I'll never have to worry crashing one of those because I can't afford one.

my dad was a ww2 pilot--we would go out to mirage lake bed in the desert ,socal so dad could do glider flying---the old gyrocopters(late 50ties,early 60ties) would crash every time we were out there--one day 3 of them crash.lots of fatals,dad would just shake his head,lot of alcohol involved

As an experienced fixed Wing and Gyrocoper Pilot I can state: The Cavalon is a very safe Gyro. Period. A Gyro is a an airplane, but with some different requirements to consider while operating, and not a helicopter. Once you are too slow it will byte you. Airspeed and rotor speed management is essential. But compared to a average fixed wing aircraft, the envelope of performance spreads essentially more depending on the wind conditions, load and DA. You need the speed to operate safely. People talk about being behind the power curve but it really means you are flying too slow for your load and if the rotor turns too slow (the rotor speed is related to your airspeed and pitch) it will stop and that means you have no wings anymore and you will crash. It is the same like hanging on the prop and exceeding the AOA in a fixed wing. In Europe (where you need a separate license and not only a rating) most accidents happen during taxi and not being airborne. If you are well trained and you always consider the limitations, you are flying one of the safest flying objects available. No difference to any other side by side Gyrocopter design on the market.

@gyrocopterflyingclub6148

2 жыл бұрын

Hello - and in a way your post highlights the problems. Yes you are quite correct that a well trained pilot will be able to operate the Cavalon safely, many have done and continue to do so BUT in the USA because of the way pilot licensing is regulated it is the individual that decides if that is done not via regulation. That aside the Cavalon [and you can see other videos in this channel to see the points being made in further detail] does have handling characteristics that make it more challenging which are not necessarily being picked up in the USA because the level of experience with this aircraft in the USA is so much lower, and so you get a very high hull loss ratio. IMO.

@ferrumignis

2 жыл бұрын

_"Once you are too slow it will byte you"_ Isn't one of the primary advantages of a gyro that they don't fall out of the air even at very low speeds?

@olkaa2471

Жыл бұрын

@@ferrumignis A rotor of a gyrocopter is a wing. A wing stalls when your the speed of the air flowing over the wing is getting to low to keep the airflow laminar. If a gyro rotor turns to slow or stops turning it will stall and the gyro falls like a stone. You will need a lot of altitude and the right angle (and probably get out of a spin) in order to get it turning again. Almost impossible to recover. When you are going slow you need to compensate that by loosing a lot of altitude (vertical airflow to turn the rotor). But approaching mother earth you need a least 300 feet AGL to transfer vertical speed into horizontal speed in order to land safely.

a fair assessment, much appreciated. A gyro would be so perfect where I live.

Kind of reminds me of the icon a5, marketed as a fun and easy hobby Inexperienced pilots encouraged to fly low and slow, close to obstacles, like its a jet ski or dirt bike, a thrill ride Play with the limits and have fun testing your ability Only that’s a really bad way to market an aircraft

As a pilot, you can't stop people from doing shit beyond their capability, having watched and lived it. Some can't be convinced where they really stand, that attitude prevalent in a lot of us, doesn't matter, can't stop it. Reminded of an old time flying quote that flight is not inherently dangerous, but severely unforgiving of mistakes. I've found this to be more than true.

@gmansaidify

2 жыл бұрын

Aviation in itself is inherently dangerous, but to a degree, even greater than the sea, it is terribly unforgiving of any carelessness, neglect , or incapacity.

@PeterPan-wh1sg

2 жыл бұрын

Sorry, GA IS dangerous. I know from experience.

@WolfVidya

2 жыл бұрын

@@PeterPan-wh1sg Aviation in itself is not inherently dangerous, it's only unforgiving of mistakes. Most accidents, almost a total majority of accidents in fact, can be traced to human error. What is dangerous is complacency and arrogance, as they lead you to negligence whether by making you ignore stuff, or to think you're more capable than you really are. This ends up taking you to those mistakes that aviation does not forgive.

@altairtheeagle

2 жыл бұрын

Fly at the risk of your life then? Good 👌

Awareness is key, so thanks for bringing this trend to light.

