BRS Emergency Ballistic Parachute Systems

BRS chute installed on XTS-912 trike

History


In 1975, Boris Popov of St. Paul, Minnesota survived a 400 foot fall in a collapsed hang glider. “As I fell,” Popov explained, “ I became most angry at my inability to do something. I had the time to throw a parachute. I knew they existed but they hadn’t yet been introduced to the hang gliding community. My many years of gymnastics training conditioned me to prepare for the water impact, and allowed me to swim to safety minus a few fillings and a bruised kidney.”

Getting a Parachute Out


Realizing the limitations of current parachute technology, he concluded, “It became apparent that only stored energy components such as solid fuel propellants could offer the power, low weight, low volume, and efficacy needed to rapidly deploy a parachute, but experts in the field told us it would be difficult to deploy a main canopy with any type of rocket device,” remembered Popov. “As our successes grew with this approach, we slowly evolved from the drogue gun firing a one pound slug, to a solid fueled rocket that optimized the kinetic energy with a given mass,” commented Popov.

The team’s resulting extraction device represented several breakthroughs.

  1. It had enough power to deploy larger chutes (even through entire fabric wings), yet it presented no recoil to the airframe;
  2. It was capable of deploying the chute in an orderly, systematic manner at greater distances from the aircraft;
  3. It was adequately safe and had proven reliability from military applications.

BRS sells a range of rocket motors, and they are delivered with complete parachute system. The Parachute Canopy The parachute had to be extremely light weight, low volume and be capable of packing into a small container. It would deploy quickly at slow speeds allowing for low altitude emergency saves, but slowly at high speeds, preventing massive structural failure of the canopy in high speed diving emergencies. After seven years and $1.5 million of engineering effort, BRS was granted the first-ever FAA approval to install a BRS ballistic parachute on a certified aircraft, the Cessna 150/152 series.

The key to the success of this project was the ingenious development of a parachute reefing system. BRS engineers Bruce Case and Phil Kadlec repeatedly deployed a sliding-ring device that performed all the functions required. This now-patented concept has since been included in most of the BRS parachute line, and has directly saved the lives of pilots and passengers throughout the world. This “slider,” has enabled BRS to create larger chutes for faster aircraft.

Why buy a ballistic chute? The following scenarios depict situations where the BRS system is most effective:

  1. Mid-air collision
  2. Single engine power loss over hostile terrain
  3. Single engine power loss during night flight
  4. Loss of control (due to icing or linkage failure)
  5. Low altitude stall-spin
  6. Major structural failure
  7. Component failure resulting in an unflyable aircraft
  8. Pilot incapacitation (heart attack)
  9. Overshooting runway The system can function at altitudes under 300 feet AGL for the Cessna 150 (the altitude to which FAA certified the system), and as low as 100 feet for ultralights. The system can weigh as little as 15 pounds (ultralight), 45 pounds (Cessna 150) or 67 pounds (Cessna 172).

Cosmetic appearance not a concern because the system is mounted internally on many aircraft and because of the use of the patented speed-sensing parachute, deployments speed capabilities are typically close to the maximum speed of the aircraft.

Present And Future


BRS has won four SBIR (Small Business Innovative Research) awards from NASA to develop new exotic lightweight parachute cloth materials that may eventually allow cutting the chute weight by almost 50%. A later grant has BRS engineers investigating parachutes for light jet aircraft. Additional developments can be expected. Today, BRS is a company of 25 employees and annual sales of about $7 million. Over 18,000 systems have been delivered.

Important Information Related to BRS Pricing and Selection


With the BRS parachutes, most bridles and additional parts are now included in the retail price. However, there are still a small number of units that still require additional parts that are not included in our prices.

  1. ALL ORDERS REQUIRE A 25 PERCENT DEPOSIT.
  2. Softpack HD (HD=High Density) units are systems built with a fabric exterior container, like other softpack models, BUT which are pressure packed (unlike other softpack models, which are NOT pressure packed).
  3. 1500 Softpack HD are only sold directly from the BRS factory.
  4. Repack cycles assume excellent care by the owner; some climates demand weight inspection earlier; six years ONLY if seal intact.
  5. Years between CANOPY repacks. NOTE: Six-year repack for softpacks ASSUMES unit is mounted internally and not exposed to ANY wind or weather! Exterior softpacks need annual repack.
  6. Current rocket motors have a 12-year life until replacement is needed. SOME ROCKET ASSEMBLY IS REQUIRED UNDER U.S. AND INTERNATIONAL SHIPPING REGULATIONS.
  7. All weights are AVERAGE figures. Systems vary slightly depending on exact mounting hardware included.
  8. All dimensional figures shown on the price list are in inches. “Round” numbers relate to the cylindrical canister.
  9. BRS-900 and BRS-1050 also come in 8-inch diameter canisters and are 18.5 inches long.

General Notes:

More specifications are available on product brochures.
On the price list, bridles and additional parts are included in the prices for all units (with a few rare exceptions).
Shipping is $98 per unit in the United States. International shipping is “collect.” All tariffs, duties and taxes are paid by the customer.
All prices are in U.S. dollars. Checks and Visa, MasterCard and American Express accepted. BRS does not offer credit terms, that is, all units must be 100 percent paid before the shipment leaves the BRS factory. No exceptions.
All prices and terms are subject to change without notice.

Pricing


For Retail Prices please e-mail info@usairborne.com for a quote.

IMPORTANT NOTE: Orders require a 25% deposit before the order will be scheduled for production.

