On the second take off situation. Something people do not appreciate with pre-rotation is you are in a situation where the recommended take off procedure in these machines is designed to avoid blade flap but costs take off distance. Ideally blades should be wound up much more gradually with SIGNIFICANTLY lower ground speed and hence lower ground roll and you can't use what's behind you. The trouble with this method is you spin up rotors to say 220rpm then as soon as you release pre-rotator your blades are decaying. The avoid blade flap technique means the pilot is then in a rush to match a now decaying blade rpm with sufficent airspeed to maintain and then build rpm. This results in the pilot rushing to get to say 45mph and hoping the blades will catch up. What I believe is happening is the blades are now met with very high airspeed and this slows the acceleration of rpm, this results in a higher angle of attack on both blades but a very high advancing blade speed and excessive teeter (not enough to flap/hinge) this means the stalled area on the retreating blade is a greater percentage and reduces the amount of forward lift vector of that blade slowing its building of speed, eventually they get there but you are now racing along the runway using up huge amounts of runway in the process. A better way is to wind the blades sufficiently to allow them to begin to build at a very low forward speed just sufficient to get them to the next stage then just adding a little more forward speed. This is the most efficient way to build rotor speed as shown here. th-cam.com/video/36ogAzGGyG4/w-d-xo.html timeline: 1. hand winding rotors. 2. 16 sec: Note how slowly he is taxiing here. This gives time for the blades to accelerate and uses minimal ground distance. 3. 27sec: Blades now as fast as they can go at this slow speed so he now adds just a touch more throttle. 4. 32 sec: again blades can't go faster so just a touch more throttle blades now too fast to flap/hinge nose starting to get light 5. 37 sec: nose light full power only worried about wheel balance now. Here if the gyro is nose heavy this stage will be delayed as a heavy nose will delay lifting the nose which gains an extra few degrees angle on the disk and reduces run up. Many tandem machines are very nose heavy. 6. Builds speed in fact he is holding it close to the ground as his abrupt climb out shows. It helps if the machine is not overly heavy and the blades are not overly long with means they will teeter more and accelerate more slowly = more airstrip used. Of course this means the pilot has to understand hinging/blade flap and be able to judge by eye and airspeed if its likely to occur, Looking at a rotor gauge won't help as its a combination of rotor rpm and airspeed and once you've worked out how to do it you don't need the gauge. You can actually tell a blade that is starting to hinge by eye it sort of sweeps up instead of making a nice even disk but this isn't taught. In fact the modern teaching method avoids this because a) almost no one knows how to do it any longer b) the risk to a $100000 machine should the instructor get it wrong is very high. However I think many of these sorts of accidents which are not blade flap but rather over rotation accidents would be reduced th-cam.com/video/0N_QdVHJRHI/w-d-xo.html Hint if the blades are positively conned up they cannot be hinging/flapping as when that is happening the retreating blade is stalled and falls to the ground. We should be clear that we are not being taught to manage blades properly we are being taught a technique which increases take off distance, increases the amount of over rotation / behind the power curve type incidence. We need to bring back gyro clubs - dual instructors can bring their machines to students there. Use the gyroglider where proper blade management is learned right from hand winding blades to appropriate blade management on the ground - we never taxied with rotor brakes on. Madness the stresses to rotors is huge if they are not spinning while bouncing around on the ground.
