Flying characteristics

[axelg]

Hi!

I read a lot of comparisons on this forum, most focus on technical aspects. It would be very interesting to get your input on the flying characteristics.
In the end, we fly for the fun of it! Which gyro would did you find most fun?

I have flown the MTO, which was nice, but not too nimble or responsive.
Also the Cavalon, more fun and responsive, maybe a bit too sensitive on the lateral axis.
The Calidus is my favorite to date, streamlined and nimble, well balances and the tandem seating gives you that fighter feel

 

[helipaddy]

Dominator single. Sweet as a nut

 

[Sv.grainne]

Aviomania, Genesis G1sB CE, very responsive, single place.

 

[Vance]

Hi!

I read a lot of comparisons on this forum, most focus on technical aspects. It would be very interesting to get your input on the flying characteristics.
In the end, we fly for the fun of it! Which gyro would did you find most fun?

I have flown the MTO, which was nice, but not too nimble or responsive.
Also the Cavalon, more fun and responsive, maybe a bit too sensitive on the lateral axis.
The Calidus is my favorite to date, streamlined and nimble, well balances and the tandem seating gives you that fighter feel

There are two MTO model gyroplanes currently available from AutoGyro.

The MTO Classic and the MTO 2017; each available with three different engines.

Which did you fly?

In my experience what model gyroplane people like best and why is a very individual thing.

I have found that two gyroplanes of the same make and model may have a very different feel.

I have found that how a gyroplane is rigged can make a big difference in how it feels.

I prefer a tandem to a side by side and I prefer open to enclosed.

My personal favorite is the American Ranger without the canopy because it is very responsive and at the same time will smooth out pilot errors; particularly on landing. In my opinion it has a very effective rudder allowing it to do maneuvers that I would not be as fun in other gyroplanes. I find it the easiest to teach in.

For a longer cross country flight I prefer the Titanium Explorer because it has great wind protection and will fly straight and level in windy conditions with very little pilot input. For giving instruction it is a close second to the American Ranger and better in some ways.

I have fun flying all of the AutoGyro products. I find the MTO 2017 needs less pedal work to fly coordinated than the other AutoGyro models and is easy to teach in.

I find all of the Magni models fun and forgiving. They are very easy to give flight instruction in. I find it hard to make a poor takeoff in any of the Magni gyroplanes and it is hard to screw up a landing.

The ELAs are a joy to fly and easy to teach in. It is my favorite enclosed gyroplane.

The various iterations of the Xenon are my favorite side my sides. I find the lack of power-pitch-yaw coupling alluring.

I like the way a Sport Copter II flies. It is big and plush and the landing gear and free castering nose gear can fix an inelegant landing.

Any of the single place gyroplanes will be more nimble than a two place.

I have not flown the Kallithea by NIKI Rotor Aviation and hope to soon.

I have not flown the Tango.

That covers most of the gyroplanes currently available in the USA.

 

[GyroChuck]

Most fun, an open frame single seat gyro. Dominator would be my first choice.

 

[Sv.grainne]

I've also flown the M16 and 2 different Tango2 Gyros. More time in the Tangos and liked them.

 

[MikeBoyette]

Most fun, an open frame single seat gyro. Dominator would be my first choice.

I agree however I am a little biased. I have not found most two place gyros to be fun to fly. The difference between and single place and two place gyro has got to be the most drastic. The gyro I learned in and soloed was probably as light as most singles. I couldn’t believe the difference between it and my single place. A two place feels like a dump truck and single place feels like a high powered go cart.

 

[Doug Riley]

My tandem Dominator with Rotax 912S wasn't TOO dump-truckish when flown with an under-200 passenger. Of course, it more fun to throw around solo.

I had more yank-n-bank fun with my 1-place Air Command than any other gyro.

 

[Resasi]

My initial training in the UK was conducted under LASORS. This broken down was LAS SECTION: LICENSING, ADMINISTRATION and STANDARDISATION this the CAA’s policy and guidance material for initial and continuing compliance with the requirements for UK flight crew licences and associated ratings, qualifications and authorisations. The ORS SECTION: OPERATING REQUIREMENTS and SAFETY provided information on best practice for safe flying. This advocated 14 hours two seater instruction before proceeding to the single. The present LAA syllabus now has episode of two seat flying during the single seat syllabus for those who only wish to fly singles.

My initial training was on the RAF 2000 without the horizontal stab. I was quite surprised how light it seemed on the controls and enjoyed the first 14 hours required before then transitioning to the Bensen. This was 30 years old and very bare-bones. No pre-rotator, an altimeter an airspeed indicator and a slip string. Once I had finished wheel balancing and got to flying it, I was delighted by the agility and nimble feel of this machine. I could take off quickly, turn on a sixpence, and in a bit of wind land in pretty much it own length, bit more wind, around 20 knots and it was no roll landings.

We had a large group flying at RAF Rissington, with a variety of types of single seater. Different Bensons with different power plants, Merlins, Crickets and LA18, then later the GT-VX1 and VX-2 all of which I have been so fortunate to be able to try. They all handled differently, even machines of the same type, this no doubt to various factors, rigging, construction, weights, power plants, but all without exception very different to the various two seater types I then sampled. The MTO sport, Magni M16, two seat Dominators, Eclipse, American Ranger, and finally the memorable Predator with Vance.

I have to say that I have always far preferred the more agile handling of single seat machines, while acknowledging the greater comfort of the two seaters. It does of course depend on the weather, and type of flying one wants to be doing. Most single seat, in particular the two stroke variety, are not intended for prolonged flight with the exception of the four stroke mustering craft in use in Australia. And as Wolfy has testified, a days worth flying these types mustering cattle, can be extremely demanding.

