CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

DAMAGE ASSESSMENT AND REPORTING

1. DESCRIPTION
This section discusses the procedures required to assess and report component or structural damage so
that a suitable repair procedure may be performed.
The task of repair begins when it has been determined that the structure has been damaged and that the
damage is sufficient to require the structure to be repaired. The existence of damage may be obvious -
lamination penetration or component disbonding. Conversely, proper identification and classification may
be difficult, due to the elastic-brittle nature of composite laminate materials. Impact is the most common
cause of damage and will usually leave visual evidence. If the exterior surface is damaged, always assume
that the underlying structure may also be damaged.
Non-destructive inspection is an essential component in both assessing the original damage and inspect-
ing the final repair. Examination of the structure is important to determine the extent of any damage that
might have occurred.
A. General Information and Requirements
Refer to Section 00 - Standard Practices: Structures for detailed information on personnel qualifica-
tions and safety information, construction methods, and Airframe Zone Diagrams. (Refer to 51-00)
Section 20 - Processes, describes specific processes and methods used in the repair of the aircraft.
(Refer to 51-20)
Refer to Section 30 - Materials for a listing of all approved materials necessary to perform standard
repairs. (Refer to 51-30)
Section 70 - Standard Repairs contains composite repair procedures that are used with the supporting
processes outlined in Section 20. (Refer to 51-70)

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2. MAINTENANCE PRACTICES
A. Damage Assessment and Reporting Procedure
When reporting damage to Cirrus Design, follow the established reporting procedure described below.
This ensures that airplane down time is kept to a minimum and Cirrus Design has all the information
necessary to provide instructions for a suitable repair.
(1) Reporting Procedure
(a) Inspect area to determine extent and degree of damage. (Refer to 51-10)
(b) Classify damage type. (Refer to 51-10)
(c) Classify repair type. (Refer to 51-10)
(d) Following the Damage Assessment and Reporting Flowchart, determine if it is necessary
to contact Cirrus Design Customer Service for disposition. (See Figure 51-101)
1 If a Major Repair not covered in AMM or a Restricted Repair: Collect information for
damage report as outlined in Reporting procedure of this section. (Refer to 51-10)
2 If a Cosmetic Repair or a Major Repair covered in AMM: Repair per specified proce-
dures in AMM.

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Damage Damage Repair

Start
Assessment Classification Classification

Cosmetic Repair

Minor Repair

Is specific
Perform repair
repair covered Yes
per AMM.
in AMM?

Yes
No

Major Repair

Is repair in Can repair be

"No-Repair" No done per
zone? AMM 51-70?
No
Yes

Report damage to
Restricted Repair Cirrus Design for
disposition.

Perform repair per

Assess repair
Cirrus Design
quality.
disposition.

Repaired per
No specified
procedure?
Yes

Return to service

SR22_MM51_2113

Figure 51-101
Damage Assessment and Reporting FlowChart
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B. Determining Extent of Damage

Currently, there are two methods of non-destructive inspection techniques that may be used to deter-
mine the existence and extent of composite damage; Visual Inspection and Coin Tap Test. More
advanced inspection techniques such as mechanical impedance, ultrasonic, and IR thermography may
be used in specific repairs under the guidance of Cirrus Design. All suspect areas, including obvious
damage, should be inspected with visual and coin tap techniques.
(1) Visual Inspection
Although only the outer surface layers can be directly assessed, the importance of visual inspec-
tion should not be underestimated. Surface imperfections originating from impact damage (scuff-
ing, chipping, surface cracking, crazing), near surface delaminations (bulging) and severe
disbonding can all be identified using this technique. On exposed laminate, damage to laminate
will appear white. If the backside of a pure laminate area is accessible, the translucent nature of
fiberglass can be used to advantage and internal features and delaminations can be seen as a
dark or gray area when backlit.
While the true extent of any internal damage may not be completely assessed, visual inspection
targets an area for further non-destructive inspection techniques. Visual inspection can be
enhanced by the use of high intensity light, endoscopes, fibrescopes etc., and augmented with
digital photography for permanent record. In most cases, the removal of the surface coat is
required when the damage has occurred beneath the surface or the suspect area is difficult to
access. To ascertain the quality of a repair, a visual inspection should be performed after any
repair. Use the following as guidelines when performing a visual inspection:
(a) To enhance familiarization with fuselage construction, examine the Airframe Zone Dia-
grams before performing tap test. (Refer to 51-00)
(b) If necessary, remove surface coat around damaged area. (Refer to 51-20)
(c) Examine component tactually by running hands over surface of suspect repair area to feel
for surface imperfections and anomalies.
(d) Paint is generally more brittle than the composite and will crack before the laminate is
damaged.
(e) Cracked paint does not indicate the extent of the damage, only that damage has occurred.
(f) While dimple and dent damage is similar in appearance to hail damage on a metal sur-
face, delamination and disbonding is more difficult to detect. It is sometimes possible to
feel this type of damage by pressing on the area. A disbond or delamination may feel soft
and movement between the separated layers may be detected.
(g) If possible, use a back light to reveal internal defects and delaminations.
(h) Examine exposed laminate for stress whitening.
(i) If possible, the backside of the suspected area should be examined. Use of a borescope is
recommended to assess internal damage. The interior surfaces are usually not painted
and damage to glass-fabric structures will show up as a white area.
(j) Use a permanent marker to mark suspect areas found tactually or with slight visual imper-
fections to facilitate coin tap test.
(2) Coin Tap Test
Performed by an experienced technician, the coin tap test is a accurate method for determining
laminate damage. The surface to be tested is tapped with a small metal object, and the acoustic
response gives information on the state of the composite structure. A clear, sharp, ringing sound
is indicative of a well-bonded solid structure, while a dull sound or thud indicates a void or delam-
ination. The audible variation is then mapped out on the surface of structure with a permanent
marker. It is important to note that the coin tap test is subjective and requires that the technician
have good hearing and understands the underlying composite structure. To ascertain the quality
of a repair, a coin tap test should be performed after any repair. Use the following as guidelines
when performing a coin tap test:

