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Wrong Ernie Boyette?

Ernie Boyette

HQ Phone: (813) 634-3370

Email: e***@***.com

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Rotor Flight Dynamics , Inc.

19242 Grange Hall Loop

Wimauma, Florida 33598

United States

Company Description

We provide the gyroplane industry with all the components an individual builder or designer would not be able to manufacture for themselves. We supply rotorblades, rotorheads, and prop and engine combinations such as Rotax, Subaru/AutoFlight, and Hirth. ... more

Find other employees at this company (1)

Background Information

Employment History

Chief Designer


Web References (8 Total References)

The gyro was built by Ernie ... [cached]

The gyro was built by Ernie Boyette of Rotor Flight Dynamics so you know it was built well.

Rotor Flight Dynamics, Inc. [cached]

Written By: Ernie Boyette, President & Chief Designer

My name is Ernie Boyette, the president of Rotor Flight Dynamics and chief designer of the Dominator.

Home Page [cached]

I believe the F.A.A. examiner at the scene estimated a nose down attitude of 13 degrees and Ernie Boyette, who has seen many gyroplane accidents estimated the angle of impact to be 70 to 90 plus degrees.

While I was in the hospital I spent countless hours on the phone with Ernie Boyette, Doug O'Conner, and others trying to figure out what caused the accident and the best two theories come from Marty Hollman and information from Ernie Boyette.
While I was in the hospital I spent countless hours on the phone with Ernie Boyette, Doug O'Conner, and others trying to figure out what caused the accident and the best two theories come from Marty Hollman and information from Ernie Boyette.
According to Ernie, the airfoil he uses in the wide chord blade, which is different than his narrow chord blade, stalls or goes into something similar called a Mach Tuck at about .7 MACH, which is about 525 MPH.
Those blades were designed and built by Ernie.If either Ernie or I thought there was a problem with the rotor blades they would have been off that aircraft so fast you would have thought that Ernie and I were a pit crew for the Indy 500.I had other blades at the airport, Ernie had other blades at the airport, and for that matter, I had an entire second aircraft at the airport.My primary focus as an instructor is safety, and the only reason I bought the Marchetti in the first place was so I would have a safe, open cockpit aircraft to take my kids for a ride in. As a matter of fact I had already taken my son up that morning and my daughter was waiting for a ride. Was I wrong to put those rotor blades on that aircraft? - From a practical standpoint, No.When I bought the aircraft it was being flown with the wide chord blades, and had about 150 hours on that configuration, all I did was put it back in the condition it was in when purchased.Hindsight, of course says otherwise. Do I blame Ernie for the accident? -- "No".Ernie did not intentionally do anything wrong, as a matter of fact it is the innovative people like Ernie that help improve our sport.Ernie has done a great deal to improve the safety of the gyroplane design and probably saved many lives as a result.
Ernie Boyette - Owner of Rotor Flight Dynamics, Inc.
When I agreed to purchase the aircraft in September 1996 Steve had a set of 28 ft long, 9 inch chord Dragon Wing rotor blades installed on the aircraft which were manufactured by Ernie Boyette of Rotor Flight Dynamics in Florida.
Ernie had manufactured the wide chord blades at Steve's request specifically for Steve's Marchetti Avenger N2223A.
Steve recommended that I contact Ernie and order a set of the blades when the testing was over and Ernie was ready to start production. (Note! that Steve was actively flying N2223A with both the wide chord rotor blades and the wide chord propeller prior to my purchase of the aircraft.)
After I unloaded my aircraft I pushed it over in front of Ernie's display tent where I saw Ernie.I asked Ernie if he had brought any of his wide chord blades with him for Tom.Ernie said that he brought two sets and wanted to know if one of them was for me.I said yes and Ernie said I thought so.Ernie was busy at the time and told me to come back later and we would put the wide chord blades on my aircraft.When I came back later Ernie had already installed the rotor blades and had encountered a lack of clearance problem between the bottom of the rotor blade hub bar and the top of the rotor head.Ernie said that he knew what the problem was and how to fix it, he just needed to get in touch with Guy ???? who lived next door to the airport and had a machine shop.Ernie found Guy later on that day and had Guy machine several thousandths of an inch off the bottom of the teeter block which the rotor blade hub bar mounts to which gave Ernie the clearance he needed to mount the rotor blades on my aircraft.After Ernie had completed the installation and said everything was ready to go at which point I tossed Ernie a flight helmet and said lets go flight-test them to make sure everything is O.K.Ernie was a little hesitant because "he does not like to fly in big heavy machines" but he agreed and off we went.The flight was uneventful, everything appeared to be working fine, except that Ernie said that the rotor speed was a little higher than he liked.The rotors were turning at 360 rpm and Ernie preferred that they be around 330 rpm.Ernie said that the blades were perfectly safe to fly the way they were but if I wanted more pitch in the blades to slow them down he would either have to take the hub bar back home with him and put a little more bend in it or see if Guy had a big vise that Ernie could use to bend the hub bar.I asked Ernie again if the blades were safe to fly and he assured me that they were, he considered adjusting the blade pitch a minor adjustment.
When I found nothing I walked down and talked to Ernie.When I explained what happened, Ernie was as puzzled as I was, his only thought was that I might have been making too steep of a turn which would add load to the rotors and cause them to speed up.
During the discussion I told Jamie that Ernie had just put a set of his wide chord blades on my aircraft the day before.
I believe the F.A.A. examiner at the scene estimated a nose down attitude of 13 degrees and Ernie Boyette, who has seen many gyroplane accidents estimated the angle of impact to be 70 to 90 plus degrees.


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Ken Armstrong Articles 2007 [cached]

Neither was my meeting with the designer Ernie Boyette.

The tall vertical stabilizer also cancels "P" factor as thrust is equal on both sides of this fin and Ernie claims a take off is possible with one's feet off the pedals in no cross wind conditions.
When RFD first introduced their revolutionary gyro in 1988, "they just about got laughed off the field," according to Boyette. However, his low passes along the flight line whereby he pumped the cyclic full aft and then full forward without loosing control impressed all assembled.
Ernie adds that no one has ever been killed in a Dominator due to a structural error - only through pilot error.
It's significant that Ernie mounts every set of blades he manufactures on his gyro for testing, balancing and tracking before sending them to a customer.
Hydraulic systems allow more horsepower to be transmitted to the rotor disk and are more durable than friction wheels typically used on other gyros according to Boyette. Although RFD blades are quite long, their lightweight aluminium construction results in operating weights that are less than half the competition. While blade weight is often associated with autorotational inertia, Boyette increases this energy by putting small blade brass weights in the tips where the inertia is multiplied by the lengthy moment arm into more kinetic energy than competitive blades.
Visibility excels up front and even the ground is abundantly evident 800 feet below me as Ernie demonstrates steep banks with extremely high turn rates.
Ernie allows me to have my fill of power assisted and simulated engine failure approaches. On one of these, I get a little slow in the flare and drop the Dominator in from about one foot and the shock absorption is so good it makes that landing seem quite reasonable.
During a demo on another gyro a few days earlier, my demo pilot dropped his prototype in when he was de-gusted in a cross wind and it jarred our teeth. Not so with a Dominator.

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