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Old 01-11-2017, 06:40 AM
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Steve_UK Steve_UK is offline
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Default ATSB Aviation Safety 2006-2015

Hi


Published today by the ATSB their yearly ten year period aviation safety report - in this case 2006-2015.

From airliners to gyrocopters and everything in between.

Lots of stats and graphs for stats and graph fans, and some conclusions too.

The link will take you to the ATSB download page - see PDF logo top right.

A search tool will take you to each mention of the word gyrocopter.

Read and learn.


http://www.atsb.gov.au/publications/2016/ar-2016-122/
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Old 01-12-2017, 03:45 AM
JAL JAL is offline
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Thats is interesting. The flight hours for gyrocopters, at least for the last five years, would be reasonable accurate as gyro pilots here in oz have to report how many hours they fly each year and the other pilots would too so they are comparable and not a lot of "guessing" is required.

The accident rate for gyros is better than than the helicopter accident rate for private/business operations, and was comparable to that for flying training. However the fatal rate is almost double of all other aviation types and is by the far the worst in Australia.

It seems survival rate in gyros suck. It just reinforces that gyros are the most dangerous form of flying regardless what people think.

The fact that they crash less shows that they can be flown safely but if you do crash your chances of survival are much lower. I think it is combination of the machines being unforgiving (when you fly outside the envelop there is no coming back and you die) and pilots flying them into things (it hard to survive hitting hard things at 50 mph)
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Old 01-12-2017, 06:33 AM
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Doug Riley Doug Riley is offline
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Pusher aircraft in general, and gyros in particular, have a couple of crash-protection "challenges."

First, a major mass, attached to which is a hot exhaust system and a propeller whose tip speeds flirt with the supersonic, is located BEHIND the pilot. I'm referring to the engine-prop unit, of course. An arrival to earth in a nose-down attitude causes the pilot to hit the ground first (and stop), only to be struck from behind by that murderous power unit. In a number of well-reported crashes here in the States, the engine or prop has been the immediate cause of death.

Second, survival of an impact at speed requires that the pilot decelerate over time . That is, the stop at the bottom of the fall cannot be too sudden. Bensen-style construction, with a few relatively rigid, thick-walled beam/column members, often of hardened aluminum alloy, does not allow for progressive deceleration. 6061-T6 keels snap, especially where holes are drilled in them. A space frame of many smaller tubes, of mild or 4130 steel and welded rather than drilled, would provide a much more effective crash cage. The welded-steel frames of Cubs and other tube-and-rag aircraft do relatively well in his regard. They are a lot more expensive to built than drill-n-bolt aluminum, though.
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