Don't forget to share it with others and here is a new video explains planetary gearset, Please checkout to learn more th-cam.com/video/wD0cMlnaUGw/w-d-xo.html and help us to reach more audiences. As a small channel TH-cam algorithm is not helping at all and have no budget for paid promotion. I am focusing on improving video quality.
@@fredashay No collective. In my simple understanding, the collective pitch controls the angle of attack of the blades on a heli rotor, set against engine power (why the collective control also has the throttle), but in a helicopter you have to change the cyclic to enter transitional flight, by changing your rotor disc angle of attack, and thus the vector of resultant thrust. But a gyro will steer and climb on the cyclic, because the forward force is provided by the motor behind you. It's easier if you ignore the evidence of your eyes and think of the rotor disc as equivalent to a fixed wing. I found info from a gyro club that says the glide angle is about 4:1, so (roughly) altitude 1000 feet, range 4000 feet, about 1.2 km on no engine.
@@naughtyboys2381 I am currently training to become a gyro pilot (before this I was only flying fixed-wing airplanes). You need to find a flight school that offers gyroplane flight lessons. In my country you need the Ultra Light pilot's license, which they will give you after you finish the flight lessons and the theoretical exams.
@@dimatall It's pretty safe. Any wing/lift surface can be stalled. If you mean STOL (Short takeoff and landing) by saying STAL then yes there are a lot of gyros with STOL capabilities.
I learned how to fly a Benson gyrocopter in 1967 when I was 14. My dad ran an asparagus farm so we needed this to fly over the crops. This video seems complicated until you watch it more times. I ended up crashing in the slough when I was showing off. Thanks for this video, brought back memories.
I looked yesterday for any online content about autogyros. This is the only one where the control system is actually explained. Very well done and thank you!
i remember seeing some of these for sale at a local boat and rv show when i was a really little kid in the early 2000s. for the longest time i thought it was just a vivid childhood dream i had. i didnt think it was actually a real thing. at the time one of my favorite movies was inspector gadget and he had a hat with a helicopter prop on top of it, and then we had a bowflex machine in our house, so for a solid decade i was sure i had just combined those two things in a dream and then combined the local outdoor show my family would go to each year.
Brilliant and vivid presentation. Picture is worth 1000 words. Fantastic and interesting animation like above is worth a million words. Hope to see many such animations in future. Suggest work on Co-Axial helicopter like Kamov and intermeshing rotor helicopter like Kaman . Would love to watch.
This is such a great video! I live a stone throw away from "Sportcopter," so I've seen a few in the air over the last 40 odd years I've lived close to the airport. 😁 I've seen Jim (Vanek) do a loop in his. Brave or totally crazy, I don't know. But he tosses these things around in the sky in a way that's amazing. I already knew much of the information this video presented, but to whoever did this animation, WOW! This video is EXACTLLY what every new (to gyros) pilot needs to watch. How you spilt the rotor blade(s) into their area of lift was new to me. Very cool! To anyone who knows: How long does it take to create such an animation (sans vocal editing) as this? I'm just learning (at 70 years old) how to "draw" (I use that term loosely) using Tickercad. The problem with Tinkercad is no animation, that I know of. Blender seems popular but I'm not sure if my brain can handle learning all the new commands. 😃
Pretty freaking awesome video!!😳😳🤯 Excellent presentation and knowledge!!👍 I have learned a lot from your video! Being a aviation buff, this is great! Thanks 😊
Really need to mention... "With a high engine thrustline (relative to the vertical c.g. and center of drag) and/or with a momentary gust that can increase fuselage drag, the gyro can pitch forward and tumble. Such tumbling, also known as bunting over, can occur almost instantly." Any negative G created situation, I'm no gyro pilot, but the maneuver required to recover is opposite a fix wing aircraft. You should never get into a negative G situation as it will unload the rotor. It's the equivalent of a stall, understand you will hear gyros can't stall, true, but an unloaded rotor, it's going to have the same results, gravity will take over. There isn't any recovery for a bunting over if it happens. So do it wrong, rotor uploading, react incorrectly, a bunting over will happen, no recovery. Rumor has it, improvements have been improved in model designs for bunting over, but not eliminated. I once considered buying an early design gyro, I passed. I believe one foreign military considered them, but decided no. I think France? Check the US accident stats, bunting, rotor tail strikes pretty fatal. th-cam.com/video/CfjBzrSDrV0/w-d-xo.htmlsi=-vP5s2pdKZYc-Lyl As I say, I don't own one, not a pilot, never flown one, no expert, so YMMV. I'm just saying they aren't for me. Interesting a modern Europe gyro, it doesn't seem in business anymore, or model gone, went back to a old front mounted engine, frame more plane like, with a tube rear end, that contained a ballistic recovery parachute. No clue what, why, how it worked out
This is awesome, this information will help a lot with my future project, RC autogyro which is challenging to fly in my opinion. I subscribed, great stuff.