@gyrocopterflyingclub6148

3 жыл бұрын

You are welcome David - of course there is more to it than I can possibly articulate in a 4-5min KZread film but come to the webinars (details in the channel community page) and we discuss all more fully.

I believe that the profusion of digital flying aids focuses the pilots eyes inside the cockpit and not outside on the rotor characteristics. Its the rotor that keeps you in the air. Gyrocopters were always meant to be simple not loaded with multiple instrumentation.

@gyrocopterflyingclub6148

26 күн бұрын

I couldn't agree more.

It's weird though, because we don't require differences training with any aircraft that fit within the same category, yet this accident rate is much higher than in fixed wing or helicopters, and there's huge variation in fixed wing layout and flight characteristics, especially in the Experimental market. I wonder what it is about gyroplanes, and the cavalon in particular, that makes it more sensitive to these differences than fixed wing... I think the answer really is the low training time being pushed. Gyros are really easy to fly, especially if you have experience flying other aircraft. I think they're easier than anything else, especially when everything goes right. But that leads students and instructors to think that you need a lot less training, leading to a lack of experience that comes back to bite people when even little things go wrong, even things that would be a non-event to a more experienced pilot.

Astonishingly high accident rate on this aircraft in the US, cant believe your trained after only a few short hours, that`s crazy. Sadly a Cavalon come down this week close to where I live in the Highlands, seen the aircraft many many times overhead. My thoughts are with the pilots family.

@gyrocopterflyingclub6148

3 жыл бұрын

Hi - yes in the US you have guys transitioning from things like paragliders in 10-15hrs. Yes very bad news about the Scottish accident and one wonders what went wrong there.

The quirk with autogyro’s is that you have to pull back on the stick when you land and keep pulling back until you stop the rotor. Otherwise the thing flips. And because many pilots are not used to doing this, it’s something that needs to be reminded there in the cockpit with a big sign saying “PULL BACK ON STICK UNTIL ROTOR STOPS WHEN LANDING”. Because every other aspect of the aircraft is similar to the general trends and controls of flying but this one small, yet vital detail, can be easily forgotten - especially in pilots who are used to a different drill on landing.

@gyrocopterflyingclub6148

3 жыл бұрын

Hi - no you don't keep the stick back until the rotor stops.

@russellhawkins5113

3 жыл бұрын

@@gyrocopterflyingclub6148 Ok. So someone’s paying attention. And it’s great to see who... You just need to hold the stick back until the rotor slows down to the required rate, right? I’ve soloed in gliders and Cessna 154’s and on the intro flight in a gyrocotper noticed the conditioning from landing previous fixed wing planes would have greatly upset things had I been landing the gyrocopter - which have a landing quirk different from previous aircraft I’d flow. And that prior experience is actually a hindrance on one subtle yet very profound point when converting over from a fixed wing aircraft to an autogyro. That point being, if you get it wrong by forgetting that one subtle point you can render the aircraft’s certificate of airworthiness null and void rather rapidly, plus have the hassle of an investigation to deal with, plus increased insurance premiums..... aircraft debris to clear up... and no autogyro to gad about in - which would be a real bummer considering you had one a few seconds ago..... I reckon it’s previous conditioning for a different type of aircraft that is kicking in subconsciously and the “new to flying an autogyro pilot with plenty of fixed wing experience” is a problem as the drills which work so well on fixed wing aircraft need adjusting for the autogyro..... and if the pilot has that kind of experience a moments lapse in concentration and not pulling back on the stick could be the cause behind many of the accidents as “automatic, conditioned responses” kick in. And oddly enough the more experience the pilot has flying a fixed wing aircraft there could be a greater chance of them having an accident by not pulling back on the stick whilst landing because they’re more drilled in the fixed wing skills. Waddaya reckon?

