CAPS. CAPS Training LIVE. Chute Happens. with it. Live With It!

Transcription

1 CAPS Training LIVE CAPS Chute Happens with it Live With It!

2 CAPS TRAINING WHY IS IT IMPORTANT? Link to CAPS Training Video:

3 Fatalities to date, when pilots had a good or better chance to use CAPS - Rick Beach As of March 2013

4 Indecision to use CAPS 115 pilots Might be alive today if they had chosen to use CAPS in an emergency Cirrus created a very effective safety feature and yet many pilots have not used it Indecision can be fatal CAPS is not automatic The pilot must receive proper training When and how to use CAPS

5 Is Indecision Unique to CAPS? NO! The military experienced similar issues after initial implementation of the ejection seat Ejection Seats High rate of fatalities due to indecision early after implementation Factors contributing to indecision: Does it work? Pilots attempted to save the airplane What would others think? If I eject When should I use it? Lack of situational awareness

6 Is Indecision Unique to CAPS? Corrective actions to reduce indecision Change in safety culture and training It does work, USE IT! Save yourself! What would others think? If I don t eject Plan when to use it Receive proper training to practice system management Simulators Procedure clarification When to eject Practice situational awareness during training Recurrent training This all applies to CAPS! For more information: Ejection Decision - A Second Too Late (1981) - Video

7 Primacy Effect Primacy Effect The biggest obstacle Cirrus pilots face The military can integrate ejection seat training procedures from day one Enforce training Most Cirrus pilots start flying in airplanes without parachutes Choose to train Cirrus pilots must relearn emergency procedures Unlearn old habits/mindset Learn new habits/mindset The answer Cirrus CAPS Training Primacy, the state of being first, often creates a strong, almost unshakeable impression. The process of relearning is more difficult than initial learning. FAA Aviation Instructor s Handbook

8 CAPS Syllabus Cirrus pilots need to train so they are capable and prepared to use CAPS when needed CAPS Training Syllabus Discuss factors contributing to CAPS indecision and how to overcome them Provides expanded guidance on how to conduct CAPS training Prepares the Cirrus pilot for real-life CAPS emergencies through use of scenario-based training Allow a half-day to complete syllabus If able, complete in a CAPS equipped simulator

9 CAPS TRAINING HOW TO USE THE CAPS SYLLABUS

10 When to use the CAPS Syllabus Every Cirrus pilot should conduct CAPS Training Incorporate into: Transition Training Private Pilot Training Instrument Training Replace simulated CAPS deployment task in transition syllabus with the CAPS Training Syllabus After successful completion of the CAPS Syllabus, then the simulated CAPS deployment task can be considered complete for the transition training event

11 When to Use the CAPS Syllabus CAPS Recurrent Training - Stay Proficient - Complete CAPS training once a year - Incorporate CAPS Syllabus with Schedule B recurrent training - Or use the CAPS Syllabus annually as a standalone event CAPS Recurrent Training Repeated every other recurrent check, or annually

12 Three Steps to CAPS Training Step 1: Knowledge & Human Factors Ground Training: Videos & Presentations History of CAPS How CAPS works CAPS usage to date When to use CAPS Why to use CAPS Human factors affecting decision to use CAPS

13 Three Steps to CAPS Training Step: 2 Muscle Memory & Procedures Cockpit Training: Go through the motions Develop muscle memory needed to quickly deploy CAPS in a stressful situation Complete in simulator or aircraft Deployment procedures Post deployment procedures Egress procedures

14 Three Steps to CAPS Training Step 3: CAPS Decision Making Scenario based flight training Practice CAPS decision making & management during emergency situations Decision should be automatic Develop new habit patterns Passenger Briefing Takeoff Briefing CAPS 500 (600 G5) Call Out

15 CAPS Training Task list Course completion All tasks from the required tasks section must be completed Pilot must demonstrate proficiency in at least 5 different CAPS scenarios Three engine failure tasks from the pick three section Two tasks from the remaining section

16 PARACHUTE DEVELOPMENT

17 The Cirrus Airframe Parachute System (CAPS) 1985 Alan Klapmeier (cofounder of Cirrus) was involved in a midair collision while conducting IFR training with an instructor Alan was able to land safely, the pilot of the other airplane was not so lucky There has to be another option

18 Plane + Parachute is an Old Idea The idea of an airplane parachute is almost as old as the idea for an airplane. Many designs were attempted but none were practical or useful. The trick was to make a parachute system that pilots would not only consider useful but indispensible.