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(a) To enhance familiarization with fuselage construction, examine the Airframe Zone Dia-
grams before performing tap test. (Refer to 51-00)
(b) Prior to performing tap test, locate an undamaged area with similar structure to that of the
suspected damaged area. Use this surface as a sound reference. For example, if the sus-
pect repair area lies directly over a rib, or is of sandwich construction, the reference area
should also be this type of construction.
(c) Use a consistent tap rate and tap force.
(d) If possible, the coin tap test should be used in conjunction with a borescope examination

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C. Damage Classification
Damage to composite laminates can be divided into four classes: Cosmetic, Secondary Bond, Solid
Laminate, and Sandwich Structure damage.
(1) Cosmetic
Non-structural damage which includes gouges, scratches, dents, or other defects that are con-
fined to the surface protection of the laminate.
(2) Secondary Bond Damage (See Figure 51-102)
Secondary bond damage is defined as disbonding occurring between two pre-cured compo-
nents. May be structural or non-structural in nature.
(3) Solid Laminate Damage (See Figure 51-103)
Structural or non-structural damage which extended beneath the surface protection and affected
the solid laminate underneath.
(a) Non-Penetrating
1 Abrasion - The wearing away of a portion of the laminate by either natural (rain,
wind, etc.) or man-made (grit blasting, collision).
2 Delamination - Single plane or multi-plane separation of adjacent layers within a
multi-layer component.
3 Surface Impact or Dent - Damage area compressed beyond the structure’s typical
contour. Damage area edges are smooth.
4 Gouge - Extended penetration through one laminate surface. Often associated with
witness marks from the impact and delamination damage. Direction of impact event
can be inferred from the impact orientation. Damage area edges are rough.
(b) Penetrating
1 Fracture - Through-thickness discontinuity or separation of the laminate. Defined
both as surface rupture (partial separation) of the laminate and as a complete sepa-
ration due to external or internal forces.
2 Penetration - Penetration through entire laminate surface.
(4) Sandwich Structure Damage (See Figure 51-104)
Sandwich structure damage may occur to the outer laminate skin only, outer laminate skin and
core, or penetration of both laminate skins and core.
(a) Laminate Only - Damage to one side of the sandwich construction with no core damage.
Laminate Only damage to sandwich structure can be identified using the Solid Laminate
Damage classifications. (Refer to 51-10)
(b) Laminate And Core - Damage to one side of the sandwich construction that exposes foam
core. No penetration through core or opposite laminate surface.
(c) Sandwich Penetration - Damage to both sides of sandwich construction. Both laminate
surfaces punctured, foam core exposed.

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D. Repair Classification
There are four types of repair classifications: cosmetic, minor repair, major repair, and restricted (i.e.
non-field repairable).
(1) Cosmetic
Cosmetic repairs are designed to repair localized surface defects to the original profile and to
prevent moisture ingress. They are applicable only to minor defects which have no significant
effect on the structural strength to sustain stress loading.
(2) Minor
14 CFR, Part 1 § 1.1 describes a minor repair as a repair other than a major repair.
(3) Major
14 CFR, Part 1 § 1.1 describes a major repair as a repair, that if improperly done, might appre-
ciably affect weight, balance, structural strength, performance, powerplant operation, flight char-
acteristics, or other qualities affecting airworthiness; or a repair that is not done according to
accepted practices or cannot be done by elementary operations.
Major repairs are field allowable if the repair area does not fall into a no-repair zone, and the
repair does not require non-standard repair procedures. Additional, the repair is field allowable if
the repair is specifically covered in the AMM. All other major repairs require Cirrus Design Engi-
neering disposition. (Refer to AMM-Intro)
(4) Restricted
Restricted repairs are repairs that occur in no-repair zones as depicted in the Airframe Zone Dia-
grams. (Refer to 51-00)
Contact Cirrus Design for disposition. (Refer to AMM-Intro)

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STIFFENER

PANEL

ADHESIVE

PANEL

ADHESIVE

FUSELAGE FLOOR
PANEL (REF)

ADHESIVE

SR22_MM51_2095

Figure 51-102
Secondary Bond Damage
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MINOR DEEP
POSSIBLE DELAMINATION
SHALLOW

ABRASION / SCRATCH FRACTURE

POSSIBLE DELAMINATION POSSIBLE DELAMINATION

SURFACE IMPACT GOUGE

POSSIBLE DELAMINATION

DELAMINATION PENETRATION
LEGEND
Exterior Surface
Woven Laminate
Woven Laminate

SR22_MM51_2093

Figure 51-103
Solid Laminate Damage
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DAMAGED OUTER
LAMINATE