We are building our club up at Shobdon airfield in the UK. But not enough instructor's exist here. It is a slow building situation. You are very technical and have a good understanding beyond what most people will ever achieve. I try to promote not having a high nose attitude near the ground as I believe it's one of the greatest dangers we have. Personally I only concentrate on the rotor. So firstly I will pre rotate building as slowly as possible and then move along the runway either fast or slowly with the stick fully back until the rotor RPM has regained what was lost as I released the pre rotator button....plus an extra 20 or 30 rpm.before then moving onto airspeed. My aim then is to allow the aircraft to accelerate. I only aim for between 40mph and 60mph. At 40 it will take off but at 60 it will also climb away. There are various ways of achieving this. I can add throttle very slowly.....or very quickly and smoothly. The amount of throttle must be above cruise power as you need excess energy to climb. Thanks for your comments and the time you have taken in your reply 👍 ✅ Enjoy your flying. Best regards Paul T
@@GyroSportFlying Hi there, thanks for the kind words. I hope you club continues to build membership. a couple of things: I used to instruct in gyrogliders for about 16 years so I have a good grasp on the theory but the technique for takeoff was what we taught to all our students they could all do it. Back in the day almost everyone hand wound rotors. I'm not against pre-rotators many machines are too large or have cockpits etc. But learning to wind up without them is invaluable. My suggestion is to only wind up the rotors to just a bit over the speed they would have been wound up by hand and take off as you would and as my old mate in the video in the message above did. For my machine which was like this one but with a VW it was an initial speed of 8-10mph until they reached the next phase (stopped accelerating) then up to about 12mph then to 14mph at which point the blades were beyond the risk of hinging and the nosewheel was getting light and the machine wanted to slow down due to the extra drag thats the signal you can cease worrying about the rotors and nose comes up - this stage really speeds them up. My machine would be off at 20-22mph and hold in ground effect till 35-40mph and climb out. This was a direct drive VW with 22ft rotors. A lot of modern machines are around 100 kg heaiver empty weight than the old VW and even more heavy than the rotax shown which would have been 115-125kg empty. Longer rotors with too much pitch take way to long to come up. If you're club builds enough interest build a gyro glider. Hell you can even build your own wood rotors, you can build a gyroglider with 22ft blades for about $1000 or less if you have someone who can machine a rotor head or get a donation. The lack of these is a serious issue around the world. The guy that taught me was a genius he had a sailplane instructing background and adapted that syllabus and while our club was the first in Australia to have access to a two seat powered machine unlike everyone else he didn't throw the baby out with the bathwater instead incorporated the two seat powered trainer into the training so we still did glider dual and glider solo - doesn't take many hours as every minute is a take off and landing. We'd also do ground runs supervised in our own powered machines which he'd test fly. After we had the basics and before we'd done much ground runs in our own machine we'd do only 3-5 hours in the dual machine. It simply wasn't necessary to do more because 90% of what you need to learn you learn in the glider and things like rudder control and power application you'd learn in ground runs on your powered machine at low speeds. The two seat powered machine you learned coordinated turns, you learned engine out procedures, maintaining airspeed correctly etc. But as you can already wind up rotors, take off and land and know how to fly a gyro with a sensitive stick most of the early hours was unnecessary. In spite of these low hours dual at that club in those 16 years I never saw a set of blades so much as scratched. It was in my other club - we also had a gyroglider which I instructed in. That area was culturally much more loose and a lot of cowboys shall we say they were against regulation and considered my ideas somewhat nanny state and while those of us that opperated the glider never had a single incident over that time other instructors did lets say less well with students. People were being rushed through the power ground phases etc. One bloke would have Walkie talkie - a good idea but they way he used it was as though he was with the student in their powered machine where he could take over. Our powered ground runs was kept to short times when we were up to hops (no more than 20 minutes before a break). This guy if the student would do a good takeoff and landing would then push him right onto the next level not understanding he needed to repeat the process again and again until he could do it in his sleep. I watched in horror as this poor student was near loosing control with this rubbish instructor yelling into the walkie talkie. Another guy I took up in the gyroglider had over 30 hours with a notorious two seat instructor down here. He couldn't wind up blades, couldn't take off fly level and land and yet the month after I arrived to see him doing hops under another instructors management. I questioned him. He can't fly the glider why are you putting him in his single seater "He's done more than 30 hours with X". On flying behind the power curve. Another benifit of the gyroglider is you can safely fly it nose high in fact we'd send students solo with full back stick only controlling left and right with the stick. Because we had short blades (22ft) and the tow boom holds the nose from getting too high you can fly all day behind the power curve in perfect safety. The advantage was to reduce cognitive load on transition from dual glider to solo but it had the added advantage that we all learned what it was like to fly low to the ground behind the power curve so you recognized the attitude and stick feel. You can do this in a dual powered machine at 100ft of course but its not the same as along the strip up there other than horizon its harder to feel the angle which is why so many get caught out. The glider cured a lot of ills. Now while the two seat instructors get less hours per student consider this. Because you are dramatically cutting costs more students will learn and by the time you get them in to do the lower hours they can already take off and land you don't have to teach much more they are not going to over control they understand blade management fully. A two seat instructor teaching students only who've been taught in the glider will be much less likely to have a student wipe out their expensive machine. Hope this helps, good luck with the club.
