There's also less redundancy in the plane overall so if something goes wrong it's more likely to lead to serious issues. A large commercial plane has multiple pilots, engines, power sources, control surface systems, computers, sensors, etc.

But the free-form nature of the vehicle operation provides more opportunity for screw-ups. Maybe someone was buzzing his house or not paying attention to flying while giving a sightseeing tour to his friends.

Compared to commercial flights, it's no wonder that GA has a far higher accident rate. Commercial flights fly extremely predictable and repetitive routes and procedures, which reduce the number of variables into the mission. I'd liken the comparison to that between personal cars and buses, except commercial air travel is even more regimented than bus travel.

Part of the Part 23 (certified aircraft rules) process is demonstrating spin recovery. The Lancair is experimental so it's not Part 23. Cirrus said, "We put in a parachute instead of demonstrating spin recovery." To which the FAA said, "OK, that works for us."

Since the Cirrus prohibits spins (most certified aircraft do) and Cirrus never demonstrated it officially, I only have the word of random comments on the internet to go with. The assumed state is, "The SR22 has poor recovery characteristics from spins and the manufacturer states in the POH that CAPS is the only recovery method." Maybe it's not all that bad, but at pattern altitude (this has sadly been demonstrated) I'm sure it's fatal.

Stall spin training is only required for flight instructor certification. While anyone can do this training, FARs require both instructor and student are wearing a parachute, unless it's for CFI training.