19 Requirements for a useful airplane parachute Fast Deployment: (~ 5 sec) Most deployments are near the ground. Every second counts in survivability. Reliable: People must trust it will work in a wide rage of emergency conditions. Simple: Easily deploys during an emergency. Small and light. No heavier than a large suitcase. BRS developed successful rocket deployed parachutes for Ultralight aircraft.

20 Early Parachute Video

21 BRS Cessna 150 system In 1993, BRS developed a add-on system System contains key ingredients As an add-on system, market success was elusive: Too costly Too heavy Reduced baggage area No support from Cessna

22 Cirrus Vision of the Parachute A well integrated parachute in all airplanes The airplane is built around the parachute Safety is not an option The parachute was never considered as optional safety equipment, all Cirrus airplanes will have a parachute Pilots will be trained to use the system

23 Challenges of growing a parachute system Loads increase over 400% What are all the detailed design loads? Parachute size increases 150%. Weight restrictions required new materials and construction. Heavier parachute required new rocket. Composite airframe requires new flush installation methods. Airplane deployment dynamics change with forward and aft attach points. How will the airplane behave? What will the passengers experience? What happens during ground impact? Will people walk away?

24 Steps to Developing CAPS Computer Simulation Simulating the Unknown No airplane parachute textbooks Computer simulation resulted in: Design Loads Forward attach points located to pitch up the airplane for aerodynamic braking Snubbed rear harness added to prevent over rotation and tail snap during deployment Over 100 simulations were completed with varying weights and entry conditions Computer Simulation vs. Real Footage

25 Steps to Developing CAPS Drop Tests 45 drop tests to develop original parachute Tested parachute strength and functionality 165 KTS at 125% of maximum gross weight C123-drop aircraft Early Parachute Drop Test

26 Steps to Developing CAPS Extraction Tests To determine: Strength of rocket motor Time to deploy parachute Tail clearance and angle of rocket trajectory Extraction time is under 2 seconds ~20 Rocket extraction tests.

27 Steps to Designing CAPS Airframe Drop Testing Aircraft dropped from approximately 10 feet Crash test dummies used to measure impact forces Verified impact is survivable Dropped onto concrete Considered one of the least forgiving surfaces

28 Steps to Developing CAPS Inflight Tests 7 Level Flight Deployments Different flap configurations Different speeds from stall to 133KIAS 1 Spin Deployment

29 CAPS Demonstrated Parameters 133 KIAS Vpd Max demonstrated deployment airspeed 135 KIAS Vpd Max demonstrated deployment airspeed (G1/G2 SR20) 140 KIAS Vpd - Max demonstrated deployment airspeed (G5) *Similar to maximum demonstrated crosswind, Vpd is not meant to be a limitation, Vpd was the fastest deployment airspeed that was demonstrated during certification. 920 (1081 G5) Altitude loss from a spin (measured from spin entry) 400 (561 G5) Altitude loss from straight and level *Demonstrated parameters for the G5 were calculated from G5 parachute drop tests simulating a 3,600 lbs airplane

30 G5 PARACHUTE DEVELOPMENT

31 Larger Parachute - 3,260 sq ft & 65 ft diameter To accommodate heavier weight Slower descent rate Same energy at impact as a 3,400lbs. aircraft Larger Rocket Due to heavier/larger parachute Larger in diameter - more thrust Longer in length - more burn time Electronic Ignition Fast, Reliable Requires very little electrical power for it to work - 5 amps for 10 milliseconds Hard wired to both battery 1 and battery 2 CAPS will work with master switches off Requires the same amount of force and technique to pull the CAPS activation handle as before CAPS G5