@@cameronlapworth2284 I hope you are still flying and getting some enjoyment out of our sport. I'm still a trainee instructor and I will be trained flying from the rear seat for the next year. It is expected to take another 4 weeks of residential courses split up of this next year for me to be ready for my test. All of my time is spent building the lessons and learning the patter. I have been trained from the beginning following the Gyropedia and will be teaching this way too. We will only be using modern factory built Gyroplanes. My path forward is forged in stone at the moment but I would purchase and read one of your books! Thanks again for your comments and suggestions.😀
I'm a fixed-wing owner/pilot and have a few hundred hours in helicopters. I tried a Gyrocopter with a good instructor. The base of the H/V diagram is longer for a gyro, compared to a helicopter. I don't personally like the long take-off run required of these machines, especially from grass strips, though I'm obviously comfortable with autorotative flight and descent, from my helicopter experience. IMHO they are better suited to operations from a long hard runway.
I totally agree with you as I operate from a long tarmac runway most of the time. However these new machines with 915 etc engine and the latest rotor system can get off the ground in no space at all. The new ELA Revo has jump capability. I fly on days when I wouldn't be flying a fixed wing. That's the attraction for me. Thanks for your comments Bob....check out the ELA Revo? See if that interests you?.....👍
Pour moi la plus part de autogyre en biplaces sont soumotorisés en raison de la traînée engendrer par le rotor en vase de décollage. 140 ch de puissance devrait être le minimum pour un biplace😊 Et l'idéal serait le 916 rotax 160ch et quelques,en France le max et 139ch dans la réglementation ULM🙏
Im understanding when you reach a groundspeed fast enough to raise the front wheels you move the the stick forward enough to compensate less such exageration reducing the attack angle , drag, and increasing airspeed to 1 rotor rpm 2 liftoff airspeed.????????
You must have professional instruction with a qualified instructor before attempting to fly anything. Who mentioned groundspeed? I have no idea about any ground speeds. I begin with rotor management. I think you are on about the wheel balance attitude which is maintained until the aircraft raises from the ground and as the aircraft becomes airborne it is not allowed to go nose high. Once off the ground the airspeed is increased just above the ground until the climb away speed is reached. There is no substitute for professional instruction with a qualified instructor. Your safety depends on it.
