Zephire helicopter parachute
Avoid imitations
Joined: Nov 2000
Aviation Qualifications: ATPL
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From: Wandering the FIR and cyberspace often at highly unsociable times
I never fly that high. What's the minimum altitude for successful deployment/stabilisation of descent?
Thread Starter
Joined: Jul 2003
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From: Brum
A bit of digging... Zephir website
Zefhir is the first helicopter in the world to be fitted with an innovative ballistic parachute rescue system.
The parachute offers an unprecedented level of safety in emergency conditions when autorotation is not an option.
Equally significant is the extremely low minimum deployment altitude of only 150 m (450 ft).
The parachute offers an unprecedented level of safety in emergency conditions when autorotation is not an option.
Equally significant is the extremely low minimum deployment altitude of only 150 m (450 ft).
Joined: May 2002
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From: Downeast
I will have to get a second cup of coffee and think about this a bit before responding.
Having flown helicopters for more than a few years and been involved in both military and civilian parachute jumping....and having an air bag equipped vehicle......I have some questions about the system being undertaken.
Having flown helicopters for more than a few years and been involved in both military and civilian parachute jumping....and having an air bag equipped vehicle......I have some questions about the system being undertaken.
Below the Glidepath - not correcting
Joined: Jun 2005
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From: U.S.A.
Assuming this company has done its homework, it would be interesting to see what data they are using to establish the frequency of
If (amazingly) it shows that low-time PPLs in small, low inertia, aircraft are likely to be in this position more than other rotary pilots, there's always a dichotomy in adding weight and complexity to a small helicopter to increase safety. Good for them if it works, but until then, I'll keep watching the RRPM gauge and listening to the engine note.
emergency conditions when autorotation is not an option.
Avoid imitations
Joined: Nov 2000
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From: Wandering the FIR and cyberspace often at highly unsociable times
Joined: Nov 2008
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From: UK
Obviously enter autorotation first, establish a ROD then deploy the shute, then confirm deployment of shute before gently raising lever to bleed off RRPM and apply rotor brake I should think... Could be useful if donk quits at night or IIMC etc or if over a city where you would not want a spinning rotor to decapitate pedestrians...
Avoid imitations
Joined: Nov 2000
Aviation Qualifications: ATPL
Posts: 15,110
Likes: 1,083
From: Wandering the FIR and cyberspace often at highly unsociable times
Obviously enter autorotation first, establish a ROD then deploy the shute, then confirm deployment of shute before gently raising lever to bleed off RRPM and apply rotor brake I should think... Could be useful if donk quits at night or IIMC etc or if over a city where you would not want a spinning rotor to decapitate pedestrians...
Joined: May 2010
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From: PNW
Imagine the sequence with that field where it set down, with some high-tension power lines in the background. At least with an auto, you have a little control over where you're going to set down. With a parachute, you're at the mercy of the wind.
A ballistic parachute is a reasonable option for single-engine Cirrus planes, because the alternative is finding a big patch of open area to glide into. Not always easy in built-up areas, hostile terrain, or open water ditching at speed. On a helicopter, maybe not so much. Plus the added weight, aerodynamic drag, and risk of accidental deployment. I think it would have to be a purpose-built design, like a "safe Robby" for the entry-level private owner with some bucks to spend (like Cirrus).
A ballistic parachute is a reasonable option for single-engine Cirrus planes, because the alternative is finding a big patch of open area to glide into. Not always easy in built-up areas, hostile terrain, or open water ditching at speed. On a helicopter, maybe not so much. Plus the added weight, aerodynamic drag, and risk of accidental deployment. I think it would have to be a purpose-built design, like a "safe Robby" for the entry-level private owner with some bucks to spend (like Cirrus).
Below the Glidepath - not correcting
Joined: Jun 2005
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From: U.S.A.
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.