SR22 down near Bruges, (BE) - BRS saved the day

[DIBO]

An SR22 piloted by a Pprune member, enroute from Germany to the UK approaching COSTA VOR (Belgium) at FL100, got in trouble ("lost the propellor" ??), headed inland (most likely for Ostend EBOS), but ended up pulling the BRS when approaching the city of Bruges. Both pilot and airplane (more or less) look in pretty good shape after the event.
https://www.hln.be/brugge/john-72-maakt-noodlanding-in-weide-maar-blijft-ijzig-kalm-schrik-neen-hoor-ben-erop-getraind~a5d47a8c/ (in dutch - main article behind paywall, but we all can see that he avoided schools and hospitals)
https://www.hln.be/damme/sportvliegtuig-maakt-noodlanding-in-veld-beelden-tonen-hoe-toestel-neerkomt-met-parachute~a1635e49/

I presume the pilot one day will share some firsthand insights.

Second BRS "landing" near Bruges in a year (or two)

[hans brinker]

Well, there’s a distinct lack of propellor on the plane after the landing, as seen on the linked picture.

[DaveReidUK]

Both pilot and airplane (more or less) look in pretty good shape after the event.

Are there any know instances of a Cirrus being restored to airworthiness after a BRS descent ?

[hans brinker]

Are there any know instances of a Cirrus being restored to airworthiness after a BRS descent ?

I haven’t seen any, but from the BRS website:
Q. How much damage will be done to my plane if I land it with a parachute?
A. In all likelihood the aircraft will suffer some significant damage. The terrain where you land will affect this greatly. Though the extent of damage has varied from plane to plane, most GA aircraft that have come down under a BRS deployment have eventually (or will soon) fly again.

https://brsaerospace.com/questions/

[Jhieminga]

Firsthand account here on Flyer forums: https://forums.flyer.co.uk/viewtopic.php?f=1&t=122521

...most GA aircraft that have come down under a BRS deployment have eventually (or will soon) fly again.
On a Cirrus you're sacrificing the undercarriage as that is what cushions the impact and the straps are pulled through some bits of composite structure. I'm sure it could be repaired to fly again but the question is whether that's economically viable.

[hans brinker]

I haven’t seen any, but from the BRS website:
Q. How much damage will be done to my plane if I land it with a parachute?
A. In all likelihood the aircraft will suffer some significant damage. The terrain where you land will affect this greatly. Though the extent of damage has varied from plane to plane, most GA aircraft that have come down under a BRS deployment have eventually (or will soon) fly again.

https://brsaerospace.com/questions/


Firsthand account here on Flyer forums: https://forums.flyer.co.uk/viewtopic.php?f=1&t=122521

“Originally Posted by Hans Brinker
...most GA aircraft that have come down under a BRS deployment have eventually (or will soon) fly again.”

On a Cirrus you're sacrificing the undercarriage as that is what cushions the impact and the straps are pulled through some bits of composite structure. I'm sure it could be repaired to fly again but the question is whether that's economically viable.

I understand shortening quotes, but now you are saying I said it would be economically viable, and it was from the BRS website. Not the same.

[Jonzarno]

An SR22 piloted by a Pprune member, enroute from Germany to the UK approaching COSTA VOR (Belgium) at FL100, got in trouble ("lost the propellor" ??), headed inland (most likely for Ostend EBOS), but ended up pulling the BRS when approaching the city of Bruges. Both pilot and airplane (more or less) look in pretty good shape after the event.
https://www.hln.be/brugge/john-72-maakt-noodlanding-in-weide-maar-blijft-ijzig-kalm-schrik-neen-hoor-ben-erop-getraind~a5d47a8c/ (in dutch - main article behind paywall, but we all can see that he avoided schools and hospitals)
https://www.hln.be/damme/sportvliegtuig-maakt-noodlanding-in-veld-beelden-tonen-hoe-toestel-neerkomt-met-parachute~a1635e49/

I presume the pilot one day will share some firsthand insights.

Second BRS "landing" near Bruges in a year (or two)

It was me. I was flying from Monchengladbach to Cambridge yesterday. I felt a strong vibration and asked to divert to Ostend. Just after turning on course there was a bang and the prop departed the aircraft.

I called Mayday, descended from 10000 feet to 3000, found a field and pulled CAPS. The system and the training worked exactly as advertised and I am entirely unhurt.

