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Gyrocopter Full-Stop Landing Know How!
Explaining Rotor management during landing in preparation for take off from a full stop position.
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www.ronsgyros.com
Explaining Rotor management during landing in preparation for take off from a full stop position.
Thank you for stopping by! Make sure you Subscribe!
Check out my website!
www.ronsgyros.com
Пікірлер: 14
Very nicely done Ron! You have addressed most of the challenges my clients have while keeping the instruction simple. You sir are the voice of experience. In my opinion yours are simply the best videos out on KZread. Vance Breese, Gyroplane CFI.
Nice videos Ron. Very informative and good points even for experience pilots.
@RonsGyros
3 жыл бұрын
Glad it was helpful! Ron
👍👍
@RonsGyros
2 жыл бұрын
Thanks
@Allan_aka_RocKITEman
2 жыл бұрын
@@RonsGyros >>> You're Welcome.
Hi Ron .... during the landing phaze? Is it possible for the nose of the aircraft to be too high ? And the rear rotor to touch the ground? Or do I worry about something that will never happen? I come from the ultralight flying community and always flew from short grass strips. So it is built into me to keep the weight off the nose wheel for the whole of the landing only allowing the nose wheel to drop to the ground at the end. Should I not put full rear stick on touch down?
@RonsGyros
2 жыл бұрын
Its best to add more power on a landing only once you have slowed the gyroplane in your final flare. This approach to landing will require less aft cyclic and still keeps the node wheel off the ground while and after landing. The only you can have a rotor strike in the rear is if you settle backwards during a landing with full aft cyclic. Most gyroplanes have a Straight Keel with a tailwheel that will limit your nose high attitude during take off and landing. Thanks for your comments .Ron
@GyroSportFlying
2 жыл бұрын
@@RonsGyros thank you for taking time to answer my question. At the time of asking I was not taking the design of the Gyroplane fully into account and I have flown quite a few types of 3 Axis aircraft previously all of which I landed with as much back stick as possible trying to keep the weight off the nose wheel as long as possible. I flew the Gyroplane recently in very windy conditions and applying power was required to stop the aircraft going backwards as it came to an halt. I have started instructor training too now and so my studying is helping improve my knowledge. I will still be watching and liking all of your videos. Thanks 👍
Got a question for you. We all know that the force’s imparted by the rotor are substantial. In addition to its inertia, it’s spinning gyroscopic precession, it’s mass and if that is not enough it’s mounted on as much as a nine foot moment arm. it’s a beast which should be treated with high respect. You are not going to slow its path of choosing quickly without tipping the spindly tricycle you are sitting in. When the pilot becomes a passenger in a Gyroplane he or she has a front roll seat to an action thriller. let us take the situation of landing on a surface which is not conducive to wheels and rolling. This could be wet sod or tall crops or water. ( There were reports yesterday of a Gyro-Texas-lake Dunking no casualties other than a wallet ) If you do not stop the Gyroplane forward speed to next to nothing, it’s going to tip, period. The gear will stick or stop and the fuselage will be taken out from under the rotor. You will have to do the best you can by full aft stick but when? If you know you are going to need that extra help from the forces of the aft rotor, should you come in a bIt hot just to store a bit more energy in the rotor to be used when the pilot first feels the nudge of the fuselage as it decelerates? This would do a plop and drop if you are perfect with your timing. If you had any power left in the engine at all or lets say you were forced down by weather or a precautionary fuel landing at the time the fuselage begins to slow and full aft stick was applied, a full power thrust of the engine might give the fuselage the extra push it might need to extend the roll out and the sudden stop. As I write this it appears rather fanciful as having any power left in the engine is not going to happen. Sigh nevertheless you have done your job as a good teacher. The mind is not ready for the answer until the question is asked. You have presented your material in a form where it is stimulating to the mind. You have done your job. Than you.
Asking... why not be in a crab (for strong crosswind) on final until the point of entering ground effect, at which point correct the yaw before touchdown for centerline alignment?
@RonsGyros
3 жыл бұрын
Its good to be in a crab position on final approach during a xwind just allow enough time for over correction, if needed. Thanks Ron
@ikay2102
2 жыл бұрын
Pat on a few occasions I didn't have enough rudder authority to correct crabbing effect on touch down, got too slow I guess, but I eliminated this problem completely by doing what Ron said and problem never happened again.
The incoming pilot just heard the departing traffic which was in error so he followed suit and made the same mistake.