So it could be said that up till recently if you wanted to go places you chose the two seater for the range, enclosed protection, ability to take along a companion...or extra fuel and stores, and the stability over the longer journeys, and accepted the much higher cost associated with operating them. However what we are now seeing with Gyro Technic's GT-VX2 with the Rotax 912ULS and 912IS is the ability to have a single seater with the power, extra performance, agility, range and ability to take along some extra baggage/stores at a lower cost than most two seater types, but yes, it probably won't be quite as comfortable.

Yank and bank with range, and some extra baggage

 

[axelg]

There are two MTO model gyroplanes currently available from AutoGyro.

The MTO Classic and the MTO 2017; each available with three different engines.

Which did you fly?

I believe it was the 2017 with 914. I have fond memories since I did my license on it, but find that its a bit too stable for me today.

I personally prefer to fly enclosed, it gets cold here and not feeling my hands takes som fun out of it

I would love to try a single seater some day, they are very uncommon in Sweden. I find the Calidus to be good fun but I can imagine the singel seaters are very agile.

I would love to try some more machines, like the ELA and AR. The only thing I've heard about the Magni are that they are somewhat heavy on the stick, kind of the opposite of what I'm going for, but that is of course personal preference.

 

[GeneralPatton]

Hi All,
I love my Calidus, 914F turbo engine, smooth, stable, easy to maintain, and fun!
excellent factory support. I trained in RAF 2000 with and without HS.
The turbo has the power to lift MTOW , fly in all weather, stay warm or comfortable even in our NC summers.This craft inspired me to go to school and earn a LSAM&T , Rotax Heavy Certs , and AutoGyro factory school in Md.

 

[GeneralPatton]

 

[Abid]

I believe it was the 2017 with 914. I have fond memories since I did my license on it, but find that its a bit too stable for me today.

I personally prefer to fly enclosed, it gets cold here and not feeling my hands takes som fun out of it

I would love to try a single seater some day, they are very uncommon in Sweden. I find the Calidus to be good fun but I can imagine the singel seaters are very agile.

I would love to try some more machines, like the ELA and AR. The only thing I've heard about the Magni are that they are somewhat heavy on the stick, kind of the opposite of what I'm going for, but that is of course personal preference.

MTO 2017 is not MTO Sport. A world of difference and much heavier stick like Magni (which some people do like but some hate).
Who did you train with in Sweden. I have friends who are trike and gyroplane instructors in Sweden. They have been to Florida and flew AR-1 here a few years ago. Paula Aventyr and her husband and Robin.

 

[Abid]

Hi All,
I love my Calidus, 914F turbo engine, smooth, stable, easy to maintain, and fun!
excellent factory support. I trained in RAF 2000 with and without HS.
The turbo has the power to lift MTOW , fly in all weather, stay warm or comfortable even in our NC summers.This craft inspired me to go to school and earn a LSAM&T , Rotax Heavy Certs , and AutoGyro factory school in Md.

Curious why you got your LSARM? It won't do anything for you for an Experimental AB or even for a Primary Category Restricted cert.

 

[GeneralPatton]

Well, Abid, the certifications are stepping stones to knowledge, and I enjoy working in the GA circle of friends. The best insurance is hands on learning combined with achievable goals. The LSAMT is a back door to a full A&P in the future. Meanwhile, great flying and adventure!

 

[Abid]

Well, Abid, the certifications are stepping stones to knowledge, and I enjoy working in the GA circle of friends. The best insurance is hands on learning combined with achievable goals. The LSAMT is a back door to a full A&P in the future. Meanwhile, great flying and adventure!View attachment 1157385View attachment 1157386

Ok. Although for an A&P you should hook up with an IA and start working under them. Generally two years of work is required. For an A&P a Rotax engine knowledge is likely not very useful.
I know some people who got their LSARM from Rainbow Aviation who are good acquaintances of mine. However, unless you already have been working as a mechanical aviation enthusiast taking that course alone does not make one a mechanic in 4 weeks. Good that you are working with friends for helping doing their maintenance. That is valuable. In aircraft people very quickly will realize that it is absolutely not car ownership. Regardless of the amount of $$ in your bank account, you need to know somethings about mechanical systems and maintenance of your aircraft and engine or you will have a painful ownership experience. No Jiffy lubes on every airport.

 

[rcflier]

I would love to try a single seater some day, they are very uncommon in Sweden. I find the Calidus to be good fun but I can imagine the singel seaters are very agile.

Hi Axel.

A retired airline pilot named Erik Björkman owns a Starbee single seat gyro.

He lives in Skåne in summer and in Switzerland in summer and the gyro is US registered.

You could contact him and give him a decent offer - he might very well sell it.

I'm sure you can contact him through Skånes Gyrokopter Klub or the sailing club - both at Sövde airfield.

Give him hälsninger from me. You can tell him I just got my gyro license with my 914 MTO Sport.

Cheers
Erik

 

[GeneralPatton]

Right on Abid, Been partnered with an A&P IA, for years now, I find Rotax knowledge and training very useful as the LSA clients we have are coming in with 914 and 915 engines. Also I fly Rotax!

 

[Mayfield]

Regardless of the amount of $$ in your bank account, you need to know somethings about mechanical systems and maintenance of your aircraft and engine or you will have a painful ownership experience. No Jiffy lubes on every airport.

This could be graven in stone!

You can't coast to the side of the road and call AAA in most aircraft. Understanding at least the basics of how your aircraft works can make the difference between living and not living when an abnormality occurs.

Jim