Cirrus aircraft SR20/22 series

Yes I would like to learn but don’t have the where with all to do it,so just settle like many others to fly the flight sim games.:)So if any one out there feels generous to pay my school fees I’ll not let you Down,

Other than that I have put my name down for “Deal or no deal” and am still praying my application gets chosen Ha,ha.:)…

I agree that a system such as CAPS is interesting. I wonder if BRS will become more common among other designers in the future.

Ever thought of flying yourself? A PPL or perhaps gliders?

Did a quick read and yes a similar situation being mulled over.I think its an eye catching fact about the aircraft and one to pick up on quickly with out too much research being done and can lead to heated exchanges having not done so.

Best left to the experts though but will remember if I’m a passenger in one going down will try and levitate at the critical 20ft moment::)eek::)

I guess that speculation and such is quite normal. It’s nice with opportunities to clear things up such as in this thread. 🙂

I would like to add that the CAPS does not provide total safety. Even a safe deployment does not guarantee the survival of those onboard. The impact with the surface below will still be rough. Unless I’m mistaken it is comparable with a free fall from approximately 20 feet. The hull, landing gear and seats are designed to absorb some energy during an impact, but things can still go wrong.

An older thread involving some Cirrus aircraft and CAPS discussion here.

My remark at the beginning of the thread was made purely from a hypothetical situation I had in mind to go with the photo. Thank you for replying anyway in putting your version of “what you would do”given the situation.

Maybe “should the need arise to use the system” would have been more apt as this would have given me more space and it would have covered a multitude of scenarios only you pilots will be aware of.:)..cheers..John.B

Most of the time I put photos up in that section I tend only to think of enthusiasts such as myself as viewing them but now I know the flying fraternity look at them also, I’ll try a little harder with more more insight and forethought in my wordage..:rolleyes::)

As a last thought what would you do as a pilot in the situation I have used but should have also added the fact It was over a heavily built up area and no place to put down as an option..

With no suitable surfaces within reach (no usable streets, parks, water surfaces etc.) I might well have pulled the handle. Then again you’re not supposed to put yourself in a situation like that in a SEP, with no possibilities for making a successful forced landing upon e.g. an engine failure. I’m not sure if this is part of written regulations in each and every country, but nonetheless it should be common sense among pilots. Always have an exit at hand. Not that it’s always easy, especially when flying in darkness.

As for the rest of your post I gather it is directed at Moggy? 🙂

Thanks for sending in the link arm waver and I enjoyed the photos and think some other enthusiasts will as-well.As for my remark about the parachute being used in case the engine conks out, I had picked this situation (As a non flyer) with the thinking of the aircraft being over a heavily built up area with no escape to land or glide the aircraft to a field or area of water and the engine had failed for “one reason or another” and the only option at this point would be to use the parachute.
This particular forum is for “photos” and hypothetical emergency recovery plans discussions can only be made by pilots who have trained for those situations.I was very interested in the aircraft after finding out it had this system fitted and in a novice way highlighted a situation the plane could encounter.Without being too pedantic my analogy of the situation was made in the same way many people make remarks in how they would run the country with out being a politician themselves.:)

As a spotter and photographer its nice to learn a “little” about the subjects some time.Many people photograph many escape systems such as ejector seat systems but don’t actually have a clue about them in respect of use and technical info but they do know they are for use in an emergency.

If we should decide to learn the whole truth about our photos there would be so much stuff to read before or after looking at the photo the viewer would get bored probably like you are now in my giving you this explanation of my reasoning in my choice of words you read and decided to reply on.:eek::)So hope this gives you an idea in my choice of words.

As a last thought what would you do as a pilot in the situation I have used but should have also added the fact It was over a heavily built up area and no place to put down as an option..

I was meaning more of peoples opinions on owning/flying them.

I think the SR20 is a relatively nice plane which in my opinion is well suited for e.g. cross-country flying and instrument training. It has a nice EFIS and avionics layout and comfy seats in the cockpit. The left seat features a left-hand side yoke and armrest which I think works OK.

I’m not completely sure about it, but I think the lateral stability is a bit high for my taste as far as light SEP planes go, judging from required stick forces when rolling. At least compared to other SEP planes I’ve flown. It doesn’t feel as good as e.g. a Bulldog 100/101 to me, but then again I guess it wasn’t meant to be like that. Also I don’t like the way the cockpit roof tends to block the view to the right during right-hand turns when flying VFR from the left seat. I much prefer a bubble canopy for VFR flying, although the sun can be more of an issue in that case.