CORE MATERIAL PAINTED EXTERIOR

(UNDAMAGED) SURFACE FINISH

LAMINATE DAMAGE ONLY

MINOR CORE DAMAGE & OUTER LAMINATE REPAIR

DAMAGED OUTER
LAMINATE

PAINTED EXTERIOR
CORE DAMAGE SURFACE FINISH

MINOR CORE DAMAGE

CORE SECTION REPLACEMENT & OUTER LAMINATE REPAIR

PAINTED EXTERIOR SURFACE FINISH

OUTER LAMINATE DAMAGE

CORE DAMAGED TO
INNER LAMINATE
INNER LAMINATE
CORE (UNDAMAGED)

MAJOR CORE DAMAGE

TRIM OUTER LAMINATE AND OUTER LAMINATE

PAINTED EXTERIOR CORE BACK TO EXPOSE
SURFACE FINISH UNDAMAGED INNER LAMINATE

CORE
DAMAGED INNER
LAMINATE

SANDWICH PENETRATION SR22_MM51_2009

Figure 51-104
Sandwich Structure Damage
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E. Reporting (See Figure 51-101)

Accurate and complete reporting is required to communicate the details of damage to the engineer
responsible for developing the structural repair. Incomplete and/or inaccurate reporting of damage will
result in requests to the operator for additional information and create time delays with a net result of
increased aircraft down times.
These guidelines are intended to demonstrate acceptable methods of reporting damage necessary to
ensure accurate documentation and avoid delays. Reporters of damage should be aware that a
remote structural repair engineer can only base the remedial action on the information presented to
him. Therefore, it is the responsibility of the reporter to give full details of all damage sustained.
(1) Basic Information
The following headings must be included, ideally on the front sheet, on every communication
sent:
(a) Aircraft serial number
(b) Aircraft hours
(c) Aircraft’s location
(d) Aircraft operator
(e) Contact name, telephone, E-mail address, and fax number
(f) Traceable document reference number (if available)
(g) Component part number and/or serial number (if applicable)
(h) Date damage occurred
(2) Documentation Content and Layout
The damage report should provide as much information as possible concerning the damage,
cause, and other relevant details in a standardized format described below. Damage definitions
and component names/descriptions contained within AMM Chapter 51, Section 00 - Standard
Practices: Structures, will enable the author to utilize the correct terminology, thus providing a
clearer understanding of the damage/parts affected. (Refer to 51-00)
The document format should use the following headings, when applicable, in the same order:
(a) Damage Classification
What is the classification of the damage - Secondary Bond, Solid Laminate, or Sandwich
Structure?
(b) Damage Location
An accurate description of the damage location is absolutely necessary. Referencing the
definitions and figures in AMM Chapter 06 - Dimensions And Areas (Refer to 06-00), the
Airframe Zone Diagrams in AMM Chapter 51, Section 00 - Standard Practices: Structures
(Refer to 51-00), or the Airframe Inspection Diagrams shown below (See Figure 51-108),
include any combination of the following parameters that describe the condition(s):
1 Affected part name(s) and drawing number(s)
2 Left hand (LH) or Right hand (RH)
3 Fuselage Station (FS) - Forward and Aft location
4 Wing Station (WS) or Buttock Line (BL) - Inboard and Outboard, (-) Left and (+)
Right locations
5 Waterline (WL) - Up and Down location
6 Specific dimensions from key part features/details
7 Exterior vs. interior
If there is more than one area of damage, each area should be labeled in some manner
(e.g. 1, 2, 3, …; A, B, C, …; 1A, 1B, 2A, …).

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When documenting a condition such as clearance between a cable and a pass-through

hole, the clock number and “view from” side should be documented. This is important to
communication the direction that the cable is off center.
EXAMPLE: The clearance between the aileron crossover cable and the RH, aft longeron
hole is 0.040" at 9 o'clock as viewed looking inboard.
(c) Damage Extent
An accurate description of the damage extent, including the size of different types of
defects in a local area is necessary. Include any combination of the following parameters
that describe the condition(s):
1 Type of damage (impact, crack, crushed core, delamination, etc.)
2 Length and Width in inches
3 Circumference as a percentage of an affected hole.
4 Diameter or Radius in inches
5 Area in square inches
6 Number of plies affected
7 Depth in inches or number of plies
In a situation where material has been removed, both the amount of material removed and
the amount of material remaining should be documented.
Often times it is important to know what is not damaged. For example, if there is a leading
edge impact near one of the leading edge ribs, inspect the rib and rib bonds and report if
they are unaffected.
When a hole is near an Edge Of a Part (EOP), or another hole/detail is oversized or elon-
gated, the size and shape of the hole and the amount of material between it and the other
details should be documented. Minimum Edge Distance (the distance from the center of a
hole to the EOP) is very important information. The Minimum Edge Distance must be doc-
umented whenever it falls below 2D + 0.050". If sufficient edge distance exists, a note to
this effect should be made in the documentation.
(d) Cracks/Crazing
Has the area been checked for cracks and/or crazing using a suitable Non Destructive
Test Method? Which method was used? What were the results?
(e) Denting
What is the extent of the denting? Is the dent hard or flexible, i.e. will it “pop” in and out to
the touch? Does the dent pass over any underlying structure (Refer to 51-00).
(f) Delamination/Debonding
Has delamination of the composite structure occurred? How far does the delamination
extend?
(g) Underlying Structure
Has the damage extended beyond surface to structure such as stingers, spars, and ribs?
(h) Fasteners
Are any fasteners damaged and if so, to what extent?
(i) Existing Repairs
Are there any existing repairs in the immediate vicinity of the reported damage?
(j) Photographs and Illustrations
Digital photographs can be used to good effect to provide overall impressions and detailed
damage depictions. Several photographs of the same area but taken from different angles
will provide the best results. For thorough documentation, consider using a photo