BRS-6 SYSTEM RETAIL MAXIMUM MAXIMUM REPACK SYSTEM DIMENSION

(Explanatory Notes) PRICE WEIGHT DEPLOY SPEED CYCLE (3) WEIGHT (4) L x W x D (5) (6)

600 Canister 600 lbs / 272 kg 138 mph / 222km/h 6 yrs 22 lbs / 10 kg 18 x 7 round

600 Softpack  600 lbs / 272 kg 138 mph / 222km/h 1 or 6 yrs 18 lbs / 9 kg 10 x 10 x 5.5

600 VLS  600 lbs / 272 kg 138 mph / 222km/h 6 yrs ** 23 lbs / 11 kg 18 x 11.5 x 7.5

800 Canister 800 lbs / 363 kg 138 mph / 222km/h 6 yrs 23 lbs / 11 kg 21.5 x 7 (or 8) round *

800 Softpack HD (2)  800 lbs / 363 kg 138 mph / 222km/h 1 or 6 yrs 19 lbs / 10 kg 10 x 11 x 5.5

800 VLS  800 lbs / 363 kg 138 mph / 222km/h 6 yrs ** 25 lbs / 12 kg 18 x 11.5 x 7.5

1050 Canister  1,050 lbs / 475 kg 138 mph / 222km/h 6 yrs 28 lbs / 13 kg 21.5 x 7 (or 8) round *

1050 Softpack HD (2)  1,050 lbs / 475 kg 138 mph / 222km/h 1 or 6 yrs 24 lbs / 11 kg 10 x 11 x 5.5

1050 VLS  1,050 lbs / 475 kg 138 mph / 222km/h 6 yrs ** 29 lbs / 13 kg 18 x 11.5 x 7.5

1350 Softpack LSA  1350 lbs / 612 kg 138 mph / 222km/h 6 yrs 29 lbs / 13 kg 15 x 10.5 x 6

1350 VLS 1350 lbs / 612 kg 138 mph / 222km/h 6 yrs 34 lbs/ 15 kg 18 x 11.5 x 7.5

1350 High Speed  1350 lbs / 612 kg 184 mph / 296km/h 6 yrs 33 lbs / 15 kg

1600 Softpack HD  1600 lbs / 726 kg 138 mph / 222km/h 6 yrs 35 lbs / 16 kg 20 x 8.5 x 9

1800 Softpack HD  1800 lbs / 816 kg 175 mph / 282km/h 6 yrs 37 lbs / 17 kg 20 x 8.5 x 9

Cessna 172  2250 lbs/1159 kg 187 mph / 300 km/h 10 yrs 79 lbs / 36 kg 18 x 11 x 36

Cessna 182  3100 lbs/1409 kg 155 mph / 251 km/h 10 yrs 85 lbs / 38 kg 22 x 23 x 39

(1 ) Some aircraft MAY have additional charges when non standard bridles or extra parts are required

(2) “Softpack HD” (HD = High Density) units are systems built with a fabric exterior container and are Pressure Packed

(3) Years between canopy repacks. NOTE: 6-year repack for softpacks if internally mounted ONLY and not exposed to weather.

VLS (**) can go 6 years only if the factory cover seal remains intact. Canisters have a 6 year cycle

(4) All weights are approximate figures. Systems vary slightly depending on exact mounting hardware included.

(5) All figures shown are in inches. “Round” numbers relate to the cylindrical canister. Dimensions do not include rockets.

(6) 8-inch Canisters (*) on sizes 800 and 1050 are 18.5 inches long. Dimensions do not include rockets.

GENERAL NOTES

• Shipping is $150.00 per sport unit.  Call for Cessna shipping cost. International shipping is “collect”,

• All prices in U.S. Funds. Checks & Visa/MasterCard. Full payment due before shipment.

All prices and terms are subject to change without notice.

Related Links

Note: This information is provided as a reference only. Local aviation regulations may place limits on personnel able to perform this work. If in doubt about the installation consult your nearest dealer!

BRS Emergency Ballistic Parachute Systems

BRS chute installed on XTS-912 trike

History


In 1975, Boris Popov of St. Paul, Minnesota survived a 400 foot fall in a collapsed hang glider. “As I fell,” Popov explained, “ I became most angry at my inability to do something. I had the time to throw a parachute. I knew they existed but they hadn’t yet been introduced to the hang gliding community. My many years of gymnastics training conditioned me to prepare for the water impact, and allowed me to swim to safety minus a few fillings and a bruised kidney.”

Getting a Parachute Out


Realizing the limitations of current parachute technology, he concluded, “It became apparent that only stored energy components such as solid fuel propellants could offer the power, low weight, low volume, and efficacy needed to rapidly deploy a parachute, but experts in the field told us it would be difficult to deploy a main canopy with any type of rocket device,” remembered Popov. “As our successes grew with this approach, we slowly evolved from the drogue gun firing a one pound slug, to a solid fueled rocket that optimized the kinetic energy with a given mass,” commented Popov.

The team’s resulting extraction device represented several breakthroughs.

  1. It had enough power to deploy larger chutes (even through entire fabric wings), yet it presented no recoil to the airframe;
  2. It was capable of deploying the chute in an orderly, systematic manner at greater distances from the aircraft;
  3. It was adequately safe and had proven reliability from military applications.

BRS sells a range of rocket motors, and they are delivered with complete parachute system. The Parachute Canopy The parachute had to be extremely light weight, low volume and be capable of packing into a small container. It would deploy quickly at slow speeds allowing for low altitude emergency saves, but slowly at high speeds, preventing massive structural failure of the canopy in high speed diving emergencies. After seven years and $1.5 million of engineering effort, BRS was granted the first-ever FAA approval to install a BRS ballistic parachute on a certified aircraft, the Cessna 150/152 series.

The key to the success of this project was the ingenious development of a parachute reefing system. BRS engineers Bruce Case and Phil Kadlec repeatedly deployed a sliding-ring device that performed all the functions required. This now-patented concept has since been included in most of the BRS parachute line, and has directly saved the lives of pilots and passengers throughout the world. This “slider,” has enabled BRS to create larger chutes for faster aircraft.

