BRS RV10 Update

Received the chute and rocket today so now have the complete kit. Here are the published numbers on the documents:

System Weight: 51 pounds
Repack/rebuild time for chute and rocket: 10 years
Aircraft Gross weight: 2,866 LB
Deployment Speeds: 163.3 kt TAS
Model: RV10SI-09

I'll post pictures of the kit in the next few days.

Bruce
 
A sample size of one data point is included here for your consideration.

While the Glasair Sportsman and RV10 are obviously different aircraft, one Sportsman owner had the WARP retrofitted to his aircraft. He reports no change in speeds, and just a touch over 50lbs reduction in useful load. In that particular aircraft the larger impact is the aftward shift in empty C of G, thus potentially having a greater limiting factor on cargo carrying capacity as the aircraft may run out of C of G range before it runs out of useful load.
 
Canadian_JOY said:
A sample size of one data point is included here for your consideration.

While the Glasair Sportsman and RV10 are obviously different aircraft, one Sportsman owner had the WARP retrofitted to his aircraft. He reports no change in speeds, and just a touch over 50lbs reduction in useful load. In that particular aircraft the larger impact is the aftward shift in empty C of G, thus potentially having a greater limiting factor on cargo carrying capacity as the aircraft may run out of C of G range before it runs out of useful load.
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I'm thinking this could be countered mostly by going to Lithium batteries and locating it on the firewall. Other builders have commented in that past that such a move required 20~30lbs of ballast in the baggage area when flying solo, so this may not be as dramatic of a change on CG on the RV-10 with appropriate reshuffling of components.
 
batteries

You may want to research how much room there is on the -10 firewall for batteries...it is pretty tight, especially if you have the stock oil filter and a standby alternator...
 
Pricing and Release Date

Just received an email from BRS:

They are publicly launching the parachute system on Feb 15, 2019. Early bird launch price (for the first 50 units) of $25,990. First come, first served. You can place orders now.

Weight: 82lbs
Dimensions: 20.6" x 19.8" x 18.3"
 
I sent an email to BRS to ask for more pictures and some more details on their installation, especially what kind of CG impact they found mounting it behind the bulkhead to see if that's something that I could do. Looking at the email they sent out now, it looks like it takes up slightly more than half of the baggage compartment, and weighs 82lbs, which basically renders the baggage compartment useless.

I want a parachute, but this is a bit too much of a tradeoff.
 
They replied surprisingly fast.

Here's a photo they sent of the installation. They claim it's 1/3 of the cubic footage, 1/2 of the floor space.
pgnKspP.jpg


Went back with more questions about CG impact, weight etc.
 
I promised an update and never delivered.

BRS did get back to me very quick on my request.

BRS is using 83.53 lbs and 169.38" to calculate W&B for retrofit aircraft. Obviously, on new builds, you would just weigh the aircraft. BRS said via email that the structure has additional support and/or bypasses baggage area structure, so you are only limited by CG on how much weight in the baggage area.

I'll let y'all make up your own mind on whether this works for you or not.
 
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Does anyone know why the system is so expensive? Seems to be about 10k more than the 172/182 kits. I don?t know if I can justify it for that price.
 
Umm...

Could it be that there have only been about 800 RV-10 kits sold versus the THOUSANDS of Cessnas?
 
2,000 RV kits sold

Hello, There have been 2,000 RV-10 kits sold and I have read that Vans says the RV-10 continues to be one of the best sellers in recent years.
 
Numbers

According to Van?s, there are currently 919 flying -10s. Still pales incomparison to the number of 172/182 aircraft out there...
 
Up to date statistics

Hi guys
Anyone has some statistics on how many actually installed?
Do you believe they might reconsider the price?

Oren
 
Any update from those who have already purchased?

Any updates from those that have purchased the kit? Pictures of the installation and the general kit would be appreciated! Also what are your thoughts on W/B? having a chute back there beats the heck out of water ballast when flying solo!
 
The additional installation and metal work on the fuselage is not very eye pleasing in these pictures

https://brsaerospace.com/rv-10/

Has any one explore the option of running the BRS straps through the top surface of the canopy so that it can be well hidden under a light layer of fiberglass without affecting the aircraft contour/structure?
 
Unless it is tested in flight, there is simply know if this thing will work.

If it doesn't work and becomes a "streamer", you would have been better off gliding to a landing, even a crash landing.

I appreciate all of your concern but you might be better off putting that money into maintenance and additional training, if safety is your top priority.
 
rocketman1988 said:
Could it be that there have only been about 800 RV-10 kits sold versus the THOUSANDS of Cessnas?
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That would only matter if they were making BRS kits for every Cessna. I doubt the sales rate for retrofitting 172's is as high as the installation rate in new-build RV-10's.
 
Install rate

I would be curious as to the install rate in new RV-10s.

I am not interested in installing one in mine as giving up half the baggage area and 80+ pounds of payload is not appealing...

I am also curious as to the data on structural or flight control failure pertaining to the RV-10, as those would be valid reasons to have the chute...
 
Has anyone used a chute other than BRS? There are at least two other options:

Magnum Ballistic Parachutes This is who TAF uses in their Sling line of airplanes.

Galaxy Recovery Systems This is who Pipistrel uses in their airplanes.

I found one guy who posted here that he was putting a Magnum chute in his RV-10. I have PM'd and emailed him, but no reply. (Appears he hasn't been active on VAF in years.)

These other options appear to be lighter and less-expensive than BRS's offering (both in terms of purchase and repack), and are trusted by numerous manufacturers.

Would love to hear from anyone who have used any non-BRS chute on a Vans plane, especially an RV-10.
 