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sequence that begins with the entire aircraft in view, then move in to include entire affected
component, and finally close-up pictures of the damaged structure.
Photographs are most helpful when dimensions and station locations are defined on the
aircraft. Referencing the figures in AMM Chapter 06 - Dimensions And Areas (Refer to 06-
00) and the Airframe Zone Diagrams in AMM Chapter 51, Section 00 - Standard Practices:
Structures (Refer to 51-00), write dimensions and station locations on masking tape in
order to preserve the aircraft finish, or, if the surface finish will be reworked, directly on the
aircraft itself.
Consider using a mirror to facilitate difficult to take photos.
Suitable illustrations for depicting damage location may be obtained from the Airplane
Maintenance Manual or Illustrated Parts Catalogue. Always state relevant Chapter and
Section along with the illustration part number, i.e. IPC 27-10-01 Illustration p/n
SR22_PC27_1234A.
(3) Damage Reporting Examples
The examples in the following table are taken directly from actual damage and nonconformance
reports. Typically, the damage seen in service will differ from the examples provided below, how-
ever, the basic ideas are applicable.

Good Damage Report Description Poor Damage Report Description

Thick bond between LH 26.5 L/E rib and main LH main spar to 26.5 L/E rib is thick 0.125"
spar, 0.125" across entire bondline. • This description does not define where the
bondline is thick.
• This description does not specify “what” is
thick - The bond is thick.

Thick bond between aft shear web and upper
wing skin - thickness is 0.080" at WS 164,
tapers to 0.145" at WS 170, is constant
between WS 170 and WS 190, then tapers
back to 0.080" at WS 195.
Shear web from WS 177 to 150 has thick bond
0.145
• This description does not specify what bond
is thick. The aft shear web is bonded to
many ribs, and the upper and lower skins.
• The description should include the full part
name “aft shear web”.
• This description implies that at WS 177 the
bond immediately jumps from 0.080" to
0.145", and then at WS 150 decreases
immediately back to 0.080".

Thick bond between WS 35 stub rib and main Thick bond between main spar web and 35
spar web, 0.123" across entire bondline. stub rib - 0.123" across entire bondline.
• As a general rule, when documenting two
parts that are bonded together, list the
smaller part, or the part with the bonding
flange first.

Delamination of lower, LH engine mount hole Engine mount hole delamed 0.2".
on forward side. 2 plies affected around 80% of • This example contained an improper variant
hole circumference. Max width 0.20". of the word delaminated.
• The extent of the delamination around the
hole, the number of plies affected and the
specific hole are not specified.

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Good Damage Report Description Poor Damage Report Description

Bond void between RH 37 rib and main spar
upper cap, 40% void.
RH 37 rib to main spar upper cap bond is 40%
voided.
• All of the necessary information is included
in this description, but an attempt should be
made at standardizing the format of the
description.

Bond voids between LH 36 rib and forward
spar:
1) bond to spar upper cap is 50% void.
2) bond to spar lower cap is 70% void.
3) bond to spar web is 60% void.
3 bonding surfaces voided on forward edges of
LH 36 rib to forward spar. Upper: 50% voided,
Lower: 70% voided, Web 60% voided.
• Bonding surfaces cannot be voided - bonds
or bondlines can have voids.
• Each bond should be listed as a separate
item.

General Rule: General Rule:

Use correct part names whenever possible. Avoid describing conditions with only the part
Best practices; use part number in conjunction numbers.
with part name.

General Rule: General Rule:

Use key words, phrases, and common abbrevi- Avoid making up new words, phrases, abbrevi-
ations and acronyms listed in the AMM. ations, or acronyms.

General Rule: General Rule:

Use specific and accurate terms which will pro-
mote confidence in the description of the con-
dition.
Avoid using words and phrases like:
Approximately…
Appears to be…
Anywhere from X to Y…
These words and phrases do not promote con-
fidence in the description - additional informa-
tion will likely be requested.