There are several stages in a proper wind up. Have a look at this, this is done superbly so you see very little airstrip used. th-cam.com/video/36ogAzGGyG4/w-d-xo.html This was a mate of mine (taken years ago) he'd take off on the taxiway all the time. This is the process. You will notice the blades are wound up first with no disk angle this avoids hinging/flapping where the retreating blade can stall. Then a very slow initial wind up phase (this is different to most modern techniques which I disagree with because it doesn't work as well as this). At this phase the disk is back which keeps the airspeed low but spins the blades up due to the high disk angle in minimal airstrip. So rotor rpm increases best when angle of the disk is high but angle of attack of the retreating blade is low - due to it high relative forward speed - if you try to push power too soon you slow rotor pick up and can stall the retreating blade. So here he will be doing initially about 8mph then 10mph then 12mph. At about 12mph the blades really start to accelerate and the drag of the disk increases requiring more power to hold that speed (it will want to slow) so you add even more power (which also means rudder authority is excellent compared to fixed wing). Now in seconds the nosewheel will lift this will increase disk angle and while it will again increase drag requiring more power again the pilot now starts adding power and easing the stick forward, no amount of power from about 14mph will cause the blades to flap/hinge so you are safe now to gun it. But here he is gradually pushing in full power. Because this is very progressive its easy to control (although this takes practice) now the disk has been reduced the airspeed on this machine is about 20mph as it breaks ground the flat angle on the keel is maintained until it reaches best lift drag speed (in this case about 30mph) and the machine climbs out relatively flat. So you don't keep the disk back or you'll end up back on the ground and your power will not overcome the induced drag. This is gyro take off technique 101. Unfortunately in order to try to aviod blade flap/hinging the modern technique is to ram up the rotors to 220rpm and gun it and hope the blades don't decelerate before they get sufficent airflow to get to speed. This sucks up airstrip and results in a very sudden lifting of the nose which the pilot then tries to get under control before the whole machine staggers sometimes too nose high sometimes yawing sideways. Its a mess. No one learns this anymore because no one wants to risk teaching the proper technique because a $100 000 + machine if you bingle the blades will probably cost you $30 000 to repair. Sad. The old gyroglider cost about $1000 to build and taught all of this very effectively and much more.
Your comments are appreciated..... I have flown a few different Gyroplanes already in my short Gyroplane flying experience. I have however been a Three axis instructor previously and I am currently a long way through becoming a Gyroplane Instructor. These thoughts are my own and should not be acted upon in any way. The technique taught by many instructors in the UK has been discussed by all of the top UK instructors and a consensus decision was made. I myself would like to split the take off run into various parts discussing the reasons for my thoughts. I am referring to modern expensive machines only. The rotor should be kept forward and locked into the correct position until ready to use. The rotor build up should be not rushed. A slow steady build up especially upto and over 150rpm before the stick is centralised. Once at this speed the rotor will stablise. The Gyropedia is an amazing instrument which gives us best practice. If you don't agree with any aspect of its best practice procedures you can challenge them. But they relate to avoiding accidents. So we use a 4 count. 1 release the pre rotator 2 stick back and centralise 3 release the wheel brake 4 apply initial power Calling this out and following this procedure will stop you starting your take off run with the rotors tilted forward. The rotor speed initially drops ....but regains it's rpm and continues to climb The amount of power added must be enough for the aircraft to climb! If you cruise level at 4000rpm? Then this setting is not high enough! I will usually and smoothly add all of the available power making sure that I keep the aircraft tracking and pointing in the direction of travel. The tracking is maintained with the stick and the pointing is maintained with the feet. (Rudder/ nose wheel steering). I totally ignore airspeed until the rotor rpm is nearing the nose becoming light. I then begin to control my airspeed. There is no need to go fast down the runway. The aircraft flow will have a best climbing speed and exceeding this is unnecessary. Keeping control of the aircraft's pitch is very important. Don't allow the aircraft to drift and donot allow the nose to pitch up too high. The Gyropedia calls this the wheel balance attitude. A little like a motorcycle doing a shallow wheelie. If the aircraft does leave the ground before it has sufficient speed to climb away? Build up your airspeed along the ground before your chosen abort point which is such that you could land safely and taxi back to try again. This all should avoid any accidents. Thank you for your comments 🙏👍
The forward move of the stick is very little.... only about a fist! .....This training must be done in a two seat aircraft with a qualified instructor.
Unlike in an aeroplane the Gyroplanes wings are spinning and travelling at 400mph at the tips irrespective of what speed the aircraft is doing. So when the Gyroplane slows down.....the airflow over its wings doesn't.🙏
On the second take off situation. Something people do not appreciate with pre-rotation is you are in a situation where the recommended take off procedure in these machines is designed to avoid blade flap but costs take off distance. Ideally blades should be wound up much more gradually with SIGNIFICANTLY lower ground speed and hence lower ground roll and you can't use what's behind you.