@@larchman4327 I'm not an engineer, just flying around toy planes and helicopters but I think basic principles of flight applies to both the real machine and RC in a similar way, just my opinion based on my shallow knowledge.
Fab video ! Perhaps can do variations that show what happens on take-off, landing, problems...... Thank you Is there much problem of downdrafts around mountains & trees etc.... of is it stable enough that not a problem?
A Gyroplane rotor does not rotate as a pinwheel rotates in the wind. The rotor of a Gyroplane and a helicopter when in the state of auto rotation, rotates against the flow of the wind. This is due to the effort of lift is alway perpendicular to the angle of attack of the wind. This varies along the length of the entire rotor due to the fact that the airspeed varies infinitely due to the rotation of the blade. Another words the section of the rotor next to the hub is rotating slower than the tips. For simplicity we decide the rotor into three sections: The stalled, which is closer to the center of rotation, The Driving, which is producing lift at a very high angle of attack where by the effort of lift is actually forward in its vector. The section literally pulls the rest of the rotor into the wind. Finally the Driven section. This section provides most of the lift and is pulled against the wind by the middle or Driving section of the blade. The velocity of rotation is self limited by the lift vs drag equality. Most two place gyros will see a rotation of 325 to 375 rpm. The rotor rpm will vary with atmospheric conditions and the gross weight of the aircraft. The rotor rpm typically will not vary over 10% no matter what the forward velocity of the aircraft.
"A Gyroplane rotor does not rotate as a pinwheel rotates in the wind. " The analogy might not be correct, but it's been used to illustrate the point for many decades. Chuck Vanek, back when it was still "Vancraft," used it with me as did Rod Scamahorn (until his death) who was one of "Sport Copters" CFI's. No, it's not 100% correct. But it does get the point across.
So the common concept that wind goes from below the rotor upwards is inexact, right? It does so in the driver region, but, as on any helicopter, the driven region will cause a downwash, am I right? Thanks in advance
@@DoNotPushHere As in an airplanes wing, the relative wind causing providing lift is from slightly below the airfoil, which is called the angle of attack. The same is true for the rotor on an Autogyro. On a helicopter the rotor is driven by the engine and acts more a a propeller and air is grabbed and force through it. When Juan De la Cierva invented the Gyroplane, it came after a tragic aircraft accident which resulted in the loss of a good friend. Keep in mind this was 1921 and earlier, a few scant years after the 1903 Wright Brothers flight. Stall spins were not understood. All they knew was, if the aircraft was allowed to fly too slow, it fell from the sky. “Why must the passengers fly at the same speed as the wing,” he famously ask himself. So he pursued the ides of a rotating airfoil. I expect he got real lucky, because if they did not know what really caused a stall span, they certainly didn’t know about area of pressure travel. Lift is more or less perpendicular to the angle of attack and oddly enough, the greatest lift I occurs at high angles of attack just before stall or the maximum angle of attack is exceeded. There are a lot of illustrations showing this on line. But in essence the center of lift or area of greatest effort is forward and not directly opposite of the Earths gravity pull. An airplane wing will not or does not force the air downward until, the wing has passed or aft of the wing. Aft of the wing on a fixed wing, there is down flow but not as experienced in a helicopter. As you know a gyroplanes rotor can be divided up into three areas defined by the speed of rotation and relative wind: The Stalled, the Driving and the Driven. Most rotor designers ignore the stalled region and do not begin the actual airfoil shape till a good distance away from the center of rotation. Having said that, there is airflow over that area while it does not produce lift, there is parasitic drag which hinders performance. SkyWheels rotors which are composite did attempt to deal with this area concerning drag and some of the very advance designs, you will see this area shaped to smooth the flow of air as it passes over. Most do not bother. outboard of the stalled area is the driven. This is where the lift is vectored forward or the aerodynamic center of the rotor. This force pulls the rotor against the wind and against the forward motion of the aircraft. To me, this is a freak of nature and a darned miracle. When the angle of attack is less, then the area of lift moves further aft on the blade and the rotor behaves more like a wing in cruising flight. This occurs in the driven section. If you have ever flown a Cessna 172 and you dropped full flaps on approach and forgot to trim the aircraft nose down, then you have experienced the force exerted by the center of lift having moved forward of the aerodynamic center of the wing. As you push hard on the yoke to get the nose down. It will cause puckering if you don’t expect it. Flight instructors love doing this to new students. The angle of attack of a pin wheel is almost perpendicular to the surface. Pushing and shoving causes it to rotate not pulling. Granted Bernoulli cannot explain the entire equation on lift. It is a shared effort of a push of the air under the wing and the vacuum or lower pressure above the wing. These forces trade off as the angle of attack is varied. Even the experts are re-debating how to explain why and aircraft flys. Obviously most of the hard parts have been solved enough to work. Gyroplanes suck and helicopter’s blow……in any case we get the same results; an orgasmic experience in the air. ( forgive me for the gutter talk)