General Rule: General Rule:

Document only the information required to Do not elaborate with unnecessary information
describe the condition completely. Document that does not specifically add to the readers
only the facts. Use as few words as possible to understanding of the existing condition.
communicate the information

(4) Information Transmittal (See Figure 51-105)

Damage reporting by means of the telephone is valuable in alerting the Cirrus Design of impend-
ing action required, but this method will not instigate any repair design. The quickest and most
effective method is to send reports via e-mail or fax. E-mail is the preferred method as data
transmitted via fax is susceptible to distortion, smudging, and other forms of degradation. When
transmitting damage reports the following guidelines should be observed:
(a) Whenever possible inform recipient by telephone that urgent damage reports are being
sent. It is not uncommon for documents not to arrive.
(b) All text should be in bold black capitals.
(c) Follow the document structure as described in Documentation Content and Layout Proce-
dure. (Refer to 51-10)
(d) Provide positive identification on each sheet's relationship. This can be achieved by indi-
vidual numbering of sheets with a sketchplan on sheet 1 indicating how the numbered
sheets are related.
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Aircraft Damage Report

Model: SR22 Serial: 1438 Registration: N1234 Hobbs Meter: 1262
Aircraft Location: ANYTOWN, USA Aircraft Operator: JOHN DOE
Contact Name: Joe AP Phone: (123) 456-7890
E-Mail: joeap@mechanics.com Fax: (123) 456-1112
Date damage occurred: 7/3/02
Reference Document (if applicable): N/A
Component part number and/or serial number (if applicable): N/A
Damage Classification: SANDWICH STRUCTURE DAMAGE - LAMINATE AND CORE
Damage Location: AT LH BELLY PAN BETWEEN FS105 AND FS125.

Damage Extent: SEE PHOTO - BURN EXTENDS INTO 2 LAYERS OF SQUARE REINFORCEMENT
CORE PIECE JUST AFT OF FIREWALL. COMPLETLEY BURNED THROUGH CORE MATERIAL AS
DEPICTED IN PHOTO.
Cracks/Crazing: N/A
Denting: N/A
Delamination/Debonding: SEE PHOTOS.
Underlying Structure: N/A
Fasteners: N/A
Photographs and Illustrations: SEE ATTACHED.

FS 260

FS 300
FS 120

FS 280
FS 140

FS 160

FS 200

FS 220

FS 320

FS 340
FS 180

FS 240
FS 100

BL 30

BL 20

BL 10

BL 0.0

BL 10

BL 20

BL 30

FUSELAGE SKIN BURN AT LH BELLY PAN BETWEEN FS105 AND FS125.

Sheet: 1 of 2 SR22_MM51_2293

Figure 51-105
Damage Report Sample (Sheet 1 of 2)
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Aircraft Damage Report

Model: SR22 Serial: 1438 Registration: N1234 Hobbs Meter: 1262
Aircraft Location: ANYTOWN, USA Aircraft Operator: JOHN DOE
Contact Name: Joe AP Phone: (123) 456-7890
E-Mail: joeap@mechanics.com Fax: (123) 456-1112
Date damage occurred: 7/3/02
Reference Document (if applicable): N/A
Component part number and/or serial number (if applicable): N/A

FS 120

FS 125
FS 110

FS 115

BL 6 BL 6
BL 6

FS 120
FS 110

FS 115

FS 125

BL 15
BL 15 BL 15
FS 120
FS 110

FS 115

FS 125

INBRD
FWD
BURNED AREA ADHESIVE RESIDUE
FROM BELLY PAN

Sheet: 2 of 2 SR22_MM51_2295

Figure 51-106
Damage Report Sample (Sheet 1 of 2)
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2.75 inches
(6.99 cm)

0.00 inch 1.00 inch 2.00 inches 3.00 inches 4.00 inches 5.00 inches 6.00 inches
(0.00 cm) (2.54 cm) (5.08 cm) (7.62 cm) (10.16 cm) (12.70 cm) (15.24 cm)

0.00 inch 0.010 inch 0.025 inch 0.030 inch 0.200 inch 0.012 inch 0.00 inch
(0.00 mm) (0.254 mm) (0.635 mm) (0.762 mm) (0.508 mm) (0.305 mm) (0.00 mm)

0.033 inch - DEEPEST POINT

(0.838 mm)

SR22_MM51_2297

Figure 51-107
Example of Reporting Depths of Dent Depression
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F. Airframe Inspection Diagrams

The design engineer responsible for developing the repair may request that additional structural
inspections be completed. The following Airframe Inspection Diagrams are intended to provide stan-
dardized inspection criteria to facilitate the repair design process. Depending on the extent of the dam-
age and repair, the design engineer may request the entire structure be inspected per the following
diagrams or only specified diagrams be used.

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FS 320

FS 200
FS 300

FS 220

FS 180
FS 340

FS 240
FS 280

FS 120
FS 260

FS 160

FS 100
FS 140
WL 160.0

FS FS FS FS WL 150.0
282.5 256.0 202.0 100.0
WL 140.0

WL 130.0

WL 120.0

WL 110.0

WL 100.0

WL 90.0

WL 80.0
FS FS FS FS WL 70.0
296.0 260.0 226.0 191.0
Serials 0002 thru 0820. WL 160.0

WL 150.0
FS FS FS
235.0 202.0 100.0 WL 140.0

WL 130.0

WL 120.0

WL 110.0

WL 100.0

WL 90.0

WL 80.0

FS FS FS WL 70.0
281.0 228.0 186.0 SR22_MM51_2350
Serials 0821 & subs.

