Gyroplane operations
I hold FAA CPL/CFI certificates in gyroplanes and also operate an Air & Space 18A.
In the event of engine failure, and the pilot does nothing, and assuming sufficient altitude, the gyroplane will descend under full control. In a vertical descent rotor rpm will stabilize at a minimum value appropriate for the gross weight. Any translational velocity will increase rotor rpm slightly. For example in the 18A, vertical descent rotor rpm is 200, and best glide (60 mph) is about 240 at gross weight. Ballast is required if a solo pilot weighs less than 150 lb to maintain the CG within limits and to ensure sufficient load to drive the rotor at or above its minimum flight manual speed of 200 rpm.
Providing the 18A is flown within its flight manual limits, rotor rpm is a non issue. About the only time I pay attention to it is during the pretakeoff rotor spin-up to ensure sufficient rpm is available for good liftoff performance.
Checkride maneuvers in the gyroplane include vertical descents, power on and power off, both of which require holding the nose above the horizon. The descents can also be made with bank held on. Rotor rpm is not an issue during these maneuvers.
The reason any type of gyroplane landing is made from a forward glide is to convert airspeed into rotor rpm in the landing flare. This increases rotor thrust and permits the gyroplane to touch down gently with a no-roll landing if there is any wind. A steep or vertical descent to a landing provides no energy reserve to utilize in the landing flare and will result in a bent airframe since the descent rate at touchdown will be too high, e.g. during a zero airspeed descent in the 18A, the VSI is pegged at negative 2,000 fpm.
The 18A approach speed is 45 mph at gross weight and 40 mph when 200 lb. below gross weight.
Last edited by jpphoopha; 10th May 2009 at 06:24.