Gyro Technic Razor Blade Rotors flight tested in UK by UK's official CAA/LAA test pilot.

[Resasi]

When I first began exploring the possibility of taking the Gyro Technic GT-VX 1or 2 back to the UK for possible acceptance by the UK LAA as a home build kit, it was realised that this would not be simple matter.

I had been in communication with the LAA Chief Engineer Francis Donaldson before, and during the build of the GT-VX2. During that time the subject of the new Razor Blade Rotors had also been discussed with both Francis Donaldson and Steve Slater the CEO of the LAA.

Emails, information, and a special video on the specs, quality control and manufacturing of the rotors was provided to the UK LAA by Denis at Gyro Technic and approval was given by them for a set to be sent over to the UK to an LAA approved engineering Inspector Francis Moyle. He would then hold an inspection by Francis and the prospective new head of LAA Engineering. Having seen the blades they then authorised flight testing by Francis, and then by Chris Taylor.

Captain Christopher Taylor has been the official CAA and LAA test pilot for a while. I had the pleasure of meeting Chris while he was testing four gyros at Rissington one day. One passed and the next two had engine failures, the last a pass. A very pleasant cool and measured man, Chris seem quite unperturbed by his two engine failures and just went on and finished the job

Having gained his private pilot’s license at 17. He joined the Royal Navy whilst studying for a degree in Electrical Engineering then went on to fly Wasp and Lynx helicopters. After five years instructing in the Navy, he became a test pilot, flew a number of experimental aircraft for research and development purposes before returning to the Empire Test Pilot’s School as a tutor.

After serving at RAF Boscombe Down for ten years he joined the UK Civil Aviation Authority as an aeroplane and rotorcraft test pilot. With the closure of the CAA’s Flight Test Department, he formed Dovetail Aviation Ltd. With over 400 different types, he is a Fellow of the Society of Experimental Test Pilots and is a licensed Category 1 Test Pilot and Flight Test Instructor for both aeroplanes and helicopters.

I have just received notification that Chis has flight tested the Razor Blades and that he was said to be very happy with the result. He will then be submitting his report to the LAA to cover the report submitted by Francis Moyle. This is an early report/news flash and I will be looking for further details, but am away in Kenya so following up when I can.

Denis and I have been awaiting this news for some time so hence this quick update, but as an early introduction to the LAA as to to what Gyro Technic has to offer, it is pretty exciting news.

It is probably widely known that Denis's test pilot Barry Thigpen has been flying Razor Blades in the US on his various 'test flights' and has 'wrung them out' pretty thoroughly, achieving rotor rpms well in excess of most of us in more mundane operations. He, along with many others have expressed their delight at the smooth flight and excellent performance of these high quality rotors.

 

[Loren Jones]

This is great news, both for Denis and you! Hopefully the LAA move quicker than our own FAA. I assume that approval is a prerequisite to you bringing Blue home to the UK?

I want to make sure we get to fly our machines together before you take her home!

 

[Resasi]

Where Blue is I must go, so will definitely be heading back to Mankota.

To tell the truth Loren I have enjoyed flying over stateside so much, and the warm hospitality shown there so good that it has has been difficult to stay away.

Yes I am pretty sure that at least four gyro technic machines will be getting together before long as Paul has just successfully finished his inspection of his Purple GT-VX1.

Have spoken to Denis about you getting some familiarisation on Blue.

 

[Loren Jones]

Where Blue is I must go, so will definitely be heading back to Mankota.

To tell the truth Loren I have enjoyed flying over stateside so much, and the warm hospitality shown there so good that it has has been difficult to stay away.

Yes I am pretty sure that at least four gyro technic machines will be getting together before long as Paul has just successfully finished his inspection of his Purple GT-VX1.

Have spoking to Denis about you getting some familiarisation on Blue.

Yes! Paul's inspection went really well yesterday and it sounds like Steve has good availability to do mine as soon as our remaining components arrive. A four-ship formation of GTs would be worthy of a photoshoot, so I would arrange for a good photographer to be available to document!

It would be great to get some taxi practice in Blue while awaiting my components. I'd be most appreciative.

 

[PJB]

Hi Leigh - what has happened with these in the UK?

 

[Resasi]

SOP for LAA.

Hurry up and wait.

Initial request made to the LAA in 2019 for the rotor to be tested for approval by the LAA.

Rotor was shipped to UK 26th Oct 2020 and a short time later arrived in UK.

In June 2021 more detail on the manufacturing process was requested by LAA, and a video then made on the entire manufacturing process was sent to them.

After a long wait the rotor was finally inspected by Francis and the now head of engineering, and finally approved for test flight. The initial testing was done by Francis Moyle 24th August 2021 and report sent to the LAA.

After a long wait then test flown by LAA/CAA test pilot in 2023 who confirmed the findings of LAA Inspector who had first test flown and submitted an initial test flight report in Aug 2021.

This report has now been submitted to the LAA.

We now wait for an LAA announcement on the rotor.

The timeline, for which we have a paper trail, is ridiculous.

