Cirrus Aircraft Update Webinar

Cirrus Aircraft Update Webinar 

Authorized Service Centers – 6/23/2010

Announcements: 

1. SR22T 

2. LANDING GEAR SIMULATOR 

3. AIR CONDITIONING 

PROMOTION 

4. CIRRUS CERTIFIED 

PROMOTION

OTHER KEY PERFORMANCE DIFFERENTIATORS FOR SR22T 

GREATER CABIN HEAT 

QUIETER TAKEOFF & CLIMB 

NOISE 

GREATER USEFUL LO 

IMPROVED DECELERATION 

VIA “BRAKING” EFFECT OF 

PROP 

IMPROVED TAKEOFF & CLIMB 

PERFORMANCE

KEY DESIGN DIFFERENTIATORS FOR 

SR22T 

50‐K K ENGINE THAT WE PARTNERED WITH TCM TO DEVELOP SPECIFICALLY FOR 

SR22T. THIS IS A NEW ENGINE MODEL.


SR22T 

TSIO‐550 

550‐K K ENGINE 

MODIFIED NLG – OLEO STRUT


SR22T 

TSIO‐550 


MODIFIED COWL 



SR22T 

TSIO‐550 


MODIFIED ECS CONTROLLER 

MODIFIED COWL 


SR22T

SR22T 

This document is for training purposes only; Always 

consult Cirrus Aircraft and Teledyne Continental Motors 

Technical Publications before performing maintenance 

on all Cirrus aircraft.

SR22T 

OVERVIEW 

•TCM TSIO550K twin turbocharged 315 HP engine. 

•New nose landing gear utilizes oleo strut for shock absorbsion. 

•Changes in environmental system architecture. 

•New Hartzel prop governor. 

•Airframe structural changes including new cowl design. 

•Added inspection and maintenance items

Nose Landing gear 

Operation description; 

SR22T 

Shock absorption in weight on wheels attitude is accomplished by a nitrogen-oleo strut installed between the 

hinged members of the nose landing gear strut and the undercarriage of the engine mount. Regular 

inspection, servicing and maintenance standards are critical in preventing injury to occupants and significant 

damage to prop, engine and airframe.

Nose Landing Gear 

SR22T 

Inspection/Check (AMM 32-20) performed every 50 

hour inspection; 

Remove engine cowling and NLG faring. 

Using flashlight and 10X magnifier, visually inspect 

fillet weld on bottom of strut for cracks, deformation 

or other signs of distress. 

Inspect oleo strut for security, cracks, corrosion and 

cleanliness. 

Ensure spherical bearings at oleo attach points are 

fully captured. 

At room temperature with aircraft at nominal weight, 

apply rocking force to nose of aircraft. Allow aircraft 

to stabilize. 

Verify exposed rod (chrome) of oleo is 2.0-2.25 

inches. If exposed piston rod is below tolerance, 

strut requires servicing per AMM 12-10.


SR22T 

Adjustment/Test (AMM 32-20) performed every 100 hour and 

annual inspection; 

Remove engine cowling and raise nose of aircraft per AMM 

07-10. 

Solvent clean oleo and perform visual inspection of oleo fill 

valve and piston rod surface. 

If leakage is evident at fill valve, replace fill valve or seal per 

AMM 32-20. If piston rod shows signs of minor corrosion or 

scoring, repair per AMM 32-20. If corrosion or scoring is 

excessive or cannot be removed, replace oleo strut per AMM 

32-20. 

If piston rod shows signs of leakage identified by streamlets of 

fluid (the rod maintains a light film of hydraulic fluid for 

lubrication), replace oleo strut per AMM 32-20. 

If hydraulic fluid or nitrogen charge is suspected insufficient, 

perform strut servicing per AMM 12-10


Servicing AMM12-10; 

SR22T 

Remove engine cowl and raise nose of aircraft per AMM 07-10. 

Remove cap from filler valve and slowly open fill valve, allowing 

one minute for strut to de-pressurize. 

If replenishing nitrogen only, close fill valve. 

