Difficult, with a single decent runway. We have two others, at an angle, but they are dirt strips with many potholes...
I'm now just back from the airfield. Let's see what you wrote in the previous post...
To get get lift from blades one would need pitch, hence a heli can change the pitch of the blade, if what you say has any substance then you need to consider sitting in a heli, rotor at speed say (300 Rrpm normal range for a heli - or say a Robbie say 504 odd) and you tilt the disk back - pulling aft stick .... the heli sure as hell don’t lift its nose ..... in a strong head wind then yes the heli will lift its nose, We assume a wind free day? it will be a lot easier to explain this in a class
To witness this in real time do it with a model helicopter tilt the rotor disk in any angle ( while at speed) prior to pulling collective ( we call it pulling power - raise the collective) the thing will not lift, provided it is not subjected to any prevailing wind
with a gyro think of a controlled parachute not a heli blade, I’m sure the more exp instructors here will have time for a long scribe?
Some comments:
To get lift from a rotating blade you need pitch. It's the case with helicopters, and it's also the case with our gyros
while in pre-rotation. During pre-rotation, the gyro's rotor works like a helicopter rotor, accelerating air downwards. At a given moment [1], you disconnect the pre-rotation drive, and the blades, that have now a very considerable amount of energy, continue turning and accelerating air downwards. Of course, the blades lose gradually their energy, in the uninterrupted process of accelerating air downwards, and revs drop.
But very soon after disconnecting the drive, you tilt the rotor axis back [2]. The flow of accelerated air is also tilted, and the reaction is not only upwards, as before, but in part upwards and in part backwards. Now, you release the brakes and the prop's thrust starts [3] moving the gyro forward. The 'backwards reaction' of the rotor would be felt as a sort of drag, reducing the acceleration of the gyro.
After a short time, the interaction between the rotor and the relative wind start to change, [4] and the rotor reduces gradually the 'helicopter-like' downdraft, and starts to work in autorotation, getting energy from the incoming relative wind and gradually increasing its revs. With the rotor disk moving edgewise at an angle, keeping its revs by autorotation, we have now a sort of wing, that –as any wing– changes the direction of the relative wind generating a downwash. That's the gyro's source of lift. The gyro takes off [5] as soon as the lift surpasses its weight...
The merit of Urbani's method is to minimize the distance covered by the gyro between the instant [3] and somewhere between [4] and [5], that 'somewhere instant' (let's name it [4']), being the moment the rotor revs recover 220 rpm (in his gyro), that was the RRPM reached at [1]. From [4'] to [5] the RRPMs increase continuously until reaching the angular speed for flight.
Hope things are clear now...