[Less Hair]

Glad you made it unhurt.
Has the propeller been removed recently?

[Jonzarno]

Glad you made it unhurt.
Has the propeller been removed recently?

No but just had a new magneto installed

[Pilot DAR]

'Glad you're okay Jonzarno! A credit to the BRS system. When you hear, will you come back, and tell us why the prop departed? Broken crankshaft perhaps?

[pants on fire...]

They flew to Bruges! I wonder if this will make it into Private Eye? :)

[Jonzarno]

Yes, I will post the investigation results when they come out but it will be some time. They also first have to find the prop!

[Saab Dastard]

Very glad to hear you are safe and well :ok:

[hans brinker]

Never flown with BRS, and no idea what I would have done. If you don't mind: Did you consider an off-airport landing, or where you pretty sure from the start you were going to pull the chute? Thanks for coming on here and responding to the other questions!

edit: just read your account on the above link. Sounds like you made the right choice.

[Jonzarno]

Never flown with BRS, and no idea what I would have done. If you don't mind: Did you consider an off-airport landing, or where you pretty sure from the start you were going to pull the chute? Thanks for coming on here and responding to the other questions!

edit: just read your account on the above link. Sounds like you made the right choice.

When the vibration started, I declared a PAN PAN PAN and asked for a diversion to Ostend. When the prop detached it was an immediate decision to use CAPS. As I was at FL100 when it happened, I had lots of time to find the right place to pull as I descended. Eventually I pulled at about 3000 ft.

As a side note: the field I landed in looked quite flat from the air. After the aircraft came down and I got out, it became very clear that it was anything but and also had a wire fence I hadn't seen. If I had tried to land on it, I would definitely have ended up inverted with about 250 litres of Avgas for company.

[DIBO]

Second BRS "landing" near Bruges in a year (or two)actually in a 4months+1day period (memory isn't what it used to be). One would start to think that there is a link between BRugeS and BRS....:)

@Jonzarno good to see it was another landing you walked away from :ok:

[ATC Watcher]

Thanks Jonzarno for sharing this experience, and glad for you came out unhurt. I read your full account on the FLYER Forum, you mention a few times training on simulator, and also this sentence:
if I hadn't had CAPS AND THE TRAINING on how and when to use it: I might well not have been able to write this.
It is the training how to use it part that I am worried about : In 2 of the Flying clubs, I belong we have Ultra lights with BRS and . when there is no wind, I regularly fly one of them for fun. . Training on the BRS consisted in both clubs, in reding a small 4-5 pages leaflet and then signing a form that you had read and understood it. Most of the text referred to the dangers of its pyrotechnics, but not really on how to use it in an emergency.

If you have the time , could you tell us what you learn in the sim that helped you ? . Most aeroclubs do not have ( easy) access to simulators .

[Jonzarno]

Thanks Jonzarno for sharing this experience, and glad for you came out unhurt. I read your full account on the FLYER Forum, you mention a few times training on simulator, and also this sentence:

It is the training how to use it part that I am worried about : In 2 of the Flying clubs, I belong we have Ultra lights with BRS and . when there is no wind, I regularly fly one of them for fun. . Training on the BRS consisted in both clubs, in reding a small 4-5 pages leaflet and then signing a form that you had read and understood it. Most of the text referred to the dangers of its pyrotechnics, but not really on how to use it in an emergency.

If you have the time , could you tell us what you learn in the sim that helped you ? . Most aeroclubs do not have ( easy) access to simulators .

Mostly it's the procedure and muscle memory that goes with it. It's one thing to "read the manual" and another to actually feel what it's like in the SIM when something bad is simulated.

I was "lucky" in the sense that my incident happened at 10,000 ft so I had lots of time ti "wind my watch" and decide how best to implement the procedure. The decision that it was going to be a CAPS pull was obvious and instant, but the actual emergency lasted almost somewhere between 5 and 10 minutes as I glided down looking for a safe place to pull.

I hope this helps but happy to talk it through if that would be useful.

[ATC Watcher]

Thank you , perhaps one day you could make a PowerPoint based on your experience, which is rather exceptional, on the do and don'ts of pully a Ballistic parachute.
Of course having the emergency at FL100 helps a lot . For me . also as a glider pilot, I had always the idea that I would use it after a collision rather than an engine ( of prop) failure . In fact in my both clubs which are joint gliders/ powered Aircraft clubs , many bar discussion on using of BRS or attempting a landing in a field in case of engine failure generally ends in a 50-50% division. Most of us glider pilots would prefer to attempt a field landing rather than to use the BRS.

