Another problem with power management in an SR22 is the amount of torque the engine generates. For example, if you need to do a go-around, you need quite a lot of right rudder to compensate, especially if you just bang the power in rather than apply it smoothly. Sadly, I know of at least at least one fatal accident as a result of this.
That brings me to the main point I want to make. The biggest single cause of accidents in any aircraft type isn’t the aircraft, it is pilot error: it’s us.
As Alex said in an earlier post, in the Cirrus community the incidence of accidents amongst pilots who participate actively in the forums and who go to the safety events is markedly lower that amongst those who don’t. I would guess that this is true amongst the wider community regardless of the planes we fly as well.
Hodja is right, there are more private owners of DA40’s than you think. Not so with the DA42 where the bulk seems to be school and observation aircraft.
I agree that these statistics are worthless given the different user profiles, particularly between the SR22 and DA40, but indeed the SR20 and DA40 are not that far apart in that respect.
Like Hodja said, there are some facts that have convinced may to choose a DA40 over a SR20: benign handling, less chance of fire after a crash and I could add the proven crashworthiness of the cabin. As to the parachute, this is a great invention in favour of the Cirrus aircraft, but it is of no use in the notably dangerous phase of getting slow while turning to final, where the handling characteristics of the Diamond are of much more value.
Well, I think the “turn to final scenario” is really no more dangerous in a Cirrus than in any other single airplane. Of course, due to the high wing loading, especially of the SR22, once you really managed to get it in a spin it will sink like the proverbial brick. But really, to get it there you have to be a complete ignorant or absolute beginner (who has no business flying this thing without a proper checkout). I tried at altitude, and the SR22 is tame as a little kitten even when the stick is held full back. I even flew somehwat coordinated turns in the stall without a problem. And with the DFC90 or GFC700 autopilots you will get aural warnings before it will stall while flying manually.
No, i did not push the rudder while it was in or close to to the stall, and I am pretty sure that it would probably bite. And there’s been a couple of accidents where the SR20/22 were stalled at low altitude, espacially at high speeds and high g-loads and crashed … but really why would anybody who loves his life DO THAT? I for one never fly steep turns close to the ground in my WARRIOR, and that’s really an airplane as docile as it can get, i wonder if it can be brought into a spin at all. Still, I simply don’t do it.
I agree that once you MAKE that deadly mistake you have a better chance of recovering the DA40/42 than the Cirrus. And you have to be real quick with the parachute around 500 ft AGL …
I have often said that I think the whole stall-spin thing is overdone, because any pilot who is actually awake is not going to get anywhere near the stall, never mind anywhere near a spin, in any phase of flight other than the base to final turn.
And there one is too low to use the chute… there is no way you are going to pull it fast enough from say 500ft, with a say -2000fpm rate of descent and the huge disorientation which you get in a proper spin unless you do them for a living.
However, people have still managed to do it in Cirruses. I recall reading at least one report where they appeared to be probing the operating ceiling, stalled (of course – that is what happens up there) and completely lost it, and pulled the chute. Another one (or maybe the same one) suggested they got iced up and lost control, which is probably a lot more common (heavy icing) in IFR tourers. I have certainly been in icing situations which would have been deadly some 5-10 minutes later, had there been no escape route via a descent into warm air. What we don’t get to read about is where people did it in non-BRS types and just got killed… I know many pilots who “just fly” non-deiced types in all weather, at high altitude, and take the risk.
A few observations….
The thing about the Diamonds and Cirrus over the Cessna, is they are desirable to someone with a bit of cash in the same was as an Audi R8 is desirable when compared to a “reasonably priced car”. So if you can afford it, you would buy a Cirrus or Diamond over a Cessna (I would anyway) which can possibly skew stats a bit because you have a relatively low houred pilot in a powerful aeroplane (in the case of the Cirrus). However, you also find that these types of people are the sort of person that wants to fly for business, as well as pleasure and probably uses the aeroplane to travel rather than burning holes in the sky and going for a £200 burger and so the pilots quickly build up their experience and are probably better trained (IR’d etc…).
Also the Cirrus and Diamond are designed with safety in mind, with high impact crash resistant cockpits, airbags (I flew a DA40XL with air bags recently), etc., whereas the Cessna is the same design from 40 years ago and the engine will end up on your lap if you crash.
All the Diamonds I have flown in the USA (DA40’s & 42’s) are all privately owned but leased back to the flying school. The owners use them a lot but also use them as tax write offs and make the aeroplane pay for itself.
(the owner once showed me the accounts for a school operated privately owned DA40 – Revenue can be $30,000 per month, with the flying school taking a %age and the rest going to the owner who is also responsible for maintenance and insurances – but at the end of the year the owner can walk away with a healthy profit, use the aeroplane to write off taxes, and have an aeroplane available to fly).I also wonder if there is a different availability of type-competent instructors across these types.
There ought to be plenty of instructors for the Diamonds, because so many are used by schools.
Very few C182s are used by schools but the type is so simple that this shouldn’t be a problem for anybody who can read the checklist. Until you get a C182 with a G500 
But it is certainly the case in the UK (and probably all of Europe) that SR22-competent instructors are few and far between. There are a small number of them in the UK who specialise in the training but these people are in good demand and are not cheap nor easily available and one can understand the motivation of the fresh owner to just go out and play with his toy rather than throw a few k at an instructor who lives a long way away.
Also if you look at the private fleet of SR22s and Diamonds (mostly DA40s) there is a huge historical difference in the complexity of the avionics. When I tried to buy a DA40 (2002) they could not install even an RMI. You just got a basic GNS430 and that was it.
Also if you look at the private fleet of SR22s and Diamonds (mostly DA40s) there is a huge historical difference in the complexity of the avionics.
That’s a long time ago, though. The vast majority of Cirrus & Diamonds has full glass. There’s a G1000 in every DA40 since 2004. Cirrus got PFD + MFD Avidyne glass back in 2003, I think.
The DA40XL I flew recently was quite a machine for a simple SEP aeroplane. It had all the composite 3 blader, powerflow exhaust and would cruise at 150 TAS at mid levels. It also had the G1000 with the integrated AP (GFC700….. the one with FLC mode) as well as synthetic vision. It also had extra luxury comfort items along with airbags. Also it was relatively economical at around 8 USG/hr cruise. Great for a night IFR cross country in the SW USA.
I recall reading at least one report where they appeared to be probing the operating ceiling, stalled (of course – that is what happens up there) and completely lost it, and pulled the chute.
I don’t recall that one, can you point me to the report you saw? Many thanks.
I will if I find it. I vaguely recall it was over some high terrain. Is there not a website with a simple list of all SR22 chute pulls with the details?