Fluid servicing; attach length of clear 5/16” hose to fill valve and 

place other end in a graduated cylinder containing a minimum .5 

quarts mil spec 5606 hydraulic fluid. Slowly raise strut verifying 

gas and fluid expel from strut Slowly lower strut verifying fluid is 

being drawn into strut. Repeat raising and lowering until all 

entrapped air is eliminated and strut expels steady stream of fluid 

for at least ½ of compression. Raise strut and hold while closing 

fill valve and remove hose.. 

Nitrogen servicing; connect high pressure hose from nitrogen tank 

to fill valve. Slowly pressurize nitrogen hose to 20 psi. Slowly open 

fill valve allowing strut to reach full extension. At a rate of no more 

than 100 psi/minute, pressurize strut to 350.0±10.0 psi. Close fill 

valve and torque to 45-70 in-lb. Close nitrogen tank valve and 

relieve pressure in nitrogen hose. Disconnect hose and install fill 

valve cap. 

Replace strut rubber seal components every 2000 hrs.

Environmental Systems 

SR22T 


As in SR22 2439 & subs, fresh air enters the cabin through 

a NACA vent located on the lower right cowl and is ducted to 

the mixing chamber mounted to the forward firewall. 

Cabin heat is obtained by taking turbocharged “Bleed air” 

from the left and right turbocharger intercoolers located in 

the engine baffling. The intercooler bleed air is ducted into a 

heat exchanger surrounding the turbine waste gate 

crossover pipe. The hot air is then ducted to the mixing 

chamber and is mixed with fresh air to crew selected comfort 

settings. Excess hot air is “dumped overboard” by a flapper 

valve located on the bottom of the mixing chamber. 

The remainder of the environmental system options, controls 

and distribution are identical to previous normally aspirated 

SR22 2439 & subs.

Propeller 


The SR22T incorporates a cable-less Hartzel propeller 

governor. The governor operates on the same principle as 

other propeller governors; sensing engine speed, the 

governor regulates pressurized engine oil in the propeller 

piston assembly, which controls propeller blade angle. 

The Hartzel governor begins controlling blade angle and 

engine speed at approximately 1400 RPMs. As there is no 

Power lever cam plate or cable, transition through the power 

range is very smooth. The engine reaches its maximum 

speed of 2500 RPMs at power settings as low as 55%. As 

the power lever is advanced, engine speed will remain at 

2500 RPMs, but MAP and Fuel flow will increase as will % 

Power. 

With the high speed stop set at 2500 RPMs, additional 

power input causes the governor to increase propeller blade 

angle, thus increasing thrust. 

SR22T

SR22T 

Propeller 

Adjustment/Test-Governor Rigging (AMM61-20) 

Remove engine cowl and perform Adjustment/Test-Throttle 

Control Cable and Adjustment/Test-Mixture Control Cable (AMM 

76-10). 

Start and warm engine to operating temperatures. Advance 

throttle to full and verify RPMs at 2480-2500. If RPMs are not 

2480-2500, adjust the high speed stop on the governor. Use 

7/16” wrench to loosen jam nut on propeller governor shaft. 

Using 3/16” ignition wrench, turn governor shaft clockwise to 

increase engine speed and counter-clockwise to decrease 

engine speed (1/4 turn will change engine speed by 

approximately 30 RPMs). 

Torque jam nut to 30-36 in lbs. Start engine and verify 2480- 

2500 RPMs at full throttle. Repeat procedure if necessary.

BASIC ENGINE SPEC. 

• Firing Order 1-6-3-2-5-4 

• Compression Ratio 7.5:1 

• Magneto timing 24º BTDC 

• Rated Maximum Continuous Operation 

– 315 HP @ 2500RPM @ 36.5” Hg MAP 

Minimum Idle 

– 600 RPM 

• Engine idle speeds may be set higher to allow for smoother 

operation and transition to higher power settings

SR22T 

Turbocharger 

Description of operation; 

The TSIO550K incorporates two turbochargers controlled 

by a single waste-gate. Waste-gate position is determined 

by a “Sloped” controller. 

