New Solo Pilot

[GyroDoug]

I agree with all that's been said, and I am presently and willingly simply flying the mains... There's so much to learn and it was truely a foolish mistake. I realize now that the gyro deserves the respect of a helicopter... I appreciate the serious concern. Thank-you.

Brook,

We all make mistakes but not everyone learns from their mistakes. You seem to have the proper attitude and a willingness to be taught and learn from your mistakes. I think that says loads about your character. I congratulate you on surviving your first excursion from the ground solo in a Gyro. I am confidant you will become a good (and especially safe) gyro pilot. Keep up the good work and always remember you are an ambassador of our sport, whether you realize it or not, so always be a good one.

Gyro Doug

 

[Resasi]

Sounds good Brooke, moving forward well.

 

[Timchick]

Good progress. Keep us posted. Has Dave test flown your gyro?

 

[pilotescort]

Good progress. Keep us posted. Has Dave test flown your gyro?

Thank you all for the support. Yes, both Dave and Greg flew my gyro. Both said it flies fine other than the tail being a little quick. I think both Dave and Greg are so good that they could fly just about anything.
JR, although quite proficient, didn't enjoy compensating the stick. JR woke me up to that adjustment that the high skilled pilots were not bothered by. I very much appreciate ALL levels of suggestion, as this is truely a group effort with everyone helping everyone. That is what makes it work.

 

[Vance]

Hello Brooke,

You’re landing appears much improved.

I have found that leaving some power in helps with rudder authority in a cross wind. You seem to have that well managed.

It works better for me if I flare a little closer to the ground and reduce the power a little more gradually.

You are fortunate to have a friend like Jim. It is rare to get that kind of support from an FBO.

Thank you, Vance

 

[pilotescort]

working the next frontier

working the next frontier

Flying the mains and a bunch of crow hops have helped put into perspective what everyone is talking about. I sure appreciate everybodies input. The second landing that Jim H. posted felt much more controlable, but I didn't like my height bleeding off speed. The x-wind seemed to leave me floating abit, but that rudder had plenty authority to keep me straight. I'm very excited to have permission to leave the runway. Now I can really start some gyro training....lol.

 

[pilotescort]

review of muliple landings on video

review of muliple landings on video

After thorough review of my landings I see they are too shallow....bad for an engine out, and too much forward stick on take-off. Kevin Aurant suggested I maintain altitude until I can make the runway for sure without power. I know how it SHOULD be done, now I have to hone in those skills. Learning to fly the mains at low speed needs to be relearned at take-off speed. I find it's a constant adjustment to where I'm at and where I want to be, like a wrestling match with intimadation. I know I'll get better with practice; I certainly have some great mentors. Watching yourself on video is an invaluable tool......Thank-you Kevin.

 

[pilotescort]

New Landing Perspective

New Landing Perspective

Back in the air again after video review, I'm lifting off from the mains and landing on them too. The altitude is being held until the runway is clearly reachable in preparation for an engine out. I'm working on cutting the throttle and simulating an emergency landing. I'm sure a runway will not be around when the actual malfunction takes place, so I'm maintaining at least 300'. It's interesting watching airspeed and rotor speed increase as the nose goes down, so I'm finding a bit of a glide angle to keep both reasonable. 60 mph and around 350 rrpm seem to be plenty sufficient to roll out and flair to a safe stop. It's a wickedly interesting manuver, and so much more to learn.

 

[Resasi]

It is exactly as you say, a wickedly interesting maneuver. The lower it occurs the quicker everything happens and the less time available to react.

Was told to begin practicing engine outs when doing high hops and the first few times was quite surprised at just how far the nose has to come down to maintain the airspeed, no rrpm guage so will be interested to see their behaviour when in a machine that does have one.

The upside is that the more power off landings one does the easier the with power landings seem to become.

Brook you will probably see it anyway but this link which was in the accident forum is excellent reading, (with the proviso of not pushing forward to fast in a gyro). http://www.auf.asn.au/magazine/turnback.html

 

[Timchick]

Brooke,
The RRPM's are self governing. Don't be too concerned with monitoring them. There are enough things for you to concentrate on and that's not one of them. The rotor will do what it needs to do without you monitoring it. Just concentrate on your glide speed and your landing.