@@DoNotPushHere What generally confuses some as well as myself is the affect of relative wind and the speed at which each point along the rotor is experiencing. If the aircraft is not moving forward, the tips of the rotor during pre rotation are experiencing 200 or plus MPH. In flight the rotors are spinning at 325-400 RPM and the tips are experiencing 350 mph velocities. The relative wind changes along the length of a rotating blade and with this the airfoil causes the wind to be molded or flowing around the airfoil resulting in dramatically different kinds and directions of lift. One example of this which may or may not relate to personal experiences would be the air felt by you if you were placed (safely of course ) in the back of a open bed truck sitting still on the ground. You will be traveling due North and there is a wind blowing at 45 mph from the West. ( might as well make this extreme) Facing North your left side of your faces is getting an ear full. Now the driver of the truck accelerates to 45 mph. Now the wind you are feeding is from a direction which had moved forward to about 45°. Has the wind changed direction? No but the combination of the wind speed and your forward speed you the feel this change in direction. You can increase your velocity to the point where the initial 45 mph wind at 90° is hardly felt at all. You are the rotor and airfoil at different points along the rotor and you can see how the relative wind changes at each point as velocity changes. So far the total lift on each blade is equal. This all goes to crap when the aircraft starts moving through the air. The accelerating blade which is moving into the direction of travel of the aircraft is now receiving more wind than its partner blade traveling down wind. What happens is one side gets more lift than the other and the airframe rolls and crashes. This happened with De la Cierva’s first full size aircraft until he invented flapping hinges. These allowed each blade to seek its own best angle of attack to equalize this disparity of lift. Most smaller gyroplanes achieve this via a teetering rotor head system. We won’t get into the explanation of the lead-lag hinge. ( it’s stress related) Then there is lift created by the affect of a rotating disk and the total flow of air moving across that disk. That generates a bit of lift. Then there is the viscosity of the air resisting to flow through this disk and that generates at bit of lift. The total explanation gets complicated very quickly. My head hurts. Helicopters don’t fly, they beat the air into submission. Gyroplanes are much more gentle in this agreement with the air.
"NOT POWERED BY AN ENGINE" More correctly, the rotor is not powered by an engine, the aircraft however is powered by an engine which drives a propeller which in turn causes the aircraft to move forward which in turn causes the rotor to spin, generating lift, so in fact every gyrocopter is powered by an engine, it is just that the engine is not used to power the rotor.. However, a lot of gyrocopters have rotors connected to the engine to provide a spin up of the rotor to generate lift and a well as having the engine connected to the rotor to take off vertically like a helicopter. Those latter actions pretty much fit the definition of the aircraft being "powered by an engine"
There is no hard and fast description of what is autogyro, gyrocopter or gyroplane, and all three terms are frequently used to describe a rotary wing aircraft that is pushed through the air by an engine driven propellor and has a non powered rotor. The rotor is in permanent auto rotation, and although the aerodynamics is difficult to understand, the rotor has similar controls to those in a powered rotor helicopter. The simplest form of autogyro has a two blade rotor with a ‘teetering head’. In this design the blades are fixed directly to the central rotor head, without any pitch change hinges. The central rotor head can tilt in fore and aft and lateral directions giving the pilot fore/aft and lateral control. Some more complex autogyros have a three blade rotor, which requires that each blade can change pitch independently, requiring a swashplate control with pitch change bearings on each blade. Two examples of this design are the Mculloch J2 and the Air and Space model 18. Both have a three blade rotor head from a conventional helicopter. These can be considered as ‘gyrocopter’, as they have a helicopter type rotor head. The J2 has an additional feature by way of stub wings that form the fuel tanks and also generate lift when in forward flight, so can be considered as ‘gyroplane’, combining a non powered rotor with aircraft type wings. Examples of all three types of autogyro can be seen on display at the Helicopter Miseum in North Somerset.
