Cirrus CAPS deployment option during emergency

[Pace]

Jonzarno

I am sold on the Cirrus and the Caps as a huge safety addition for SEPs my concerns only lie in two areas!

The extra decision making process! Do you pull or use conventional techniques ?

The false confidence factor luring pilots into situations that they or the aircraft are not capable of

Pace

[Madbob]

Jonzarno

Thanks for the post. Very informative, sadly I was not able to get your link to open.

Don't get me wrong, IMHO CAPS is a good piece of kit, and worth the weight-penalty/cost but obviously not is every situation and not something to make one discard shall we say, skills which "traditional" pilots have had to rely on for years......much in the same way when I learnt to fly in the RAF we were still taught forced landings without power in aircraft such as the Jet Provost, Hawk (and Hunter) even though we also had ejection seats.....these were taught with both night and IMC procedures to follow such as the basic flame-out controlled descent through cloud to the "one-in-one" which was a bit more challenging.

Fly safe!

MB

[Jonzarno]

I agree with you that CAPS does not in any way remove the need for proper airmanship and basic flying skills.

In many ways, it's analogous to the use of an ejection seat in a military aircraft where, as you know, many air forces mandate the use of the ejection seat in the case of a flame out.

I'm sorry you couldn't open the link. Here's what you would have seen. This data was compiled by Rick Beach who is a COPA Board Member and who has studied all of these incidents as well as the sad number of fatal accidents we have seen. It includes both saves and incidents where the system has been deployed well outside its design parameters.

Rick has personally interviewed a number of CAPS survivors and is widely acknowledged as the leading authority on the system.

I'm sorry for the slightly iffy formatting, but I've only been able to copy and paste the text from the original article. Anyhow, here goes:


As of 10 January 2014 there have been 41 saves with 85 survivors in aircraft equipped with the Cirrus Airframe Parachute System (CAPS).

Introduction
CAPS stands for the Cirrus Airframe Parachute System. It consists of a ballistic rocket-fired parachute that extracts a large round parachute attached to the airframe. The rocket ensures that the parachute will deploy successfully despite the attitude of the airframe in flight, such as a spin or while inverted. The parachute inflates slowly and the risers are reefed to ensure a rapid transition to stable attitude under canopy.

Tests demonstrate that within 8 seconds all forward velocity is reduced to zero (relative to wind) and descent occurs at about 1700 fpm or 17 knots or 20 mph. The parachute deployment airspeed was demonstrated at Vpd of 133 knots. The demonstrated loss of altitude was 400 feet from level flight and 920 feet from initiation of a 1-1/2 turn spin. Four CAPS deployments occurred successfully at higher speeds, 168, 171, 187 and 190 knots indicated airspeed, and one deployment failed at speeds estimated at over 300 knots airspeed.

No person has died when the CAPS system deployed within demonstrated parameters
(airspeed below Vpd of 133 knots and altitude above 920 feet in a descent).



CAPS Activations and Saves
CAPS provides an additional level of safety for the Cirrus Design SR2X fleet. However, it is not a guarantee.

There have been 53 known CAPS events as of 6 January 2014.

Of those activations, 41 deployments are considered "saves" that involved 85 survivors with one fatality (figures do not include one unborn child who was also saved in CAPS event #13).

CAPS Event Summaries
Here is a synopsis of all of the known CAPS parachute activations. Each summary lists the deployment by year, location and injuries, then describe the factors that lead to the activation, the activation scenario, and the landing scenario.

CAPS event #1, Oct 2002, Lewisville, TX

1 uninjured; (CAPS Save #1) - Factors: VFR departure after maintenance, aileron unhinged due maintenance error and airplane became difficult to control, after maneuvering, first parachute deployment by pilot in a certified production airplane; Activation: low altitude, 1,500 feet; Weather: VMC; Landing: bushes near golf course

CAPS event #2, April 2004, Lethbridge, AB, Canada

4 uninjured; (CAPS Save #2) - Factors: VFR night cruise, loss of control, autopilot-induced stall, night VFR over mountains, SR20 performance Activation: high altitude, deployment upon loss of control; Weather: VMC night; Landing: landed in scree in mountaneous terrain, skidded backwards 1/4-mile, helicopter extraction via parachute risers

CAPS event #3, April 2004, Fort Lauderdale, FL

1 uninjured; (CAPS Save #3) - Factors: confusing instrument behavior, low IMC, departure climb, water in static system; Activation: low altitude, 1200 feet; Weather: IMC; Landing: trees

CAPS event #4, Sept 2004, Peters, CA

2 uninjured; (CAPS Save #4) - Factors: VFR climb, autopilot-induced stall, rolled inverted, attempted recovery; Activation: high altitude, above 10,000 feet, activated CAPS in VMC before entering IMC; Weather: VMC, then IMC under canopy, then VMC; Landing: walnut grove

CAPS event #5, Feb 2005, Norden, CA

1 fatality; (not CAPS Save, parachute separated from airframe) - Factors: severe icing at 16,000' over Sierra mountains, high speed descent well above Vne of 204 knots; Activation: uncertain if intentional activation or due to airframe stress in high speed descent, located along track to crash site; Weather: IMC, icing; Landing: high speed impact in mountainous area

CAPS event #6, June 2005, Haverstraw, NY

1 serious injury; (CAPS Save #5) - Factors: pilot incapacitated from brain seizure, loss of conciousness, awoke and recovered from Vne dive, determined numbness and loss of function in legs; IFR on approach to KHPN, Activation: low altitude, last radar report at 1,600 feet and 190 knots groundspeed (well above Vpd of 133 knots); Weather: VMC; Landing: water, bay of Hudson River

CAPS event #7, Jan 2006, Childersburg, AL

3 uninjured; (CAPS Save #6) - Factors: severe icing at 9,000 feet, loss of control; Activation: high altitude; Weather: IMC icing; Landing: trees

