AR-1 gyro manufacturer
- Oct 31, 2011
- Tampa, FL
- Total Flight Time
- 3600+ .. New to gyroplanes
Sorry, my translator knows not "zoom clim". Can you explain to me ? Thank you
Yes, but without prior "zoom", the increasing of nose down and forward speed worry the pilot, before the low Rrpm becomes unrecoverable.
While during a bell-shaped trajectory, the pilot is still confident when the rpm is already unrecoverable.
It's also what Mike G's alarm would can anticipate.
I don’t know any gyroplane flight instructors who teach that low Gs only happen at the top of a parabolic trajectory Abid.exactly. The very low and even zero G starts at what I would call the apex crown of the parabola meaning you could still be facing upwards while that happens and if you don’t understand that you will be ignorantly confident but it will cause a disaster. I absolutely think this is not what most pilots are taught. The conventional wisdom is the zero G only happens on the down side of a “pushover”. That’s not quite true. Well it’s not the whole truth. This thread and comments on it actually prove that very point. It’s not the fault of the pilots. This is really not covered in any flying handbook or anywhere else but it is what happens. In two blade semi-rigid rotor system aircraft it’s essential to understand this. It’s not so important in airplanes etc.
Hi Vance:I don’t know any gyroplane flight instructors who teach that low Gs only happen at the top of a parabolic trajectory Abid.
There is a lot of information available on how a parabolic trajectory creates a low G event.
Some flight instructors keep it simple by teaching learners to avoid a zoom climb.
If a pilot wants to explore that regime of flying he should do some research first.
A flight instructor needs to emphasize the detail of things that are important and without a zoom climb or pilot induced oscillations; low g parabolic flight is unlikely in a gyroplane.
Part of the Robinson helicopter syllabus is extensive information on low G avoidance.
In my opinion with the more powerful engines not hanging on the propeller in a steep climb also becomes an important part of keeping the rotor loaded.
Yes you are right. Robinson does have extensive info and advisories on avoidance on low G and its because they are using semi rigid 2 blade rotors like us. A lot of their advisories would be a good read for gyroplane pilots as well. Never push forward abruptly without reducing power. Never start descend without reducing power (PAT). At least these things should be emphasized by the gyroplane instructors.
Regarding the point of with powerful engines not hanging on prop, I have explored this carefully and with me being only 148 pounds, even with a 914 powered machine, I can see rotor RPM decrease when I go above 5500 engine RPM and pitched up fairly high and slow. 915 is even worse. Don't even go there. Definitely have to be careful about it.
In my opinion Phil Bennett has made assertions about the effect of regulations in the USA that are unfounded.The route to a safer future in the US is to have some regulatory protection/authority to stop a wilful owner/pilot from piloting a new machine too soon [and / or with little knowledge or experience] just because they can and with no real authority for those who might know better to stop them.
In my opinion Phil Bennett has made assertions about the effect of regulations in the USA that are unfounded.
And this is where you are confused on the issues, overlook the obvious and refuse to acknowledge what is happening on a year to year basis.Some people feel we need a required minimum number of hours for transition training.
To me it depends on the transition, the pilot and the situation.
I would not want more regulation adding expense to the transition to a different gyroplane.
It takes as long as it takes and I feel most pilots have judgement in the USA.
It appears to me from his post; Phil Bennett feels Chris Lord crashed because he didn’t have enough time in a Cavalon.And this is where you are confused on the issues, overlook the obvious and refuse to acknowledge what is happening on a year to year basis.
I don't know if that is just stubbornness because you don't like the messenger, are just oblivious to what should be obvious or some other reason.
No doubt your attitude to training is as diligent as you say and good for you. Yet if you have a pilot who already holds a gyroplane pilot licence then he doesn't need to listen to you. He can tell you to poke your opinion and there is nothing you can do to put a halt to any madness that you as an FI might have a better idea of than the pilot shortly to have an accident.
Chris Lord killed himself and pax in a Cavalon with less than half a dozen hours on make/model. Fara had his customer crash on his first solo and not only did the that individual not want to do a fuller transitional phase to the model he didn't even elect to do what he did with a current FI. Aside from the conflict of commercial work it seems a lot of responsibility to shoulder with literally zero control.
It is an informative video about helicopters.Here's a good, recent video about teetering, turbulence, and airspeed in Robinsons (last part of a series on dissymmetry of lift):
Does anyone else believe that transition training would have helped Chris to address a control failure?
Does anyone beside Phil Bennett think that transition training would have helped Chris Lord deal with the control failure?Vance accidents are very rarely one dimensional. Chris Lords lack of familiarity of his aircraft is obviously a factor and transition training includes the A-check, the aircrafts limitations, including airspeed limitations, amongst many other things.
Regarding Utah, you may have heard of something called Occam's razor?
When the "gossip" comes from the people involved in the process to the point of the accident it surely becomes facts as we know them?
Can I ask btw what is this recent extension of the oddness with the reference to my full name? I am aware of my own name!!!