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thegyroplane is headed directly upwind. At this point, thebank is gradually steepened until the steepest bank isagain attained when heading downwind at the initialpoint of entry.Just as S-turns require that the gyroplane be turned intothe wind, in addition to varying the bank, so do turnsaround a point. During the downwind half of the circle,the gyroplane’s nose must be progressively turnedtoward the inside of the circle; during the upwind half,the nose must be progressively turned toward the outside. The downwind half of the turn around the pointmay be compared to the downwind side of the S-turn,while the upwind half of the turn around a point may becompared to the upwind side of the S-turn.As you become experienced in performing turnsaround a point and have a good understanding of theeffects of wind drift and varying of the bank angle andwind correction angle, as required, entry into themaneuver may be from any point. When entering thismaneuver at any point, the radius of the turn must becarefully selected, taking into account the wind velocity and groundspeed, so that an excessive bank is notrequired later on to maintain the proper ground track.COMMON ERRORS DURING GROUNDREFERENCE MANEUVERS1. Faulty entry technique.2. Poor planning, orientation, or division ofattention.3. Uncoordinated flight control application.4. Improper correction for wind drift.UPPERHALFOFCIRCLEDOWNWINDHALFOFCIRCLEShallowestBankSteeperBankSteepestBankShallowerBankWINDFFigure 20-12. Turns around a point.20-125. An unsymmetrical ground track during S-turnsacross a road.6. Failure to maintain selected altitude or airspeed.7. Selection of a ground reference where there is nosuitable emergency landing site.FLIGHT AT SLOW AIRSPEEDSThe purpose of maneuvering during slow flight is tohelp you develop a feel for controlling the gyroplane atslow airspeeds, as well as gain an understanding of howload factor, pitch attitude, airspeed, and altitude controlrelate to each other.Like airplanes, gyroplanes have a specific amount ofpower that is required for flight at various airspeeds, anda fixed amount of power available from the engine. Thisdata can be charted in a graph format. The lowest point of the power required curve representsthe speed at which the gyroplane will fly in level flightwhile using the least amount of power. To fly faster thanthis speed, or slower, requires more power. Whilepracticing slow flight in a gyroplane, you will likely beoperating in the performance realm on the chart that isleft of the minimum power required speed. This is oftenreferred to as the “backside of the power curve,” orflying “behind the power curve.” At these speeds, aspitch is increased to slow the gyroplane, more and morepower is required to maintain level flight. At the pointwhere maximum power available is being used, nofurther reduction in airspeed is possible without initiating a descent. This speed is referred to as the minimumlevel flight speed. Because there is no excess poweravailable for acceleration, recovery from minimum levelflight speed requires lowering the nose of the gyroplane
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and using altitude to regain airspeed. For this reason, it isessential to practice slow flight at altitudes that allowsufficient height for a safe recovery. Unintentionallyflying a gyroplane on the backside of the power curveduring approach and landing can be extremelyhazardous. Should a go-around become necessary,sufficient altitude to regain airspeed and initiate a climbmay not be available, and ground contact may beunavoidable.Flight at slow airspeeds is usually conducted at airspeeds 5 to 10 m.p.h. above the minimum level flightairspeed. When flying at slow airspeeds, it is importantthat your control inputs be smooth and slow to preventa rapid loss of airspeed due to the high drag increaseswith small changes in pitch attitude. In addition, turnsshould be limited to shallow bank angles. In order toprevent losing altitude during turns, power must beadded. Directional control remains very good whileflying at slow airspeeds, because of the high velocityslipstream produced by the increased engine power.Recovery to cruise flight speed is made by loweringthe nose and increasing power. When the desired speedis reached, reduce power to the normal cruise powersetting.COMMON ERRORS1. Improper entry technique.2. Failure to establish and maintain an appropriateairspeed.3. Excessive variations of altitude and headingwhen a constant altitude and heading arespecified.4. Use of too steep a bank angle.5. Rough or uncoordinated control technique.HIGH RATE OF DESCENTA gyroplane will descend at a high rate when flown atvery low forward airspeeds. This maneuver may beentered intentionally when a steep descent is desired,and can be performed with or without power. An unintentional high rate of descent can also occur as a result0 20 40 85 Airspeed, MPHPower Availablefor Climb andAccelerationPowerRequiredEngine PowerAvailable atFull ThrottleRate of Climb Descent20 45 85Power Required & Power Available vs. Airspeed Rates of Climb & Descent at Full Throttle0 Airspeed, MPHTYPICAL GYROPLANEHorsepowerMinimum Level Flight SpeedFigure 20-13. The low point on the power required curve is the speed that the gyroplane can fly while using the least amount ofpower, and is also the speed that will result in a minimum sink rate in a