The left and right exhaust manifolds are connected by a 

crossover pipe which equalizes exhaust gas pressure in 

the two manifolds which are directly connected to the 

turbochargers. The crossover pipe has an exhaust exit 

which contains the waste-gate, thus controlling exhaust 

gas pressure in the manifolds. Through this architecture, 

exhaust gas pressure is both equal and controlled in the 

manifolds. 

The hydraulically operated waste-gate position is 

determined by the sloped controller which senses and 

responds to a pre-set absolute boost value of 36.5” as 

well as boost at power settings other than full.

Power plant 

SR22T 

This slide covers those aspects of the SR22T included in AMM 

Chapter 71; Cowling and Induction air systems. 

Cowling description (AMM 71-10) 

The cowling for the SR22T consists of a three piece fiberglass 

cowl and a two piece aluminum NLG strut closeout panel. The 

fiberglass cowl is secured to the aircraft similarly to previous 

SR cowl systems. 

In addition to the fresh air NACA vent integral to the left lower 

cowl on SR22 2439 & subs, there are two NACA vents located 

on the left and right lower cowls which supply induction air 

through air filters to the turbochargers. 

Induction description (AMM 71-60) 

NACA vents on the left and right lower cowls provide fresh air 

to the turbochargers. The air passes through serviceable filters 

which require replacement at three years, five cleanings or 500 

hours (whichever occurs first). In the event of air filter icing or 

obstruction, a heated alternate air assembly is opened when a 

strip of magnets on the alternate air door is overcome by the 

induction vacuum. Alternate air then bypasses the filters.

Power plant 

Inspection/Check- Induction Air Filter (AMM 71-60) 

Remove cowling and induction air filters per AMM 71-60. 

Hold filter up to a bright light and examine filter elements 

for tears and holes. Visually inspect metal parts of air filter 

elements for damage. Replace filter element if damaged. 

Visual Inspection- Alternate air (AMM 71- 60) 

Check alternate air door for freedom of movement and 

correct MFD annunciation. 

Servicing- Induction Air Filter (AMM 71-60) 

Remove cowling and induction air filters per AMM 71-60. 

Using source of compressed air no greater than 10 psi, 

blow air through filter in opposite direction of airflow, 

holding air source at least 1” away from filter. Perform 

Inspection/Check-Induction Air Filter per AMM 71-60. 

SR22T

Power plant 

SR22T 

Inspection/Check - Exhaust System 

Visually inspect slip joints for bulges, cracks, or hot spots. 

Visually inspect stacks, risers, and elbows for burned areas, cracks, and loose parts or 

hardware. Check welded areas and seams for cracks. Replace parts that are cracked, 

burned, or worn. 

Visually inspect heat exchanger seams, joints and transitions with a flashlight and mirror 

or a flexible borescope for physical damage, cracks, corrosion, and burn-through. Inspect 

connecting flanges for security and proper mating. 

Perform exhaust leak test. 

1 Connect a high volume, dust-free, air pressure source to the exhaust tailpipe outlet. 

2 Apply 5 psi of air pressure to the exhaust system. 

3 Apply soapy water to the exhaust system and check for bubbling. If bubbling is 

found, replace the leaking exhaust components. 

Visually inspect exhaust stacks and transition unit for wear, leaks, cracks, or distortion. 

Replace worn, leaking, cracked, or distorted exhaust parts. 

Visually inspect exhaust manifold connections at cylinder for security of exhaust flange, 

gasket, and exhaust manifold fasteners. 

Visually inspect V-band clamps. 

1 Remove V-band clamp from exhaust tailpipe. 

2 Clean outer band of V-band clamp with crocus cloth. 

3 Inspect V-band clamp spot-weld (or rivet) areas for cracks and looseness. 

4 Using a flashlight and mirror, inspect corner radii of clamp inner segments for 

cracks. Inspect inner segment spacing. 

5 Inspect clamp outer band for flatness using a straight edge, especially within 2 

inches of spot-weld tabs that retain the T-bolt fastener. Verify clearance between 

clamp outer band and straight edge is less than 0.062 inches (1.57 mm). 