CAPS event #8, Feb 2006, Wagner, SD

2 uninjured; (CAPS Save #7) - Factors: pilot disorientation in clouds, shortly after takeoff; Activation: low altitude; Weather: IMC; Landing: flat, frozen field

CAPS event #9, Aug 2006, Indianapolis, IN

1 fatality, 3 serious injuries; (CAPS Save #8, parachute observed not fully deployed) - Factors: IMC, loss of control, stall/spin descent; Activation: low altitude; 528 feet AGL in 100 knot spin (3-1/2 turns) just 4 seconds prior to impact, well below design parameters for survivable CAPS deployment, first activation of CAPS by non-pilot; Weather: IMC; Landing: water, pond among residential housing

CAPS event #10, Sept 2006, Bull Bay, Jamaica

4 uninjured; (CAPS Save #9) - Factors: loss of control, VFR cruise, passenger activated when fuel streaming from tank filler openings; Activation: low altitude; Weather: VMC; Landing: trees

CAPS activation #11, Feb 2007, Sydney, Australia

2 injuries; (not CAPS Save; parachute not extracted due to anomalous rocket trajectory) - Factors: VFR cruise, engine problems, rocket took unusual trajectory, , successful emergency off-airport landing; Activation: low altitude; Weather: VMC; Landing: trees

CAPS event #12, Apr 2007, Luna, NM

1 injured; (CAPS Save #10) - Factors: IMC cruise, climb to avoid weather, loss of airspeed indication, terrain warning in IMC; Activation: low altitude, inverted, 34 knots airspeed; Weather: IMC, icing; Landing: trees, mountainous terrain

CAPS event #13, Aug 2007, Nantucket, MA

2 injured; (CAPS Save #11) - Factors: VFR in IMC during approach, parachute tangled with tower wires, 1 serious injury, 1 minor injury, 1 unborn child saved; Activation: low altitude; Weather: IMC; Landing: tower, flat open terrain

CAPS event #14, Oct 2008, Spain

3 uninjured; (CAPS Save #12) - Factors: IFR in IMC during approach, pilot reported turbulence and loss of control, parachute tangled with power line wires; Activation: low altitude; Weather: IMC; Landing: power line

CAPS event #15, Nov 2008, Turriaco, Italy

1 seriously injured, 3 uninjured; (CAPS Save #13) - Factors: fuel exhaustion and loss of engine power, parachute deployed at low altitude and late in the power-off glide scenario, approximately 400 feet above ground; Activation: low altitude; Weather: VMC; Landing: trees and grass

CAPS event #19, Mar 2009, Gaithersburg, MD

1 uninjured; (CAPS Save #16) - Factors: door popped open upon takeoff, pilot reported rain in the cockpit and attempted to manage door but became disoriented; Activation: low altitude; Weather: IMC; Landing: residential street

CAPS event #20, Jun 2009, Mount Airy, NC

1 uninjured; (CAPS Save #17) - Factors: catastrophic engine failure with oil obscuring windscreen, Activation: high altitude, 6,000 feet above ground; Weather: IMC; Landing: level field

CAPS event #21, Dec 2009, Hamilton Island, Australia

1 seriously injured; (CAPS Save #18) - Factors: engine loss of power, misfueled with Jet-A, attempted return to airport; Activation: low altitude, 441 feet above ocean; Weather: VMC; Landing: ocean

CAPS event #22, Feb 2010, Boulder, CO

2 fatalities; (not CAPS Save, parachute activated due to impact forces) - Factors: mid-air collision between Cirrus SR20 and tow-plane with glider in tow; Activation: high altitude, 8,000 feet; Weather: VMC; Landing: level field

CAPS event #23, May 2010, Sirdal, Norway

4 uninjured; (CAPS Save #19) - Factors: icing induced high-speed descent followed by parachute activation, Activation: high altitude, 6,000 feet; Weather: VMC; Landing: uneven rocky terrain

CAPS event #24, 10 July 2010, Hornton, United Kingdom

2 uninjured; (CAPS Save #20) - Factors: sprial dive while pilot distracted, VFR pilot flying in low ceilings and visibility, Activation: 2,000 feet; Weather: IMC; Landing: field surrounded by trees

CAPS event #25, 16 August 2010, Idabel, OK

2 uninjured; (CAPS Save #21) - Factors: loss of engine power, rapid descent, decision to avoid off-airport landing, activated parachute, Activation: low altitude, below 500 feet; Weather: VMC; Landing: grassy field

CAPS event #26, 23 August 2010, Porter, TX

1 seriously injured; (not CAPS Save, parachute had no effect on outcome) - Factors: go-around after aborted landing, failed to clear tree obstructions, activated parachute after first impact with a tree ; Activation: low altitude; Weather: VMC; Landing: trees

CAPS event #27, 30 September 2010, Mathias, WV

2 uninjured; (CAPS Save #22) - Factors: loss of control in turbulence while on approach in stormy weather, Activation: 1134 AGL, 171 KIAS; Weather: IMC; Landing: trees, remarkably the plane wedged itself on branches about 20 feet above the ground, pilot and passenger were injured when they attempted self-rescue and fell onto rocks below

CAPS event #28, 15 December 2010, Nacogdoches, TX

1 uninjured; (not CAPS Save, parachute activated after ground impact) - Factors: loss of engine power, decision to avoid off-airport landing; Activation: after ground impact; Weather: VMC, night; Landing: residential area

CAPS event #29, 27 January 2011, Cross City, FL

1 uninjured; (CAPS Save #23) - Factors: loss of engine power, decision to avoid off-airport landing, activated parachute, Activation: TBD; Weather: VMC, night; Landing: recently logged forest with lots of stumps

CAPS event #30, 30 January 2011, Bennett, CO

1 uninjured; (CAPS Save #24) - Factors: pilot disorientation due to vertigo, activated parachute, Activation: low altitude; Weather: VMC, night; Landing: field