power-off glide.20-13of failing to monitor and maintain proper airspeed. Inpowered flight, if the gyroplane is flown below minimum level flight speed, a descent results even thoughfull engine power is applied. Further reducing the airspeed with aft cyclic increases the rate of descent. Forgyroplanes with a high thrust-to-weight ratio, thismaneuver creates a very high pitch attitude. To recover,the nose of the gyroplane must lowered slightly toexchange altitude for an increase in airspeed.When operating a gyroplane in an unpowered glide,slowing to below the best glide speed can also result ina high rate of descent. As airspeed decreases, the rate ofdescent increases, reaching the highest rate as forwardspeed approaches zero. At slow airspeeds without theengine running, there is very little airflow over the tailsurfaces and rudder effectiveness is greatly reduced.Rudder pedal inputs must be exaggerated to maintaineffective yaw control. To recover, add power, if available, or lower the nose and allow the gyroplane toaccelerate to the proper airspeed. This maneuverdemonstrates the importance of maintaining the properglide speed during an engine-out emergency landing.Attempting to stretch the glide by raising the noseresults in a higher rate of descent at a lower forwardspeed, leaving less distance available for the selectionof a landing site.COMMON ERRORS1. Improper entry technique.2. Failure to recognize a high rate of descent.3. Improper use of controls during recovery.4. Initiation of recovery below minimum recoveryaltitude.LANDINGSLandings may be classified according to the landingsurface, obstructions, and atmospheric conditions.Each type of landing assumes that certain conditionsexist. To meet the actual conditions, a combination oftechniques may be necessary.NORMAL LANDINGThe procedure for a normal landing in a gyroplane ispredicated on having a prepared landing surface and nosignificant obstructions in the immediate area. Afterentering a traffic pattern that conforms to establishedstandards for the airport and avoids the flow of fixedwing traffic, a before landing checklist should bereviewed. The extent of the items on the checklist isdependent on the complexity of the gyroplane, and caninclude fuel, mixture, carburetor heat, propeller, engineinstruments, and a check for traffic.Gyroplanes experience a slight lag between controlinput and aircraft response. This lag becomes moreapparent during the sensitive maneuvering requiredfor landing, and care must be taken to avoid overcorrecting for deviations from the desired approach path.After the turn to final, the approach airspeed appropriate for the gyroplane should be established. This speedis normally just below the minimum power requiredspeed for the gyroplane in level flight. During theapproach, maintain this airspeed by making adjustments to the gyroplane’s pitch attitude, as necessary.Power is used to control the descent rate.Approximately 10 to 20 feet above the runway, beginthe flare by gradually increasing back pressure on thecyclic to reduce speed and decrease the rate of descent.The gyroplane should reach a near-zero rate of descentapproximately 1 foot above the runway with the powerat idle. Low airspeed combined with a minimum ofpropwash over the tail surfaces reduces ruddereffectiveness during the flare. If a yaw moment isencountered, use whatever rudder control is requiredto maintain the desired heading. The gyroplane shouldbe kept laterally level and with the longitudinal axis inthe direction of ground track. Landing with sideward
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motion can damage the landing gear and must beavoided. In a full-flare landing, attempt to hold thegyroplane just off the runway by steadily increasingback pressure on the cyclic. This causes the gyroplaneto settle slowly to the runway in a slightly nose-highattitude as forward momentum dissipates.Ground roll for a full-flare landing is typically under50 feet, and touchdown speed under 20 m.p.h. If a 20m.p.h. or greater headwind exists, it may be necessaryto decrease the length of the flare and allow the gyroplane to touch down at a slightly higher airspeed toprevent it from rolling backward on landing. Aftertouchdown, rotor r.p.m. decays rather rapidly. Onlandings where brakes are required immediately aftertouchdown, apply them lightly, as the rotor is still carrying much of the weight of the aircraft and too muchbraking causes the tires to skid.SHORT-FIELD LANDINGA short-field landing is necessary when you have a relatively short landing area or when an approach must bemade over obstacles that limit the available landingarea. When practicing short-field landings, assume youare making the approach and landing over a 50-footobstruction in the approach area.To conduct a short-field approach and landing, follow normal procedures until you are established onthe final approach segment. At this point, use aftcyclic to reduce airspeed below the speed for minimum sink. By decreasing speed, sink rate increasesand a steeper approach path is achieved, minimizingthe distance between clearing the obstacle and20-14making contact with the surface. Theapproach speed must remain fast enough, however,to allow the flare to arrest the forward and verticalspeed of the gyroplane. If the approach speed is toolow, the remaining vertical momentum will result ina hard landing. On a short-field landing with a slightheadwind, a