Cirrus SR20 — Instrument Checkride Guide

What IFR-relevant systems does the Cirrus SR20 have?

The SR20 is a composite airframe single-engine aircraft with no vacuum system. Attitude and heading data are generated entirely by a solid-state Attitude and Heading Reference System (AHRS), which uses accelerometers and gyroscopes to produce attitude and heading outputs without any rotating mechanical components. This eliminates the vacuum failure mode familiar from older trainers, but introduces its own set of failure considerations the DPE will probe.

The pitot-static system feeds an Air Data Computer (ADC) that calculates indicated airspeed, pressure altitude, and vertical speed for display on the PFD. A heated pitot tube is standard; pitot heat requirements under 14 CFR 91.205(d) apply identically to how they do in any other IFR-certified aircraft.

Most SR20 variants carry a dual-alternator electrical system. This architecture provides redundancy beyond the single-alternator installations found in many training aircraft: if the primary alternator fails, the standby alternator can sustain essential avionics loads. Understanding which buses each alternator supports — and what avionics remain powered under a single alternator failure — is a required knowledge element for the checkride.

• Composite airframe — no structural differences from metal airframes for IFR ops
• Side-stick controller replaces traditional center-mounted yoke
• AHRS: solid-state attitude and heading reference; no vacuum system
• ADC: pitot-static inputs drive digital airspeed, altitude, and VSI on PFD
• Dual alternators on most variants — primary and standby electrical redundancy
• CAPS whole-airframe parachute: last-resort emergency system, not a routine IFR procedure

What avionics does the Cirrus Perspective suite include?

The Cirrus Perspective suite is a Garmin-based integrated avionics system featuring a Primary Flight Display (PFD) on the left and a Multi-Function Display (MFD) on the right. The PFD presents attitude, airspeed, altitude, vertical speed, HSI, and flight director commands. The MFD displays the moving map, engine instruments, traffic, terrain, and weather data.

For navigation, the Perspective suite integrates dual WAAS-capable GPS receivers and dual VHF navigation receivers, approved for IFR approach operations per AIM Chapter 1, Section 1 (GPS/WAAS) . WAAS integrity monitoring allows LPV approach procedures with decision altitudes comparable to ILS Category I minimums. When the system annunciates LPV on the PFD, the LPV DA applies. When it annunciates LNAV+V, vertical guidance is advisory and LNAV minimums must be used — a distinction DPEs ask about directly.

The Garmin GFC 700 autopilot integrates with the Perspective PFD flight director and supports altitude preselect, heading, nav, and approach modes. Under IFR, autopilot use is expected and legal; the DPE may ask about appropriate autopilot management during approaches, including when to disconnect and fly manually.

Later SR22 variants and some upgraded SR20 aircraft use Perspective+, which adds Garmin's synthetic vision as standard, enhanced traffic display, and other refinements. Verify which generation is installed in your specific aircraft. The cross-reference page for the Cirrus SR22 covers the 6-cylinder variant; the Diamond DA40 is a useful composite- airframe peer with comparable avionics architecture.

What is CAPS and what does the DPE want to know about it?

CAPS (Cirrus Airframe Parachute System) is a ballistic rocket-deployed parachute that deploys the entire airframe — not just the pilot — under a large canopy. It is the most prominent safety differentiator of any Cirrus aircraft and will be a guaranteed topic on your oral exam.

CAPS is a last-resort emergency option, not a routine IFR procedure. The system has a defined deployment envelope — specific altitude and airspeed limits — published in the SR20 Pilot's Operating Handbook. These limits exist because at very low altitudes or very high airspeeds, deployment may not produce a survivable outcome. The POH is the authoritative source for deployment criteria; do not rely on memory or general descriptions for the actual numbers.

For IFR operations, the DPE's questions will focus on: understanding what CAPS is designed for, knowing the general concept of its deployment envelope, and recognizing that it is not a substitute for standard instrument emergency procedures (declaring an emergency, flying the aircraft, navigating to VMC or a suitable airport). CAPS expands the options available; it does not replace airmanship.

