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On Sunday, July 1, 2018 at 2:22:38 PM UTC-7, Mike Schumann wrote:
On Sunday, July 1, 2018 at 4:00:18 PM UTC-5, Dave Walsh wrote: At 19:04 30 June 2018, Mike Schumann wrote: On Saturday, June 30, 2018 at 1:45:05 PM UTC-5, Dave Walsh wrote: At 14:33 30 June 2018, Dan Marotta wrote: To me the major advantages of a BRS over a personal=20 parachute are the=20 speed and certainty of deployment.=C2=A0 Of course either=20 system may fail or=20 malfunction, but with the BRS, you lose the difficulty of=20 getting out=20 into space and deploying at in unfavorable position. Simply=20 pull the=20 handle and enjoy the ride. But, upon landing in a windy situation, you run the very=20 real risk of=20 being killed in a tumbling, disintegrating wreck being=20 dragged along the=20 ground.=C2=A0 Is there a jettison capability that could be armed=20 by the=20 sudden deceleration of landing?=C2=A0 Perhaps an automatic=20 jettison?=C2=A0 Might=20 that malfunction at 500' and give you a last thrilling ride? On 6/29/2018 10:49 PM, Charlie Quebec wrote: Beacause floating around out of control under a=20 parachute is safer? BRS sounds good, but in practice I would prefer a=20 personal chute every time. --=20 Dan, 5J Of course you could be struck by lightening as you descend=20 under your BRS canopy but has anyone ever died being=20 "dragged along the ground" after a successful BRS escape? Plenty have died following a conventional parachute mal- function. The bottom line is that BRS will work at a lower height but is=20 hardly available in any common sailplane on sale today. Retro fitting a BRS to an EASA sailplane would be a=20 expensive, possibly impossible, task. With ultra-light=20 sailplanes it's different. The other major problem, as clearly explained on DG's=20 website, is that "safety does not sell sailplanes". The=20 majority of DG sailplanes sold were NOT equipped with the=20 NOAH system: the new buyers simply did not order the=20 NOAH system. Even if BRS was available today how many=20 buyers would buy it? Dave W If a BRS system were available factory installed at a reasonable price, I s= uspect that a very large percentage of buyers would sign up. It's a huge s= elling point if you are trying to get the OK from your spouse to upgrade to= a new glider. =20 Offering a BRS system standard on all of their airplanes is probably the #1= reason that Cirrus is now the largest piston engine aircraft manufacturer = in the world. Yes you're probably quite right about the Cirrus BUT in a Cirrus you might well have wife and kids along for the ride. The fact remains that the majority of DG customers do not specify the NOAH system; it's actually relatively cheap compared to the new cost of a DG808C or DG1000x. Why is that? Dave W Maybe people think that the NOAH system is a half baked solution. Cirrus and Phoenix think that BRS systems are important enough that they make them standard and a significant part of their marketing. The NOAH system is far from "half baked". DG actually developed a system that works, and they are the only ones that have for a glider. Approximately two thirds of the non-motor gliders sold, have sustainers engines where the BRS would go, hence the NOAH. This is an emergency assist. The chance of needing such a device is as rare as needing to jump, yet DG stepped up to the plate and designed and tested a solution, that is affordable (about 4,000 euro before installation). Comparing Phoenix and Cirrus aircraft, with their marketing, design, customers base, and funding sources, to gliding is with all due respect "half baked". |
#2
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I have flown with a a 1050-BRS for about 10 years in two Genesis-2 sailplanes (sold one, missed it, so I bought another one and the BRS availability was a big part of deciding to buy another one), I can provide some basic info. The deployment max airspeed is 138 mph and 1050# G/W with no stated max or minimum altitude, but saves have been obtained as low as 350 feet! Repack every 6 years for $1000 bucks and replace rocket fuel every 12 years (cost unknown, but estimate the 12 year repack and new fuel should come in under $1500. Initial cost is $5000+ 1000 installation (in a Genesis-2). The Genesis is the most comfortable ship I have ever flown because the personal chute was replaced by a 4" pad with only lap belt and shoulder harness. No way to jettison the chute, but that's also true with most back-packs used in sailplanes. I believe it would take a good 40 knot wind to drag the whole sailplane on the ground, after landing..........and if that were to happen, I believe I would just wait for the ship to hang up on something.
The system is well engineered with safety pin used on the ground and even if the red handle were accidentally kicked with pin out, it takes a 35# pull about 6" to fire the rocket! I take great comfort in my ability to just pull the little red handle should it ever become necessary. Hope this helps, JJ |
#3
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I had the opportunity to fly with a Ventus 2BXR (R for Recovery) at Saint-Auban (France). With that experience, I'd say a BRS in a glider is not a very practical solution as far as I'm concerned.
Due to the ballistic extractor being placed under the fuselage skin between the wings, it could shoot out exactly where your head would be when pushing the glider. Therefore, there are multiple safety systems to verify, a separate electrical circuit, a safety pin to extract just before taking off, and to put back in place after landing before exiting the glider. Sure as hell, you are bound to forget something if you do not strictly follow a written checklist every time. At Saint-Auban, I had to sign a specific document stating my knowledge of the system before being allowed to fly the glider. The CNVV ended up selling the glider because these limitations made it financially uninteresting. I once forgot to take the safety pin out (you still can do it in flight, fortunately), once to put it back (really a bad idea, but I'm not used to a check-list before exiting a glider)... Stephane Le samedi 30 juin 2018 21:04:53 UTC+2, Mike Schumann a écritÂ*: On Saturday, June 30, 2018 at 1:45:05 PM UTC-5, Dave Walsh wrote: At 14:33 30 June 2018, Dan Marotta wrote: To me the major advantages of a BRS over a personal parachute are the speed and certainty of deployment.Â* Of course either system may fail or malfunction, but with the BRS, you lose the difficulty of getting out into space and deploying at in unfavorable position. Simply pull the handle and enjoy the ride. But, upon landing in a windy situation, you run the very real risk of being killed in a tumbling, disintegrating wreck being dragged along the ground.Â* Is there a jettison capability that could be armed by the sudden deceleration of landing?Â* Perhaps an automatic jettison?Â* Might that malfunction at 500' and give you a last thrilling ride? On 6/29/2018 10:49 PM, Charlie Quebec wrote: Beacause floating around out of control under a parachute is safer? BRS sounds good, but in practice I would prefer a personal chute every time. -- Dan, 5J Of course you could be struck by lightening as you descend under your BRS canopy but has anyone ever died being "dragged along the ground" after a successful BRS escape? Plenty have died following a conventional parachute mal- function. The bottom line is that BRS will work at a lower height but is hardly available in any common sailplane on sale today. Retro fitting a BRS to an EASA sailplane would be a expensive, possibly impossible, task. With ultra-light sailplanes it's different. The other major problem, as clearly explained on DG's website, is that "safety does not sell sailplanes". The majority of DG sailplanes sold were NOT equipped with the NOAH system: the new buyers simply did not order the NOAH system. Even if BRS was available today how many buyers would buy it? Dave W If a BRS system were available factory installed at a reasonable price, I suspect that a very large percentage of buyers would sign up. It's a huge selling point if you are trying to get the OK from your spouse to upgrade to a new glider. Offering a BRS system standard on all of their airplanes is probably the #1 reason that Cirrus is now the largest piston engine aircraft manufacturer in the world. |
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