@gyrocopterflyingclub6148

3 жыл бұрын

Hi - thanks for the thoughts. Just to deal with the technique element first and not to run you over but its important to be clear for all reading. In a gyroplane when you land the stick is progressively moved rearward to develop the flare to land [as it would be in a fixed wing]. After touch down because the gyroplane is not very comfortable at at speed during the roll out the stick is continued to moved rearward to stop the gyroplanes forward movement in the ground roll. i.e it is the rotor drag that brings the aircraft to a physical stop. However once the aircraft has stopped you move the stick fully forward and centrally. That means that the rotors will slow down because there is no AoA that would allow them to auto-rotate and get back to flying speed potentially, nor can they start to flap and neither do they destroy the tailplane [as they would if you kept the stick fully back with very low rotor RPM's]. That aside on fixed wing pilots. I am a fixed wing pilot, I used to fly a small aerobatic aircraft called a DR107 One design. I also fly helicopters. Whilst I can well imagine that people can revert to what they are used to I find it incredible that anyone flying a fixed wing can think they are in a helicopter or gyroplane and vice versa. What I think is the bigger point / issue is that people do not give themselves the correct amount of time to learn properly neither do they take the time necessary to conduct their flight properly and they also do not fly a flight that is relevant to their skill level. Just recently a Cavalon in the US was effectively crashed on landing because of a nose wheel issue. Yet this same aircraft is one of the most popular Cavalons on KZread. If the motivation for much of the flying is to record the entire thing to look good for a KZread channel then its no surprise if it ends in a heap. Again in the US one of the most experienced gyroplane instructors died with c.6hours on Cavalon and again the motivation to go flying led him to do something that his training would have told him was wrong. You are quite correct in that a gyroplanes make up means that very small errors are punished with a wreck. However you can bring a horse to water but you can't make him drink. In the last 2 weeks we have had 2 UK gyroplane crashes. One was the usual Calidus take off shambles the other looks like a precautionary landing in a Cavalon. Its like the AAIB said in a lecture recently - there is only so many times you can say the same thing.

It’s kind of natural selection the over confident pilots !

Takeoff - 10' Air taxi to build up rotor rpm - 1320'

I have a friend whos a life long pilot, fixed wing, military helicopter pilot, gyro builder and designer, flight instructor. He said that these cavalons and lots of others are very unstable compared to some of the others.

@evelynn4273

3 жыл бұрын

Do you know if he'd have any recommendations?

@gyropilot7191

2 жыл бұрын

M24 is another

@gyropilot7191

2 жыл бұрын

Unstable heavy stick yes I have flown one couldn’t get back on the ground quick enough

@jtjt210

Жыл бұрын

@@gyropilot7191 To clarify you couldn’t get back to the ground fast enough in the Cavalon, M24 or both?

@gyropilot7191

Жыл бұрын

@@jtjt210 m24 not comfortable at all in it

Could it be the multiple issues in the one craft means it was likely a trainer?

For those who want to convert to the foot-pound-second system (FPS), a minute is 60 seconds.

Sometimes progress is our biggest problem. So many people get too deeply involved with the avionics that they forget the first rule of piloting which is "Fly The Aircraft!!" KISS is a great acronym that can make somethings easier in life.

@gyrocopterflyingclub6148

Жыл бұрын

Agree and very sadly the way this company is developing its to indulge those who really wish they were flying a 737 and all of the head inside that goes alongside it.

Thanks for creating these wonderful videos. Is avoiding the unloading of the rotors drilled into our heads when we go through flight training? I have never piloted a gyrocopter, but think these would be amazing in the Philippines. Also, I watched your video on these not being short field machines, but they sure look like they could be "shorter" field aircraft if able to obtain proper speed? I'm just terrified I would for some unknown reason accidentally unload the rotors. Like a out on a joyride, checking out scenery here and there, up and down, left and right, turn and bank, and then oopsy, pull too far back on the stick.

@gyrocopterflyingclub6148

3 жыл бұрын

Well pulling back on the stick will create positive g and load the rotor. If you pull too far back the issue then is over stressing things when you are flying beyond manoeuvring speed or Va.

@smithius0220

3 жыл бұрын

Gotcha. Thanks for the reply. So are the procedures to prevent unloading the rotars drilled into your brain during training or simply a mention of it, and hope I was paying attention. Love your videos!

477AG is on that list three times!!! so two airframes are responsible for almost a third of the accidents.

