As a pilot of a gyroplane I would not want an un-commanded power reduction with rotor rpm at some predetermined number, or g number because it might be the wrong choice.
I don’t know why I would want an un-commanded throttle reduction based on an expectation of mismanaging the power based on “ground speed-airspeed vs rotor rpm.”
Based on my experience flying several Dominators I would not want the engine doing something unexpected in flight because of the power-pitch coupling.
I think of a system that you can set exacly like you want it to be
and can always be bypass with a simple push button or switch put every where you want on the machine , on the cyclic or throttle if you want
example i know you have registered a minimum of 0.6 G on your machine
and you have a minimum rotor rpm number you dont want to go below
that you know you are near the trouble and can be bitten if you push more or go lower in the number choice , and with lighter weight and more power the number can drop faster and the trouble come faster
if the power slowly reduce a bit at 0.7 or 0.6 at your own choice , you cant go lower than your choice even with more power , or at your choice exemple 20 rpm before your lower number choice reduce a bit of power you cant go lower with power on or no power reduction or cut
you are a CFI with many hours experience , a new low hours pilot with a powerfull new machine can push a bit more than he can think will be safe and be bitten quickly with some mistake and not very good decision or control move choice or coordination of throttle and cyclic
in one of your post in the thread
Low G and Rrpm decay rate
----- At one time I imagined if I kept the stick back a forward tumble was impossible.
I discovered this was not the case at the Cable Air Show flying a Cavalon performing my typical routine that I fly in the near centerline thrust Predator.
Near the top of a zoom climb I discovered I had no control of the rotor with the cyclic.
I was not able initiate a turn.
I closed the throttle and as she began to sink rotor control was restored.
I found this experience disquieting and suspect the delay of the rotation from the horizontal stabilizer is what gave me enough time to explore my options.
Upon reflection I realized the horizontal stabilizer is not very effective at low indicated air speed.-----
you know this can possibly have another result with more power and torque like with a 915
in medium low temperature one on board with a lightly loaded machine
all the new higher power motor Gyro accidents with low hours gyro pilot talk here on the forum
that we all try to study and learn from , and help other to not replicate
zoom climb , to steep climb , or to steep for to long time , to much rotor load reduction , to much rotor rpm reduction , dont reduce full power or power before applying front cyclic to put the machine flat
cant do or dont think to reduce power or cut it before cutting the tail or flapping the blades
take off with cyclic not back over running the blades
nearly all these accident apart from bad cyclic move or position
is bad application of power - throttle - or cant or dont remove power at the time you have to
to save your life
just to say that many of the accident if the power have been remove slowly before the fatal outcome , or cut just before
the load on the rotor have not been lost and the blades divergence that cut parts after
the G and rpm number are to low for rotor stability or control
or torque more than the pilot ability experience can compensate and lost control
i know all is in the best training and all the hours to be safe and good is needed to be a safe pilot and also good ADM
if the EFI system is capable of doing safety strategy thing and is put on a new powerfull engine conversion why not try to utilise it ?
i am building a powerfull... gyro motor , i have option to derate it like i want to and put the power output smoother as possible
Thanks Vance for your comments