CAPS event #31, 24 October 2011, Carrollton, TX

1 fatality, 2 serious injured; (not CAPS Save, parachute did not have time to fully deploy) - Factors: pilot reported mechanical problem and attempted approach in fog, went missed, attempted second approach and plane lost control prior to missed approach point; Activation: low altitude; Weather: IMC; Landing: field

CAPS event #32, 20 November 2011, New Orleans, LA

1 uninjured; (CAPS Save #25) - Factors: pilot reported loss of engine power and attempted return to airport then activated over Lake Pontchartrain, repacked parachute, Activation: 300 feet; Weather: IMC, day; Landing: water

CAPS event #33, 7 January 2012, near Andros Island, Bahamas

2 uninjured; (CAPS Save #26) - Factors: engine seized and propeller froze in flight due to loss of oil pressure, Activation: 2300 feet; Weather: VMC , day; Landing: water

CAPS event #34, 29 February 2012, at Melbourne, FL

4 fatalities; (not CAPS Save, parachute did not have time to fully deploy) - Factors: pilot lost control on base turn to final and pulled at low altitude, Activation: almost at ground impact; Weather: VMC , day; Landing: field

CAPS event #35, 24 March 2012, near Itu, Brazil

2 uninjured; (CAPS Save #27) - Factors: engine lost power and pilot avoided off-airport landing, repacked parachute, Activation: TBD; Weather: VMC , day; Landing: field

CAPS event #36, 22 July 2012, near Pickens, SC

4 uninjured; (CAPS Save #28) - Factors: pilot reported mechanical problem, Activation: about 1000 feet AGL; Weather: VMC, day; Landing: trees, suspended about 20 feet above ground, occupants stayed in plane until rescued

CAPS event #37, 6 October 2012, near Birmingham, AL

1 uninjured, 1 minor injury; (CAPS Save #29) - Factors: pilot disoriented during missed approach in IMC , Activation: 1000' AGL; Weather: IMC , day; Landing: field

CAPS event #38, 16 November 2012, near Show Low, AZ

1 minor injury; (CAPS Save #30) - Factors: engine lost power and pilot avoided off-airport landing , Activation: 1500' AGL; Weather: VMC , day; Landing: field

CAPS event #39, 21 November 2012, near Gilgandra, NSW, Australia

1 uninjured, 1 minor injury; (CAPS Save #31) - Factors: engine lost power and pilot avoided off-airport landing , Activation: 1000' AGL; Weather: VMC , day; Landing: field

CAPS event #42, 23 January 2013, near Danbury, CT

3 uninjured; (CAPS Save #32) - Factors: fuel exhaustion; Activation: TBD; Weather: night VMC; Landing: powerlines in residential area

CAPS event #43, 29 March 2013, near Alexandria, MN

4 uninjured; (CAPS Save #33) - Factors: pilot lost control due to flap anomaly; Activation: TBD; Weather: VFR; Landing: frozen lake

CAPS event #44, 16 May 2013, near Addison, TX

1 uninjured (not CAPS save, parachute did not deploy) - Factors: pilot reported loss of instruments, activated CAPS, but rocket failed to extract the parachute from the aircraft; repacked parachute; Activation: possibly 7000 feet; Weather: IMC, hard rain; Landing: pilot recovered the airplane and descended underneath the clouds to about 800' AGL and returned to airport trailing the rocket, lanyard and incremental bridle behind the aircraft

CAPS event #45, 6 June 2013, near Cheltenham, Gloucestershire, United Kingdom

1 minor injury; (CAPS Save #34) - Factors: pilot reported "navigational difficulties" while on approach to Cheltenham airport when ATC changed runways and vectored the aircraft to a different approach; Activation: approximately 2000 feet; Weather: IMC; Landing: garden in a residential area of urban city

CAPS event #46, 5 July 2013, near La Guajira, Colombia

2 uninjured; (CAPS Save #35) - Factors: mid-air collision with Cirrus HK-4752; Activation: TBD; Weather: VMC; Landing: ocean

CAPS event #47, fatal accident #97, 18 July 2013, near Lanseria, South Africa

2 fatalities; (not CAPS Save, parachute did not have time to fully deploy) - Factors: low altitude activation after touch-and-go departure; Activation: TBD; Weather: VMC; Landing: Field

CAPS event #48, 20 July 2013, near Tappahannock, VA

4 uninjured; (CAPS Save #36) - Factors: loss of engine power; Activation: TBD; Weather: VMC; Landing: Trees

CAPS event #49, 31 July 2013, near Poncins, France

2 fatalities; (not CAPS Save, parachute did not have time to fully deploy) - Factors: TBD; Activation: TBD; Weather: VMC; Landing: Trees

CAPS event #50, 19 August 2013, near Texarkana, AR

1 uninjured; (CAPS Save #37) - Factors: loss of engine power; Activation: TBD; Weather: VMC; Landing: Field

CAPS event #51, 14 November 2013, near Brazil

1 uninjured; (CAPS Save #38) - Factors: TBD; Activation: TBD; Weather: VMC; Landing: Field

CAPS event #52, 4 January 2014, near Buckhannon, WV

1 uninjured; (CAPS Save #39) - Factors: mechanical, loss of engine power on final approach short of the runway; Activation: 500' AGL; Weather: VMC; Landing: Road

CAPS event #53, 6 January 2014, near Claveau, Deux Sèvres, France

2 uninjured; (CAPS Save #40) - Factors: mechanical, loss of engine power; Activation: 1800' AGL; Weather: TBD; Landing: Field

CAPS event #54, 9 January 2014, near Fort Hall, Idaho

2 minor injuries; (CAPS Save #41) - Factors: mechanical, loss of engine power; Activation: TBD; Weather: TBD; Landing: Field

