So now we come back to some of the points I made early on in this thread...

One of the problems is getting the pilot to absolutely ignore both human
nature and his training and immediately deploy the BRS with no attempt at
recovery from the spin.

Because if the pilot doesn't follow this procedure, no questions asked, the
delay resulting from going through a recovery process and the associated
thought processes may well put the pilot below the effective altitude of the
BRS.

You're working against both existing training and instincts, and
Cirrus-specific training that simply tells a pilot about the specific
characteristics of the airplane is useless. The training needs to absolutely
pound these differences into the pilot's head. And until that type of
training is done the Cirrus will continue to have a less-than-stellar
accident record...




"Greg Copeland" wrote in message
news
On Wed, 28 Apr 2004 03:39:20 +0000, Dave Stadt wrote:


Not to mention reaction time which would add hundreds of feet to the
equation.

And that assumes you didn't waste time trying to recover in the first
place.