• CAPS is a ballistic rocket-deployed whole-airframe parachute
• Deployment envelope (altitude and airspeed limits) is specified in the SR20 POH — consult the POH for actual values
• CAPS is a last-resort option, not a routine emergency procedure substitute
• Under IFR: standard instrument emergency procedures (declare, fly, navigate) take priority
• The DPE expects you to know the concept, the POH location for limits, and when it is and is not appropriate

What are common DPE oral questions for the Cirrus SR20?

DPEs examining SR20 applicants concentrate on four areas: avionics architecture (Perspective suite failure behavior), CAPS deployment criteria, side-stick handling during instrument approaches, and electrical system redundancy. These questions map to ACS task area II (aircraft systems) and task area VI (instrument approach procedures).

• "Your SR20 has no vacuum system. What generates attitude and heading data, and what are its failure modes?"
• "Walk me through what happens to your flight instruments if the AHRS fails in IMC."
• "What is CAPS? Under what circumstances would you consider deploying it? Where in the POH are the deployment limits?"
• "Your primary alternator fails in IMC. What changes? What avionics remain powered?"
• "The Perspective annunciates LNAV+V instead of LPV on your GPS approach. Which minimums apply and why?"
• "Describe how autopilot approach coupling works in the SR20. When would you disconnect and hand-fly?"
• "Is a VOR check required in your aircraft? When and how did you last perform it?"
• "How does flying a side-stick aircraft differ from a yoke aircraft on an instrument approach?"
• "What does the Perspective MFD show you if the PFD fails? What does reversionary mode look like?"

Prepare specific, system-traced answers. A vague answer such as "the backup system takes over" is unsatisfactory — trace the failure through the specific component hierarchy and state exactly what information you lose and what remains. Know where in the POH each answer originates.

How do you set up an approach in the Cirrus Perspective?

The Perspective approach workflow follows the same conceptual structure as other Garmin-based suites. Know the workflow at the procedural level; exact button sequences vary by software version and are covered in Cirrus-specific transition training.

1. 1
   Verify navigation database currency on the MFD startup page before departure.
2. 2
   Load the destination airport and select the desired approach from the FPL or PROC page.
3. 3
   Select the appropriate transition: feeder fix, vectors-to-final, or initial approach fix.
4. 4
   Activate the approach in the flight plan — the GPS sequences through waypoints automatically.
5. 5
   On the PFD HSI, confirm CDI source is GPS and the approach type is annunciated correctly (LNAV, LNAV+V, or LPV).
6. 6
   Verify approach minimums from the chart match the approach type annunciated by the Perspective suite.
7. 7
   Couple the GFC 700 autopilot to the approach if using coupled mode; verify flight director command bars are active.
8. 8
   Brief the missed approach procedure — the GPS will sequence to the MAP, but you must initiate the missed approach manually.

For LPV approaches, the Perspective must annunciate LPV on the PFD for the LPV DA to apply. LNAV+V annunciation means vertical guidance is advisory only — use LNAV minimums. This distinction is a direct checkride question under ACS task IR.VI.B (instrument approach procedures) .

What currency and equipment requirements apply to the SR20 for IFR?

The same regulatory currency requirements that apply to all IFR-certificated aircraft apply to the SR20. Under 14 CFR 91.171 , VOR equipment used for IFR navigation must be checked within the preceding 30 days — even if GPS is your primary nav source. The check must be logged with the date, place, bearing error, and pilot signature.

The Perspective navigation database updates every 28 days on the FAA AIRAC cycle. For GPS approach procedures, the database must be current per AC 90-100A. An expired database means GPS approaches are not authorized. The altimeter system and static pressure system require inspection by authorized personnel within the preceding 24 calendar months per 14 CFR 91.411. The transponder requires its own 24-month inspection under 14 CFR 91.413 . Verify all maintenance records before your checkride — the DPE will inspect aircraft logbooks and ask you to locate each inspection entry.

Practice Questions

Frequently Asked Questions

Q: Does the Cirrus SR20 have a vacuum system?

