Airframe Description and Limitations

1
AirframeDescription and Limitations

• Cirrus SR22

2
Dimensions
SR22 G1/G2
SR22 G3
3
Fuselage

• Composite Materials
• Composite roll cage integrated within fuselage
  structure
• Floors constructed of foam core composite to
  increase structural integrity of structure
• Connected to wing spar through four wing attach
  points
• Two points under front seats
• Two points aft of rear seats

4
Cabin

• Accommodates four adults
• Front seats
• Adjustable fore and aft
• Recline or fold forward
• 4-point seat belts
• Airbags (late models)
• Aluminum honeycomb core to absorb downward impact
  loads
• Rear seats
• Can be unlatched via pins in baggage compartment
  to accommodate larger baggage loads

5
Cabin

• Cabin Doors
• Secured by two latching pins located on the upper
  and lower portions of the door
• Gas charged struts provide assisted door
  operation
• Windshield and Windows
• Manufactured of acrylic
• Refer to POH section 8 for cleaning instructions
• Baggage Compartment
• Door located on left side of fuselage
• Accessed via cabin door key
• Tie-down straps and hooks available

6
Safety Equipment

• Emergency Egress Hammer
• Used to fracture acrylic windows to provide an
  escape path if upside down or if doors will not
  open
• Fire Extinguisher
• Halon 1211/1301 extinguishing agent
• Class B (liquid, grease) and Class C (electrical)
  approved
• 20 year useful life

7
Wings

• Conventional rib and spar construction
• Main wing spar is a continuous span from tip to
  tip
• G1/G2 Fiberglass
• G3 Carbon Fiber
• Composite construction produces smooth and
  seamless surfaces
• Wing cross section is a blend of multiple high
  performance airfoils

8
Vortex Generator

• Vortex Generators
• Disrupt airflow over the inboard portion of each
  wing at high angles of attack
• Helps the inboard portion of the wing to stall
  prior to the outboard portion

9
Empennage

• Horizontal and vertical stabilizers are single
  composite structures
• Vertical Stabilizer structure is integrated into
  the main fuselage shell for smooth transfer of
  flight loads
• Control surfaces are constructed from aluminum
• Two-piece elevator
• Rudder

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Flight Control

• Controls actuated through use of side control
  yokes and conventional rudder pedals
• System uses a combination of push rods, cables
  and bell cranks for control actuation

11
Elevator System

• Two piece control surface
• Constructed of aluminum
• Single cable runs under cabin floor to elevator

12
Aileron System

• Constructed of aluminum
• Single cable system runs under cabin floor and
  aft of the rear wing spar

13
Rudder System

• Constructed of aluminum
• Single cable runs under cabin floor to fuselage
  tailcone
• Rudder-aileron interconnect
• G1/G2 aircraft only
• Provides maximum of 5 down aileron with full
  rudder deflection
• Aileron control movement does not cause rudder
  movement
• Ailerons bank in direction of rudder movement
• Helps with low speed control
• Not needed with G3 wing due to increase in wing
  dihedral

14
Wing Flaps

• Single-slotted, aluminum
• Electronically controlled
• Actuator mechanically connected to both flaps by
  a torque tube
• Proximity switches limit flap travel and provide
  position indication
• Three settings indicated by illumination of LEDs
  adjacent to control
• Flaps Up (0)
• Flaps 50 (16)
• Flaps 100 (32)

15
Trim System

• Electronically actuated via conical trim button
  mounted on each side yoke
• Neutral positions (pitch roll) indicated by
  markings on control yoke
• Trim is set by adjusting the neutral position of
  the spring cartridge of the appropriate flight
  control (elevator or aileron)
• Provides a secondary method of control actuation
  in the event of a linkage failure
• It is possible to easily override full trim or
  autopilot inputs by using normal control inputs
• Red A/P DISC button will interrupt trim in the
  event of a runaway trim incident

16
Main Gear

• Constructed of composite material
• Wheel pants are bolted to the struts and easily
  removable
• Main gear tire
• 15 x 6.00 x 6
• Inner tube type

17
Nose Gear

• Constructed of tubular steel
• Attached to the engine mount
• Free castering
• 216 of travel (108 either side of center)
• Aircraft is controlled directionally through
  differential braking
• Nose wheel tire
• 5.00 x 5
• Inner tube type

18
Brake System

• Hydraulically actuated, single-disc type brakes
• Brakes are actuated through toe brakes on each
  rudder pedal
• Parking Brake control closes valve holding
  hydraulic pressure against calipers
• Do not activate the Parking Brake in flight
• Temperature sensors are mounted on each brake
  assembly
• Cirrus Perspective aircraft also display brake
  temperature warning annunciators on the PFD

19
Taxiing and Braking Techniques

• Cirrus aircraft use a castering nose wheel
• Directional control is accomplished with rudder
  deflection and intermittent braking (toe taps) as
  necessary
• Normal braking during landing will not damage
  brakes
• If aggressive braking is required, allow brakes
  to cool down prior to setting parking brake or
  performing more aggressive braking procedures
• Use only as much power as is necessary to achieve
  forward movement
• Reduce power to slow down and then apply brakes
  as necessary
• Most common cause of brake damage and/or failure
  is due to improper braking practices
• Riding the brakes while taxiing causes a
  continuous buildup of heat energy and increases
  the chance of brake failure or fire

20
Takeoff and Landing Techniques

• Takeoff
• At low airspeeds and power settings differential
  braking is required for directional control
• At higher airspeeds and power settings rudder
  control is sufficient to provide directional
  control on the takeoff roll
• Landing
• Upon touchdown the rudder is initially used to
  maintain directional control
• Once the aircraft stabilized on the runway apply
  even pressure to both brakes for directional
  control and brake as necessary