Why buy a ballistic chute? The following scenarios depict situations where the BRS system is most effective:

  1. Mid-air collision
  2. Single engine power loss over hostile terrain
  3. Single engine power loss during night flight
  4. Loss of control (due to icing or linkage failure)
  5. Low altitude stall-spin
  6. Major structural failure
  7. Component failure resulting in an unflyable aircraft
  8. Pilot incapacitation (heart attack)
  9. Overshooting runway The system can function at altitudes under 300 feet AGL for the Cessna 150 (the altitude to which FAA certified the system), and as low as 100 feet for ultralights. The system can weigh as little as 15 pounds (ultralight), 45 pounds (Cessna 150) or 67 pounds (Cessna 172).

Cosmetic appearance not a concern because the system is mounted internally on many aircraft and because of the use of the patented speed-sensing parachute, deployments speed capabilities are typically close to the maximum speed of the aircraft.

Present And Future


BRS has won four SBIR (Small Business Innovative Research) awards from NASA to develop new exotic lightweight parachute cloth materials that may eventually allow cutting the chute weight by almost 50%. A later grant has BRS engineers investigating parachutes for light jet aircraft. Additional developments can be expected. Today, BRS is a company of 25 employees and annual sales of about $7 million. Over 18,000 systems have been delivered.

Important Information Related to BRS Pricing and Selection


With the BRS parachutes, most bridles and additional parts are now included in the retail price. However, there are still a small number of units that still require additional parts that are not included in our prices.

  1. ALL ORDERS REQUIRE A 25 PERCENT DEPOSIT.
  2. Softpack HD (HD=High Density) units are systems built with a fabric exterior container, like other softpack models, BUT which are pressure packed (unlike other softpack models, which are NOT pressure packed).
  3. 1500 Softpack HD are only sold directly from the BRS factory.
  4. Repack cycles assume excellent care by the owner; some climates demand weight inspection earlier; six years ONLY if seal intact.
  5. Years between CANOPY repacks. NOTE: Six-year repack for softpacks ASSUMES unit is mounted internally and not exposed to ANY wind or weather! Exterior softpacks need annual repack.
  6. Current rocket motors have a 12-year life until replacement is needed. SOME ROCKET ASSEMBLY IS REQUIRED UNDER U.S. AND INTERNATIONAL SHIPPING REGULATIONS.
  7. All weights are AVERAGE figures. Systems vary slightly depending on exact mounting hardware included.
  8. All dimensional figures shown on the price list are in inches. “Round” numbers relate to the cylindrical canister.
  9. BRS-900 and BRS-1050 also come in 8-inch diameter canisters and are 18.5 inches long.

General Notes:

More specifications are available on product brochures.
On the price list, bridles and additional parts are included in the prices for all units (with a few rare exceptions).
Shipping is $98 per unit in the United States. International shipping is “collect.” All tariffs, duties and taxes are paid by the customer.
All prices are in U.S. dollars. Checks and Visa, MasterCard and American Express accepted. BRS does not offer credit terms, that is, all units must be 100 percent paid before the shipment leaves the BRS factory. No exceptions.
All prices and terms are subject to change without notice.

Pricing


For Retail Prices please e-mail info@usairborne.com for a quote.

IMPORTANT NOTE: Orders require a 25% deposit before the order will be scheduled for production.

BRS-6 SYSTEM RETAIL MAXIMUM MAXIMUM REPACK SYSTEM DIMENSION

(Explanatory Notes) PRICE WEIGHT DEPLOY SPEED CYCLE (3) WEIGHT (4) L x W x D (5) (6)

600 Canister 600 lbs / 272 kg 138 mph / 222km/h 6 yrs 22 lbs / 10 kg 18 x 7 round

600 Softpack  600 lbs / 272 kg 138 mph / 222km/h 1 or 6 yrs 18 lbs / 9 kg 10 x 10 x 5.5

600 VLS  600 lbs / 272 kg 138 mph / 222km/h 6 yrs ** 23 lbs / 11 kg 18 x 11.5 x 7.5

800 Canister 800 lbs / 363 kg 138 mph / 222km/h 6 yrs 23 lbs / 11 kg 21.5 x 7 (or 8) round *

800 Softpack HD (2)  800 lbs / 363 kg 138 mph / 222km/h 1 or 6 yrs 19 lbs / 10 kg 10 x 11 x 5.5

800 VLS  800 lbs / 363 kg 138 mph / 222km/h 6 yrs ** 25 lbs / 12 kg 18 x 11.5 x 7.5

1050 Canister  1,050 lbs / 475 kg 138 mph / 222km/h 6 yrs 28 lbs / 13 kg 21.5 x 7 (or 8) round *

1050 Softpack HD (2)  1,050 lbs / 475 kg 138 mph / 222km/h 1 or 6 yrs 24 lbs / 11 kg 10 x 11 x 5.5

1050 VLS  1,050 lbs / 475 kg 138 mph / 222km/h 6 yrs ** 29 lbs / 13 kg 18 x 11.5 x 7.5

1350 Softpack LSA  1350 lbs / 612 kg 138 mph / 222km/h 6 yrs 29 lbs / 13 kg 15 x 10.5 x 6

1350 VLS 1350 lbs / 612 kg 138 mph / 222km/h 6 yrs 34 lbs/ 15 kg 18 x 11.5 x 7.5

1350 High Speed  1350 lbs / 612 kg 184 mph / 296km/h 6 yrs 33 lbs / 15 kg

1600 Softpack HD  1600 lbs / 726 kg 138 mph / 222km/h 6 yrs 35 lbs / 16 kg 20 x 8.5 x 9

1800 Softpack HD  1800 lbs / 816 kg 175 mph / 282km/h 6 yrs 37 lbs / 17 kg 20 x 8.5 x 9

Cessna 172  2250 lbs/1159 kg 187 mph / 300 km/h 10 yrs 79 lbs / 36 kg 18 x 11 x 36

Cessna 182  3100 lbs/1409 kg 155 mph / 251 km/h 10 yrs 85 lbs / 38 kg 22 x 23 x 39

(1 ) Some aircraft MAY have additional charges when non standard bridles or extra parts are required

(2) “Softpack HD” (HD = High Density) units are systems built with a fabric exterior container and are Pressure Packed

(3) Years between canopy repacks. NOTE: 6-year repack for softpacks if internally mounted ONLY and not exposed to weather.

