直升机飞行手册Rotorcraft flying handbook

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the

gyroplane is headed directly upwind. At this point, the

bank is gradually steepened until the steepest bank is

again attained when heading downwind at the initial

point of entry.

Just as S-turns require that the gyroplane be turned into

the wind, in addition to varying the bank, so do turns

around a point. During the downwind half of the circle,

the gyroplane’s nose must be progressively turned

toward 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 point

may be compared to the downwind side of the S-turn,

while the upwind half of the turn around a point may be

compared to the upwind side of the S-turn.

As you become experienced in performing turns

around a point and have a good understanding of the

effects of wind drift and varying of the bank angle and

wind correction angle, as required, entry into the

maneuver may be from any point. When entering this

maneuver at any point, the radius of the turn must be

carefully selected, taking into account the wind velocity and groundspeed, so that an excessive bank is not

required later on to maintain the proper ground track.

COMMON ERRORS DURING GROUND

REFERENCE MANEUVERS

1. Faulty entry technique.

2. Poor planning, orientation, or division of

attention.

3. Uncoordinated flight control application.

4. Improper correction for wind drift.

UPPERHALFOFCIRCLE

DOWNWINDHALFOFCIRCLE

Shallowest

Bank

Steeper

Bank

Steepest

Bank

Shallower

Bank

WIND

F

Figure 20-12. Turns around a point.

20-12

5. An unsymmetrical ground track during S-turns

across a road.

6. Failure to maintain selected altitude or airspeed.

7. Selection of a ground reference where there is no

suitable emergency landing site.

FLIGHT AT SLOW AIRSPEEDS

The purpose of maneuvering during slow flight is to

help you develop a feel for controlling the gyroplane at

slow airspeeds, as well as gain an understanding of how

load factor, pitch attitude, airspeed, and altitude control

relate to each other.

Like airplanes, gyroplanes have a specific amount of

power that is required for flight at various airspeeds, and

a fixed amount of power available from the engine. This

data can be charted in a graph format. [Figure 20-13]

The lowest point of the power required curve represents

the speed at which the gyroplane will fly in level flight

while using the least amount of power. To fly faster than

this speed, or slower, requires more power. While

practicing slow flight in a gyroplane, you will likely be

operating in the performance realm on the chart that is

left of the minimum power required speed. This is often

referred to as the “backside of the power curve,” or

flying “behind the power curve.” At these speeds, as

pitch is increased to slow the gyroplane, more and more

power is required to maintain level flight. At the point

where maximum power available is being used, no

further reduction in airspeed is possible without initiating a descent. This speed is referred to as the minimum

level flight speed. Because there is no excess power

available for acceleration, recovery from minimum level

flight speed requires lowering the nose of the gyroplane

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and using altitude to regain airspeed. For this reason, it is

essential to practice slow flight at altitudes that allow

sufficient height for a safe recovery. Unintentionally

flying a gyroplane on the backside of the power curve

during approach and landing can be extremely

hazardous. Should a go-around become necessary,

sufficient altitude to regain airspeed and initiate a climb

may not be available, and ground contact may be

unavoidable.

Flight at slow airspeeds is usually conducted at airspeeds 5 to 10 m.p.h. above the minimum level flight

airspeed. When flying at slow airspeeds, it is important

that your control inputs be smooth and slow to prevent

a rapid loss of airspeed due to the high drag increases

with small changes in pitch attitude. In addition, turns

should be limited to shallow bank angles. In order to

prevent losing altitude during turns, power must be

added. Directional control remains very good while

flying at slow airspeeds, because of the high velocity

slipstream produced by the increased engine power.

Recovery to cruise flight speed is made by lowering

the nose and increasing power. When the desired speed

is reached, reduce power to the normal cruise power

setting.

COMMON ERRORS

1. Improper entry technique.

2. Failure to establish and maintain an appropriate

airspeed.

3. Excessive variations of altitude and heading

when a constant altitude and heading are

specified.

4. Use of too steep a bank angle.

5. Rough or uncoordinated control technique.

HIGH RATE OF DESCENT

A gyroplane will descend at a high rate when flown at

very low forward airspeeds. This maneuver may be

entered 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 result

0 20 40 85 Airspeed, MPH

Power Available

for Climb and

Acceleration

Power

Required

Engine Power

Available at

Full Throttle

Rate of Climb Descent

20 45 85

Power Required & Power Available vs. Airspeed Rates of Climb & Descent at Full Throttle

0 Airspeed, MPH

TYPICAL GYROPLANE

Horsepower

Minimum Level Flight Speed

Figure 20-13. The low point on the power required curve is the speed that the gyroplane can fly while using the least amount of

power, and is also the speed that will result in a minimum sink rate in a power-off glide.

