The diversity of gyroplane designs available today
yields a wide variety of capability and performance.
For safe operation, you must be thoroughly familiar
with the procedures and limitations for your particular
aircraft along with other factors that may affect the
safety of your flight.
PREFLIGHT
As pilot in command, you are the final authority in
determining the airworthiness of your aircraft.
Adherence to a preflight checklist greatly enhances
your ability to evaluate the fitness of your gyroplane by
ensuring that a complete and methodical inspection of
all components is performed. [Figure 20-1] For aircraft
without a formal checklist, it is prudent to create one
that is specific to the aircraft to be sure that important
items are not overlooked. To determine the status of
required inspections, a preflight review of the aircraft
records is also necessary.
COCKPIT MANAGEMENT
As in larger aircraft, cockpit management is an impor-
tant skill necessary for the safe operation of a
gyroplane. Intrinsic to these typically small aircraft is a
limited amount of space that must be utilized to its
potential. The placement and accessibility of charts,
writing materials, and other necessary items must be
carefully considered. Gyroplanes with open cockpits
add the challenge of coping with wind, which further
increases the need for creative and resourceful cockpit
management for optimum efficiency.
ENGINE STARTING
The dissimilarity between the various types of engines
used for gyroplane propulsion necessitates the use of
an engine start checklist. Again, when a checklist is not
provided, it is advisable to create one for the safety of
yourself and others, and to prevent inadvertent damage
to the engine or propeller. Being inherently dangerous,
the propeller demands special attention during engine
starting procedures. Always ensure that the propeller
area is clear prior to starting. In addition to providing
an added degree of safety, being thoroughly familiar
with engine starting procedures and characteristics can
also be very helpful in starting an engine under various
weather conditions.
TAXIING
The ability of the gyroplane to be taxied greatly
enhances its utility. However, a gyroplane should not
be taxied in close proximity to people or obstructions
while the rotor is turning. In addition, taxi speed should
be limited to no faster than a brisk walk in ideal condi-
tions, and adjusted appropriately according to the
circumstances.
BLADE FLAP
On a gyroplane with a semi-rigid, teeter-head rotor sys-
tem, blade flap may develop if too much airflow passes
through the rotor system while it is operating at low
r.p.m. This is most often the result of taxiing too fast
for a given rotor speed. Unequal lift acting on the
advancing and retreating blades can cause the blades to
teeter to the maximum allowed by the rotor head
design. The blades then hit the teeter stops, creating a
vibration that may be felt in the cyclic control. The fre-
quency of the vibration corresponds to the speed of the
rotor, with the blades hitting the stops twice during
each revolution. If the flapping is not controlled, the
situation can grow worse as the blades begin to flex and
Figure 20-1. A checklist is extremely useful in conducting a
thorough preflight inspection.
bend. Because the system is operating at low r.p.m.,
there is not enough centrifugal force acting on the
blades to keep them rigid. The shock of hitting the
teeter stops combined with uneven lift along the length
of the blade causes an undulation to begin, which can
increase in severity if allowed to progress. In extreme
cases, a rotor blade may strike the ground or propeller.
[Figure 20-2]
To avoid the onset of blade flap, always taxi the gyro-
plane at slow speeds when the rotor system is at low
r.p.m. Consideration must also be given to wind speed
and direction. If taxiing into a 10-knot headwind, for
example, the airflow through the rotor will be 10 knots
faster than the forward speed of the gyroplane, so the
taxi speed should be adjusted accordingly. When pre-
rotating the rotor by taxiing with the rotor disc tilted
aft, allow the rotor to accelerate slowly and smoothly.
In the event blade flap is encountered, apply forward
cyclic to reduce the rotor disc angle and slow the gyro-
plane by reducing throttle and applying the brakes, if
needed. [Figure 20-3]
BEFORE TAKEOFF
For the amateur-built gyroplane using single ignition
and a fixed trim system, the before takeoff check is
quite simple. The engine should be at normal operating
temperature, and the area must be clear for prerotation.
Certificated gyroplanes using conventional aircraft
engines have a checklist that includes items specific to
the powerplant. These normally include, but are not
limited to, checks for magneto drop, carburetor heat,
and, if a constant speed propeller is installed, that it be
cycled for proper operation.