The trouble with this method is you spin up rotors to say 220rpm then as soon as you release pre-rotator your blades are decaying. The avoid blade flap technique means the pilot is then in a rush to match a now decaying blade rpm with sufficent airspeed to maintain and then build rpm. This results in the pilot rushing to get to say 45mph and hoping the blades will catch up. What I believe is happening is the blades are now met with very high airspeed and this slows the acceleration of rpm, this results in a higher angle of attack on both blades but a very high advancing blade speed and excessive teeter (not enough to flap/hinge) this means the stalled area on the retreating blade is a greater percentage and reduces the amount of forward lift vector of that blade slowing its building of speed, eventually they get there but you are now racing along the runway using up huge amounts of runway in the process.
A better way is to wind the blades sufficiently to allow them to begin to build at a very low forward speed just sufficient to get them to the next stage then just adding a little more forward speed. This is the most efficient way to build rotor speed as shown here. th-cam.com/video/36ogAzGGyG4/w-d-xo.html
timeline:
1. hand winding rotors.
2. 16 sec: Note how slowly he is taxiing here. This gives time for the blades to accelerate and uses minimal ground distance.
3. 27sec: Blades now as fast as they can go at this slow speed so he now adds just a touch more throttle.
4. 32 sec: again blades can't go faster so just a touch more throttle blades now too fast to flap/hinge nose starting to get light
5. 37 sec: nose light full power only worried about wheel balance now. Here if the gyro is nose heavy this stage will be delayed as a heavy nose will delay lifting the nose which gains an extra few degrees angle on the disk and reduces run up. Many tandem machines are very nose heavy.
6. Builds speed in fact he is holding it close to the ground as his abrupt climb out shows.
It helps if the machine is not overly heavy and the blades are not overly long with means they will teeter more and accelerate more slowly = more airstrip used.
Of course this means the pilot has to understand hinging/blade flap and be able to judge by eye and airspeed if its likely to occur, Looking at a rotor gauge won't help as its a combination of rotor rpm and airspeed and once you've worked out how to do it you don't need the gauge. You can actually tell a blade that is starting to hinge by eye it sort of sweeps up instead of making a nice even disk but this isn't taught. In fact the modern teaching method avoids this because a) almost no one knows how to do it any longer b) the risk to a $100000 machine should the instructor get it wrong is very high. However I think many of these sorts of accidents which are not blade flap but rather over rotation accidents would be reduced th-cam.com/video/0N_QdVHJRHI/w-d-xo.html Hint if the blades are positively conned up they cannot be hinging/flapping as when that is happening the retreating blade is stalled and falls to the ground. We should be clear that we are not being taught to manage blades properly we are being taught a technique which increases take off distance, increases the amount of over rotation / behind the power curve type incidence.
We need to bring back gyro clubs - dual instructors can bring their machines to students there. Use the gyroglider where proper blade management is learned right from hand winding blades to appropriate blade management on the ground - we never taxied with rotor brakes on. Madness the stresses to rotors is huge if they are not spinning while bouncing around on the ground.
We are building our club up at Shobdon airfield in the UK. But not enough instructor's exist here. It is a slow building situation. You are very technical and have a good understanding beyond what most people will ever achieve. I try to promote not having a high nose attitude near the ground as I believe it's one of the greatest dangers we have. Personally I only concentrate on the rotor. So firstly I will pre rotate building as slowly as possible and then move along the runway either fast or slowly with the stick fully back until the rotor RPM has regained what was lost as I released the pre rotator button....plus an extra 20 or 30 rpm.before then moving onto airspeed. My aim then is to allow the aircraft to accelerate. I only aim for between 40mph and 60mph. At 40 it will take off but at 60 it will also climb away. There are various ways of achieving this. I can add throttle very slowly.....or very quickly and smoothly. The amount of throttle must be above cruise power as you need excess energy to climb. Thanks for your comments and the time you have taken in your reply 👍 ✅ Enjoy your flying. Best regards Paul T
@@GyroSportFlying Hi there, thanks for the kind words. I hope you club continues to build membership.
