GT-VX1 and now the GT-VX2 Explorer.

Resasi

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Joined
Jul 2, 2007
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Location
London/ Kilifi Kenya
Aircraft
Gyrs, RAF 2000/Mgni/Bnsn/Hrnet/Mrlin/Crckt/MT-03/Lyzlle AV18-A/Prdtor. GT-VX1&2, Pax ArrowCopter
Total Flight Time
100+ gyro, 16,000+ other
Denis Schoemaker the man behind Gyro Technic Inc is already familiar to many Form members who were at Mentone or who have been reading about his various activities from over ten years ago when he built his first Gyro.

He has built over 11 gyros and finally decided to go into the business. His initial model the GT-VX1 is a well developed, stable, light and agile single seater with a Rotax 582. It has gone through various iterations and variations before being produced as a kit, which is available for shipping right now.

Due to the number of enquiries he has received about the possibility of a model with a 912, this has now begun with the ‘Explorer’.

He has also been building his Razor Blade rotors with flight testing and destruction tests ongoing.

Denis has a long history of custom machine automation and developmental engineering, his standards are set very high, and he personally test flies every new improvement to ensure its safety, integrity and suitability for intended purpose.

He fully intends to be attending Bensen Days, Sun’n Fun, Mentone, Oskosh and a number of other event in 2020 to demonstrate his Razor Blades, show his GT-VX models, and other associated precision machined gyro parts that he presently has on offer. For a view of this the website and facebook page are both up and running.


 
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I guess people want pictures and videos, and as they say a picture is worth a thousand words, so here are some to show what Gyro Technic is all about.

This is Denis and his ‘Blackie’ testing his latest product, ‘Razor Blade Rotors’. These new rotors Denis is making to make up for the loss of the Iconic Dragon Wings that Ernie Boyette made at RFD and so many of us have flown and loved. These blades are superbly made with huge attention to quality control.

The Black is an example of the GT-VX1 kits that Denis produces. This single seat beauty is powered by the Rotax 582. With its folding mast system it can be packed up into an extremely compact size that you can tow home and park in your garage, cutting out some hanger costs...or to take on that road trip you have always dreamed about to the wide open spaces.



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Recently due to the increasing number of queries about a version with a bigger engine work was started on the GT-VX2 Explorer. The upgrading to the Rotax 912 gives 80HP or with the ULS 100HP. This gives lower fuel consumption with that extra grunt for longer flights and ability to get off the ground sooner with better climb performance if/when needed. Big tires and spring suspension can cope with those less than ideal strips when those long smooth tarmac runways are few, and far away. Larger fuel tanks and removable side panniers for some light camping gear for those stay away days, or unexpected weather stops.

A build of the first of type is presently under way. This particular model is going to be equipped for EFIS and ADS B in/out, has the Rotax 912 ULS driving a 62’' 4 Blade Warp Drive prop and will be coming with the 25’ Razor Blade Rotors. The two fuel tanks will hold just under 10 galls. It is presently a project in progress.

The build log for this particular model if you are interested is here:
 
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Denis is pretty passionate about the Razor Blade rotors that he builds for his GT-VX gyros. During the initial testing he devised a machine to impose stress loads on a spinning rotor.

It has however morphed from a simple test area, to a rather elegant and tidy ‘spin pit’ where Denis now tracks every single set of rotors that come from his blades assembly hall above and on the right of the main workshop.

Dirt Pit.jpg


Retaining block.jpg



Pit Progress.jpg

Just another ‘attention to detail’ that gives an indication of what stands behind every set of ‘wings’ that Denis produces.
 
During the manufacture of Razor blades Denis noticed that during the sizing of the various adhesive strips due to the dulling of the cutting blades some tiny beads of adhesive were sometimes found on the surface of the blades and having to be cleaned off. This was an extra step that took time as Denis wants his rotor blades to be perfect... and that it seems went for his strip cutter too.

The answer, build a better more precise strip cutter, so he did.

Slitter A.jpg


Slitter B.jpg

Now I’m no judge of strip cutters, and the first one looked pretty good to me... but here’s a more precise one.
 
...and makes pretty neat machines.
 
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Been a while since this thread has been visited or updated. Right now both the GT-VX1 Scout with the Rotax 582, and the GT-VX2 Explorer with the Rotax 912ULS are both out there flying as fully certified EAB gyros.

Here are two 582 Scouts, the Black and Purple machines and the Blue Explorer 912ULS version at this years Oshkosh.
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The VX2 did take longer than expected to get finished due to the lockdown however was finished inspected by an FAA DAR complete and ready for flight, and issued it's Phase 1 Airworthiness Certificate just before being shown at Oshkosh and Mentone this year. As expected the aircraft then flew the next day after the inspection. High speed taxi trials and low hops had been performed prior to a first circuit. Minor issues were noted and in the ongoing testing will be rectified and improved.