32 What Changed A top-down Electric Ignition System More reliable form of ignition G5 CAPS Gravity assists instead of fighting it Moving the igniter to the top of the motor allowed more room to increase the size of the rocket Electric Igniter Assembly Squib Installation of Electric Igniter Assembly into Rocket motor

33 A top-down Electric Ignition System Utilizes a mechanical switch similar in design to the old percussive igniter to interface CAPS pull handle to rocket CAPS G5 Old Percussive Igniter CAPS Pull Cable connects to Composite Isolator New Electrical Switch Assembly

34 A top-down Electric Ignition System The switch will have the percussive igniter housing, plunger, spring, ball bearing design Gold Plated Contactors replace firing primers CAPS G5 Gold Plated Contactors Plunger Spring Ball Bearings Composite Isolator

35 CAPS G5 A top-down Electric Ignition System Frangible Link Connects the squib to the power source No stress on squib bridge wires or electrical harness during extraction Breaks at pre-determined location Will break at perforated line Attached to top of motor case Attached to anchor block via standoff

36 G5 CAPS A top-down Electric Ignition System CAPS Installation Pickup Collar Assembly Rocket Shield Rocket Shelf Ignition Switch Frangible link will break along here & won t interfere with pickup collar

37 G5 Parachute Canopy Strength Drop Test

38 G5 Rocket Extraction Testing

39 HOW CAPS WORKS

40 How CAPS Works - Activation CAPS Activation Remove the CAPS cover Pull the Handle Chin up motion 45 lbs. of force 2 inches of cable slack Activates Rocket Igniter Percussive G5 electronic

41 How CAPS Works - Extraction Rocket and Parachute Extraction Rocket dislodges CAPS cover Rocket then extracts deployment bag containing the parachute Protects parachute Stages deployment

42 How CAPS Works - Reefed Parachute Line extension Forward harnesses pulled taut and free of fuselage skin by initial canopy inflation Rear line snubbed short Initial pitch up Increases aerodynamic braking Reduces altitude loss Reefed Parachute Slider ring Slows parachute inflation 3 G s or less for occupants safety Reduces initial deployment stress of parachute during high speed deployments

43 How CAPS Works - Disreef Disreef Slider Ring Starts near parachute canopy As inflation loads increase Slides down suspension lines Allows for gradual inflation of parachute Airplane will then be in a 60 degrees nose down attitude

44 How CAPS Works - Snub Line Release Snub Line Release Pyrotechnic line cutters 8 seconds after CAPS activation 10 seconds G5 Sever a snub line Aft harness extends fully Slightly nose low attitude Optimal pitch attitude for touchdown 10 degrees nose down Descent rate Less than 1,700 fpm About 17 kts or 20 mph

45 How CAPS Works - Landing Touchdown Equivalent to dropping the aircraft from a height of 10 to 13 feet Safety features that reduce injury Seat belts/airbags 26 G Seats Compressible to absorb impact Do not kneel on Seats! Landing Gear Roll Cage Yoke to the side

46 CAPS TO DATE

47 CAPS Works! 69 Lives Saved The whole-airplane recovery system has gone into every Cirrus, and no matter how you do the math, it s clear the system has saved lives. Flying magazine, October 2010 As of March 2013

48 #1 Maintenance CAPS Saves #4 Wx Turbulence #5 Pilot Incapacitation #2 Loss of Control #6 Wx Icing #3 Maintenance

49 #7 Loss of Control CAPS Saves #10 Loss of control #8 Stall-Spin #11 Spatial Disorientation #9 Loss of control #12 Wx Turbulence