No. The SR20 uses a solid-state Attitude and Heading Reference System (AHRS) for attitude and heading data. There is no vacuum pump in the SR20. Flight instrument data is generated electronically by the AHRS and Air Data Computer (ADC) in the Cirrus Perspective avionics suite, eliminating vacuum failure as a failure mode.

Q: What avionics suite does the Cirrus SR20 use?

The Cirrus SR20 uses the Cirrus Perspective avionics suite, which is a Garmin-based integrated glass cockpit. Later SR22 models and some upgraded SR20 aircraft use Perspective+, but the baseline SR20 ships with Perspective. The suite integrates a PFD, MFD, dual WAAS GPS, and autopilot into a single cohesive system.

Q: Can the Cirrus SR20 fly LPV approaches?

Yes. The Cirrus Perspective suite includes a WAAS-capable GPS navigator approved for IFR approaches. When the system annunciates LPV on the PFD, the pilot may use LPV decision altitudes, which can approach ILS Category I minimums. If the system annunciates LNAV+V instead, vertical guidance is advisory and LNAV minimums apply.

Q: What is CAPS and does it affect IFR operations?

CAPS (Cirrus Airframe Parachute System) is a ballistic parachute that deploys the entire airframe under a large canopy. It is a last-resort emergency option, not a routine IFR procedure. CAPS has specific deployment envelope requirements defined in the SR20 POH — consult the POH for altitude and airspeed limits before any flight.

Q: Does the Cirrus SR20 have a side-stick or a yoke?

The SR20 uses a side-stick controller rather than a traditional center-mounted yoke. The side-stick is on the left side of each seat. Pilots transitioning from yoke-equipped trainers often require additional familiarization with side-stick control forces, particularly during instrument approaches.

Q: What autopilot does the Cirrus SR20 use?

The SR20 equipped with Cirrus Perspective uses the Garmin GFC 700 autopilot, which integrates directly with the PFD flight director. The GFC 700 supports altitude, heading, nav, and approach modes. Understanding autopilot coupling behavior — including when to disengage and fly manually — is a common DPE oral and flight topic.

Q: Is a VOR check required in the Cirrus SR20 before an IFR flight?

Yes, if you plan to use the VOR receivers for IFR navigation. Under 14 CFR 91.171 , VOR equipment used for IFR must be checked within the preceding 30 days, with date, place, bearing error, and pilot signature logged. The check requirement applies regardless of whether GPS is your primary nav source.

Q: How does the SR20 differ from the SR22 for instrument training?

The SR20 uses a 4-cylinder Continental IO-360 engine producing approximately 200 hp; the SR22 uses a 6-cylinder Continental IO-550 producing approximately 310 hp. Both share the same composite airframe, side-stick, and CAPS system. The SR22 is faster and heavier, which affects fuel planning and approach speeds — consult each aircraft's POH for specifics.

Sources

• 14 CFR 91.205 — Instrument and Equipment Requirements
• 14 CFR 91.171 — VOR Equipment Check for IFR Operations
• 14 CFR 91.411 — Altimeter System and Altitude Reporting Equipment Tests
• 14 CFR 91.413 — ATC Transponder Tests and Inspections
• FAA Instrument Flying Handbook (FAA-H-8083-15B)
• FAA Instrument Rating ACS (FAA-S-ACS-8C)
• Cirrus Aircraft SR20 — Official Product Page
• Cirrus Perspective by Garmin — Avionics Overview
• AIM Chapter 1, Section 1 — GPS and WAAS
• AC 90-100A — U.S. Terminal and En Route Area Navigation (RNAV) Operations

This article was researched from FAA primary sources (ACS, FAR/AIM, Advisory Circulars, Instrument Flying Handbook) and Cirrus Aircraft public documentation, citing current 14 CFR Part 91 — drafted by MockDPE. V-speeds, specific fuel loads, weight limits, and CAPS deployment envelope values are POH-specific and intentionally omitted — always consult your specific aircraft's current POH. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.