Zephire helicopter parachute
This is a well questioned path on this forum. To operate single-engined over "hostile" terrain requires a number of mitigations to be in place to reduce the risk in the event of an engine failure. Commercial or Military operators are very familiar with these, and again I would be fascinated in the data that shows an engine failure (or drive issue) at altitude that can't be managed with a correctly executed autorotation, including zero speed onto rugged terrain. The main risk mitigation for non-commercial operations should be not to operate over "hostile" terrain unless absolutely imperative
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I gotta say I'm a bit negative about parachute systems for aircraft, although one of the instructors at our school popped the chute in a Cirrus after an engine failure over non-hospitible terrain and she seems to like it 
My question is what's the deal with mounting it to the mast? Seems like it would have made more sense to mount it to the cabin structure so that if the mast/rotor decided to leave and go away that the parachute would stay with the aircraft?
What I've always wondered is why we can do the giant airbag thing like the Mars Exploration Rover and Mars Pathfinder used? Just how big an airbag would a S92 require?
My question is what's the deal with mounting it to the mast? Seems like it would have made more sense to mount it to the cabin structure so that if the mast/rotor decided to leave and go away that the parachute would stay with the aircraft?
What I've always wondered is why we can do the giant airbag thing like the Mars Exploration Rover and Mars Pathfinder used? Just how big an airbag would a S92 require?
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Aside from clearing the rotor, that location guarantees an upright (or nearly upright) landing, where the undercarriage might absorb some of the shock, and some seats are designed to collapse vertically if it's a rough parachute touchdown. The occupants also have the best chance of exiting safely if the helicopter is upright, especially if ditching in water. It's why Cirrus locates their ballistic parachute at, or near the C.G. as well. I still think it's not a great idea, and it sure isn't going to help the aerodynamics. But the location seems sound to me.
What I've always wondered is why we can do the giant airbag thing like the Mars Exploration Rover and Mars Pathfinder used? Just how big an airbag would a S92 require?
On Earth, an air bag wouldn't do anything a successful autorotation wouldn't accomplish. In a situation where an auto isn't possible -- like that awful Leicester City crash -- I don't think any airbag of reasonable size and weight would have cushioned the landing enough for survival. Not from that height. A ballistic parachute might have worked, but it would have to be huge, and fired immediately. I think that accident happened around the minimum altitude for this smaller system to be effective.
A helicopter heavy landing/crash usually involves multiple bounces/rolls on the ground. An airbag inflates quickly and deflates almost as quickly, so no protection for the second and subsequent bounces.
It would also probably push the cyclic back at the pilot's delicate areas, rather forcefully, and also breaking the right wrist.
It would also probably push the cyclic back at the pilot's delicate areas, rather forcefully, and also breaking the right wrist.
It does depend on the mast and rotor head surviving, but complete departure is fairly rare.
Statistically for most but hot all....of late.
Vertical Magazine article: https://www.verticalmag.com/news/cur...utm_content=V1
Although the test was performed from 300 meters, based on the results, Curti believes the parachute could be successfully deployed at any altitude over 150 meters (500 feet), or possibly even lower if the aircraft carries some forward speed.
The design team made the decision to stop the rotation of the main rotor blades as part of the parachute deployment sequence. This was for two reasons: first, to avoid airflow disruptions that could slow the opening of the parachute, and also to reduce the risk of injury at touchdown.
“What we have observed in helicopter crashes is that often most of the casualties are created by the rotor blades that are out of control,” Cantelli explained. “So we think that if you cannot perform autorotation for any reasons, it is better to touch the ground without any rotating blade.”
In the remotely piloted test, this stoppage was accomplished through a deliberate series of steps. The engine was cut off, the collective was raised to decrease main rotor RPM, and then the rotor brake was applied before the parachute was ejected. However, Curti plans to make this sequence automatic in the version of the system that is made available to customers. “We will have a very simple lever that will activate everything, but with no sensor activation, so it will always be at the choosing of the pilot,” Albertazzi said.
The design team made the decision to stop the rotation of the main rotor blades as part of the parachute deployment sequence. This was for two reasons: first, to avoid airflow disruptions that could slow the opening of the parachute, and also to reduce the risk of injury at touchdown.
“What we have observed in helicopter crashes is that often most of the casualties are created by the rotor blades that are out of control,” Cantelli explained. “So we think that if you cannot perform autorotation for any reasons, it is better to touch the ground without any rotating blade.”
In the remotely piloted test, this stoppage was accomplished through a deliberate series of steps. The engine was cut off, the collective was raised to decrease main rotor RPM, and then the rotor brake was applied before the parachute was ejected. However, Curti plans to make this sequence automatic in the version of the system that is made available to customers. “We will have a very simple lever that will activate everything, but with no sensor activation, so it will always be at the choosing of the pilot,” Albertazzi said.
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Vertical Magazine article: https://www.verticalmag.com/news/cur...utm_content=V1
Any volunteers?
sure so long as initiation height is 10,000’+ft AO and no door installed and wearing your own parachute with skyhook.
Zephir - ballistic parachute aside
New detailed YouTube video here:
The ballistic parachute hype aside, Curti is set to become a new competitor for the certified ultra-light helicopter market (> 700 kg MTOW). Clearly taking a shot at Robinson, while not missing to also pass criticism at the underpowered Guimbal Cabri G2.
Powered by the 180 kW PBS turboshaft engine from the Czech Republic (derated to 108 kW for hot & high performance). 87 KTS cruising; 100 KTS max level speed; VNE 102 (ouch! that tells something). 120 lt tank gives - at that speed - 2 hrs endurance, or 172 NM reach, with only 10 min reserve. (Aux tank is planned, but there goes the luggage compartment.)
Specification from Curti's website
Price - wait for it - USD 500k. That's the same as a R44 Raven II. Maybe if it was a 3 or 4-bladed helicopter with the aerobatic capabilities of the Cabri, the extra performance at altitude and would set it apart. But the Zephir features a classic 2-bade teetering rotor system.
The ballistic parachute hype aside, Curti is set to become a new competitor for the certified ultra-light helicopter market (> 700 kg MTOW). Clearly taking a shot at Robinson, while not missing to also pass criticism at the underpowered Guimbal Cabri G2.
Powered by the 180 kW PBS turboshaft engine from the Czech Republic (derated to 108 kW for hot & high performance). 87 KTS cruising; 100 KTS max level speed; VNE 102 (ouch! that tells something). 120 lt tank gives - at that speed - 2 hrs endurance, or 172 NM reach, with only 10 min reserve. (Aux tank is planned, but there goes the luggage compartment.)
Specification from Curti's website
Price - wait for it - USD 500k. That's the same as a R44 Raven II. Maybe if it was a 3 or 4-bladed helicopter with the aerobatic capabilities of the Cabri, the extra performance at altitude and would set it apart. But the Zephir features a classic 2-bade teetering rotor system.
