We wanted to find out how new and older Cessnas compared along with other models, including offerings from Diamond, Mooney and Lancair. To find out if the problem is perceived or real, we exhaustively reviewed the accident records of six other major airplane types that could be loosely considered to be in the Cirrus category.
This is in stark contrast to airplanes originally designed and certificated in the 1950s, but which can still be bought new. In addition to the Cirrus Airframe Parachute System (CAPS), the airplanes include other safety-enhancing details like high-G seats. Are we just obsessing on every Cirrus crash because it, well, isnt a Cessna or a Mooney? After all, Cirruses are designed to be safer than their peers. When they do, we become both surprised and intrigued. At a casual glance, the reverse appears to be true the model seems almost snakebit.īut is it really? Or is this a perception problem, one involving high expectations: We dont expect Cirrus airplanes to crash.
Like it or not, every Cirrus crash-and there have been 29-has attracted the scrutiny of the aviation press simply because the airplane appears to not be delivering on its promise of being safer.
#CIRRUS SR22 SERIES#
Of course, the FAA did certify the airplane and Cirrus briefly overtookCessna last year as the leading builder of single-engine piston airplanes.īut what about that other promise Cirrus implied, the one that this new design would be the safest GA airplane ever? A series of high-profile crashes-the latest in California in which the parachute may have ripped away from the airplane in a high-speed deployment-has dogged Cirrus attempt to position itself as a safety leader. And even if it did, Cirrus would never be able to sell such a crackpot idea. When Cirrus announced more than a decade ago that it would produce an airplane with a built-in parachute and that it would become the best-selling airplane of the next century, the doubters said the FAA would never certify it. An Aviation safety Magazine Special Report
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