 

[PJB]

wow that is a faff, I do always wonder why the enormous lag between report / test flight / sign off, but hey ho. You might think that given the analysis of the process of manufacturing ahead of flight testing that once the dynamics of the rotor were confirmed - and one assumes to the pilots satisfaction [or I guess you'd have heard] that approval automatically followed. Seems not.

In terms of the aircraft they can then be fitted to what is the process for that? i.e. are they approved for all single seaters or just particular model? Do you know what the sales price might then be? Asking as I know of several single seaters in the UK but depending upon the price point that may scrap them or bring them back to flight.

 

[Abid]

SOP for LAA.

Hurry up and wait.

Initial request made to the LAA in 2019 for the rotor to be tested for approval by the LAA.

Rotor was shipped to UK 26th Oct 2020 and a short time later arrived in UK.

In June 2021 more detail on the manufacturing process was requested by LAA, and a video then made on the entire manufacturing process was sent to them.

After a long wait the rotor was finally inspected by Francis and the now head of engineering, and finally approved for test flight. The initial testing was done by Francis Moyle 24th August 2021 and report sent to the LAA.

After a long wait then test flown by LAA/CAA test pilot in 2023 who confirmed the findings of LAA Inspector who had first test flown and submitted an initial test flight report in Aug 2021.

This report has now been submitted to the LAA.

We now wait for an LAA announcement on the rotor.

The timeline, for which we have a paper trail, is ridiculous.

British and their famous red tape survives I see. For such a puny market size, the Brits really do expect a lot. Good luck.
I would like UK CAA to look at the ASTM compliance route created for LSA and followed by many countries.

 

[Resasi]

Abid, red tape and bureaucratic delay unfortunately can be found everywhere.

 

[PJB]

British and their famous red tape survives I see. For such a puny market size, the Brits really do expect a lot. Good luck.
I would like UK CAA to look at the ASTM compliance route created for LSA and followed by many countries.

I agree the situation is crazy, especially as it relates to timescales however the reasons are numerous. The first is that amateur gyroplanes and the UK do not have a happy history. Very often in the past when they have gained traction, and popularity increased, deaths have followed. The linked issue is that the regulator and networks that have been interested or responsible for gyroplanes haven't been resourced very well, nor have they really built a process that might manage the risks - for example there was no specific gyroplane licence or course, for many decades of gyroplanes being flown in the UK, and airworthiness thinking and regulation [CAP 643] was introduced in 1995.

Come 2023 if you have little market, resource, knowledge, support network and proposals themselves are relatively new [i.e. in this particular case GyroTechnic blades do not have multi decade and a vast body of examples flying] it is understandable the caution because actually the likely truth is nobody really wants to put their name to it from a regulator / sign off point of view; afraid of opening the flood gates on a new chapter of death and destruction.

Don't mis-understand me I'm sure they are great blades, and well engineered but unintended consequences are unintended. i.e. now I have my GT blades lashed to a 1970 Campbell cricket or Bensen... or.... how does that fly? Should it even fly? Who is inspecting these things in a wider context?

For further faff a chap in the UK called Will has been trying to bring an AvioMania gyro to the UK for almost a decade now!!

 

[Resasi]

i.e. now I have my GT blades lashed to a 1970 Campbell cricket or Bensen... or.... how does that fly? Should it even fly?

Since the blades have been used on various other types of single seat gyros successfully, and have been purposely designed along the lines of the Dragon Wing blades, it would suggest that yes they could be used under a Cricket, Bensen, Merlin.

Should it even fly? Yes, aerodynamically it would be logical for them to fly.

I have flown the Bensen under Dragon wings, Layzelles/Aerodynes, Rotor Hawkes, and Skywheels, and having flown 23'and 25' Razors I would be happy to fly them on Bensens.

Yes Will Garton-Jones hasn't had much luck so far, but, for quite a while those plans were withheld due to a suspicion that they would be copied.

 

[PJB]

No I broadly agree Leigh that some will have experience with differing blades and differing machines but on the basis that modifications require approval you can see the process and how it probably isn't helpful here?

When I said - should it even fly

i.e. now I have my GT blades lashed to a 1970 Campbell cricket or Bensen... or.... how does that fly? Should it even fly?

My point was that there are other factors in bringing a 50 year old aircraft back to life and I'm not sure we have within the LAA or wider UK community much [if any] experience of flying, recommissioning, re-permitting 50 year old gyroplanes and perhaps because the information flow has been limited if we wait too long what experience there is will be lost forever; some of the older guard are 70-80 years plus. At some point nature catches up sadly. There was talk of getting a Wallis back in the air and whilst that would be great and someone will want to fly it that will be the heart ruling the head. In the UK we have the bizarre situation where building a brand new one is impossible but dragging an old snotter into the air is... go figure.

 

[Abid]

I agree the situation is crazy, especially as it relates to timescales however the reasons are numerous. The first is that amateur gyroplanes and the UK do not have a happy history. Very often in the past when they have gained traction, and popularity increased, deaths have followed. The linked issue is that the regulator and networks that have been interested or responsible for gyroplanes haven't been resourced very well, nor have they really built a process that might manage the risks - for example there was no specific gyroplane licence or course, for many decades of gyroplanes being flown in the UK, and airworthiness thinking and regulation [CAP 643] was introduced in 1995.

