I hope we can agree to disagree Rob.
I hope we can agree to disagree Rob.
Vance - I did not realize you took a FW ground school. Good for you - definitely a big help for the reason you mentioned. No gyro CFI can do it one on one efficiently.
However if you were taking FW lessons at the same time you would have put all the ground school theory into practice and likely internalized it better. Also the structure of a syllabus would have been more apparent to you if your flying and ground school were better integrated as most schools do where you are getting the ground and the flying from instructors who know what each other are teaching.
Also specifically you would have done plenty of tracking inbound and outbound radials, intercepting radials, etc. Plus all sorts of other navigation and general flying tasks that are more suited to learning in a FW than a slow gyro.
Rob
Knowing what I know now if I was starting over and I wanted to become a proficient gyroplane pilot with the least cost; I would take gyroplane training.
I know it is possible to become legal with less cost by learning to fly a fixed wing and getting an gyroplane add on.
I do not feel legal and safe are interchangeable.
I feel that the hours of dual gyroplane instruction I would miss would make me less safe flying a gyroplane.
I have had over a hundred hours of dual instruction in a gyroplane and learned something from every one of them.
I have had five and a half hours of fixed wing training and 19 hours of helicopter training and I do not feel that makes me a safer gyroplane pilot.
I feel that a fixed wing aircraft flying hours and gyroplane flying hours are not interchangeable.
I personally found that that my 19 hours of helicopter training interfered with learning to fly a gyroplane.
The ground school I attended was not integrated with a flight school for anyone in the class. The flight school wanted the ground school completed before flight training began.
I also listened to Rod Machado’s tapes on the way to Bensen days and read several books.
I have met and talked to the Kings at length several times and reviewed their private pilot tapes.
To pass the commercial written test I needed to understand how to use very high frequency omnidirectional radio range (VOR) navigation.
I also needed 2.5 hours under the hood navigating by instruments in order to take the commercial practical test.
What I did not know how to do is use my 696 to simulate using VOR navigation because I had not had an occasion to use that feature.
As I read the practical test standards if I did not have radio navigation equipment I did not need to use it on the check ride.
The way Terry read it was because my Garmin could simulate radio navigation I needed to be proficient in finding VORs and intercepting radials.
I went to Spanish Fork after I failed because I needed another signoff from Michael Burton to retest.
It took about ten minutes to learn how to find a VOR and intercept a radial with the Garmin.
I practiced intercepting radials with the Garmin to make certain I was proficient. Michael flew with me to test me before he would sign me off for a retest.
The Cessna I flew for the under the hood time did not have a Garmin 696 and even if it had the instructor had no reason to teach me to intercept radials with it.
I also took some time to practice emergency procedures while I was in Spanish Fork.
I am using the practical test standards for Private Pilot Rotorcraft Gyroplane as the outline for my Syllabus. I am using the Robinson 22 flight training guide as an example to follow.
I have several fixed wing training books as reference.
In short I don’t see where any of the challenges I am having now would be mitigated if I had learned to fly a fixed wing before learning to fly a gyroplane.
Thank you, Vance