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of failing to monitor and maintain proper airspeed. In

powered flight, if the gyroplane is flown below minimum level flight speed, a descent results even though

full engine power is applied. Further reducing the airspeed with aft cyclic increases the rate of descent. For

gyroplanes with a high thrust-to-weight ratio, this

maneuver creates a very high pitch attitude. To recover,

the nose of the gyroplane must lowered slightly to

exchange altitude for an increase in airspeed.

When operating a gyroplane in an unpowered glide,

slowing to below the best glide speed can also result in

a high rate of descent. As airspeed decreases, the rate of

descent increases, reaching the highest rate as forward

speed approaches zero. At slow airspeeds without the

engine running, there is very little airflow over the tail

surfaces and rudder effectiveness is greatly reduced.

Rudder pedal inputs must be exaggerated to maintain

effective yaw control. To recover, add power, if available, or lower the nose and allow the gyroplane to

accelerate to the proper airspeed. This maneuver

demonstrates the importance of maintaining the proper

glide speed during an engine-out emergency landing.

Attempting to stretch the glide by raising the nose

results in a higher rate of descent at a lower forward

speed, leaving less distance available for the selection

of a landing site.

COMMON ERRORS

1. 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 recovery

altitude.

LANDINGS

Landings may be classified according to the landing

surface, obstructions, and atmospheric conditions.

Each type of landing assumes that certain conditions

exist. To meet the actual conditions, a combination of

techniques may be necessary.

NORMAL LANDING

The procedure for a normal landing in a gyroplane is

predicated on having a prepared landing surface and no

significant obstructions in the immediate area. After

entering a traffic pattern that conforms to established

standards for the airport and avoids the flow of fixed

wing traffic, a before landing checklist should be

reviewed. The extent of the items on the checklist is

dependent on the complexity of the gyroplane, and can

include fuel, mixture, carburetor heat, propeller, engine

instruments, and a check for traffic.

Gyroplanes experience a slight lag between control

input and aircraft response. This lag becomes more

apparent during the sensitive maneuvering required

for 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 speed

is normally just below the minimum power required

speed for the gyroplane in level flight. During the

approach, 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, begin

the flare by gradually increasing back pressure on the

cyclic to reduce speed and decrease the rate of descent.

The gyroplane should reach a near-zero rate of descent

approximately 1 foot above the runway with the power

at idle. Low airspeed combined with a minimum of

propwash over the tail surfaces reduces rudder

effectiveness during the flare. If a yaw moment is

encountered, use whatever rudder control is required

to maintain the desired heading. The gyroplane should

be kept laterally level and with the longitudinal axis in

the direction of ground track. Landing with sideward

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motion can damage the landing gear and must be

avoided. In a full-flare landing, attempt to hold the

gyroplane just off the runway by steadily increasing

back pressure on the cyclic. This causes the gyroplane

to settle slowly to the runway in a slightly nose-high

attitude as forward momentum dissipates.

Ground roll for a full-flare landing is typically under

50 feet, and touchdown speed under 20 m.p.h. If a 20

m.p.h. or greater headwind exists, it may be necessary

to decrease the length of the flare and allow the gyroplane to touch down at a slightly higher airspeed to

prevent it from rolling backward on landing. After

touchdown, rotor r.p.m. decays rather rapidly. On

landings where brakes are required immediately after

touchdown, apply them lightly, as the rotor is still carrying much of the weight of the aircraft and too much

braking causes the tires to skid.

SHORT-FIELD LANDING

A short-field landing is necessary when you have a relatively short landing area or when an approach must be

made over obstacles that limit the available landing

area. When practicing short-field landings, assume you

are making the approach and landing over a 50-foot

obstruction in the approach area.