a couple of things:
I used to instruct in gyrogliders for about 16 years so I have a good grasp on the theory but the technique for takeoff was what we taught to all our students they could all do it. Back in the day almost everyone hand wound rotors. I'm not against pre-rotators many machines are too large or have cockpits etc. But learning to wind up without them is invaluable. My suggestion is to only wind up the rotors to just a bit over the speed they would have been wound up by hand and take off as you would and as my old mate in the video in the message above did. For my machine which was like this one but with a VW it was an initial speed of 8-10mph until they reached the next phase (stopped accelerating) then up to about 12mph then to 14mph at which point the blades were beyond the risk of hinging and the nosewheel was getting light and the machine wanted to slow down due to the extra drag thats the signal you can cease worrying about the rotors and nose comes up - this stage really speeds them up. My machine would be off at 20-22mph and hold in ground effect till 35-40mph and climb out.
This was a direct drive VW with 22ft rotors. A lot of modern machines are around 100 kg heaiver empty weight than the old VW and even more heavy than the rotax shown which would have been 115-125kg empty. Longer rotors with too much pitch take way to long to come up.
If you're club builds enough interest build a gyro glider. Hell you can even build your own wood rotors, you can build a gyroglider with 22ft blades for about $1000 or less if you have someone who can machine a rotor head or get a donation. The lack of these is a serious issue around the world.
The guy that taught me was a genius he had a sailplane instructing background and adapted that syllabus and while our club was the first in Australia to have access to a two seat powered machine unlike everyone else he didn't throw the baby out with the bathwater instead incorporated the two seat powered trainer into the training so we still did glider dual and glider solo - doesn't take many hours as every minute is a take off and landing.
We'd also do ground runs supervised in our own powered machines which he'd test fly. After we had the basics and before we'd done much ground runs in our own machine we'd do only 3-5 hours in the dual machine. It simply wasn't necessary to do more because 90% of what you need to learn you learn in the glider and things like rudder control and power application you'd learn in ground runs on your powered machine at low speeds.
The two seat powered machine you learned coordinated turns, you learned engine out procedures, maintaining airspeed correctly etc. But as you can already wind up rotors, take off and land and know how to fly a gyro with a sensitive stick most of the early hours was unnecessary.
In spite of these low hours dual at that club in those 16 years I never saw a set of blades so much as scratched. It was in my other club - we also had a gyroglider which I instructed in. That area was culturally much more loose and a lot of cowboys shall we say they were against regulation and considered my ideas somewhat nanny state and while those of us that opperated the glider never had a single incident over that time other instructors did lets say less well with students. People were being rushed through the power ground phases etc. One bloke would have Walkie talkie - a good idea but they way he used it was as though he was with the student in their powered machine where he could take over. Our powered ground runs was kept to short times when we were up to hops (no more than 20 minutes before a break). This guy if the student would do a good takeoff and landing would then push him right onto the next level not understanding he needed to repeat the process again and again until he could do it in his sleep. I watched in horror as this poor student was near loosing control with this rubbish instructor yelling into the walkie talkie.
Another guy I took up in the gyroglider had over 30 hours with a notorious two seat instructor down here. He couldn't wind up blades, couldn't take off fly level and land and yet the month after I arrived to see him doing hops under another instructors management. I questioned him. He can't fly the glider why are you putting him in his single seater "He's done more than 30 hours with X".
On flying behind the power curve. Another benifit of the gyroglider is you can safely fly it nose high in fact we'd send students solo with full back stick only controlling left and right with the stick. Because we had short blades (22ft) and the tow boom holds the nose from getting too high you can fly all day behind the power curve in perfect safety. The advantage was to reduce cognitive load on transition from dual glider to solo but it had the added advantage that we all learned what it was like to fly low to the ground behind the power curve so you recognized the attitude and stick feel. You can do this in a dual powered machine at 100ft of course but its not the same as along the strip up there other than horizon its harder to feel the angle which is why so many get caught out. The glider cured a lot of ills.
