Ballistic Recovery Systems
|Traded as||OTC Pink: BRSI|
|Headquarters||St. Paul, Minnesota, United States|
|CEO and President Larry Williams
Vice President, Sales & Marketing Gary Moore
Ballistic Recovery Systems (commonly BRS and BRS Aerospace) is a manufacturer of aircraft ballistic parachutes.
The company was formed in 1980 by Boris Popov of Saint Paul, Minnesota after he survived a 400-foot (120 m) fall in a partially collapsed hang glider in 1975. As a result Popov invented a parachute system which would lower an entire light aircraft safely to the ground, assuring minimal, if any, injuries or casualties among its occupants. Typically with this system there is moderate structural damage to the aircraft immediately after parachute deployment and during the subsequent landing and recovery. The system can be used in the event of loss of control, failure of the aircraft structure, or other in-flight emergencies.
Popov was granted a U.S. patent on 26 August 1986 for the so-called Ballistic Recovery System (BRS) - patent US 4607814 A.
BRS was founded in 1980 and introduced its first parachute model two years later in 1982, with the focus on the ultralight aircraft market. The company recorded its first successful aircraft and crew recovery in 1983: Jay Tipton of Colorado.
In 1998 the company collaborated with Cirrus Design to develop the first recovery parachute system to be used on a type certified aircraft, the Cirrus SR20. They named the design the Cirrus Airframe Parachute System (CAPS). In 2002 BRS received a supplemental type certificate to install their parachute system in the Cessna 172, followed by the Cessna 182 in 2004 and the Symphony SA-160 in 2006.
Ballistic rescue parachutes
A solid-fuel rocket is used to pull the parachute out from its housing and deploy the canopy fully within seconds. Typically on ultralight installations the rocket is mounted on the parachute container. On larger aircraft installations the rocket may be remotely mounted.
Over the years the BRS systems employed have been improved and updated and the current version is the BRS-6. This has a separate rocket installation that can be removed from the parachute so the parachute can be sent for re-packing without the problems of trying to ship the rocket as well. Typically the parachute requires repacking every six years and the rocket requires replacing every 12 years.
The first ballistic recovery parachutes were on the market in 1982, and the first deployment was in 1983. Between then and April 2007, over 225 people were aboard 201 aircraft which deployed BRS parachutes; most of whose lives were presumably saved by those parachute deployments.
BRS Models are available for:
- The whole line of Cirrus Design general aviation aircraft. The Cirrus BRS models are known as the Cirrus Airframe Parachute System.
- Cessna 172, Cessna 182, Cessna 162
- Symphony SA-160
- Non-certified airplanes up to 1,800 pounds (820 kg) weight
- A wide variety of non-certified Ultralight aircraft
- A wide variety of Light Sport Aircraft (LSA). BRS is standard equipment on the following approved LSAs:
On 18 July 2008 BRS announced that its new 5000-series canopy had completed compliance testing to ASTM International standards. This new parachute system is intended to provide a recovery capability for much larger aircraft, including very light jets. Initial applications may include the Diamond D-Jet, Cirrus Vision SF50 and Lancair Evolution. FAA certification is being pursued to allow installation on certified aircraft.
Cirrus Airframe Parachute System (CAPS)
The CAPS is a whole-plane ballistic parachute recovery system designed specifically for Cirrus Design's line of general aviation aircraft including the SRV, SR20 and SR22. The design became the first of its kind used as standard equipment on a certified aircraft, and was adapted from the GARD system initially released for the Cessna 150. As in other BRS systems, a solid-fuel rocket housed in the aft fuselage is used to pull the parachute out from its housing and deploy the canopy full within seconds. The goal of employing this system is the survival of the crew and passengers and not necessarily the prevention of damage to the airframe.