Figure 51-108
Fuselage And Vertical Stabilizer - RH View

Structure Chk’d Structure Chk’d Structure Chk’d

Fuselage Skins | ❍ Bonds To Fuselage Structure | Bonds To Fuselage Structure |
General Condition | FS 186.1 Bulkhead | ❍ WL 131.25 Rib | ❍
Bonds To Fuselage Structure | General Condition | General Condition |
Cabin Door Fit | Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Firewall Bulkhead | ❍ FS 222 Bulkhead | ❍ WL 159.5 Rib | ❍
General Condition | General Condition | General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Forward Longerons | ❍ FS 289 Bulkhead | ❍
General Condition | General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Spar Cover | ❍ FS 306 Bulkhead | ❍
General Condition | General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Belly Closure | ❍ Forward Vertical Spar | ❍
General Condition | General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Aft Longerons | ❍ Aft Vertical Spar | ❍
General Condition | General Condition |

EFFECTIVITY:
All 51-10
Page 19
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

FS 260

FS 300
FS 120

FS 280
FS 140

FS 160

FS 200

FS 220

FS 320

FS 340
FS 180

FS 240
WL 160.0 FS 100

WL 150.0
FS FS
WL 140.0 100.0 203.0 FS
282.5
WL 130.0

WL 120.0

WL 110.0

WL 100.0

WL 90.0

WL 80.0

WL 70.0 FS FS
193.0 224.0

Serials 0002 thru 0820.

WL 160.0

WL 150.0 FS FS FS
100.0 202.0 238.0
WL 140.0

WL 130.0

WL 120.0

WL 110.0

WL 100.0

WL 90.0

WL 80.0
FS FS
WL 70.0 230.5 281.0
SR22_MM51_2343
Serials 0821 & subs.

Figure 51-109
Fuselage And Vertical Stabilizer - LH View

Structure Chk’d Structure Chk’d Structure Chk’d

Fuselage Skins | ❍ Bonds To Fuselage Structure | Bonds To Fuselage Structure |
General Condition | FS 186.1 Bulkhead | ❍ WL 131.25 Rib | ❍
Bonds To Fuselage Structure | General Condition | General Condition |
Cabin Door Fit | Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Firewall Bulkhead | ❍ FS 222 Bulkhead | ❍ WL 159.5 Rib | ❍
General Condition | General Condition | General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Forward Longerons | ❍ FS 289 Bulkhead | ❍
General Condition| General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Spar Cover | ❍ FS 306 Bulkhead | ❍
General Condition | General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Belly Closure | ❍ Forward Vertical Spar | ❍
General Condition | General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Aft Longerons | ❍ Aft Vertical Spar | ❍
General Condition | General Condition |

51-10 EFFECTIVITY:
All
Page 20
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

FS 100

FS 120

FS 140

FS 160

FS 180

FS 200

FS 220

FS 240

FS 260

FS 280

FS 300

FS 320

FS 340
BL 30

BL 20

BL 10

BL 0.0

BL 10

BL 20

BL 30
Serials 0002 thru 0820.

BL 30

BL 20

BL 10

BL 0.0

BL 10

BL 20

BL 30

Serials 0821 & subs.

SR22_MM51_2354

Figure 51-1010
Fuselage And Vertical Stabilizer - Top View

Structure Chk’d
Fuselage Skins | ❍
General Condition |
Bonds To Fuselage Structure |
Cabin Door Fit |
CAPS Cover | ❍
General Condition |
Bonds To Fuselage Structure |
Upper Door Hinge | ❍
General Condition |
Grab Handle | ❍
General Condition |

EFFECTIVITY:
All 51-10
Page 21
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

FS 260

FS 300
FS 120

FS 280
FS 140

FS 160

FS 200

FS 220

FS 320

FS 340
FS 180

FS 240
FS 100

BL 30

BL 20

BL 10

BL 0.0

BL 10

BL 20

BL 30

Serials 0002 thru 0820.

BL 30

BL 20

BL 10

BL 0.0

BL 10

BL 20

BL 30

Serials 0821 & subs. SR22_MM51_2352

Figure 51-1011
Fuselage And Vertical Stabilizer - Bottom View

Structure Chk’d Structure Chk’d

Fuselage Skins | ❍ Bonds To Fuselage Structure |
General Condition | FS 186.1 Bulkhead | ❍
Bonds To Fuselage Structure | General Condition |
Cabin Door Fit | ❍ Bonds To Fuselage Structure |
Firewall Bulkhead | FS 222 Bulkhead | ❍
General Condition | General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Forward Longerons | ❍ FS 289 Bulkhead | ❍
General Condition | General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Spar Cover | ❍ FS 306 Bulkhead | ❍
General Condition | General Condition |
Bonds To Fuselage Structure | Bonds To Fuselage Structure |
Belly Closure | ❍
General Condition |
Bonds To Fuselage Structure |
Aft Longerons | ❍
General Condition |

51-10 EFFECTIVITY:
All
Page 22
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