To conduct a short-field approach and landing, follow normal procedures until you are established on

the final approach segment. At this point, use aft

cyclic to reduce airspeed below the speed for minimum sink. By decreasing speed, sink rate increases

and a steeper approach path is achieved, minimizing

the distance between clearing the obstacle and

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making contact with the surface. [Figure 20-14] The

approach speed must remain fast enough, however,

to allow the flare to arrest the forward and vertical

speed of the gyroplane. If the approach speed is too

low, the remaining vertical momentum will result in

a hard landing. On a short-field landing with a slight

headwind, a touchdown with no ground roll is possible. Without wind, the ground roll is normally less

than 50 feet.

SOFT-FIELD LANDING

Use the soft-field landing technique when the landing

surface presents high wheel drag, such as mud, snow,

sand, tall grass or standing water. The objective is to

transfer the weight of the gyroplane from the rotor to

the landing gear as gently and slowly as possible. With

a headwind close to the touchdown speed of the

gyroplane, a power approach can be made close to the

minimum level flight speed. As you increase the nose

pitch attitude just prior to touchdown, add additional

power to cushion the landing. However, power should

be removed, just as the wheels are ready to touch. This

results is a very slow, gentle touchdown. In a strong

headwind, avoid allowing the gyroplane to roll rearward at touchdown. After touchdown, smoothly and

gently lower the nosewheel to the ground. Minimize

the use of brakes, and remain aware that the nosewheel

could dig in the soft surface.

When no wind exists, use a steep approach similar to a

short-field landing so that the forward speed can be dissipated during the flare. Use the throttle to cushion the

touchdown.

CROSSWIND LANDING

Crosswind landing technique is normally used in gyroplanes when a crosswind of approximately 15 m.p.h. or

less exists. In conditions with higher crosswinds, it

becomes very difficult, if not impossible, to maintain

adequate compensation for the crosswind. In these conditions, the slow touchdown speed of a gyroplane

allows a much safer option of turning directly into the

wind and landing with little or no ground roll. Deciding

when to use this technique, however, may be

complicated by gusting winds or the characteristics of

the particular landing area.

On final approach, establish a crab angle into the wind

to maintain a ground track that is aligned with the

extended centerline of the runway. Just before

touchdown, remove the crab angle and bank the

gyroplane slightly into the wind to prevent drift.

Maintain longitudinal alignment with the runway using

the rudder. In higher crosswinds, if full rudder deflection is not sufficient to maintain alignment with the runway, applying a slight amount of power can increase

rudder effectiveness. The length of the flare should be

reduced to allow a slightly higher touchdown speed than

that used in a no-wind landing. Touchdown is made on

the upwind main wheel first, with the other main wheel

settling to the runway as forward momentum is lost.

After landing, continue to keep the rotor tilted into the

wind to maintain positive control during the rollout.

HIGH-ALTITUDE LANDING

A high-altitude landing assumes a density altitude near

the limit of what is considered good climb performance

50'

NormalApproach

ShortFieldApproach

Figure 20-14. The airspeed used on a short-field approach is slower than that for a normal approach, allowing a steeper

approach path and requiring less runway.

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for the gyroplane. When using the same indicated

airspeed as that used for a normal approach at lower

altitude, a high density altitude results in higher rotor

r.p.m. and a slightly higher rate of descent. The greater

vertical velocity is a result of higher true airspeed as

compared with that at low altitudes. When practicing

high-altitude landings, it is prudent to first learn normal

landings with a flare and roll out. Full flare, no roll

landings should not be attempted until a good feel for

aircraft response at higher altitudes has been acquired.

As with high-altitude takeoffs, it is also important to

consider the effects of higher altitude on engine

performance.

COMMON ERRORS DURING LANDING

1. Failure to establish and maintain a stabilized

approach.

2. Improper technique in the use of power.

3. Improper technique during flare or touchdown.

4. Touchdown at too low an airspeed with strong

headwinds, causing a rearward roll.

5. Poor directional control after touchdown.

6. Improper use of brakes.

GO-AROUND

The go-around is used to abort a landing approach

when unsafe factors for landing are recognized. If the

decision is made early in the approach to go around,

normal climb procedures utilizing VX and VY should

be used. A late decision to go around, such as after the

full flare has been initiated, may result in an airspeed

where 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 to

sustain an extended ground roll that would be required

to go around. Also, the pitch attitude of the gyroplane

in the flare is high enough that the tail would be considerably lower than the main gear, and a touch down

with power on would result in a sudden pitch down and

acceleration of the aircraft. Control of the gyroplane

under these circumstances may be difficult.

Consequently, the decision to go around should be

made as early as possible, before the speed is reduced

below the point that power required exceeds power

available.

