Without restating the speed, we expect speed will be at your discretion.

He's talking about like on the downwind, when you're given "fly heading 270, reduce speed to 210" which you do, but then some minutes later decide you're going to slow to 180. You can't do that! The only reason you don't get called on a pilot deviation is because we can't see your indicated speed to prove it. But if we say a specific speed, that means you're in a string and we're relying on everyone keeping it to maintain spacing and separation. The more people who cheat, the more other pilots get screwed over when they need to get pulled out and resequenced, and ultimately the more buffer room we need to build in (which means lower arrival rate and longer ground delays for everyone).

It's not a problem if you need to slow, just tell us first so we can adjust everyone else without having to give panic vectors.

B-47's could pop the drag chute in the air, maybe that needs a look.

Doc you should do a little research it is not true and here is some proof. I will make it easy for you here is a cut and paste from the Cirrus Owners Website. I think you can access the Safety tab as a nonmember. Yes I am a Cirrus owner.

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: 0.74
We use a 3-year average because, with a modest fleet size of 5,800 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 35 times more aircraft flying about 20 times more hours.

In the past 36 months, there have been 20 fatal accidents and approximately 2,700,000 flying hours for a rate of 0.74 fatal accident per 100,000 hours of flying time.

Past 12 months: 0.32
In the past 12 months, there have been 3 accidents in approximately 950,000 flight hours for a rate of 0.32 fatal accidents per 100,000 hours.

GA fleet: 1.05 overall, 2.38 for Personal & Business flying
We compare the Cirrus fatal accident rate to the overall general aviation rate for non-commercial fixed-wing aircraft of 1.05 for 2013 (ref NTSB aviation safety statistics).

https://www.cirruspilots.org/copa/sa...ent-rates.aspx

Thanks ATCBob. That's what I thought. We were "Cleared for the Visual" the other day, no speed restriction assigned. I began slowing for our last notch of flaps and the approach controller got pretty upset. She said we needed to speed back up and that we should have notified her of our speed change. Again, we were cleared for the visual, no speed assigned and established on the localizer within 3nm to 5nm of the FAF. We reminded her that we had been cleared for the visual w/o a speed restriction and got an indignant "Otis 1234, switch to tower".

I understand that tight tolerances on the arrival exist, but if I am told I am cleared for a visual, slowing the aircraft reduces the workload and makes the speed transitions a little smoother for the folks in the back.

Cirrus's official FAA-approved spin recovery procedure is to deploy the ballistic chute. Sorry, but that's just shady.

lol

Didn't you know? ATC mistakes/assumptions are always the pilot's fault, because ATC never makes a mistake.

Doc's original comment on this, along the lines of "many ('pilots') have no business flying a SR22" was spot on. For any number of reasons.

I'd agree. Especially in the sense that it's probably not the first plane you should learn on.

Yea, well, she was wrong. Remember a lot of controllers you talk to are in training with their instructor sitting right behind them, and get corrected behind the scenes after situations like that. You probably helped her learn an important lesson about approach clearances and speed assignments.

This guy...

http://i.ytimg.com/vi/7KYNqk6eGhk/hqdefault.jpg