Following the engine run-up is the procedure for
accomplishing prerotation. This should be reviewed
and committed to memory, as it typically requires both
hands to perform.
PREROTATION
Prerotation of the rotor can take many forms in a
gyroplane. The most basic method is to turn the rotor
blades by hand. On a typical gyroplane with a counter-
clockwise rotating rotor, prerotation by hand is done on
the right side of the rotor disk. This allows body
movement to be directed away from the propeller to
minimize the risk of injury. Other methods of prerota-
tion include using mechanical, electrical, or hydraulic
means for the initial blade spin-up. Many of these
systems can achieve only a portion of the rotor speed
that is necessary for takeoff. After the prerotator is
disengaged, taxi the gyroplane with the rotor disk tilted
aft to allow airflow through the rotor. This increases
rotor speed to flight r.p.m. In windy conditions, facing
the gyroplane into the wind during prerotation assists
in achieving the highest possible rotor speed from the
prerotator. A factor often overlooked that can nega-
tively affect the prerotation speed is the cleanliness of
the rotor blades. For maximum efficiency, it is recom-
mended that the rotor blades be cleaned periodically.
By obtaining the maximum possible rotor speed
through the use of proper prerotation techniques, you
Figure 20-2. Taxiing too fast or gusting winds can cause
blade flap in a slow turning rotor. If not controlled, a rotor
blade may strike the ground.
Rotor□
Ground□
Clearance
Airflow
Rotor□
Ground□
Clearance
Airflow
Figure 20-3. Decreasing the rotor disc angle of attack with forward cyclic can reduce the excessive amount of airflow causing
the blade flap. This also allows greater clearance between the rotor blades and the surface behind the gyroplane, minimizing
the chances of a blade striking the ground.
minimize the length of the ground roll that is required
to get the gyroplane airborne.
The prerotators on certificated gyroplanes remove the
possibility of blade flap during prerotation. Before the
clutch can be engaged, the pitch must be removed from
the blades. The rotor is then prerotated with a 0° angle
of attack on the blades, which prevents lift from being
produced and precludes the possibility of flapping.
When the desired rotor speed is achieved, blade pitch is
increased for takeoff.
TAKEOFF
Takeoffs are classified according to the takeoff surface,
obstructions, and atmospheric conditions. Each type of
takeoff assumes that certain conditions exist. When
conditions dictate, a combination of takeoff techniques
can be used. Two important speeds used for takeoff and
initial climbout are V X and VY. VX is defined as the
speed that provides the best angle of climb, and will
yield the maximum altitude gain over a given distance.
This speed is normally used when obstacles on the
ground are a factor. Maintaining V Y speed ensures the
aircraft will climb at its maximum rate, providing the
most altitude gain for a given period of time.
[Figure 20-4] Prior to any takeoff or maneuver, you
should ensure that the area is clear of other traffic.
NORMAL TAKEOFF
The normal takeoff assumes that a prepared surface of
adequate length is available and that there are no high
obstructions to be cleared within the takeoff path. The
normal takeoff for most amateur-built gyroplanes is
accomplished by prerotating to sufficient rotor r.p.m. to
prevent blade flapping and tilting the rotor back with
cyclic control. Using a speed of 20 to 30 m.p.h., allow
the rotor to accelerate and begin producing lift. As lift
increases, move the cyclic forward to decrease the pitch
angle on the rotor disc. When appreciable lift is being
produced, the nose of the aircraft rises, and you can feel
an increase in drag. Using coordinated throttle and
flight control inputs, balance the gyroplane on the main
gear without the nose wheel or tail wheel in contact
with the surface. At this point, smoothly increase power
to full thrust and hold the nose at takeoff attitude with
cyclic pressure. The gyroplane will lift off at or near
the minimum power required speed for the aircraft. VX
should be used for the initial climb, then V Y for the
remainder of the climb phase.
A normal takeoff for certificated gyroplanes is accom-
plished by prerotating to a rotor r.p.m. slightly above
that required for flight and disengaging the rotor drive.