50 #13 Fuel Exhaustion CAPS Saves #16 Spatial Disorientation #14 Wx Icing #17 Engine Power Loss #15 Fuel Exhaustion #18 Engine Power Loss

51 #19 Wx Icing CAPS Saves #22 Loss of Control #20 Loss of Control #23 Engine Power Loss #21 Engine Power Loss #24 Spatial Disorientation

52 #25 Loss of Engine Power CAPS Saves #28 Loss of Engine Power #26 Loss of Engine Power #29 Disorientation #27 Loss of engine Power #30 Loss of Engine Power

53 CAPS Saves CAPS has worked over all kinds of terrain CAPS Landings Fields Trees Shrubs Mountain Slopes Residential Neighborhood Streets Water #32 Loss of Engine Power #31 Loss of Oil Pressure #33

54 CAPS Usage Summary Engine power loss Loss of Control Fuel Exhaustion Spatial Disorientation Stall-spin Maintenance Weather - Turbulence Weather - Icing Pilot Incapacitation 11% 3% 5% 29% 8% 8% 10% 18% 8% As of 3/1/2013, some data based on preliminary information

55 CAPS Usage Summary, Pilot Version CAPS events grouped into 2 categories Engine out Engine Power Loss Fuel Exhaustion Loss of Control Loss of Control Spatial Disorientation Weather - Turbulence Weather - Icing Maintenance Stall - Spin Pilot incapacitation Loss of control accounts for the majority of CAPS usage Loss of Control 37% Engine Out 63%

56 fatalities when CAPS has been activated within demonstrated parameters As of March 2013

57 CAPS Observations So Far What about Outside of demonstrated parameters? How Fast? How High? What attitudes?

58 CAPS Observed In-field Parameters Successful CAPS activations have occurred; 34 to 187 knots indicated airspeed 400 to 13,000 feet altitude 890* feet loss of altitude inverted *Courtesy of Rick Beach

59 Successful CAPS pulls have occurred at speeds above Vpd Horton United Kingdom - 187KIAS Mathias, WV - 171KIAS Bennet, CO 187KIAS Deployment Speeds Bennet, CO Horton, UK Mathias, WV Vpd is not meant to be a limitation, much like max demonstrated crosswind, CAPS has worked faster then Vpd

60 Case Study: 187 KIAS CAPS Deployment

61 Case Study Pilot loss control of the airplane Activated CAPS at 187 KIAS CAPS Deployment at 187 KIAS

62 Airplane slowed from 187 to 15 KIAS in six seconds 6 seconds from 187 to 15 KIAS

63 Airplane slowed from 187 to 0 KIAS in 13 seconds (stabilized under the parachute) 13 seconds from 187 to 0 KIAS

64 Airplane was descending at 4,800 fpm before CAPS activation, but only required 400ft to deploy parachute 400 ft loss of altitude in 4800 fpm descent

65 No Guarantee of Success 6 Fatal accidents involving CAPS 5 Low altitude deployments* CAPS activated just before ground impact Parachute did not have enough time to inflate 1 Extremely high speed deployment ( 270 KIAS) Pilot loss control after entering icing conditions As speed increases, the chances of a successful CAPS deployment decrease The pilot must decide to use the parachute before its to late Like a skydiver making the decision to pull the parachute, CAPS needs enough time and altitude to work * 1 accident with survivors; Indianapolis, IN - Low altitude, loss of control resulted in a spin, CAPS activated by passenger, 3 passengers survived, pilot died

66 Bottom Line CAPS Works! Faster than demonstrated Slower than demonstrated Inverted More situations than described in POH

67 CAPS DISCUSSION WHEN TO USE CAPS

68 CAPS and Emergencies CAPS should be considered during every emergency situation Step 0. then checklist Do I need it now? If yes, use it If not, reassess continually during the emergency

69 CAPS and Emergencies Fly the Airplane How pilots are taught to handle emergencies in other airplanes No other option In a Cirrus though Until a certain point What is that point? You have another option Scenario Discussions Discuss when to use CAPS What situations to use CAPS Before you leave the ground! Practice during training