@gyrocopterflyingclub6148

2 жыл бұрын

Since then however more Cavalon accidents have occurred, however the greatest shame of the point you make is that the last accident of 477AG was a fatal one.... Perhaps we can all as pilots, the NTSB and FAA might reflect upon the lessons and outcomes from that.

is that a liverpool accent I detect?

man the volume is so low for the first 3 minutes

Same scenario years ago with the Robinson R22 helicopter low time instructors teaching low time Pilots and their accident rate began to rise they found the problem and corrected it same thing will happen with this gyro I hope...

@duggydugg3937

3 жыл бұрын

Robbie is a prick to hover engstom no sweat...

Curious if anybody has run the accident rates (total and fatal) in the US or Worldwide for all the major brands?

@gyrocopterflyingclub6148

3 жыл бұрын

Hey Troy not really but there are some pretty good gyro accident resources on the net and the Cavalon is becoming the stand out for all the wrong reasons.gyroaccidents.blogspot.com

@electricaviationchannelvid7863

Жыл бұрын

@@gyrocopterflyingclub6148 It has the wrong gear layout design, It should have 2 on the front with more widespread than the 2 at the back (or just 1 center at the back)

With all the talk of autonomous cars, and years of autopilot development and use, shouldn't these gyros be chock full of inertial sensors like most recent vintage prosumer drones? Coupled with airspeed and other positional sensors, seems that most rookie mistakes ought to be safety automated out by now, ie bad maneuvers and conditions disallowed, avoided when safety assist engaged. Should be easy to disengage as needed. Also, for the tip, rollover failure mode, simple spring deployed or similar side arm struts that snap out and hit the ground could stop a roll over. Or similar dual purpose structure or landing gear Idea is strong safety warnings and feedback, limits on speeds, positions, angles, rotor loading, that get you in trouble

@yaboi-km2qn

2 жыл бұрын

they cost a lot of money

I have witnessed grown "professional" adults yell and scream at prospective CFI's because they did not get what they want when they wanted. "Why can't you just sign me off" ?? After the frakas I walked over to my CFI and asked where do I send flowers ? That individual was dead before the end of the week and totaled 3 aircraft in once accident I have many problems with Autogyro but the biggest issue is in fact the attitudes of people who pilot them.

@ronandress5948

3 жыл бұрын

I agree good training is needed do not rush it I had about 27 hours in a Cavalon before solo and once I started flying my own machine I was glad to have all that training. I built my Cavalon the end of 2016 and I flew it 600 hours in the first 2 years, I currently have 897 hours on 914RB it has been and continues to be a fantastic experience. I have a fixed wing ticket as well as solo helicopter time but the most fun I have is flying the gyro. There is no shortcut to learning to fly these machines so please ask all the questions and get all the training you can. Fly safe and fly often. If everything goes well my plan is to purchase a certified 915 Cavalon in 2021 so anyone that may be interested in a used one can contact me for more info.

@altairtheeagle

2 жыл бұрын

Shouldn’t exist then honestly…… can’t box?…. Can’t get in the ring

@johnparish1432

Жыл бұрын

I worked for the DOT/FAA for nine years. One task was an accident investigator. These things are death traps on a "good" day.

Delivering too much international mail for Mr Burns. That’s why

If I were to do my training, I too would train locally, then add that with Phil Harwood in UK as well.

@gyrocopterflyingclub6148

3 жыл бұрын

If you are talking AutoGyro USA and Cavalon then these guys ironically follow the Harwood methods and seems that hasn’t stopped the issues.

Is the Magni 24 better in flying characteristics than the cavalon ?

@gyrocopterflyingclub6148

3 жыл бұрын

Ok so no the M24 is dynamically worse actually in some regards than a Cavalon - but just not in the way that is the focus of the film here. An M24 has incredibly high (read heavy) stick forces. It has no roll trim so that becomes a pain, is slower and the ventilation to the cabin is poor. They perhaps are not crashing as much but that is likely as reflectant of the low sales and less aggressive sales process. Just my opinion.

@Oceanbreezefarm

3 жыл бұрын

Gyrocopter flying club thanks....I just bought one, I liked it better than the Cavalon. Hope I made the good choice

@gyrocopterflyingclub6148

3 жыл бұрын

Yes I’m sure you’ll get on ok with it: it’s a very stable platform and if you fly solo or two up most of the time you can set the roll trim manually to suit one situation. Which will make it nicer. The stick forces are high and you just have to live with that but you’ll get some good hours flying and safely.