The brakes are then released and full power is applied.
Lift off will not occur until the blade pitch is increased
to the normal in-flight setting and the rotor disk tilted
Best Rate of Climb (VY)
Best Angleof Climb(VX)
Figure 20-4. Best angle-of-climb (VX) speed is used when obstacles are a factor. V Y provides the most altitude gain for a given
amount of time.
power applied as soon as appreciable lift is felt. V X
climb speed should be maintained until the obstruction
is cleared. Familiarity with the rotor acceleration
characteristics and proper technique are essential for
optimum short-field performance.
If the prerotator is capable of spinning the rotor in
excess of normal flight r.p.m., the stored energy may be
used to enhance short-field performance. Once maxi-
mum rotor r.p.m. is attained, disengage the rotor drive,
release the brakes, and apply power. As airspeed and
rotor r.p.m. increase, apply additional power until full
power is achieved. While remaining on the ground,
accelerate the gyroplane to a speed just prior to V X. At
that point, tilt the disk aft and increase the blade pitch
to the normal in-flight setting. The climb should be at a
speed just under V X until rotor r.p.m. has dropped to
normal flight r.p.m. or the obstruction has been cleared.
When the obstruction is no longer a factor, increase the
airspeed to VY.
COMMON ERRORS
1. Failure to position gyroplane for maximum
utilization of available takeoff area.
2. Failure to check rotor for proper operation, track,
and r.p.m. prior to takeoff.
3. Improper initial positioning of flight controls.
4. Improper application of power.
5. Improper use of brakes.
6. Poor directional control.
7. Failure to lift off at proper airspeed.
8. Failure to establish and maintain proper climb
attitude and airspeed.
9. Drifting from the desired ground track during the
climb.
HIGH-ALTITUDE TAKEOFF
A high-altitude takeoff is conducted in a manner very
similar to that of the short-field takeoff, which achieves
maximum performance from the aircraft during each
phase of the maneuver. One important consideration is
that at higher altitudes, rotor r.p.m. is higher for a given
blade pitch angle. This higher speed is a result of thin-
ner air, and is necessary to produce the same amount of
lift. The inertia of the excess rotor speed should not be
used in an attempt to enhance climb performance.
Another important consideration is the effect of alti-
tude on engine performance. As altitude increases, the
amount of oxygen available for combustion decreases.
In normally aspirated engines, it may be necessary to
aft. This is normally accomplished at approximately 30
to 40 m.p.h. The gyroplane should then be allowed to
accelerate to V X for the initial climb, followed by V Y
for the remainder of the climb. On any takeoff in a
gyroplane, engine torque causes the aircraft to roll
opposite the direction of propeller rotation, and
adequate compensation must be made.
CROSSWIND TAKEOFF
A crosswind takeoff is much like a normal takeoff,
except that you have to use the flight controls to
compensate for the crosswind component. The term
crosswind component refers to that part of the wind
which acts at right angles to the takeoff path. Before
attempting any crosswind takeoff, refer to the flight
manual, if available, or the manufacturer’s recommen-
dations for any limitations.
Begin the maneuver by aligning the gyroplane into the
wind as much as possible. At airports with wide
runways, you might be able to angle your takeoff roll
down the runway to take advantage of as much head-
wind as you can. As airspeed increases, gradually tilt
the rotor into the wind and use rudder pressure to
maintain runway heading. In most cases, you should
accelerate to a speed slightly faster than normal liftoff
speed. As you reach takeoff speed, the downwind wheel
lifts off the ground first, followed by the upwind wheel.
Once airborne, remove the cross-control inputs and
establish a crab, if runway heading is to be maintained.
Due to the maneuverability of the gyroplane, an immedi-
ate turn into the wind after lift off can be safely executed,
if this does not cause a conflict with existing traffic.
COMMON ERRORS FOR NORMAL AND
CROSSWIND TAKEOFFS
1. Failure to check rotor for proper operation, track,
and r.p.m. prior to takeoff.
2. Improper initial positioning of flight controls.
3. Improper application of power.
4. Poor directional control.
5. Failure to lift off at proper airspeed.
6. Failure to establish and maintain proper climb
attitude and airspeed.