For ,me . having few thousand hours on gliders , I would indeed prefer to attempt an out of field landing , because this is what I have been trained to do, and knows the rules. and am in control until the end. .But the reality is you probably do not know until you are in that emergency.and what kind of terrain , or water, is below you when it happens.
A final note on one of your remarks about obstacles you did not see. You pulled at 3000 ft . at this altitude you cannot see the features and the obstacles of a field ,, the critical ones ( Electric wires, fences, ground slope, state of the field , etc..) are only really visible below 1000 Ft. .
Also, as you know, the surface wind ( direction-intensity) can be very different from wind at 3000 ft , and then the size of the field becomes important,, but also in pulling the BRS at 3000ft, how could you be sure to land in the field you wanted ? no wind at all that day ?

Before your story , If I had ever to use the BRS I would have said I would wait until 1000ft to have more chances to make the area I wanted, . Any reason why you choose 3000 ? In any case, seen the outcome, it was a good decision too ! :)

[Jonzarno]

Most of us glider pilots would prefer to attempt a field landing rather than to use the BRS.

Gliders are designed to land in fields, tricycle gear aircraft aren’t. Also gliders by their nature don’t carry fuel.

​​​​​​​If I had tried to land I would definitely have ended up inverted with 250 litres of avgas for company.

[ShyTorque]

Gliders are designed to land in fields, tricycle gear aircraft aren’t. Also gliders by their nature don’t carry fuel.

If I had tried to land I would definitely have ended up inverted with 250 litres of avgas for company.

During my time instructing on Bulldogs, I always kept that possibility at the back of my mind. A low wing, sliding canopy aircraft will be extremely difficult, if not impossible to vacate in that situation. I never let my students even attempt to carry out PFLs to ploughed or other obviously soft surfaced fields in case the engine didn’t pick up for the go-around. Although we regularly practiced abandonment drills a flew with personal back pack parachutes the published minimum height for the chute opening was 800 feet.

BRS is a great idea in situations like the one you found yourself in! Well managed, too!

[ATC Watcher]

Gliders are designed to land in fields, tricycle gear aircraft aren’t. Also gliders by their nature don’t carry fuel.
If I had tried to land I would definitely have ended up inverted with 250 litres of avgas for company.
Good point on the gliders , but is the Cirrus prone to get inverted ? most out of field landings on tricycle low wing aircraft on soft ground the nose gear might collapse after touch down but you do not loop. More the case for High wing aircraft (or ditching on water of course.)
​​​​​​​Anyway good for you to have pulled out the BRS !

[ShyTorque]

But with a high wing aircraft you’re less likely to get trapped if the aircraft inverts.

[RatherBeFlying]

A big difference between gliders and airplanes is that you have much more think time in a glider that can be applied to field and landing spot selection. Spoilers come in very handy in touching down at the best possible spot.

[Jonzarno]

but is the Cirrus prone to get inverted ?

Even if it doesn't: a landing in a field is unlikely to end well. This is what happened to a pilot who tried to stretch a glide rather than pull:


https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/1624x1142/5a737ab5_53d1_4122_9aeb_4282e93b4e60_97a249212140665ff72420e 50a9ae55d9401c0fa.jpeg

He died.

This is what happened to me:


https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/2000x1500/7bac6b44_1402_44d4_8e7d_f68c4cfed50e_bd1efe24610122e151a1ce1 0e25ab5dd3f2acd61.jpeg

I was unhurt.

[ATC Watcher]

A big difference between gliders and airplanes is that you have much more think time in a glider that can be applied to field and landing spot selection. Spoilers come in very handy in touching down at the best possible spot.
100% agree, you're right.
@Jonzarno : Your 2 photos indeed show the difference. Very convincing . So pull the thing it will be . I rest my case .

[First_Principal]

Jonzarno Your photograph shows what appears to oil residue around the cowling where the prop boss is meant to be, and that it was blowing back along the fuse.

It seems to me quite possible that it would have - or did - have an impact on forward visibility through the screen? I should think this a factor in the decision to operate the 'chute - after all if you can't see where you're going, or you suspect that's going to get a whole lot worse, then it certainly won't assist in a 'normal' field landing.