I have flown both the VX1 and VX2 and was most impressed by the stability and light handling of both. Rotors on both were very smooth and provide excellent performance.

The VX2 is a bigger heavier machine and as expected this can be felt but there was no mistake about the extra power that this machine has. The take off run even in a very light wind was very short and the subsequent climb exhilarating.
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It was designed to have a rugged gear that will cope with rougher than average take-off/landing areas, and luggage carriers on either side and beneath the seat that will carry some light camping gear. I had in mind at the minimum a small tent sleeping pad and bag, a meal or two, and full fuel. With its 4stroke economy, power in reserve and at the moment estimated three hour endurance the range it will provide certainly exceeds that of most single seat gyro's out there. I am not counting the very powerful mustering machines in Australia which with 914's will probably give the VX2 a run for its money

With a folding mast and on a light trailer, this machine towed behind a camper van could provide the ability to Explore from the air, around your temporary outback camping spot. Whether for hunting, or merely observing the wonderful unexplored country side that abounds in America, the freedom of movement it would provide would be amazing.

As testing progresses we hope to bring you some more on this machine.

GT-VX2 DAR Inspection.jpg
 
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The GT-VX2 has now begun its Phase 1 testing period. Initial flights have been cautious and limited in scope to general handling.

Initial test ground runs had confirmed full and free flight control movements in all axes along with perceived effectiveness. These performed well.

Steering on the ground was good. Brakes were effective and turning radius reasonable. Runs were made down the runway in calm conditions at increasing speeds with full control at all times.

Peroration was straightforward with almost immediate engagement. As the prerotator lever was raised, the belt engages, and the rotors begin turning. The higher the lever is raised, engine rpm drops and more throttle is required. The throttle easily reached and pushed forward by the one's thumb.

I have not yet explored the maximum RRPM possible, but can confirm that 180-200rrpm is quickly achieved, at which point I have elected to pull back the control stick, cease pre rotating, and release the brakes. As the gyro accelerates, which it does quite briskly, even at quite low power, it quickly rocks back, the stick then eased forward to balancing on the mains, and more throttle then applied.

As I am new to the gyro things are seeming to happen quickly, but the ground roll seems short before lift off occurs at around 35-40Kts as far as I have been able to register. Forward stick a brief period and then a climb commences as speed get quickly gets to 50-55kts. These are my initial targets but we will be working on trying various speeds to determine which give the best results.

Climb rate is exhilarating but as yet not yet fully established. It is early days and I am trying to be conservative and ensuring a safe margin to begin with. I have been flying together with Denis on his Black so that he can keep a close eye both on what is happening, and because I am not yet fully familiar with the local area.

This is the fall, temps have been falling, higher winds and some rain means we have been having breaks. We are now working on a windshield as at higher speeds it has now become evident that some wind protection is going to be required.

So far the handling has been excellent. It has seemed crisp and immediate, the removal of the differential pitch on the two horizontal stabilisers has not resulted in any undue increase in torque problems that haven't been easy controlled, and, has removed the nose bobble Denis encountered on his first flight when he reduced power.

As I have slowly become more familiar with the capabilities of the MGL EFIS, thanks in a very large part to Mike Petersen, who is part of Denis's team here at Gyro Technic, I can appreciate the many advantages it offers that simply would not be needed on a shorter range machine. I had become concerned that it was overkill, but, as I learn more about what it offers I am for now happy that I did install it. Mike has been invaluable in guiding me through the intricacies of the MGL system, I am not particularly computer literate and would have really struggled to set up this system satisfactorily...if at all.

If getting my son and I's first EAB Hornet airborne was hugely rewarding, this adventure has been even more so. The amount of work put into this kit by Denis is huge...and it shows.

We are putting together the POH, and so far this gyro has been exceeding my expectations.
 
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I recently answered a post on another thread, however it was thread drift, so that post has been deleted there and relocated here along with the post that it was in response to.

I would not like to see any company fail which made safe, quality gyros sold in an honest fashion. I agree with GyroRon that we shouldn't have Honda corporation expectations from experimental gyro shops, but I hope that "safe, quality gyros sold in an honest fashion" isn't too much to ask from even very small firms.

Modern kit gyros are $100,000+, and lives are always at stake in the air. I believe that the flying public has a duty to demand stern realism from aviation.
I have to say that I have had the great good fortune to have experienced just that. Not to take away from Jim, who has a well known rep and a quality product.

A safe quality gyro sold by a company led by an honest man whose total commitment is to safety, quality, and the best design that he is able to do. Denis Schoemaker at Gyro Technic.

Someone who will redo, redesign, discard, any piece that he finds is not up to what he feels is as close to perfection, as he possibly can achieve.

Gyro Technic has produced two single seat designs with two different engine sizes, and Denis has his sights set on a two seater for his next project.

