WaspAir
Supreme Allied Gyro CFI
- Joined
- Oct 21, 2006
- Messages
- 6,796
- Location
- Colorado front range
- Aircraft
- Bell 47G-3B-1, A&S 18A, Phoebus C, SGS 1-26A, etc.
- Total Flight Time
- rather a lot
Not claiming to be an expert in this, but this part sounds incomplete and missing the critical step:
I go up to say 1500 ft then ease back on the throttle and gently dive to 1000ft at say 70kts ease the stick back to a hover thus increase G loading (gyro has more weight to lift) so blades increase speed and airflow goes downwards through the disk (would hear the blads slapping the air ?)
Increasing g-load and rpm isn't enough to reverse any flow per my understanding. The interesting stuff would happen when g-load is rapidly decreased immediately thereafter while a bit of extra rpm remains. I have seen it more often described in the context of promptly rolling out of a high-g turn (reducing g-load back toward normal while still oversped) rather than as a high-g pull up from a dive.
I go up to say 1500 ft then ease back on the throttle and gently dive to 1000ft at say 70kts ease the stick back to a hover thus increase G loading (gyro has more weight to lift) so blades increase speed and airflow goes downwards through the disk (would hear the blads slapping the air ?)
Increasing g-load and rpm isn't enough to reverse any flow per my understanding. The interesting stuff would happen when g-load is rapidly decreased immediately thereafter while a bit of extra rpm remains. I have seen it more often described in the context of promptly rolling out of a high-g turn (reducing g-load back toward normal while still oversped) rather than as a high-g pull up from a dive.