![]() ![]() ![]() As of January 2010 these MPDs include repetitive inspections for rotor blade cracks, a one time installation of an emergency egress placard, a one time replacement of control system components and a one time inspection of rudder cables. ![]() Like almost all UK-approved amateur-built designs the RAF 2000 is subject to Civil Aviation Authority Mandatory Permit Directives, similar to airworthiness directives for certified aircraft. The RAF 2000 is unusual amongst autogyros in that it does not have a horizontal tailplane – although aftermarket horizontal tailplanes are available. This results in a power application causing a nose-down pitching moment and increases the risk of tail to main rotor contact. Īs a result of test flying in the UK the RAF 2000 has been documented as being subject to Power Push Over (PPO), whereby the thrust line is above the aircraft's vertical centre of gravity. The aircraft kits were manufactured by Rotary Air Force Inc of Canada until April 2007 when the marketing and manufacturing rights were transferred to UMRTC Eben Mocke located in Upington, South Africa. The RAF 2000 was a development of the single seat RAF 1000 and was designed primarily by Bernard J Haseloh. Hope that anyone considering gyro's will find it interesting. The following is an article I published a few years ago, and it deals with my perspective of the safety of gyro's, as I see it, as someone flying the 'heavy metal' as well. AIRLINE PILOT'S PERSPECTIVE ON THE SAFETY OF GYRO'S. Airline Pilot's perspective on the safety of gyro's. Innovation in design of the RAF rotor system coupled with the power of the Subaru engine gives the RAF 2000 the largest payload of. ![]() The reliable four-cylinder opposed Subaru engine gives the RAF 2000 smooth acceleration through the full range of speed, accelerating to 100 MPH with ease. The RAF 2000 is one of only a few autogyros with type approval from the Light Aircraft Association in the United Kingdom. ![]()
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