VLS (**) can go 6 years only if the factory cover seal remains intact. Canisters have a 6 year cycle

(4) All weights are approximate figures. Systems vary slightly depending on exact mounting hardware included.

(5) All figures shown are in inches. “Round” numbers relate to the cylindrical canister. Dimensions do not include rockets.

(6) 8-inch Canisters (*) on sizes 800 and 1050 are 18.5 inches long. Dimensions do not include rockets.

GENERAL NOTES

• Shipping is $150.00 per sport unit.  Call for Cessna shipping cost. International shipping is “collect”,

• All prices in U.S. Funds. Checks & Visa/MasterCard. Full payment due before shipment.

All prices and terms are subject to change without notice.

Related Links

Note: This information is provided as a reference only. Local aviation regulations may place limits on personnel able to perform this work. If in doubt about the installation consult your nearest dealer!

BRS Emergency Ballistic Parachute Systems

BRS chute installed on XTS-912 trike

History


In 1975, Boris Popov of St. Paul, Minnesota survived a 400 foot fall in a collapsed hang glider. “As I fell,” Popov explained, “ I became most angry at my inability to do something. I had the time to throw a parachute. I knew they existed but they hadn’t yet been introduced to the hang gliding community. My many years of gymnastics training conditioned me to prepare for the water impact, and allowed me to swim to safety minus a few fillings and a bruised kidney.”

Getting a Parachute Out


Realizing the limitations of current parachute technology, he concluded, “It became apparent that only stored energy components such as solid fuel propellants could offer the power, low weight, low volume, and efficacy needed to rapidly deploy a parachute, but experts in the field told us it would be difficult to deploy a main canopy with any type of rocket device,” remembered Popov. “As our successes grew with this approach, we slowly evolved from the drogue gun firing a one pound slug, to a solid fueled rocket that optimized the kinetic energy with a given mass,” commented Popov.

The team’s resulting extraction device represented several breakthroughs.

  1. It had enough power to deploy larger chutes (even through entire fabric wings), yet it presented no recoil to the airframe;
  2. It was capable of deploying the chute in an orderly, systematic manner at greater distances from the aircraft;
  3. It was adequately safe and had proven reliability from military applications.

BRS sells a range of rocket motors, and they are delivered with complete parachute system. The Parachute Canopy The parachute had to be extremely light weight, low volume and be capable of packing into a small container. It would deploy quickly at slow speeds allowing for low altitude emergency saves, but slowly at high speeds, preventing massive structural failure of the canopy in high speed diving emergencies. After seven years and $1.5 million of engineering effort, BRS was granted the first-ever FAA approval to install a BRS ballistic parachute on a certified aircraft, the Cessna 150/152 series.

The key to the success of this project was the ingenious development of a parachute reefing system. BRS engineers Bruce Case and Phil Kadlec repeatedly deployed a sliding-ring device that performed all the functions required. This now-patented concept has since been included in most of the BRS parachute line, and has directly saved the lives of pilots and passengers throughout the world. This “slider,” has enabled BRS to create larger chutes for faster aircraft.

Why buy a ballistic chute? The following scenarios depict situations where the BRS system is most effective:

  1. Mid-air collision
  2. Single engine power loss over hostile terrain
  3. Single engine power loss during night flight
  4. Loss of control (due to icing or linkage failure)
  5. Low altitude stall-spin
  6. Major structural failure
  7. Component failure resulting in an unflyable aircraft
  8. Pilot incapacitation (heart attack)
  9. Overshooting runway The system can function at altitudes under 300 feet AGL for the Cessna 150 (the altitude to which FAA certified the system), and as low as 100 feet for ultralights. The system can weigh as little as 15 pounds (ultralight), 45 pounds (Cessna 150) or 67 pounds (Cessna 172).

Cosmetic appearance not a concern because the system is mounted internally on many aircraft and because of the use of the patented speed-sensing parachute, deployments speed capabilities are typically close to the maximum speed of the aircraft.

Present And Future


BRS has won four SBIR (Small Business Innovative Research) awards from NASA to develop new exotic lightweight parachute cloth materials that may eventually allow cutting the chute weight by almost 50%. A later grant has BRS engineers investigating parachutes for light jet aircraft. Additional developments can be expected. Today, BRS is a company of 25 employees and annual sales of about $7 million. Over 18,000 systems have been delivered.

Important Information Related to BRS Pricing and Selection


With the BRS parachutes, most bridles and additional parts are now included in the retail price. However, there are still a small number of units that still require additional parts that are not included in our prices.

  1. ALL ORDERS REQUIRE A 25 PERCENT DEPOSIT.
  2. Softpack HD (HD=High Density) units are systems built with a fabric exterior container, like other softpack models, BUT which are pressure packed (unlike other softpack models, which are NOT pressure packed).
  3. 1500 Softpack HD are only sold directly from the BRS factory.
  4. Repack cycles assume excellent care by the owner; some climates demand weight inspection earlier; six years ONLY if seal intact.
  5. Years between CANOPY repacks. NOTE: Six-year repack for softpacks ASSUMES unit is mounted internally and not exposed to ANY wind or weather! Exterior softpacks need annual repack.
  6. Current rocket motors have a 12-year life until replacement is needed. SOME ROCKET ASSEMBLY IS REQUIRED UNDER U.S. AND INTERNATIONAL SHIPPING REGULATIONS.
  7. All weights are AVERAGE figures. Systems vary slightly depending on exact mounting hardware included.
  8. All dimensional figures shown on the price list are in inches. “Round” numbers relate to the cylindrical canister.
  9. BRS-900 and BRS-1050 also come in 8-inch diameter canisters and are 18.5 inches long.

