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-   -   BRS Emergency parachute (https://vansairforce.net/community/showthread.php?t=26136)

jersey 06-10-2012 09:25 PM

Actual BRS Deployment
 
Check out the actual BRS parachute deployment saving the vehicle and its pasengers from sure catastrophe. :D

http://www.youtube.com/watch?v=OvEQdEjX3Vw

L.Adamson 06-10-2012 09:35 PM

Quote:

Originally Posted by jersey (Post 667962)
Check out the actual BRS parachute deployment saving the vehicle and its pasengers from sure catastrophe. :D

http://www.youtube.com/watch?v=OvEQdEjX3Vw

I prefer the other one, found on the same page list. The one where the wing seperates & the BRS does what it's intended for..

http://www.youtube.com/watch?v=jgfG2...eature=related

cmtealoysio 11-15-2014 12:27 PM

BRS for RV9A
 
I have put a BRS in my RV9A and had no problem for installing it. But due to the parachute belt cover interference against the canopy rail, I can't use my canopy locker. Did anybody experienced a similar situation and can share the solution? Thanks!

Snowflake 11-15-2014 09:56 PM

Quote:

Originally Posted by L.Adamson (Post 667965)
I prefer the other one, found on the same page list. The one where the wing seperates & the BRS does what it's intended for..

http://www.youtube.com/watch?v=jgfG2...eature=related

The parachute does an awesome job until the plane is on the ground. Then, while the pilot is trying to get out, the chute drags the airplane all over the place... And something happens that starts a fire?

Is there no way to "cut away" the BRS once you're on the ground?

rockwoodrv9 11-15-2014 10:33 PM

If you have installed a BRS in your 9A, I would love to see photos and learn more. Thanks


Quote:

Originally Posted by cmtealoysio (Post 933445)
I have put a BRS in my RV9A and had no problem for installing it. But due to the parachute belt cover interference against the canopy rail, I can't use my canopy locker. Did anybody experienced a similar situation and can share the solution? Thanks!


RFSchaller 11-16-2014 09:35 AM

Rob,

I had a BRS on n Aventura HP. The typical scenario for use was a midair or loss of control which probably would not involve a fire. The situation you describe might be possible, but the chute definitely solves more problems than it might create.

If you do want a cut away system it would probably have to be a mechanical latch at the bridle attachment point because the Kevlar tether is one tough rope! The riser lines are all in the chute pack, so I don't see any practical way to add a cut away there unless BRS designs it in.

Rich

larosta 11-27-2014 12:47 PM

Possible Alternative Aircraft Recovery System
 
I believe that Second Chantz may be in the process of developing and qualifying an aircraft recovery system in the RV-12 weight and airspeed class.

They have a lot of experience in this area and use an alternative to the pyrotechnic drogue deployment system used in the BRS installation.

Good guys with a lot of saves in the hang glider, parasail, and ultralight world.

http://www.secondchantz.com/


Looks like the Sling design uses a system from Magnum in the Czech Republic and supplied and supported by Bostik Industries, LLC, Melbourne, FL. Uses a pyrotechnic rocket motor to deploy the canopy. Probably pretty good. I am not a fan of pyros in small non-military aircraft unless absolutely necessary.

http://www.magnumparachutes.com/products.htm

Might be worth a look if you are considering a airframe recovery system.

larosta

E. D. Eliot 11-27-2014 01:54 PM

Sling???
 
Suggest that if you really have to have a BRS in your RV-12 that you have a serious look at a SLING-2. It is an LSA and a quite capable aircraft - available in both kit and as a SLSA. It is designed for the BRS and comes standard with one I think. It is a quite capable airplane. Check it out.:cool:

cmtealoysio 01-05-2016 10:08 AM

RV9A parachute
 
Quote:

Originally Posted by rockwoodrv9 (Post 933586)
If you have installed a BRS in your 9A, I would love to see photos and learn more. Thanks

Ok, I will send a photo to your e-mail. Regards!

RFSchaller 01-06-2016 09:03 PM

I would think the fuel tank location would be problematic in the RV-12 because you either have the rocket exhaust in close vicinity to the fuel tank (if mounted in the baggage area) or lanyards which could rupture the tank when tensioned (if the BRS is mounted behind the baggage bulkhead and anchored to the spars).

With regard to the arguments about G-forces my feeling is it's better to have an option you may not be able to exercise than to have no option.

rockwoodrv9 01-06-2016 09:12 PM

Quote:

Originally Posted by cmtealoysio (Post 1042601)
Ok, I will send a photo to your e-mail. Regards!

Thanks! I got the photo. Very interesting. Thanks again

tfoster100 01-10-2016 04:00 PM

Photo
 
Can you post the photo on this thread?

Thanks

n601sc 07-28-2016 07:40 AM

Kindly send or post photos of your BRS install
 
Hello, wife says BRS is required equipment in potential new -9 build, so I'm looking at options.
Thanks
Steve Campbell
RV-6 (sold in '07)

joedallas 07-28-2016 11:39 AM

Light sport should be 1400 Lbs
 
This would be a good reason to move light sport to 1400 LBS
BRS Emergency parachute and a real aircraft engine.

My view


Joe Dallas

rv9builder 07-28-2016 12:14 PM

Here?s one for the RV-7/7A and 9/9A.

http://www.aircraftspruce.com/catalo...ry13-14785.php

Click on the documents tab and there?s a PDF that shows how to install it.