touchdown with no ground roll is possible. Without wind, the ground roll is normally lessthan 50 feet.SOFT-FIELD LANDINGUse the soft-field landing technique when the landingsurface presents high wheel drag, such as mud, snow,sand, tall grass or standing water. The objective is totransfer the weight of the gyroplane from the rotor tothe landing gear as gently and slowly as possible. Witha headwind close to the touchdown speed of thegyroplane, a power approach can be made close to theminimum level flight speed. As you increase the nosepitch attitude just prior to touchdown, add additionalpower to cushion the landing. However, power shouldbe removed, just as the wheels are ready to touch. Thisresults is a very slow, gentle touchdown. In a strongheadwind, avoid allowing the gyroplane to roll rearward at touchdown. After touchdown, smoothly andgently lower the nosewheel to the ground. Minimizethe use of brakes, and remain aware that the nosewheelcould dig in the soft surface.When no wind exists, use a steep approach similar to ashort-field landing so that the forward speed can be dissipated during the flare. Use the throttle to cushion thetouchdown.CROSSWIND LANDINGCrosswind landing technique is normally used in gyroplanes when a crosswind of approximately 15 m.p.h. orless exists. In conditions with higher crosswinds, itbecomes very difficult, if not impossible, to maintainadequate compensation for the crosswind. In these conditions, the slow touchdown speed of a gyroplaneallows a much safer option of turning directly into thewind and landing with little or no ground roll. Decidingwhen to use this technique, however, may becomplicated by gusting winds or the characteristics ofthe particular landing area.On final approach, establish a crab angle into the windto maintain a ground track that is aligned with theextended centerline of the runway. Just beforetouchdown, remove the crab angle and bank thegyroplane slightly into the wind to prevent drift.Maintain longitudinal alignment with the runway usingthe rudder. In higher crosswinds, if full rudder deflection is not sufficient to maintain alignment with the runway, applying a slight amount of power can increaserudder effectiveness. The length of the flare should bereduced to allow a slightly higher touchdown speed thanthat used in a no-wind landing. Touchdown is made onthe upwind main wheel first, with the other main wheelsettling to the runway as forward momentum is lost.After landing, continue to keep the rotor tilted into thewind to maintain positive control during the rollout.HIGH-ALTITUDE LANDINGA high-altitude landing assumes a density altitude nearthe limit of what is considered good climb performance50'NormalApproachShortFieldApproachFigure 20-14. The airspeed used on a short-field approach is slower than that for a normal approach, allowing a steeperapproach path and requiring less runway.20-15for the gyroplane. When using the same indicatedairspeed as that used for a normal approach at loweraltitude, a high density altitude results in higher rotorr.p.m. and a slightly higher rate of descent. The greatervertical velocity is a result of higher true airspeed ascompared with that at low altitudes. When practicinghigh-altitude landings, it is prudent to first learn normallandings with a flare and roll out. Full flare, no rolllandings should not be attempted until a good feel foraircraft response at higher altitudes has been acquired.As with high-altitude takeoffs, it is also important toconsider the effects of higher altitude on engineperformance.COMMON ERRORS DURING LANDING1. Failure to establish and maintain a stabilizedapproach.2. Improper technique in the use of power.3. Improper technique during flare or touchdown.4. Touchdown at too low an airspeed with strongheadwinds, causing a rearward roll.5. Poor directional control after touchdown.6. Improper use of brakes.GO-AROUNDThe go-around is used to abort a landing approachwhen unsafe factors for landing are recognized. If thedecision is made early in the approach to go around,normal climb procedures utilizing VX and VY shouldbe used. A late decision to go around, such as after thefull flare has been initiated, may result in an airspeedwhere power required is greater than power available.When this occurs, a touchdown becomes unavoidable
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and it may be safer to proceed with the landing than tosustain an extended ground roll that would be requiredto go around. Also, the pitch attitude of the gyroplanein the flare is high enough that the tail would be considerably lower than the main gear, and a touch downwith power on would result in a sudden pitch down andacceleration of the aircraft. Control of the gyroplaneunder these circumstances may be difficult.Consequently, the decision to go around should bemade as early as possible, before the speed is reducedbelow the point that power required exceeds poweravailable.COMMON ERRORS1. Failure to recognize a situation where a goaround is necessary.2. Improper application of power.3. Failure to control pitch attitude.4. Failure to maintain recommended airspeeds.5. Failure to maintain proper track during climb out.AFTER LANDING AND SECURINGThe after-landing checklist should include such itemsas the transponder, cowl flaps, fuel pumps, lights, andmagneto checks, when so equipped. The rotor bladesdemand special consideration after landing, as turningrotor