COMMON ERRORS

1. 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 SECURING

The after-landing checklist should include such items

as the transponder, cowl flaps, fuel pumps, lights, and

magneto checks, when so equipped. The rotor blades

demand special consideration after landing, as turning

rotor blades can be hazardous to others. Never enter an

area where people or obstructions are present with the

rotor turning. To assist the rotor in slowing, tilt the

cyclic control into the prevailing wind or face the gyroplane downwind. When slowed to under approximately

75 r.p.m., the rotor brake may be applied, if available.

Use caution as the rotor slows, as excess taxi speed or

high winds could cause blade flap to occur. The blades

should be depitched when taxiing if a collective control

is available. When leaving the gyroplane, always

secure the blades with a tiedown or rotor brake.

20-16

21-1

Gyroplanes are quite reliable, however emergencies do

occur, whether a result of mechanical failure or pilot

error. By having a thorough knowledge of the

gyroplane and its systems, you will be able to more

readily handle the situation. In addition, by knowing

the conditions which can lead to an emergency, many

potential accidents can be avoided.

ABORTED TAKEOFF

Prior to every takeoff, consideration must be given to a

course of action should the takeoff become undesirable

or unsafe. Mechanical failures, obstructions on the

takeoff surface, and changing weather conditions are

all factors that could compromise the safety of a takeoff and constitute a reason to abort. The decision to

abort a takeoff should be definitive and made as soon

as an unsafe condition is recognized. By initiating the

abort procedures early, more time and distance will be

available to bring the gyroplane to a stop. A late decision to abort, or waiting to see if it will be necessary to

abort, can result in a dangerous situation with little time

to respond and very few options available.

When initiating the abort sequence prior to the

gyroplane leaving the surface, the procedure is quite

simple. Reduce the throttle to idle and allow the

gyroplane to decelerate, while slowly applying aft

cyclic for aerodynamic braking. This technique provides the most effective braking and slows the aircraft

very quickly. If the gyroplane has left the surface when

the decision to abort is made, reduce the throttle until

an appropriate descent rate is achieved. Once contact

with the surface is made, reduce the throttle to idle and

apply aerodynamic braking as before. The wheel

brakes, if the gyroplane is so equipped, may be applied,

as necessary, to assist in slowing the aircraft.

ACCELERATE/STOP DISTANCE

An accelerate/stop distance is the length of ground roll

an aircraft would require to accelerate to takeoff speed

and, assuming a decision to abort the takeoff is made,

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bring the aircraft safely to a stop. This value changes

for a given aircraft based on atmospheric conditions,

the takeoff surface, aircraft weight, and other factors

affecting performance. Knowing the accelerate/stop

value for your gyroplane can be helpful in planning a

safe takeoff, but having this distance available does not

necessarily guarantee a safe aborted takeoff is possible

for every situation. If the decision to abort is made after

liftoff, for example, the gyroplane will require considerably more distance to stop than the accelerate/stop

figure, which only considers the ground roll requirement. Planning a course of action for an abort decision

at various stages of the takeoff is the best way to ensure

the gyroplane can be brought safely to a stop should the

need arise.

For a gyroplane without a flight manual or other published performance data, the accelerate/stop distance

can be reasonably estimated once you are familiar with

the performance and takeoff characteristics of the aircraft. For a more accurate figure, you can accelerate the

gyroplane to takeoff speed, then slow to a stop, and

note the distance used. Doing this several times gives

you an average accelerate/stop distance. When performance charts for the aircraft are available, as in the

flight manual of a certificated gyroplane, accurate

accelerate/stop distances under various conditions can

be determined by referring to the ground roll information contained in the charts.

LIFT-OFF AT LOW AIRSPEED AND

HIGH ANGLE OF ATTACK

Because of ground effect, your gyroplane might be able

to become airborne at an airspeed less than minimum

level flight speed. In this situation, the gyroplane is flying well behind the power curve and at such a high

angle of attack that unless a correction is made, there

will be little or no acceleration toward best climb

speed. This condition is often encountered in

gyroplanes capable of jump takeoffs. Jumping without

sufficient rotor inertia to allow enough time to accelerate through minimum level flight speed, usually results

in your gyroplane touching down after liftoff. If you do

touch down after performing a jump takeoff, you

should abort the takeoff.

During a rolling takeoff, if the gyroplane is forced into

the air too early, you could get into the same situation.