Now while the two seat instructors get less hours per student consider this. Because you are dramatically cutting costs more students will learn and by the time you get them in to do the lower hours they can already take off and land you don't have to teach much more they are not going to over control they understand blade management fully. A two seat instructor teaching students only who've been taught in the glider will be much less likely to have a student wipe out their expensive machine.
Hope this helps, good luck with the club.
@@cameronlapworth2284 I hope you are still flying and getting some enjoyment out of our sport. I'm still a trainee instructor and I will be trained flying from the rear seat for the next year. It is expected to take another 4 weeks of residential courses split up of this next year for me to be ready for my test. All of my time is spent building the lessons and learning the patter. I have been trained from the beginning following the Gyropedia and will be teaching this way too. We will only be using modern factory built Gyroplanes. My path forward is forged in stone at the moment but I would purchase and read one of your books! Thanks again for your comments and suggestions.😀
I'm a fixed-wing owner/pilot and have a few hundred hours in helicopters. I tried a Gyrocopter with a good instructor. The base of the H/V diagram is longer for a gyro, compared to a helicopter. I don't personally like the long take-off run required of these machines, especially from grass strips, though I'm obviously comfortable with autorotative flight and descent, from my helicopter experience. IMHO they are better suited to operations from a long hard runway.
I totally agree with you as I operate from a long tarmac runway most of the time. However these new machines with 915 etc engine and the latest rotor system can get off the ground in no space at all. The new ELA Revo has jump capability. I fly on days when I wouldn't be flying a fixed wing. That's the attraction for me. Thanks for your comments Bob....check out the ELA Revo? See if that interests you?.....👍
@@GyroSportFlying Thanks - will do!
Pour moi la plus part de autogyre en biplaces sont soumotorisés en raison de la traînée engendrer par le rotor en vase de décollage.
140 ch de puissance devrait être le minimum pour un biplace😊
Et l'idéal serait le 916 rotax 160ch et quelques,en France le max et 139ch dans la réglementation ULM🙏
Im understanding when you reach a groundspeed fast enough to raise the front wheels you move the the stick forward enough to compensate less such exageration reducing the attack angle , drag, and increasing airspeed to 1 rotor rpm 2 liftoff airspeed.????????
You must have professional instruction with a qualified instructor before attempting to fly anything. Who mentioned groundspeed? I have no idea about any ground speeds. I begin with rotor management. I think you are on about the wheel balance attitude which is maintained until the aircraft raises from the ground and as the aircraft becomes airborne it is not allowed to go nose high. Once off the ground the airspeed is increased just above the ground until the climb away speed is reached. There is no substitute for professional instruction with a qualified instructor. Your safety depends on it.