I've seen an old film showing an giroplane to stand still in the air making an equilibrium between the prop and the rotating wings. I suppose he's engaging the engine on the wings to do that?
Dean, I live next to an airport where they're build commercially. There's always a few of them in the pattern, depending on the weather. Some have enclosed cockpits, others are exposed to the elements. I know which model I'd choose. 🤣 "Power push-over" and "PIO" (pilot induced oscillations) are the two (major) things that will get you killed in a gyro. Keep those under control and they're a very safe aircraft.
Only one I've seen was where most of people have: in You Only Live Twice. Never understood how it stays aloft since the main rotor isn't powered. I know there's no collective in the same vein as a helicopter so autorotation works different. If Little Nellie was a ultralight I get how they work despite a skeletonized and minimal structure, it is still a conventional fixed-wing aircraft and works the same way as any other fixed-wing aircraft, propulsion system aside
Thank you so much for this animated video. It's very educative and makes it easy to understand the flight dynamics of a gyro copter. In fact I feel like I can make one.
4:36 could any expert help explaining where does up-wash wind come from ? I understand that for typical helicopter, up-wash wind will occur as engine fail and the helicopter body falling down relative to the air., the autorotation will happen. but when gyrocopter operating, it is not falling down, so where does up-wash wind come from then ?
@eigyro i'm a retired chopter pilot flew TH-55 and UH1-H there is no Stall like fixed wings where under minimum speed it pitchs nose down and enters in spining .the chopters on ground can enter in frequency Resonance and the blades or all the body might be destroyed .🇲🇦👍
Don't forget to share it with others and here is a new video explains planetary gearset, Please checkout to learn more th-cam.com/video/wD0cMlnaUGw/w-d-xo.html and help us to reach more audiences. As a small channel TH-cam algorithm is not helping at all and have no budget for paid promotion. I am focusing on improving video quality.
No collective?
How far can it glide on engine failure?
@@fredashay No collective. In my simple understanding, the collective pitch controls the angle of attack of the blades on a heli rotor, set against engine power (why the collective control also has the throttle), but in a helicopter you have to change the cyclic to enter transitional flight, by changing your rotor disc angle of attack, and thus the vector of resultant thrust.
But a gyro will steer and climb on the cyclic, because the forward force is provided by the motor behind you. It's easier if you ignore the evidence of your eyes and think of the rotor disc as equivalent to a fixed wing.
I found info from a gyro club that says the glide angle is about 4:1, so (roughly) altitude 1000 feet, range 4000 feet, about 1.2 km on no engine.
I'm a gyro pilot, and this is one of the best overviews of the subject I have seen. Well done.
Can you please say how to become a gyro pilot
@@naughtyboys2381 I am currently training to become a gyro pilot (before this I was only flying fixed-wing airplanes). You need to find a flight school that offers gyroplane flight lessons. In my country you need the Ultra Light pilot's license, which they will give you after you finish the flight lessons and the theoretical exams.
Is it really that safe to fly gyro? Is it possible to STAL a gyro?
@@dimatall It's pretty safe. Any wing/lift surface can be stalled. If you mean STOL (Short takeoff and landing) by saying STAL then yes there are a lot of gyros with STOL capabilities.
@@vojislav9372 thanks. I meant stall
"it is a tricycle setup" **epic movie war track drops**
Thought it is a *Twenty One Pilots* reference, lol
I learned how to fly a Benson gyrocopter in 1967 when I was 14. My dad ran an asparagus farm so we needed this to fly over the crops. This video seems complicated until you watch it more times. I ended up crashing in the slough when I was showing off. Thanks for this video, brought back memories.
I waited 45 years for this to someone to explain it to me. Finally you did it my friend. Thank you so very much.
I looked yesterday for any online content about autogyros. This is the only one where the control system is actually explained.
Very well done and thank you!
I am an Aerospace Engineer and I approve! Very informative yet concise.
Ahh so you invent things that pretend to go to space. Very interesting.
Does the gyrocopter have positive pitch? Negative pitch? Or just neutral pitch?
I'll never understand the point of the dramatic music. Can't we just listen to the information?
If you don't like just don't watch it
Nice video of gyro operations, however one important critique.......A horizontal stabilizer should be included to allow for flight stability.😀
The one who invented this machine is so creative...I love the flexible drive from the engine to the top rotor blade as an option 😅♥️
Quality explanation, thank you! A work well done!