blades can be hazardous to others. Never enter anarea where people or obstructions are present with therotor turning. To assist the rotor in slowing, tilt thecyclic control into the prevailing wind or face the gyroplane downwind. When slowed to under approximately75 r.p.m., the rotor brake may be applied, if available.Use caution as the rotor slows, as excess taxi speed orhigh winds could cause blade flap to occur. The bladesshould be depitched when taxiing if a collective controlis available. When leaving the gyroplane, alwayssecure the blades with a tiedown or rotor brake.20-1621-1Gyroplanes are quite reliable, however emergencies dooccur, whether a result of mechanical failure or piloterror. By having a thorough knowledge of thegyroplane and its systems, you will be able to morereadily handle the situation. In addition, by knowingthe conditions which can lead to an emergency, manypotential accidents can be avoided.ABORTED TAKEOFFPrior to every takeoff, consideration must be given to acourse of action should the takeoff become undesirableor unsafe. Mechanical failures, obstructions on thetakeoff surface, and changing weather conditions areall factors that could compromise the safety of a takeoff and constitute a reason to abort. The decision toabort a takeoff should be definitive and made as soonas an unsafe condition is recognized. By initiating theabort procedures early, more time and distance will beavailable to bring the gyroplane to a stop. A late decision to abort, or waiting to see if it will be necessary toabort, can result in a dangerous situation with little timeto respond and very few options available.When initiating the abort sequence prior to thegyroplane leaving the surface, the procedure is quitesimple. Reduce the throttle to idle and allow thegyroplane to decelerate, while slowly applying aftcyclic for aerodynamic braking. This technique provides the most effective braking and slows the aircraftvery quickly. If the gyroplane has left the surface whenthe decision to abort is made, reduce the throttle untilan appropriate descent rate is achieved. Once contactwith the surface is made, reduce the throttle to idle andapply aerodynamic braking as before. The wheelbrakes, if the gyroplane is so equipped, may be applied,as necessary, to assist in slowing the aircraft.ACCELERATE/STOP DISTANCEAn accelerate/stop distance is the length of ground rollan aircraft would require to accelerate to takeoff speedand, assuming a decision to abort the takeoff is made,
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bring the aircraft safely to a stop. This value changesfor a given aircraft based on atmospheric conditions,the takeoff surface, aircraft weight, and other factorsaffecting performance. Knowing the accelerate/stopvalue for your gyroplane can be helpful in planning asafe takeoff, but having this distance available does notnecessarily guarantee a safe aborted takeoff is possiblefor every situation. If the decision to abort is made afterliftoff, for example, the gyroplane will require considerably more distance to stop than the accelerate/stopfigure, which only considers the ground roll requirement. Planning a course of action for an abort decisionat various stages of the takeoff is the best way to ensurethe gyroplane can be brought safely to a stop should theneed arise.For a gyroplane without a flight manual or other published performance data, the accelerate/stop distancecan be reasonably estimated once you are familiar withthe performance and takeoff characteristics of the aircraft. For a more accurate figure, you can accelerate thegyroplane to takeoff speed, then slow to a stop, andnote the distance used. Doing this several times givesyou an average accelerate/stop distance. When performance charts for the aircraft are available, as in theflight manual of a certificated gyroplane, accurateaccelerate/stop distances under various conditions canbe determined by referring to the ground roll information contained in the charts.LIFT-OFF AT LOW AIRSPEED ANDHIGH ANGLE OF ATTACKBecause of ground effect, your gyroplane might be ableto become airborne at an airspeed less than minimumlevel flight speed. In this situation, the gyroplane is flying well behind the power curve and at such a highangle of attack that unless a correction is made, therewill be little or no acceleration toward best climbspeed. This condition is often encountered ingyroplanes capable of jump takeoffs. Jumping withoutsufficient rotor inertia to allow enough time to accelerate through minimum level flight speed, usually resultsin your gyroplane touching down after liftoff. If you dotouch down after performing a jump takeoff, youshould abort the takeoff.During a rolling takeoff, if the gyroplane is forced intothe air too early, you could get into the same situation.It is important to recognize this situation and takeimmediate corrective action. You can either abort thetakeoff, if enough runway exists, or lower the nose and21-2accelerate to the best climb speed. If you choose to continue the takeoff, verify that full power is applied, then,slowly lower the nose, making sure the gyroplane doesnot contact the surface. While in ground effect, accelerate to the best climb speed. Then, adjust the nose pitchattitude to maintain that airspeed.COMMON ERRORSThe following errors might occur when practicing alift-off at a low airspeed.1. Failure to check rotor for proper operation, track,and r.p.m. prior to initiating takeoff.2. Use of a power setting that does not simulate a“behind the power curve” situation.3. Poor directional control.4. Rotation at a speed that is inappropriate for themaneuver.5. Poor judgement in determining whether to abortor continue takeoff.6. Failure to establish and maintain proper climbattitude and airspeed, if takeoff is continued.7. Not maintaining the desired ground track duringthe climb.PILOT-INDUCED OSCILLATION (PIO)Pilot-induced oscillation, sometimes referred to as porpoising, is an unintentional up-and-down oscillation of