6 Verify 100% contact between inner segments and outer band.

Power plant 

SR22T 

Inspection/Check – Turbocharger AMM 81-20 

Visually inspect turbocharger housing and mounting bracket 

for general condition and 

security. 

Visually inspect oil fittings and surrounding area for evidence 

of oil leakage. 

Inspect turbocharger compressor. 

1 Remove induction air supply duct to turbocharger 

compressor and inspect compressor 

blades for evidence of foreign object damage. 

2 Turn compressor wheel by hand and check for freedom of 

rotation. 

3 Inspect the interior of air supply duct for general condition. 

4 Remove discharge duct from turbocharger compressor and 

inspect interior for evidence 

of oil. If there is evidence of oil in the duct, further inspection of 

turbocharger 

is required to determine cause and source of oil. 

Remove turbocharger exhaust stack and inspect turbine wheel 

for damage, freedom of 

rotation, and evidence of oil. 

Lubricate turbocharger link rod pins. (Refer to 12-20)

Power plant inspection 

SR22T

SR22T 

Power plant inspection; 25 hours

SR22T 


SR22T 


Power plant inspection; 100 hours 

SR22T

Operational Inspection (SID97-3E) 

• 22T-0001 & subs: Functional Inspection of Fuel Injection 

System in accordance with the manufacturer’s approved 

Instructions For Continued Airworthiness after engine 

installation, 

every 100 hours, at annual, or fuel system component 

replacement. Fuel Pump setup should be performed 

as follows: 

• At 600 RPM set un-metered pressure to 7.0 - 9.0 psi. 

.At 600 RPM, set idle cutoff RPM rise to 30-50 RPM. 

• At 2500 RPM and Boost Pump set to BOOST, reference the 

MFD gages and set Manifold Pressure and Fuel Flow per the 

following graph. Set un-metered pressure to 20.5 - 23.5 psi. 

SR22T 

Using Portatest unit; 

Connect the 

unmetered Portatest 

hoses to the throttle 

metering valve as you 

would for a non-turbo 

SR22 (you will need - 

6 adapters as the 

fuels lines are 3/8” on 

the SR22T). 

Using 0-60 psi gauge; 

Disconnect the 

unmetered (-6) fuel line 

to the throttle metering 

valve and insert the -6 

swivel run tee. Connect 

the tee leg to the 

unmetered 0-60 PSI 

gauge

Teledyne Continental Motors TSIO-550 

550-K 

Familiarization Training for the 

SR22T

TSIO550K1B 

Turbo 

Supercharged 

Injected 

Opposed 

550 Cubic Inches 

K Model Designation 

1B Customer 

Specification

Basic Engine Specification 

*as installed in SR22T 

• Firing Order 1-6-3-2-5-41 

• Compression Ratio 7.5:1 

• Rated Power 

– 315 HP (installed), 2500 RPM @ 36.5 inHg MAP (de- 

rated from 37.5 inHg MAP) 

• Idle 600 RPM 

• Weight 555.1 pounds (dry with TCM supplied 

accessories)

