For 18 years I worked with a great team at BRS Parachutes (as it was then called; they since renamed it to BRS Aerospace as they ventured into defense contracting). I left more than a decade ago and this website has since been my new home. I worked at BRS before parachutes were accepted and it was a great challenge and joy to help bring this life-saving product to market. The huge breakthrough that allowed BRS to gain the level of mainstream approval it enjoys today was one company: Cirrus Design. Co-founder Alan Klapmeier had lived through a mid-air collision and was determined his SR20 would have a whole-airframe parachute on it. While the ’20 and ’22 have much to speak for them, the models were distinguished in all of aviation by being “the parachute airplane.” Having a BRS system on board certainly helped and may have been one of the main reasons for the company’s success — with more than 4,000 aircraft sold in the last dozen or so years that are otherwise not aviation’s strongest period.BRS Moves Upward; Saves Those Moving Downward
A South American Rans being flown aerobatically is seen under canopy. photo by Gabriel Luque, courtesy of BRS
For 18 years I worked with a great team at BRS Parachutes (as it was then called; they since renamed it to BRS Aerospace as they ventured into defense contracting). I left more than a decade ago and this website has since been my new home. I worked at BRS before parachutes were accepted and it was a great challenge and joy to help bring this life-saving product to market. The huge breakthrough that allowed BRS to gain the level of mainstream approval it enjoys today was one company: Cirrus Design. Co-founder Alan Klapmeier had lived through a mid-air collision and was determined his SR20 would have a whole-airframe parachute on it. While the ’20 and ’22 have much to speak for them, the models were distinguished in all of aviation by being “the parachute airplane.” Having a BRS system on board certainly helped and may have been one of the main reasons for the company’s success — with more than 4,000 aircraft sold in the last dozen or so years that are otherwise not aviation’s strongest period.
I got an excited email from an old friend and company founder, Boris Popov (video), the founder of the BRS enterprise. In his current role as Senior VP of Aviation Sales, Boris wrote, “[It was a] great weekend for BRS saves!” Given the nature of recreational use of airplanes, weekends are fairly common times for airplane flights and therefore potential parachute deployments. Here’s the twin events that Boris related: (1) In Claveau, France a Cirrus SR22 (tail “numbers” F-HAPH) lost power over unlandable terrain. Two people were on board and had no injuries, making two “saves” numbered 304 & 305 for BRS. They deployed at 2,000 feet above the ground. (2) In Buckhannon, West Virginia, an SR22 (N450TX) lost power on long final approach, deploying at about 550 feet above the surface. The plane and sole occupant pilot landed on pickup truck but he walked away as did the French couple. This makes “save” 306 for BRS. I can say from my days inside the building that these reports truly make the day, not only of managers and stockholders — and certainly not least the saved occupants — but for the unsung hero technicians who labor carefully to build and assemble the BRS systems. Congratulations to all!
At AirVenture 2013, BRS showcased their product for the RV-7 & RV-9. Regretfully, no such product is presently in design for Van’s LSA model, the RV-12, but hopefully it will follow. In Oshkosh BRS displayed a fuselage mockup (photos) to show where the unit is located and how the parachute system is positioned for optimal function. The round cylinder (arrow) is the rocket, a very powerful, instantly accelerating motor that can most authoritatively punch through a weakened panel, remove the large but densely packed canopy from its cradle, and pull it to what’s called line extension. Time to a taut line is about one second after the handle is pulled in the cockpit. As has been repeatedly shown this can be successful to surprisingly low altitudes, as little as 200 feet depending on the situation. I’ve witnessed the testing thoroughly and am always pleased to have an airframe parachute on an airplane I might fly. Van’s Aircraft makes a great, well-proven design but things happen beyond the control of the pilot (mid-air collision, loss of engine at night or over unlandable terrain, loss of control, incapacitation of the pilot, etc.)
Our great friends over at General Aviation News wrote recently about BRS’s news for Cessna 182 owners. (If you don’t get GA News’ “The Pulse of Aviation,” click the link to sign up for the free daily eNewsletter.) As mentioned above, I spent years at BRS and one of the most common resistance points was that adding a parachute would decrease payload. It does, but come on! — if you ever need a parachute and you don’t have one … well, you’ll never need one again. So today’s update from The Pulse reported that BRS has a great fix, at least for Cessna 182 owners (sorry LSAers, not yet). The Pulse, editors wrote, “BRS Aerospace … recently reported that Cessna 182P and Q model owners who install a BRS system will gain a 160-pound gross weight increase. The BRS is STC approved for the Cessna 172 and 182 models. This new iteration of the BRS will increase the net useful load by 65-75 pounds after the installation of the parachute, and will not require any modifications or additional hardware to the airframe once the BRS unit is installed, company officials said. ‘Now, operators can fly with the assurance of a BRS on board,’ Boris commented, ‘and have an additional 65-75 pounds of useful load to utilize as they wish. This is a win/win opportunity for operators.’ In addition, this new option will be at no extra cost to the purchaser, and is now included in every BRS C182P and Q sold, officials noted.”
