BRS... again?

[John Slade]

... explosive bolts?!?!?! Yikes!

Well exactly! But it's much worse than that - you'd have to have a way to sever all the control cables, torque tubes and wires. Imagine if THAT system went off unexpectedly

[SULLY_H60]

I am sure the guy who lost his canard on his Varieze in California (NTSB)would have liked one...overestressing the airplane and flight into moderate to severe turb should have got him thinking. The Long-Eze who lost his wings due to over tqe on the attatchment bolts probably would have liked it too(NTSB)...I guess if you did not build it yourself it would be good insurance against cato failure...if it is well built then we have to look no further than Dick Rutan who flies a rocket eze in testing without a BRS. Just the same if you are interested the NOAA has an Eze with a BRS http://www.noaa.inel.gov/Capabiliti...wnersManual.pdf

 

 

EMERGENCY PARACHUTE

During NOAA research missions, N3R also carries a model BRS5C 1200

ballistic parachute recovery system (BRS) which is tied to the airframe to

allow safe recovery of the pilot, aircraft and instruments in an emergency.

The solid rocket, which deploys the chute, is activated by pulling a handle

located above the pilots right shoulder. When activated, the rocket

accelerates to 150 feet per second within the first 0.1 seconds ripping

through a "blow out patch". In the follow on 0.8 seconds, the rocket extracts

the parachute and stretches tight its lines and the airframe harness

attachments. FAA certified tests have shown that full parachute inflation

occurs as low as 300 feet above the ground. Actual "saves" have occurred

below 150 feet. Once under canopy, the rate of descent will be around 15

feet per second. When stabilized, the aircraft will descend in a flight level

attitude with the nose slightly lower than the tail. On reaching the ground,

the nosewheel will generally touch down first.

Fortunately, we have never needed this safety system. However, as of

June 1999, 127 lives were spared by actual use in other aircraft.

The chute canister bolts to the forward face of the center section spar.

Just above the canister is a 34

CAUTION!

We have no experience with N3R’s BRS. Limit use to catastrophic emergencies

where the cost of the aircraft is not the main

concern. Obviously, if you can land successfully, this should be your choice.

A BRS system is an option of last resort.

thin fiberglass "blow-out" patch consisting of 3 oz fiberglass to allow the chute to exit.

The chute is tied to the airframe with a three-point Kevlar harness.

One strap ties around the fiberglass gear bow.

The other strap runs through the strake and around front of the pilot seat-

back.The strap lengths are such that the aircraft would come down in a level attitude.

Some deployment scenarios for using the BRS could include:

ºCatastrophic airframe failure (mid-air collision)

ºEngine failure at night or over inhospitable terrain

ºPilot incapacitation,and

ºAnytime massive deceleration is needed.

The idea of the parachute is to reduce forward speed and create a

survivable vertical impact with the ground. Before chute deployment,

airspeed should be traded for altitude and the propeller stopped turning.

To deploy, one must pull the activating handle - hard! Before touchdown,

The nose gear should be extended and electrical and fuel systems cutoff.

For additional information on the use see the BRS, Inc.web page at Html://www.airplaneparachutes.com/index.html.

[Nathan Gifford]

Its still $16K for the unit, weighs nearly 70 pounds, and cannot be deployed above 135 knots. The good news is that it only needs to be repacked once every 10 years.