Quite apart from that I wonder if you had a close look at the pointy end of the engine? Would be interested to know if you have any initial indication as to what let go.

FP.

[DIBO]

So pull the thing it will be . I rest my case .well, might I suggest: "use common sense and sound judgement". Few months earlier, same area, this was much more "to BRS or not to BRS, that's the question"
https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/1500x2000/pilot_deploys_parachute_on_which_light_aircraft_crash_lands_ in_bruges_belgium_3_jpeg_6def335a11adf2cb70f9bcd0d3e68026ad8 ea796.jpg

[spornrad]

A big difference between gliders and airplanes is that you have much more think time in a glider that can be applied to field and landing spot selection. Spoilers come in very handy in touching down at the best possible spot.
Good points. Others include:
Gliders are taildraggers. The main wheel is well in front of the center of gravity.
Training:
Glider pilots are drilled to do off field landings. Including spot full stall landing at min speed, slipping the plane (descending steeply without gaining speed), selecting fields (brown over green etc.), watching for the green islands indicative of power line masts, to name a few. Typical powered pilots are often lacking these skills.

... unlikely to end well. This is what happened to a pilot who tried to stretch a glide rather than pull:


https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/1624x1142/5a737ab5_53d1_4122_9aeb_4282e93b4e60_97a249212140665ff72420e 50a9ae55d9401c0fa.jpeg

He died....

Unlikely to end well without proper training. Such a deadly pulling stall while trying to stretch the glide shows lack of training in powerless flight: If you don't know when not to pull the stick pulling the BSR is clearly the better option.

[Jonzarno]

Jonzarno Your photograph shows what appears to oil residue around the cowling where the prop boss is meant to be, and that it was blowing back along the fuse.

It seems to me quite possible that it would have - or did - have an impact on forward visibility through the screen? I should think this a factor in the decision to operate the 'chute - after all if you can't see where you're going, or you suspect that's going to get a whole lot worse, then it certainly won't assist in a 'normal' field landing.

Quite apart from that I wonder if you had a close look at the pointy end of the engine? Would be interested to know if you have any initial indication as to what let go.

FP.

1. No impact on visibility at all
2. I have a picture but, for some reason, it won't upload, here is a link to it:

https://share.icloud.com/photos/007YkFXE6FHuknNn45mAemwcw

[Denti]

Training:
Glider pilots are drilled to do off field landings. Including spot full stall landing at min speed, slipping the plane (descending steeply without gaining speed), selecting fields (brown over green etc.), watching for the green islands indicative of power line masts, to name a few. Typical powered pilots are often lacking these skills.


In my view that is the main point. If you are not trained and accustomed to always judging any ground you see in terms of ability to land on it or not, it is a huge missing puzzle piece. In my previous gliding club they had an engine failure at fairly low altitude on a refueling flight with their tow plane (no winch launches possible on their field, therefore towing is the only way). Full fuel load, not much time to check, low wing tricycle gear plane, Robin DR-300. They were able to find such a good landing spot that the engine could be swapped on the same field and the plane could be flown out of there after the swap was done (with proper authorization of course).

If one doesn’t have that skillset and the option of a BRS, of course it is the best option to pull it.

[Chiefttp]

Jonzarno,
Well done, You were confronted with a serious emergency and you kept your cool, Devised a well thought out plan, under extreme duress and time constraints, and then executed it successfully.
You should be proud of yourself.

[henra]

If you don't know when not to pull the stick pulling the BSR is clearly the better option.
Theoretically (and possibly even practically under benign circumstances) surely 95% of the Pilots that stretched and crashed knew when theoretically not to pull. And then there's the real thing where suddenly you see obstacles or just need to get over those bloody trees or that house in front of you and that's when instincts will kick in and it is EXTREMELY hard not to give in and to subtly further pull on the stick (and get yourself deeper into trouble by deteriorating glide ratio) when on speed of best glide. On the sofa, sitting besides your armchair none of those would have crashed.

By pulling BRS you prevent getting into the situation where shortly before touchdown you notice an ugly obstacle which might force you into a deadly mistake. That said it is not an easy decision to accept knowingly significantly damaging your plane by pulling the chute (confirmed by not few instances of planes with BRS that nonetheless fatally crashed).
High marks from me for decision making to the pilot in this case.

[nevillestyke]

They flew to Bruges! I wonder if this will make it into Private Eye? :)

https://www.youtube.com/watch?v=8-QNAwUdHUQ