Canadian_JOY 07-28-2016 12:51 PM

A couple of real-world points to consider...

Glasair has developed a BRS for their popular Sportsman 2+2 aircraft. It is available fitted to the aircraft during the Two Weeks to Taxi program, or as a factory-retrofit for existing aircraft. It is not yet available for homebuilder installation.

Here's a video of a ground test:
https://www.youtube.com/watch?v=6NQRYkIcj4c

Cost is about $34K installed, and about a 50lb hit on useful load.

One area of design which I don't think I saw covered in this discussion is passenger safety as a result of energy-absorbing seating design. This is a very important area, and is a key ingredient in the success of the Cirrus system. In the case of the Glasair Sportsman, the seat cushion design is already well on its way to being a very good energy-absorbing design, and the overall crashworthiness of the airframe has resulted in several folks walking away from what would have been an unsurvivable accident in other aircraft types. If installing a BRS, please do give consideration to the seating and ensure it is able to absorb high vertical loads, lest you survive the impact only to have your spinal column crushed.

n601sc 07-28-2016 07:26 PM

Canadian-JOY, that's a very valid point. With the seats being (essentially) on top of the spar / carry-through structure in the 6s/7s/9s), there is very little room (just a few inches of seat cushion) for energy absorption. Might the 8 or 14 be a better contender; I think the 8 has much thicker seat cushions? Of course, routing the lines to the '4-corners' would also pose some challenges. Presumably, they'd run on the exterior of the skin covered with fiberglass fairings of sorts.

Frankly, I think Van's missed the boat in this regard with the 12 & 14. You folks likely read the recent article about the positive trend with Cirrus CAPs deployments. It's difficult to argue against a properly designed and utilized BRS system. In my case, the lack of a BRS offering may drive me away from taking on another RV project.

Not to beat the proverbial dead horse here, but any additional technical insight regarding the energy absorption requirements and methods to mitigate spinal compression (or other probable injuries) would be much appreciated.

n601sc 07-28-2016 07:32 PM

rv9builder, Ah - thanks for the link to the offering in AS&S Co. Apparently, my line of thinking about routing the straps under fiberglass firings is already put to fruition.

BobTurner 07-28-2016 07:46 PM

Quote:

Originally Posted by Canadian_JOY (Post 1098595)

Cost is ... about a 50lb hit on useful load.

.

And there's the issue. For a lot of planes that can seriously impinge on what you can or cannot do in the plane. So some cheat on the gross weight limits. And a few are then taken by surprise by the higher stall speed, or reduced climb rate. How many? I have no idea, but I doubt it's zero.

rvbuilder2002 07-28-2016 08:17 PM

Quote:

Originally Posted by n601sc (Post 1098688)
Canadian-JOY, that's a very valid point. With the seats being (essentially) on top of the spar / carry-through structure in the 6s/7s/9s), there is very little room (just a few inches of seat cushion) for energy absorption. Might the 8 or 14 be a better contender; I think the 8 has much thicker seat cushions? Of course, routing the lines to the '4-corners' would also pose some challenges. Presumably, they'd run on the exterior of the skin covered with fiberglass fairings of sorts.

Frankly, I think Van's missed the boat in this regard with the 12 & 14. You folks likely read the recent article about the positive trend with Cirrus CAPs deployments. It's difficult to argue against a properly designed and utilized BRS system. In my case, the lack of a BRS offering may drive me away from taking on another RV project.

Not to beat the proverbial dead horse here, but any additional technical insight regarding the energy absorption requirements and methods to mitigate spinal compression (or other probable injuries) would be much appreciated.

Thickness of a seat cushion is just a very small part of vertical impact safety. In fact, if made of the wrong material, a thick cushion could be much more dangerous than a properly engineered thin cushion.

RFSchaller 07-30-2016 10:15 PM

I humbly suggest that if you get the point of relying on the thickness of your seat cushion for protection you are VSF (Very Severely ---well you can figure out the rest)!:D

Canadian_JOY 07-30-2016 11:00 PM

Quote:

Originally Posted by RFSchaller (Post 1099108)
I humbly suggest that if you get the point of relying on the thickness of your seat cushion for protection you are VSF (Very Severely ---well you can figure out the rest)!:D

I think we can all agree that same statement can be made in most situations where a 'chute pull has become necessary! :D

The thickness of seat cushion, it's density etc can play a role in absorbing vertical impact forces, however in cases where there isn't sufficient depth available to allow development of a purpose-engineered seat cushion solution, then the underlying structure needs to be design to absorb the vertical energy.

I don't know anything about how one goes about designing for "controlled crumple" of structure, but I have seen the end result of a well-designed energy absorbing seat. A particular helicopter was involved in a high energy crash where the main rotor RPM decayed badly, resulting in quite high vertical speed on impact. The pilot (the only person aboard) didn't walk away, but, because of the seat design, he also didn't suffer crippling spinal column injuries. The seat structure looked well and thoroughly "squished". To my untrained eye it looked as though the structures engineers hit their design goal pretty much right on the money.

RFSchaller 07-31-2016 09:16 PM

A few years ago I saw an article about designing airline seats. The cynical conclusion was that it was better to have the families of dead passengers than crippled survivors. Cost - Benefit analyses are a B+*ch!


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