Cirrus SR20
542 parts applicable to this airframe — ga_single
| Part Number | Status |
|---|---|
| 0116-00005-001 | PMA |
| 0116-00012-001 | PMA |
| 0421-00054-001 | PMA |
| 0421-00055-003 | PMA |
| 0512-00002-001 | PMA |
| 0521-00005-001 | PMA |
| 0521‐00002‐001 | PMA |
| 12018002 | OEM |
| 1245200112452002 | OEM |
| 12635004 | OEM |
| 14059005 | OEM |
| 14082004 | OEM |
| 1457300414572004 | OEM |
| 15073001 | OEM |
| 15080001 | OEM |
| 15710002 | OEM |
| 1743570-10 | PMA |
| 1743570-11 | PMA |
| 1743570-17 | PMA |
| 1763768-01 | PMA |
| 1763768-03 | PMA |
| 1763770-01 | PMA |
| 1763770-03 | PMA |
| 18631405 | OEM |
| 21119102 | OEM |
| 21986203 | OEM |
| 24900001 | OEM |
| 30114002 | OEM |
| 37324001 | OEM |
| 509300-201-XXX | PMA |
| 509300-202 | PMA |
| 509300-203 | PMA |
| 756500049R | PMA |
| 756500052 | PMA |
| 756500057 | PMA |
| AC-02474 | PMA |
| APV-1.50-16-1 | PMA |
| APV-1.50-16-2 | PMA |
| APV-1.50-16-3 | PMA |
| APV-1.50-WAS-ZZZ | PMA |
| APV-SA1-4 | PMA |
| APV-SA1-5 | PMA |
| APV-SA1-5B | PMA |
| APV-SA1-6 | PMA |
| APV-SA1-6B | PMA |
| APV-SA2-1 | PMA |
| APV-SA2-1B | PMA |
| APV-SA2-2 | PMA |
| APV-SA2-3 | PMA |
| LSM-500-095 | PMA |
Top Replacement-Prone Parts(8)
From FAA SDR — directional buying signal, not a failure rate
| Part # | Propensity | SDRs |
|---|---|---|
| 635796 | 100% | 15 |
| 657046 | 100% | 13 |
| 64928610 | 100% | 13 |
| 10357426 | 96% | 32 |
| 64936874A4 | 93% | 30 |
| K3823 | 93% | 23 |
| 5217003 | 75% | 10 |
| 105005563 | 10%* | 10 |
* Structural ATA chapters use FAA K-code change rate. Verb-based propensity is suppressed there because "REPAIRED" in the SDR text usually refers to the airframe being repaired around the part.
Airworthiness Directive activity
FAA / EASA public regulatory data
- FAA AD 2024-24-11effective Dec 23, 2024Mixed actions
The FAA is adopting a new airworthiness directive (AD) for certain Cirrus Design Corporation (Cirrus) Model SR20, SR22, and SR22T airplanes. This AD was prompted by a report of failure of the upper power lever. This AD requires repetitively inspecting (visual) the upper power lever for any crack(s) and depending on the results of any visual inspection, either inspecting (fluorescent penetrant) or replacing the upper power lever. This AD also requires reporting all inspection results to the FAA. The FAA is issuing this AD to address the unsafe condition on these products.
Directives linked to this airframe family in the FAA / EASA regulatory corpus we have processed — not a complete historical AD list. An AD is a compliance requirement that drives scheduled work (inspections, replacements, modifications) across the fleet; inspection directives are not replacement directives, and none of this is a prediction that any part will fail.