N644SR SR22 Engine Out And No Chute 

My dad had a flying business in San Francisco in the 1930s. One day he bought three WW1 parachutes at an auction. He kept one but gave the other two to some of his flying buddies. One of them, “Smoky” Poulson, flew airshows and dad noticed that he was taking more than his share of chances. “Hey, did you get that old chute repacked?” he asked. When Smoky took the parachute into the riggers shop and opened it up he discovered that he’d been trusting his life to 8 pounds of the San Francisco Chronicle. The other two chutes were just fine.

He actually did 3 engine outs in one. He had plan A, the runway. Then plan B, the parachute and plan C land on road. He stayed focused after B failed, which is the real accomplishment here.

Best advice ever: A chute shouldn't prevent you from doing that pilot shit.

"God is my copilot.-Murphy is the fight engineer."

Excellent background briefing Scott! I’m going to link this to the Truckee Cirrus crash video. Juan

Couldn't agree more. Fly that thang.

When the engine quits...your airplane doesn't stop being an airplane...it just becomes a shitty glider. Use whatever it has left to give, to get you to the best possible landing spot, regardless if your wings get you there or a parachute. As Scott wisely points out...that best spot isn't always an airport.

I know a guy who had to make an emergency landing on a road. The road was his best option, but it wasn't that great. On rollout after landing he collided with a passenger car. No one was hurt, but the driver of the car was rather upset, having his car wrecked. My friend explained he had insurance, and his damages would be covered. But in addition to that he had a great story. When someone asked, how did your car get wrecked, he gets to say, "I was in a plane crash, man."

The issue is people sometimes mistakenly measure the cost of the crash with their own lives. Popping the chute is almost guaranteed to save lives, but it doesn't save the aircraft. Any chute deployed landing is going to total the aircraft, pride and stubborness can be a killer.

I was the plane that took off directly after 644SR from TUS that day and heard this entire interaction live on the radio. I didn't realize his chute never deployed, his last transmission that I heard before I got handed off to the next controller was that he was deploying his chute. Tucson departure suggested Marana for him to land, but he said he was not going to make it, and they offered him the closer glider airport instead.

Extremely well thought out commentary and delivered seamlessly. Subscribed

Thanks for posting the bulletin w/serial numbers! Great advice to ponder. As a Cirrus pilot, I love the chute as a safety tool but I was just flying the grand canyon 2 weeks ago and my copilot, a seasoned mountain/high terrain pilot, commented many times regarding the sparce population and planning an off field landing so that you can receive assistance.

Well done and well thought out video Scott.

Thank's for sharing, Scott and always great learning tips...!!

Very informative video as usual. Thanks for putting these together for us all to maybe learn a little something.

Good advice Scott. I believe a lot of pilots get tunnel vision when an emergency happens and do not keep their options open.

Scott, Couldn't agree with you more! That parachute on a Cirrus can be just like the proverbial sucker hole that draws you into a letdown through a cloud layer and then bite you like a snake. Conservation of your energy in those last seconds is so very important Scott, you're right. Kudos my friend! 🛫🛬📖🇺🇸🇺🇸🇺🇸🐆

Thank you for letting us know about this issue

Great video, Scott...as usual. Thanks

I recall seeing that bad vibration set in on Niko's wings youtube channel when he was out over the Gulf of Mexico. Sun visor was shaking violently. He turned that trip around and aborted it. Then he got caught at the edge of Class B airspace by ORD, and lost radio and glass panel as the vibration ate through the alternator cable cover and shorted electronics. What a familiar story.

Thanks for this. You make some excellent points.

A new Flywire video, time to learn something. Always great content, thank you

Great job as always Scott.

Great advice and analysis as always

Excellent. On point, as usual.

Top shelf as always thank you sir

I fully agree with you, all the “ new “ safety features are great and have its place, but , human attitude plays a huge role, with the right training many engin failures can end up with the airplane in tacked and repairable, be competent and keep your emergency skills drilled in. Stay safe

Excellent analysis, well spoken and wonderful summary! Rod Machado

I think criticism of this pilot is unwarranted... he kept on his toes and got it safely on the ground.

Good thoughts.👍🏻 When the automation (or the chute) fails, the fallback option is always being a pilot, which is the ultimate redundancy factor. Probably smart to include the basics in training scenarios.

I'm so glad you said something about the chute.

Two of my friends rode 'chute pull #7 ever in an SR22. If they'd been in any other aircraft in identical circumstances, they'd be dead. Sadly, another person I knew *should* have pulled the 'chute, but didn't. You can guess the results.