I think it works OK for general airwork, but it’s not certified for any aerobatics or spins.

It is intended for use with structural failures and collisions.

And spins. And maybe for ditching, if I remember correctly.

I share your opinions on CAPS deployment. It is meant as a last resort in case a forced landing seems more or less impossible.

Like I said, much debate.

From a simple engine failure you should be able to put the aircraft down in a convenient field. If you don’t quite make it you should plough into the hedge at the far end and do repairable damage to the aircraft.

If you run into unexpected IMC you should have the skills to turn the aircraft through 180 degrees and attempt to make your way out of the clag on instruments.

Pulling the handle does write off the aircraft.

The effect on insurance costs for all the rest of us if pulling the handle becomes the default action to anything out of the ordinary happening in or with a Cirrus and the increasing number of other aircraft with BRS doesn’t bear thinking about.

Moggy

All in all a good thing, but there is still the suspicion that sometimes they have been used as a substitute for airmanship skills.
Moggy

Flying Magazine has commented in the past about people not using the chute, thinking in the “Old Bold Pilot” macho way that using it would brand them as unable to cope with an emergency or that they are lacking in
airmanship skills.

Much debate about this amongst GA pilots.

Going back to the original post it certainly isn’t intended for use if the engine “conks out” unless you are over particularly inhospitable terrain. That’s what the endless practice of forced landings is for. If you can’t bring the aircraft down successfully from a simple engine failure you really weren’t listening when you did your PPL

It is intended for use with structural failures and collisions.

It has been used as a ‘get out of jail’ card by people who suddenly find themselves in IMC and can’t cope. The wisdom of that is debatable.

All in all a good thing, but there is still the suspicion that sometimes they have been used as a substitute for airmanship skills.

Moggy

Here you go chaps – a few photos of Cirrus types for you…
http://www.flickr.com/photos/the-legacy-collection/sets/72157627028573686/

The Garmin G1000 sure does look like it would make single-pilot IFR that little bit easier. Particularly later aircraft with the Cirrus Perspective stuff in it.

Glad that detail has been cleared up and look forward to some more shots when you find the time to post on.I was also particularly drawn to the digital mapping system with a terrain view on the left and plan view map of the area on the right of it.The familiar look of the cabin seemed very reassuring somehow and the transition from driving a car with a look a like interior could well have been thought of by the designers to settle new would be flyers into the flying world without too much hesitation.

Anyway the aircraft has become a favourite of mine so any photos would be welcome.Cheers…JB.:)

…I picked it up the wrong way so my apologies…:)JB

No need to appologicse – sometimes it is not always easy to type how you’d say it so it should be I that apologises for not being clearer.
Glad you like the shots. Will have to look and see about adding a few more at some point.
ATVB
G

Thanks for posting the link about the incident and the photos and the spinner shot is a gem.I know that you just highlighted the aftermath of using the system and sometimes I get my wires crossed in these situations as its hard to convey and express your observation as being a singular specific item in part of that parachute process as being the “bullet point”so to speak.
I picked it up the wrong way so my apologies…:)JB

Please note that human survival is far greater than that of an airframe. I was just stating it as an observation as a few folks would not realise it.
Cirrus incident I alluded to above

Couple of pictures

G-CIRI by Arm Waver, on Flickr

N770CP by Arm Waver, on Flickr

Tails by Arm Waver, on Flickr

Shiny Nose – 1 by Arm Waver, on Flickr

The straps for the parachute are bonded into the composite skin during manufacture. When it deploys, they rip through the skin making the entire fuselage useless.

Thanks for the info! I never knew that it was constructed like that. 🙂

At least this system would give other people on the ground time to get clear of the aircraft should it come down in a populated area.It seems amazing that some folk would be saddened to have just had there life saved to very quickly ponder the fact the aircraft has been ruined,so the only alternative to this choice would be go down with the aircraft and not have the wreckage or carnage on your mind as you wouldn’t be there to contemplate the outcome.:confused::)

If something happens at 4000ft, the last thing on my mind would be wether the aircraft would survive. Self preservation!!