Pace, a lot of questions that I will do my best to answer from my personal present stance.
You made a statement that you would use the chute as a SOP for all cases of engine failure! You may be right you maybe wrong!
I have heard this attitude from other quarters so you are not alone but on what basis do you come to that conclusion? Is it through some study or released data?
Not really released data,I have come to this conclusion in the last few years as a personal decision, after making my own mind by:
a) reviewing 100% of Cirrus Fatal's
b) listening to the Pro & Con answers on COPA
c) Being strongly influenced by the opinions of fellow COPA member and volunteer input of a chap called Rick Beech. Here is his presentation on the matter
(long but worth it)
You mention above a microlight pilot deploying his chute at 400 feet. Great it worked on a microlight. Do the same on a Cirrus and you will freefall and kill yourself with at best a partially deployed chute.
Agreed, 400ft would be very uncertain territory in a Cirrus, This Guy was Boris Popov the inventor of BRS which has now sold 30,000 units worlwide and 5000+ to Cirrus, not a bad inventor.... He was the Mocrolight Pilot.
Most engine failures occur just after take off when the engine is most stressed and a cirrus pilot conditioned to pull the chute might kill himself.
How do you work out a safe altitude to pull the chute as it will vary on a number of aircraft conditions.
Agreed EFATO is a high risk time, current thinking for formal Cirrus training is below 500ft aim for whatever ahead, above 500ft use the Chute, I personally as do many others as part of take off SOP at 500ft say out loud "Flaps & Caps" which I raise the flaps and then put my hand right on the CAPS handle to remind me it is active and double check the Pin out.
However most evidence suggests 1000ft is the known altitude for it to work very well, below that less certain in terms of full inflation.
I brought up a possible problem of an engine failure flying in strong winds 30 to 50 kts typical of winter winds I have flown singles in.
An into wind landing will mean a very slow groundspeed in a single and a far better option than pulling the chute and not only being a victim to a high descent rate under the chute but high horizontal speed! You only have to look at the 25kt (30mph) car impact damage to see the results.
Sure I think high winds of this strength need further consideration (by me) However I can not remember in the last few years choosing to fly when ground speed winds this high, I do accept if I do this is an important factor that i need to think about more and it would seem logical that it could increase CAPS risk and reduce landing speed but also may make it trickier to end up where you hope in a glide.
You also have to consider not only your own life but those below you! One day some child or children will be killed under a descending Cirrus! Okay if the aircraft is unflyable you have no choice but to descend into a heavily built up area but to take the chute in a flyable aircraft over a built up area is very questionable.
We have a duty to those below too!
Agreed, 1st choice enough altitude to glide clear, but lets say it is approach like the guy in Alabama, I would rather have my kids in a school with a Cirrus randomly landing on it under CAPS descent than I would a Cirrus steaming in at anywhere from 70 to 200 knots out of control with likely hood of an impact fire. the other point of CAPS over any area is when the Rocket is activated there is a significant bang which I am reasonably sure people would look up to see what it was.
That is why a say to you that direction is needed and that can only come from considered knowledge and not some home made plan of action.
The possible consequences need discussion.
I am not sure there will be clear direction for the reasons Fuji has stated, I think it is down to PIC to use what ever they consider is the best option available to them based on their training & personal experience.
I also ask you to look at the fatalities in Cirrus! You mention engine failure and forced landings! How many are killed in forced landings where the pilot maintains flying speed?
From the stats I remember very few!
Forced landings due to straight forward engine failure are very rare, most are not a forced landing but Pilot Error and loss of control so in actual fact our debate has very little chance of happening with the millions of hours on the Cirrus fleet. I do agree if flying to the ground speed is critical and looking at fatality's in general on all types it seems plenty fail to do this.
Ok pilots stall in but there is no excuse to do so only bad piloting and training.
Maybe but for average PPL's harder to stay current and on top of the game, equally anyone can get distracted, over whelmed, stressed when things are going wrong.
What is a safe height for chute deployment? Is it 1000 feet or higher as I am pretty sure that will vary.
Most agree 1000ft is the minimum
Please do not take this as a dig at you as you have brought up a valid discussion topic and as I said you maybe right to deploy on engine failure or you maybe wrong?
None of us know and we need to!
Pace far from it being a Dig I welcome opposing views to question my own thinking, I have taken a few digs and GEP for example was IMHO condescending and quite sarcastic but that is fine and adds to the rich tapestry and entertainment value of pprune. However I am certain there will be no black and white answer if anyone is right or wrong.
Why do you think Cirrus are happy to detail procedures for a forced landing and recommend a forced landing with a caveat of maybe consider the chute if a forced landing is not advisable!
Dont know, to fit in with traditional training maybe, liability issue's perhaps.
Because a forced landing is a normal procedure in your training syllabus authorized by the CAA the chute is a relatively unknown factor authorized by no one!
With the forced landing Cirrus can pass the buck with the chute they cannot (Yet)
When you say authorized by no one, surely the FAA are ok with this having approved various aircraft with it as an option.
E&OE
