I would assume gyrocopters are similar to helicopters in terms of translational lift. Most of the videos show the pilot taking off, getting about 15 feet off the ground, flying either parallel to the ground or even dropping, then climbing. I assume since the rotor is gaining efficiency, this phenomena is due to the rotor changing translational lift states because the rotor tilting forward, losing some of its efficiency.
Needed all that runway and more.. if pilot had not backed up to start beyond end would have been in the corn. Must have not been much headwind on the day and he obviously knew what he needed.
+Sir David Haddon I grew up in NJ and live in Delaware now so I know what you mean about the traffic. I have been flying the cavalon and Calidus for two years now. I learned to fly them In Maryland at Autogyrousa.com. If your interest I'm always in looking for a partner to purchase one with. I have been a Helicopter pilot for many years but this machine is by far the most cost effective and fun aircraft to fly.
In an engine-out situation, the options for putting down safely are much wider because it can land with little to no ground-roll. They can be put down in something the size of a tennis court - The landing shown in this video should be a good indicator of that. It is far more manoeuvrable. In a moderate wind, it can hover. Even in no wind, it can descend almost vertically and they can fly very slowly and still maintain altitude (as low as 30-40mph). It does not stall. Hangarage fees are often cheaper because they have a much smaller footprint. Fuel is cheaper than aircraft which require avgas (for those running Rotax engines) because they burn regular unleaded which you can buy at a roadside filling station. They are quite simple to operate - No flaps. They are very safe, although vulnerable on the ground because unless handled properly, they have a tendency to roll over. Most accidents are non-fatal and leave the occupants with a few bumps and bruises because they tend to happen at a low speed (on takeoff, landing, or during taxiing). The downside is that taking off is quite a steep learning curve. It's a procedure like no other aircraft and the takeoff profile must be respected. Whilst it is possible to drag them off the ground very quickly, some make the mistake of then trying to climb out. Airspeed must be built up low to the ground before attempting to climb out because otherwise, they'll just mush into the ground. The Cavalon (the model shown here) won't cruise at 90kts, though. Its VNE is 100mph and it cruises at around 75mph. I fly an MTO Sport from the same manufacturer which has a VNE of 120mph (but still cruises at around 75mph although it will happily do 90mph, just at a reduced efficiency). I've flown the Cavalon. I don't like it for a number of reasons. I much prefer my MTO Sport.
Daniel B Takeoff distance will depend on how strong the headwind is, if any, and could be anywhere from 0 in a strong headwind to 300 feet with no headwind. (That's using the prerotator before the takeoff roll starts.) Landing roll is typically 0 - 20 feet. The GPS looks like a Garmin Aera 796: buy.garmin.com/en-US/US/in-the-air/portable-gps/aera-796/prod87414.html
+brucenash -- [Edited to add that the FAA has certified the Autogyro Calidus as of November 2016, with more models to follow. The experimental category is no longer the only gyro option in the USA.] Gyros have a poor safety record in the US due to the number of people -- mostly in the 1960s and '70s -- who tried to build their own from scratch using plans sold by Igor Bensen. They often used substandard materials, and tried to fly without proper instruction. That said, properly designed and properly built gyros flown by properly trained pilots are very safe; they take off and land at very low speeds, and in the unlikely event of an engine failure they descend no faster than a parachute and can land in almost any small space of opportunity. They are definitely easier to fly than a helicopter, and because they are always in autorotation there's no "transition to autorotation" like in a helicopter if the engine does malfunction. They fly more like a fixed-wing aircraft than a helicopter, but are different than a fixed-wing aircraft in one key aspect, which is why transition training is so important for fixed-wing pilots: they must NEVER be put into a low-G or negative-G condition; doing so can cause an unrecoverable loss of lift. In Europe, where gyros are much more common than in the US, they have an excellent safety record, and there are many factory-built and certified gyros. In the US there were no certified gyros being built, so the popular ones like the Cavalon shown here had to be built from kits and registered as Experimental. The Popular Rotorcraft Association and the Experimental Aircraft Association were working to have the rules changed, and as of November of 2016 we now have certified gyros in the US again.
What a perfect landing !!!!
I would assume gyrocopters are similar to helicopters in terms of translational lift. Most of the videos show the pilot taking off, getting about 15 feet off the ground, flying either parallel to the ground or even dropping, then climbing. I assume since the rotor is gaining efficiency, this phenomena is due to the rotor changing translational lift states because the rotor tilting forward, losing some of its efficiency.
