Hi BuddyVance;n1121438 said:Very nice demonstration.
The one wheel landing was very cool and not something I would try.
The American Ranger has wonderful rudder authority and Greg knows how to exploit it well.
Why is that Kevin?Kevin_Richey;n1121465 said:I should add that putting a main wheel that has come up on a gyro pilot isn't as simple as just inputting hard stick to the side of that wheel to get it back on the ground.
If engine power is not at idle already, then disaster will rear it's ugly head w/in split seconds. I believe engine power in landing scenarios (instead of engine idle) is one of the root causes of landing accidents.
My thoughts are assuming we're talking about new-to-relatively-new gyroplane pilots...
Kevin_Richey;n1121480 said:Vance: I agree with you regarding landings during training, except I feel a student should be proficient in engine-idle landings before soloing.
Landing with power on while not straight in the direction of travel is the problem for many beginners.
Machines have been wrecked as they bounce around under power. Sometimes the beginner forgets to remove power after touching down.
Someday in the future, some of the gyroplane pilots who have only been taught landing under power (airline style), will experience an engine power failure under 150' AGL, as they are set up for a landing, and have no altitude nor engine to avoid having the ground rise up and smash them & their aircraft.
I personally have experienced two gyroplane CFIs who teach right from the start the engine-idle landing: Ron Menzie & Jim Vanek.
It does make for a fast descent from the usual gyroplane pattern altitude of 500', if the student isn't ready for it.
This is news to me because that is the technique Greg taught me for every single take-off. Pre-rotate with stick forward and engine at idle, then taxi onto the runway while slowly increasing RPM and moving the stick back until you're lined up on the runway with the stick all the way back and then you can begin your take-off roll and release the prerotator.fara;n1121457 said:Hi Guys:
Being able to keep the pre-rotator engaged for short field takeoff while tilting the disc back also makes a difference as rotors don't slow down much but it does tax your pre-rotator system and requires more maintenance. Its a short field procedure only when needed.
You will have to simply lubricate the U joints especially at the top more often and check them more often. They perform the easiest when straight when you have them at an angle, their lifespan is more limited. They are cheap but you have to check them and lubricate them and change it out.EdResnick;n1121534 said:This is news to me because that is the technique Greg taught me for every single take-off. Pre-rotate with stick forward and engine at idle, then taxi onto the runway while slowly increasing RPM and moving the stick back until you're lined up on the runway with the stick all the way back and then you can begin your take-off roll and release the prerotator.