Aerowerx
Well-Known Member
I was thinking about this, after some of the recent discussions on getting the extra 24 pounds weight on a part 103 ultralight.
One of the things emphasized during Private Pilot training is to always be aware of your options: "If my engine quit now, where can I land?" Always keep a clear field in site.
This would also apply to Part 103, IMHO. And I see no need to deploy the BRS unless there is a catastrophic failure.
As far as a catastrophic failure is concerned, stay inside the operating limitations of the airframe and there shouldn't be any failures. If there was a catastrophic failure then maybe the plane was poorly designed or poorly flown?
My concern is that some pilots may become complacent, thinking that they can always use the BRS if they get in trouble. But if they are flying properly with a well designed aircraft they should never need it.
One of the things emphasized during Private Pilot training is to always be aware of your options: "If my engine quit now, where can I land?" Always keep a clear field in site.
This would also apply to Part 103, IMHO. And I see no need to deploy the BRS unless there is a catastrophic failure.
As far as a catastrophic failure is concerned, stay inside the operating limitations of the airframe and there shouldn't be any failures. If there was a catastrophic failure then maybe the plane was poorly designed or poorly flown?
My concern is that some pilots may become complacent, thinking that they can always use the BRS if they get in trouble. But if they are flying properly with a well designed aircraft they should never need it.