It is important to recognize this situation and take

immediate corrective action. You can either abort the

takeoff, if enough runway exists, or lower the nose and

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accelerate 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 does

not contact the surface. While in ground effect, accelerate to the best climb speed. Then, adjust the nose pitch

attitude to maintain that airspeed.

COMMON ERRORS

The following errors might occur when practicing a

lift-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 the

maneuver.

5. Poor judgement in determining whether to abort

or continue takeoff.

6. Failure to establish and maintain proper climb

attitude and airspeed, if takeoff is continued.

7. Not maintaining the desired ground track during

the 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 and

descents of the aircraft. PIO is often the result of an

inexperienced pilot overcontrolling the gyroplane, but

this condition can also be induced by gusty wind conditions. While this condition is usually thought of as a

longitudinal problem, it can also happen laterally.

As with most other rotor-wing aircraft, gyroplanes

experience a slight delay between control input and the

reaction of the aircraft. This delay may cause an inexperienced pilot to apply more control input than

required, causing a greater aircraft response than was

desired. Once the error has been recognized, opposite

control 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 is

PIO, or unintentional oscillations that can grow rapidly

in magnitude. [Figure 21-1]

In gyroplanes with an open cockpit and limited flight

instruments, it can be difficult for an inexperienced

pilot to recognize a level flight attitude due to the lack

of visual references. As a result, PIO can develop as the

pilot chases a level flight attitude and introduces climbing and descending oscillations. PIO can also develop

if a wind gust displaces the aircraft, and the control

inputs made to correct the attitude are out of phase with

the aircraft movements. Because the rotor disc angle

decreases at higher speeds and cyclic control becomes

more sensitive, PIO is more likely to occur and can be

more pronounced at high airspeeds. To minimize the

possibility of PIO, avoid high-speed flight in gusty

conditions, and make only small control inputs. After

making a control input, wait briefly and observe the

reaction of the aircraft before making another input. If

PIO is encountered, reduce power and place the cyclic

in the position for a normal climb. Once the oscillations

have stopped, slowly return the throttle and cyclic to

their normal positions. The likelihood of encountering

PIO decreases greatly as experience is gained, and the

ability to subconsciously anticipate the reactions of the

gyroplane to control inputs is developed.

Normal

Flight

Variance from desired

flight path recognized,

control input made

to correct

Gyroplane

reacts

Gyroplane

reacts

Gyroplane

reacts

Overcorrection

recognized, larger

control input made

to correct

Overcorrection recognized,

larger input control made

to correct

Figure 21-1. Pilot-induced oscillation can result if the gyroplane’s reactions to control inputs are not anticipated and become

out of phase.

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BUNTOVER (POWER PUSHOVER)

As you learned in Chapter 16—Gyroplane

Aerodynamics, the stability of a gyroplane is greatly

influenced by rotor force. If rotor force is rapidly

removed, some gyroplanes have a tendency to pitch

forward abruptly. This is often referred to as a forward

tumble, buntover, or power pushover. Removing the

rotor force is often referred to as unloading the rotor,

and can occur if pilot-induced oscillations become

excessive, if extremely turbulent conditions are

encountered, or the nose of the gyroplane is pushed forward rapidly after a steep climb.

A power pushover can occur on some gyroplanes that

have the propeller thrust line above the center of gravity and do not have an adequate horizontal stabilizer. In

this case, when the rotor is unloaded, the propeller

thrust magnifies the pitching moment around the center

of gravity. Unless a correction is made, this nose

pitching action could become self-sustaining and

irreversible. An adequate horizontal stabilizer slows the

pitching rate and allows time for recovery.

Since there is some disagreement between manufacturers as to the proper recovery procedure for this

situation, you must check with the manufacturer of

your gyroplane. In most cases, you need to remove

power and load the rotor blades. Some manufacturers,

especially those with gyroplanes where the propeller

thrust line is above the center of gravity, recommend that

you need to immediately remove power in order to prevent a power pushover situation. Other manufacturers

recommend that you first try to load the rotor blades. For

the proper positioning of the cyclic when loading up the

rotor blades, check with the manufacturer.

When compared to other aircraft, the gyroplane is just

as safe and very reliable. The most important factor, as

in all aircraft, is pilot proficiency. Proper training and

flight experience helps prevent the risks associated

with pilot-induced oscillation or buntover.