7. Drifting from the desired ground track during the
climb.
SHORT-FIELD TAKEOFF
Short-field takeoff and climb procedures may be
required when the usable takeoff surface is short, or
when it is restricted by obstructions, such as trees,
powerlines, or buildings, at the departure end. The
technique is identical to the normal takeoff, with
performance being optimized during each phase. Using
the help from wind and propwash, the maximum rotor
r.p.m. should be attained from the prerotator and full
Normally Aspirated—An engine that does not compensate for decreases
in atmospheric pressure through turbocharging or other means.
adjust the fuel/air mixture to achieve the best possible
power output. This process is referred to as “leaning
the mixture.” If you are considering a high-altitude
takeoff, and it appears that the climb performance limit
of the gyroplane is being approached, do not attempt a
takeoff until more favorable conditions exist.
SOFT-FIELD TAKEOFF
A soft field may be defined as any takeoff surface that
measurably retards acceleration during the takeoff roll.
The objective of the soft-field takeoff is to transfer the
weight of the aircraft from the landing gear to the rotor
as quickly and smoothly as possible to eliminate the
drag caused by surfaces, such as tall grass, soft dirt, or
snow. This takeoff requires liftoff at a speed just above
the minimum level flight speed for the aircraft. Due to
design, many of the smaller gyroplanes have a limited
pitch attitude available, as tail contact with the ground
prevents high pitch attitudes until in flight. At mini-
mum level flight speed, the pitch attitude is often such
that the tail wheel is lower than the main wheels. When
performing a soft-field takeoff, these aircraft require
slightly higher liftoff airspeeds to allow for proper tail
clearance.
COMMON ERRORS
1. Failure to check rotor for proper operation, track,
and r.p.m. prior to takeoff.
2. Improper initial positioning of flight controls.
3. Improper application of power.
4. Allowing gyroplane to lose momentum by
slowing or stopping on takeoff surface prior to
initiating takeoff.
5. Poor directional control.
6. Improper pitch attitude during lift-off.
7. Settling back to takeoff surface after becoming
airborne.
8. Failure to establish and maintain proper climb
attitude and airspeed.
9. Drifting from the desired ground track during the
climb.
JUMP TAKEOFF
Gyroplanes with collective pitch change, and the
ability to prerotate the rotor system to speeds approxi-
mately 50 percent higher than those required for
normal flight, are capable of achieving extremely short
takeoff rolls. Actual jump takeoffs can be performed
under the proper conditions. A jump takeoff requires no
ground roll, making it the most effective soft-field and
crosswind takeoff procedure. [Figure 20-5] A jump
takeoff is possible because the energy stored in the
blades, as a result of the higher rotor r.p.m., is used to
keep the gyroplane airborne as it accelerates through
minimum level flight speed. Failure to have sufficient
rotor r.p.m. for a jump takeoff results in the gyroplane
settling back to the ground. Before attempting a jump
takeoff, it is essential that you first determine if it is
possible given the existing conditions by consulting the
relevant performance chart. Should conditions of
weight, altitude, temperature, or wind leave the suc-
cessful outcome of the maneuver in doubt, it should not
be attempted.
The prudent pilot may also use a “rule of thumb” for
predicting performance before attempting a jump take-
off. As an example, suppose that a particular gyroplane
is known to be able to make a jump takeoff and remain
airborne to accelerate to VX at a weight of 1,800 pounds
and a density altitude of 2,000 feet. Since few takeoffs
are made under these exact conditions, compensation
must be made for variations in weight, wind, and den-
sity altitude. The “rule of thumb” being used for this
particular aircraft stipulates that 1,000 feet of density
altitude equates with 10 m.p.h. wind or 100 pounds of
gross weight. To use this equation, you must first deter-
mine the density altitude. This is accomplished by
setting your altimeter to the standard sea level pressure
setting of 29.92 inches of mercury and reading the pres-
sure altitude. Next, you must correct for nonstandard
temperature. Standard temperature at sea level is 59°F
(15°C) and decreases 3.5°F (2°C) for every additional
Figure 20-5. During a jump takeoff, excess rotor inertia is
used to lift the gyroplane nearly vertical, where it is then
accelerated through minimum level flight speed.