CAPS Anomalies
The unsuccessful deployments involved three anomalies and eight activations at an altitude too low to fully inflate the canopy:

CAPS event #5, Feb 2005, Norden, CA, activation at very high speed (likely in excess of 300 knots indicated, over twice the deployment speed) where parachute separated from the airframe
CAPS activation #11, Feb 2007, Sydney, Australia, activation at very low altitude where the rocket took an unusual trajectory resulting in a failure to extract the parachute
CAPS event #44, 16 May 2013, near Addison, TX, activation where the rocket failed to extract the parachute from the aircraft (only anomaly within demonstrated parameters)
Several activations occurred prior to ground impact but at too low an altitude to fully inflate the canopy (witnesses report 50 to 200 feet above ground): Indianapolis, IN; Waxhaw, NC; Deltona, FL; Porter, TX; Nacogdoches, TX; Asturias, Spain; Carrollton, TX; Melbourne, FL.

The rocket trajectory anomaly in 2007 was investigated and an airworthiness directive was published requiring a modification of the CAPS rocket assembly.

In addition, there have been several fatal accidents where the parachute has deployed by forces due to impact with the ground, which are not considered in this history.

9 CAPS Planes that Were Repaired and Flew Again
Despite the language in the Cirrus POH that cautions pilots that CAPS may cause damage, several aircraft that landed under canopy were repaired and flew again.

Revision A7 of the Cirrus SR22 POH currently states "CAPS deployment is expected to result in damage to the airframe" that updates the earlier language that "The system is intended to saves the lives of the occupants but will most likely destroy the aircraft."

However, the following aircraft have landed under canopy, all occupants survived, and the airplanes have been repaired, determined to be airworthy and returned to service.

N1223S, SR22 s/n 105 -- CAPS Save #1, repaired by Cirrus, sold, subsequently involved in a fatal accident
CGEMC, SR20 s/n 1241 -- CAPS event #2, self-insured, repaired and still flying
N916LJ, SR22 s/n 80 -- CAPS event #3, reregistered in AZ and still flying
N931CD, SR22 s/n 261 -- CAPS event #4, repaired, sold to friend of pilot, and still flying
N479SR, SR22 s/n 2794 -- CAPS event #17, reregistered in 2010 and subsequently involved in a fiery crash in Uraguay
N34TG, SR22 s/n 386 -- CAPS event #20, reregistered in 2011 and still flying
N470RD, SRV s/n 1636 -- CAPS event #24, repaired and still flying
N576WT, SR22 s/n 3440 -- CAPS event #27, repaired, renumbered N311KN and still flying
PP-CIE, SR20, s/n 1050 -- CAPS event #35, repaired and still flying


Media inquiries: [email protected]

[Jonzarno]

Pace

I don't really see it as an "extra decision making process" but as an integrated element that is part of an existing decision making process.

Although I've only ever pulled the chute myself in a simulator, I have had two real in flight emergencies, both engine related, that have necessitated an emergency landing at an airport.

In both cases, my first action was to touch the handle to remind myself it is there and to call out my hard deck of 1000 ft AGL. I then went through the rest of the relevant check lists, when I reached the hard deck confirmed I could make the airport safely and did so.

As regards your "mission stretch" point, I do tend agree with you at least in principle. It's a real temptation and, whilst I would like to claim I don't do it, I'm actually not so sure.

For example, I'm not sure I'd want to fly night IMC in an aircraft without CAPS but I do it regularly in my SR22. Equally I'm sure many people fly night IMC in other non CAPS equipped planes.

I think it's a matter of degree and personal attitude to risk.

Where I'm absolutely with you - and here I caricature - is the pilot who launches into icing conditions in the mountains because he thinks the chute will save him if it goes wrong. That's just plain stupid, but I guess you also need to ask what risks he would take even if he didn't have CAPS available.

[Pace]

Jonzarno

these make horrifying reading not because of the CAPs but because of the lack of basic flying skills! Many are stalls and loss of control, navigation errors loss of airspeed indications! Most could have been avoided with proper flying skills and knowledge of the aircraft.

pace

[Jonzarno]

Pace

There is no doubt that the pilot is probably the biggest factor in GA accidents. Hence the efforts that COPA makes to reach out to the Cirrus community to get Cirrus pilots to participate in safety programmes such as the Cirrus Pilots Proficiency Programmes and Critical Decision Making seminars.

That said, I think you're being a bit harsh in your analysis. Yes there are some pilot related pulls but not as many as your post implies - and by the way there are also some pilot related, and non pilot related, fatal accidents where CAPS wasn't pulled - but there are also an awful lot of saves that aren't a result of a lack of flying skills.

As I hope you would agree, however, whatever the cause of the pull, there are a lot people alive because the system saved them. The penalty for stupidity should not be death, neither for the pilot nor their passengers.

[Pace]

Jonzarno

I have re read the accidents and the vast majority are pure bad piloting. Many are stupid things like loss of control and stall on autopilot. Loss of control in IMC etc a lot of loss of control and inability for basic recovery. pilots flying way out of their ability levels.

As stated i am sold on the Cirrus and the BRS. I still think the Cirrus coaxes pilots ill equipt to fly in conditions they should not be in and think a lot more emphasis should be put on basic handling skills which appear to be lacking in many of these accidents.

Pace

[Jonzarno]

Pace

I agree that most GA accidents are caused by pilot error and that a substantial proportion of the CAPS pulls in the list are in that category (we can debate what constitutes a "substantial majority" ).

Whilst this is by no means limited to the Cirrus fleet, your point about the need for training beyond the minimum required to pass a PPL is well taken. As I said in my earlier post, that's exactly why COPA tries so hard to reach out to Cirrus pilots to deliver that.

