While responding to this post on the Members Forum discussing the percieved high accident rates of Cirrus aircraft, I was thinking about other myths that Cirrus and Cirrus pilots have had to overcome. Looking back, some of them are pretty funny. I’ve left out the most ludicrous ones such as, “The Cirrus airplanes have wood landing gear.” A few come to mind, but do you have any others?
Myth: Cirrus will never sell many airplanes and the company will be out of business within a year. Fact: Cirrus Design Corp has delivered over 1,500 Cirrus airplanes and is setting new sales records almost every month. It is now the #2 manufacturer of single engine GA aircraft and has even past Cessna, the #1 manufacturer, in the second quarter of 2004.
Myth: Composites cannot be repaired. Fact: They can be repaired, but it takes different skills. Now that more composite planes are being manufactured, more and more shops are becoming familiar with the techniques. Additionally, since composites are stronger than most aluminum used in GA airplanes, the amount of damage from identical incidents will be a lot less on composite planes.
Myth: The parachutes are just a waste of useful load. Fact: Most Cirrus useful loads are comparable to other new planes that they compete against. At least 3 pilots have used the parachute and 5 or 6 people are alive today because of them. The parachute system has now been certified in Cessna 172s, 182s and is offered as an option is all Liberty aircraft.
Myth: The Cirrus Parachute does not work.Fact: There was on incident where the parachute did not deploy. It is believe the hard pull forces and improper technique were the causes of this. Cirrus retested the system and then redesigned the CAPS activation system. The new system is installed on all new airplanes and has been retrofitted into all older Cirrus aircraft. There have been three successful deployments with no known failures since them.
Myth: The Cirrus do not hit their published airspeed numbers. Fact: While many early Cirruses missed the POH numbers by a few knots, new SR22’s actually exceed book speeds and most new SR20s are within a knot or two.
Myth: The SR22 does not have enough range. Fact: Many pilots fly the SR22 Lean of Peak at performance figues of 165- 175 KTAS on 12-14 GPH and regularly fly legs of 600 - 800NMs with IFR reserves. Greater ranges are achieved using more conservative power settings.
Got any more?