Come 2023 if you have little market, resource, knowledge, support network and proposals themselves are relatively new [i.e. in this particular case GyroTechnic blades do not have multi decade and a vast body of examples flying] it is understandable the caution because actually the likely truth is nobody really wants to put their name to it from a regulator / sign off point of view; afraid of opening the flood gates on a new chapter of death and destruction.

Don't mis-understand me I'm sure they are great blades, and well engineered but unintended consequences are unintended. i.e. now I have my GT blades lashed to a 1970 Campbell cricket or Bensen... or.... how does that fly? Should it even fly? Who is inspecting these things in a wider context?

For further faff a chap in the UK called Will has been trying to bring an AvioMania gyro to the UK for almost a decade now!!

I get it. Still the time seems tremendously and unnecessarily way too long.
When you talk about "resource", are we talking of LAA or UK CAA?

 

[PJB]

In the end its both. The LAA are really focused upon fixed wing amateur build and only took on gyroplane after the CAA realised that they were doing such a bad job of things [read no job] only a few years ago. [The CAA had taken gyroplane back under their control - from the then PFA, the prior name for the LAA -after the numerous accidents in the previous millennium].

Where the LAA are comfortable is with "Hi I like the look of the VANS RV aircraft - can I bring one to the UK?" "Yes there are 1000's already flying over several decades and here are the plans, the factory that has been working for a decade with an established build process, support and here are the aircraft calcs"

LAA "Oh great thanks we can understand all of that as we have been involved in fixed wing for 70 years..."

 

[Resasi]

This has been a rather longer process than anticipated.

Denis has by now established in the gyro world in the USA, that his commitment to safety, quality, performance and value for money, in his products is beyond question and is dealing in the top league.

He has put into his Gyro Technic business, tremendous effort, time and money and his personal integrity. He is passionate about gyros, and as a talented machinist, designer artist and innovator, he has moved personal single seat gyros a huge leap forward by producing the VX1 and VX2 single seat gyros...along with his in-house Razor Blade rotor system.

These gyros initially powered by a range of Rotax engines, the two stroke 582 65 HP, the 912 80HP, the 912ULS 100 HP, and the 912IS 100HP fuel injected engine, and their rotors, have already garnered a sting of trophies at various major aviation events across the USA that recognise their outstanding quality, safety, and performance.

As FAA EAB kit build machines they enable aspiring gyro pilots access to an easy to build, safe and affordable passport to the sky. It had always been Denis's intentions to be able to offer his products globally , and had recognised that the UK's CAA/LAA stringent approval process was a form of 'gold standard' in world aviation.

It has certainly been a ball breaking exercise in expense, effort, and that most precious of commodities...time. CAA/LAA approval for the Razor Blade Rotor has finally been officially granted.

Huge thanks to LAA Inspector Francis Moyle who applied for and will be the agent for Europe without whom this would not have occurred, and to Denis who created these blades.

 

[Resasi]

Just as an aside, Denis has had an enthusiast in the US test his Razor Blades, and even suggested he 'wring them out...just a little.'

So Barry did!

And, apparently he likes them.

Barry Thigpen is a bit like Denis, one of a kind. In a class of their own.

 

[Abid]

This has been a rather longer process than anticipated.

Denis has by now established in the gyro world in the USA, that his commitment to safety, quality, performance and value for money, in his products is beyond question and is dealing in the top league.

He has put into his Gyro Technic business, tremendous effort, time and money and his personal integrity. He is passionate about gyros, and as a talented machinist, designer artist and innovator, he has moved personal single seat gyros a huge leap forward by producing the VX1 and VX2 single seat gyros...along with his in-house Razor Blade rotor system.

These gyros initially powered by a range of Rotax engines, the two stroke 582 65 HP, the 912 80HP, the 912ULS 100 HP, and the 912IS 100HP fuel injected engine, and their rotors, have already garnered a sting of trophies at various major aviation events across the USA that recognise their outstanding quality, safety, and performance.

As FAA EAB kit build machines they enable aspiring gyro pilots access to an easy to build, safe and affordable passport to the sky. It had always been Denis's intentions to be able to offer his products globally , and had recognised that the UK's CAA/LAA stringent approval process was a form of 'gold standard' in world aviation.

It has certainly been a ball breaking exercise in expense, effort, and that most precious of commodities...time. CAA/LAA approval for the Razor Blade Rotor has finally been officially granted.

Huge thanks to LAA Inspector Francis Moyle who applied for and will be the agent for Europe without whom this would not have occurred, and to Denis who created these blades.

Congrats Denis
UK should really consider cutting down the red tape and streamlining the process to be faster. One wonders if the amount of effort is worth the tiny island market.

 

[Resasi]

Hang-over from days of global influence perhaps?

 

[Mike G]

Leigh,
Bravo on getting something out of the LAA, I've tried a number of times to deal with them and it seems a very nebulous outfit.
Mike

 

[Andino]

Our CAA/LAA makes one pine for your FAA.