As regards your comment about pilots being enticed to take on flights they shouldn't because they have the chute, as I said in my earlier post, I think there is an element of risk homeostasis in some pilots behaviour, but this isn't limited to Cirrus pilots. One man's risk homeostasis is another man's acceptable risk in light of experience.

For example, the JFK Jr accident in which he seems to have bet his life and those of his two passengers on the ability of his autopilot to cope with a night over water flight when he had no instrument qualification. He lost.

As another example: ferry pilots regularly bet their lives on a SEP getting them across the Atlantic (I think you may even have done that yourself?). Personally, I wouldn't, not even in a Cirrus , but that's my risk assessment and I wouldn't call anyone who chose to take that risk a bad pilot.

[echobeach]

I have only about 200 hours in the last couple of years in a cirrus.
I don't know why it attracts sometimes such adverse publicity and comments
I have enjoyed flying this more than anything else I have flown, twins included
I hand fly it 95% of the time.
It's just a joy and easy to fly.
I have flown longer, further and greater distances across water (the med) than in anything else.
I have read the poh on iPad more times than I can recall, and joined copa.
I cannot understand the criticism that cirrus pilots may somehow push the boundaries more than others. Makes no sense to me.
But I have though that in a water crossing more than a 100 miles that the parachute gives me one more option.
But it's no more than my training in endless forced landings in fields. It's just another technique for that worst day !

[Pace]

EchoBeach

not at all the Cirrus is a fabulous plane and the BRS a superb addition to safety
The Cirrus would be my choice of a personal aircraft and the proven BRS is part of that choice.

But those statistics make sobering reading not for the saves the BRS has made but the sort of needless accidents that has resulted in the BRS being used.

A pilot has to fly within his and the aircrafts limits and a lot of those accidents indicate pilots who are not up to it being in conditions which they are not adequately able and lack the skills to deal with.
Basic stalls on autopilot (perfectly recoverable)
frozen pitot (perfectly rectifiable without use of the chute and many many other examples.

There is without doubt accidents where the chute has lured pilots into conditions where maybe they would not be in without the BRS.

I would not be comfortable in a single at night yet I would regard the BRS as a sort of second engine on a twin so would fly at night.
that is an example of how the BRS can lure you to fly in conditions where you might think twice in a conventional aircraft.

Anything which is new and different will attract scrutiny and the cirrus fills that criteria the fact that it defies conventional recovery techniques will also attract scrutiny and we all had a long discussion on when and where to pull the chute in engine failure.

So nothing against the aircraft or the BRS but we do need to look at problems which that extra safety brings in overconfidence with ones abilities and which then creates situations where the BRS is needed when it should NOT be needed.

Jonzarno quotes pilot error but some of these accidents are more than pilot error as such but are accidents waiting to happen.

As another example: ferry pilots regularly bet their lives on a SEP getting them across the Atlantic (I think you may even have done that yourself?).

Jonzarno piston twin and jets yes singles ??? I am not that brave i don't trust piston engines that much through experience especially just one piston engine.
Pace

[India Four Two]

I still think the Cirrus coaxes pilots ill equipt to fly in conditions they should not be in and think a lot more emphasis should be put on basic handling skills

Pace,
I think you've hit the nail on the head. My limited experience in the Cirrus (1.5 hours, three airports, three takeoffs and landings and one ILS) led me to the same conclusion. The main purpose of my flight was to see how the EFIS and autopilot worked, but I did enough manual flying to agree with Jonzarno that it is easy to fly.

However, while being coached on how to use the electronics, or more often, watching my instructor pushing buttons,when things got busy (Los Angeles area), it struck me how simple it all was (assuming I had the 15-20 hrs training). We turned on the autopilot after departing Avalon on Catalina Island and left it on until the ILS DH at Burbank. Never touched the controls, apart from the power lever.

I saw how easy it would be, particularly for an owner with no previous aviation experience, to be lulled into a false sense of security, which might leave them in a difficult situation in the event of a critical failure or a serious weather problem.

[Pace]

I have flown both the 20 and 22 but very limited time maybe 4 hrs so far from an expert

Yes they are easy to fly my only concern is the roll rate which I timed 45 degrees both ways. it had the same roll rate as a firefly aerobatic machine I had flown so I could imagine in the wrong hands in IMC it could be easy to over bank.

Not sure on the latest versions as I think they did do something with the tips and dihedral ?

But yes my choice as a personal tourer and I also like the BRS concept! maybe i would not use it as readily as some here but it is definitely a life saver.
A stall on autopilot? What on earth are they playing at climbing in VS mode?
It is not brain science to identify that disconnect and recover and in my books not a grab for the chute and wreck an aeroplane situation. Sounds to much like reliance on an autopilot and not enough hand flying skills or awareness.

Pace

[Jonzarno]

A stall on autopilot? What on earth are they playing at climbing in VS mode?

This is a problem with the Stec 55 autopilot that was fitted as standard to the G1, G2 and a few early G3s before the switch to the Garmin avionics. VS is the only mode that you can use to climb with the Stec and it does need watching carefully.

That said, I once flew mine into a stall deliberately in VMC to see how it behaved and have to say it was no big drama.

A number of Cirrus pilots, myself included, have upgraded to the Avidyne DFC 90 which has lots of great features including IAS mode and envelope protection as well as much more accurate tracking.

[Pace]

jonzarno

will PM you for some pointers on renting some hours on one As getting fed up with just Jets nowadays not even any piston twins anymore

Pace

[olasek]

Read the accident reports on the Cirrus makes sobering reading!

I suggest you do read them too, vast majority of them have nothing to do with following 'TV screens'. Pretty much the same 'falling out sky' applies to majority of GA accidents (your 'ADF" equipped aircraft are hardly immune) in which pilots get into situations they should never get into.

