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FILLER
NECK
FILTER
TEST
PORT
SLINGER
FLUID RING
TANK
OUTLET
STRAINER
VENT
POROUS
PANELS
PROPORTIONING
UNIT
POROUS PANELS
POROUS
PANELS
CHECK VALVE
DRAIN
VALVE
METERING
PUMP
PRIMING
PUMP
SR22_FM09_2591
Figure - 3 (Sheet 1 of 2)
System Schematic - Serials with G3 Wing
Revision 05: 03-27-07
14 of 16 P/N 13772-115
Section 9 Cirrus Design
Supplements SR22
Section 8 – Handling, Service, & Maintenance
Storage
• Note •
During long periods of non-use, the porous panel membranes
may dry out which could cause uneven fluid flow during
subsequent operation. Perform the Pre-Flight Inspection every
30 days to keep porous panel membranes wetted.
To prepare the Ice Protection System for flyable storage, fill the deicing
fluid tank and operate the system on MAXIMUM to ensure all air
is completely purged from components and plumbing. Re-fill the deicing
fluid tank after purging.
Servicing
De-Icing Fluid Tank
• Caution •
Use only approved de-icing fluid. See Section 2, Limitations
The de-icing fluid tank is serviced through a filler located on the LH
side of the fuselage, just forward of the baggage door or Serials with
G3 Wing on the upper LH wing. To prevent de-icing fluid
contamination, maintain a clean, dedicated measuring container and
ensure mouth of fluid container is clean before dispensing. Secure the
filler cap immediately after filling.
Porous Panels
• Caution •
Certain solvents may damage the panel membrane. Use only
isopropyl alcohol, ethyl alcohol, or industrial methylated spirit
to clean panels.
Do not wax leading edge porous panels.
Periodically clean the porous panels with soap and water using a
clean, lint-free cloth. Isopropyl Alcohol may be used to remove oil or
grease.
Revision 05: 03-27-07
P/N 13772-115 15 of 16
Cirrus Design Section 9
SR22 Supplements
System Priming - Serials before G3 Wing only
If allowed to run dry, the metering pump may fail to prime because of
air trapped in the system. If no de-icing fluid is evident during the Pre-
Flight Inspection, perform the following procedure:
1. Locate de-icing fluid drain on LH side of fuselage belly just forward
of fluid tank.
• Caution •
Use a dedicated de-icing fluid sample cup for the following
step.
Do not use the fuel sampling cup.
2. Sample de-icing fluid until fluid streams shows no evidence of air
bubbles for at least three seconds.
3. Perform Pre-Flight Inspection verifying evidence of de-icing fluid
from porous panels and slinger ring.
4. If necessary, repeat steps 2 and 3.
5. If after the above procedure no de-icing fluid is evident, the ice
protection system must be purged in accordance with the Airplane
Maintenance Manual by an appropriately certified technician.
System Priming - Serials with G3 Wing
1. If no de-icing fluid is evident during the Pre-Flight Inspection, the
ice protection system must be purged in accordance with the
Airplane Maintenance Manual by an appropriately certified
technician.
Revision 05: 03-27-07
16 of 16 P/N 13772-115
Section 9 Cirrus Design
Supplements SR22
Section 10 – Safety Information
The Ice Protection System is not intended to remove ice from the
aircraft on the ground. Do not attempt to take off with frost, ice, or
snow on flying surfaces.
Flight into known icing is prohibited. The Ice Protection System has
not been evaluated in known icing conditions. Therefore, the affects of
known icing on the system is unknown. Its purpose is to provide some
protection from the effects of ice, should an unexpected encounter
with icing conditions occur. At the first indication of icing, the most
expeditious and safest course of exiting the icing conditions should be
taken. The decision should be based on weather briefings, recent pilot
reports, ATC observations, and may include course changes or
altitude changes.
During simulated icing encounters, stall speed increases of
approximately 12 knots in the clean configuration and 3 knots in the
landing configuration were observed. In addition, cruise speed was
reduced by at least 20 KCAS and the airplanes rate of climb
diminished by at least 20%.
Even with the protected flight surfaces totally clear of ice, performance
degradation will occur due to ice on unprotected regions. The amount
of the degradation cannot be accurately predicted and it is therefore,
depending on circumstances, advisable to increase approach and
　
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