75° 90°

Bank Angle
Engagement Limit ......................................................................45°
Maximum Stick Force attained at...............................................50°
Disengagement Threshold (Zero Stick Force) ...........................30°

High Pitch Protection Limits

Nose Down Supplemental Stick Force

Always Protected

Only Protected after cross-

ing turn-on threshold SR22_FM09_3403

0° 5° 10° 15° 20° 25°

Nose Up Pitch Angle
Engagement Limit .................................................................+17.5°
Maximum Stick Force attained at..........................................+22.5°
Disengagement Threshold (Zero Stick Force) ......................+12.5°

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Low Pitch Protection Limits

Nose Up Supplemental Stick Force Always Protected

Only Protected after cross-

ing turn-on threshold

SR22_FM09_3426
-0° -5° -10° -15° -20° -25°
Nose Down Pitch Angle
Engagement Limit ................................................................. -15.5°
Maximum Stick Force attained at .......................................... -20.5°
Disengagement Threshold (Zero Stick Force) ...................... -10.5°
High Airspeed Mode
To protect against an overspeed condition, the High Airspeed Mode
uses engagement limits, thresholds, and stick forces similar to those
used for the pitch and roll modes, but is instead triggered by airspeed
and controlled by pitch attitude. When the aircraft reaches the ESP
engagement limit, the system commands the pitch servo to apply a
supplemental stick force back toward the nominal airspeed range.
• Note •
For turbocharged engine equipped aircraft, Vne reduces above
17,500 ft PA to follow a Mach limit of 0.42.
At high altitudes Mach number determines the threshold.

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High Airspeed Protection Limits - Below 17,500 ft PA

Always Protected

Nose Up Supplemental Stick Force

Only Protected after cross-
ing turn-on threshold

SR22_FM09_3405
180 185 190 195 200 205 210
Indicated Airspeed (KIAS)
Engagement Limit ............................................................200 KIAS
Maximum Stick Force attained at..................................... 205 KIAS
Disengagement Threshold (Zero Stick Force) ................. 190 KIAS

High Airspeed Protection Limits - Above 17,500 ft PA

Nose Up Supplemental Stick Force

Always Protected

Only Protected after cross-

SR22_FM09_3428

ing turn-on threshold

0.395 0.4 0.405 0.41 0.415 0.42 0.425 0.43 0.435

Mach Number
Engagement Limit ........................................................ Mach 0.419
Maximum Stick Force attained at................................. Mach 0.430
Disengagement Threshold (Zero Stick Force) ............. Mach 0.399

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Discrete-Triggered Low Speed Mode

To protect against an impending stall, the Discrete-Triggered Low
Speed Mode uses stick forces, similar to those used for the pitch and
roll modes, to control the pitch attitude. These stick forces are
triggered by the stall warning system. Upon stall warning system
activation, the system commands the pitch servo to apply a nose-
down supplemental force. The maximum stick force is attained
approximately 1.5 seconds after the stall warning signal is activated,
and is maintained as long as the stall warning system is active. If the
stall warning system becomes inactive, the supplemental force is
smoothly removed over approximately 2 seconds.
Low Speed Protection
ESP Force
Stall Warning
Nose Down Force Supplement

SR22_FM09_3659

0 2 4 6 8 10
Time (sec)
Engagement Limit ...................................................... Stall warning
Maximum Stick Force attained at ... 1.5 seconds after stall warning
Disengagement Threshold ...................... Stall warning deactivated
Zero Stick Force ............. 2 seconds after stall warning deactivated
Auto Level Mode
Serials w/ system software load 2647.M0 or later:
If ESP has been active (in any mode) for 50% of the last 40 seconds,
the GFC 700 will automatically engage the autopilot in LVL mode. A
single aural "Engaging Autopilot" will sound to alert the pilot,
accompanied by the normal AFCS mode visual indicators on the PFD.
This feature is only active when ESP is enabled.

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Underspeed Protection Mode

To discourage aircraft operation below minimum established airspeeds
the AFCS will automatically enter Underspeed Protection Mode when
the Autopilot is engaged and airspeed falls below the minimum
threshold. If aircraft stall warning system is not operational, autopilot
underspeed protections that depend on that system will also not be
functional (affects altitude critical modes only: ALT, GS, GP, TO, and
GA).
As described in the following table, when the aircraft reaches
predetermined airspeeds a yellow MINSPD annunciation will appear
above the airspeed indicator and a single aural “AIRSPEED” will
sound to alert the pilot to an impending underspeed condition.
MINSPD Aural Alert
Anti-Ice System Flaps
Annunciations Annunciations
0% 80 KIAS 85 KIAS
OFF 50% 76 KIAS 80 KIAS
100% 70 KIAS 80 KIAS
0% 85 KIAS 90 KIAS
ON
50% 81 KIAS 85 KIAS

