I am getting the message!
I am getting the message!
rehler said:
Steve,
You asked what speed.
I suggest that when you learn to fly that you concentrate on controlling your speed with your cyclic stick and not your throttle and that you use your throttle to gain or loose altitude and not your cyclic stick. Throttle for altitude, Stick for speed.
Then, using your cyclic stick, maintain 50 mph for take off, climb, cruise, approach and landing. Keep it at the same speed during all phases of flight (until just before flare and touch down).
Then after you get used to flying the gyro (at least 10 hours) you can increase your speed.
Sounds like flying a FW. If my gyro is power stable then yes, increasing power should make the machine climb at the same speed and retrimming the rotor pitch, the gyro should stabilize at a new airspeed.
I am not sure yet whether my gyro has that stability in those two variable changes but it's the next thing I am going to find out - trying Gregg's 3 flight tests for the different static stability modes. If it doesnt, then I am in for a harder time I guess - until We can make the CAA see sense and allow tested mods to bring the characteristics back into a stable regime.
meanwhile, I will take your advice and stick to 50 knots at all time. Thanks for your advice. It's good to be able to have a sensible conversation with this group - I don't feel I can talk open mindedly in the UK. Too many toes to tread on and I do not want be be alienated by the small community I have to (and enjoy) mix with.
I am beginning to see that perhaps I am taking a cavelier attitude and must look like a prat who f**ked up and is looking to blame the tools.
I reackon that all Gyros should have a flight manual that shows the audited results of a set of flight tests along the lines that Gregg Gremmiger and his group are formulating. This includes the existing machines that pre-date section T. The flight manual should be made available when the machine changes ownership, so the new owner can make a better informed decision when purchasing it.
To work alongside this concept, the CAA/PFA , should assist in the design and authorization to preform whatever mods are required to help these old machines improve their staility ratings.
This would apply a positve incentive for the current owner to improve his machine -if not for his own benefit, but make it more ssaleable when it is sold on. The buyer will also also have a good idea what he is buying.
I could then see a dramatic imporvement in the whole gyroplane scene in the UK, with fewer accidents and pilots having fewer problems moving between types, as they should share more similar flying characteristics.
Have anyone come up with any benefits for an unstable Gyro?. I know they are plenty of examples in other forms of transport, often due to fast control response requirements on sports/racing/military aircraft. But i am not sure if they are relavent to the Gyro
Steve Kirkby