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the gyroplane accompanied with alternating climbs anddescents of the aircraft. PIO is often the result of aninexperienced pilot overcontrolling the gyroplane, butthis condition can also be induced by gusty wind conditions. While this condition is usually thought of as alongitudinal problem, it can also happen laterally.As with most other rotor-wing aircraft, gyroplanesexperience a slight delay between control input and thereaction of the aircraft. This delay may cause an inexperienced pilot to apply more control input thanrequired, causing a greater aircraft response than wasdesired. Once the error has been recognized, oppositecontrol input is applied to correct the flight attitude.Because of the nature of the delay in aircraft response,it is possible for the corrections to be out of synchronization with the movements of the aircraft and aggravate the undesired changes in attitude. The result isPIO, or unintentional oscillations that can grow rapidlyin magnitude. In gyroplanes with an open cockpit and limited flightinstruments, it can be difficult for an inexperiencedpilot to recognize a level flight attitude due to the lackof visual references. As a result, PIO can develop as thepilot chases a level flight attitude and introduces climbing and descending oscillations. PIO can also developif a wind gust displaces the aircraft, and the controlinputs made to correct the attitude are out of phase withthe aircraft movements. Because the rotor disc angledecreases at higher speeds and cyclic control becomesmore sensitive, PIO is more likely to occur and can bemore pronounced at high airspeeds. To minimize thepossibility of PIO, avoid high-speed flight in gustyconditions, and make only small control inputs. Aftermaking a control input, wait briefly and observe thereaction of the aircraft before making another input. IfPIO is encountered, reduce power and place the cyclicin the position for a normal climb. Once the oscillationshave stopped, slowly return the throttle and cyclic totheir normal positions. The likelihood of encounteringPIO decreases greatly as experience is gained, and theability to subconsciously anticipate the reactions of thegyroplane to control inputs is developed.NormalFlightVariance from desiredflight path recognized,control input madeto correctGyroplanereactsGyroplanereactsGyroplanereactsOvercorrectionrecognized, largercontrol input madeto correctOvercorrection recognized,larger input control madeto correctFigure 21-1. Pilot-induced oscillation can result if the gyroplane’s reactions to control inputs are not anticipated and becomeout of phase.21-3BUNTOVER (POWER PUSHOVER)As you learned in Chapter 16—GyroplaneAerodynamics, the stability of a gyroplane is greatlyinfluenced by rotor force. If rotor force is rapidlyremoved, some gyroplanes have a tendency to pitchforward abruptly. This is often referred to as a forwardtumble, buntover, or power pushover. Removing therotor force is often referred to as unloading the rotor,and can occur if pilot-induced oscillations becomeexcessive, if extremely turbulent conditions areencountered, or the nose of the gyroplane is pushed forward rapidly after a steep climb.A power pushover can occur on some gyroplanes thathave the propeller thrust line above the center of gravity and do not have an adequate horizontal stabilizer. Inthis case, when the rotor is unloaded, the propellerthrust magnifies the pitching moment around the centerof gravity. Unless a correction is made, this nosepitching action could become self-sustaining andirreversible. An adequate horizontal stabilizer slows thepitching rate and allows time for recovery.Since there is some disagreement between manufacturers as to the proper recovery procedure for thissituation, you must check with the manufacturer ofyour gyroplane. In most cases, you need to removepower and load the rotor blades. Some manufacturers,especially those with gyroplanes where the propellerthrust line is above the center of gravity, recommend thatyou need to immediately remove power in order to prevent a power pushover situation. Other manufacturersrecommend that you first try to load the rotor blades. Forthe proper positioning of the cyclic when loading up therotor blades, check with the manufacturer.When compared to other aircraft, the gyroplane is justas safe and very reliable. The most important factor, asin all aircraft, is pilot proficiency. Proper training andflight experience helps prevent the risks associatedwith pilot-induced oscillation or buntover.GROUND RESONANCEGround resonance is a potentially damaging aerodynamic phenomenon associated with articulated rotorsystems. It develops when the rotor blades move out ofphase with each other and cause the rotor disc tobecome unbalanced. If not corrected, ground resonancecan cause serious