70 Scenario

71 Gaithersburg, MD Pilot departed into low IMC Door opened causing a distraction Pilot became disorientated Airplane entered a spin Used CAPS to save his life Inadvertent Spin

72 Meadview, AZ Pilot encountered icing in cruise Airplane entered a spin 14 turn spin from 13,000 ft to impact at 4,500 ft Pilot never activated CAPS Pilot, his wife and two children were lost Inadvertent Spin

73 Meadview, AZ Accident investigation data revealed Airplane was in a spin for: 45 seconds 14 turn spin Blue line represents heading indication of PFD Pilot never activated CAPS Inadvertent Spin

74 CAPS Guidance - Spins Spin Recovery Procedures Activate CAPS Unlearn old habits! FAA Study Suggests Only 3% of inadvertent spins are successfully recovered Cuffed wing design Helps prevent spin entry Spins can still occur if controls are misapplied

75 Scenario

76 Engine Failure Over an Airport Pickens, SC Engine failure near an airport at 9,000 ft Pilot attempted poweroff landing Realized landing was not assured Activated CAPS Pilot and three passengers onboard survived

77 Engine Failure Over an Airport Morton, WA Pilot experienced engine failure in cruise Attempted to glide to an Airport Landed 2.5 miles short Pilot killed and one passenger seriously injured Pilot had plenty of altitude and time to pull CAPS but never did Possible Task Fixation? Impact Site Airport

78 CAPS Guidance Engine Failure- Over an Airport 1,000 ft AGL Caution CAPS* 400 ft (600 G5) AGL Runway Above 2000 ft AGL Consider CAPS 400 (600 G5) ft AGL CAPS Now! Below 400 ft (600 ft G5) Caution CAPS* Time/altitude available to troubleshoot loss of power At 2,000 ft AGL if no runway is within gliding distance, immediately use CAPS Continue to runway if landing is assured, continually reassess if landing is assured Activate CAPS anytime landing is not assured to a runway At 1,000 ft AGL reassess if landing is assured Consider runway length and pilot proficiency Decision to use CAPS should be made before 500 ft (600 ft G5) AGL *Below 400 ft (600 ft G5) AGL Use CAPS if no other survivable options exist

79 Scenario

80 Cross City, FL Pilot experienced an engine failure in cruise at 9,000 ft The pilot performed the engine failure in flight checklist The pilot then declared an emergency and diverted to the nearest airport KCTY Unable to glide to an airport The pilot informed the controller he was going to try to land in a field The controller asked: What type of airplane? Pilot replied: SR-22 Controller: obvious question, you do not have the parachute recovery system? Pilot: I do, I m deploying right now. Engine Failure No Runway The pilot activated CAPS above 2,000 ft AGL ATC may have given the pilot the trigger he needed to activate CAPS

81 Engine Failure No Runway Palm Bay, FL Loss of engine power in cruise Told ATC he needed an off site landing Attempted forced landing into a field Airplane cartwheeled on impact Pilot and wife died, 1 passenger survived Pilot had provided a CAPS briefing to passenger, but did not use it

82 CAPS Guidance Engine Failure - No Airport 1,000 ft AGL Caution CAPS* No Runway Above 2000 ft AGL Consider CAPS 1, ft AGL CAPS Now! Time/altitude available to troubleshoot loss of power At 2,000 ft AGL if no runway is within gliding distance, immediately use CAPS Pilot may maneuver airplane over most suitable area for CAPS deployment At 1,000 ft AGL if not already deployed, immediately use CAPS Below 1,000 ft AGL Caution CAPS* Decision to use CAPS should be made before 1,000ft AGL *Below 400 (600 G5) AGL Use CAPS if no other survivable options exist

83 Scenario

84 Gouvy, Belgium Passing through a weather front in IMC Started to pick up ice Unable to maintain altitude Started a forced descent Received a TAWS alert Activated CAPS Landed in trees Icing

