Safety Accident Analysis
The right time to pull… As Ballistic Recovery Systems (BRS) became more common in new aircraft, many pilots imagined we would soon be dodging airframes as they rained from the skies. Steve Ayres wonders, why isn’t that happening?
Accident 1
The pilot, owner of a Cirrus SR22, accompanied by a passenger, took off from Toussus-le-Noble aerodrome for a local pleasure flight. After 50 minutes of flight, the engine oil pressure, stable at 54psi since take-off, began to drop and continued to do so until reaching zero at the end of the flight. Over that time, the oil temperature rose very slowly. The pilot detected the drop in oil pressure about 20 minutes after the drop began and initiated a diversion to the nearest airfield, but then considered this to be a false indication due to the stability of the oil temperature and resumed navigation to the intended destination. Shortly thereafter, he observed an increase in the oil temperature and again commenced a diversion. The engine oil had gradually leaked out, possibly due to improper positioning of the oil filler cap during the pre-flight check. The engine stopped in flight and the pilot decided to deploy the
Cirrus Airframe Parachute System (CAPS), landing upright in a ploughed field, although subsequently the aircraft was pulled inverted by strong winds dragging the parachute. CAPS is designed to reduce the risk of injury to occupants. A number of safety aspects contribute to achieving this: deployment parameters, seat belts and harnesses firmly attached, and a body position ensuring optimal performance of the energy absorption systems on impact. Specific training for pilots operating aircraft equipped with CAPS is important, and does exist, but is not compulsory. The philosophy developed in the manufacturer’s online training strongly encourages the use of CAPS, while the procedure described in the flight manual leaves the pilot with more room for interpretation. The decision to use the parachute is not taken lightly and it is recommended that pilots consider before flight the various scenarios that could lead to its use. The procedures associated with the use of the parachute are specific and need to be understood by the pilot. However, only the procedure to be followed for the deployment of the parachute need be committed to memory. Ideally, pilots should know the scenarios requiring immediate action and be certain to memorise all the associated drills. These procedures should be explained to passengers before each flight as a passenger may have to release the parachute and manage the procedure alone, for example in the event of a pilot’s incapacity.
“The aircraft was pulled inverted by strong winds dragging the parachute” 50 | FLYER | Summer 2021
Finally, this event showed that under certain circumstances (strong wind in this case) the aircraft can be turned onto its back by the CAPS parachute after landing, making evacuation more difficult. (Translated from the French report)
Accident 2
An experimental Titan Tornado aeroplane collided with terrain shortly after take-off from Spanaway Airport, Washington. The commercial pilot was seriously injured and the aeroplane substantially damaged. As the aeroplane climbed about 200ft agl, the pilot could not maintain level flight and had to apply full right aileron and right rudder. The aeroplane rolled left and he simultaneously reduced engine power and applied forward elevator in an attempt to arrest the roll. Despite his attempts, the aeroplane continued to roll left with the nose about 180° from the runway heading. Unable to regain directional control, the pilot decided to deploy the BRS. With an airspeed of about 70kt and a level attitude, the pilot pulled the activation handle. The pilot reported that after deploying the BRS, the left roll reduced to less than 5° of bank, and he realised that he would not be able to return back to the runway. He concentrated his efforts on avoiding the trees and executed a forced landing in a field adjacent to the runway. He attempted to configure the aeroplane in a landing flare prior to touchdown by applying aft elevator. The aeroplane did not respond and touched down hard on the main landing gear, followed by the nose gear collapsing. As a result of the impact, the pilot’s legs were injured and he was unable to egress under his own power. The engine continued to run and the parachute drifted into the propeller. The damage to the instrument panel made him unable to shut down the engine and it continued to operate until the parachute
Mark Mitchell
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everal years ago FLYER ran a feature on ‘To Pull or Not’, about the pilot decision making involved in deploying the Cirrus Aircraft CAPS parachute system and how the system could make a difference in various accident scenarios. Since then, there have been plenty more ’chute pulls, in both Cirrus and other types, but as parachute systems typically must be designed and built into an aircraft from the outset, and the option to retrofit them to aircraft is rare, it’s still far from becoming a common method to use in an emergency situation.