@robh8890

3 жыл бұрын

I did my training in an M24, and have done about 5 hours in a Cavalon. I find the M24 is better for takeoff and landing, more forgiving than the Cavalon. But the Cavalon is better once up flying. I find Cavalon naturally cruises at 75kt, while M24 more naturally sits around 65kt. Cavalon also nicer build, lateral trim , larger fuel capacity and range etc.

@gyroplanetraining

3 жыл бұрын

A Cavalon would land much more stable if the rear landing gear was moved back 6 inches and make the whee6 6 inches further apart

Is the main gear set too far forward? It seems to want to rotate too soon. I know the area of effort Of lift verses the pivot point of the rear axle can make a big difference. This is not something which shows up in a hang test where CG is shown and adjusted for.

@gyrocopterflyingclub6148

3 жыл бұрын

Hi - I haven't done any scientific study but certainly when you fly it of all the aircraft of that type [i.e. more factory built 2 seat gyroplane] this is one that the nose wants to pop more and requires most forward stick [position and movement from the stick position at pre-rotation] to acquire the correct take off attitude. Fuel loads also have a large effect.

@ToyManFlyer1100

3 жыл бұрын

Rowdy, any aircraft wants to take off before its time...Pick one..A Cessna, Piper, BeechCraft, you name it...Heck, even in RC !!!.. That's why I specify, *_The Runway Is Your Friend_*____ Use It !!! Only aircraft that needs "0" Runway is a Rocket and a Helicopter...That's It !!!!...

@crawford323

3 жыл бұрын

@@ToyManFlyer1100 I made the statement out of experience with witnessing some scratch builds of Gyroplanes. One in particular would not rotate and the nose wheel seemed pressed to the runway. The gear was moved 1.5 inches and the aircraft rotated properly.

Sound as if they took a simple aircraft and made it complicated. I don't like the Display with its tiny buttons too close together.

Can anyone tell me the maximum weight someone can be and still be able to get tuition on an AutoGyro?

@gyrocopterflyingclub6148

3 жыл бұрын

Hi - if we are referring to Cavalon then the POH says:- Maximum weight in RH seat (incl. compartment behind seat): ............... 110 kg Maximum weight in LH seat (incl. compartment behind seat): ................ 110 kg Maximum total weight in cockpit (both seats + compartments):............... 200 kg

@JimBiddle.

3 жыл бұрын

@@gyrocopterflyingclub6148 So diet it is, darn. Thanks for getting back to me though.

Please note that 2 tail numbers show up twice. Looks a lot like a training problem to me. Especially considering that the use of the cyclic on take off is very non standard from a fixed wing point of view.

@gyrocopterflyingclub6148

2 жыл бұрын

Hi - yes I'd agree that the problem is training although the irony of that and your post highlighting the same tail number showing twice is that one of them was an aircraft used by an instructor.

Why is the sound so often too quiet on this channel need a new mic???

The big problem with the US verse (for example the UK where there have been 5 accidents from 32 airframes or 15.6%) is largely down to two factors. 1) Differences training is required by the regulator in the UK which gets properly recorded 2) Because of the restricted number of aircraft that are allowed to fly in the UK market the instructor base becomes reasonably competent across a small number of models

@divadjens4278

3 жыл бұрын

How many of the accidents occurred during takeoff?

Why do they make dashboards so complicated?

@gyrocopterflyingclub6148

3 жыл бұрын

it is a good question!

@sheerluckholmes5468

3 жыл бұрын

I guess it comes down to money, what the customer can afford or on the other hand how much bling he "needs" in his shiny new ship.

Who knows

People can afford machines that they cannot handle.

If you need to look at the rotor tach, you already have a problem. You won't bleed rotor rpm if you're flying within the flight envelope.

@gyrocopterflyingclub6148

3 жыл бұрын

You're missing the wider point Keith. At some point people are getting out of their depth and a circa 23% accident rate demonstrates that currently that is 1 in 4 pilots are out of their depth. You suggest it may have something to do with bleeding rotor RPMs but it has almost nothing to do with that. In the US you have enthusiastic individuals being sold something and not properly trained in how to use it consistently. It is pitiful and worse it is dangerous.

