Updating garmin 430w
Aside from the parachute, the Cirrus has a fair number of pro-safety features: (1) modern 26G safety cockpit, (2) angled firewall on the G2 models (introduced Fall 2004) to encourage skidding rather than crunching on a nose-first landing, (3) four-point seatbelts (with airbags starting in 2006), (4) good visibility, (5) highly redundant electrical supply.In terms of avoiding an accident, one problem with the Cirrus is its unforgiving handling compared to other basic four-seaters.In other words, the flight controls feel similar whether you're flying or stalled.Once a pilot has gotten sloppy with airspeed, the plane is harder to keep level with rudders in a stall than a Cessna or Diamond; if in a deep uncoordinated stall, the Cirrus wants to drop a wing and go into a spin.
Indeed, after 15 years and thousands of Cirruses operating worldwide, engine failure followed by parachute deployment remains very rare.
This illustrates one of the advantages of composite construction; you could build a metal wing like this, but it would be very costly.
A pilot with 800 hours in the SR22 noted that in his experience it is not nearly as docile as the Cessna 172 and Piper Arrow that he had trained on.
A CFI ("certificated flight instructor") who now flies the million Pilatus PC-12 says "The Cirrus is a plane designed to go fast. It is trickier to handle in a stall than a 172 or the Pilatus." Once in a spin the SR20 and SR22 are challenging to recover, according to the test pilots.
An EASA report from March 2004 describes some spin entries and recoveries done by a company expert test pilot.
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A Cirrus pilot's only legal option is to pull the big main CAPS parachute and hope that he or she has not built up too much speed for the cords.