GROUND RESONANCE

Ground resonance is a potentially damaging aerodynamic phenomenon associated with articulated rotor

systems. It develops when the rotor blades move out of

phase with each other and cause the rotor disc to

become unbalanced. If not corrected, ground resonance

can cause serious damage in a matter of seconds.

Ground resonance can only occur while the gyroplane

is on the ground. If a shock is transmitted to the rotor

system, such as with a hard landing on one gear or

when operating on rough terrain, one or more of the

blades could lag or lead and allow the rotor system’s

center of gravity to be displaced from the center of rotation. Subsequent shocks to the other gear aggravate the

imbalance causing the rotor center of gravity to rotate

around the hub. This phenomenon is not unlike an outof-balance washing machine. [Figure 21-2]

To reduce the chance of experiencing ground resonance, every preflight should include a check for

proper strut inflation, tire pressure, and lag-lead

damper operation. Improper strut or tire inflation can

change the vibration frequency of the airframe, while

improper damper settings change the vibration frequency of the rotor.

If you experience ground resonance, and the rotor

r.p.m. is not yet sufficient for flight, apply the rotor

brake to maximum and stop the rotor as soon as possible. If ground resonance occurs during takeoff, when

rotor r.p.m. is sufficient for flight, lift off immediately.

Ground resonance cannot occur in flight, and the rotor

blades will automatically realign themselves once the

gyroplane is airborne. When prerotating the rotor system prior to takeoff, a slight vibration may be felt that

is a very mild form of ground resonance. Should this

oscillation amplify, discontinue the prerotation and

apply maximum rotor brake.

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EMERGENCY APPROACH AND

LANDING

The modern engines used for powering gyroplanes are

generally very reliable, and an actual mechanical malfunction forcing a landing is not a common occurrence.

Failures are possible, which necessitates planning for

and practicing emergency approaches and landings.

The best way to ensure that important items are not

overlooked during an emergency procedure is to use a

checklist, if one is available and time permits. Most

gyroplanes do not have complex electrical, hydraulic,

or pneumatic systems that require lengthy checklists.

In these aircraft, the checklist can be easily committed

to memory so that immediate action can be taken if

Rotor

Center of Gravity

122°

122°

116°

Figure 21-2. Taxiing on rough terrain can send a shock wave

to the rotor system, resulting in the blades of a three-bladed

rotor system moving from their normal 120° relationship to

each other.

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needed. In addition, you should always maintain an

awareness of your surroundings and be constantly on

the alert for suitable emergency landing sites.

When an engine failure occurs at altitude, the first

course of action is to adjust the gyroplane’s pitch attitude to achieve the best glide speed. This yields the

most distance available for a given altitude, which in

turn, allows for more possible landing sites. A common

mistake when learning emergency procedures is

attempting to stretch the glide by raising the nose,

which instead results in a steep approach path at a slow

airspeed and a high rate of descent. [Figure 21-3] Once

you have attained best glide speed, scan the area within

gliding distance for a suitable landing site. Remember

to look behind the aircraft, as well as in front, making

gentle turns, if necessary, to see around the airframe.

When selecting a landing site, you must consider the

wind direction and speed, the size of the landing site,

obstructions to the approach, and the condition of the

surface. A site that allows a landing into the wind and

has a firm, smooth surface with no obstructions is the

most desirable. When considering landing on a road, be

alert for powerlines, signs, and automobile traffic. In

many cases, an ideal site will not be available, and it

will be necessary for you to evaluate your options and

choose the best alternative. For example, if a steady

wind will allow a touchdown with no ground roll, it

may be acceptable to land in a softer field or in a

smaller area than would normally be considered. On

landing, use short or soft field technique, as appropriate, for the site selected. A slightly higher-than-normal

approach airspeed may be required to maintain adequate airflow over the rudder for proper yaw control.

EMERGENCY EQUIPMENT AND

SURVIVAL GEAR

On any flight not in the vicinity of an airport, it is

highly advisable to prepare a survival kit with items

that would be necessary in the event of an emergency.

A properly equipped survival kit should be able to

provide you with sustenance, shelter, medical care, and

a means to summon help without a great deal of effort

on your part. An efficient way to organize your survival

kit is to prepare a basic core of supplies that would be

necessary for any emergency, and allow additional

space for supplementary items appropriate for the

terrain and weather you expect for a particular flight.