Finally a great animation explanation how gyrocopter works! thank you!!!!
finally, yeah. we need to push that explanation so other interested people find it
Enjoyable, Informative Vid. One tiny point, It's not wind, it's airflow.
So much detail about construction and operations, i am impressed of animation.
i remember seeing some of these for sale at a local boat and rv show when i was a really little kid in the early 2000s. for the longest time i thought it was just a vivid childhood dream i had. i didnt think it was actually a real thing. at the time one of my favorite movies was inspector gadget and he had a hat with a helicopter prop on top of it, and then we had a bowflex machine in our house, so for a solid decade i was sure i had just combined those two things in a dream and then combined the local outdoor show my family would go to each year.
excellent and informative video ! thanks Rick
Although I've never been able to be in the Air a video like this gives me so much satisfaction and understanding on it can be in air
So good job 👏👍
best animation of how a gyro works I have seen thanks for taking the time to make it
Brilliant and vivid presentation. Picture is worth 1000 words. Fantastic and interesting animation like above is worth a million words. Hope to see many such animations in future. Suggest work on Co-Axial helicopter like Kamov and intermeshing rotor helicopter like Kaman . Would love to watch.
Perfect explanation👌🏼👌🏼👌🏼. I dream to build a gyro of my own. The main problem is to find the blades.
This is such a great video! I live a stone throw away from "Sportcopter," so I've seen a few in the air over the last 40 odd years I've lived close to the airport. 😁 I've seen Jim (Vanek) do a loop in his. Brave or totally crazy, I don't know. But he tosses these things around in the sky in a way that's amazing.
I already knew much of the information this video presented, but to whoever did this animation, WOW! This video is EXACTLLY what every new (to gyros) pilot needs to watch. How you spilt the rotor blade(s) into their area of lift was new to me. Very cool!
To anyone who knows:
How long does it take to create such an animation (sans vocal editing) as this? I'm just learning (at 70 years old) how to "draw" (I use that term loosely) using Tickercad. The problem with Tinkercad is no animation, that I know of. Blender seems popular but I'm not sure if my brain can handle learning all the new commands. 😃
Outstanding explanation hats off to you sir greatly appreciated ❤️
Excellent clear explanation. Thank you for sharing your knowledge. Is there any proper angel or area for the rotary wings.
Pretty freaking awesome video!!😳😳🤯 Excellent presentation and knowledge!!👍 I have learned a lot from your video! Being a aviation buff, this is great! Thanks 😊
Best explanation. With real footage you can get a little lost. But your animation is perfect.. Its giving 90% of how a gyro flies. Thank you... 😊
As a pilot I must say: good explanaition
Excellent video, thank you for explaining!!
I am flying an autogyro tomorrow (as a passenger), I am really excited!
Oh, I forgot to update: it was amazing!
tnx for making this helpful animation❤😊
Really need to mention...
"With a high engine thrustline (relative to the vertical c.g. and center of drag) and/or with a momentary gust that can increase fuselage drag, the gyro can pitch forward and tumble. Such tumbling, also known as bunting over, can occur almost instantly."
Any negative G created situation, I'm no gyro pilot, but the maneuver required to recover is opposite a fix wing aircraft.
You should never get into a negative G situation as it will unload the rotor.
It's the equivalent of a stall, understand you will hear gyros can't stall, true, but an unloaded rotor, it's going to have the same results, gravity will take over.
There isn't any recovery for a bunting over if it happens.
So do it wrong, rotor uploading, react incorrectly, a bunting over will happen, no recovery.
Rumor has it, improvements have been improved in model designs for bunting over, but not eliminated.
I once considered buying an early design gyro, I passed.
I believe one foreign military considered them, but decided no. I think France?
Check the US accident stats, bunting, rotor tail strikes pretty fatal.
th-cam.com/video/CfjBzrSDrV0/w-d-xo.htmlsi=-vP5s2pdKZYc-Lyl
As I say, I don't own one, not a pilot, never flown one, no expert, so YMMV.
I'm just saying they aren't for me.
Interesting a modern Europe gyro, it doesn't seem in business anymore, or model gone, went back to a old front mounted engine, frame more plane like, with a tube rear end, that contained a ballistic recovery parachute.
No clue what, why, how it worked out
This is utterly brilliant, the whole thing described so that I got it after only two passes! Well done.
Superbe ! très pédagogique.
Merci
Thank you for this
This is awesome, this information will help a lot with my future project, RC autogyro which is challenging to fly in my opinion. I subscribed, great stuff.
Will it even work at such a small scale.