Smooth landing!
What a nice RC-airfield
Needed all that runway and more.. if pilot had not backed up to start beyond end would have been in the corn.
Must have not been much headwind on the day and he obviously knew what he needed.
pixelspring - Indeed. From the landing, I'd suspect that there was quite a strong crosswind.
Love to have one, Beats Driving in New Jersey, USA Traffic.....
+Sir David Haddon I grew up in NJ and live in Delaware now so I know what you mean about the traffic. I have been flying the cavalon and Calidus for two years now. I learned to fly them In Maryland at Autogyrousa.com. If your interest I'm always in looking for a partner to purchase one with. I have been a Helicopter pilot for many years but this machine is by far the most cost effective and fun aircraft to fly.
❤❤💘💘💖💖
Are they going to do a Diesel model
I hate petrol stuff
what are the benefits of a gyro over a conventional plane with similar performance (e.g. cruise at 90Kts TAS)?
In an engine-out situation, the options for putting down safely are much wider because it can land with little to no ground-roll. They can be put down in something the size of a tennis court - The landing shown in this video should be a good indicator of that.
It is far more manoeuvrable. In a moderate wind, it can hover. Even in no wind, it can descend almost vertically and they can fly very slowly and still maintain altitude (as low as 30-40mph). It does not stall.
Hangarage fees are often cheaper because they have a much smaller footprint. Fuel is cheaper than aircraft which require avgas (for those running Rotax engines) because they burn regular unleaded which you can buy at a roadside filling station.
They are quite simple to operate - No flaps.
They are very safe, although vulnerable on the ground because unless handled properly, they have a tendency to roll over. Most accidents are non-fatal and leave the occupants with a few bumps and bruises because they tend to happen at a low speed (on takeoff, landing, or during taxiing).
The downside is that taking off is quite a steep learning curve. It's a procedure like no other aircraft and the takeoff profile must be respected. Whilst it is possible to drag them off the ground very quickly, some make the mistake of then trying to climb out. Airspeed must be built up low to the ground before attempting to climb out because otherwise, they'll just mush into the ground.
The Cavalon (the model shown here) won't cruise at 90kts, though. Its VNE is 100mph and it cruises at around 75mph. I fly an MTO Sport from the same manufacturer which has a VNE of 120mph (but still cruises at around 75mph although it will happily do 90mph, just at a reduced efficiency). I've flown the Cavalon. I don't like it for a number of reasons. I much prefer my MTO Sport.
اشياء غريبة لو هي رخيصة سأشتري واحدة
How long is take off and landing ...also what brand gps was that on the dash ?
Daniel B Takeoff distance will depend on how strong the headwind is, if any, and could be anywhere from 0 in a strong headwind to 300 feet with no headwind. (That's using the prerotator before the takeoff roll starts.) Landing roll is typically 0 - 20 feet. The GPS looks like a Garmin Aera 796: buy.garmin.com/en-US/US/in-the-air/portable-gps/aera-796/prod87414.html
+brucenash -- [Edited to add that the FAA has certified the Autogyro Calidus as of November 2016, with more models to follow. The experimental category is no longer the only gyro option in the USA.]
Gyros have a poor safety record in the US due to the number of people -- mostly in the 1960s and '70s -- who tried to build their own from scratch using plans sold by Igor Bensen. They often used substandard materials, and tried to fly without proper instruction. That said, properly designed and properly built gyros flown by properly trained pilots are very safe; they take off and land at very low speeds, and in the unlikely event of an engine failure they descend no faster than a parachute and can land in almost any small space of opportunity. They are definitely easier to fly than a helicopter, and because they are always in autorotation there's no "transition to autorotation" like in a helicopter if the engine does malfunction. They fly more like a fixed-wing aircraft than a helicopter, but are different than a fixed-wing aircraft in one key aspect, which is why transition training is so important for fixed-wing pilots: they must NEVER be put into a low-G or negative-G condition; doing so can cause an unrecoverable loss of lift. In Europe, where gyros are much more common than in the US, they have an excellent safety record, and there are many factory-built and certified gyros. In the US there were no certified gyros being built, so the popular ones like the Cavalon shown here had to be built from kits and registered as Experimental. The Popular Rotorcraft Association and the Experimental Aircraft Association were working to have the rules changed, and as of November of 2016 we now have certified gyros in the US again.
That was close. Almost became a lawnmower.
Czech towns look better than US towns from the air. Don't know why.