Density Altitude—Pressure altitude corrected for nonstandard temper-
ature. This is a theoretical value that is used in determining aircraft
performance.
one thousand feet of pressure altitude. [Figure 20-6]
Once you have determined the standard temperature
for your pressure altitude, compare it with the actual
existing conditions. For every 10°F (5.5°C) the actual
temperature is above standard, add 750 feet to the
pressure altitude to estimate the density altitude. If the
density altitude is above 2,000 feet, a jump takeoff in
this aircraft should not be attempted unless wind and/or
a weight reduction would compensate for the decrease
in performance. Using the equation, if the density alti-
tude is 3,000 feet (1,000 feet above a satisfactory jump
density altitude), a reduction of 100 pounds in gross
weight or a 10 m.p.h. of wind would still allow a satis-
factory jump takeoff. Additionally, a reduction of 50
pounds in weight combined with a 5 m.p.h. wind would
also allow a satisfactory jump. If it is determined that a
jump takeoff should not be conducted because the
weight cannot be reduced or an appropriate wind is not
blowing, then consideration should be given to a
rolling takeoff. A takeoff roll of 10 m.p.h. is equivalent
to a wind speed of 10 m.p.h. or a reduction of 100
pounds in gross weight. It is important to note that a
jump takeoff is predicated on having achieved a spe-
cific rotor r.p.m. If this r.p.m. has not been attained,
performance is unpredictable, and the maneuver should
not be attempted.
BASIC FLIGHT MANEUVERS
Conducting flight maneuvers in a gyroplane is differ-
ent than in most other aircraft. Because of the wide
variety in designs, many gyroplanes have only basic
instruments available, and the pilot is often exposed to
the airflow. In addition, the visual clues found on other
aircraft, such as cowlings, wings, and windshields
might not be part of your gyroplane’s design.
Therefore, much more reliance is placed on pilot
interpretation of flight attitude and the “feel” of the
gyroplane than in other types of aircraft. Acquiring the
skills to precisely control a gyroplane can be a
challenging and rewarding experience, but requires
dedication and the direction of a competent instructor.
STRAIGHT-AND-LEVEL FLIGHT
Straight-and-level flight is conducted by maintaining a
constant altitude and a constant heading. In flight, a
gyroplane essentially acts as a plumb suspended from
the rotor. As such, torque forces from the engine cause
the airframe to be deflected a few degrees out of the
vertical plane. This very slight “out of vertical”
condition should be ignored and the aircraft flown to
maintain a constant heading.
The throttle is used to control airspeed. In level flight,
when the airspeed of a gyroplane increases, the rotor
disc angle of attack must be decreased. This causes
pitch control to become increasingly more sensitive.
[Figure 20-7] As this disc angle becomes very small, it
is possible to overcontrol a gyroplane when encounter-
ing turbulence. For this reason, when extreme
turbulence is encountered or expected, airspeed should
be decreased. Even in normal conditions, a gyroplane
requires constant attention to maintain straight-and-
level flight. Although more stable than helicopters,
gyroplanes are less stable than airplanes. When cyclic
trim is available, it should be used to relieve any stick
forces required during stabilized flight.
CLIMBS
A climb is achieved by adding power in excess of what
is required for straight-and-level flight at a particular
airspeed. The amount of excess power used is directly
proportional to the climb rate. For maneuvers when
Rotor□
Disk□
Angle
Low Speed
High Speed
Figure 20-7. The angle of the rotor disc decreases at higher
cruise speeds, which increases pitch control sensitivity.
20,000
19,000
18,000
17,000
16,000
15,000
14,000
13,000
12,000
11,000
10,000
9,000
8,000
7,000
6,000
5,000
4.000
3,000
2,000
1,000
Sea Level
–25 –20 –15 –10 –5 0 5 10 15
–12 0 10 20 30 40 59 50
ϒC
ϒF
Figure 20-6. Standard temperature chart.
maximum performance is desired, two important climb
speeds are best angle-of-climb speed and best rate-of-
climb speed.