@@larchman4327 I'm not an engineer, just flying around toy planes and helicopters but I think basic principles of flight applies to both the real machine and RC in a similar way, just my opinion based on my shallow knowledge.
This is an amazing animation. Very useful.
Most awesome video I have ever seen
Fab video ! Perhaps can do variations that show what happens on take-off, landing, problems...... Thank you
Is there much problem of downdrafts around mountains & trees etc.... of is it stable enough that not a problem?
This is an excellent presentation. 👋 Thanks from Australia.
Video may have been too good. I have the confidence to fly one of these now.
Amazing work, answers all my question about gyroplanes. Thank you
Well done!! more of this kind of detail especially wrt gyrocopters please!!
This is impressive, I really appreciate your work it made explaining the concept of Gyroplanes more safer and reliable to others!
A Gyroplane rotor does not rotate as a pinwheel rotates in the wind. The rotor of a Gyroplane and a helicopter when in the state of auto rotation, rotates against the flow of the wind. This is due to the effort of lift is alway perpendicular to the angle of attack of the wind. This varies along the length of the entire rotor due to the fact that the airspeed varies infinitely due to the rotation of the blade. Another words the section of the rotor next to the hub is rotating slower than the tips. For simplicity we decide the rotor into three sections: The stalled, which is closer to the center of rotation, The Driving, which is producing lift at a very high angle of attack where by the effort of lift is actually forward in its vector. The section literally pulls the rest of the rotor into the wind. Finally the Driven section. This section provides most of the lift and is pulled against the wind by the middle or Driving section of the blade. The velocity of rotation is self limited by the lift vs drag equality. Most two place gyros will see a rotation of 325 to 375 rpm. The rotor rpm will vary with atmospheric conditions and the gross weight of the aircraft. The rotor rpm typically will not vary over 10% no matter what the forward velocity of the aircraft.
"A Gyroplane rotor does not rotate as a pinwheel rotates in the wind. "
The analogy might not be correct, but it's been used to illustrate the point for many decades. Chuck Vanek, back when it was still "Vancraft," used it with me as did Rod Scamahorn (until his death) who was one of "Sport Copters" CFI's. No, it's not 100% correct. But it does get the point across.
So the common concept that wind goes from below the rotor upwards is inexact, right?
It does so in the driver region, but, as on any helicopter, the driven region will cause a downwash, am I right?
Thanks in advance
@@DoNotPushHere As in an airplanes wing, the relative wind causing providing lift is from slightly below the airfoil, which is called the angle of attack. The same is true for the rotor on an Autogyro. On a helicopter the rotor is driven by the engine and acts more a a propeller and air is grabbed and force through it. When Juan De la Cierva invented the Gyroplane, it came after a tragic aircraft accident which resulted in the loss of a good friend. Keep in mind this was 1921 and earlier, a few scant years after the 1903 Wright Brothers flight. Stall spins were not understood. All they knew was, if the aircraft was allowed to fly too slow, it fell from the sky. “Why must the passengers fly at the same speed as the wing,” he famously ask himself. So he pursued the ides of a rotating airfoil. I expect he got real lucky, because if they did not know what really caused a stall span, they certainly didn’t know about area of pressure travel. Lift is more or less perpendicular to the angle of attack and oddly enough, the greatest lift I occurs at high angles of attack just before stall or the maximum angle of attack is exceeded. There are a lot of illustrations showing this on line. But in essence the center of lift or area of greatest effort is forward and not directly opposite of the Earths gravity pull. An airplane wing will not or does not force the air downward until, the wing has passed or aft of the wing. Aft of the wing on a fixed wing, there is down flow but not as experienced in a helicopter.
As you know a gyroplanes rotor can be divided up into three areas defined by the speed of rotation and relative wind: The Stalled, the Driving and the Driven. Most rotor designers ignore the stalled region and do not begin the actual airfoil shape till a good distance away from the center of rotation. Having said that, there is airflow over that area while it does not produce lift, there is parasitic drag which hinders performance. SkyWheels rotors which are composite did attempt to deal with this area concerning drag and some of the very advance designs, you will see this area shaped to smooth the flow of air as it passes over. Most do not bother.
outboard of the stalled area is the driven. This is where the lift is vectored forward or the aerodynamic center of the rotor. This force pulls the rotor against the wind and against the forward motion of the aircraft. To me, this is a freak of nature and a darned miracle. When the angle of attack is less, then the area of lift moves further aft on the blade and the rotor behaves more like a wing in cruising flight. This occurs in the driven section.