Engine Includes 

• Top Mounted Induction System, Including 

Dual Intercoolers 

• Pressurized Ignition System 

• Fuel Injection System with Aneroid Equipped 

Fuel Pump 

• Bottom Mounted Exhaust System 

• Twin Turbochargers with Single Wastegate, 

Sloped Controller and Oil System 

• Dual, Rear Mounted Accessory Drive Pads 

• Provision for Hydraulic Propeller Governor

Turbo & Induction Systems 

THROTTLE 

AFTERCOOLER 

WASTEGATE 

& 

WASTEGATE 

ACTUATOR 

ENGINE 

CYLINDER 

COMPRESSOR 

WHEEL 

OIL 

INLET 

EXHAUST GAS 

DISCHARGE 

OIL FROM 

WASEGATE 

OIL OUT 

TO ENGINE 

ENGINE EXHAUST GAS FLOW 

AMBIENT AIR 

INLET 

OIL 

OUTLET 

TURBINE 

WHEEL 

UPPERDECK PRESSURE 

MANIFOLD PRESSURE

Turbo & Induction Systems 

AFTERCOOLER 

BALANCED 

INDUCTION 

SLOPED 

CONTROLLER 

OVERBOOST 

PRESSURE 

RELIEF VALVE 

SONIC 

VENTURI 

CONNECTION 

AFTERCOOLER

Turbocharger Exploded View 

Turbine 

Housing 

Turbine 

Center 

Housing 

Compressor 

Compressor 

Housing

Turbocharger Operation 

• Exhaust gases exit the cylinder and flow through the 

exhaust system to the turbocharger turbine inlet 

• The exhaust gas flow provides turbine wheel rotation 

and exits through the turbine housing discharge port 

and tailpipe 

• The turbine wheel drives the compressor wheel which 

is connected by a common shaft 

• During normal operation the turbocharger can reach 

speeds in excess of 100,000 RPM

Turbocharger Operation 

• The center shaft runs in an 

aluminum-bronze bearing and is 

supported by pressurized oil during 

operation 

• Prior to engine shut down after flight 

or a full power ground run, operate 

the engine at 800 to 1000 RPM for 

approximately 5 minutes for the 

turbocharger to cool down in order 

to prevent coking of the oil in the 

turbocharger and potential oil 

starvation of the bearings

Wastegate Valve 

• The wastegate is hydraulically 

actuated by engine oil pressure 

– Oil pressure is modulated 

through the sloped controller 

• Increasing oil pressure closes 

the butterfly valve to increase 

turbocharger output 

• Decreasing oil pressure opens 

the butterfly valve to decrease 

turbocharger output

Wastegate Maintenance 

• Inspect and lubricate the 

butterfly valve shaft with 

“Mouse Milk” at regular 

intervals 

• Routinely inspect the dry 

bay drain for oil; this 

would be a sign of the 

piston seal leaking 

DRY BAY DRAIN

Sloped Controller 

• The sloped controller references 

upper deck pressure and manifold 

pressure to maintain a preset 

pressure differential across the 

throttle plate 

• As the throttle plate is modulated 

and manifold pressure changes, 

the sloped controller reacts to 

maintain the preset differential to 

deck pressure 

• This action moves the oil control 

valve in the lower housing of the 

sloped controller to increase or 

decrease oil pressure output from 

the wastegate valve 

ANEROID 

BELLOWS 

ASSEMBLY 

MANIFOLD 

PRESSURE 

SENSING 

PORT 

DIAPHRAGM 

DECK 

PRESSURE 

SENSING 

PORT 

OIL INLET 

PORT 

ADJUSTMENT 

SCREW 

POPPET 

POPPET SEAT 

OIL DRAIN 

PORT

Aftercooler 

• Aftercoolers are installed between the 

compressor discharge port of the 

turbocharger and the throttle inlet 

• The aftercooler is an air-to 

to-air heat 

exchanger 

• Aftercoolers are used to reduce the 

temperature of the air delivered to the 

engine in order to: 

