CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING

MODELS SR22 AND SR22T GENERAL

Damage Assessment and Reporting

51-10: DAMAGE ASSESSMENT AND REPORTING

1. General

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 mate-
rials. 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
inspecting the final repair. Examination of the structure is important to determine the extent of
any damage that might have occurred.

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2. Maintenance Practices

A. Damage Assessment and Reporting Procedure

(See Figure 51-10-1)

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)
• NOTE •
In the event of a wing tip or outboard wing strike, it is
recommended that a detailed inspection be accomplished
of the aft wing-attach fitting and associated support-struc-
ture at fuselage station FS190 to include: aft torque-box
fitting, aft torque-box spar, aft wing attach fitting, fuselage
skin, the aft passenger-floor, and aft passenger-seat struc-
ture.
(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. (Refer to
AMM-Intro-00)
1 If a Major Repair not covered in AMM or a Restricted Repair: Collect infor-
mation 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
procedures in AMM.

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Figure 51-10-1: Damage Assessment and Reporting Flow Chart

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_4734

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B. Determining Extent of Damage

Currently, there are three methods of non-destructive inspection techniques that may be
used to determine the existence and extent of composite damage; Visual Inspection, Coin
Tap Test, and Ultrasonic Testing (UT) Inspection. More advanced inspection techniques may
be used in specific repairs under the guidance of Cirrus Design. All suspect areas, including
obvious damage, should initially be inspected with visual and coin tap techniques. Ultra-
sonic testing inspection will also be required for structural components, where indicated.

(1) Visual Inspection

Although only the outer surface layers can be directly assessed, the importance of
visual inspection should not be underestimated. Surface imperfections originating
from impact damage (scuffing, chipping, surface cracking, crazing), near surface
delaminations (bulging) and severe disbonding can all be identified using this tech-
nique.
Several components of the airplane are fabricated with fiberglass/epoxy laminates
which are light in color. For laminates of this nature, damage will appear as a white or
light color. 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. This does not apply to the carbon/epoxy
composites, which are black in color.
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, fibre-
scopes 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 Diagrams 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 lami-
nate 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 surface, delamination and disbonding is more difficult to detect. It is some-
times possible to feel this type of damage by pressing on the area. A disbond or

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delamination may feel soft and movement between the separated layers may be
detected.
(g) If possible, for fiberglass/epoxy laminates, use a back light to reveal internal
defects and delaminations.
(h) For fiberglass components, 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 structures may be visible.
(j) Use a permanent marker to mark suspect areas found tactually or with slight
visual imperfections to facilitate coin tap test.

(2) Coin Tap Test

Performed by an experienced technician, the coin tap test is a 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 delamination. 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 under-
stands 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:

(a) To enhance familiarization with fuselage construction, examine the Airframe

Zone Diagrams 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 suspect 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.

(3) Ultrasonic Testing (UT) Inspection

(a) For standardized inspection criteria, contact Cirrus Design for disposition. (Refer
to AMM-Intro-00)

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C. Damage Classification

(See Figure 51-10-2) (See Figure 51-10-3) (See Figure 51-10-4)

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 confined to the surface protection of the laminate.

(2) Secondary Bond Damage

Secondary bond damage is defined as disbonding occurring between two pre-cured

components. May be structural or non-structural in nature.

(3) Solid Laminate Damage

Structural or non-structural damage extending beneath the surface protection and

affecting 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 associ-
ated with witness marks from the impact and delamination damage. Direc-
tion 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 separation due to external or internal forces.
2) Penetration - Penetration through entire laminate surface.

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(4) Sandwich Structure Damage

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. Lami-
nate Only damage to sandwich structure can be identified using the Solid Lami-
nate 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 punc-
tured, foam core exposed.