The basic items to form the basis of your survival kit

would typically include: a first-aid kit and field

medical guide, a flashlight, water, a knife, matches,

some type of shelter, and a signaling device. Additional

items that may be added to meet the conditions, for

example, would be a lifevest for a flight over water, or

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heavy clothing for a flight into cold weather. Another

consideration is carrying a cellular phone. Several

pilots have been rescued after calling someone to

indicate there had been an accident.

BestGlideSpeed

TooFast

TooSlow

Figure 21-3. Any deviation from best glide speed will reduce the distance you can glide and may cause you to land short of a

safe touchdown point.

22-1

As with any aircraft, the ability to pilot a gyroplane

safely is largely dependent on the capacity of the pilot

to make sound and informed decisions. To this end,

techniques have been developed to ensure that a pilot

uses a systematic approach to making decisions, and

that the course of action selected is the most appropriate for the situation. In addition, it is essential that you

learn to evaluate your own fitness, just as you evaluate

the airworthiness of your aircraft, to ensure that your

physical and mental condition is compatible with a safe

flight. The techniques for acquiring these essential

skills are explained in depth in Chapter 14—

Aeronautical Decision Making (Helicopter).

As explained in Chapter 14, one of the best methods to

develop your aeronautical decision making is learning

to recognize the five hazardous attitudes, and how to

counteract these attitudes. [Figure 22-1] This chapter

focuses on some examples of how these hazardous attitudes can apply to gyroplane operations.

IMPULSIVITY

Gyroplanes 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 and

rewarding aspects of flying, but it also creates a unique

set of dangers to which a gyroplane pilot must be alert.

For example, a wide variety of amateur-built gyroplanes

are available, which can be purchased in kit form and

assembled at home. This makes the airworthiness of

these gyroplanes ultimately dependent on the vigilance

of 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 gyroplanes

on display. Being somewhat mechanically inclined and

retired with available spare time, Jerry decided that

building a gyroplane would be an excellent project for

him and ordered a kit that day. When the kit arrived,

Jerry unpacked it in his garage and immediately began

the 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 the

gyroplane was nearly complete, Jerry noticed that a

rudder cable was missing from the kit, or perhaps lost

during the assembly. Rather than contacting the manufacturer and ordering a replacement, which Jerry

thought would be a hassle and too time consuming, he

went to his local hardware store and purchased some

cable he thought would work. Upon returning home, he

was able to fashion a rudder cable that seemed functional and continued with the assembly.

Jerry is exhibiting “impulsivity.” Rather than taking the

time to properly build his gyroplane to the specifications set forth by the manufacturer, Jerry let his

excitement allow him to cut corners by acting on

impulse, rather than taking the time to think the matter

through. Although some enthusiasm is normal during

assembly, it should not be permitted to compromise the

airworthiness of the aircraft. Manufacturers often use

high quality components, which are constructed and

tested to standards much higher than those found in

hardware stores. This is particularly true in the area of

cables, bolts, nuts, and other types of fasteners where

strength is essential. The proper course of action Jerry

should have taken would be to stop, think, and consider

the possible consequences of making an impulsive

decision. Had he realized that a broken

rudder cable in flight could cause a loss of control of

the gyroplane, he likely would have taken the time to

contact the manufacturer and order a cable that met the

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design specifications.

INVULNERABILITY

Another area that can often lead to trouble for a gyroplane pilots is the failure to obtain adequate flight

HAZARDOUS ATTITUDE ANTIDOTE

Anti-authority:

"Don't tell me!"

"Follow the rules. They are

usually 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 the

difference."

Figure 22-1. To overcome hazardous attitudes, you must

memorize the antidotes for each of them. You should know

them so well that they will automatically come to mind when

you need them.

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instruction to operate their gyroplane safely. This can

be the result of people thinking that because they can

build the machine themselves, it must be simple

enough to learn how to fly by themselves. Other

reasons that can lead to this problem can be simply

monetary, in not wanting to pay the money for adequate

instruction, or feeling that because they are qualified in

another type of aircraft, flight instruction is not necessary. In reality, gyroplane operations are quite unique,

and there is no substitute for adequate training by a

competent and authorized instructor. Consider the

following scenario.

