In docile trainer aircraft the spin can be recovered from, but that's usually only allowed to be tested in the utility category which has more restrictive weight & balance limits. In famously efficient airframes, it can take several thousand feet. In this article, the famously hard to insure pilot killer the Lancair IV took 4,000 feet: https://www.kitplanes.com/taming-the-lancair-iv/
Part of the Part 23 (certified aircraft rules) process is demonstrating spin recovery. The Lancair is experimental so it's not Part 23. Cirrus said, "We put in a parachute instead of demonstrating spin recovery." To which the FAA said, "OK, that works for us."
Since the Cirrus prohibits spins (most certified aircraft do) and Cirrus never demonstrated it officially, I only have the word of random comments on the internet to go with. The assumed state is, "The SR22 has poor recovery characteristics from spins and the manufacturer states in the POH that CAPS is the only recovery method." Maybe it's not all that bad, but at pattern altitude (this has sadly been demonstrated) I'm sure it's fatal.
There's some folklore in that criticism. Cirrus listed CAPS as its spin recovery technique because it was the easiest + cheapest way to demonstrate that it meets FAR 23.221. EASA didn't accept that and required actual spin recovery, so a test pilot put an SR20 into a spin about 60 times without incident. It sounds like there is some technique to it, but nothing that couldn't be taught in transition training or that you wouldn't expect from such a slippery airframe:
> 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. Significant variability in spin recovery training techniques also exists – ranging from merely releasing the elevator control in some light trainers, to movement of the control to neutral, to brisk forward movement to neutral, to brisk foreward movement past neutral, etc.. In the case of the SR20, the proper spin recovery procedure is to briskly move the elevator control to the full down position. This is an unnatural control movement, when the nose of the aircraft may already appear to the pilot to be pointing down sharply. This is also a movement not typically advocated by spin training instructors due to associated discomfort.
Part of the Part 23 (certified aircraft rules) process is demonstrating spin recovery. The Lancair is experimental so it's not Part 23. Cirrus said, "We put in a parachute instead of demonstrating spin recovery." To which the FAA said, "OK, that works for us."
Since the Cirrus prohibits spins (most certified aircraft do) and Cirrus never demonstrated it officially, I only have the word of random comments on the internet to go with. The assumed state is, "The SR22 has poor recovery characteristics from spins and the manufacturer states in the POH that CAPS is the only recovery method." Maybe it's not all that bad, but at pattern altitude (this has sadly been demonstrated) I'm sure it's fatal.