If you have ever flown a Cessna 172 and you dropped full flaps on approach and forgot to trim the aircraft nose down, then you have experienced the force exerted by the center of lift having moved forward of the aerodynamic center of the wing. As you push hard on the yoke to get the nose down. It will cause puckering if you don’t expect it. Flight instructors love doing this to new students.
The angle of attack of a pin wheel is almost perpendicular to the surface. Pushing and shoving causes it to rotate not pulling. Granted Bernoulli cannot explain the entire equation on lift. It is a shared effort of a push of the air under the wing and the vacuum or lower pressure above the wing. These forces trade off as the angle of attack is varied. Even the experts are re-debating how to explain why and aircraft flys. Obviously most of the hard parts have been solved enough to work.
Gyroplanes suck and helicopter’s blow……in any case we get the same results; an orgasmic experience in the air. ( forgive me for the gutter talk)
@@DoNotPushHere What generally confuses some as well as myself is the affect of relative wind and the speed at which each point along the rotor is experiencing. If the aircraft is not moving forward, the tips of the rotor during pre rotation are experiencing 200 or plus MPH. In flight the rotors are spinning at 325-400 RPM and the tips are experiencing 350 mph velocities.
The relative wind changes along the length of a rotating blade and with this the airfoil causes the wind to be molded or flowing around the airfoil resulting in dramatically different kinds and directions of lift.
One example of this which may or may not relate to personal experiences would be the air felt by you if you were placed (safely of course ) in the back of a open bed truck sitting still on the ground. You will be traveling due North and there is a wind blowing at 45 mph from the West. ( might as well make this extreme) Facing North your left side of your faces is getting an ear full. Now the driver of the truck accelerates to 45 mph. Now the wind you are feeding is from a direction which had moved forward to about 45°.
Has the wind changed direction? No but the combination of the wind speed and your forward speed you the feel this change in direction. You can increase your velocity to the point where the initial 45 mph wind at 90° is hardly felt at all. You are the rotor and airfoil at different points along the rotor and you can see how the relative wind changes at each point as velocity changes. So far the total lift on each blade is equal.
This all goes to crap when the aircraft starts moving through the air. The accelerating blade which is moving into the direction of travel of the aircraft is now receiving more wind than its partner blade traveling down wind. What happens is one side gets more lift than the other and the airframe rolls and crashes. This happened with De la Cierva’s first full size aircraft until he invented flapping hinges. These allowed each blade to seek its own best angle of attack to equalize this disparity of lift. Most smaller gyroplanes achieve this via a teetering rotor head system. We won’t get into the explanation of the lead-lag hinge. ( it’s stress related)
Then there is lift created by the affect of a rotating disk and the total flow of air moving across that disk. That generates a bit of lift. Then there is the viscosity of the air resisting to flow through this disk and that generates at bit of lift. The total explanation gets complicated very quickly.
My head hurts.
Helicopters don’t fly, they beat the air into submission. Gyroplanes are much more gentle in this agreement with the air.
Fascinating. I studied what were then the Benson Auto-gyro. I got a great deal out of this video! Thanks,
Thanks for sharing, this is one of the Best explanation i,ve ever seen,, that helps us undertand how giros work, like,,,
Excellent, in fact outstanding animation and explanation.
Bloody brilliant, Thank you 👏
"NOT POWERED BY AN ENGINE" More correctly, the rotor is not powered by an engine, the aircraft however is powered by an engine which drives a propeller which in turn causes the aircraft to move forward which in turn causes the rotor to spin, generating lift, so in fact every gyrocopter is powered by an engine, it is just that the engine is not used to power the rotor.. However, a lot of gyrocopters have rotors connected to the engine to provide a spin up of the rotor to generate lift and a well as having the engine connected to the rotor to take off vertically like a helicopter. Those latter actions pretty much fit the definition of the aircraft being "powered by an engine"
Absolutely excellent video!
Merci beaucoup l'Ami
Remarkable presentation ! 👌
The rudder cables are not crossed if directly connected by cables or push pull tubes.
Same as in a fixed wind IIRC. Not as per the illustration.
Wow one of best explanation video.. ❤ 😮
Didn't know how these things worked, this was a fantastic animation and great description!
Interesting how well this demonstrates how unimportant are English verb-noun agreements and definite articles.
Very well done. That satisfied all of my curiosities.
Little Nellie in You Only Live Twice.