He has realised that not everyone can shell out $100,000.00 and is catering to those are not quite so financially free, but...want a quality product. A safe stable craft with a decent performance, and yet that 'arial dirt bike' performance, should you wish to occasionally let your hair down.

We need good quality, safe, products, and have been fortunate in having various people stepping up and producing them. It's a tough world out there so more power to those who doing their best to producing 'safe quality gyros, sold in an honest fashion'.
 
Gyro Technic has produced two single seat designs with two different engine sizes, and Denis has his sights set on a two seater for his next project.
I only mention this again because the reshuffling of posts confuses me.

As I posted yesterday, I wish Denis and Nicholas from Aviomania would have a conversation about possible collaboration on a two seat aircraft.

Nicholas is an aeronautical engineer and Denis is clearly a consummate craftsman.

Perhaps worth pursuing?

Jim
 
I only mention this again because the reshuffling of posts confuses me.
Hi Jim, the reshuffling was because the above post was considered thread drift so has been moved from that thread over here as per a request made.

Actually Denis and Nicolas have been in contact with each other. This was when Ernie stopped doing the Dragon Wings which were the only rotors Nicholas wanted used with his Aviomania machines. Denis's Razor Blades are drop in replacements and they do have an agreement in place.

As far as I know both have their own ideas about future plans, and Nicolas already has a two seater. The one Joe Pires is flying is an Aviomania machine.
 
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Nicolas has a two seater in production and also has a concept machine in development. Pictures on his website.
 
Nicolas has a two seater in production and also has a concept machine in development. Pictures on his website.
Bobby,

Yes, I understand, and I am lusting after the Duo. My comments were more in line with a possible collaboration in producing something in the U.S. together. It would appear to me that the 7000 miles between Cyprus and the U.S. makes it more problematic to penetrating the market here.

I don't know what that "something" would be. A U.S. produced Duo? A new machine?

It may not even be worth entertaining, but it is an interesting idea.

Jim
 
What is need is a serious agent in the US. This involves a capital to be invested in order to have 2-3 maybe 4 kits in the US. this means immediate supply to the customer and restocking for the next customer. The engine / instrument kit can be left out from the kits stocked in the USA and can be shipped to the customer as soon as he/she buys the kit... it will only take 10-20 days for the engine / instrument package to be prepared wired shipped and delivered to the customer, so by the time he finishes building the engine and instrument panel will be available to complete the built.

A builder assist should also be available.

I am open to discuss partial manufacturing in the US.. for example aluminum frame and hardware. This is the easiest solution ... but it requires someone committed who will invest in this.

We can also offer manufacturing rights.... but this will require a bigger investment. So if anyone is serious enough we can talk.......
 
Have to second Leigh's comments about GT kits. I've been building mine at the shop under Denis & Co's guidance and every time I am the least bit confused by something in the plans Denis immediately updates the master bluerprints to eliminate confustion.

As for a two-place, I hope to work with Dennis this summer to create the first GT two-place which will be a much needed transition trainer for those building a VX1 or VX2.

Loren
 
Have to second Leigh's comments about GT kits. I've been building mine at the shop under Denis & Co's guidance and every time I am the least bit confused by something in the plans Denis immediately updates the master bluerprints to eliminate confustion.

As for a two-place, I hope to work with Dennis this summer to create the first GT two-place which will be a much needed transition trainer for those building a VX1 or VX2.

Loren
Sounds like a good plan to me.
 
VX2 N557LJ certificate issued this week - good progress Loren
 
VX2 N557LJ certificate issued this week - good progress Loren
Thanks! I had hoped I might be able to fly it by my 66th birthday this week (note the 5/57 in the tail number!), but I'm still waiting on some instruments from Kanardia and my Trig radios. Hopefully they'll be here soon.
 
Happy coming Birthday Loren.

Yup, you are indeed way ahead, you will beat me by 10 years, getting one of these beauties airborne.

It was a wait, but no less the immense pleasure that it has been to have been involved in this superb flying creation by Denis and Gyro Technic.

Flown a number of single seat gyros, Bensen, Cricket, Merlin, Hornet, Layzell AV18,GT-VX1, and the GT-VX2.

The last 2 types have been the most stable and responsive and fun to fly...though I will say I loved flying our Hornet. The VX2 has the higher rate of climb, possibly shorter take off run, greater range/endurance than the VX1...yours being the 912IS, even more so than these last two.

The VX1 I think the more agile due it's lighter weight/less inertia. This very subjective, Denis who is now actively flying both types will be better placed to comment as we work through our phase 1.

The VX2 Explorer is a serious single seat longer range single seat gyro, that is looking at cross country capability with the ability to carry some camping equipment/baggage, and to take off and land from dirt field/grass runways.

Tow it on a minimals trailer behind a camper van or main trailer, then take off from that section of boondocks road and expand your horizons exponentially on your exploration. of that wonderful Continent you live on.
 
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