Excellent video, totally agree.

The lady that I was thought by back in 83-86 instructed since 43....She always said fly fly fly airplane no matter what...

Great analysis! Subscribed.

Excellent discussion Sir!

Another good one Scott also very informative. (Did you take note BrYan?) Always enjoy your videos. Until next time. 😎

Saying nearest airfield is easy. No sense in even trying to nurse a sick engine to a convenient airfield. Especially when scud running :)

Great video Scott

great info Sr.!!

Clear and concise!

Fly the aircraft until all motion stops. Anything less is giving up.

There are no procedures in the Cirrus POH for off field landings. If you're higher than 500 ft agl, pull the chute. If the engine is running rough, returning to an airport seems like a smart move. Great video! Thanks for putting this together and highlighting the importance of emergency training - you're right on the money in my opinion.

I'm not going to critique the pilot, as he walked away and that's what counts. However, as you say consider all options before deploying the chute. It must be very tempting but think it could be safer to use as a last result not as the first choice.

I’m glad no one got hurt and walked away from his Aircraft

Good advice. Thank you Bob Hoover, and Scott Perdue. & BrYan Turner for comedy relief.

Western half of the US (except mountainous) ROADS are my “go to”..... Nebraska, Kansas, New Mexico, eastern Colorado etc. I have flown directly over straight roads for miles nursing a sick engine to get to remote strips. If it quits ( which I always assume it will) you are set up to land straight ahead. Always be aware of power lines parallel to the road. This is where centerline practice pays off....practice on narrow runways.

Wise words. Thank you

Good video. Nice to see a Strike Eagle Bro making it on YT!

Thank you Scott ..just gained another subscriber..Sorry Dan but Scott and Juan B are the true Dynamic Duo when it comes to this pilot stuff!!!

Scott: My 24 y/o grandson works for Cirrus assisting with new owner instruction. Surely he knows all about this but I'm going to send him the link as another reminder for him to fly as if there was no CAPS. Thanks for the video.

100% agree. Pilots are people, and we can only work to the level we're trained for and the level we're capable of performing at. The CAPS system has effectively replaced the pilot's perceived need for training and competency in flyiing + landing in an engine-out situation. Too bad. I'll keep my skills up, and hope you do too. (Cirrus pilots)

Very good points.

I’m CAPS pull 100 and I’m so thankful the chute worked! I didn’t have the options this pilot did.

I liken the CAPS to avalanche beacons. Allow me to explain. I met an author in Switzerland who was trying to make people aware of the fact the avalanche beacon gave people false confidence to push further into avalanche-prone, back country, thus the beacon was actually causing more casualties than it may have been preventing in his opinion and he presented some rather convincing data to support his discoveries. Airmanship must be taught and learned with the chute as a "plan-b, c, d", etc. I can see humans getting a false sense of confidence with the chute and stretching these situations more than they should. Glad they survived.

Agreed about the ForeFlight glider ring and maneuvering to land without power being misleading. Simulating an engine out in the pattern in my 182 I had to abort and add power.

Duke Cunningham said "Have a plan, have a backup plan, [then] be prepared for _that_ not to work."

Excellent comments. There is a small but growing realization that "safety" equipment often leads to less safety for exactly the reasons you mentioned. I recall that accident rates went up when anti-lock brakes were introduced. We are also seeing similar issues with the cars that have self driving features. People too often expect that equipment will never fail, and as a result are not prepared when it does. I saw this in the Army, and see it with sailing, flying, and many other activities. Thanks again for your superb analysis.

Excellent analysis, I have always been impressed with CAPS, but wondered if it had and affect on pilot behaviour and decision making.

This is why I only fly bush planes. I can land pretty much anywhere.

Another great episode…

Great video

This is actually a really fascinating discussion. Essentially the CAPS system needs to to be integrated into the engine out ABCDE process for these planes. You can't make CAPS a backup to ABCDE but you also can't make ABCDE a backup to CAPS. Airspeed first, best place to land with CAPS and without, Checklist which should culminate with pulling CAPS, then Declare emergency and Execute your landing.

That’s the trouble with single use emergency tools: life rafts, brs rockets, emergency parachutes, even bullets. You never know if they’re good until you pull the trigger.

Just found you. Liked it. Subscribed. Thanks!

I am very familiar with that area. He would have had to cross interstate 10 and turn 90° to land. Plan A wasted time and options. But he's alive and I wasn't there. That silence must be nerve racking. So good job.