General Notes:

More specifications are available on product brochures.
On the price list, bridles and additional parts are included in the prices for all units (with a few rare exceptions).
Shipping is $98 per unit in the United States. International shipping is “collect.” All tariffs, duties and taxes are paid by the customer.
All prices are in U.S. dollars. Checks and Visa, MasterCard and American Express accepted. BRS does not offer credit terms, that is, all units must be 100 percent paid before the shipment leaves the BRS factory. No exceptions.
All prices and terms are subject to change without notice.

Pricing


For Retail Prices please e-mail info@usairborne.com for a quote.

IMPORTANT NOTE: Orders require a 25% deposit before the order will be scheduled for production.

BRS-6 SYSTEM RETAIL MAXIMUM MAXIMUM REPACK SYSTEM DIMENSION

(Explanatory Notes) PRICE WEIGHT DEPLOY SPEED CYCLE (3) WEIGHT (4) L x W x D (5) (6)

600 Canister 600 lbs / 272 kg 138 mph / 222km/h 6 yrs 22 lbs / 10 kg 18 x 7 round

600 Softpack  600 lbs / 272 kg 138 mph / 222km/h 1 or 6 yrs 18 lbs / 9 kg 10 x 10 x 5.5

600 VLS  600 lbs / 272 kg 138 mph / 222km/h 6 yrs ** 23 lbs / 11 kg 18 x 11.5 x 7.5

800 Canister 800 lbs / 363 kg 138 mph / 222km/h 6 yrs 23 lbs / 11 kg 21.5 x 7 (or 8) round *

800 Softpack HD (2)  800 lbs / 363 kg 138 mph / 222km/h 1 or 6 yrs 19 lbs / 10 kg 10 x 11 x 5.5

800 VLS  800 lbs / 363 kg 138 mph / 222km/h 6 yrs ** 25 lbs / 12 kg 18 x 11.5 x 7.5

1050 Canister  1,050 lbs / 475 kg 138 mph / 222km/h 6 yrs 28 lbs / 13 kg 21.5 x 7 (or 8) round *

1050 Softpack HD (2)  1,050 lbs / 475 kg 138 mph / 222km/h 1 or 6 yrs 24 lbs / 11 kg 10 x 11 x 5.5

1050 VLS  1,050 lbs / 475 kg 138 mph / 222km/h 6 yrs ** 29 lbs / 13 kg 18 x 11.5 x 7.5

1350 Softpack LSA  1350 lbs / 612 kg 138 mph / 222km/h 6 yrs 29 lbs / 13 kg 15 x 10.5 x 6

1350 VLS 1350 lbs / 612 kg 138 mph / 222km/h 6 yrs 34 lbs/ 15 kg 18 x 11.5 x 7.5

1350 High Speed  1350 lbs / 612 kg 184 mph / 296km/h 6 yrs 33 lbs / 15 kg

1600 Softpack HD  1600 lbs / 726 kg 138 mph / 222km/h 6 yrs 35 lbs / 16 kg 20 x 8.5 x 9

1800 Softpack HD  1800 lbs / 816 kg 175 mph / 282km/h 6 yrs 37 lbs / 17 kg 20 x 8.5 x 9

Cessna 172  2250 lbs/1159 kg 187 mph / 300 km/h 10 yrs 79 lbs / 36 kg 18 x 11 x 36

Cessna 182  3100 lbs/1409 kg 155 mph / 251 km/h 10 yrs 85 lbs / 38 kg 22 x 23 x 39

(1 ) Some aircraft MAY have additional charges when non standard bridles or extra parts are required

(2) “Softpack HD” (HD = High Density) units are systems built with a fabric exterior container and are Pressure Packed

(3) Years between canopy repacks. NOTE: 6-year repack for softpacks if internally mounted ONLY and not exposed to weather.

VLS (**) can go 6 years only if the factory cover seal remains intact. Canisters have a 6 year cycle

(4) All weights are approximate figures. Systems vary slightly depending on exact mounting hardware included.

(5) All figures shown are in inches. “Round” numbers relate to the cylindrical canister. Dimensions do not include rockets.

(6) 8-inch Canisters (*) on sizes 800 and 1050 are 18.5 inches long. Dimensions do not include rockets.

GENERAL NOTES

• Shipping is $150.00 per sport unit.  Call for Cessna shipping cost. International shipping is “collect”,

• All prices in U.S. Funds. Checks & Visa/MasterCard. Full payment due before shipment.

All prices and terms are subject to change without notice.

Related Links

Note: This information is provided as a reference only. Local aviation regulations may place limits on personnel able to perform this work. If in doubt about the installation consult your nearest dealer!

BRS Emergency Ballistic Parachute Systems

BRS chute installed on XTS-912 trike

History


In 1975, Boris Popov of St. Paul, Minnesota survived a 400 foot fall in a collapsed hang glider. “As I fell,” Popov explained, “ I became most angry at my inability to do something. I had the time to throw a parachute. I knew they existed but they hadn’t yet been introduced to the hang gliding community. My many years of gymnastics training conditioned me to prepare for the water impact, and allowed me to swim to safety minus a few fillings and a bruised kidney.”

Getting a Parachute Out


Realizing the limitations of current parachute technology, he concluded, “It became apparent that only stored energy components such as solid fuel propellants could offer the power, low weight, low volume, and efficacy needed to rapidly deploy a parachute, but experts in the field told us it would be difficult to deploy a main canopy with any type of rocket device,” remembered Popov. “As our successes grew with this approach, we slowly evolved from the drogue gun firing a one pound slug, to a solid fueled rocket that optimized the kinetic energy with a given mass,” commented Popov.

The team’s resulting extraction device represented several breakthroughs.

  1. It had enough power to deploy larger chutes (even through entire fabric wings), yet it presented no recoil to the airframe;
  2. It was capable of deploying the chute in an orderly, systematic manner at greater distances from the aircraft;
  3. It was adequately safe and had proven reliability from military applications.

