Ich bin schon der Meinung, dass das etwas mehr ist als Psychologie. 150 Überlebende von Unfällen, von denen sehr viele ohne CAPS/BRS tödlich gewesen wären, sind auch Fakten. Ich erinnere an den Midair zwischen der SR22 und dem Heli in D.C. oder mehrere Triebwerksausfälle über Großstädten, außerhalb jeder Landemöglichkeit.
Und ja, ganz sicher gint es auch ein paar, wo der Schirm voreilig oder in der Gleitflugreichweite eines Flugplatzes gezogen wurde. Dürften aber nur serh wenige sein.
Zu den Unfalldaten, mehr habe ich leider nicht (Copyright: COPA)
Cirrus Fatal Accident Rate
Because Cirrus Design collaborates with COPA, we have access to their compilation of fleet flying hours. This enables COPA to calculate the following fatal accident rates.*
Past 36 months: 0.78
We use a 3-year average because, with a modest fleet size of just under 7,000 airplanes flying about 1,000,000 hours per year, the accident rate varies substantially with only a few accidents. By contrast, the GA fleet contains 200,000 airplanes flying about 20,000,000 hours per year, or about 30 times more aircraft flying about 20 times more hours.
In the past 36 months, there have been 21 fatal accidents and approximately 2,700,000 flying hours for a rate of 0.78 fatal accident per 100,000 hours of flying time.
Past 12 months: 0.84
In the past 12 months, there have been 8 accidents in approximately 950,000 flight hours for a rate of 0.84 fatal accidents per 100,000 hours.
GA fleet: 0.99 overall, 2.53 for Personal & Business flying
We compare the Cirrus fatal accident rate to the overall general aviation rate for non-commercial fixed-wing aircraft of 0.99 for 2016 (ref preliminary aviation statistics for 2016 in NTSB aviation safety statistics).
The Cirrus rates compare favorably with the overall GA rate. Over the past 5 years, the average fatal accident rate of 0.49 compares favorably to 1.13, the average of the NTSB fatal accident rate for the past 5 years.
However, the NTSB report covers all types of GA flying, including corporate flying with professional pilots, as well as twin-engine aircraft and turbo-prop and turbojet aircraft, which skews the personal and business activity comparable to flying done by Cirrus SR2X aircraft.* Furthermore, the NTSB accident rate for GA filters for N-reg aircraft that have fatal accidents while not flying Part 135 operations. Hence, the NTSB rate does not include most foreign accidents, whereas COPA includes all Cirrus fatal accidents world-wide.
Consequently, we also compare the civil aviation accident analysis published by the NTSB, which separates the purposes of flying into Personal, Business, Instructional, Corporate and various other activities. Using that data, we determined the accident rate for Personal and Business flying to be 2.05 for 2013. The Cirrus SR2X rates compare favorably with those more comparable activities.
The fatal accident rates for Cirrus aircraft averaged over 12-months (blue) and 36-months (red) compared with the NTSB reported GA fatal accident rate (green) and Personal & Business rate (thick green).
*Caution on comparing fatal accident rates
Care must be taken when comparing fatal accident rates with other aircraft models or manufacturers. COPA has access to the estimated fleet hours for Cirrus SR2X fleet because the Reliability Engineering staff at Cirrus Aircraft maintain a database of flight hours by serial number for their world-wide fleet. COPA then uses those hours with the world-wide number of fatal accidents to compute a rate. We know of no other manufacturer that shares their fleet flying hours. And as stated above, we use both the 12-month and 36-month intervals to address the effects of a small fleet of about 1/30 of the 150,000 single-engine fixed-wing piston aircraft in the FAA database.
The NTSB and FAA fatal accident rates are focused on N-reg aircraft primarily based in the US and flight activity from a survey also based primarily in the US. Furthermore, the types of operations in the survey include commercial, business, pleasure, instructional, aerial application and other purposes. Consequently, the NTSB can calculate the fatal accident rates by type of operation separately.