The head on the 902 is not semi rigid and employs a form of droop stop so there is always a danger of blade sail. I have shut the aircraft down in winds up to 50kts and there is a lot of movement especially if it is gusty.
The rotor brake on the 902 can be applied at 70% Nr which is as soon as you switch the engine control switches from IDLE to OFF. As there is no cooling period at IDLE with the P&W engines the aircraft can be shutdown within seconds of landing.
The rotor brake is one of the many good features of the aircraft and probably came off some American muscle car.
Having flown the Lynx and being current on the 135 and 902 I can safely say that the 902 is quicker to start and stop than either of them.
No doubt one of the 902 knockers will chip in that a good rotor brake isn't much use if the aircraft is always in the hangar!
FNW