WS WS WS WS WS WS WS WS WS WS
200 180 160 140 120 100 80 60 40 20

LEFT WING TOP VIEW SHOWN

RIGHT WING TOP OPPOSITE

WS WS WS WS WS
200 180 160 140 120

LEFT WING CUFF TOP VIEW SHOWN

RIGHT WING CUFF TOP OPPOSITE

Serials 0002 thru 2333, 2335 thru 2419, 2421 thru 2437. SR22_MM51_2356A

Figure 51-1012
Wing - Top View - Serials 0002 thru 2437

Structure Chk’d Structure Chk’d Structure Chk’d

Upper Wing Skin
General Condition
Wing Tip Flange
Bond To Lower Wing Skin
Lower Wing Skin
General Condition
Wing Tip Flange
Main Spar
General Condition
Bonds To Wing Skins
Aft Shear Web
General Condition
Bonds To Wing Skins
WS 27.0 Rib
General Condition
Bonds To Wing Structure
WS 35.88 Rib
General Condition
Bonds To Wing Structure
Canted Rib
| ❍ General Condition | WS 197.5 Rib | ❍
| Bonds To Wing Structure | General Condition |
| Stub Rib | ❍ Bonds To Wing Structure |
| General Condition | Shear Pin Bearing Plate |
| ❍ Bonds To Wing Structure | Leading Edge Ribs | ❍
| Lateral Rib | General Condition |
| General Condition | Bonds To Wing Structure |
| ❍ Bonds To Wing Structure | Step Closeouts | ❍
| WS 62.0 Rib | ❍ General Condition |
| General Condition | Bonds To Wing Structure |
| ❍ Bonds To Wing Structure | Attachments | ❍
| WS 88.625 Rib | ❍ Main Wing Attach |
| General Condition | Aft Wing Attach |
| ❍ Bonds To Wing Structure | Wing Tips | ❍
| WS 130.0 Rib | ❍ General Condition |
| General Condition | Shear Web Bond |
| ❍ Bonds To Wing Structure | Shear Pin And Bracket |
| WS 141.38 Rib | ❍
| General Condition |
| ❍ Bonds To Wing Structure |

EFFECTIVITY:
Serials 0002 thru 2437 51-10
Page 23
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

WS WS WS WS WS WS WS WS WS WS WS
220 200 180 160 140 120 100 80 60 40 20

LEFT WING TOP VIEW SHOWN

RIGHT WING TOP OPPOSITE

Serials 2334, 2420, 2438 & subs. SR22_MM51_2653

Figure 51-1013
Wing - Top View - Serials 2438 & subs

Structure Chk’d
TBD | ❍

51-10 EFFECTIVITY:
Serials 2438 & subs
Page 24
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

WS WS WS WS WS WS WS WS WS WS
20 40 60 80 100 120 140 160 180 200

LEFT WING BOTTOM VIEW SHOWN

RIGHT WING BOTTOM OPPOSITE

WS WS WS WS WS
120 140 160 180 200

WING SKIN
(REF)

LEFT WING CUFF BOTTOM VIEW SHOWN

RIGHT WING CUFF BOTTOM OPPOSITE

Serials 0002 thru 2333, 2335 thru 2419, 2421 thru 2437. SR22_MM51_2358A

Figure 51-1014
Wing - Bottom View - Serials 0002 thru 2437

Structure Chk’d Structure Chk’d Structure Chk’d

Upper Wing Skin
General Condition
Wing Tip Flange
Bond To Lower Wing Skin
Lower Wing Skin
General Condition
Wing Tip Flange
Main Spar
General Condition
Bonds To Wing Skins
Aft Shear Web
General Condition
Bonds To Wing Skins
WS 27.0 Rib
General Condition
Bonds To Wing Structure
WS 35.88 Rib
General Condition
Bonds To Wing Structure
General Condition
| ❍ Bonds To Wing Structure | Bonds To Wing Structure |
| General Condition | Shear Pin Bearing Plate |
| Bonds To Wing Structure | Leading Edge Ribs | ❍
| Lateral Rib | ❍ General Condition |
| ❍ General Condition | Bonds To Wing Structure |
| Bonds To Wing Structure | Step Closeouts | ❍
| WS 62.0 Rib | ❍ General Condition |
| ❍ General Condition | Bonds To Wing Structure |
| Bonds To Wing Structure | Attachments | ❍
| WS 88.625 Rib | ❍ Main Wing Attach |
| ❍ General Condition | Aft Wing Attach |
| Bonds To Wing Structure | Wing Tips | ❍
| WS 130.0 Rib | ❍ General Condition |
| ❍ General Condition | Shear Web Bond |
| Bonds To Wing Structure | Shear Pin And Bracket |
| WS 141.38 Rib | ❍ Main Landing Gear | ❍
| ❍ General Condition | Attach Points |
| Bonds To Wing Structure |
| WS 197.5 Rib | ❍
| General Condition |

EFFECTIVITY:
Serials 0002 thru 2437 51-10
Page 25
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

WS WS WS WS WS WS WS WS WS WS WS
20 40 60 80 100 120 140 160 180 200 220

LEFT WING BOTTOM VIEW

WS WS WS WS WS WS WS WS WS WS WS
220 200 180 160 140 120 100 80 60 40 20

RIGHT WING BOTTOM VIEW

SR22_MM51_2654
Serials 2334, 2420,2438 & subs.

