23. HOW TO: Do The Impossible Turn, Avoid Rotor Loading, and MORE!
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- čas přidán 7. 07. 2024
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In this video, we're answering questions about the Impossible Turn, Rotor Loading, and MORE! We want to make sure you have all the information you need to make the best decision for your gyroplane flight experience.
Whether you're a first-time flyer or an experienced pilot, we want to ensure that you have the information you need to make the best decision for your gyroplane flight. In this video, we'll answer any questions you have about the Impossible Turn, Rotor Loading, and MORE!
Adventure Air in Chino, California is the premiere Gyroplane flight school in the United States. CFI Henry Boger has over 30 years of aviation experience with the last 10 years focused on Gyroplane instruction. Henry is also a Certified Sales Representative for AutoGyro USA.
Follow us at www.adventureairla.com for more information on flights and lessons!
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Great info. Great presentation.
Thank you Henry, loving your videos, very informative. 👍👍
Thanks for watching! Let us know if there's something specific you'd like us to cover.
Thanks Henry! Great video, and very informative!
Thanks for the questions and thanks for watching!
I like your videos… and want you to explain blade flap and problems it can create and how this can happen. Also, can you talk about which would be a best 1st gyroplane to own and fly (Catalonia vs ELA Eclipse) and do a good comparison
Really enjoy your videos. You explain - and demonstrate - things very well.
Thanks for watching!
Nice intro to gyros! Thanks for the video!
Thanks for watching. We have a whole bunch more. Check out our channel and let us know what you think. We always love suggestions!
Can't wait to see you guys. see you soon.
"Adventure Air, see ya!"
Thank you for such an illustrative video, impressive aircraft in the hands of an expert. Greetings from Argentina 🇦🇷
We're glad you enjoyed and thank you for watching!
Excellent video - thanks - subscribed !
Thanks! We have a new video coming out tomorrow!
Good work thanks
Thanks for watching and commenting!
Great info and content!
Thanks for watching!
Henry is the best!
I had the chance to get some training time in with him and he was great. I am a private pilot, with less than 200 hours C172/C182 time. Couldn't be happier with his training, made me a better pilot.
Thanks, Henry!!
Thanks for watching!
excellent cheers, mint"
Thanks for watching!
These gyrocopters look like a lot of fun, but the crash compilation videos kind of take the fun part back.
That's mostly due to a lack of training. Some models are considered ultralights and no pilot license is required. I'm sure there's plenty of crash compilation videos for more mainstream aircraft.
How do you factor in air density if you were to fly fully loaded from a high altitude air strip? curious.🤔
Henry, could you do a quick video about landing downwind? For instance, at the end of your "impossible" turn, which presumably came off an upwind takeoff? Or if you have to land on an uphill (or otherwise one-way-only) oriented runway, like Catalina? Thanks!
Wait for Sunday's video 😉😉😉
In most 2 seat modern gyroplanes, the rotor RPM will decrease the fastest at around 0.5 G not at 0 or negative G loading. I found that out testing for GWS (Gyroplane Warning System). We were decelerating rotor RPM at 20 RPM/second at 0.5 G. At lower G loading because there is much less induced drag, the deceleration is actually slower than at 0.5 G. At that rate it would take about 4 to 5 seconds in that state for the rotor RPM to get to a very dangerous point. Basically, that could be a fatal accident usually resulting in torque roll if the pilot keep high engine power and chopping the tail and prop blades. Just FYI ..
Thanks for watching!
What do you mean by torque roll? Do you mean an bunt of over or just the torque generated by engine? As far as i know modern center line gyros with stabilizer can't bunt. Do all gyros have some kind of instrument that tells g force or some kind of warning already implemented in existing gyros? Do any gyros have some kind of physical limit system for that problem if not i have an idea. My idea is to add some kind counter weight to the stick that will limit forward stick movement until it's back to normal. For example when it experiences lower g the counter weight lifts (just like pilot from the seat) and over some linkages it presses the stick back the higher the "absence" of g the harder it presses back.
@@dkdanis1340 Torque roll. Nothing to do with buntover. Propeller torque effect. Pilots forget to cut the power in such situations. Rule of thumb in gyroplanes in upsets. Cut power to idle and bring cyclic stick to neutral and pull slight back.
2 times 180° while having engine failure during a take off and you're back into the wind. Ofcourse when you having enough hight. One big plus of a giro 🙂
It is!
