Can a Cirrus SR-22 safely do a barrel roll?

Narrative: On December 30, 2007, about 1140 Pacific standard time, a Cirrus SR22, N254SR, departed controlled flight and collided into the slope of a hill near Paso Robles, C The National Transportation Safety Board investigator-in-charge (IIC) interviewed a close friend of the pilot during the investigation, including immediately following the accident. He stated that the pilot was planning to visit him for the weekend, flying from his base airport to Paso Robles, as he had done many times prior. The pilot called him on a cellular telephone while in the airplane approaching the proximity of the friend's residence informing him that he was about to pass by. The pilot had done this on many occasions to let the friend know that he was about to land, as a way of notifying him that he should leave to pick him up from the airport, which was an approximate 15-minute drive. The pilot's friend further stated that he proceeded outside to watch the airplane while speaking with the pilot on the telephone. He observed the airplane drop rapidly about 1,000 feet as it was flying toward his house. As the airplane was approaching his house in a nose-high configuration with full power, he heard the telephone drop and the pilot make a few inaudible comments. He noted that with the orientation of the airplane to the terrain he was nervous of an impending crash. The airplane than made a rapid ascent in a near vertical nose-high maneuver climbing to about 1,000 feet above ground level (agl). It subsequently made a 90-degree right turn and then continued to turn into *****a barrel roll,**** disappearing behind the tree line ahead. He noted that he heard the engine producing full power during the maneuver. Numerous witnesses were interviewed by the IIC following the accident. One witness, who lived adjacent to the pilot's friend, stated that she was trimming olive trees that surround her property when she noticed an airplane fly over her house. The airplane continued slightly left [east] and was maneuvering at a "very, very, very low" altitude. Another witness recalled observing the airplane flying from the east and over his house at an altitude of about 200 feet. He noted that the airplane was flying very fast and descended to about the tree-top level. The airplane then began a rapid ascent, almost vertical. After gaining altitude it rolled to the right and then began a loop below the tree line, where he lost visual contact. An additional witness, whose property is oriented on a small hill about 100 feet above the valley floor stated that from his vantage point he observed the airplane looking downward as it passed by, which he approximated was maneuvering at 75 feet agl. The airplane was flying rapidly through the valley and began a rapid accent as it reached the end of the west property lines of the neighbors. The witness further recalled that he has seen a low flying airplane in the neighborhood previous to the accident. He specifically recalled that about 2 months prior, an airplane flew about 50 feet above his house. Many of his neighbors and him have discussed an airplane that maneuvers very low in the area. Records established that the airplane was fueled with the addition of 44.2 gallons of aviation fuel on the day of the accident. The closest official weather observation station was in Paso Robles Airport, located about 10.5 nautical miles (nm) northwest of the accident site at an elevation of 836 feet mean sea level (msl). An aviation routine weather report (METAR) for the airport was issued at 1153. It stated: winds from 310 degrees at 5 knots; visibility 10 statue miles; scattered clouds at 1,700 feet; temperature 13 degrees Celsius; dew point 7 degrees Celsius; altimeter 30.26 inches of mercury. The wreckage was located on the hills of an estate, stretching over 1,200 feet from the first impact marking to the farthest debris found (right main landing wheel); the main wreckage was located close to the middle. In character, the rolling hills were comprised of dirt and dry grass and populated by scattered oak trees typical of the central California region. The main wreckage was located at an estimated 35 degrees 32.525 minutes north latitude and 120 degrees 31.369 minutes west longitude, at an elevation of about 1,115 feet mean sea level (msl). The main wreckage came to rest on a northeast facing slope and had been subjected to severe thermal damage. The main wreckage consisted of the left wing and tail section as well as the ashen remains of the fuselage. The cabin was completely consumed by fire. The left wing was inverted though remained on the correct side of the fuselage with the leading edge facing downslope and nearly perpendicular to the debris path. The empennage was aft of the wing spar and attached by sections of partially consumed fiberglass and steel cables; the rudder was askew from the empennage, positioned on the right side of the wreckage.

Theoretically, a Cirrus SR-22 or any other aircraft can do a barrel roll. The ability to do said maneuver safely is an entirely different matter. As mentioned, Bob Hoover was famous for performing aerobatics in aircraft that some thought could not do aerobatics. That being said, Bob Hoover was a magnificent pilot and most pilots have nowhere near the skill of Bob Hoover. He knew when to back off, which someone trying to do aerobatics in an SR-22 would not. A Cirrus is not designed for any kind of aerobatics, and due to the dihedral on the wings (which is meant to keep the aircraft right side up, but has the opposite effect when upside down), would require a very good pilot at the controls once the aircraft is rolled upside down. Very precise control must be used to keep the aircraft at a speed that would provide adequate airflow to provide positive control, while being careful to not exceed maximum speeds or G-limits. So could it be done? In the right hands, yes. Should it be done by any pilots that aren't totally proficient in aerobatics? Absolutely not.

Any aircraft can do a barrel roll if it is executed properly. It's one of those maneuvers that presents no risk for the aircraft when it's done properly. It's not legal to do it in an aircraft that isn't certified for aerobatics, though.

Denis M does not know the difference between an snap roll, full rudder, aileron and elevator application, resulting in a near or full stalled maneuver, and axial roll, where ailerons are used to impart a roll and rudder and elevator corrections are made to keep the nose of the aircraft pointed straight and level throughout the maneuver, and a "barrel roll" that is a sloppy poorly executed maneuver in a spiral , indicating the pilot didn't have full control of the aircraft throughout the maneuver.

I came pretty close once. I was flying with an instructor. As we were about to turn downwind to land (at WVI), we noticed a larger, faster plane converging on us from our right, also entering the downwind. (I have no idea why he didn't radio or why he didn't see us sooner. He was faster and approached us from behind, so we couldn't see him.) The instructor, the best pilot I've ever known, yelled 'my airplane' (he saw the other plane first too), and immediately rolled the plane about 100 degrees to the left. He executed the maneuver flawlessly, and the only increased stress on the plane was due to the rapid rotation. I saw fuel stream out of the tank. He rolled the plane back to level and said "your airplane". I seemed like ten minutes passed before I could do anything but fly the plane straight and level.

Most likely not there would be a significant amount of load on the wings. Normal civilian and commercial planes are not designed for high gravity stunts like a barrel roll.

just about any aircraft can barrel roll as long as it stays with in its stress limits. for instance boeings test pilot tex barrel rolled a 707 not once, but twice when the aircraft was on its maiden flight.

Safely? Yes. Legally? No.

nah/only immelman is available for that