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
appreciably affect weight, balance, structural strength, performance, powerplant
operation, flight characteristics, 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. Additionally, the

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repair is field allowable if the repair is specifically covered in the AMM. All other major
repairs require Cirrus Design Engineering disposition. (Refer to AMM-Intro-00)

(4) Restricted

Restricted repairs are repairs that occur in no-repair zones as depicted in the Airframe
Zone Diagrams. (Refer to 51-00)
Contact Cirrus Design for disposition. (Refer to AMM-Intro-00)

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Figure 51-10-2: Secondary Bond Damage

STIFFENER

PANEL

ADHESIVE

PANEL

ADHESIVE

FUSELAGE FLOOR
PANEL (REF)

ADHESIVE

SR22_MM51_4735

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Figure 51-10-3: Solid Laminate Damage

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_4736

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
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Figure 51-10-4: Sandwich Structure Damage

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_4737

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CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING CIRRUS AIRPLANE MAINTENANCE MANUAL
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E. Reporting

(See Figure 51-10-5) (See Figure 51-10-6)

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 commu-
nication 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

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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. Refer-
encing the definitions and figures in AMM Chapter 06 - Dimensions And Areas
(Refer to 6-00), the Airframe Zone Diagrams in AMM Chapter 51, Section 00 -
Standard Practices: Structures (Refer to 51-00), or the Airframe Inspection
Diagrams shown below (Refer to 51-10), 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, …).
When documenting a condition such as clearance between a cable and a
pass-through hole, the clock number and “view from” side should be docu-
mented. 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.

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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 elongated, 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 documented 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 delam-
ination 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 documen-
tation, consider using a photo sequence that begins with the entire aircraft in
view, and 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 6-00) and the Airframe Zone Diagrams in AMM Chapter 51,
Section 00 - Standard Practices: Structures (Refer to 51-00), write dimensions and

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MODELS SR22 AND SR22T MAINTENANCE PRACTICES

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 rele-
vant 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, however, 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 Shear web from WS 177 to 150 has thick bond
wing skin - thickness is 0.080" at WS 164, tapers to 0.145
0.145" at WS 170, is constant between WS 170 and This description does not specify what bond is
WS 190, then tapers back to 0.080" at WS 195. 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 spar Thick bond between main spar web and 35 stub
web, 0.123" across entire bondline. 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 on Engine mount hole delamed 0.2".
forward side. 2 plies affected around 80% of hole This example contained an improper variant of
circumference. Max width 0.20". 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 RH 37 rib to main spar upper cap bond is 40%
upper cap, 40% void. 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: 3 bonding surfaces voided on forward edges of
1) bond to spar upper cap is 50% void. LH 36 rib to forward spar. Upper: 50% voided,
2) bond to spar lower cap is 70% void. Lower: 70% voided, Web 60% voided.
3) bond to spar web is 60% void. 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. Best Avoid describing conditions with only the part
practices; use part number in conjunction with numbers.
part name.

General Rule: General Rule:

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

General Rule: General Rule:

Use specific and accurate terms which will Avoid using words and phrases like:
promote confidence in the description of the Approximately…
condition. Appears to be…
Anywhere from X to Y…
These words and phrases do not promote
confidence in the description - additional
information 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

Damage reporting by means of the telephone is valuable in alerting Cirrus Design of

impending 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.

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
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(c) Follow the document structure as described in Documentation Content and

Layout Procedure. (Refer to 51-10)
(d) Provide positive identification on each sheet's relationship. This can be achieved
by individual numbering of sheets with a sketch plan on sheet 1 indicating how
the numbered sheets are related.

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Figure 51-10-5: Damage Report Sample (1 of 2)

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: [email protected] 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_5212

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Figure 51-10-5: Damage Report Sample (2 of 2)

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: [email protected] 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_5213

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Figure 51-10-6: Example of Reporting Depths of Dent Depression

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_4738

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
MODELS SR22 AND SR22T MAINTENANCE PRACTICES

F. Metal Components - Corrosion Inspection

(1) Corrosion Prone Areas

Certain areas are more prone to corrosion than others. The following list is intended to
be a general guide to areas where corrosion is frequently found.
Contact Cirrus Design for disposition. (Refer to AMM-Intro-00)

(2) Inspection/Check - Airframe General Corrosion

Corrosion should be inspected for at every inspection. In trouble areas, the inspection
frequency should be increased.
Contact Cirrus Design for disposition. (Refer to AMM-Intro-00)