– Maintain detonation margin 

– Increase charge air density 

– Increase engine performance

Overboost Valve 

• Relief valve used to prevent over 

pressurization of the induction 

system in the event of a rapid 

throttle acceleration or 

malfunction of the turbo 

controlling system 

• Over pressurization can lead to 

cylinder degradation or 

detonation 

• Overboost valve is designed to 

“crack” at 39.5 inHg 

OPENING 

INDUCTION MANIFOLD 

AIR CAN ESCAPE 

SPRING 

AND BELLOWS 

VALVE

Fuel System 

5 

0 

METERED 

PRESSURE 

10 15 20 

25 

30 

Psid 

GAUGE 

OVERBOOST 

PRESSURE 

RELIEF VALVE 

SLOPED 

CONTROLLER 

FUEL MANIFOLD 

VALVE ASSEMBLY 

FUEL INJECTOR 

NOZZLE 

MANIFOLD 

PRESSURE 

FUEL 

PUMP 

UNMETERED 

PRESSURE 

20 30 10 

0 

psi 

50 

60 

GAUGE 

INLET FUEL 

FROM ACFT 

UNMETERED 

FUEL PRESSURE 

UPPER DECK 

PRESSURE 

METERED FUEL 

PRESSURE 

NOZZLE PRESSURE 

VAPOR RETURN

Aneroid Fuel Pump 

RECIRCULATION PATH 

TO RELIEF VALVE 

STOP PIN 

UPPER DECK 

REFERENCE AIR 

VAPOR SEPARATOR 

LESS INTERNAL RECIRCULATION 

MEANS GREATER OUTPUT PUMP 

PRESSURE AND FUEL FLOW 

Aneroid Detail 

VAPOR 

RETURN 

VAPOR 

RETURN 

VAPOR SEPARATOR 

BODY 

INLET FROM FUEL TANK 

RELIEF 

VALVE 

BY-PASS VALVE 

PUMP ASSEMBLY 

MIXTURE 

CONTROL SHAFT 

OUTLET TO 

FUEL METERING UNIT 

DRY BAY DRAIN

Fuel Injection Nozzles 

• The fuel injection 

nozzle is referenced to 

upper deck pressure air

Fuel Injection Nozzle Position 

• Ensure nozzle position 

is matched to the 

appropriate cylinder 

• Nozzle position is 

cylinder specific 

– Ensure nozzles are 

installed in the correct 

cylinder

Care and Inspection 

Oil Changes 

• Oil grade in accordance with 

latest revision of SIL 99-2 

• Visual examination of engine 

filter element 

• Spectrographic oil analysis


Cylinders 

• Conduct borescope 

and cylinder 

differential pressure 

test in accordance 

with latest revision of 

SB03-3 3 at 100 hour 

and annual 

inspections


Cylinders 

• Borescope 

– TCM recommends Lennox 

Instruments AutoScope 

• Differential Compression 

– TCM recommends Eastern 

Technologies Model E2M 

• Master orifice built in


Turbochargers 

• Visual inspection of compressor and turbine 

wheel blades for cracking, chafing and 

contact with housing 

• Visual inspection of compressor and turbine 

housing for cracks and security of hardware 

• Perform inspections IAW Turbocharger 

manufacturers instructions



• When removing or 

installing fuel injectors, use 

Burroughs #8165 or similar 

tool 

– This tool allows for the removal of 

the injector without removing 

induction tubes 

FUEL INLET 

NOZZLE 

COMPRESSOR 

DISCHARGE 

AIR PASSAGE 

SHROUD 

NOZZLE 

IDENTIFICATION 

NUMBER STAMPED 

ON 

HEX FLAT 

JET 

O‐RING 

AIR INLET 

O‐RING 

• Avoid any side load on the nozzle 

to prevent damage to the threads 

or cracking of the nozzle body 

• Clean nozzles by soaking in 

acetone, methyl ethyl ketone or 

lacquer thinner for a few hours and 

gently dry with compressed air



• When installing, apply a small 

amount of anti seize compound 

(TCM P/N 646943 or Loctite 76732) 

to the threads, install a new washer 

and torque to 55-65 in-lbs 

• Shroud o-rings o 

(TCM P/N 630979-9) 

9) 

must be replaced any time the 

shroud is removed


Fuel System Setup 

• Fuel system checks and adjustments per M-18 M 

Maintenance and Overhaul Manual 

– Verify at annual inspection and any time a fuel system 

component has been changed 

• TSIO-550 

550-K K engines installed in SR22T aircraft must be 

setup per Cirrus maintenance instructions 

– Methodology and equipment per latest revision of SID97-3 

• Model 20 ATM-C C Port-a-Test Unit 

• Calibrated pressure gauges 

– Setup values per Cirrus instructions

Questions? 

Give Us A Call 

Telephone 

US and Canada 888-826 

826-5465 

International 251-436 

436-8299 

E-Mail 

tcm.technical@teledyne.com

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