Jim recently met a coworker who is a certified pilot and

owner of a two-seat gyroplane. In discussing the gyroplane with his coworker, Jim was fascinated and

reminded of his days in the military as a helicopter

pilot many years earlier. When offered a ride, Jim readily accepted. He met his coworker at the airport the

following weekend for a short flight and was immediately hooked. After spending several weeks researching

available designs, Jim decided on a particular

gyroplane and purchased a kit. He had it assembled in

a few months, with the help and advice of his new friend

and fellow gyroplane enthusiast. When the gyroplane

was finally finished, Jim asked his friend to take him

for a ride in his two-seater to teach him the basics of

flying. The rest, he said, he would figure out while

flying his own machine from a landing strip that he had

fashioned 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 to

have an accident, probably because of his past experience in helicopters and from witnessing the ease with

which his coworker controlled the gyroplane on their

flight together. What Jim is failing to consider, however, is the amount of time that has passed since he was

proficient in helicopters, and the significant differences

between helicopter and gyroplane operations. He is

also overlooking the fact that his friend is a certificated

pilot, who has taken a considerable amount of instruction to reach his level of competence. Without adequate

instruction and experience, Jim could, for example,

find himself in a pilot-induced oscillation without

knowing the proper technique for recovery, which

could ultimately be disastrous. The antidote for an

attitude of invulnerability is to realize that accidents

can happen to anyone.

MACHO

Due to their unique design, gyroplanes are quite

responsive and have distinct capabilities. Although

gyroplanes are capable of incredible maneuvers, they

do have limitations. As gyroplane pilots grow more

comfortable with their machines, they might be

tempted to operate progressively closer to the edge of

the safe operating envelope. Consider the following

scenario.

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Pat has been flying gyroplanes for years and has an

excellent reputation as a skilled pilot. He has recently

built a high performance gyroplane with an advanced

rotor system. Pat was excited to move into a more

advanced aircraft because he had seen the same design

performing aerobatics in an airshow earlier that year.

He was amazed by the capability of the machine. He

had always felt that his ability surpassed the capability

of the aircraft he was flying. He had invested a large

amount of time and resources into the construction of

the aircraft, and, as he neared completion of the assembly, he was excited about the opportunity of showing

his friends and family his capabilities.

During the first few flights, Pat was not completely

comfortable in the new aircraft, but he felt that he was

progressing through the transition at a much faster

pace than the average pilot. One morning, when he was

with some of his fellow gyroplane enthusiasts, Pat

began to brag about the superior handling qualities of

the machine he had built. His friends were very excited,

and Pat realized that they would be expecting quite a

show on his next flight. Not wanting to disappoint them,

he decided that although it might be early, he would

give the spectators on the ground a real show. On his

first pass he came down fairly steep and fast and recovered from the dive with ease. Pat then decided to make

another pass only this time he would come in much

steeper. As he began to recover, the aircraft did not

climb as he expected and almost settled to the ground.

Pat narrowly escaped hitting the spectators as he was

trying to recover from the dive.

Pat had let the “macho” hazardous attitude influence

his decision making. He could have avoided the consequences of this attitude if he had stopped to think that

taking chances is foolish.

RESIGNATION

Some of the elements pilots face cannot be controlled.

Although we cannot control the weather, we do have

some very good tools to help predict what it will do,

and how it can affect our ability to fly safely. Good

pilots always make decisions that will keep their

options open if an unexpected event occurs while

flying. One of the greatest resources we have in the

cockpit is the ability to improvise and improve the

overall situation even when a risk element jeopardizes

the probability of a successful flight. Consider the following scenario.

Judi flies her gyroplane out of a small grass strip on

her family’s ranch. Although the rugged landscape of

the ranch lends itself to the remarkable scenery, it

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leaves few places to safely land in the event of an emergency. The only suitable place to land other than the

grass strip is to the west on a smooth section of the road

leading to the house. During Judi’s training, her traffic

patterns were always made with left turns. Figuring

this was how she was to make all traffic patterns, she

applied 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 from

the south, this meant that the traffic pattern was to the

east of the strip.

Judi’s hazardous attitude is “resignation.” She has

accepted the fact that her only course of action is to fly

east of the strip, and if an emergency happens, there is

not much she can do about it. The antidote to this

hazardous attitude is “I’m not helpless, I can make a difference.” Judi could easily modify her traffic pattern so

that she is always within gliding distance of a

suitable landing area. In addition, if she was uncomfortable with a maneuver, she could get additional training.

ANTI-AUTHORITY

Regulations are implemented to protect aviation

personnel as well as the people who are not involved in