85 Norden, CA Pilot reported to ATC he was encountering ice Attempted a climb to 16,000ft to get above icing Later the pilot reported he was coming down and that he was iced up Pilot deployed parachute at 270 KIAS well above Vpd When a loss of control is experienced, Immediate CAPS deployment is required Icing

86 CAPS Guidance - Icing During icing conditions and the pilot: Is unable to maintain airspeed above Vy in level flight Or is approaching 2,000 ft AGL or less in a forced descent, Or, has lost control of the airplane due to icing The pilot should activate CAPS

87 Scenario

88 Fort Lauderdale, FL Pilot departed into IMC conditions shortly after takeoff Pitot static instruments started to behave erratically PFD - X s on altimeter and airspeed indicator Standby airspeed and altimeter behaving erratically Pilot deployed CAPS Water was later found in the static system from improper power washing after maintenance causing the erratic instrument indications Loss of Control

89 Coconut Creek, FL Pilot departed into IMC conditions Misinterpreted a series of confusing ATC radio calls Pilot stated I have to get my act together here avionics problems and losing it to ATC The pilot attempted to regain control of the airplane, but never activated CAPS Loss of Control

90 Are you in Control? Any time you have lost control due to: Flight control or system failure Loss of situational awareness Pilot disorientation Turbulence Stall-Spin Icing Activate CAPS Possible reasons for a loss of Control: Flight control or system failure Loss of situational awareness Pilot disorientation Turbulence Stall-Spin Icing

91 Are you in Control? When has the pilot lost control? Anytime the pilot manipulates the flight controls and the airplane does not respond in a way that is expected or the pilot is unable to control the aircraft due to disorientation or incapacitation Possible reasons for a loss of Control: Flight control or system failure Loss of situational awareness Pilot disorientation Turbulence Stall-Spin Icing

92 Scenario

93 Haverstraw, NY Pilot lost consciousness Airplane started to descend Pilot regained consciousness, arrested descent Pilot pulled chute Landed in water Brain tumor caused loss on consciousness Pilot Incapacitation

94 CAPS Guidance - Pilot Incapacitation CAPS Passenger Briefing Teach passengers to: Engage the autopilot using level button (If equipped) Attempt to revive pilot Follow deployment procedures on CAPS placard Prepare for touchdown Egress procedures Partner in command training

95 Scenario

96 CAPS Guidance Midair Collision If the airplane is uncontrollable deploy CAPS If no damage is apparent, continually monitor and access flight characteristics Activate CAPS if any abnormal flight characteristics or loss of control is experienced Click for link to midair video footage:

97 Scenario

98 CAPS Guidance Structural Failures Structural failure possible causes Severe weather encounters Full control movements above Vo If a loss of control is experienced CAPS should be activated If no damage is apparent, continually monitor and access flight characteristics Deploy CAPS if any abnormal flight characteristics or loss of control is experienced Click for link to structural failure video footage:

99 CAPS Works! In Many Situations But Cirrus Pilots Don t Pull Don t die with a perfectly good parachute behind you Boris Popov

100 WHY CIRRUS PILOTS DON T PULL

101 Human Factors & Attitudes Create mental blocks that affect decision making Human Factors Primacy Effect Task Fixation Lack of CAPS management training Hazardous Attitudes

102

103 Primacy Effect Most Cirrus pilots start flying in airplanes without parachutes Cirrus pilots must relearn emergency procedures Fly the airplane At some point you have to decide to use CAPS Unlearn old habits/mindset Learn new habits/mindset Primacy, the state of being first, often creates a strong, almost unshakeable impression. The process of relearning is more difficult than initial learning. FAA Aviation Instructor s Handbook

104 Maintain situational awareness during an emergency Don t get to low for CAPS What is my current height AGL? When should I use CAPS? Task fixation Often observed during emergency training Don t forget you have CAPS 0. Consider CAPS CAPS Training Practice CAPS Management CAPS should be automatic CAPS Management