G. 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 standardized inspection criteria to facilitate the repair design process.
Depending on the extent of the damage 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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CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING CIRRUS AIRPLANE MAINTENANCE MANUAL
MAINTENANCE PRACTICES MODELS SR22 AND SR22T

(1) Fuselage And Vertical Stabilizer

Figure 51-10-7: Fuselage and Vertical Stabilizer - RH View (1 of 4)

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_5214

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

Fuselage Skins × Bonds To Fuselage Structure Bonds To Fuselage Structure

General Condition Aft Longerons × Forward Vertical Spar ×

Bonds To Fuselage Structure General Condition General Condition

Cabin Door Fit Bonds To Fuselage Structure Bonds To Fuselage Structure

Firewall Bulkhead × FS 186.1 Bulkhead × Aft Vertical Spar ×

General Condition General Condition General Condition

Bonds To Fuselage Structure Bonds To Fuselage Structure Bonds To Fuselage Structure

Forward Longerons × FS 222 Bulkhead × WL 131.25 Rib ×

General Condition General Condition General Condition

Bonds To Fuselage Structure Bonds To Fuselage Structure Bonds To Fuselage Structure

Spar Cover × FS 289 Bulkhead × WL 159.5 Rib ×

General Condition General Condition General Condition

Bonds To Fuselage Structure Bonds To Fuselage Structure Bonds To Fuselage Structure

Belly Closure × FS 306 Bulkhead ×

General Condition General Condition

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
MODELS SR22 AND SR22T MAINTENANCE PRACTICES

Figure 51-10-7: Fuselage and Vertical Stabilizer - LH View (2 of 4)

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_5215

Structure Chk’d Structure Chk’d

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

Bonds To Fuselage Structure

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CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING CIRRUS AIRPLANE MAINTENANCE MANUAL
MAINTENANCE PRACTICES MODELS SR22 AND SR22T

Figure 51-10-7: Fuselage and Vertical Stabilizer - Top View (3 of 4)

BL 30

BL 20

BL 10

BL 0.0

BL 10

BL 20

BL 30

SR22_MM51_5216

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

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
MODELS SR22 AND SR22T MAINTENANCE PRACTICES

Figure 51-10-7: Fuselage and Vertical Stabilizer - Bottom View (4 of 4)

BL 30

BL 20

BL 10

BL 0.0

BL 10

BL 20

BL 30

SR22_MM51_5217

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

Bonds To Fuselage Structure

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CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING CIRRUS AIRPLANE MAINTENANCE MANUAL
MAINTENANCE PRACTICES MODELS SR22 AND SR22T

(2) Wing

Figure 51-10-8: Wing - Top View (1 of 2)

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

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

Upper Wing Skin × Stub Rib × Bonds To Wing Structure

General Condition General Condition WS 213.0 Rib ×

Wing Tip Flange Bonds To Wing Structure General Condition

Bond To Lower Wing Skin Lateral Rib × Bonds To Wing Structure

Lower Wing Skin × General Condition Shear Pin Bearing Plate

General Condition Bonds To Wing Structure Leading Edge Ribs ×

Wing Tip Flange WS 61.0 Rib × General Condition

Main Spar × General Condition Bonds To Wing Structure

General Condition Bonds To Wing Structure Step Closeouts ×

Bonds To Wing Skins WS 87.0 Rib × General Condition

Aft Shear Web × General Condition Bonds To Wing Structure

General Condition Bonds To Wing Structure Attachments ×

Bonds To Wing Skins WS 110.0 Rib × Main Wing attach

WS 27.25 Rib × General Condition Aft Wing Attach

General Condition Bonds To Wing Structure Wing Tips ×

Bonds To Wing Structure WS 140.0 Rib × General Condition

WS 37.0 Rib × General Condition Shear Web Bond

General Condition Bonds To Wing Structure Shear Pin And Bracket

Bonds To Wing Structure WS 196.0 Rib ×

General Condition

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
MODELS SR22 AND SR22T MAINTENANCE PRACTICES

Figure 51-10-8: Wing - Bottom View (2 of 2)

