I just realized, looking closer at the images, this is not a Calidus... This is a Kallithea from Niki Rotor Aviation...Gee that calidus should be a rocket.
More power can always give more thrust. For that it is enough to increase the pitch of the blades (to take into account the additional of induced speed), and their surface (not to reach their stall)Curious, if with 100hp (example) one can spin the prop to its max rpm static, at max AoA, will extra hp actually create more thrust?
Strange, the original pictures were of a calidus I'm pretty sure.I just realized, looking closer at the images, this is not a Calidus... This is a Kallithea from Niki Rotor Aviation...
Also, taxiing becomes a problem when you have to ride the brakes even with the engine on idle...More power can always give more thrust. For that it is enough to increase the pitch of the blades (to take into account the additional of induced speed), and their surface (not to reach their stall)
But there are unfortunate side effects:
- An excessive acceleration of the takeoff run may exceed the Rrrpm acceleration and produce flapping divergence
- Engine torque effects may be excessive, if the propeller blast is not "detorduced" by fins or tailplane
- A too large slope of climb decreases the load on the rotor and thus a too low Rrpm.
Yes, but this video shows 18 seconds of run before the T.O. The maximum thrust of 145 Hp is clearly not used in this phase.My personal gyro is a 570 lb (DW) carbbed 145 HP Air Command Yamaha that I first flew November 2012, 9 years ago.
Quite a difference between 145 and 300 hp wouldn't you say, that's if it actually is making 300 hp.I've been building, flying and selling 145-165HP normally-aspirated, factory stock, carb & FI gyro engines that weigh 20 - 28 lbs less than the Edge turbo 912 since 2012. What's all the fuss? 10,000+ fleet hours, not a single engine-out in all of our 9 years.
My personal gyro is a 570 lb (DW) carbbed 145 HP Air Command Yamaha that I first flew November 2012, 9 years ago.
Nuttin' to worry about, just be careful on those super-steep climbs, they require lots of rudder authority; work up to them like a race car driver works up to going 200 mph on the track, and throttle back when rolling out at the top of a climb.
Take-off and powering out of downwind turns is a dream. Once the nose comes up go full throttle and literally launch. None of this pushing the nose over and gaining AS nonsense before going climb, although when you're getting used to it it's better to continue going with that method for a while.
This Air Command tandem has a TOW of 795 lbs. with 1 hour of fuel and 200 lbs pilot w/ gear.
2021 Mohawk Aero YG4 Grass Field Take Off
If you have horsepower to spare, a more wholesome way to use it is to employ a partial rotor drive, as Dick Degraw does.
The problem with putting excessive power to a propeller is that it leaves the rotor with nothing to do. That is, in a full-power climb, the prop supports a significant part of the weight of the gyro. This reduces the angle of attack of the rotor disk, much like cutting the string of a kite. The rotor responds to the lack of load* by slowing down. Then, at the top of the climb, when you again apply the gyro's full weight to it, you are risk for destructive flapping (retreating-blade stall).
* A rotor can't sense load directly. Instead, it reacts to disk angle of attack. When we say we "unload" a rotor, we mean that we reduce the rotor's disk angle of attack. We do that on purpose upon landing -- we push the stick forward. Some pilots refer to this as "killing" the rotor, a pretty apt term. Don't kill your rotor in flight; it just might return the favor.
Takeoff and Fly it at 1/2 throttle?🤣 So not sure why you need it she cannot fly past VNE.Quite a difference between 145 and 300 hp wouldn't you say, that's if it actually is making 300 hp.