Filling in various forms to officially transfer G-BYJA from Viv to me, included a box to state the manufacturer. I'd assumed that this would be RAF (Rotary Air Force) but Viv corrected me, stating that it was Brian Errington-Weddle. As the RAF 2000 is classed as an experimental aircraft in the USA, the only way it can be legally flown there is if it is built from a kit where at least 51% of the assembly work is done by the kit builder.
Brian had originally bought this RAF 2000 GTX-SE as a kit (the only way you can buy this gyro) sometime before 1999 from the original Canadian manufacturer (it's now made in South Africa). He completed it and all the required tests, documentation, etc in 1999 and it was registered with a Permit to Fly by the CAA (Civil Aviation Authority) on the 19th July.
Subsequently, Brian had a difficult landing in the summer of 2001 and it rolled over at a relatively low speed, without injury to Brian, but with substantial damage to the rotors, mast, propeller and hence engine. Brian apparently bought all the relevant new parts to rebuild his machine and had the engine stripped down and rebuilt. However, it would seem that this took quite some time and while it was ongoing, he bought another RAF 2000 from Jonathan Comerford in 2007.
On the 9th October 2008 Brian flew this other machine, G-CBCJ, from his home base at Henstridge Airfield in Somerset to Little Rissington for its annual inspection by Tony. All went okay on the northbound flight except that it was all a bit later than intended, and the time element was exacerbated by the need to refuel at Little Rissington. Brian and another pilot, who had accompanied him from Henstridge, left just after 4pm, needing to get back to Henstridge before it closed at 6pm. According to the official report from the AAIB (Air Accident Investigation Board), the two gyros progressed slower than expected due to headwinds and it got very cold and damp.
Because G-CBCJ was, so far as I can gather, an unmodified RAF 2000, essentially built as per the manufacturer's design, it had some operating limitations imposed by the PFA (Popular Flying Association, now the LAA), one of which was that it was not allowed to be flown with the doors on. This apparently was for reasons of stability in crosswinds. This would have meant that as it was getting dark and cold this October evening, Brian would have been suffering from a significant wind-chill factor. No one knows exactly what happened or why, but it seems that Brian sadly lost control of his gyro just two nautical miles away from his destination, and the gyro experienced the one really dangerous situation for any gyro: negative G. The rotor blades lost all lift and hit the rudder and propeller, and Brian and G-CBCJ were then doomed in the subsequent fall from the sky.
So Brian's other gyro, G-BYJA was left in an unfinished state after his untimely death. At some later date, Viv bought the unfinished gyro from Brian's widow and set about getting it back to flight readiness. In addition to various bits of kit that were needed, such as a new radio, one expensive but very worthwhile addition Viv added was a tail stabilizer:
Although the manufacturers (RAF) don't admit that this modification is worthwhile, in fact they do not approve it, the CAA/LAA do approve it and when fitted, allow the RAF 2000 to be flown with doors fitted. Most importantly though, the tail makes the RAF 2000 significantly more stable and less prone to the dreaded PIO (Pilot Induced Oscillation).
PIO can be dangerous, even fatal, in any aircraft, but in a gyro or helicopter is especially dangerous as the main rotor must never be subjected to negative G. If it happens, the aircraft usually stops flying quite abruptly, often with damage to the craft from the rotor blades. It seems that at least three unmodified UK RAF 2000's (G-REBA, G-CBAG & G-CBCJ) have crashed in similar circumstances.
So, having discovered a fair bit about the good and bad aspects of this gyro, I was greatly relieved that Viv had taken the trouble to ensure that G-BYJA would be as safe as it could be.
Although the manufacturers (RAF) don't admit that this modification is worthwhile, in fact they do not approve it, the CAA/LAA do approve it and when fitted, allow the RAF 2000 to be flown with doors fitted. Most importantly though, the tail makes the RAF 2000 significantly more stable and less prone to the dreaded PIO (Pilot Induced Oscillation).
PIO can be dangerous, even fatal, in any aircraft, but in a gyro or helicopter is especially dangerous as the main rotor must never be subjected to negative G. If it happens, the aircraft usually stops flying quite abruptly, often with damage to the craft from the rotor blades. It seems that at least three unmodified UK RAF 2000's (G-REBA, G-CBAG & G-CBCJ) have crashed in similar circumstances.
So, having discovered a fair bit about the good and bad aspects of this gyro, I was greatly relieved that Viv had taken the trouble to ensure that G-BYJA would be as safe as it could be.
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