Transcript Airframe Description and Limitations

Airframe
Description and Limitations
Cirrus SR22
Dimensions
SR22 G1/G2
SR22 G3
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
Cabin
• Accommodates four adults
• Front seats
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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
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
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
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
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
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
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
Elevator System
• Two piece control surface
• Constructed of aluminum
• Single cable runs under
cabin floor to elevator
Aileron System
• Constructed of aluminum
• Single cable system runs
under cabin floor and aft
of the rear wing spar
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
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 LED’s adjacent to
control
– Flaps Up (0°)
– Flaps 50% (16°)
– Flaps 100% (32°)
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
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
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
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
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
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