The system differentiates two types of vertical modes based on which

vertical Flight Director mode is selected; Altitude-Critical - where
terrain hazards are more probable and minimized altitude loss is
critical and Non-Altitude Critical - which generally correspond with
activities that can afford exchange of altitude for airspeed without
introducing terrain hazards.
Altitude-Critical Mode (ALT, GS, GP, GA, TO)
Upon stall warning system activation, the AFCS will abandon its Flight
Director and Autopilot reference modes and sacrifice altitude for
airspeed. The system will hold wings level and airspeed will
progressively increase by 1 knot per second until stall warning
becomes inactive. The system will then increase airspeed an
additional 2 knots above the speed at which the stall warning
discontinued. Recovery may be initiated in one of three ways:
1. Add sufficient power to recover to a safe flight condition.
If a small power addition is made, the AFCS will pitch the aircraft
to maintain speed reference. If a large power addition is made the
AFCS recognizes it via acceleration and the AP/FD will transition
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to a nose-up pitch to aggressively return to original altitude or

glidepath/slope.
2. Disengage Autopilot via AP DISC and manually fly.
3. Change Autopilot modes to one in which the AFCS can maintain
(such as VS with a negative rate).
Non-Altitude Critical Mode (VS, PIT, VNAV, LVL, FLC)
For all non-altitude critical modes the Autopilot will maintain its original
reference (VS, PIT, etc.) until airspeed decays to a minimum airspeed
(MINSPD). Crew alert and annunciation during a non-altitude critical
underspeed event are similar to an altitude-critical event, except that:
• Stall warning may not be active. Depending on load tolerances,
the AP/FD may reach the minimum airspeed reference and take
underspeed corrective action before stall warning occurs. If stall
warning does coincide or precede the aircraft reaching its
minimum airspeed reference, it has no influence - only airspeed
affects the AP/FD in non-altitude critical events.
• The originally selected lateral mode remains active.
Upon reaching minimum airspeed, the AFCS will abandon its Flight
Director and Autopilot reference modes and maintain this airspeed
until recovery. As with altitude-critical modes, available options for
recovery are add power, decouple/manually fly, or change Autopilot
modes.
When adding power, unlike the altitude-critical modes, which performs
an aggressive recovery, the AP/FD will maintain MINSPD until the
original reference can be maintained. Non-altitude critical modes will
maintain the originally selected lateral mode (HDG, NAV, etc.).
Coupled Go-Around
Airplanes equipped with Underspeed Protection Mode are capable of
flying fully coupled go-around maneuvers. Pressing the GA button on
the throttle will not disengage the Autopilot. Instead, the Autopilot will
attempt to capture and track the Flight Director command bars. If
insufficient airplane performance is available to follow the commands,
the AFCS will enter Altitude-Critical Mode when the stall warning
sounds.

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Hypoxia Detection and Automatic Descent

When installed, the AFCS Hypoxia Detection and Automatic Descent
function monitors pilot inputs to the Integrated Avionics System to
identify if a pilot has become incapacitated due to hypoxia, and upon
determination, automatically descends to a lower altitude where pilot
recovery is more probable. The feature is only available when the GFC
700 Autopilot is engaged and the aircraft is above 14,900 ft PA.
Mode of Operation
Pilot interaction with the Integrated Avionics System is monitored by
detecting key presses and turns of the knobs. If the pilot has not made
a system interaction within a defined interval - based on altitude and
time of useful consciousness - the AFCS prompts the pilot for a
response with an ARE YOU ALERT? CAS Advisory.
If no pilot response to the Advisory is detected, after one minute the
AFCS annunciates a HYPOXIA ALERT Caution and a double chime
aural alert.
After one minute, if no response to the Caution is detected the system
annunciates an AUTO DESCENT Warning and continuous aural
warning tone.
Lack of response after one minute of Warning annunciation is
considered evidence of pilot incapacitation. The AFCS will
automatically engage emergency descent mode (EDM) as follows:
1. EDM will annunciate in the AFCS status window.
2. The altitude bug will be automatically set to 14,000 ft indicated.
3. The airspeed bug will be set to the maximum commandable
Autopilot speed - i.e., the lesser of 185 KIAS or Mach 0.420.
4. The Autopilot vertical mode will change to FLC, and initiate a
descent to intercept 14,000 ft indicated.
Once descent begins only Autopilot Disconnect (AP DISC) will
interrupt this process. Autopilot lateral mode remains unchanged
throughout the descent and the aircraft will continue on its previously
selected course or heading. After reaching 14,000 ft indicated, the
aircraft will maintain this flight level for 4 additional minutes. If the pilot
does not acknowledge the Warning and resume control of the aircraft,
the AFCS will automatically perform a secondary descent to 12,500 ft
PA at 185 KIAS. An altitude of 12,500 ft PA will be maintained if the
pilot remains unresponsive

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Annunciation System
• Note •
Refer to the Cirrus Perspective+ Pilot’s Guide for a detailed
description of the annunciator system and all warnings,
cautions and advisories.
Crew Alerting System
AFCS alerts are displayed in the Crew Alerting System (CAS) window
located to the right of the altimeter and VSI. AFCS annunciations are
grouped by criticality and sorted by order of appearance with the most
recent message on top. The color of the message text is based on its
urgency and required action:
• Warning (red) – Immediate crew awareness and action required.
• Caution (yellow) – Immediate crew awareness and future
corrective action required.
• Advisory (white) – Crew awareness required and subsequent
action may be required.
In combination with the CAS Window, the system issues an audio alert
when specific system conditions are met and an expanded description
of the condition is displayed in the Alerts Window located in the lower
RH corner of the PFD.
• Note •
For specific pilot actions in response to AFCS alerts, refer to
Section 3A - Abnormal Procedures.
AFCS Status Box and Mode Annunciation
Flight Director mode annunciations are displayed on the PFD when
the Flight Director is active. Flight director selection and Autopilot and
yaw damper statuses are shown in the center of the AFCS Status Box.
Lateral Flight Director modes are displayed on the left and vertical on
the right. Armed modes are displayed in white and active in green.
AFCS status annunciations are displayed on the PFD above the
Airspeed and Attitude indicators. Only one annunciation may occur at
a time. Messages are prioritized by criticality.

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Section 8 – Handling, Service, & Maintenance

No Change.

Section 10 – Safety Information

No Change.

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Intentionally Left Blank

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