@StepAttitude

3 жыл бұрын

@@gyrocopterflyingclub6148 I get your point. Training was also an issue in the late '80s when I was flying gyro planes. The only dual you could get was in an Air And Space 18A, and that was pretty expensive, so not many people did it. Having lots of folks just jump into gyro planes and go flying lead to accidents. These days, that doesn't need to be the case. Dual instruction is widely available, and it should be taken advantage of.

With the technology we have today it should be able to land or take off on its own as a car can drive down the road itself. Need to up its technology.

@esau82

3 жыл бұрын

Well Airplanes,Gyros and Helis are a tad more complicated to drive/fly than a Car. The bigger airplanes do have autopilot, but you still need to take off and land the thing

It strikes me that a student on deciding whom to teach them to fly should ask the following questions. 1) How many if any of your students has crashed within 50 hours of going solo. 2) How many if any of your students have died. There should be register available showing exactly this data. Now students will do bone headed things in-spite of the best instruction but patterns certainly become clear when you have been around the game sufficiently long. This problem was as apparent 16 years ago when I was active and it hasn't changed one iota, just now the machines being smashed up are much much more expensive.

@peterclark4685

3 жыл бұрын

Years ago (1971?) the local cops must have decided that I was a danger to myself (250cc Suzuki X6 + 17 y.o. = too many speeding tickets) so they ordered me to attend an hour long gory video. The full monte, dead bodies, body parts, blood blended with oil, &c. It was never going to happen to me of course. They tried anyway. I sold my last bike aged 60 and I still miss them. -Re: your suggestion I would recommend a publicly accessible register - no need to ask.- Whoops, I didn't read your third para properly.

@cameronlapworth2915

3 жыл бұрын

@@peterclark4685 Hi Peter, It's a great pity when we can't fully enjoy a sport or take a risk. However we are often our worst enemy. When I was instructing in gyro gliders for two clubs (which I did over about 16 years - but not for the whole 16 years) you'd sometimes come across students who had had some training with other instructors prior. One notorious instructor was notorious. Of course you hear rumors and you know they may be exaggerated. However the rumors were confirmed for me when one of his former students came to our club for training. He had over 30 hours with this instructor but when I took him up in the glider he couldn't take off, land or even fly straight and level and being a gyroglider this means you have no rudder, no power to manage (other than through hand signals). He had zero knowledge of rotor management or anything. And this guy had paid $120/hour for those 30 hours (more than I'd spend building my powered gyro). I think much - most of the issue is the poor quality control in the instructors not of the machines (which no doubt have issues occasionally). clearly here is 8 out of 10 are being flown with no incident some with probably over 1000 hours that isn't a coincidence. As a variable what is the thing that is different? I really hope we can just sort out proper training once and for all. But I'll not hold my breath. However simply publishing the record of success of instructors would make it pretty obvious who can be trusted. That alone should allow people to make informed choices. Hopefully then poor instructors are eliminated economically before they eliminate students. I'm not against having any amount of fun but you can do that safely. Without this we get silly overbearing regulations from bureaucrats who think rules make a difference. They can only make a difference if those rules are sensible and then followed. Gyros have been great aircraft since the 1920's. They have never been dangerous in properly trained hands. People just need to know how to fly them correctly.

@peterclark4685

3 жыл бұрын

@@cameronlapworth2915 Agree totally. The industry could get behind this too. (a) Provide purchasers with training guides; what to expect, what to demand, how to spot a charlatan, self-evaluation markers, preferred schools, etc. No names, no US lawyers. (b) There are PC simulator for gyros which they could provide advice for: set up, settings, drivers, best controllers. Small things that just one extra sale, one happy customer will pay them back in spades, or hearts. No amount of red tape, mini-lawyers or hand-wringing do-gooders will get this industry to where it truly belongs.

