![]() As the seat moves forward it also raises by way of the angled seat tracks. Unlike another modern composite aircraft today incorporating a safety cage structure, the seat is adjustable fore and aft with the use of a T handle under the front edge while the rudder pedals remain fixed. Stepping on the leather appointed seat risks damaging the crush protection. Stepping into the Cirrus is via the steps behind the trailing edge and onto the wing before stepping onto the floor, avoiding the seat. Entry is via twin doors on either side of the cabin that are hinged forward and upward like some modern Pininfarina-designed super car from Ferrari or Lamborghini. The cabin is a strong capsule designed to withstand up to 26g impact forces. The outer wing section is designed with a different aerofoil that forms a cuffed leading edge that allows the outboard section of the wing to remain unstalled at low speed. Between the two spars are the fuel tanks. The single front spar extends from tip to tip as a single structure, thereby giving maximum strength. The front spar is made from composites of carbon fibre and the aft of aluminum. The metal controls actually weigh less than the equivalent composite surface. The control surfaces are of conventional metal surfaces as these don’t need the strength required of load supporting structures. The Cirrus is conventional in its layout – a low-high aspect ratio wing and a low elevator equipped tailplane, with the whole airframe constructed from various composites. Impact forces during a parachute descent are roughly equivalent to jumping off a two-metre high fence, and to further protect the occupants, the bottom of each seat is equipped with a crushable structure designed to crumple further to avoid back injuries. ![]() ![]() The handle is covered by a Velcro-fastened panel and safetied by a safety pin with an appropriate red tag that is removed and stowed before flight just like an ejection seat pin in a modern jet fighter. #Cirrus sr22 turbo manualThe pilot manual lists the minimum altitude as 2000ft, but in fact it has actually been initiated as low as approximately 400ft with take-off power on when a young passenger pulled the handle to save his own life and the aircraft when his father, the pilot, collapsed and died at the controls shortly after take-off. The 55-foot diameter parachute is deployed by a solid fuelled rocket from its compartment in the rear fuselage behind the passenger cabin and is activated via a T pull handle in the ceiling above the front seat occupants. However, numerous options are still available.Īll Cirrus come with the unique Cirrus Airframe Parachute System, (CAPS), an emergency parachute for the whole aircraft. The difference only being the level of fitted standard equipment. The SR22 is marketed in two models, the GS and GTS. The aircraft tested here, VH-SLS, is a SR22 Turbo GTS Generation 3. The large area blades are also handy as a speed brake when at idle in slowing down the slippery Cirrus. With the titanium leading edge, the blades are tough wearing, even on some aircraft that continually operate on grass and rough strips. ![]() The leading edges of the prop blades are made from titanium with the remainder of the scimitar shape made from composite. The Turbo SR22 is fitted with a twin turbo Tornado Alley normalised turbo system with intercooler that maintains sea level performance up to the maximum altitude of 25,000ft.Ībsorbing that power is a Hartzell three-bladed composite constant speed propeller. Where the SR20 is fitted with a normally aspirated 200hp Continental IO-360-ES, the SR22 is fitted with the IO-550-N, rated at 310hp. Both aircraft basically share the same airframe only the engine fitted differentiates the two models and consequently the performance. The SR22 design was developed along with the successful SR20. Through both of these attributes, less horsepower was required, leading to improved efficiency and performance. These new designs not only reduced the empty weight of aircraft but significantly reduced aerodynamic drag. Kit aircraft in the 90s seemed to be the only ones showing new thinking in the way of aerodynamics and structures, favouring the modern, flowing shapes that composite design and construction can deliver over the established past of riveted aluminum structures with numerous angled shapes. The Cirrus was first conceived as a kit by builders and brothers Alan and Dale Klapmeier. Designed out of an era when there weren’t many new aircraft coming from the stables of the accepted major manufacturers like Cessna, Piper, Beechcraft and Mooney, ![]()
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