Since the landing gear and firewall are a part of the structure designed to be crushed for energy absorption during impact after parachute deployment, Cirrus originally thought that the airframe would be damaged beyond repair on ground-impact, but the first aircraft to deploy (N1223S) landed in mesquite and was not badly damaged. Cirrus bought the airframe back, repaired it, and used it as a demo plane. It was eventually sold to another owner who destroyed it in a crash short of the runway.
The idea for CAPS came from Cirrus’ founders, brothers Alan and Dale Klapmeier, after Alan survived a mid-air collision in 1985 where his plane lost almost three feet of wing including half the aileron. From this experience, the Klapmeier brothers decided to implement a device on their Cirrus models that would give the pilot and passengers a way out in the worst-case scenario. The Cirrus Engineering & Design Team, led by Paul Johnston, started developing CAPS on the SR20 in Duluth, Minnesota during the mid-90s. It was first tested in 1998 by late Air National Guard F-16 pilot and Chief Cirrus test pilot, Scott D. Anderson. Anderson completed all seven of the in-flight test deployments of CAPS, before perishing the following year in an experimental test flight with an early production SR20 that had not yet been equipped with a ballistic parachute. The first emergency deployment of CAPS occurred in 2002 over Lewisville, Texas, and resulted in the survival of one uninjured pilot.
As of 7 July 2015, the CAPS has been activated 66 times, 53 of which saw successful parachute deployment. In those successful deployments, there were 107 survivors and 1 fatality. No fatalities, unsuccessful deployments, or anomalies (with the exception of one that is still under investigation) have occurred when the parachute was deployed within the certified speed and altitude parameters. Some additional deployments have been reported by accident, as caused by ground impact or post-impact fires, and 14 of the aircraft involved in CAPS deployments have been repaired and put back into service.
- BRS Aerospace (2009). "BRS History". Archived from the original on 5 October 2009. Retrieved 2009-11-17.
- "Patent US4607814 - Ballistic recovery system - Google Patents". Google.com. 26 August 1986. Retrieved 9 June 2013.
- Grady, Mary (November 2008). "BRS Lays Off A Quarter Of Staff". Archived from the original on 6 December 2008. Retrieved 2008-11-27.
- "BRS Lives Saved". Archived from the original on 25 April 2010. Retrieved 2010-04-21.
- BRS Announces 11th LSA Installation Complete: Financial News - Yahoo! Finance
- Pew, Glenn (July 2008). "BRS Announces Possible VLJ Parachute". Archived from the original on 3 August 2008. Retrieved 2008-07-21.
- "Getting Cirrus about Aircraft Parachutes". Retrieved 2014-10-26.
- BRS to offer parachute system for Cessna 150
- National Transportation Safety Board (October 2002). "NTSB Accident Identification: FTW03LA005". Retrieved 2008-12-14.
- National Transportation Safety Board (September 2004). "NTSB Accident Identification: CHI04FA255". Retrieved 2008-02-06.
- Karlgaard, Rich (October 2006). "What Caused Cory Lidle’s Crash?". Forbes. Retrieved 2014-10-26.
- "General Aviation Heroes Part IV - Dale and Alan Klapmeier of Cirrus Design". Retrieved 26 October 2014.
- Fallows, James (January 2015). "The Parachute That Saved a Plane". The Atlantic. Retrieved 2015-01-26.
- Fallows, James (June 2001). "Freedom of the Skies". The Atlantic. Retrieved 2014-07-16.
- Fallows, James (November 21, 1999). "Turn Left at Cloud 109". The New York Times. Retrieved 2014-10-26.
- Higdon, Dave (March 31, 1999). "Cirrus SR20 demonstrator kills test pilot in prison crash". Flighglobal. Retrieved 2014-10-26.
- Goyer, Robert (August 2010). "After Ten Years, Cirrus Chute Controversy Persists". Flying. Retrieved 2014-10-26.
- Cirrus Owners and Pilots Association (10 May 2014). "Cirrus CAPS History". Retrieved 13 June 2014.