damage in a matter of seconds.Ground resonance can only occur while the gyroplaneis on the ground. If a shock is transmitted to the rotorsystem, such as with a hard landing on one gear orwhen operating on rough terrain, one or more of theblades could lag or lead and allow the rotor system’scenter of gravity to be displaced from the center of rotation. Subsequent shocks to the other gear aggravate theimbalance causing the rotor center of gravity to rotatearound the hub. This phenomenon is not unlike an outof-balance washing machine. To reduce the chance of experiencing ground resonance, every preflight should include a check forproper strut inflation, tire pressure, and lag-leaddamper operation. Improper strut or tire inflation canchange the vibration frequency of the airframe, whileimproper damper settings change the vibration frequency of the rotor.If you experience ground resonance, and the rotorr.p.m. is not yet sufficient for flight, apply the rotorbrake to maximum and stop the rotor as soon as possible. If ground resonance occurs during takeoff, whenrotor r.p.m. is sufficient for flight, lift off immediately.Ground resonance cannot occur in flight, and the rotorblades will automatically realign themselves once thegyroplane is airborne. When prerotating the rotor system prior to takeoff, a slight vibration may be felt thatis a very mild form of ground resonance. Should thisoscillation amplify, discontinue the prerotation andapply maximum rotor brake.
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EMERGENCY APPROACH ANDLANDINGThe modern engines used for powering gyroplanes aregenerally very reliable, and an actual mechanical malfunction forcing a landing is not a common occurrence.Failures are possible, which necessitates planning forand practicing emergency approaches and landings.The best way to ensure that important items are notoverlooked during an emergency procedure is to use achecklist, if one is available and time permits. Mostgyroplanes do not have complex electrical, hydraulic,or pneumatic systems that require lengthy checklists.In these aircraft, the checklist can be easily committedto memory so that immediate action can be taken ifRotorCenter of Gravity122°122°116°Figure 21-2. Taxiing on rough terrain can send a shock waveto the rotor system, resulting in the blades of a three-bladedrotor system moving from their normal 120° relationship toeach other.21-4needed. In addition, you should always maintain anawareness of your surroundings and be constantly onthe alert for suitable emergency landing sites.When an engine failure occurs at altitude, the firstcourse of action is to adjust the gyroplane’s pitch attitude to achieve the best glide speed. This yields themost distance available for a given altitude, which inturn, allows for more possible landing sites. A commonmistake when learning emergency procedures isattempting to stretch the glide by raising the nose,which instead results in a steep approach path at a slowairspeed and a high rate of descent. Onceyou have attained best glide speed, scan the area withingliding distance for a suitable landing site. Rememberto look behind the aircraft, as well as in front, makinggentle turns, if necessary, to see around the airframe.When selecting a landing site, you must consider thewind direction and speed, the size of the landing site,obstructions to the approach, and the condition of thesurface. A site that allows a landing into the wind andhas a firm, smooth surface with no obstructions is themost desirable. When considering landing on a road, bealert for powerlines, signs, and automobile traffic. Inmany cases, an ideal site will not be available, and itwill be necessary for you to evaluate your options andchoose the best alternative. For example, if a steadywind will allow a touchdown with no ground roll, itmay be acceptable to land in a softer field or in asmaller area than would normally be considered. Onlanding, use short or soft field technique, as appropriate, for the site selected. A slightly higher-than-normalapproach airspeed may be required to maintain adequate airflow over the rudder for proper yaw control.EMERGENCY EQUIPMENT ANDSURVIVAL GEAROn any flight not in the vicinity of an airport, it ishighly advisable to prepare a survival kit with itemsthat would be necessary in the event of an emergency.A properly equipped survival kit should be able toprovide you with sustenance, shelter, medical care, anda means to summon help without a great deal of efforton your part. An efficient way to organize your survivalkit is to prepare a basic core of supplies that would benecessary for any emergency, and allow additionalspace for supplementary items appropriate for theterrain and weather you expect for a particular flight.The basic items to form the basis of your survival kitwould typically include: a first-aid kit and fieldmedical guide, a flashlight, water, a knife, matches,some type of shelter, and a signaling device. Additionalitems that may be added to meet the conditions, forexample, would be a lifevest for a flight over water, or
