I've read all the reasoning and logic put forward by Cirrus to the FAA and the JAA, where conventional spin recovery, and BRS deployment appear to be seen as essentially equivalent outcomes, and I guess I just feel a little uncomfortable with a POH that has the use of a BRS as the only recommended spin recovery action.
As has been posted here many times before: when the Cirrus went through its EASA certification, it demonstrated spin recovery successfully.
I think the original decision to get the FAA to accept CAPS as an equivalent level of safety was taken at the time to save certification time and money. It probably made sense at the time, but has spawned the myth that you can't recover a Cirrus from a spin.
I wonder if the emotive argument will shift the first time a BRS drops a fully loaded aircraft on top of a family saloon. ('sedan' for you colonials)
Well a very recent pull did end up on the back of a pickup truck. No casualties.