Because a gyroplane cannot be stalled, it may be tempt-
ing to increase the climb rate by decreasing airspeed.
This practice, however, is self-defeating. Operating
below the best angle-of-climb speed causes a diminish-
ing rate of climb. In fact, if a gyroplane is slowed to the
minimum level flight speed, it requires full power just
to maintain altitude. Operating in this performance
realm, sometimes referred to as the “backside of the
power curve,” is desirable in some maneuvers, but can
be hazardous when maximum climb performance is
required. For further explanation of a gyroplane power
curve, see Flight at Slow Airspeeds, which is discussed
later in this chapter.
DESCENTS
A descent is the result of using less power than that
required for straight-and-level flight at a particular
airspeed. Varying engine power during a descent allows
you to choose a variety of descent profiles. In a power-off
descent, the minimum descent rate is achieved by using
the airspeed that would normally be used for level flight
at minimum power, which is also very close to the speed
used for the best angle of climb. When distance is a factor
during a power-off descent, maximum gliding distance
can be achieved by maintaining a speed very close to the
best rate-of-climb airspeed. Because a gyroplane can be
safely flown down to zero airspeed, a common error in
this type of descent is attempting to extend the glide by
raising the pitch attitude. The result is a higher rate of
descent and less distance being covered. For this reason,
proper glide speed should be adhered to closely. Should a
strong headwind exist, while attempting to achieve the
maximum distance during a glide, a rule of thumb to
achieve the greatest distance is to increase the glide speed
by approximately 25 percent of the headwind. The atti-
tude of the gyroplane for best glide performance is
learned with experience, and slight pitch adjustments are
made for the proper airspeed. If a descent is needed to
lose excess altitude, slowing the gyroplane to below the
best glide speed increases the rate of descent. Typically,
slowing to zero airspeed results in a descent rate twice
that of maintaining the best glide speed.
TURNS
Turns are made in a gyroplane by banking the rotor disc
with cyclic control. Once the area, in the direction of the
turn, has been cleared for traffic, apply sideward pres-
sure on the cyclic until the desired bank angle is
achieved. The speed at which the gyroplane enters the
bank is dependent on how far the cyclic is displaced.
When the desired bank angle is reached, return the
cyclic to the neutral position. The rudder pedals are used
to keep the gyroplane in longitudinal trim throughout
the turn, but not to assist in establishing the turn.
The bank angle used for a turn directly affects the rate
of turn. As the bank is steepened, the turn rate
increases, but more power is required to maintain alti-
tude. A bank angle can be reached where all available
power is required, with any further increase in bank
resulting in a loss of airspeed or altitude. Turns during a
climb should be made at the minimum angle of bank
necessary, as higher bank angles would require more
power that would otherwise be available for the climb.
Turns while gliding increase the rate of descent and may
be used as an effective way of losing excess altitude.
SLIPS
A slip occurs when the gyroplane slides sideways
toward the center of the turn. [Figure 20-8] It is caused
by an insufficient amount of rudder pedal in the direc-
tion of the turn, or too much in the direction opposite
the turn. In other words, holding improper rudder pedal
pressure keeps the nose from following the turn, the
gyroplane slips sideways toward the center of the turn.
SKIDS
A skid occurs when the gyroplane slides sideways away
from the center of the turn. [Figure 20-9] It is caused by
too much rudder pedal pressure in the direction of the
turn, or by too little in the direction opposite the turn. If
the gyroplane is forced to turn faster with increased
pedal pressure instead of by increasing the degree of
Slip
InertiaHCL
Figure 20-8. During a slip, the rate of turn is too slow for the
angle of bank used, and the horizontal component of lift
(HCL) exceeds inertia. You can reestablish equilibrium by
decreasing the angle of bank, increasing the rate of turn by
applying rudder pedal, or a combination of the two.
Skid
HCL Inertia
Figure 20-9. During a skid, inertia exceeds the HCL. To
reestablish equilibrium, increase the bank angle or reduce
the rate of turn by applying rudder pedal. You may also use a
combination of these two corrections.
bank, it skids sideways away from the center of the turn
instead of flying in its normal curved pattern.