@cameronlapworth2915

3 жыл бұрын

@@peterclark4685 Yes, some manufactures as Phil has pointed out have tried offering training but few pull it off and end up in a loop where they either don't have the hours or try to shorten the time. It's a vicious loop and with the expense of modern gyros - and on other choice in England then you'd find it all but impossible to pay off the two seater training realistically in anything like a reasonable time. So you'd rely on being able to sell it. This is where I think we as a sport - and Phil is probably sick of me banging on about it ;) need to get back to clubs and gyro gliders. Many of these accidents are blade management, not knowing how to effectively control balance on the mains etc. Doing a take off an landing every minute or so in a glider makes for a huge amount of potent hours compared to what a half dozen over an hour. What's more its cheap! really cheap! Especially if you build your own rotors a few hundred dollars for a set of rotors. And a tow vehicle. I did 5 hours powered two seat training but many hours in g-glider (I was instructing before my machine was built) and I did my transition time in the machine my instructor test flew, my own machine. So I spend hours running up and down balancing, getting used to the rudder and power application. When I finally broke ground my first thought was pure relaxation - it was just like the glider, it just kept my rudder straight and landed as I had many many times before. I had no difficulties balancing on the mains I'd done that many thousands of times before. I've never needed a rotor rpm guadge as I'd been watching rotors wind up for ages and had inexperienced driver pull me too fast and experienced hinging (flapping you guys call it) numerous times, I new what to look for and when I could push the rotors harder and when I was at risk. We have thrown the baby out with the bath water. Now powered instructors get students who can do nothing. Nothing! The students we passed on, could handle rotors, they could fly without over controlling. They were used to machines with very light feel (a glider has the lightest feel possible). No danger of PIO. Which is really just I can't control the aircraft properly. All the powered instructor needed to teach was engine out glides, coordinated turns, circuit procedures (in practice - they'd had to negotiate other traffic) and general engine management procedures. I'm probably missing something but easily achievable in 5 hours after a student has soloed. Provided they had solid glider training and solid ground instruction - and good instructors. I never saw a set of rotors bend in training until I started instructing at a club in which a couple of guys were a bit too casual. However my driver and myself never bend a blade and never had a student bend a blade. Not tooting my own horn just expressing gratitude to being taught very, very well. I'm aware of one fatal in Australia in over 50 years flying g-gliders (the driver hit the brakes and the pilot didn't release the tow hitch - before my time) and one in UK when someone failed to reassemble a rotor head correctly. It would save powered instructors or manufactures a massive headache and mean the powered instructors would put their aircraft at lower risk and the club, ground instructor (if a single seat machine) and g-glider instructor would take the bulk of the risk. The student learns at a fraction of the cost and gets training often in a machine much more like the one they will fly. What's more you could have several sets of rotors on the glider, wood, fibreglass, metal. You could train students in what to expect every step of the way. Anyway rant over ;) regards

@peterclark4685

3 жыл бұрын

@@cameronlapworth2915 Rant absorbed, and cheers. In my other comment on this video I argue that de-tuning the sales pitch is what will help most. This isn't a STOL machine or a racer; instead it is the lowest of the low end of the entire air industry which at best is a great commuter, a distance eater with the added benefit of the view (a mobile mountain top). That 'lack of ability' is the safety argument and implicit in that is some things need to learned very well to overcome those shortfalls. In previous videos I mention a sales pitch designed to make them attractive to women: so that her husband can improve his chances of getting one. IOW safety, comfort, design, colours, &c take a higher (and feminine) priority. *Stu with a view* mentions that his wife won't get in his: ergo, ask her and all the other wives why and eliminate those 'negative image' features.

max tail take off attitude + 2.5 and landing before tail strike lol , a plane with no stall speed, terrible design

maybe a front prop

Dashboard? Instrument panel.

@gyrocopterflyingclub6148

3 жыл бұрын

Yes indeed my mind was elsewhere.

I dont think that gyros are good for stunts.

@rustythefoxcoon5143

Жыл бұрын

No, more - go across state or a few states over semi faster than the roads and without a crying kid kicking your seat for more lunchables.

You should think of a microphone upgrade

@gyrocopterflyingclub6148

2 жыл бұрын

Funnily enough kzread.info/dash/bejne/gZZ5sKunm6qcdbw.html

It would have been good to have mentioned what sort of training is recommended for these things rather than just stating what happened with zero solution how to be safe in these craft. To me, as a Vlog, it fails. It would be great if it were reposted with some guidance and recommendations, if only on what fundamentals should be mastered.

