Light Aircraft Crash in Whitsundays
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One opinion from Cirrus SR20 (and a bit about the SR22) -
(Has it now?)
If all else fails... pull the parachute. Unfortunately, as of July 2005 all of the folks who actually needed the parachute to save their lives are in fact dead.
Once in a spin the SR20 and SR22 are virtually impossible to recover, according to the test pilots.
If the engine were to quit over water or the mountains at night, the parachute would be a nice feature indeed. However, mechanical failures are not a very common cause of small airplane crashes. Indeed, after 10 years and thousands of Cirruses operating worldwide, engine failure followed by parachute deployment has never occurred.
By contrast it seems that quite a few of the folks who have pulled the parachute and lived would very likely have either not gotten into trouble if they'd been flying a Cessna or would have been able to recover and land at an airport.
Quote:
I would have definitely used the chute
I would certainly have not!
That said, it's all a bit of a gamble. I'd prefer to back my own ability to get the plane down safely on the water.
I would have definitely used the chute
I would certainly have not!
That said, it's all a bit of a gamble. I'd prefer to back my own ability to get the plane down safely on the water.
I'm sure pilots who navigated using four course radio range were initially sceptical of pilots not having to be trained on its use once VORs and NDBs came on the scene. Todays pilot's will probably look on glass and say that tomorrow's pilots have no idea what a "proper" scanning technique on steam instruments was about.
Just because a new technology makes things easier doesn't mean it should be ignored. I'm not saying that the recovery techniques for aircraft without this equipment shouldn't be taught (in fact as I already posted they are still a part of the emerg procs) and I do agree there will be a tendancy to resort to the easiest solution (pop the chute) but just because not everyone has access to this technology doesn't mean no-one should have it. You may refer to it as the new doctor killer, but I think this technology will result in exactly the opposite. It's up to initial training and flight reviews to make sure that retired medical professionals (gross generalisation, don't take offence) don't put themselves in a position to require the BRS in the first place.
SUPERIOR PILOTS SHOULD USE THEIR SUPERIOR JUDGEMENT TO AVOID HAVING TO EXERCISE THEIR SUPERIOR SKILLS.
No disrespect intended, but the SBK and MMB midairs may have turned out differently with a BRS. That kind of situation is what prompted its initial inclusion for the SR's.
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Pulling the chute means aircraft is a right-off,means collect insurance,buy another aircraft!!
The deployment doesn't cause the damage.
Landing under the chute is equivalent to a drop of about 10/13' for the sr20/sr22. There have been instances of hang-ups in trees that were repairable. Water may give a similar result.
Who cares about the aircraft if you survive?
Landing under the chute is equivalent to a drop of about 10/13' for the sr20/sr22. There have been instances of hang-ups in trees that were repairable. Water may give a similar result.
Who cares about the aircraft if you survive?
Last edited by MakeItHappenCaptain; 1st Jan 2010 at 01:52. Reason: Because someone's gonna get picky about 3' difference....stuff em.
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All wrong. Do some research; make a phone call...
Landing with CAPS in an SR22 is equivalent to a freefall from 2.4m (8') at MTOW in a nil-forward-speed situation. The SR20 is equivalent to a 1.8m (6') freefall.
The pure activation of CAPS causes no permanent damage to the airframe at all; the straps are designed to tear out of the composite shell cleanly.
The actual re-setting of CAPS costs about $35,000aud at Cirrus Archerfield; the bulk of that cost is the supply of the new CAPS unit and cover (bearing in mind it's a solid-fuel rocket). Install takes about 20 hours. This of course does not include transport or repairing damage on landing or the original reason CAPS was activated.
McDooz.
Landing with CAPS in an SR22 is equivalent to a freefall from 2.4m (8') at MTOW in a nil-forward-speed situation. The SR20 is equivalent to a 1.8m (6') freefall.
The pure activation of CAPS causes no permanent damage to the airframe at all; the straps are designed to tear out of the composite shell cleanly.
The actual re-setting of CAPS costs about $35,000aud at Cirrus Archerfield; the bulk of that cost is the supply of the new CAPS unit and cover (bearing in mind it's a solid-fuel rocket). Install takes about 20 hours. This of course does not include transport or repairing damage on landing or the original reason CAPS was activated.
McDooz.
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One opinion from Cirrus SR20 (and a bit about the SR22) -
If all else fails... pull the parachute. Unfortunately, as of July 2005 all of the folks who actually needed the parachute to save their lives are in fact dead.
By contrast it seems that quite a few of the folks who have pulled the parachute and lived would very likely have either not gotten into trouble if they'd been flying a Cessna or would have been able to recover and land at an airport.