[Pace]

Olak

I am not in a position to put a link at present but many we're chute pulls in ridiculous situations nothing to do with the screens but to do with poor basic piloting skills

Pace

[olasek]

but to do with poor basic piloting skills

First of all you aren't in a position to judge someone's decision to pull a chute, you weren't there, second even if they pulled chute unnecessarily it speaks nothing about their piloting skills, perhaps about being overly cautious which frankly it ain't so bad considering decisions others made (like not pulling a chute) and went to their graves. If you find a report lambasting pilot's decision to pull a chute, let me know.

[RTN11]

I'm personally of the opinion that having the chute there gives a false sense of security, so pilots get themselves into situations that they wouldn't otherwise have gotten into.

Unfortunately, I have no stats to back that up, and as far as I'm aware the stats so far are that every time the chute has been pulled within it's limitations (and a few times outside it's limitations) it has resulted in a safe landing for all on board and noone hurt on the ground. There have however been a few pilots who killed themselves in cirrus aircraft when the chute could have saved their lives if they had decided to pull it before it was too late.

Perhaps only a matter of time before someone on the ground is hurt which will change the statistics and some pilot's point of view.

[Pace]

Olasek
Make your own judgement quite a few do not make good reading

CAPS Activations and Saves
CAPS provides an additional level of safety for the Cirrus Design SR2X fleet. However, it is not a guarantee.

There have been 53 known CAPS events as of 6 January 2014.

Of those activations, 41 deployments are considered "saves" that involved 85 survivors with one fatality (figures do not include one unborn child who was also saved in CAPS event #13).

CAPS Event Summaries
Here is a synopsis of all of the known CAPS parachute activations. Each summary lists the deployment by year, location and injuries, then describe the factors that lead to the activation, the activation scenario, and the landing scenario.

CAPS event #1, Oct 2002, Lewisville, TX

1 uninjured; (CAPS Save #1) - Factors: VFR departure after maintenance, aileron unhinged due maintenance error and airplane became difficult to control, after maneuvering, first parachute deployment by pilot in a certified production airplane; Activation: low altitude, 1,500 feet; Weather: VMC; Landing: bushes near golf course

CAPS event #2, April 2004, Lethbridge, AB, Canada

4 uninjured; (CAPS Save #2) - Factors: VFR night cruise, loss of control, autopilot-induced stall, night VFR over mountains, SR20 performance Activation: high altitude, deployment upon loss of control; Weather: VMC night; Landing: landed in scree in mountaneous terrain, skidded backwards 1/4-mile, helicopter extraction via parachute risers

CAPS event #3, April 2004, Fort Lauderdale, FL

1 uninjured; (CAPS Save #3) - Factors: confusing instrument behavior, low IMC, departure climb, water in static system; Activation: low altitude, 1200 feet; Weather: IMC; Landing: trees

CAPS event #4, Sept 2004, Peters, CA

2 uninjured; (CAPS Save #4) - Factors: VFR climb, autopilot-induced stall, rolled inverted, attempted recovery; Activation: high altitude, above 10,000 feet, activated CAPS in VMC before entering IMC; Weather: VMC, then IMC under canopy, then VMC; Landing: walnut grove

CAPS event #5, Feb 2005, Norden, CA

1 fatality; (not CAPS Save, parachute separated from airframe) - Factors: severe icing at 16,000' over Sierra mountains, high speed descent well above Vne of 204 knots; Activation: uncertain if intentional activation or due to airframe stress in high speed descent, located along track to crash site; Weather: IMC, icing; Landing: high speed impact in mountainous area

CAPS event #6, June 2005, Haverstraw, NY

1 serious injury; (CAPS Save #5) - Factors: pilot incapacitated from brain seizure, loss of conciousness, awoke and recovered from Vne dive, determined numbness and loss of function in legs; IFR on approach to KHPN, Activation: low altitude, last radar report at 1,600 feet and 190 knots groundspeed (well above Vpd of 133 knots); Weather: VMC; Landing: water, bay of Hudson River

CAPS event #7, Jan 2006, Childersburg, AL

3 uninjured; (CAPS Save #6) - Factors: severe icing at 9,000 feet, loss of control; Activation: high altitude; Weather: IMC icing; Landing: trees

CAPS event #8, Feb 2006, Wagner, SD

2 uninjured; (CAPS Save #7) - Factors: pilot disorientation in clouds, shortly after takeoff; Activation: low altitude; Weather: IMC; Landing: flat, frozen field

CAPS event #9, Aug 2006, Indianapolis, IN

1 fatality, 3 serious injuries; (CAPS Save #8, parachute observed not fully deployed) - Factors: IMC, loss of control, stall/spin descent; Activation: low altitude; 528 feet AGL in 100 knot spin (3-1/2 turns) just 4 seconds prior to impact, well below design parameters for survivable CAPS deployment, first activation of CAPS by non-pilot; Weather: IMC; Landing: water, pond among residential housing

CAPS event #10, Sept 2006, Bull Bay, Jamaica

4 uninjured; (CAPS Save #9) - Factors: loss of control, VFR cruise, passenger activated when fuel streaming from tank filler openings; Activation: low altitude; Weather: VMC; Landing: trees

CAPS activation #11, Feb 2007, Sydney, Australia

2 injuries; (not CAPS Save; parachute not extracted due to anomalous rocket trajectory) - Factors: VFR cruise, engine problems, rocket took unusual trajectory, , successful emergency off-airport landing; Activation: low altitude; Weather: VMC; Landing: trees

CAPS event #12, Apr 2007, Luna, NM

1 injured; (CAPS Save #10) - Factors: IMC cruise, climb to avoid weather, loss of airspeed indication, terrain warning in IMC; Activation: low altitude, inverted, 34 knots airspeed; Weather: IMC, icing; Landing: trees, mountainous terrain

CAPS event #13, Aug 2007, Nantucket, MA

2 injured; (CAPS Save #11) - Factors: VFR in IMC during approach, parachute tangled with tower wires, 1 serious injury, 1 minor injury, 1 unborn child saved; Activation: low altitude; Weather: IMC; Landing: tower, flat open terrain