Figure 51-1015
Wing - Bottom View - Serials 2438 & subs

Structure Chk’d
TBD | ❍

51-10 EFFECTIVITY:
Serials 2438 & subs
Page 26
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

BL 0.0

BL 20

BL 60
BL 40

BL 80
BL 60

BL 20
BL 80

BL 40
BL 72.0

BL 48.0

BL 72.0
BL 48.0
70%CHORD LINE

TOP VIEW OF HORIZONTAL STABILIZER

BL 72.0
BL 67.5
BL 34.0

BL 48.0
BL 72.0

BL 34.0
BL 48.0

BL 4.1
BL 2.5

70%CHORD LINE

BOTTOM VIEW HORIZONTAL STABILIZER SR20_MM51_2359

Figure 51-1016
Horizontal Stabilizer
Structure Chk’d Structure Chk’d
Upper Horizontal Stabilizer Skin | ✔ General Condition |
General Condition | Bonds To Stabilizer Structure |
Bonds To Stabilizer Structure | BL 36.0 Ribs | ✔
Lower Horizontal Stabilizer Skin | ✔ General Condition |
General Condition | Bonds To Stabilizer Structure |
Bonds To Stabilizer Structure | BL 72.0 Ribs | ✔
Forward Spar | ✔ General Condition |
General Condition | Bonds To Stabilizer Structure |
Bonds To Stabilizer Structure |
Mid Spar | ✔
General Condition |
Bonds To Stabilizer Structure |
Aft Spar | ✔
General Condition |
Bonds To Stabilizer Structure |
BL 0.0 Rib | ✔
General Condition |
Bonds To Stabilizer Structure |
Fuselage Intersection Ribs | ✔

EFFECTIVITY:
All 51-10
Page 27
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

FS 100

FS 100
FS 50

FS 60

FS 50

FS 60
FS 80

FS 80
FS
FS 54.9
54.9

Serials 0002 thru 0820. Serials 0821 & subs.

UPPER COWL
SR22_MM51_2364

Figure 51-1017
Upper Engine Cowl

Structure Chk’d
General Condition |

51-10 EFFECTIVITY:
All
Page 28
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

FS FS FS FS FS FS FS FS FS FS FS FS
50 60 80 100 50 60 80 100 50 60 80 100

FS
FS 54.9
54.9 FS
54.9

CL

Serials 0002 thru 0319. Serials 0320 thru 0820. Serials 0821 thru 1229.

LOWER COWL
SR22_MM51_2362A

Figure 51-1018
Lower Engine Cowl - Serials 0002 thru 1229

Structure Chk’d
General Condition |

EFFECTIVITY:
Serials 0002 thru 1229 51-10
Page 29
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

FS FS FS FS FS FS FS FS FS FS FS FS
50 60 80 100 50 60 80 100 50 60 80 100

FS FS FS
54.9 54.9 54.9

Serials 1230 thru 2036. Serials 2037 thru 2333, Serials 2334, 2420, 2438 & subs.
2335 thru 2419, 2421 thru 2437.
LOWER COWL SR22_MM51_2652

Figure 51-1019
Lower Engine Cowl - Serials 1230 & subs

Structure Chk’d
General Condition |

51-10 EFFECTIVITY:
Serials 1230 & subs
Page 30
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

FS FS FS FS
120 140 160 174

WL 134.0

WL 130.0

WL 120.0

WL 110.0

WL 100.0

WL 96.0

CABIN DOOR OUTER SKIN

Serials 0002 thru 0820. SR22_MM51_2366

Figure 51-1020
Doors - Serials 0002 thru 0820

Structure Chk’d
General Condition |

EFFECTIVITY:
Serials 0002 thru 0820 51-10
Page 31
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

FS FS FS FS
124 140 160 174

WL 134.0

WL 130.0

WL 120.0

WL 110.0

WL 100.0

WL 96.0
CABIN DOOR
SR22_MM51_2368
Serials 0821 & subs.

Figure 51-1021
Doors - Serials 0821 & subs

Structure Chk’d
General Condition |

51-10 EFFECTIVITY:
Serials 0821 & subs
Page 32
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

WS WS WS WS
200 180 160 140

LEFT AILERON SHOWN

RIGHT AILERON OPPOSITE
SR22_MM51_2380

Figure 51-1022
Ailerons

Ailerons | ❍
General Condition |
Hinge Structure |
Attach Holes On Aileron Structure |
Attach Holes On Fuselage Structure |

EFFECTIVITY:
All 51-10
Page 33
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

BL BL BL BL BL
80.0 60.0 40.0 20.0 0.0

LEFT ELEVATOR SHOWN

RIGHT ELEVATOR OPPOSITE

SR22_MM51_2378

Figure 51-1023
Elevators

Elevators | ❍
General Condition |
Hinge Structure |
Attach Holes On Elevator Structure |
Attach Holes Horizontal Stab |

51-10 EFFECTIVITY:
All
Page 34
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

WL 165.5

WL 160.0

WL 150.0

WL 140.0

WL 130.0

WL 120.0

WL 110.0

WL 100.0

WL 94.0

FS FS FS FS FS FS
300.0 310.0 320.0 330.0 340.0 350.2

RUDDER SR22_MM51_2376

Figure 51-1024
Rudder

Rudder | ❍
General Condition |
Hinge Structure |
Attach Holes On Rudder Structure |
Attach Holes Fuselage/Vertical Stab |

EFFECTIVITY:
All 51-10
Page 35
15 Apr 2007
CIRRUS AIRPLANE MAINTENANCE MANUAL MODEL SR22

WS WS WS WS WS WS WS WS
145 140 120 100 80 60 40 35

LEFT FLAP SHOWN

RIGHT FLAP OPPOSITE

SR22_MM51_2382

Figure 51-1025
Flaps

Flaps | ❍
General Condition |
Hinge Structure |
Attach Holes On Flap Structure |
Attach Holes On Fuselage Structure |

51-10 EFFECTIVITY:
All
Page 36
15 Apr 2007