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heavy clothing for a flight into cold weather. Anotherconsideration is carrying a cellular phone. Severalpilots have been rescued after calling someone toindicate there had been an accident.BestGlideSpeedTooFastTooSlowFigure 21-3. Any deviation from best glide speed will reduce the distance you can glide and may cause you to land short of asafe touchdown point.22-1As with any aircraft, the ability to pilot a gyroplanesafely is largely dependent on the capacity of the pilotto make sound and informed decisions. To this end,techniques have been developed to ensure that a pilotuses a systematic approach to making decisions, andthat the course of action selected is the most appropriate for the situation. In addition, it is essential that youlearn to evaluate your own fitness, just as you evaluatethe airworthiness of your aircraft, to ensure that yourphysical and mental condition is compatible with a safeflight. The techniques for acquiring these essentialskills are explained in depth in Chapter 14—Aeronautical Decision Making (Helicopter).As explained in Chapter 14, one of the best methods todevelop your aeronautical decision making is learningto recognize the five hazardous attitudes, and how tocounteract these attitudes. This chapterfocuses on some examples of how these hazardous attitudes can apply to gyroplane operations.IMPULSIVITYGyroplanes are a class of aircraft which can be acquired,constructed, and operated in ways unlike most other aircraft. This inspires some of the most exciting andrewarding aspects of flying, but it also creates a uniqueset of dangers to which a gyroplane pilot must be alert.For example, a wide variety of amateur-built gyroplanesare available, which can be purchased in kit form andassembled at home. This makes the airworthiness ofthese gyroplanes ultimately dependent on the vigilanceof the one assembling and maintaining the aircraft.Consider the following scenario.Jerry recently attended an airshow that had a gyroplane flight demonstration and a number of gyroplaneson display. Being somewhat mechanically inclined andretired with available spare time, Jerry decided thatbuilding a gyroplane would be an excellent project forhim and ordered a kit that day. When the kit arrived,Jerry unpacked it in his garage and immediately beganthe assembly. As the gyroplane neared completion,Jerry grew more excited at the prospect of flying an aircraft that he had built with his own hands. When thegyroplane was nearly complete, Jerry noticed that arudder cable was missing from the kit, or perhaps lostduring the assembly. Rather than contacting the manufacturer and ordering a replacement, which Jerrythought would be a hassle and too time consuming, hewent to his local hardware store and purchased somecable he thought would work. Upon returning home, hewas able to fashion a rudder cable that seemed functional and continued with the assembly.Jerry is exhibiting “impulsivity.” Rather than taking thetime to properly build his gyroplane to the specifications set forth by the manufacturer, Jerry let hisexcitement allow him to cut corners by acting onimpulse, rather than taking the time to think the matterthrough. Although some enthusiasm is normal duringassembly, it should not be permitted to compromise theairworthiness of the aircraft. Manufacturers often usehigh quality components, which are constructed andtested to standards much higher than those found inhardware stores. This is particularly true in the area ofcables, bolts, nuts, and other types of fasteners wherestrength is essential. The proper course of action Jerryshould have taken would be to stop, think, and considerthe possible consequences of making an impulsivedecision. Had he realized that a brokenrudder cable in flight could cause a loss of control ofthe gyroplane, he likely would have taken the time tocontact the manufacturer and order a cable that met the
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发表于 2009-3-21 00:15:49
design specifications.INVULNERABILITYAnother area that can often lead to trouble for a gyroplane pilots is the failure to obtain adequate flightHAZARDOUS ATTITUDE ANTIDOTEAnti-authority:"Don't tell me!""Follow the rules. They areusually right."Impulsivity:"Do something—quickly!" "Not so fast. Think first."Invulnerability:"It won't happen to me!" "It could happen to me."Macho:"I can do it." "Taking chances is foolish."Resignation:"What's the use?""I'm not helpless. I can make thedifference."Figure 22-1. To overcome hazardous attitudes, you mustmemorize the antidotes for each of them. You should knowthem so well that they will automatically come to mind whenyou need them.22-2instruction to operate their gyroplane safely. This canbe the result of people thinking that because they canbuild the machine themselves, it must be simpleenough to learn how to fly by themselves. Otherreasons that can lead to this problem can be simplymonetary, in not wanting to pay the money for adequateinstruction, or feeling that because they are qualified inanother type of aircraft, flight instruction is not necessary. In reality, gyroplane operations are quite unique,and there is no substitute for adequate training by acompetent and authorized instructor. Consider thefollowing scenario.Jim recently met a coworker who is a certified pilot andowner of a two-seat gyroplane. In discussing the gyroplane with his coworker, Jim was fascinated andreminded of his days in the military as a helicopterpilot many years earlier. When offered a ride, Jim readily accepted. He met his coworker at the airport thefollowing weekend for a short flight and was immediately hooked. After spending several weeks researchingavailable designs, Jim decided on a particulargyroplane and purchased