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_5219

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

Upper Wing Skin × Lateral Rib × General Condition

General Condition General Condition Bonds To Wing Structure

Wing Tip Flange Bonds To Wing Structure Shear Pin Bearing Plate

Bond To Lower Wing Skin WS 61.0 Rib × Leading Edge Ribs ×

Lower Wing Skin × General Condition General Condition

General Condition Bonds To Wing Structure Bonds To Wing Structure

Wing Tip Flange WS 87.0 Rib × Step Closeouts ×

Main Spar × General Condition General Condition

General Condition Bonds To Wing Structure Bonds To Wing Structure

Bonds To Wing Skins WS 110.0 Rib × Attachments ×

Aft Shear Web × General Condition Main Wing attach

General Condition Bonds To Wing Structure Aft Wing Attach

Bonds To Wing Skins WS 140.0 Rib × Wing Tips ×

WS 27.25 Rib × General Condition General Condition

General Condition Bonds To Wing Structure Shear Web Bond

Bonds To Wing Structure WS 196.0 Rib × Shear Pin And Bracket

WS 37.0 Rib × General Condition Main Landing Gear ×

General Condition Bonds To Wing Structure Attach Points

Bonds To Wing Structure WS 213.0 Rib ×

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CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING CIRRUS AIRPLANE MAINTENANCE MANUAL
MAINTENANCE PRACTICES MODELS SR22 AND SR22T

(3) Wing Tip

Figure 51-10-9: Wing Tip - Top View (1 of 2)

WS WS WS WS WS WS
230 225 220 215 212.5 210

LEFT WING TIP TOP VIEW SHOWN

RIGHT WING TIP TOP OPPOSITE
SR22_MM51_5220

Structure Chk’d

Upper Wing Tip Skin ×

General Condition

Bond To Lower Wing Tip Skin

Shear Web ×

General Condition

Shear Web Bond

Shear Pin And Bracket

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
MODELS SR22 AND SR22T MAINTENANCE PRACTICES

Figure 51-10-9: Wing Tip - Bottom View (2 of 2)

WS WS WS WS WS WS
210 212.5 215 220 225 230

LEFT WING TIP BOTTOM VIEW SHOWN

RIGHT WING TIP BOTTOM OPPOSITE
SR22_MM51_5221

Structure Chk’d

Lower Wing Tip Skin ×

General Condition

Bond To Lower Wing Tip Skin

Shear Web ×

General Condition

Shear Web Bond

Shear Pin And Bracket

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CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING CIRRUS AIRPLANE MAINTENANCE MANUAL
MAINTENANCE PRACTICES MODELS SR22 AND SR22T

(4) Horizontal Stabilizer

Figure 51-10-10: Horizontal Stabilizer

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 SR22_MM51_5222

Structure Chk’d Structure Chk’d

Upper Horizontal Stabilizer Skin × BL 0.0 Rib ×

General Condition General Condition

Bonds To Stabilizer Structure Bonds To Stabilizer Structure

Lower Horizontal Stabilizer Skin × Fuselage Intersection Ribs ×

General Condition General Condition

Bonds To Stabilizer Structure Bonds To Stabilizer Structure

Forward Spar × BL 36.0 Ribs ×

General Condition General Condition

Bonds To Stabilizer Structure Bonds To Stabilizer Structure

Mid Spar × BL 72.0 Ribs ×

General Condition General Condition

Bonds To Stabilizer Structure Bonds To Stabilizer Structure

Aft Spar ×

General Condition

Bonds To Stabilizer Structure

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
MODELS SR22 AND SR22T MAINTENANCE PRACTICES

(5) Engine Cowl

Figure 51-10-11: Upper Engine Cowl (1 of 2)

FS 100

FS 100
FS 50

FS 50
FS 60

FS 60
FS 80

FS 80
FS FS
54.9 54.9

SR22 Serials. SR22T Serials.

UPPER COWL
SR22_MM51_5223

Structure Chk’d

General Condition

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CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING CIRRUS AIRPLANE MAINTENANCE MANUAL
MAINTENANCE PRACTICES MODELS SR22 AND SR22T

Figure 51-10-11: Lower Engine Cowl (2 of 2)

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

FS FS
54.9 54.9

SR22 Serials. SR22T Serials.

