Due to rudimentary flight control systems, early gyroplanes
suffered from limited maneuverability. As technology
improved, greater control of the rotor system and more
effective control surfaces were developed. The modern
gyroplane, while continuing to maintain an element of
simplicity, now enjoys a high degree of maneuver-
ability as a result of these improvements.
CYCLIC CONTROL
The cyclic control provides the means whereby you are
able to tilt the rotor system to provide the desired
results. Tilting the rotor system provides all control for
climbing, descending, and banking the gyroplane. The
most common method to transfer stick movement to
the rotor head is through push-pull tubes or flex cables.
[Figure 17-1] Some gyroplanes use a direct overhead
stick attachment rather than a cyclic, where a rigid con-
trol is attached to the rotor hub and descends over and
in front of the pilot. [Figure 17-2] Because of the
nature of the direct attachment, control inputs with this
system are reversed from those used with a cyclic.
Pushing forward on the control causes the rotor disc to
tilt back and the gyroplane to climb, pulling back on
the control initiates a descent. Bank commands are
reversed in the same way.
THROTTLE
The throttle is conventional to most powerplants, and
provides the means for you to increase or decrease
engine power and thus, thrust. Depending on how
the control is designed, control movement may or
may not be proportional to engine power. With many
gyroplane throttles, 50 percent of the control travel
may equate to 80 or 90 percent of available power.
This varying degree of sensitivity makes it necessary
Figure 17-1. A common method of transferring cyclic control inputs to the rotor head is through the use of push-pull tubes,
located outboard of the rotor mast pictured on the right.
Figure 17-2. The direct overhead stick attachment has been
used for control of the rotor disc on some gyroplanes.
for you to become familiar with the unique throttle
characteristics and engine responses for a particular
gyroplane.
RUDDER
The rudder is operated by foot pedals in the cockpit
and provides a means to control yaw movement of the
aircraft. [Figure 17-3] On a gyroplane, this control is
achieved in a manner more similar to the rudder of an
airplane than to the antitorque pedals of a helicopter.
The rudder is used to maintain coordinated flight, and
at times may also require inputs to compensate for
propeller torque. Rudder sensitivity and effectiveness
are directly proportional to the velocity of airflow over
the rudder surface. Consequently, many gyroplane
rudders are located in the propeller slipstream and
provide excellent control while the engine is developing
thrust. This type of rudder configuration, however, is
less effective and requires greater deflection when the
engine is idled or stopped.
HORIZONTAL TAIL SURFACES
The horizontal tail surfaces on most gyroplanes are
not controllable by the pilot. These fixed surfaces, or
stabilizers, are incorporated into gyroplane designs to
increase the pitch stability of the aircraft. Some gyro-
planes use very little, if any, horizontal surface. This
translates into less stability, but a higher degree of
maneuverability. When used, a moveable horizontal
surface, or elevator, adds additional pitch control of the
aircraft. On early tractor configured gyroplanes, the
elevator served an additional function of deflecting the
propeller slipstream up and through the rotor to assist
in prerotation.
COLLECTIVE CONTROL
The collective control provides a means to vary the
rotor blade pitch of all the blades at the same time, and
is available only on more advanced gyroplanes. When
incorporated into the rotor head design, the collective
allows jump takeoffs when the blade inertia is suffi-
cient. Also, control of in-flight rotor r.p.m. is available
to enhance cruise and landing performance. A simple
two position collective does not allow unlimited control
of blade pitch, but instead has one position for prerotation
and another position for flight. This is a performance
compromise but reduces pilot workload by simplifying
control of the rotor system.
Figure 17-3. Foot pedals provide rudder control and operation is similar to that of an airplane.