Should you reduce forward speed going into an impossible turn? Can you go too fast? or should you try to maintain speed?
If you're doing the impossible turn, you would already be going slow due to the engine loss on climb out. You shouldn't try the impossible turn during high speed.
Interesting. 420 RRPM is a fairly high disk loading. I would expect that at this RRPM the aircraft cruises near 100 mph. What is the gross weight?
Empty weight is 715 lbs. and max take off mass is 1232 lbs.
What determines which seat is for the PIC? Looks like the PIC gauges are on the left side of the panel, but you're flying on the right.
In this model, the PIC sits in the right seat like many helicopters. Most of the necessary instruments like artificial horizon, VSI, engine RPM and rotor RPM are in the center. Temp and pressure gauges are in front of the left seat.
During dual instruction, the instructor sits on the left with a throttle linkage for the left side installed.
@@AdventureAir OK, thanks!
that leads me to ask, if the bird wants to turn left during an auto, why isn't the PIC seat on the left?
I'm going to say by tradition. As most rotor craft pilots sit in the right seat. That's consistent with US built and European built helicopters. Airbus/Eurocopter helicopters have a reverse MR rotation than most US helicopters.
@@AdventureAir You're probably right. the Bell 47s and Hughes 300s I flew were piston-powered and the piC sat on the left. That changed with turbine-powered craft, which had MR also rotating CCW (from the top). i wasn't sure about Euro copters which you have confirmed.
i think early in my training I'd heard it was connected to autorotation turn tendency. old ideas die hard.
I was always taught not to apply full pedal at zero airspeed, though clearly you're managing it here with no problems. I do wonder whether, in actual engine off situation, you wouod have any rudder authority at zero airspeed...? Even at zero power setting engine on would give you the tail power needed to get around, without it you'd have to gain this from dropping the nose more with more loss of altitude... just a thought...
Thank you for your thoughtful comment. We appreciate your knowledge and insight on the subject.
Thanks for the video Henry! Wondering if you have much experience flying in strong turbulence and what your thoughts are there? I've been in turbulence (Cav 915) where my rotor RPM varied +20/-20 and I really had to concentrate on keeping the stick neutral. I got out of there. I've also experienced a fairly strong yaw instability in turbulence without much change in rotor RPM, and of course the effect of mountain wave. I always try to read the conditions and have a bailout plan. I don't want to push things.
Thanks for asking. We can cover these questions in a future videos!
I'll guess you don't mean 'bailout' literally!
@@KutWrite we do have a bailout plan in gliders if we get hit or have a system failure. We eject the canopy and jump out and parachute to the ground and then we call the insurance company.
You should slow down to 60 knots or 70 mph or lower in such turbulence immediately
@@KutWrite😅...
If you were taking off into the wind, would the impossible turn bring you into a landing with the wind, and would that cause any problems?
You would have a longer landing and higher landing speed as opposed to landing into the wind, but it's still better than landing into a building..
@@AdventureAir Thanks.
Does Flyings so as to reduce stress on the rotor extend the rotor's lifetime?
If you had less stress would you live longer? 😉😉
Ok, so it HAS to spin faster, but WILL it? Or is it a danger to avoid?
Nope..it wont go much above 420 RPM
What is involved with obtaining a pilots license for a gyro?
In the USA, a light sport aircraft-gyroplane certificate is required. It is a minimum of 20 hours of flight instruction including at least 5 hours of solo flight.
@AdventureAir what kind of permit is required for this? PPL?
In the United States, the minimum requirement is a light sport aircraft-gyroplane certificate.
@@AdventureAir Many thanks, is that similar to the PPL or less demanding?
@@bennialexander No medical required. Just a driver license and a heartbeat.
What about "Jump starts"?
What about them?
Just get a helicopter
Summary from ChatGPT: This video discusses the features and operation of a Cavalon gyroplane. The video is presented by Henry from Adventure Air, and covers topics such as rotor speed, what is considered too much or too little, and the impossible turn, which is a maneuver that can be performed with a gyroplane in case of engine failure. The video also mentions that in an auto gyro, the rotor speed is automatically adjusted according to the requirements of Mother Nature, and does not need to be monitored much. Additionally, the video also talks about the do's and don'ts of flying an auto gyro, which includes avoiding negative G's and taking off and landing into the wind.
That's a really cool summary from the AI.
Do not land of take off downwind... Should your engine quit during take off, you can do an " impossible turn" and go back on the runway AND LAND DOWNWIND...
That's right