Gyro's
Joined: Oct 2001
Posts: 2,517
Likes: 0
From: Vancouver Island
Some more comments on gyros:
( 1 ) Unlike microlights gyros are not as limited as to how strong the wind is. If the wind is suitable for flying regular aircraft the gyro will be even less bothered by it.
( 2 ) Gyros do not stall.
( 3 ) The cruise speed of gyros will be in the 65 to 75 knot range for a two place.
( 4 ) The noise complaints are due to poor prop choices, and to high prop RPM, this is very solvable by choosing the right combination of prop and RPM reduction drive if using one.
( 5 ) For emergency landings the gyro can touch down at zero Knots.
( 6 ) Gyros are easy to trailer, all you do is remove the Rotors.
( 7 ) Gyro pilots get more girls ( or guys ) because they are such good conversation starters.
Cat Driver:
( 1 ) Unlike microlights gyros are not as limited as to how strong the wind is. If the wind is suitable for flying regular aircraft the gyro will be even less bothered by it.
( 2 ) Gyros do not stall.
( 3 ) The cruise speed of gyros will be in the 65 to 75 knot range for a two place.
( 4 ) The noise complaints are due to poor prop choices, and to high prop RPM, this is very solvable by choosing the right combination of prop and RPM reduction drive if using one.
( 5 ) For emergency landings the gyro can touch down at zero Knots.
( 6 ) Gyros are easy to trailer, all you do is remove the Rotors.
( 7 ) Gyro pilots get more girls ( or guys ) because they are such good conversation starters.
Cat Driver:
Moderator
Joined: Feb 2000
Aviation Qualifications: CPL
Posts: 14,480
Likes: 178
From: UK
Chuck,
(1) Microlights are no more limited by Wx than conventional aeroplanes. As ever it comes down to pilot ability - I've been to 15 knots X-wind (deliberately) and 40 knots total wind (accidentally) in several microlights without ill effects. This is similar to the limits I'd accept in a Piper or Cessna type. It is true that for a low hour pilot they are more limited because handling wind conditions in a microlight is more down to the pilot than the aeroplane.
(2) Gyros do not have a conventional fixed wing stall. They do fall out of the sky if you allow the rotor speed too low. Conclusion - all aircraft have dangerous corners of the envelope, they just aren't always in the same place. (Actually in microlights the stall is a non-event mostly, the killer lies elsewhere).
(3) Whilst burning about 5 gallons per hour.
(4) Probably true of any other aircraft. Of course with permit aircraft (whether gyros, microlights, or homebuilt light aircraft) at least you have the option to change them.
(7) But to really pull, you still need a 2-seater.
G
(1) Microlights are no more limited by Wx than conventional aeroplanes. As ever it comes down to pilot ability - I've been to 15 knots X-wind (deliberately) and 40 knots total wind (accidentally) in several microlights without ill effects. This is similar to the limits I'd accept in a Piper or Cessna type. It is true that for a low hour pilot they are more limited because handling wind conditions in a microlight is more down to the pilot than the aeroplane.
(2) Gyros do not have a conventional fixed wing stall. They do fall out of the sky if you allow the rotor speed too low. Conclusion - all aircraft have dangerous corners of the envelope, they just aren't always in the same place. (Actually in microlights the stall is a non-event mostly, the killer lies elsewhere).
(3) Whilst burning about 5 gallons per hour.
(4) Probably true of any other aircraft. Of course with permit aircraft (whether gyros, microlights, or homebuilt light aircraft) at least you have the option to change them.
(7) But to really pull, you still need a 2-seater.
G
Joined: Oct 2001
Posts: 2,517
Likes: 0
From: Vancouver Island
Toebrake:
Yes I do fly Gyros, you should read the Rotorcraft conference at www.rotorcraft.com
Genghis:
I note your comments on winds and microlights.
However you are a little confused regarding Rotor RPM management on a gyro. Once Rotor RPM is brought up to flight speed either by use of a mechanical pre rotator or by foward movement during take off the Rotor RPM is self sustaining. In flight the Rotor RPM will always maintain a given RPM except if it is loaded beyond level flight 1 G, such as in a quick steep turn, the Rotor RPM will then increase based on the load induced. Once returned to normal flight the Rotor RPM will return to normal.
There is one other very, very important thing to know about a gyros RRPM, the rotor can be unloaded by reversing the airflow through the disk by suddenly lowering the nose of the gyro and producing negative G load. That is guaranteed to kill you.
Remember a gyro rotor is driven by an upward flow of air to produce the RPM for lift. A helicopter rotor RPM is produced by engine power and the airflow is downward. Except when the helicopter loses power and the collective is full down then the helicopter becomes a gyro.
A gyro if brought to zero foward speed will maintain its Rotor RPM and descend vertically, the rate of descent will vary depending on many factors such as the weight of the machine.
The rate of descent will be quite high and I would not want to descend into the ground at such a rate, however all you need do to land is move the stick foward to regain enough foward flight to flare for the landing ( about 45 mph ) then flare and land normally.
I believe you were confusing gyro Rotor RPM with helicopter Rotor RPM, the helicopter RRPM is maintained by engine power, the gyro maintains RRPM due to the airflow flowing upwards through the rotor.
Oh by the way speaking of microlights I have a Cri Cri sitting in my hangar, now that is a real neat toy.
Cat Driver:
**************
The hardest thing about flying is knowing when to say no.
Yes I do fly Gyros, you should read the Rotorcraft conference at www.rotorcraft.com
Genghis:
I note your comments on winds and microlights.
However you are a little confused regarding Rotor RPM management on a gyro. Once Rotor RPM is brought up to flight speed either by use of a mechanical pre rotator or by foward movement during take off the Rotor RPM is self sustaining. In flight the Rotor RPM will always maintain a given RPM except if it is loaded beyond level flight 1 G, such as in a quick steep turn, the Rotor RPM will then increase based on the load induced. Once returned to normal flight the Rotor RPM will return to normal.
There is one other very, very important thing to know about a gyros RRPM, the rotor can be unloaded by reversing the airflow through the disk by suddenly lowering the nose of the gyro and producing negative G load. That is guaranteed to kill you.
Remember a gyro rotor is driven by an upward flow of air to produce the RPM for lift. A helicopter rotor RPM is produced by engine power and the airflow is downward. Except when the helicopter loses power and the collective is full down then the helicopter becomes a gyro.
A gyro if brought to zero foward speed will maintain its Rotor RPM and descend vertically, the rate of descent will vary depending on many factors such as the weight of the machine.
The rate of descent will be quite high and I would not want to descend into the ground at such a rate, however all you need do to land is move the stick foward to regain enough foward flight to flare for the landing ( about 45 mph ) then flare and land normally.
I believe you were confusing gyro Rotor RPM with helicopter Rotor RPM, the helicopter RRPM is maintained by engine power, the gyro maintains RRPM due to the airflow flowing upwards through the rotor.
Oh by the way speaking of microlights I have a Cri Cri sitting in my hangar, now that is a real neat toy.
Cat Driver:
**************
The hardest thing about flying is knowing when to say no.