 

[pilotescort]

Focusing

Focusing

Just concentrate on your glide speed and your landing.

Tim, I did notice that, as you said, the RRPM seems to take care of itself. Glide speed increases dramatically with greater nose down attitude which I've had to reduce abit with back stick. The round-out seems consistently high and then it wants to float.....something I don't like. I'm trying to adjust that by enlarging the curve and not bleed off airspeed too fast. I had just noticed the RRPM while not making it a focal point.
Resasi, I'm very aware of the effect of negative "g's" and unloading the rotor.....bad, bad, bad. Dave Seace drilled into me "power before stick", meaning reduce power first, then gently adding minimal forward stick to drop the nose. I remain "heavy" in the seat during descents. I saw Ron Awad's clip from Wrens----that's where I want to be, but certainly am not there now nor do I attempt anything like that. Thanks both of you.

 

[pilotescort]

Annual Inspection

Annual Inspection

The annual was due, overdue actually, and many things needed to be tweeked. Carbs were all messed up, fan belt shot, but crosshatch marks were good on the cylinder walls. A few nuts and bolts were tightened up, and after everything was adjusted including new redrive lube and plugs by a Rotax certified A&P the machine flew like it had never flown before. What an excellant improvement.
I highly recommend a thorough service check on a new-to-you machine. Shain Morris of FPNA next to Lockwood in Sebring did the work, and he is very excellant. It's hard to imagine what a new set of DW's would do now, but that's next on the agenda.

 

[pilotescort]

making progress

making progress

I've racked up several hours now flying solo (with extended permission), and all is going well. Rotor management is no problem in the "winds of Wauchula", and actually are an asset to landing. Calm wind landings are abit trickier, but I'm relating well to rotor decay speed.
I was told the tail wheel could be landed on, and subsequently bent my keel in the process. I replaced the keel, which wasn't exactly a picnic, and decided that the tail wheel is more like training wheels on a bicycle.....emergency use only.
Obviously, every pilot is responsible for their own learning, and I've learned well from my (minor) mistakes. The excellant pilots around me give well meaning advice, but something is always lost in translation. Probably that their statements are coming from their experience that I'm in the process of gaining. Still, my hat is off to All of the "morons" at Wauchula.....Thank-you: Greg, Rick, J.R., and especially Dave Cease. I also appreciate the feed-back from "Snoopy" (Dave H.) and Trez. Dave Bliss has been hanging out with us too flying a StarBee with an MZ202. He's been equally interesting. Thank-you.

 

[Vance]

Thank you for sharing your progress Brook.

The tail wheel experience is cheaper than some other things you could bend.

I am impressed by the length of time the attitude adjustment has lasted.

Please keep it up and keep us informed.

I hope to see you at Bensen Days.

Thank you, Vance

 

[pilotescort]

Thanks Vance, I'll definitely be in Wauchula for Bensen Days and the New Year's Fly-In too. I doubt very much that I'll participate in any "games" though, however I do intend to fly. After all, that's what it is all about.....safe flying, good friends, and good food.

 

[pilotescort]

First cross country

First cross country

Snoopy and I (the Red Baron) flew our first "cross country" from Wauchula to Avon Park for an EAA sponsered breakfast. My landing at AVO was textbook for some odd reason, and we were greeted by a crowd of spectators like they'd never seen a gyro before.
The flight was only 25 miles each way, but it was interesting to deal with thermals and gusts especially on the way back. We flew at 800' agl with a couple of quick bumps to 900'. No problem with PIO since the power was simply cut on the onslaught of a nasty thermal, but I was surprised at the altitude gain. The cross wind back at Wauchula was easily handled by both of us, and we're looking forward to do it all again.....hopefully with more of our little squadron going along for the ride.

 

[WaspAir]

"Nasty" thermal??
Thermals are little gifts of free energy that Mother Nature bestows on the fortunate! Ask any glider pilot . . .

 

[greg spicola]

Thermal - Better known as free Altitude

 

[The Gyro Man]

Brook,
You've been given extreme good advice. Please heed it and stay safe. Gyros are not a kindergarten toy but a death trap if you don't heed your instructors COMPLETE training. Good luck and congrats on that solo.

Ed

 

[Resasi]

Brook looks as though it is all coming along nicely and you are have a great time. What it is all about.