am not an airplane pilot, but I can easily imagine an experienced airplane pilot doing this in an airplane, with the only obvious result being that light feeling in the seat of the pants. But in a gyro, that's not a good feeling at all.
Remembered from initial fixed wing training. The pneumonics PAT and APT.
To enter the climb, it's
power, attitude, trim. Start by setting climb
power, as you already know. Remember to compensate for adverse yaw with the rudder. Immediately raise the nose to the climb
attitude. Your instructor will teach you to recognise what this looks like in your aircraft: e.g. there might be a part of the dash that lines up with the horizon. Your airspeed will drop away to the desired airspeed for the climb: usually the best-climb speed. Once you're stable and balanced, at the correct airspeed, use the elevator
trim to remove the need for pressure on the stick (or yoke).
To level off from the climb, it's
attitude, power, trim. Start by lowering the nose to a level
attitude. You need to start doing this before you reach the desired height, as it takes a few seconds to level off. Once you're level, the airplane will speed up. When you reach cruise speed, reduce the
power to cruise power, and compensate for adverse yaw. Again, once you're stable at the correct speed,
trimaway any constant pressure on the stick.
That is why carry over/muscle memory from fixed wing flying does bear thinking about.
In-built reflexes can do you an extreme disservice.
I have known that when you climb, you push the throttle to maximum and adjust the vertical speed with the commands (elevator) and the trim. Then when you reach the desired altitude you pull the thr...
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As in a lot of accidents we may have found, through experienced deduction, a chain of events that may all have contributed to the eventual fatal conclusion.
In this case it seems to be insufficient differences experience, 40 yrs of hold over from fixed wing practices, age effected reflexes, larger engine with more torque, combination of PIO, high speed climb, unloading the rotor, blade flap/sail, rotor/airframe contact, torque roll, and fatal uncontrollable descent.