Double amputee Solo in RAF 2000

[gyroo]

Hi T-Bird,I do thoroughly enjoy seeing vids of gyro control sticks with zero stick shake - it suggests to me that the owner / operator has spent a great deal of time getting everything "exactly right". Balancing, shimming and all the other tiny adjustments that can be made will generally pay off if done correctly.The number of gyros out there that have moderate to sometimes severe stick shake has always concerned me, but it seems that quite a few people are prepared to accept significant stick shake as "normal". On the other hand there ARE some gyros out there with genuinely almost-zero stick shake in straight and level - and that"s obviously what we should all aspire to.These 2 vids were taken on a brilliant day too, perfect for showing off the hands-and-feet-off-controls. Of course, in comparison to helicopters, most if not all gyros - if set up correctly - should readily fly "hands off", although I don"t condone the practice. 1st and 2nd generation helicopters (Bell 47s and UH-1H, for instance), generally can"t be flown hands-off-cyclic for more than a few seconds, because the cyclic usually tends to slowly "fall over" as well as sometimes starting to oscillate slightly (or both). 3rd generation such as BlackHawks can reportedly be flown "hands off cyclic" for lengthy periods because of the enhanced and improved "artificial feel" designed into the cyclic system and their autopilots and flight directors.Gyros have a significant advantage over most helicopters by having mechanically simple tilting hubs where their pitch and roll pivot hinges are 4 to 6 inches lower than the CofG plane of the rotor, which necessarily will - or should - result in a capability for "hands free" if everything is set up nicely. This is because the gyro is hanging from the rotor teeter bolt and the pitch and roll pivots are 6 to 8 inches lower between the teeter bolt and the CofG of the gyro, so there should be a tendency for these 4 points to basically want to line up if everything is configured correctly: hence - non-augmented "hands off" is possible.Those 2 vids, however, aren"t the slightest bit helpful in any way in relation to any inquiry into, or concerns about, the dynamic behavior of RAFs, or their short and long period pitch response, or response to sudden turbulence, or response to ham-fisted piloting, or response to sudden and significant power changes.I did, however, enjoy watching them. Thanks!Mark R

[t-bird]

Murray BakerThese videos are for you no hands on controlshttps://m.youtube.com/watch?v=73Bu56KwIHAhttps://m.youtube.com/watch?v=qsd5jVZg1KI

[t-bird]

Hi Disco I think that it could only be training. Here is a video of the side view - looks pretty much standard to me.https://m.youtube.com/watch?v=e1vZIW40_IwSolo hours are hear say. Total hours are verifyable.

[Disco]

It is pretty amazing that assuming t-bird"s figures are right the raf has such different safety history over there than in other parts of the world.

[t-bird]

Hi MarkThe 20 000 hours are accumulated by 46 plus Raf"s. Not by a single individual. Gyro"s have to get a yearly inspection that have to be submitted to Raasa and the Caa after which an ATF Authority to fly is issued. I don"t think the owners will overstate the hours as it will increase the maintenance cost.

[gyroo]

T-Bird,20,000 hours is a heck of a lot of hours but not as many as Waddles has, I reckon. Obviously I am intrigued about whether the hours figure - wherever you got it from - is reliable and accurate, and if so what is the distinguishing feature about South Africa as against the experiences in the UK and the USA? Obviously you have been at pains to point out that South African training is extremely rigorous, and I see no reason to challenge what you say on that.As I"ve said earlier, with really proper and rigorous training a person can learn to do anything that involves a level of hazard or risk - even juggling running chain saws and axes, or handling cobras.I"ll just stick with my aspiration that our register will one day not have any designs on it with known dynamic shortcomings.And I also completely agree with Disco"s last post. Apparently not having a passenger carrying authorization is not a direct causal feature of the South Louisiana double fatality - being inexperienced and flying a gyroplane with a known tendency for PIO that worsens to PPO is the direct causation.But, in no way should my comments be brushed-off as me not caring whether a person is authorized to carry passengers or not. I will always insist that people"s paperwork and authorizations are up to scratch if they are actually flying or intending to fly soon.Cheers,Mark R

[Disco]

A passenger endorsement is a legality.

[t-bird]

I agree with 90 % as to

[RickE]

Pretty sad to see what started out as a good news story turn into a s#%t fight.

[maulonir]

I flew a RAF in NZ a few years ago, this machine had the Paul Bruty tail/stab modification.

[eigyro]

Thanks, Mark. You hit the nail right on the thumb.Any distraction from the central issue will do for T-bird.Including what he wrongly thinks is my flight experience. (Another attempted distraction).You are right, Muz, and I accept blame for distracting attention from the guy"s achievement.I was provoked by the dishonesty of the "stock RAF" claim.I"m done here.

[MadMuz]

Can the thread please go back to the original topic now and any more stability stuff go to a new thread.... I for one would be interested to hear how our mate is doing, has he done any more subsequent flights since his solo and how is he progressing?

[asra]

I disagree wholeheartedly concerning PIO and AIO, airframe induced oscillation.A standard RAF, or any other un-dampened HTL gyro will go into oscillation all by itself with the stick fixed.

[t-bird]

Hi MarkIt was a simple question and I don"t want to create the impression on an open forum that a passenger endorsement is only a legality. Eigyro gyro have less than 15 hours and is under the impression that a passenger endorsement is a legality.

[Tim]

ASRA CONSTRUCTION REQUIRMENTS FOR COMPLIANT GYROPLANESIt must be possible to maintain any required flight condition and make a smooth transition from one flight condition to another (including turns and slips) without exceptional piloting skill, alertness or strength and without danger of exceeding the limit manoeuvring load factor, under any operating condition probable for the type, with the engine operating at all possible associated power settings within the allowable range, including the effect of power changes and sudden engine failure. Normal variations in pilot techniques must not cause unsafe flight conditionsNo longitudinal oscillations with periods less than 5 seconds shall be exhibited with primary cyclic controls fixed, and with primary cyclic controls free.