105 Hazardous Attitudes Towards CAPS Create Deadly Indecision Real pilots don t need a parachute! Military pilots use ejection seats No need to be a dead super pilot Let the parachute save your life Matt Richmond Save the airplane Why, the airplane can be replaced people can t Try to save your life and those with you Most insurance companies will waive your deductible They would rather keep you as a customer than deal with your estate. An off-airport landing is safer Are you proficient enough, in a stressful situation? Every thing must go perfectly for you to walk away

106 Off Airport Landing? It s all about energy dissipation! Energy goes up as Velocity 2 60 knots stall vs. 17 knots CAPS = 12 times greater energy 100 knots spin vs. 17 knots CAPS = 34 times greater energy 180 knots dive vs. 17 knots CAPS = 112 times greater energy Moncks Corner, SC Pilot attempted to make runway Aircraft hit the ground on final approach just short of the runway

107 Culture Change Every Cirrus pilot must accept and use all available safety features Similar to ejection seats Instructors must embrace the concept and teach it competently Every CSIP and CTC needs to promote the use of CAPS Enforce good CAPS habits Beware of training from non CSIP instructors Culture Change People make mistakes, they shouldn t have to pay with their life

108 CAPS Takeoff Briefing CAPS T.O. Briefing Every Takeoff Brings to the front of the mind Hopefully stays there for the rest of the flight 500 (600 G5) AGL Call Out CAPS Available

109 Engine Failure on Departure CAPS Available NO CAPS* 500 ft (600 ft G5) AGL CAPS NOW! 2000 ft AGL CONSIDER CAPS Above 2000 ft AGL CONSIDER CAPS 500 (600 G5) ft AGL CAPS NOW! Below 500 ft AGL NO CAPS* Time/altitude available to troubleshoot loss of power Use CAPS above 1000 ft AGL if landing not assured No time/altitude to troubleshoot loss of power Pull CAPS handle immediately Land straight ahead if able *Use CAPS if absolutely no other options exist

110 Continued CAPS Learning CAPS Recurrent Training Annually Reinforce new habits CAPS Equipped Simulators Provide realistic scenarios Emergency Procedure Practice Cirrus Owners & Pilots Association (COPA) CAPS Forums/Discussions

111 CAPS Equipped Simulator Locations Flight School Name Associated Airport City State Country Contact Information Avionics Motion Aero Poznan EPPO Poznan Poland Cirrus Perspective Yes Aerosim Flight Academy KSFB Sanford FL United States (800) Avidyne No Blue Sky Aviation KRYY Kennesaw GA United States (770) Avidyne Yes Cirrus Aircraft Headquarters KDLH Duluth MN United States (800) Cirrus Perspective No Glass Simulator Center KARR Sugar Grove IL United States (888) Avidyne No Independence Aviation - Denver KAPA Englewood CO United States (303) Avidyne No Performance Flight KHPN White Plains NY United States (914) Cirrus Perspective No Recurrent Training Center KCMI Savoy IL United States (217) Avidyne No The Flight Academy - North Las Vegas KVGT Las Vegas NV United States (206) Avidyne Yes Western Michigan University KBTL Battle Creek MI United States (269) Avidyne No Lake Superior College KDLH Duluth MN United States (218) Avidyne No Purdue University KLAF Lafayette IN United States (765) Cirrus Perspective No

112 Muscle Memory Exercises Practice Deployment Procedure Remove CAPS Cover Grasp Handle Do not pull handle from sleeve Post Deployment Procedures Egress Procedures Move upwind Repeat until it is automatic

113 Door Considerations In most cases it is best to leave the door shut Door protects passengers from outside objects Use hammer if door is jammed Body position Seat belts tight around lower waist (belt line) Back against seat back Supports your back Clasp one wrist with you opposite hand on your lap Post Deployment

114 Just Pull it! You owe it to your loved ones