There are several stages in a proper wind up. Have a look at this, this is done superbly so you see very little airstrip used. th-cam.com/video/36ogAzGGyG4/w-d-xo.html This was a mate of mine (taken years ago) he'd take off on the taxiway all the time. This is the process. You will notice the blades are wound up first with no disk angle this avoids hinging/flapping where the retreating blade can stall. Then a very slow initial wind up phase (this is different to most modern techniques which I disagree with because it doesn't work as well as this). At this phase the disk is back which keeps the airspeed low but spins the blades up due to the high disk angle in minimal airstrip. So rotor rpm increases best when angle of the disk is high but angle of attack of the retreating blade is low - due to it high relative forward speed - if you try to push power too soon you slow rotor pick up and can stall the retreating blade. So here he will be doing initially about 8mph then 10mph then 12mph. At about 12mph the blades really start to accelerate and the drag of the disk increases requiring more power to hold that speed (it will want to slow) so you add even more power (which also means rudder authority is excellent compared to fixed wing). Now in seconds the nosewheel will lift this will increase disk angle and while it will again increase drag requiring more power again the pilot now starts adding power and easing the stick forward, no amount of power from about 14mph will cause the blades to flap/hinge so you are safe now to gun it. But here he is gradually pushing in full power. Because this is very progressive its easy to control (although this takes practice) now the disk has been reduced the airspeed on this machine is about 20mph as it breaks ground the flat angle on the keel is maintained until it reaches best lift drag speed (in this case about 30mph) and the machine climbs out relatively flat. So you don't keep the disk back or you'll end up back on the ground and your power will not overcome the induced drag. This is gyro take off technique 101. Unfortunately in order to try to aviod blade flap/hinging the modern technique is to ram up the rotors to 220rpm and gun it and hope the blades don't decelerate before they get sufficent airflow to get to speed. This sucks up airstrip and results in a very sudden lifting of the nose which the pilot then tries to get under control before the whole machine staggers sometimes too nose high sometimes yawing sideways. Its a mess. No one learns this anymore because no one wants to risk teaching the proper technique because a $100 000 + machine if you bingle the blades will probably cost you $30 000 to repair. Sad. The old gyroglider cost about $1000 to build and taught all of this very effectively and much more.
Your comments are appreciated..... I have flown a few different Gyroplanes already in my short Gyroplane flying experience. I have however been a Three axis instructor previously and I am currently a long way through becoming a Gyroplane Instructor. These thoughts are my own and should not be acted upon in any way. The technique taught by many instructors in the UK has been discussed by all of the top UK instructors and a consensus decision was made. I myself would like to split the take off run into various parts discussing the reasons for my thoughts. I am referring to modern expensive machines only. The rotor should be kept forward and locked into the correct position until ready to use. The rotor build up should be not rushed. A slow steady build up especially upto and over 150rpm before the stick is centralised. Once at this speed the rotor will stablise. The Gyropedia is an amazing instrument which gives us best practice. If you don't agree with any aspect of its best practice procedures you can challenge them. But they relate to avoiding accidents. So we use a 4 count.
1 release the pre rotator
2 stick back and centralise
3 release the wheel brake
4 apply initial power
Calling this out and following this procedure will stop you starting your take off run with the rotors tilted forward. The rotor speed initially drops ....but regains it's rpm and continues to climb
The amount of power added must be enough for the aircraft to climb!
If you cruise level at 4000rpm? Then this setting is not high enough! I will usually and smoothly add all of the available power making sure that I keep the aircraft tracking and pointing in the direction of travel. The tracking is maintained with the stick and the pointing is maintained with the feet. (Rudder/ nose wheel steering). I totally ignore airspeed until the rotor rpm is nearing the nose becoming light. I then begin to control my airspeed. There is no need to go fast down the runway. The aircraft flow will have a best climbing speed and exceeding this is unnecessary.
Keeping control of the aircraft's pitch is very important. Don't allow the aircraft to drift and donot allow the nose to pitch up too high.
The Gyropedia calls this the wheel balance attitude. A little like a motorcycle doing a shallow wheelie.
If the aircraft does leave the ground before it has sufficient speed to climb away? Build up your airspeed along the ground before your chosen abort point which is such that you could land safely and taxi back to try again. This all should avoid any accidents. Thank you for your comments 🙏👍
You are only aiming to reduce a little drag and maintain an attitude!
The forward move of the stick is very little.... only about a fist! .....This training must be done in a two seat aircraft with a qualified instructor.
Gaining proper air speed and ground effect...
The correct airspeed is essential if you want to move away from the ground. 👍
1:00 over positive angle of attack
Unlike in an aeroplane the Gyroplanes wings are spinning and travelling at 400mph at the tips irrespective of what speed the aircraft is doing. So when the Gyroplane slows down.....the airflow over its wings doesn't.🙏
a pusher will kill you a tractor wont !!!!!!