I'm in a room of experts trying to look interested and not sound like a dummy. I just have to mimic a few buzz words to get some smiles. The expertise will come when I start getting trained and start accumulating hours (if God wills).
The way you describe it is basically how all aircraft fly, the gyro just demands those same principles on a higher level. The stick controls airspeed and the throttle height. Even fixed wing instructors teach their students those basic principles, well at least they shouldAll of the gyroplanes I have flown fly like gyroplanes.
Gyroplane controls generally operate in a similar way.
The cyclic is for speed and maneuvering, the throttle is for altitude and the rudder manages yaw.
It appears to me most of the gyroplane accidents are caused by a misunderstanding of these controls.
Most of learning to fly a gyroplane is rotor management, the takeoff procedure and the landing procedure.
In my opinion a tandem gives the sight picture of a single place machine and a side my side is more like the pitch stability of a single place gyroplane.
A particular design may have some coffin corners that are unique.
I have not flown a Nano so I have no opinion on how like any particular gyroplane she flies.
What is learned about radio work, airspace, weather and risk mitigation pretty much applies to all aircraft.
The pitch of both the prop & the rotorblades can be tweaked to stay w/in the Part 103 regs., WRT that 55 knot limitation. Usually a coarser pitch results in better climb ability @ slower A/S, while sacrificing cruise speeds.I was very impressed the quality and engineering of the Nanos I have seen.
§ 103.1 Applicability.
(3) Is not capable of more than 55 knots calibrated airspeed at full power in level flight;
With 50 horsepower a Nano may be able to exceed 55kts at full power in level flight making it not a legal ultralight.
After carefully reading all the inputs on training: I believe that anyone who leaves the ground without training places far to much emphasis on money, rather than life! Please invest in safe flying for the benefit of those who love you!"Don’t descend too low in big quarries as can be hard to fly out. "
Ain't that the truth! had to do quite a few scenic spirals to get the hell out of a copper mine near Tucson once!
AS for the feel of a gyro, Vance, I'm gonna take a big pass on that statement.
I have flown a Bensen and a Lightning (extensively), and flown much larger heavier two places, Xenon and Doms and Sportcopter 2s,
To suggest that a Sportcopter 2 travelling at 100 mph in total comfort of Italian leather, smooth and fast and solid feeling flies somehow like a Sportcopter Lightning out in the open at 55 mph dodging June beetles? Nope. not even close to the same experience.
That's like saying a Honda Goldwing is like riding a Yamaha RZ 350 Kenny Roberts Edition two stroke, cause you know they are both bikes....
An open seat gyro with middle weight and mid power is just about as perfect as an old Yamaha FZ750.
I too have seen pilots who are so dependent on massive amounts of HP that if they hopped into an ultralight with minimal power would most likely end up balling it because they are so use to powering out of undesirable situations.
What ever you get into get the best training money can buy.
Not sure if this was a generic statment, but as you quoted my post, I assume you were referring to it.After carefully reading all the inputs on training: I believe that anyone who leaves the ground without training places far to much emphasis on money, rather than life! Please invest in safe flying for the benefit of those who love you!