Throughout this chapter, all abnormal and emergency  decisions should be based on ADM. Some situations allow  more time than others to evaluate the outcome. ADM  should be applied to any unplanned or unexpected situation  presented. In addition to ADM, the key to any emergency situation,  and/or preventing a abnormal situation from progressing  to a true emergency is a thorough familiarity with, and  adherence to, the procedures developed by the manufacturer  and contained in the Aircraft Flight Manual and/or Pilot’s  Operating Handbook (AFM/POH). The following guidelines  are generic and not meant to replace the manufacturer’s  recommended procedures. Rather, they are meant to enhance  the pilot’s general knowledge in the area of abnormal and  emergency operations. If any of the guidance in this chapter  conflicts with the manufacturer’s recommended procedures  for a particular make and model weight-shift control (WSC)  aircraft, the manufacturer’s recommended procedures take  precedence. The choice of adding a BPS as an additional system for  emergencies is up to the pilot. This decision should be made  by evaluating the disadvantages of an additional system, its  advantages, and the situations in which the system would  be utilized. The ballistic parachute system (BPS) provides an additional  safety margin to flying WSC aircraft. However, if utilized  when other alternatives would produce a better outcome or  if not deployed with the proper procedures, BPS system use  could create a worse situation than not using a BPS. The BPS  should be used only as a last alternative and only after other  options have been evaluated through ADM.  [Figure 13-1] Disadvantages of having BPS: •  BPS can be used if there is a total loss of control of the  WSC. The term “loss of control” is key to when the  BPS should be deployed. Always fly the aircraft fi rst,  but if the pilot cannot control or regain control of the  aircraft (loss of control), this is when the BPS should  be used. Loss of control might result from midair  collisions or wake tip vortices with other aircraft.  A loss of control could also result from structural  failure due to inadequate preflight or lack of proper  maintenance.  •  BPS can be used if the engine quits and there are no  suitable landing areas. Although pilots try to have a  suitable landing area within gliding distance, there are  times when a parachute could be used with an engine  failure, such as over high trees.  •  Pilot incapacitation is a situation where the BPS could  be used. This could be a pilot-in-command (PIC)  illness, such as a heart attack, or an external factor,  such as a bird strike in the face temporally blinding  the pilot. For example, if the pilot is incapacitated by  a bird strike, the pilot could feel for the handle and  pull it. Other designs allow the pilot and passenger  to be able to reach and actuate the BPS, while other  designs have two separate handles for the pilot and a  passenger. Many passengers feel safer if they know  they can actuate the BPS if the pilot is unable to fl y  the aircraft. •  Pilot disorientation with loss of control of the  aircraft is a situation where the BPS could be used.  In the unusual situation of severe vertigo or spatial  disorientation preventing the pilot from differentiating  up from down, such as severe turbulence, night fl ying,  or flying into bad weather, a BPS could be used.  Attempts should always be made to regain composure;  if attempts fail, then the BPS is an option.  •  It provides a false sense of security. A pilot might  believe that the BPS can save him or her from  hazardous situations, which could cause the pilot to  develop hazardous attitudes, exceed limitations, and  make bad decisions. Advantages of a BPS:  Ballistic Parachute System (BPS) Figure 13-1. WSC aircraft coming down under a ballistic parachute  system. 13-2