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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 altitude
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 satisfactory
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 specific
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 different
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 encountering
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-andlevel
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 50 59
°C
°F
Figure 20-6. Standard temperature chart.
20-7
maximum performance is desired, two important climb
speeds are best angle-of-climb speed and best rate-ofclimb
speed.
Because a gyroplane cannot be stalled, it may be tempting
to increase the climb rate by decreasing airspeed.
This practice, however, is self-defeating. Operating
below the best angle-of-climb speed causes a diminishing
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
　
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