CAPS event #14, Oct 2008, Spain

3 uninjured; (CAPS Save #12) - Factors: IFR in IMC during approach, pilot reported turbulence and loss of control, parachute tangled with power line wires; Activation: low altitude; Weather: IMC; Landing: power line

CAPS event #15, Nov 2008, Turriaco, Italy

1 seriously injured, 3 uninjured; (CAPS Save #13) - Factors: fuel exhaustion and loss of engine power, parachute deployed at low altitude and late in the power-off glide scenario, approximately 400 feet above ground; Activation: low altitude; Weather: VMC; Landing: trees and grass

CAPS event #19, Mar 2009, Gaithersburg, MD

1 uninjured; (CAPS Save #16) - Factors: door popped open upon takeoff, pilot reported rain in the cockpit and attempted to manage door but became disoriented; Activation: low altitude; Weather: IMC; Landing: residential street

CAPS event #20, Jun 2009, Mount Airy, NC

1 uninjured; (CAPS Save #17) - Factors: catastrophic engine failure with oil obscuring windscreen, Activation: high altitude, 6,000 feet above ground; Weather: IMC; Landing: level field

CAPS event #21, Dec 2009, Hamilton Island, Australia

1 seriously injured; (CAPS Save #18) - Factors: engine loss of power, misfueled with Jet-A, attempted return to airport; Activation: low altitude, 441 feet above ocean; Weather: VMC; Landing: ocean

CAPS event #22, Feb 2010, Boulder, CO

2 fatalities; (not CAPS Save, parachute activated due to impact forces) - Factors: mid-air collision between Cirrus SR20 and tow-plane with glider in tow; Activation: high altitude, 8,000 feet; Weather: VMC; Landing: level field

CAPS event #23, May 2010, Sirdal, Norway

4 uninjured; (CAPS Save #19) - Factors: icing induced high-speed descent followed by parachute activation, Activation: high altitude, 6,000 feet; Weather: VMC; Landing: uneven rocky terrain

CAPS event #24, 10 July 2010, Hornton, United Kingdom

2 uninjured; (CAPS Save #20) - Factors: sprial dive while pilot distracted, VFR pilot flying in low ceilings and visibility, Activation: 2,000 feet; Weather: IMC; Landing: field surrounded by trees

CAPS event #25, 16 August 2010, Idabel, OK

2 uninjured; (CAPS Save #21) - Factors: loss of engine power, rapid descent, decision to avoid off-airport landing, activated parachute, Activation: low altitude, below 500 feet; Weather: VMC; Landing: grassy field

CAPS event #26, 23 August 2010, Porter, TX

1 seriously injured; (not CAPS Save, parachute had no effect on outcome) - Factors: go-around after aborted landing, failed to clear tree obstructions, activated parachute after first impact with a tree ; Activation: low altitude; Weather: VMC; Landing: trees

CAPS event #27, 30 September 2010, Mathias, WV

2 uninjured; (CAPS Save #22) - Factors: loss of control in turbulence while on approach in stormy weather, Activation: 1134 AGL, 171 KIAS; Weather: IMC; Landing: trees, remarkably the plane wedged itself on branches about 20 feet above the ground, pilot and passenger were injured when they attempted self-rescue and fell onto rocks below

CAPS event #28, 15 December 2010, Nacogdoches, TX

1 uninjured; (not CAPS Save, parachute activated after ground impact) - Factors: loss of engine power, decision to avoid off-airport landing; Activation: after ground impact; Weather: VMC, night; Landing: residential area

CAPS event #29, 27 January 2011, Cross City, FL

1 uninjured; (CAPS Save #23) - Factors: loss of engine power, decision to avoid off-airport landing, activated parachute, Activation: TBD; Weather: VMC, night; Landing: recently logged forest with lots of stumps

CAPS event #30, 30 January 2011, Bennett, CO

1 uninjured; (CAPS Save #24) - Factors: pilot disorientation due to vertigo, activated parachute, Activation: low altitude; Weather: VMC, night; Landing: field

CAPS event #31, 24 October 2011, Carrollton, TX

1 fatality, 2 serious injured; (not CAPS Save, parachute did not have time to fully deploy) - Factors: pilot reported mechanical problem and attempted approach in fog, went missed, attempted second approach and plane lost control prior to missed approach point; Activation: low altitude; Weather: IMC; Landing: field

CAPS event #32, 20 November 2011, New Orleans, LA

1 uninjured; (CAPS Save #25) - Factors: pilot reported loss of engine power and attempted return to airport then activated over Lake Pontchartrain, repacked parachute, Activation: 300 feet; Weather: IMC, day; Landing: water

CAPS event #33, 7 January 2012, near Andros Island, Bahamas

2 uninjured; (CAPS Save #26) - Factors: engine seized and propeller froze in flight due to loss of oil pressure, Activation: 2300 feet; Weather: VMC , day; Landing: water

CAPS event #34, 29 February 2012, at Melbourne, FL

4 fatalities; (not CAPS Save, parachute did not have time to fully deploy) - Factors: pilot lost control on base turn to final and pulled at low altitude, Activation: almost at ground impact; Weather: VMC , day; Landing: field

CAPS event #35, 24 March 2012, near Itu, Brazil

2 uninjured; (CAPS Save #27) - Factors: engine lost power and pilot avoided off-airport landing, repacked parachute, Activation: TBD; Weather: VMC , day; Landing: field

CAPS event #36, 22 July 2012, near Pickens, SC

4 uninjured; (CAPS Save #28) - Factors: pilot reported mechanical problem, Activation: about 1000 feet AGL; Weather: VMC, day; Landing: trees, suspended about 20 feet above ground, occupants stayed in plane until rescued

