Doesn’t sound like he had enough altitude to deploy the chute.
In March of this year a chute was pulled shortly after take off and the solo pilot lived. Happened in Maryland, I think.
I am reading “Fly The Engine” and there is a lot to know about keeping engines such as the G3’s IO 550N healthy.
No disrespect intended, but the G3 is a very capable machine. Twin turbo normalized,310hp and can reach FL 250.
What do you do with that kind of capability if you can’t get to the class A without an IFR rating?
I’m a high time pilot and this is what I think-
First a 180 is a sure way to die- I’ve been in a AC that had an engiene out at about 500AGL and turning around was never an option. Just remember that the AC, seats and seat belts are designed to take G-forces forward.
In a stall (what you are likely to do attempting a 180-220) you slam straight down and the AC can’t protect you. The best thing to do is find the path of least resistance where you can crash (as slow as possible) straight ahead.
as to your second post I don’t understand what you’re saying?
ASSUMING there was an engine problem, there is a lot to know about the care and feeding of that engine, and if you don’t operate it properly you have problems. I am saying a lot of machine for a low time operator.
I fly lowly Skyhawks (which I love) and I am learning as much as I can about more complex engines before I put myself behind one solo; “complex” endorsement or not. ( I know Cirrus has training when you buy, but there is no substitute for experience, right?). When it comes to the forces I can unleash upon myself in progressively more capable AC, I want to crawl before I walk. I have no way of knowing why 180 was initiated, but, in general, I don’t think that I am out on a limb by saying that the G3 is a lot of machine and you need to know it and its systems/power plant to be safe.
Getting insurance without an IFR rating is kind of expense too.
Anytime you are above 8,000’ the turbos are worth something.
This is a Cirrus G3 X Turbo that ran into trouble back in March,
and pulled his CAPS chute thus saving his life.
Just a general blanketing of the Cirrus owners but nearly every one I’ve met has been fairly low time, wealthy and clueless as to how an engine really works, let alone proper power management and preventative MX practices. Only a few have shown me knowledge & understanding beyond the ROTE (trained monkey) phase.
This speaks very well to the Cirrus marketing & sales machine. Tapping a demographic that was missed by GA previously. It speaks poorly of our training system; is why the FAA and Insurance created the TAA moniker & why we have a thread dedicated to Cirrus crashes.
I personally think the plane is heavy & underpowered & not “a lot of machine for a low time operator”. I think they learn to program the boxes and play the video game and are fine until something goes wrong, then they’ll need a real pilot that can still fly an airplane and make unpleasant decisions when all the shiny sh*t is turned off.
I think the chute deployment speed is 130 knots or less, anyone know what the altitude limit is? Once you pull the chute and it opens I wonder what you do on the way down? Get out the cell and call the adjuster? 
Wade,
I agree with you 100% LOOK OUTSIDE. As much as I like the shiny stuff at my level I think it’s a distraction for VFR guys.
taking care of that engiene is not all that hard. In Alaska we pulled 2" of MP every minute and that was at -40F.
I have worked for 2 companies where we flew High performance -520 -540 -550 eng. Ameriflight likes 1" of MP every 2 min and flight express likes 1" every 1 min. Both companies have excellent maintenance and to this day I’d jump in one of their airplanes and fly.
It’ll all planning and knowing that you can’t come bombing into the pattern at 180kts hair a blazing. 50 miles out you better be thinking “cool that engiene” (wow now when I’m 50 miles out I’m about there)!!