BRS sells a range of rocket motors, and they are delivered with complete parachute system. The Parachute Canopy The parachute had to be extremely light weight, low volume and be capable of packing into a small container. It would deploy quickly at slow speeds allowing for low altitude emergency saves, but slowly at high speeds, preventing massive structural failure of the canopy in high speed diving emergencies. After seven years and $1.5 million of engineering effort, BRS was granted the first-ever FAA approval to install a BRS ballistic parachute on a certified aircraft, the Cessna 150/152 series.

The key to the success of this project was the ingenious development of a parachute reefing system. BRS engineers Bruce Case and Phil Kadlec repeatedly deployed a sliding-ring device that performed all the functions required. This now-patented concept has since been included in most of the BRS parachute line, and has directly saved the lives of pilots and passengers throughout the world. This “slider,” has enabled BRS to create larger chutes for faster aircraft.

Why buy a ballistic chute? The following scenarios depict situations where the BRS system is most effective:

  1. Mid-air collision
  2. Single engine power loss over hostile terrain
  3. Single engine power loss during night flight
  4. Loss of control (due to icing or linkage failure)
  5. Low altitude stall-spin
  6. Major structural failure
  7. Component failure resulting in an unflyable aircraft
  8. Pilot incapacitation (heart attack)
  9. Overshooting runway The system can function at altitudes under 300 feet AGL for the Cessna 150 (the altitude to which FAA certified the system), and as low as 100 feet for ultralights. The system can weigh as little as 15 pounds (ultralight), 45 pounds (Cessna 150) or 67 pounds (Cessna 172).

Cosmetic appearance not a concern because the system is mounted internally on many aircraft and because of the use of the patented speed-sensing parachute, deployments speed capabilities are typically close to the maximum speed of the aircraft.

Present And Future


BRS has won four SBIR (Small Business Innovative Research) awards from NASA to develop new exotic lightweight parachute cloth materials that may eventually allow cutting the chute weight by almost 50%. A later grant has BRS engineers investigating parachutes for light jet aircraft. Additional developments can be expected. Today, BRS is a company of 25 employees and annual sales of about $7 million. Over 18,000 systems have been delivered.

Important Information Related to BRS Pricing and Selection


With the BRS parachutes, most bridles and additional parts are now included in the retail price. However, there are still a small number of units that still require additional parts that are not included in our prices.

  1. ALL ORDERS REQUIRE A 25 PERCENT DEPOSIT.
  2. Softpack HD (HD=High Density) units are systems built with a fabric exterior container, like other softpack models, BUT which are pressure packed (unlike other softpack models, which are NOT pressure packed).
  3. 1500 Softpack HD are only sold directly from the BRS factory.
  4. Repack cycles assume excellent care by the owner; some climates demand weight inspection earlier; six years ONLY if seal intact.
  5. Years between CANOPY repacks. NOTE: Six-year repack for softpacks ASSUMES unit is mounted internally and not exposed to ANY wind or weather! Exterior softpacks need annual repack.
  6. Current rocket motors have a 12-year life until replacement is needed. SOME ROCKET ASSEMBLY IS REQUIRED UNDER U.S. AND INTERNATIONAL SHIPPING REGULATIONS.
  7. All weights are AVERAGE figures. Systems vary slightly depending on exact mounting hardware included.
  8. All dimensional figures shown on the price list are in inches. “Round” numbers relate to the cylindrical canister.
  9. BRS-900 and BRS-1050 also come in 8-inch diameter canisters and are 18.5 inches long.

General Notes:

More specifications are available on product brochures.
On the price list, bridles and additional parts are included in the prices for all units (with a few rare exceptions).
Shipping is $98 per unit in the United States. International shipping is “collect.” All tariffs, duties and taxes are paid by the customer.
All prices are in U.S. dollars. Checks and Visa, MasterCard and American Express accepted. BRS does not offer credit terms, that is, all units must be 100 percent paid before the shipment leaves the BRS factory. No exceptions.
All prices and terms are subject to change without notice.

Pricing


For Retail Prices please e-mail info@usairborne.com for a quote.

IMPORTANT NOTE: Orders require a 25% deposit before the order will be scheduled for production.

BRS-6 SYSTEM RETAIL MAXIMUM MAXIMUM REPACK SYSTEM DIMENSION

(Explanatory Notes) PRICE WEIGHT DEPLOY SPEED CYCLE (3) WEIGHT (4) L x W x D (5) (6)

600 Canister 600 lbs / 272 kg 138 mph / 222km/h 6 yrs 22 lbs / 10 kg 18 x 7 round

600 Softpack  600 lbs / 272 kg 138 mph / 222km/h 1 or 6 yrs 18 lbs / 9 kg 10 x 10 x 5.5

600 VLS  600 lbs / 272 kg 138 mph / 222km/h 6 yrs ** 23 lbs / 11 kg 18 x 11.5 x 7.5

800 Canister 800 lbs / 363 kg 138 mph / 222km/h 6 yrs 23 lbs / 11 kg 21.5 x 7 (or 8) round *

800 Softpack HD (2)  800 lbs / 363 kg 138 mph / 222km/h 1 or 6 yrs 19 lbs / 10 kg 10 x 11 x 5.5

800 VLS  800 lbs / 363 kg 138 mph / 222km/h 6 yrs ** 25 lbs / 12 kg 18 x 11.5 x 7.5

1050 Canister  1,050 lbs / 475 kg 138 mph / 222km/h 6 yrs 28 lbs / 13 kg 21.5 x 7 (or 8) round *

1050 Softpack HD (2)  1,050 lbs / 475 kg 138 mph / 222km/h 1 or 6 yrs 24 lbs / 11 kg 10 x 11 x 5.5

1050 VLS  1,050 lbs / 475 kg 138 mph / 222km/h 6 yrs ** 29 lbs / 13 kg 18 x 11.5 x 7.5

1350 Softpack LSA  1350 lbs / 612 kg 138 mph / 222km/h 6 yrs 29 lbs / 13 kg 15 x 10.5 x 6

1350 VLS 1350 lbs / 612 kg 138 mph / 222km/h 6 yrs 34 lbs/ 15 kg 18 x 11.5 x 7.5

1350 High Speed  1350 lbs / 612 kg 184 mph / 296km/h 6 yrs 33 lbs / 15 kg

1600 Softpack HD  1600 lbs / 726 kg 138 mph / 222km/h 6 yrs 35 lbs / 16 kg 20 x 8.5 x 9

1800 Softpack HD  1800 lbs / 816 kg 175 mph / 282km/h 6 yrs 37 lbs / 17 kg 20 x 8.5 x 9

Cessna 172  2250 lbs/1159 kg 187 mph / 300 km/h 10 yrs 79 lbs / 36 kg 18 x 11 x 36