There is no hard and fast description of what is autogyro, gyrocopter or gyroplane, and all three terms are frequently used to describe a rotary wing aircraft that is pushed through the air by an engine driven propellor and has a non powered rotor. The rotor is in permanent auto rotation, and although the aerodynamics is difficult to understand, the rotor has similar controls to those in a powered rotor helicopter. The simplest form of autogyro has a two blade rotor with a ‘teetering head’. In this design the blades are fixed directly to the central rotor head, without any pitch change hinges. The central rotor head can tilt in fore and aft and lateral directions giving the pilot fore/aft and lateral control. Some more complex autogyros have a three blade rotor, which requires that each blade can change pitch independently, requiring a swashplate control with pitch change bearings on each blade. Two examples of this design are the Mculloch J2 and the Air and Space model 18. Both have a three blade rotor head from a conventional helicopter. These can be considered as ‘gyrocopter’, as they have a helicopter type rotor head. The J2 has an additional feature by way of stub wings that form the fuel tanks and also generate lift when in forward flight, so can be considered as ‘gyroplane’, combining a non powered rotor with aircraft type wings.
Examples of all three types of autogyro can be seen on display at the Helicopter Miseum in North Somerset.
Excellent…really helps clarify the process…visually pleasing…thanks
I really liked your work, could you do a tutorial on how a 4-axis drone flies at a later time?
Really good job....u did very gud thing....I appreciate
Well done❤
Super well explained. Thanks!
A Month of Hard work has produced a short awesome video easily understandable to masses❤
I just have one question..did the blade have different angle on different section? Or everything is identical? Thanks in advance!
you mean taper and twist like present in helicopter. usually not like helicopters' rotor blade..
Perfect explanation! Thanks 👏👏👏
A really good video. Thanks for sharing it with us
Wow! What a feat! Congratulations mate ! It's the best explanation i've ever come across....👏hats off
Awesome conclusion of concept thank you
awesome vid
I've seen an old film showing an giroplane to stand still in the air making an equilibrium between the prop and the rotating wings. I suppose he's engaging the engine on the wings to do that?
Bel video. Grazie!
Pretty cool!
Excellent job...
Very good presentation. I’m preparing to get my Sport Pilot gyroplane add on this February.
Great production
Impressive video. Good job
I live in rural Ohio, see these dudes flying em all the time! I'm a curious dude,but terrified of Gyrocopters at the same time😆
I have a Gyro in rural Ohio, your thoughts are the same as almost anyone I talk to! 🙂
@@djski9757 I'm in Warren County.Got a Parasail pilot that comes thru aswell. Neat stuff!
Dean,
I live next to an airport where they're build commercially. There's always a few of them in the pattern, depending on the weather. Some have enclosed cockpits, others are exposed to the elements. I know which model I'd choose. 🤣
"Power push-over" and "PIO" (pilot induced oscillations) are the two (major) things that will get you killed in a gyro. Keep those under control and they're a very safe aircraft.
Only one I've seen was where most of people have: in You Only Live Twice. Never understood how it stays aloft since the main rotor isn't powered. I know there's no collective in the same vein as a helicopter so autorotation works different.
If Little Nellie was a ultralight I get how they work despite a skeletonized and minimal structure, it is still a conventional fixed-wing aircraft and works the same way as any other fixed-wing aircraft, propulsion system aside
Fantastic video explanation, thank you.
amazing presentation sir, please keep making more of this kind
An excellent presentation.
This video is very informative, thanks for the video.
Amazing video, thank you!
Awesome video. Thank you
Thank you so much for this animated video. It's very educative and makes it easy to understand the flight dynamics of a gyro copter. In fact I feel like I can make one.
4:36 could any expert help explaining where does up-wash wind come from ?
I understand that for typical helicopter, up-wash wind will occur as engine fail and the helicopter body falling down relative to the air., the autorotation will happen.
but when gyrocopter operating, it is not falling down, so where does up-wash wind come from then ?
Great work!!!
Awesome video, thanks 🙌👌👍🙏😊🍀
Great work!! I want to build a gyrochopter now.
@eigyro i'm a retired chopter pilot flew TH-55 and UH1-H there is no Stall like fixed wings where under minimum speed it pitchs nose down and enters in spining .the chopters on ground can enter in frequency Resonance and the blades or all the body might be destroyed .🇲🇦👍
i really apreciate this kind of videos. God bless ya
tq to share knowledge
I am working on building my own gyrocopter. Could you send me 3D models of it. It would be really helpful.
Great video.
AWESOME JOB. GOD BLESS.
Thanks for a clearly knowledge.
its very nice video for education
Very very thankful my brother you i help i am very happy this future engineering ticnical line
Good review.
Thanks.
Superb !!!