@gyrocopterflyingclub6148

3 жыл бұрын

Hello Gerhard. The point is you can not learn to fly by correspondence course. Well actually I am sure you likely can but you still wouldn't have the legality to fly so it becomes pointless. So my first recommendation is to work with your instructor BUT to your point about guidance or recommendations with respect there are literally dozens of HOURS of that in this channel - watch the instructional film [such as vertical descents or take off and landings] and all of the webinars. What part of that isn't what you ask??

Keep pushing the sports, special edition... marketing and watch proudly as the industry staggers from indifference to insignificance. "It was an accident mummy!" Its the aeroplane equivalent of a stock Volkswagen bug. It will get you there, it may be a bit noisy, it may even have an annoying breeze from some oversight...¹ But it will do all of that every time in the most majestic seat imaginable. Almost 360° views from a few feet up (naughty) to many hundreds. A mobile mountain top. All you have to do as the pilot is treat the combination of ground and slow speed as a mortal enemy because that is exactly what its original creator thought. It's very birth was about safety at ground level. Apply. Market. $$$ from volume of sales. ps: Not sure yet but those instrument panels look like accident makers (esp. for beginners). A few centrally mounted colour-coded gauges and Bob's your nephew's aunt. ¹ Aaaah memories.

The mentality is teenagers think they can drive a car; Novis gyro pilots think it’s easy, and as human nature goes with learning, I’ll learn just enough to get me in the air. As a trainer myself in basic First Aid/CPR, paramedic program now a trainer in Transit buses, there is a Nice to know or a Need to know. Unfortunately I see too much Nice to Know, not enough Need to Know.

Without watching the video, and reading comments, I would say it is because the US has some of the most lax and terrible licencing and on going yearly training laws. The US literally allows anyone to fly, almost anything, in any conditions, and any type of aircraft. I.E: it is like the absolute wild west. Just like down in Florida where anyone can own any boat with no licence or training etc or just this month, ANYONE can own a concealed gun with absolutely zero training.

No vi ni un puto accidente, no engañen ni hagan perder el tiempo

@gyrocopterflyingclub6148

3 жыл бұрын

no visites mi canal y actúes como un niño o un gángster cuando eres un niño, ya que te golpearían.

*It appalls me that the amount of money, time and energy that people spend on this bird, and won't spend 1/10 of that on some training by a Qualified Instructor !!!!...The mindset of "Willy Nilly, It can't be that hard " totally Flambes' me....But, then again, you got these idiots buying HellCats, Mustangs and Exotic Sports and SuperCars crashing into people and trees, soooo...*

Just drive our highways here and you will see why your making this video lol

@gyrocopterflyingclub6148

2 ай бұрын

hahahaha

Yet another death machine!

@esau82

3 жыл бұрын

Arent those the cars and motorcycles?

@davidwheatcroft2797

3 жыл бұрын

@@esau82 Aeroplanes basically will bite the unwary, the ignorant, very hard. Add in many moving parts with gyroplanes, AND if the air flows from the top, the blades stop rotating and you die. I fly aerobatics with a parachute, and practise getting out and landing after simulated engine failure.

@esau82

3 жыл бұрын

I fly fixed wing ultralight. Gyroplanes are as safe if not more. You are more likely to die in a car or motorcycle crash than in a Gyro. Provided you are not an idiot and don't get proper training

@KenLeonard

3 жыл бұрын

The office chair is just as much a death machine. Its the butt in the seat that results in the fatality.

So. DOnt fly gyro death traps. Thats what i hear.

@gyrocopterflyingclub6148

3 жыл бұрын

more the case that you have to be careful who you listen to. A circa 1 in 4 accident rate tells its own story about the quality you find in those involved with the process.

over trained pilots over think

@gyrocopterflyingclub6148

3 жыл бұрын

There is a potential for that and especially where processes are made over complex. Its a little like in a corporate world where groups are asked to design safety process and of course it is easy to add in just one more thing.

cos its crap