COMMON ERRORS DURING BASIC FLIGHT
MANEUVERS
1. Improper coordination of flight controls.
2. Failure to cross-check and correctly interpret
outside and instrument references.
3. Using faulty trim technique.
STEEP TURNS
A steep turn is a performance maneuver used in
training that consists of a turn in either direction at a
bank angle of approximately 40°. The objective of
performing steep turns is to develop smoothness, coor-
dination, orientation, division of attention, and control
techniques.
Prior to initiating a steep turn, or any other flight
maneuver, first complete a clearing turn to check the
area for traffic. To accomplish this, you may execute
either one 180° turn or two 90° turns in opposite
directions. Once the area has been cleared, roll the
gyroplane into a 40° angle-of-bank turn while
smoothly adding power and slowly moving the cyclic
aft to maintain altitude. Maintain coordinated flight
with proper rudder pedal pressure. Throughout the turn,
cross-reference visual cues outside the gyroplane with
the flight instruments, if available, to maintain a con-
stant altitude and angle of bank. Anticipate the roll-out
by leading the roll-out heading by approximately 20°.
Using section lines or prominent landmarks to aid in
orientation can be helpful in rolling out on the proper
heading. During roll-out, gradually return the cyclic to
the original position and reduce power to maintain
altitude and airspeed.
COMMON ERRORS
1. Improper bank and power coordination during
entry and rollout.
2. Uncoordinated use of flight controls.
3. Exceeding manufacturer’s recommended maxi-
mum bank angle.
4. Improper technique in correcting altitude
deviations.
5. Loss of orientation.
6. Excessive deviation from desired heading during
rollout.
GROUND REFERENCE MANEUVERS
Ground reference maneuvers are training exercises
flown to help you develop a division of attention
between the flight path and ground references, while
controlling the gyroplane and watching for other
aircraft in the vicinity. Prior to each maneuver, a clear-
ing turn should be accomplished to ensure the practice
area is free of conflicting traffic.
RECTANGULAR COURSE
The rectangular course is a training maneuver in which
the ground track of the gyroplane is equidistant from
all sides of a selected rectangular area on the ground.
[Figure 20-10] While performing the maneuver, the
altitude and airspeed should be held constant. The rec-
tangular course helps you to develop a recognition of a
drift toward or away from a line parallel to the intended
ground track. This is helpful in recognizing drift toward
or from an airport runway during the various legs of the
airport traffic pattern.
For this maneuver, pick a square or rectangular field, or
an area bounded on four sides by section lines or roads,
where the sides are approximately a mile in length. The
area selected should be well away from other air traf-
fic. Fly the maneuver approximately 600 to 1,000 feet
above the ground, which is the altitude usually required
for an airport traffic pattern. You should fly the
gyroplane parallel to and at a uniform distance, about
one-fourth to one-half mile, from the field boundaries,
not above the boundaries. For best results, position
your flight path outside the field boundaries just far
enough away that they may be easily observed. You
should be able to see the edges of the selected field
while seated in a normal position and looking out the
side of the gyroplane during either a left-hand or right-
hand course. The distance of the ground track from the
edges of the field should be the same regardless of
whether the course is flown to the left or right. All turns
should be started when your gyroplane is abeam the
corners of the field boundaries. The bank normally
should not exceed 30°.
Although the rectangular course may be entered from
any direction, this discussion assumes entry on a down-
wind heading. As you approach the field boundary on
the downwind leg, you should begin planning for your
turn to the crosswind leg. Since you have a tailwind on
the downwind leg, the gyroplane’s groundspeed is
increased (position 1). During the turn onto the cross-
wind leg, which is the equivalent of the base leg in a
traffic pattern, the wind causes the gyroplane to drift
away from the field. To counteract this effect, the roll-
in should be made at a fairly fast rate with a relatively
steep bank (position 2).
As the turn progresses, the tailwind component
decreases, which decreases the groundspeed.
Consequently, the bank angle and rate of turn must be
reduced gradually to ensure that upon completion of
the turn, the crosswind ground track continues to be the
same distance from the edge of the field. Upon comple-
tion of the turn, the gyroplane should be level and