Cessna 182  3100 lbs/1409 kg 155 mph / 251 km/h 10 yrs 85 lbs / 38 kg 22 x 23 x 39

(1 ) Some aircraft MAY have additional charges when non standard bridles or extra parts are required

(2) “Softpack HD” (HD = High Density) units are systems built with a fabric exterior container and are Pressure Packed

(3) Years between canopy repacks. NOTE: 6-year repack for softpacks if internally mounted ONLY and not exposed to weather.

VLS (**) can go 6 years only if the factory cover seal remains intact. Canisters have a 6 year cycle

(4) All weights are approximate figures. Systems vary slightly depending on exact mounting hardware included.

(5) All figures shown are in inches. “Round” numbers relate to the cylindrical canister. Dimensions do not include rockets.

(6) 8-inch Canisters (*) on sizes 800 and 1050 are 18.5 inches long. Dimensions do not include rockets.

GENERAL NOTES

• Shipping is $150.00 per sport unit.  Call for Cessna shipping cost. International shipping is “collect”,

• All prices in U.S. Funds. Checks & Visa/MasterCard. Full payment due before shipment.

All prices and terms are subject to change without notice.

Related Links

Note: This information is provided as a reference only. Local aviation regulations may place limits on personnel able to perform this work. If in doubt about the installation consult your nearest dealer!

Our certification policy:

AirBorne Australia has been designing and testing certified aircraft for many years in order to operate in their domestic market and to access other markets through out the world. To access world markets, AirBorne have chosen to justify the design of the Edge XT to the BCAR S design standard. This design standard is currently more widely accepted throughout the world than the Sport Pilot ASTM standard. The BCAR S certification covers a wider, pilule more demanding range of tests so that a compliant design requires little other work to also comply with the Sport Pilot ASTM standard.

XT STREAK Certification Tests:

Engine Mount Testing


Engine mount testing.
This test applies worst case loading to the engine mount, cheap where the loads are reacted through the airframe.
6 g vertical 4472 N (1005633 lbf)
torque load 736Nm (543 ft lbf)
Thrust load 3923 N (882lbf)
Additionally all flight loads, ground loads and crash loads are tested on the engine mount. The engine mount and other items of mass are tested for restraint at 15g deceleration. The engine mount was tested to a forward load of 11768N (2646 lbf). The XT passes all of these tests without any permanent deformation.

Throttle test


Throttle testThe hand and foot throttle are connected to a trike base that is out of frame in the picture. Loads are applied simultaneously to the controls, where the test loads were:
Combined load on throttle splitter and carburetors 1334N (300 lbf)
Independent loads were applied to:
Hand throttle 363N (82 lbf)
Foot throttle 1393N (313 lbf)
No damage occurred to any of the components including the levers, cables throttle splitter or carburetors.

Propeller Testing


Propeller TestingThe propeller is tested by over speed, so that in the ultimate load test, the centrifugal forces are 2.3 times the in service loads. The propeller is driven by a Ford 302 Cleveland with open carby and exhaust. Maximum power is approximately 200hp (boosted by using avgas). The propeller demonstrated an ability to consume all of this power.
Centrifugal loading during the ultimate load test was 57220 kN (6.43tn force) The propeller was undamaged following the test. Pictures cannot do this test justice, with the propeller tips operating at Mach 0.97 (320.3 m/s) and open exhaust engine it was quite an experience as the witnesses attest to.

Quoting Paul Mollison of AirBorne, with regard to the limit load and ultimate load over speed testing experience: … In the first test the noise of the unmuffled V8 was really impressive for a while but after 15 minutes we were really happy to shut it down and give our ears a break. For the second test the roar of the V8 faded into the background as the prop loaded up. As we approached the test speed the noise, the quantity of air being moved and the vibration of the whole set up was physically confronting. The sign to shut it down after the six count did not need repeating. This was one severe test, which left us in no doubt of the structural integrity of the prop. Les Bollenhagen of Bolly Props said “ It was quite an experience, I can tell you. The ground was shaking like you wouldn’t believe, all that noise and energy tells you that it (the propeller) is really doing something. Coming out of the test with a propeller in perfect condition gives you an awesome amount of confidence in your product. Following such a successful test, all the trials and tribulations of building the test rig, which in itself is a huge job, are soon forgotten, and are replaced by a big smile” The propeller and engine combination is also required to demonstrate a safe history of operation in the aircraft.

Nose wheel test & casting factors


Nose wheel test & casting factorsAdditional factor of safety of 2 is applied to casting components such as the wheel rims and cross bar haul back catch. On this nose wheel test the vertical and side loads on the front wheel are doubled for casting factor and are applied simultaneously using an appropriate test angle. Ultimate load test was passed at 1112kg 2452(lbf), the wheel was tested all the way to 1453kg 3203 (lbf). Following the test the wheel was bent but functional.

Front wheel energy absorption, front impact test


Front wheel energy absorption, front impact testThe front wheel and undercarriage are tested for ability to absorb energy in a front impact. The trike base is loaded to MTOW and driven into a brick wall. The ultimate test is conducted at 8.4 km/hr kph, demonstrating an ability to absorb 67% more energy than required by the design standard.