Excellent video. I think one key is to have a mental number in mind as to descent rate to ground -- ie., I have two minutes, or whatever, keeping in mind that maneuvering in the last 15-30 seconds is likely not practical because at that stage you are committed to a landing spot and maneuvering aggressively risks a stall/spin. For my money, I try to maneuver to an airport initially and then a road secondarily, commit and take my chances there. It always sounds and seems easier sitting here on my couch though.

After reading the comments, I thought I would mention this… Relying on the accuracy of a moving map glide circle distance may not be an accurate option. One should test the concept in your own particular airplane. Any aerodynamic changes to the airframe (STOL kits, VG’s, flap gap seals, etc) would have an effect on gliding distance. A new prop, for example, might also affect gliding distance. Check for any improvement in glide (at weights you normally fly) when pulling the prop to high pitch. Some airplanes realize a change and some don’t. It’s easy to change the glide ratio, at least with ForeFlight, to accommodate your actual glide ratio. While maybe not the final answer, an accuracy adjusted glide circle can be a better tool for your reference should you actually need it. ,

This is one of perhaps 15% of crashes I estimate might have been avoided by a couple hours sailplane lessons. Gliding and budgeting limited flying energy shouldn't be yet more intellectualized background info, but a viscerally prioritized and familiar process. I think a series could be done on benefits of glider mindsets to powered flight, as in the B767 Gimli Glider and other incidents.

The same old rule always applies even with a chute, Fly The Plane.

When you bet on making the things you would like to accomplish, ( a major airport ) seems altitude, ideas, and airspeed are the ones you really have to work with...but a CAPS system is a nice backup to have when you bet that you will have the first three covered to land, and lose!

YUP Scott Yelled EXACTLY THAT when after picking up a Mooney in the Sierra's the frig N intake FELL OFF! Mikey Do that Flying SIT!! Landed,no damage A&P chk work ok..2 wks later @ Night blew a Jug OFF Landed , sold Air Plane!

I’ve always thought the plane was safer but it probably attracted a disproportionate number of pilots who had a tendency towards recklessness and others who lack confidence in their ability either with or without good reason.

Had a friend deploy CAPS after partial power loss over mountainous terrain in Mexico. It for sure saved his life but he did have some back injuries

Sorry. Question answered ! Love your videos Gunny

If God is a Cirrus pilot’s co-pilot, they need to change seats.

Great info. I have I small aircraft that is equipped with s BRS. It had the rocket and shoot replaced last year. I will contact the manufacturer and ask about it. Thank You Sir!

Hmmm. Good point about the Garman. Wonder if they could add a second user defined glide ring to the map with a minimum maneuvering altitude, to better visualize the range before really needed to get it on the ground.

Exceptional commentary, thank you for sharing.

Based on its age, this airplane had the chute overhauled/repacked since it was installed by the factory. The repack interval is 10 years. So the Cirrus community will be very interested in who did that work.

Sticking to my push-bike, but interesting all the same. I went up with a pilot friend in a group owned 1946 Aeronca Chief west of London at Popham over thirty years ago. The local Spit doing the rounds at the time which was a great thrill to see. That Spit is no longer; I wonder about the Chief. On the way to take-off the pilot told me not to mention to his wife that the 'plane was just out of the workshop after having collided with one of the airfield hedges during a ground roll. I was not tempted to bail.

I whole heartedly agree. Get out of trouble? The chute is a tool to be used when appropriate. I believe the same with motorcyclists. Full coverage insurance does not replace skill, reflexes , and riding time in the saddle. I personally have 103 k miles on my 2005 Yamaha. Never been down never had full coverage ins.

If I catch your drift correctly - you're advocating flying to a safe area where you can deploy the chute successfully rather than try to make a questionable airfield....but in this case that tactic wouldn't have been the best one because the danged thing didn't work! I'd try for a landing site of some sort every time given a choice. As far as I'm concerned, the chute is the recourse of last resort!

The Cirrus aircraft are excellent designs. IMHO the problem is that, like the Bonanza that gained the reputation of being a "doctor killer" you have a bunch of inexperienced pilots who can afford the plane but haven't the experience to manage it properly.

Most folks don't take into account that every 10 years you need to overhaul the CAPS system at 10000.00 or more. Which is a big bill to pay!

Chutes are great if that's your thing. I don't know that I would even depend on a chute unless I had a wing fall off or catastrophic failure otherwise. I'd rather depend on piloting skills first. Maybe I'm an old school new kid on the block. I don't know.