For 18 years I worked with a great team at BRS Parachutes (as it was then called; they since renamed it to BRS Aerospace as they ventured into defense contracting). I left more than a decade ago and this website has since been my new home. I worked at BRS before parachutes were accepted and it was a great challenge and joy to help bring this life-saving product to market. The huge breakthrough that allowed BRS to gain the level of mainstream approval it enjoys today was one company: Cirrus Design. Co-founder Alan Klapmeier had lived through a mid-air collision and was determined his SR20 would have a whole-airframe parachute on it. While the ’20 and ’22 have much to speak for them, the models were distinguished in all of aviation by being “the parachute airplane.” Having a BRS system on board certainly helped and may have been one of the main reasons for the company’s success — with more than 4,000 aircraft sold in the last dozen or so years that are otherwise not aviation’s strongest period.
I was mighty busy last week, talking about my 
Meanwhile, why all this heated talk? To my knowledge — and John knew no differently — only three LSA manufacturers actually pursued IFR-equipped aircraft: 
So, are all those who express concern about the future loss of IMC privilege flying a properly equipped LSA? John Hurst and I doubt it. Neither of us believe many LSA have been sold that are properly outfitted for IFR flight. (John has one for sale right now.) Conversely, many “Day/Night VFR” LSA are marvelously equipped with high-tech systems like 
We don’t have all these answers yet. John and I agreed to try to determine how many true IFR LSA may have been delivered. Personally I’d be surprised if we’re talking more than a few dozen out of nearly 2,000 SLSA sold in the USA
In 2013, this a tale of two men named Alex and a familiar brand in the light kit arena. The longtime friends got together in central Florida after Alex R purchased the rights, designs, and inventory of Aero Adventure. While Alex R continues his work in the banking business, he tapped his friend to manage the refreshed enterprise. In a sign of true friendship Alex G willingly departed the western USA to help his old buddy. Rolinski is a longtime pilot, an A&P mechanic, and did service in the Air Force as a Flight Engineer. Both men seem highly motivated and ready to do more with this long established company. Long ago, Aero Adventures (under a different company name in those days) created the Buccaneer one and two place ultralights. Steady evolution lead to the Aventura and the collection of old and new aircraft resembling the original makes one of the early success stories in what was then the ultralight industry. The company under various leaders built more than 1,000 airplanes.
Of that fleet Alex Rolinski reported that more than 160 are the two place Aventura II versions that today form the heart of the business. However, he added and Alex Gutierrez reinforced that a single place model is also available and they expect to put more time into developing it. Why? Well … price is important to many potential buyers. So let’s summarize. In the world of seaplanes expect to spend considerably more; 25% or more is not uncommon to go from a land plane to an amphibious float-equipped version. If you evaluate such aircraft, even in the LSA space (and it’ll be a great deal more for a certified seaplane), prices begin at around $150,000. Yet here is Aero Adventure offering a two-place airframe kit for $25,000, with Rotax 582 engine for about $33,000. If you go whole hog with the Rotax 912 or Viking engine, you might lay out as much as $70,000 … less than half what you might otherwise spend. Of course this is not an ASTM-compliant LSA and you’ll have to build the airplane. However, price-conscious buyers recognize these are more affordable choices for an airplane that boasts more than 20 years of history. Alex R and Alex G both indicated they will also pursue a Part 103-capable version, however, you may need to shop for an engine as the Rotax 447/503 they’d use is no longer in production (fortunately plenty of used engines are available; this will further restrain the cost to get airborne).
When we visited Aero Adventure, we were shown around by Business Manager Alex Gutierrez. Jumping into aviation to help his friend, I was impressed by his depth of knowledge in only a few months. Alex G helped with the move and though they still have work to sort out lots of parts, tooling, and details, their progress looked good. The factory floor had airplanes in for updates or maintenance and they benefit from their own paint booth (photo). With more than a thousand airplanes out in the field, Aero Adventure has a business foundation. Among their developments, they’ve fitted the Florida-based Viking engine 
