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NASA puts this best: "Because unrecoverable spins may be encountered during initial aircraft stall/spin flight tests, spin test aircraft are commonly equipped with emergency spin-recovery parachute systems, which can be deployed to terminate the spinning motion and reduce the aircraft angle of attack to below stall conditions.
The parachute is then jettisoned by the pilot and conventional flight resumed." — some photos of spin-recovery parachutes) You learn more about such parachutes at System Approach Spin
The outer portion of the wings, which are in front of the ailerons, are still flying and permitting the pilot to control roll with the yoke, even as the inner sections of the wings may be stalled and creating a warning buffet.
This illustrates one of the advantages of composite construction; you could build a metal wing like this, but it would be very costly.
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Despite the fact that they always recovered within one turn, "Altitude loss from spin entry to recovery ranged from 1,200-1,800 feet." Furthermore, "The Cirrus test pilot performing the spin program noted that while all spins entered were recoverable, they required a method of spin recovery that, while not unique in light general aviation airplanes, is different from that of a light trainer airplane in which a pilot is likely to receive spin training. While a small percentage of Cirrus pilots may be able to successfully recover from an inadvertent spin, Cirrus contends that the far larger portion of pilots would not do so in a surprise departure spin situation." Remember that spin testing in certification is done with a special tail parachute for breaking the spin that can then be cut away inflight.The combination of novice pilots and a fast airplane resulted in a mournful accident record that was reflected in high insurance rates and recurrent training requirements similar to what you'd find on a twin-engine plane or pressurized single.Accident and insurance rates started coming down in 2006 and the Cirrus has settled into roughly the same safety record as other planes with similar speeds and wing loadings.A pilot with 800 hours in the SR22 noted that in his experience it is not nearly as docile as the Cessna 172 and Piper Arrow that he had trained on.A CFI ("certificated flight instructor") who now flies the million Pilatus PC-12 says "The Cirrus is a plane designed to go fast. It is trickier to handle in a stall than a 172 or the Pilatus." Once in a spin the SR20 and SR22 are challenging to recover, according to the test pilots.