Not Old… Yet: Early Aging Aircraft Issues in the Cirrus Fleet
I’ve spent the majority of my career working on old-school, metal airplanes—many of which are now 60-plus years old. With these senior aircraft, there are significant maintenance issues directly related to calendar age and total flight time. So much so, in fact, that the industry formally refers to them as “Aging Aircraft Issues.”
By comparison, the Cirrus fleet is very young, having only been around since 1999. Even so, we’re beginning to see early hints of age in the fleet, and it’s important for owners and technicians alike to know what to watch for, both during scheduled inspections and on preflight.
Being the first to uncover a new, potentially dangerous mechanical problem can be exciting in a couple of ways. Depending on what’s found, the initial reaction is often panic over what could have happened had the issue fully developed in flight. Once that subsides, there’s also the satisfaction of being able to inform, and hopefully protect, the rest of the fleet. Today’s “prize” goes to the owner of a 2013 SR22 with approximately 3,300 hours.
During a pre take-off engine run up, the pilot heard an unfamiliar noise and decided to shut down to investigate. During the second preflight inspection the pilot rechecked everything looking for the source of this new sound. Typically, one would inspect flight controls by moving them to ensure smooth travel to the limit stops. This inspection was looking for something abnormal, so some slightly abnormal procedures were employed. The pilot decided to try to move the rudder fore and aft instead of just left and right. To everyone’s surprise, it moved, and it should not have. Not only did it move, but the movement was significant and easy.
I’ve seen this condition several times in much older legacy aircraft, including the Piper Twin Comanche I owned for 14 years. That airplane had nearly 9,000 hours, so finding a loose rudder hinge bearing wasn’t unexpected. Discovering similar movement on a 3,300-hour Cirrus, however, definitely got our attention. I called a couple of other Cirrus mechanics, and none had seen this issue before.
In the attached photo, you can clearly see how the hole in the hinge mounted to the vertical fin had become dramatically enlarged. Since this wasn’t an intentional enlargement often referred to as “hogged out”, we call it “wallered out”, which is a passive event. Some might argue it should be “wallowed out” but whatever you call it, the damage is unsettling and scary.
One seriously wallered out hinge bolt hole
The rudder control rod attached at the lower hinge area. Much more stable than the top
The rudder control rod attaches at the bottom of the rudder which adds significant stability to the lower hinge assembly. This pressure helps reduce wear from vibration. The top hinge, however, has no such protection and is free to vibrate, which can eventually waller out the hinge hole. We weren’t the ones who removed the rudder, and without a forensic examination of the damage, we can’t say for certain why this hinge showed so much wear. One reasonable assumption is that the hinge bolt may have been slightly under-torqued.
The good news is that checking the top rudder hinge is simple and can easily be added to every preflight. Grasp the trailing edge of the rudder as high as comfortable, then gently push and pull it fore and aft. There should be no movement. If you feel any, it’s time to ask your maintenance provider to take a closer look.
Gently push and pull (fore and aft) as high as you can comfortably reach to detect loose hinge connection
The Cirrus annual inspection guide was written when the airplane was new. While it includes a generic requirement to check the security of flight controls, it contains little
that specifically addresses issues discovered as the fleet is aging. Knowing what’s been found on other airplanes helps inspectors focus their attention where it matters most. That’s why sharing experience within the maintenance and owner community is so important; we all benefit from what others have learned.
Having experienced a partial aileron detachment myself (not on a Cirrus), I can tell you it’s a heart-pounding event. In my case, it was the outboard hinge on a Piper Twin Comanche, which caused the control yoke to lock in a full left turn. I obviously survived, but the experience underscores the urgency of checking the upper rudder hinge on your Cirrus. It’s quick, easy, noninvasive, and it just might spare you from a truly harrowing experience.
© 2026 Paul New
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