There was some work done on engine failures in the UK from around 2000 which came out at around;
50% no significant damage, no injury
25% Significant damage minor injury
25% Significant damage, serious injury / death
I strongly suspect that a busy guy with a Cirrus would rather rely on the tec than “waste” time practising PFL’s etc every month.
Interestingly the Fatality figure in the USA is 17%.
And that brings me to point 2, in general, UK flight instruction is rubbish. Training in the USA seems much more tailored to what you want to fly and how to use the kit. I bet, for example, someone who buys a new cirrus, does their PPL in THAT cirrus with a FI who specialises in training IN the Cirrus, then does the Cirrus FITS course, and knows what every knob an button does is a far better Cirrus pilot than even a UK FI who has been asked to "convert" someone to the Cirrus. They might not be that great a Tomahawk pilot though, but that doesn't matter as they will never ever fly such a piece of rubbish in their life.
Try finding a FI in the UK who can teach you to fly GPS approaches with your 430W? Well I did actually, but the FI is a US CFII.......In fact, while I am on a rant, try finding a FI who has a valid IR in the UK. Ok, if they have come straight from Oxford, but ask them 13 monts later if it is still valid.
People who keep arguing about the parachute do so because they don't understand it. It is white-mans-magic to them, not how they were taught...oooohhh noooo mrs, I would never take to the lifeboat in the event of the ship sinking. I would....
If the factory says...If you use the parachute higher than X altitude, less than X knots, then there is a 2% chance you're going to kill yourself, and your engine fails above X and you are below X speed and you know there is a 17% chance you will die carrying out a forced landing.....hmmm, pull the red knob, no question, unless you are ASSURED landing.