Wing load test, limit load 4g


Wing load test, limit load 4gBags loaded with steel are placed on the inside of the sail top skin. Test witnesses are scrutinizing the load according to the test plan.

Positive limit load test


Positive limit load testAfter the loading is checked, the sail is closed and additional loading is applied to the undersurface. A digital level is set on the keel, the wing is tested at an angle of attack that loads the space frame in a representative manner. The wing is shown clear of the ground and is balanced at the test angle. Permanent deformation is not permitted at limit load.

The total loads applied to the Streak wing are:
Limit load is 16426N (3693lbf, 1.85 ton)
Ultimate load is 24517N (5512 lbf) (2.76 ton)At Ultimate load the testing personnel confidently walk around the structure and get video footage before lowering the wing. Only three seconds of ultimate load application are required without failure. Permanent deformation is permitted at ultimate load so long as the structure holds the load without catastrophic failure. The Streak structure is remarkably strong and withstands the test sequence including ultimate loads with remarkably little damage.

Limit and ultimate loads are applied for both positive and negative load cases. The wing is loaded to a positive lift distribution that would exist for the flight envelope at maximum manouvering speed and another lift distribution for dive speed. The wing load test sequence consists of 6 separate tests.

Streak wing positive ultimate load test


Streak wing positive ultimate load testRepresentative of ultimate load at dive speed. The inside of the sail holds two thirds of the total load. Total load applied is 24713N, (5556 lb, 2.78 ton)

Streak wing negative load test


Streak wing negative load test
Streak wing negative load testThe wing is loaded to a 3g negative ultimate load. The wing is suspended by the keel bracket protruding through a hole cut in the sail. The load applied here is 1255kg (2767lb 1.38 ton). After this test the engineers decided to have some fun, the structure had not broken so they did not know how much reserve strength the structure really has. In the next informal test, the structure took 120% of the required ultimate load and still the structure did not fail. In the industry it is common practice to make kingposts as short as possible to just pass the negative load test. The Streak passes with plenty of room to spare. The Streak wing in its certified form has not failed catastrophically in any of the tests positive or negative. The structure has survived all of the testing without failure. (no photo provided of informal test.)

Nose catch load test


Nose catch load test.The complete nose catch assembly is loaded at the same angle as the nose wires, this nose catch assembly is loaded to loads of: Limit load 565kg, (1126 lbf, 0.61 ton) which is more than twice the strength required from the fitting according to the design standard. Ultimate load 1030kg, 2271 lbf, 1.14 ton) which is more than 2.5 times the strength required from the fitting according to the design standard.

Trike base, flight and ground load testing


Trike base, flight and ground load testing.Trike base, flight and ground load testing.Ground reacted loads are being applied to the XT trike base. Loads can be seen being applied to the mast head, fuel tank, occupants and just out of view is the cockpit load. The test frame allows the application of multiple large loads to the structure via cables. In this way the structure can be clearly seen through out the test and the loads are safely contained. Loads are applied via dead weights and winch/load cell combinations. Operators are using block and tackle sets to raise dead weights so that they apply load to the structure. The method is great for safety; as the dead weights only need to be raised just clear of their supports. The operators are clear of the loads and the loaded structure. Being mindful of the future development of the XT, different engine weights are justified during the test sequence. Placards are used to show the loads that must be achieved for the validation of the test. In the same test sequence the wheel supports on the test frame are removed, the mast is connected and the loads are re applied for the demonstration of the in flight loads. It is a well thought out, smooth and efficient process. The structure passes without permanent deformation.

Test rig set up for 9g forward emergency landing conditions. 2385 kg of dead weights are sitting in the cradles.


bP0002823

9g forward ultimate test, emergency landing condition


Loads applied are:
Occupant restraint, bP0002831
Loads applied are: Occupant restraint, 1800 kg (3968lb) Fuel tank 585kg (1290lb) Oil tank 54kg (119lb) Engine 710kg (1565lbf) applied by winch / load cell. Following the test , the only damage was a bend of 2 degrees in the mast another bend in the shoulder belt tang that attaches to the lap belt. This bending is permitted in the Ultimate load test. All items of mass were retained from simultaneous loading. Additionally the occupant restraint was tested using the lap belts only. There is also a 15g forward engine restraint load applied in a separate test, in which engine mount loads applied are 1200kg, (2646lbf) applied by winch / load cell. No permanent deformation occurred. 1800 kg (3968lb)
Fuel tank 585kg (1290lb)
Oil tank 54kg (119lb)
Engine 710kg (1565lbf) applied by winch / load cell.
Following the test , the only damage was a bend of 2 degrees in the mast another bend in the shoulder belt tang that attaches to the lap belt. This bending is permitted in the Ultimate load test. All items of mass were retained from simultaneous loading. Additionally the occupant restraint was tested using the lap belts only. There is also a 15g forward engine restraint load applied in a separate test, in which engine mount loads applied are 1200kg, (2646lbf) applied by winch / load cell. No permanent deformation occurred.

Fuel tanks


Fuel tanksMust be shown to be capable of retaining their contents under all of the accelerations given in the design standard. The fluid pressure from the 9g forward emergency landing loads apply the greatest pressure. Applying this using air pressure within the entire tank is very simple and conservative. The pressure applied is 6 psi. The tank retained the pressure.

Rear wheel wishbone testing


Rear wheel wishbone testingThe structure is attached to rigid mounts, vertical loads are applied to the wheel via hydraulic ram and greased plate. Horizontal loads are applied via winch and load cell. There are multiple combinations of wheel spin up loads, side loads and vertical loads to be tested. Bearings are subject to additional load carrying ability in the design standard. Further justification is provided by analysis, to cover bearing factors.

Fuel and oil lines must be made from fire resistant materials


bP0003777The test shown is a calibrated flame impinging on a fuel line containing static water. The test exposes the hose to the part of the flame at 1100 °C (2012 °F) for 5 minutes. After the test flame exposure, the fuel line must remain flexible and retain its contents at operating pressure.