LOWER COWL SR22_MM51_5224

Structure Chk’d

General Condition

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
MODELS SR22 AND SR22T MAINTENANCE PRACTICES

(6) Nose Gear Fairing

Figure 51-10-12: Nose Gear Fairing - SR22 Serials (1 of 2)

0 5 10 15 20 25 30

NOSE GEAR FAIRING SIDE VIEW SHOWN

0 5 10 0 5 10 15 20 25 30 35

NOSE WHEEL PANT SIDE VIEW SHOWN

NOSE WHEEL PANT BOTTOM VIEW SHOWN

SR22 Serials. SR22_MM51_5225

Structure Chk’d

General Condition

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MAINTENANCE PRACTICES MODELS SR22 AND SR22T

Figure 51-10-12: Nose Gear Fairing- SR22T Serials (2 of 2)

0 5 10 15 20 25 30 35 40

NOSE GEAR FAIRING SIDE VIEW SHOWN

0 5 10 0 5 10 15 20 25 30 35

NOSE WHEEL PANT SIDE VIEW SHOWN

NOSE WHEEL PANT BOTTOM VIEW SHOWN

SR22T Serials. SR22_MM51_5226

Structure Chk’d

General Condition

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
MODELS SR22 AND SR22T MAINTENANCE PRACTICES

(7) Main Gear Fairing

Figure 51-10-13: Main Gear Fairing

0 5 10 15 20 25 30 35 40 0 5 10 15 20

MAIN GEAR UPPER STRUT FAIRING

LEFT SIDE SHOWN
MAIN GEAR UPPER STRUT FAIRING
RIGHT SIDE OPPOSITE
0 5 10 15

MAIN LOWER FAIRING LEFT SIDE SHOWN MAIN FAIRING ACESS PANEL LEFT SIDE SHOWN
MAIN LOWER FAIRING RIGHT SIDE OPPOSITE MAIN FAIRING ACCESS PANEL RIGHT SIDE OPPOSITE
SR22_MM51_5228

Structure Chk’d

General Condition

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CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING CIRRUS AIRPLANE MAINTENANCE MANUAL
MAINTENANCE PRACTICES MODELS SR22 AND SR22T

(8) Door

Figure 51-10-14: Door

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_5229

Structure Chk’d

General Condition

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
MODELS SR22 AND SR22T MAINTENANCE PRACTICES

(9) Aileron

Figure 51-10-15: Aileron

WS WS WS WS
200 180 160 140

LEFT AILERON SHOWN

RIGHT AILERON OPPOSITE
SR22_MM51_5230

Structure Chk’d

Aileron ×

General Condition

Hinge Structure

Attach Holes On Aileron Structure

Attach Holes On Wing Structure

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CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING CIRRUS AIRPLANE MAINTENANCE MANUAL
MAINTENANCE PRACTICES MODELS SR22 AND SR22T

(10) Elevator

Figure 51-10-16: Elevator

BL BL BL BL BL
80.0 60.0 40.0 20.0 0.0

LEFT ELEVATOR SHOWN

RIGHT ELEVATOR OPPOSITE

SR22_MM51_5231

Structure Chk’d

Elevator ×

General Condition

Hinge Structure

Attach Holes On Elevator Structure

Attach Holes Horizontal Stab

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CIRRUS AIRPLANE MAINTENANCE MANUAL CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING
MODELS SR22 AND SR22T MAINTENANCE PRACTICES

(11) Rudder

Figure 51-10-17: Rudder

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_5232

Structure Chk’d

Rudder ×

General Condition

Hinge Structure

Attach Holes On Rudder Structure

Attach Holes Fuselage/Vertical Stab

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CHAPTER 51-10: DAMAGE ASSESSMENT AND REPORTING CIRRUS AIRPLANE MAINTENANCE MANUAL
MAINTENANCE PRACTICES MODELS SR22 AND SR22T

(12) Flap

Figure 51-10-18: Flap

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

LEFT FLAP SHOWN

RIGHT FLAP OPPOSITE

SR22_MM51_5233

Structure Chk’d

Flap ×

General Condition

Hinge Structure

Attach Holes On Flap Structure

Attach Holes On Wing Structure

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