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  • Mr Beaty, mate, im back on the VTO wagon again.
    Is this message thing workn?
    I gota ask ya sum more things.
    birdy
    hello chuck,

    i am kotnis, an aeronautical engineer from india. I am working on the design of a twin seater autogyro and am looking for assistance with regard to this project.

    i was looking at using the sportcopter rotorblades. am yet to receive their reply regarding their rotorheads and pricing. however i did find rotorheads on the air command website. looks good to me.

    is it possible to use SC blades on an air command Head? What are the modofications i require before mounting them on my gyroplane?

    I Apologize if my questions are vague. I am yet to begin design on the rotor system and before that i m looking at collecting all possible info

    regards,

    kotnis
    Was there ever a real set of plans made for that desing you made of a gyro with the aft keel mast mounted from the top? If so where can I purchase a set of them. I have plans that are sketched out on a napkin but they are not easy to decipher.
    Hi Chuck, Tony (WHY) said to contact you on this subject.

    I am doing a bit of research on 2 place training machines and the Avenger came up and was told you may have some insight on it.

    I'm looking for a 2 place trainer plans that out MN club could build and then find a CFI to train members in.

    thanks for your assistance.

    Steve
    I used to be a PPL instructor sometime ago, but my theory is a bit rusty these days. Would you be so kind as to run through the different forces at play in the cruise, compared to a vertical descent. I understand that to be in equilibrium, total lift must equal total weight, and total drag = total thrust.

    In a steady vertical descent, but how does the high induced drag (rotor drag?), result in the gyro descending ie. why does the gyro descend when its airspeed drops below a given speed? Obviously it's the high rotor drag I guess.

    If a certain gyro's weight is constant, in straight and level flight, it's total life will have a certain value. In a steady vertical descent, if it's not accelerating downwards, and the weight is the same, then it's total lift must be the same as when in the cruise. What am I missing here that describes what has changed from being in the cruise to the vertical descent?

    Kind regards
    Glenn
    Hi Chuck, I occasionally glance at the lively discussion you have with birdy on rotordynamics, gravity, and (soon to come, I'm sure) string theory. ;)

    You wrote: "If you want to see a rotor loop, take an old CD.... Fling this thing with a good spin and it will loop."

    The reason the CD is looping is the aerodynamic lifting force always being perpendicular to the CD's velocity. The asymmetry of lift when the CD is spinning adds a bit to that and maybe make the loop a bit tighter than otherwise.

    Another remark about the myth that asymmetry of lift would make the gyro roll to the left:

    This myth is also perpetuated by the observation that gyros that experience blade flapping during the take-off roll all fall over to the left side.

    The reason for this is that the due to the rearward blade hitting the teeter stop, it experiences an upward force which tilts the rotor violently to the left and and topples the gyro over. That should be pointed out more often.

    -- Chris.
    Hi Chuck.

    I have stumbled across a post with a picture of your ultralight gyro, and I am extremely interested in its design. I have the hand written/drawn notes on this machine but I was wondering if there are a real set of plans for this machine. I may be getting in way over my head but I do believe that this design is the answer to an affordable (possible) kit for the every man. Not sure if anyone has talked to you about this design being kitted, but if not someone has to start somewhere, and I really believe this is the machine for the task. [email protected]

    Thanks in advance
    Hi Chuck...today the 3 gyros were weighed again. This time the main wheels were raised. The data seems correct when raising the main gear instead of raising the nose gear. There was also some weight differences when the gyro's were weighed prior to raising. So, this time I weighed myself at work, then at home to make sure of my weight. I then stood on all three aircraft scales to confirm each scale displayed the same weight.

    When the gyro is level and you zero the angle meter, then raise the main gear, the result is a negative number...which works. So, perhaps the directions need to be adjusted so others who use the program will not have problems. If you want to see the data I can send it.

    My goal was to give the info to Tom Milton and a short article to be considered in the PRA magazine. Your thoughts on this? Or, should I just keep it to myself and the guys whose gyro's I weighted? Thanks for all your years of service. I am a newbie who has not flown the pattern yet.
    Hi Chuck,
    Last week I weighed 3 gyros with aircraft scales to find VCG and HCG with the program listed on this forum.

    I expected all three gyros to be very close to CLT. To my dismay, all three were way off.

    I was told the scales were certified earlier this year. I followed the directions the program gave.

    So, a few thoughts...the scales are off, or perhaps the program has an issue, or, I did something wrong.

    Last year I weighed my gyro with these scales. I raised the main gear to get my angle. The results were good (this is one of the three).

    This year I only raised the nose wheel on all three gyros...as the directions say to do....and the numbers are bad on all three gyros. I hope to get the scales this weekend to repeat the measurements, however, I will raise the main gear instead of the nose gear to get the angle.

    I am only able to raise the nose gear 6" or about 4 degrees. It should not matter which way I raise the gyro to get the angle, correct?

    thanks in advance, albert
    Mr. Beatty, Mike Hughes here. My gyro is the 'Missfit" you may have seen on the flightline at B-Days 2009. Photos can be found here on the forum. I respectfully request your expert advice regarding dimensions for a shimmy free, castoring nosewheel. My attempt failed miserably, with SEVERE shimmy. The frame of my machine has the keel and top tube converging in the front, with a height similar to the Dominator. My questions include wheel diameter, trail distance, castor angle-positive, or negative.
    Also your thoughts on shimmy damper type, and requirments. Thank you in advance, Mike. [email protected] 321-795-0122 Melbourne Fl.
    Mr Beatty, My name is Graeme Monro and I am the editor of the ASRA Gyro News magazine here in Australia. I read your post #21 on the 8/17/09 in the "Skinny Blades" thread and would like to print it in our magazine with your permission please.
    Regards.
    Graeme.
    g.c.monro*at*bigpond.com
    Mr. Beaty, It has come time to increase my learning. I want to become very blade smart. What type of books would you suggest. I want to learn every thing I can about blades and blade construction.

    Thanks for any help you give Dan
    Hey Chuck, Thanks for all of the help on the rotor head and the overturning load, as well as the stress limits on the bearing. You're facts and figures helped me to make the decision to get a new rotor head from Ernie.

    Thanks again.

    Cheers,

    Spencer W. Robinson
    aka "magilla"
    Hello! I read the thread about fueltanks and noticed Doug Riley says you know about some fire accidents. Im interested in learning more about fire/leakage accident reports in relation to choice of tank, especially the famous seat tank. This is what I want to use in Sweden but my local EAA doesnt want to aprove seat tanks, and I dont quite understand why. Some info about this would help me reason with them or with myself perhaps. Are there any good statistics you know about?

    Karl Hagström
    I've noticed you seem to post a lot about the aerodynamics of aircraft and seem to have a better understanding than most about how they fly. I'm curious as to your background in the area. Is it from doing a lot of reading in the subject, or did you study aeronautical engineering in college?

    I'm just trying to judge how reliable a source you are on the subject matter. Please don't take this message as an attack on yourself. If it came out sounding that way, I apologize in advance.

    Thanks
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