CAPS event #37, 6 October 2012, near Birmingham, AL

1 uninjured, 1 minor injury; (CAPS Save #29) - Factors: pilot disoriented during missed approach in IMC , Activation: 1000' AGL; Weather: IMC , day; Landing: field

CAPS event #38, 16 November 2012, near Show Low, AZ

1 minor injury; (CAPS Save #30) - Factors: engine lost power and pilot avoided off-airport landing , Activation: 1500' AGL; Weather: VMC , day; Landing: field

CAPS event #39, 21 November 2012, near Gilgandra, NSW, Australia

1 uninjured, 1 minor injury; (CAPS Save #31) - Factors: engine lost power and pilot avoided off-airport landing , Activation: 1000' AGL; Weather: VMC , day; Landing: field

CAPS event #42, 23 January 2013, near Danbury, CT

3 uninjured; (CAPS Save #32) - Factors: fuel exhaustion; Activation: TBD; Weather: night VMC; Landing: powerlines in residential area

CAPS event #43, 29 March 2013, near Alexandria, MN

4 uninjured; (CAPS Save #33) - Factors: pilot lost control due to flap anomaly; Activation: TBD; Weather: VFR; Landing: frozen lake

CAPS event #44, 16 May 2013, near Addison, TX

1 uninjured (not CAPS save, parachute did not deploy) - Factors: pilot reported loss of instruments, activated CAPS, but rocket failed to extract the parachute from the aircraft; repacked parachute; Activation: possibly 7000 feet; Weather: IMC, hard rain; Landing: pilot recovered the airplane and descended underneath the clouds to about 800' AGL and returned to airport trailing the rocket, lanyard and incremental bridle behind the aircraft

CAPS event #45, 6 June 2013, near Cheltenham, Gloucestershire, United Kingdom

1 minor injury; (CAPS Save #34) - Factors: pilot reported "navigational difficulties" while on approach to Cheltenham airport when ATC changed runways and vectored the aircraft to a different approach; Activation: approximately 2000 feet; Weather: IMC; Landing: garden in a residential area of urban city

CAPS event #46, 5 July 2013, near La Guajira, Colombia

2 uninjured; (CAPS Save #35) - Factors: mid-air collision with Cirrus HK-4752; Activation: TBD; Weather: VMC; Landing: ocean

CAPS event #47, fatal accident #97, 18 July 2013, near Lanseria, South Africa

2 fatalities; (not CAPS Save, parachute did not have time to fully deploy) - Factors: low altitude activation after touch-and-go departure; Activation: TBD; Weather: VMC; Landing: Field

CAPS event #48, 20 July 2013, near Tappahannock, VA

4 uninjured; (CAPS Save #36) - Factors: loss of engine power; Activation: TBD; Weather: VMC; Landing: Trees

CAPS event #49, 31 July 2013, near Poncins, France

2 fatalities; (not CAPS Save, parachute did not have time to fully deploy) - Factors: TBD; Activation: TBD; Weather: VMC; Landing: Trees

CAPS event #50, 19 August 2013, near Texarkana, AR

1 uninjured; (CAPS Save #37) - Factors: loss of engine power; Activation: TBD; Weather: VMC; Landing: Field

CAPS event #51, 14 November 2013, near Brazil

1 uninjured; (CAPS Save #38) - Factors: TBD; Activation: TBD; Weather: VMC; Landing: Field

CAPS event #52, 4 January 2014, near Buckhannon, WV

1 uninjured; (CAPS Save #39) - Factors: mechanical, loss of engine power on final approach short of the runway; Activation: 500' AGL; Weather: VMC; Landing: Road

CAPS event #53, 6 January 2014, near Claveau, Deux Sèvres, France

2 uninjured; (CAPS Save #40) - Factors: mechanical, loss of engine power; Activation: 1800' AGL; Weather: TBD; Landing: Field

CAPS event #54, 9 January 2014, near Fort Hall, Idaho

2 minor injuries; (CAPS Save #41) - Factors: mechanical, loss of engine power; Activation: TBD; Weather: TBD; Landing: Field

CAPS Anomalies
The unsuccessful deployments involved three anomalies and eight activations at an altitude too low to fully inflate the canopy:

CAPS event #5, Feb 2005, Norden, CA, activation at very high speed (likely in excess of 300 knots indicated, over twice the deployment speed) where parachute separated from the airframe
CAPS activation #11, Feb 2007, Sydney, Australia, activation at very low altitude where the rocket took an unusual trajectory resulting in a failure to extract the parachute
CAPS event #44, 16 May 2013, near Addison, TX, activation where the rocket failed to extract the parachute from the aircraft (only anomaly within demonstrated parameters)
Several activations occurred prior to ground impact but at too low an altitude to fully inflate the canopy (witnesses report 50 to 200 feet above ground): Indianapolis, IN; Waxhaw, NC; Deltona, FL; Porter, TX; Nacogdoches, TX; Asturias, Spain; Carrollton, TX; Melbourne, FL.

The rocket trajectory anomaly in 2007 was investigated and an airworthiness directive was published requiring a modification of the CAPS rocket assembly.

In addition, there have been several fatal accidents where the parachute has deployed by forces due to impact with the ground, which are not considered in this history.

9 CAPS Planes that Were Repaired and Flew Again
Despite the language in the Cirrus POH that cautions pilots that CAPS may cause damage, several aircraft that landed under canopy were repaired and flew again.

Revision A7 of the Cirrus SR22 POH currently states "CAPS deployment is expected to result in damage to the airframe" that updates the earlier language that "The system is intended to saves the lives of the occupants but will most likely destroy the aircraft."

However, the following aircraft have landed under canopy, all occupants survived, and the airplanes have been repaired, determined to be airworthy and returned to service.

[olasek]

Nice list, so what am I supposed to deduce from it, what golden thought, what startling pattern, what hidden gems?