Tweet
hello mark, thanks for your detailed well explained replies. I would never have wanted destructive or near destructive testing with people on board. my idea was , and one that I had never spoken to max about, but just an example would be to do the comparisions as you have listed out above in your previous post. a before and after exercise. there are other gyros out there that could have it done on.
-
-
Yeah thanks Tony,Having jumped in and commandeered Max"s thread I"ll tone down a bit, for the moment. I think it"s fairly obvious to all that I"m deeply concerned about a possible Australian re-emergence of RAFs with all their myriad problems. Pre 2008, RAFs had to be granted individual Instruments because they were overweight. When the 600 kg gross weight became completely entrenched no more overweight Instruments were issued by CASA because the 600 kg was then seen as an appropriate upper limit. The main casualty of the 600 kg was the RAF, because it is so much heavier than its European "competitors".In terms of research, the UK research is the ONLY scientifically authoritative research in the world about gyroplanes, so we have to sit up and take real careful notice of what it says. That"s because Coroners in each State of Australia will also treat that UK government-funded research as authoritative.ASRA is a robust and sometimes turbulent organisation, where everyone has their own opinions and most aren"t shy in expressing them! But, no matter what is said, there"s just no getting around the fact that the UK research is the only reliable research ever done.Perhaps I am getting a tad touchy and sensitive, but far too much of my personal time over the past 4 years has been burned up with all the emotionally taxing and time-consuming follow-through work associated with fatalities. Some of the fatalities have been just totally dumb, others have been genuine heart-wrenching tragedies. All tend to have a corrosive wearing effect on the ASRA volunteers involved in the accident investigation process, leading to the possibility of "burnout". We have perhaps the dubious distinction of now putting out by far the highest quality fatal accident investigation reports in the recreational sector!That"s probably the main reason why when someone like mr rafgyro.com.au comes along that I become extremely concerned and apprehensive.Have a good weekend!Mark ReganMelbourne
Comment
-
I gota commend everyone on this thread, specialy Mark n Max.Mark had the balls to point out that Maxs machine is far from ideal in the weight layout, and Max hasnt burred up over pride.Its been supprisingly civil.
Which is why iv stayed out of it.
Comment
-
I gota commend everyone on this thread, specialy Mark n Max.Mark had the balls to point out that Maxs machine is far from ideal in the weight layout, and Max hasnt burred up over pride.Its been supprisingly civil.Which is why iv stayed out of it.Very well said Birdy.Was wondering where you were
Comment
-
The way I see it we live in a dangerous world. But if you are aware of the dangers then you have a good chance of survival. Look both ways when crossing a road. Don"t hold your breath when ascending with a scuba tank. Don"t fly too slow in a fixed wing. Never perform a neg. G in a gyro. Never ride on your trail bike with a dirty harry across the handle bar with a round up the spout. Always get someone to check your pack before skydiving. Never criticise the wifes body shape. The list goes on.
Comment
-
Us newcomers to the gyro world learn a lot from these type of discussions. Constructive criticism I believe is a good thing and coming from fellas that have been around gyros forever makes us newbies pay attention.Mind you I don"t mind seeing a bit of mongrel on the forum.
Comment
-
Us newcomers to the gyro world learn a lot from these type of discussions. Constructive criticism I believe is a good thing and coming from fellas that have been around gyros forever makes us newbies pay attention.Mind you I don"t mind seeing a bit of mongrel on the forum.A good post there Rick! When I was learning to fly gyros & in the period after,
Comment
-
"The law is an ass" but there a LOT of asses out there.
Comment
-
[i]Under my rock I go......
Comment
-
David.....no abuse on the forum......aren"t you flying "under the radar".....no nonsense mister.......whilst my comments were generalised they have specifics embedded but Mark previously alluded to such.
Comment
-
Well JC, I read your post and I think what you"re saying that if instruction was better quality all round, then people would be better trained and less likely to be caught out in a PIO leading to PPO situation. If that is your proposition, then I readily agree. I"m not sure, however, if you"re taking a swipe at CLT, because if you are I find it strange that you"ve chosen for your profile picture the black hunchback - one of the truest CLT machines on the Australian register, built by Murray B.The Board"s concern with stock RAFs with EJ22"s and HTD belt drives placing the prop axis well above the engine and not havng a horizontal stabilizer is that they are 12 inches high thrust line even before any extra junk is fitted into the pod, and in this configuration a concerning number of fatalities have occurred in the US, UK and elsewhere where a common feature of the fatality is that the flailing rotor has repeatedly struck the VS and rudder (confirming PPO). Other dubious characteristics of the stock RAF is that they weigh 360kg empty, and have seat tanks enclosed within the pod cabin with an attendant fire risk (4 Australian immolation fatalities from 3 accidents occurred due to this). Stock RAFs in the UK are VNE limited to 70 mph (not 70 knots) or 60 mph in turbulence. Another is that they have directional control issues with the doors on, leading to the UK requirement for doors off. Finally, a number of RAF accidents - including one in Australia - involve complete loss of directional control after single rudder cable failure, hence the UK requirement for centering springs.Now, Mr JC - would you want your son or daughter who learned to fly in something like an MTO Sport and who had racked up the minimum hours to get a pilot certificate to then walk over and get into a stock RAF and go flying in blustery conditions on a hot summer afternoon?RAFs can be flown competently by people who know what their problems are, but history has shown that their inherent tendency for PIO sometimes leading to PPO is always present. With a CLT design on the other hand, any transient PIO caused by a ham-fisted pilot chasing the controls shouldn"t progress to PPO because the CLT layout inherently makes PPO almost impossible.I hope this is making things clear.Mark ReganMelbourneTech Mgr
Comment
-
Very clear.
Comment
-
Yeah, well, your initials are J C
Comment
-
David.....no abuse on the forumSumone said they wanted abit of mungrel, you vollenteered, and i backed you up, idiot.But, if your interested, ill give my view.You should be able to build and test wotever you like, be it a gyro, mars rocket or bombelt.( this is where most of the genuine ideas come from, and create real progress)But i draw the line wen the gyro, rocket or belt is built for two.The other person, even if they do trust your knowlage are putn their life in your hands, so you better be damn sure you know the facts.I dont givea sh!t bout most laws either, but its the ones left behind that youll have to deal with, and i dout theyd give one bout the law either.
Comment
-
[i]Under my rock I go......
Comment
Comment