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I know this is an old thread but I am currently looking in to other than BRS options to put on my RV10. I am sure that BRS is a great product BUT how to justify such a high price for RV10 ?

Anyway I am looking in to one Russian made system (MVEN) which has been successfully installed in to RV10 by person I know and also in to Galaxy GRS systems which looks very attractive and interesting to me. Important to note that these two above utilize different principle of ejecting the chute and for the first one some additional structural work is required.

After research it turns out that except Russian MVEN there are no other than BRS flying installs of chutes on RV10 available.
As someone said here until it is tested you never know if it will work on particular RV10 design so there are no enough information at this point to conclude.
 
Cirrus vs RV-10

vinzer said:
I know this is an old thread but I am currently looking in to other than BRS options to put on my RV10. I am sure that BRS is a great product BUT how to justify such a high price for RV10 ?

Anyway I am looking in to one Russian made system (MVEN) which has been successfully installed in to RV10 by person I know and also in to Galaxy GRS systems which looks very attractive and interesting to me. Important to note that these two above utilize different principle of ejecting the chute and for the first one some additional structural work is required.

After research it turns out that except Russian MVEN there are no other than BRS flying installs of chutes on RV10 available.
As someone said here until it is tested you never know if it will work on particular RV10 design so there are no enough information at this point to conclude.
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Cirrus...over 100 emergency pulls. RV-10 - 0...and no structural failures.

Rest my case,
 
I don't see any updates in the past four years. Does anyone have suggestions on installing a BRS system in a new build RV10? The company website is not helpful or updated, no response via email or phone.

Marty

RV10 current Build 2024
 
[email protected] said:
I don't see any updates in the past four years. Does anyone have suggestions on installing a BRS system in a new build RV10? The company website is not helpful or updated, no response via email or phone.

Marty

RV10 current Build 2024
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What information do you need? Copy of the installation manual? Send me list of your questions and I'll get answers for you. I'm still in touch with the design team in Brazil.

Bruce
 
I have an RV10 with the BRS system installed. I'm very happy with the product and installation. This is my 4th airplane with a parachute. My wife and I feel vey strongly that it is a good option There is a weight penalty but we understood that and also have an AC system as well. We're currently on a cross country trip from Tulsa to Niagara Falls and then upstate New York and both systems have kept us comfortable and happy.
Working with BRS was not an issue, no complaints.
 
okent said:
I have an RV10 with the BRS system installed. I'm very happy with the product and installation. This is my 4th airplane with a parachute. My wife and I feel vey strongly that it is a good option There is a weight penalty but we understood that and also have an AC system as well. We're currently on a cross country trip from Tulsa to Niagara Falls and then upstate New York and both systems have kept us comfortable and happy.
Working with BRS was not an issue, no complaints.
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What is your W&B like? I’m thinking of putting one in my build. Is aft c of g an issue? Do you ever fly with 4 people?
 
BrianP said:
What is your W&B like? I’m thinking of putting one in my build. Is aft c of g an issue? Do you ever fly with 4 people?
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You could play around with some sample W&B calculations. It would be like carrying 80 pounds in the baggage area all the time.

That said, realize that everything you load in the -10 moves the cg aft. If you start out with a light engine and light prop, you will likely get to the aft cg limit before you reach max gross weight, reducing the payload capability of the aircraft. The chute, in this case, makes the problem worse as there are limited ways to move the cg forward.

If you choose a heavier engine and prop, you will likely reach the gross weight before the aft cg. The consequence here is you will probably want to carry some ballast when solo to shift the cg into a more comfortable range. Having the chute, in this case would help balance the heavier engine and prop.

Using a simple spread sheet, you could treat the chute weight as baggage and see what different scenarios look like.
 
We went with a 2 blade prop (heavier) and moved the batteries to the firewall. We considered spacers on the engine mount or prop hub but ended up not needing that. The plane is heavy due to the parachute and A/C. I can carry 4 but not big people and minimal bags.
I know that max gross weight is set by the builder but I'm not much of a test pilot so I'm on the cautious side.
 
rocketman1988 said:
Curious

I have always been curious as to the reasoning behind the chute. Not to start a primer war but here is a discussion question:

What would be a valid reason to pop the chute?

I'm curious to see what people would consider dire enough to use it...
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I use to have a Cirrus and now have a RV10. The training by Cirrus is really well done. There are specific parameters as to when the chute can be deployed and its amazing how low you can be and still utilize it. I can tell you that I felt more comfortable flying the Cirrus in the mountains, at night, or low IFR. There are so many things that can happen that will force an off airport landing. I blew an oil cooler and landed with 3 quarts of oil just a couple of months ago. I got lucky and made it to an airport which is close to a national forest where there aren’t to many landing options. The chute has saved a lot of lives.
 
Steve Lutte said:
I use to have a Cirrus and now have a RV10. The training by Cirrus is really well done. There are specific parameters as to when the chute can be deployed and its amazing how low you can be and still utilize it. I can tell you that I felt more comfortable flying the Cirrus in the mountains, at night, or low IFR. There are so many things that can happen that will force an off airport landing. I blew an oil cooler and landed with 3 quarts of oil just a couple of months ago. I got lucky and made it to an airport which is close to a national forest where there aren’t to many landing options. The chute has saved a lot of lives.
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While it may be true that there have been saves, it amounts to propaganda as there is no data concerning the same issues successfully dealt with without the chute.

If it makes you feel better, then install it.
 
rocketman1988 said:
While it may be true that there have been saves, it amounts to propaganda as there is no data concerning the same issues successfully dealt with without the chute.

If it makes you feel better, then install it.
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Nope not interested in installing it. I just have higher personal limits now. The question I was answering was “the reason behind the chute”.
 
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