And by analyzing the decision chains in all Cirrus fatal accidents, about 60 people have died in 30 fatal accidents (more than half of the total of 56) where the accident pilot faced a situation similar to a successful parachute pull -- but didn't pull.
To me, that is the real tragedy. When Cirrus pilots need it, they don't use it and they die. Even when they have time -- up to 30 to 45 seconds in a 9- or 15-turn spin.
Unfortunately, too many people opine on the best case outcomes as if there was no choice and conveniently ignore the worst case outcomes.
Fortunately, Steve deployed the parachute and survived. Since his airplane has CAPS, he had the choice.
Cheers
Rick
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If the engine were to quit over water or the mountains at night, the parachute would be a nice feature indeed. However, mechanical failures are not a very common cause of small airplane crashes. Indeed, after 10 years and thousands of Cirruses operating worldwide, engine failure followed by parachute deployment has never occurred.
At Elkin, NC, USA, in June 2009, a catastrophic engine failure at 6,000 feet caused oil to obscure the windscreen and the pilot elected to deploy the CAPS parachute and landed in a field. A piston broke through the cylinder wall.
At Patterson, LA, USA, in Dec 2008, at night, when the pilot reported engine problems, deployed CAPS at high altitude and landed in a canal. Interestingly, no accident report has ever appeared.
At Turriaco, Italy, in Nov 2008, a pilot diverted after a missed approach and exhausted his fuel, was about to land short in trees and pulled parachute handle at low-altitude.
The circumstances under which people in Cirrus airplanes have survived difficult situations with the CAPS parachute covers a very impressive and wide range of scenarios. If you fly with one, you owe yourself and your passengers the benefit of planning when to use CAPS.
Cheers
Rick
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2,500 fpm descent rate was a figure being thrown around.
This has been observed by examining the recorded flight data of an accident airplane during the Cirrus parachute deployment at Luna, NM, USA in 2006.
Cheers
Rick
All wrong. Do some research; make a phone call...
Landing with CAPS in an SR22 is equivalent to a freefall from 2.4m (8') at MTOW in a nil-forward-speed situation. The SR20 is equivalent to a 1.8m (6') freefall.
Landing with CAPS in an SR22 is equivalent to a freefall from 2.4m (8') at MTOW in a nil-forward-speed situation. The SR20 is equivalent to a 1.8m (6') freefall.
(Not what happens on pprune much btw
)SR20 POH says...
CAPS Deployment
The Cirrus Airframe Parachute System (CAPS) should be activated in
the event of a life-threatening emergency where CAPS deployment is
determined to be safer than continued flight and landing.
■ WARNING ■
CAPS deployment is expected to result in loss of the airframe
and, depending upon adverse external factors such as high
deployment speed, low altitude, rough terrain or high wind
conditions, may result in severe injury or death to the
occupants. Because of this, CAPS should only be activated
when any other means of handling the emergency would not
protect the occupants from serious injury.
■ CAUTION ■
Expected impact in a fully stabilized deployment is equivalent
to a drop from approximately 10 feet.
■ Note ■
Several possible scenarios in which the activation of the
CAPS would be appropriate are discussed in Section 10 –
Safety Information, of this Handbook. These include:
• Mid-air collision
• Structural failure
• Loss of control
• Landing in inhospitable terrain
• Pilot incapacitation
All pilots should carefully review the information on CAPS
activation and deployment in Section 10 before operating the
airplane.
The Cirrus Airframe Parachute System (CAPS) should be activated in
the event of a life-threatening emergency where CAPS deployment is
determined to be safer than continued flight and landing.
■ WARNING ■
CAPS deployment is expected to result in loss of the airframe
and, depending upon adverse external factors such as high
deployment speed, low altitude, rough terrain or high wind
conditions, may result in severe injury or death to the
occupants. Because of this, CAPS should only be activated
when any other means of handling the emergency would not
protect the occupants from serious injury.
■ CAUTION ■
Expected impact in a fully stabilized deployment is equivalent
to a drop from approximately 10 feet.
■ Note ■
Several possible scenarios in which the activation of the
CAPS would be appropriate are discussed in Section 10 –
Safety Information, of this Handbook. These include:
• Mid-air collision
• Structural failure
• Loss of control
• Landing in inhospitable terrain
• Pilot incapacitation
All pilots should carefully review the information on CAPS
activation and deployment in Section 10 before operating the
airplane.
Expected impact in a fully stabilized deployment is equivalent
to a drop from approximately 13 feet.
to a drop from approximately 13 feet.