Great details, I learned a lot. It sounds like Cirrus went through thorough testing developing their chute. I hope the chute in Mike's Scrappy is up to the task. Looking forward to your chat Monday night.

If a bit of time is spent with the garmin pilot or foreflight manual (no excuses for not) the user will have set their buffer for the emergency glide ring (appropriate to the terrain and such) so that it does not show where you will hit the ground.

A dirt road, although rough, should be relatively free of utility poles and vehicles, I guess.

Cool

G'day, Yay Team ! I have a Ballistic Recovery Parachute, it's only crashed twice..., never been deployed ; but it's second prang involved Spinning-in from 300 feet while turning onto Final Approach, and the impact broke a tear in the Fibre-Glass "Muzzle" - which deployed the little Drogue-Chute....., leaving the 24-ft Main still packed & atop it's Deployment Spring...., (if ever I really needed to I reckon I could make wooden Moulds & use 2-part Epoxy to saturate the torn Fibres - then wrap it in Gladwrap before fitting the Moulds & applying Clamps to force the Wound together while the Epoxy goes off...). But I can't really imagine any reason to rebuild my Aeroplane, let alone it's almost unused Parachute. It came to me when I bought the almost-completed Scratch-built-from Plans Project, so I mounted it behind the seat & deploying up & out & back at 45 degrees to everything, from below the Trailing-Edge of the Wing on the Left side of the Fuselage, through an Eliptical Cutout in the Sheetmetal Hatch in the Fuselage - with the 'Chute-Container's "Mouth" protruding slightly on the forward Lip... But when failing to clear the Fence on a (stupid) Downwind Takeoff, there was nothing my 'Chute could've done to help anything which mattered - so I left it alone. Then when Canada John bought his 35 Hp Mk-3 Skycraft Scout I sold him my (then) once-crashed/never-deployed BRS 'Chute ; and when I bought the Engine from his Estate, afterwards, the Coronor boxed up the Rotax-377, the Altimeter & ASI & Pitot & Tubing, and the 'Chute and I was given the whole Box at the Court-House when I showed up for the Engine...; thus my Parachute found it's own way straight back to my Camp after having been sold..., (like a Conman's Sheedog !). When I fitted it into my Aeroplane, I justified it's weight-penalty while considering the genuine plausibility of catastrophic Structural Failure in a multiply much-modified, heavier, over-powered & then autodidactically redesigned version of what had originally begun as a foot-launched Aerodynamically-controlled Hang-Glider (VJ-24, to the 10 Hp VJ-24e, then into the 22 Hp VJ-24w...). When I sold it to Canada John it was a last (desperate) attempt to give him a chance of surviving his decision to Go Flying. Some people should not persist in trying to play with Aeroplanes, and Johnny was one of them ; but he could be remarkably stubborn in the pursuit of his eccentricities. Check out, "REQUIEM FOR A REDHEAD...; Crashanalysis of John William Robson, & His Mk-3 Skycraft Scout." to get the 15 minute version of his story ; he was one of Canada's greatest Adventurers, but Aeroplanes were not his strong suit. Such is life, Have a good one... Stay safe. ;-p Ciao !

Good afternoon from SE Louisiana 12 Jun 21.

Any device can fail. Always practice the "Plan B"..

Love your content and personality Scott! I'm not a pilot, but after having served 30 years in U.S. Naval Aviation... the flight world is still in my blood. Is there a general rule of thumb on glide distance vs. altitude? Seems to me that I read something a while back that it's a 2:1 ration. i.e. you can generally expect to glide 2 miles for every 1,000 in altitude? It's that thinking that had me stumped as to why 4SR couldn't make it to an airport 10 miles away when they had 7,000 (9K - 2K field elevation) to glide through. Thanks Scott!

A lot of complacency tends to settle in with many pilots.

I tried from 1500 feet to check glide range in a 172 and was amazed how far I could glide.

Thanks got explaining why the parachute may not have deployed. Would be even more interesting to hear why the engine failed. Was that avoidable?

I think it would be nice if there is a way to check the ballistics to make sure their powder is dry and she's ready to fire when called for.

Going by the commentary, I take it that the Foreflight display led the pilot to initially believe that he would make airport A? On the whole, given the cards he was dealt I think he did a pretty good job, not perfect, but I'm not going to Monday morning quarterback him for being mislead by the tech and his training. Big thumbs up for recognising the problem and doing something about it.

The safety technology that some people use because they flew intentionally into bad condition and some don't pull for personal pride. The concept will undoubtedly be refined over time, and offered on more aircraft, but it only does its job if the pilot does theirs.