a kit. He had it assembled ina few months, with the help and advice of his new friendand fellow gyroplane enthusiast. When the gyroplanewas finally finished, Jim asked his friend to take himfor a ride in his two-seater to teach him the basics offlying. The rest, he said, he would figure out whileflying his own machine from a landing strip that he hadfashioned in a field behind his house.Jim is unknowingly inviting disaster by allowing himself to be influenced by the hazardous attitude of“invulnerability.” Jim does not feel that it is possible tohave an accident, probably because of his past experience in helicopters and from witnessing the ease withwhich his coworker controlled the gyroplane on theirflight together. What Jim is failing to consider, however, is the amount of time that has passed since he wasproficient in helicopters, and the significant differencesbetween helicopter and gyroplane operations. He isalso overlooking the fact that his friend is a certificatedpilot, who has taken a considerable amount of instruction to reach his level of competence. Without adequateinstruction and experience, Jim could, for example,find himself in a pilot-induced oscillation withoutknowing the proper technique for recovery, whichcould ultimately be disastrous. The antidote for anattitude of invulnerability is to realize that accidentscan happen to anyone.MACHODue to their unique design, gyroplanes are quiteresponsive and have distinct capabilities. Althoughgyroplanes are capable of incredible maneuvers, theydo have limitations. As gyroplane pilots grow morecomfortable with their machines, they might betempted to operate progressively closer to the edge ofthe safe operating envelope. Consider the followingscenario.
帅哥
发表于 2009-3-21 00:16:04
Pat has been flying gyroplanes for years and has anexcellent reputation as a skilled pilot. He has recentlybuilt a high performance gyroplane with an advancedrotor system. Pat was excited to move into a moreadvanced aircraft because he had seen the same designperforming aerobatics in an airshow earlier that year.He was amazed by the capability of the machine. Hehad always felt that his ability surpassed the capabilityof the aircraft he was flying. He had invested a largeamount of time and resources into the construction ofthe aircraft, and, as he neared completion of the assembly, he was excited about the opportunity of showinghis friends and family his capabilities.During the first few flights, Pat was not completelycomfortable in the new aircraft, but he felt that he wasprogressing through the transition at a much fasterpace than the average pilot. One morning, when he waswith some of his fellow gyroplane enthusiasts, Patbegan to brag about the superior handling qualities ofthe machine he had built. His friends were very excited,and Pat realized that they would be expecting quite ashow on his next flight. Not wanting to disappoint them,he decided that although it might be early, he wouldgive the spectators on the ground a real show. On hisfirst pass he came down fairly steep and fast and recovered from the dive with ease. Pat then decided to makeanother pass only this time he would come in muchsteeper. As he began to recover, the aircraft did notclimb as he expected and almost settled to the ground.Pat narrowly escaped hitting the spectators as he wastrying to recover from the dive.Pat had let the “macho” hazardous attitude influencehis decision making. He could have avoided the consequences of this attitude if he had stopped to think thattaking chances is foolish.RESIGNATIONSome of the elements pilots face cannot be controlled.Although we cannot control the weather, we do havesome very good tools to help predict what it will do,and how it can affect our ability to fly safely. Goodpilots always make decisions that will keep theiroptions open if an unexpected event occurs whileflying. One of the greatest resources we have in thecockpit is the ability to improvise and improve theoverall situation even when a risk element jeopardizesthe probability of a successful flight. Consider the following scenario.Judi flies her gyroplane out of a small grass strip onher family’s ranch. Although the rugged landscape ofthe ranch lends itself to the remarkable scenery, it22-3leaves few places to safely land in the event of an emergency. The only suitable place to land other than thegrass strip is to the west on a smooth section of the roadleading to the house. During Judi’s training, her trafficpatterns were always made with left turns. Figuringthis was how she was to make all traffic patterns, sheapplied this to the grass strip at the ranch. In addition,she was uncomfortable with making turns to the right.Since, the wind at the ranch was predominately fromthe south, this meant that the traffic pattern was to theeast of the strip.Judi’s hazardous attitude is “resignation.” She hasaccepted the fact that her only course of action is to flyeast of the strip, and if an emergency happens, there isnot much she can do about it. The antidote to thishazardous attitude is “I’m not helpless, I can make a difference.” Judi could easily modify her traffic pattern sothat she is always within gliding distance of asuitable landing area. In addition, if she was uncomfortable with a maneuver, she could get additional training.ANTI-AUTHORITYRegulations are implemented to protect aviationpersonnel as well as the people who are not involved in
