Hate to break it to you innocents, but as a group, private pilots suck! Ask any reasonably busy CFI that does a lot of BFRs how many pilots can't fly to the PTS. The kind of pilots who hang out on BT and other good aviation forums are simply not typical. I think it's fair to say that a typical BT pilot probably takes Eckalbar's admonition to make "pilot technique a sub-specialty, second only to your profession" dead seriously; in fact, they don't even need to hear that, because they're already there.

Unfortunately, after a decade of observation, I'm afraid there are more of the other kind of private pilot: partially trained, legally current but nowhere near sharp and often flying both equipment and missions well beyond their true safe capabilities.

Well said Paul. Thae fact is you cant wash out of General Aviation. Ever heard a CFI tell a student to go take up golf. That Buffalo crash is a perfect example!

Having 300 hours flying Mooneys and none in a Cirrus I can attest to the need for proper speed control on final in a slick airplane. Have 5 kts more than you need and it seems to take forever to get it on the ground. Mistake number 1 is trying to land them before they are ready, force it on the ground by releasing back pressure, bounce once, repeat, bounce twice, repeat, prop strike. I never did it but it took me a while to become proficient and it was all about speed crossing the numbers. Over 80 kts and you better have lots of patience and runway.

I am really surprised to see this from Cirrus. I have all of 1 hour in one and I didn't find it hard to fly at all. In fact some of the flight characteristics were as docile as I've ever seen (stalls). With regard to speed and slowing down, the Cirrus' with the big composite propeller are easy to slow down. Pull the power back and you will slow down quick. For that reason I found you have to land with a little power in or it tends to fall out of the sky, but not in an unmanageable way.

Cirrus has so much going to develop pilot skills, full motion Cirrus specific simulators, proficiency programs, certified type instructors, what else could they do?

Just as others have said perhaps it's not the airplane, but the type of person attracted to the Cirrus that leads to so many issues.

A CFI I know flies with quite a few Cirri pilots for BFR's and other training and made the observation that, as a group, they're not very good pilots. Not trying to pile on here because I definitely live in a glass house but I do wonder if the gee whizzery of the airplane and it's marketing positioning as a "safe" airplane (parachute, fixed gear) doesn't attract people who want to travel fast but don't want to necessarily dedicate themselves to being a pilot (by that I mean the real dedication it takes to be a good, safe aviator).

At least the factory and COPA are trying to do something about it. Good for them.

Oddly, when I was looking for a plane last year I spoke to a Cirrus owner who basically talked me out of even looking at his airplane because of my low number of hours. His recommendation? A Bonanza.

Had to read this twice. I was going to ask you if you always get loaded before you depart. But then I figured it out.

Sadly I agree and mentioned this in another thread about a FAAST seminar I attended.

These people are "trained" but lacking in the right stuff it takes to be a professional, whether you are paid or not.

It takes continuous learning and flying. This is one avocation where you stop learning at your peril.

Had to read this twice. I was going to ask you if you always get loaded before you depart. But then I figured it out.

Our summers are spent in a cabin about 100 SE of Duluth (cirrus are made here) so from time to time we get the Duluth paper. This am there is a big debate raging about cirrus and whether the stand down is due to faulty design or pilot error. Reading it is providing criNge factors. Is it really true that the couldn't get certification against spin without the chute? I hadn't heard that one before.

No. They chose to do certification that "equivalent" way. Yes, Cirri have been spun (even tested in Europe). I don't think they spin easier than other types, but when they do inadvertently, just as is true in all planes, it is often at a low maneuvering altitude and the outcome is poor.

No. They chose to do certification that "equivalent" way. Yes, Cirri have been spun (even tested in Europe). I don't think they spin easier than other types, but when they do inadvertently, just as is true in all planes, it is often at a low maneuvering altitude and the outcome is poor.

Those damn Cirri are DOCTOR KILLERS!!!!!!

Google: Cirrus Equivalent Level of Safety

Insuring a Cirrus is bad enough and I imagine the "stand down" has more to do with keeping the rates down.

Cirri are spin hogs!