Sid,
I need to be careful here, and try not to interject my own
bias relative to choices made regarding
my own project. Instead, I will make a conscious effort to simply say what has been, and continues to be on my mind as I prepare for this build.
There can be no denying the
fact that a wood and wire aircraft is not as crashworthy as more modern designs. This is a
tough call to make, one that requires a tug of war between
conscience and desire.
The one thing going for most of these replicas in this weight class is reduced inertia,... only that should come into play more so with some degree of continued airframe control until impact. This wing failure accident brought Gontermann down at some unknown but, obviously unacceptable rate of descent.
Clearly, most G.A. accidents are survivable, the data is undeniable in that regard. So for the purposes of this thread, we are in fact then,
preparing for this survivable accident where crashworthiness is concerned.
What to do about this???......Possible remedies?
1) Modify structure to reflect more modern advances,...examples of which would be, airfoil shape, airframe material selection (4130 tubing),..etc.
You have several gains here that I can see,... a more simple cost effective method to build, better crashworthiness, better lift with new airfoil. Authenticity of course, is lost. The problem that I have found with this, is the simple fact that it would be an entirely new design. Then the next problem becomes, is that I am not a qualified aeronautical engineer.
This is not to say that one needs to be an aeronautical engineer. The home-built industry has generations of examples flying around out there designed by average Joe's (pun intended). No,... this is more of a personal comfort decision. Steve Culp told me that he had learned from Curtis Pitts to take any existing design and shape it into what you want. Perhaps so,...but not for my first time out.
2) Install as you mentioned, a BRS system.
Here, the main advantage is giving the pilot an actionable option in the event of complete loss of airframe control, (from whatever cause), at an altitude that negates the egress option, (if so equipped anyway). Clearly, Gontermann would have benefited from a successfully deployed system.
I am continuing to study this issue with regards to my own project. Cost for my gross weight is approximately 8K (US), and about 38 lbs. Of keen interest is the installation in Ted Calahan's spectacular aluminum tube Graham Lee Nieuport 11.
Nieuport 11 N124TD BRS-750 Softpack Installation This location on my own chosen design, housed a secondary fuel tank.
Regarding a BRS installation, there are several questions to be answered with regard to a wood and wire craft in the weight class of a Sopwith Baby, but of primary interest is.........
1) What local loads on the structure would be imparted by the opening shock of deployment, and would any modifications be necessary? This is an open question I have shelved for the moment to be answered at some future date.
2) May very well have to scrap side by side seating, in favor of single as original.
3) How to mitigate the hazards of the deployment system itself.
The Case for Authenticity in WWI Replicas
This discussion is about crashworthiness of an authentic design, which in my opinion, is clearly shown to be not up to modern standards. Jumpinjan once said to me on this very forum,..."Joe, haven't you ever heard that with authentic aircraft, come authentic risks"? A damn profound statement, that I have not forgotten.
So why do it then?
1) I suspect this has less to do with flying, and more to do with the machines themselves and the era in which they flew. After all, everyone who has ever built one of these was faced with a myriad of other choices. I hope to mitigate these risks as much as practical without robbing the machine too much of what truly makes it unique.
2) Because there may not be a second project due to logistical, financial, personal,...etc...reasons.
3) Clearly, authenticity has historical, emotional and, monetary value.
Conclusion
Here's the thing......
If 70 % of accidents are preventable by the pilot, then that's where I want to really, really focus,...me! I have to continuously remind myself that yes,..It can in fact "happen to me!" That other 30 %, Well now,...that's why we're here, to tweak that in our favor as much as possible!
Spectacular stuff Sid, very thought provoking,...thank you!