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be removed, just as the wheels are ready to touch. This
results is a very slow, gentle touchdown. In a strong
headwind, avoid allowing the gyroplane to roll rearward
at touchdown. After touchdown, smoothly and
gently lower the nosewheel to the ground. Minimize
the use of brakes, and remain aware that the nosewheel
could dig in the soft surface.
When no wind exists, use a steep approach similar to a
short-field landing so that the forward speed can be dissipated
during the flare. Use the throttle to cushion the
touchdown.
CROSSWIND LANDING
Crosswind landing technique is normally used in gyroplanes
when a crosswind of approximately 15 m.p.h. or
less exists. In conditions with higher crosswinds, it
becomes very difficult, if not impossible, to maintain
adequate compensation for the crosswind. In these conditions,
the slow touchdown speed of a gyroplane
allows a much safer option of turning directly into the
wind and landing with little or no ground roll. Deciding
when to use this technique, however, may be
complicated by gusting winds or the characteristics of
the particular landing area.
On final approach, establish a crab angle into the wind
to maintain a ground track that is aligned with the
extended centerline of the runway. Just before
touchdown, remove the crab angle and bank the
gyroplane slightly into the wind to prevent drift.
Maintain longitudinal alignment with the runway using
the rudder. In higher crosswinds, if full rudder deflection
is not sufficient to maintain alignment with the runway,
applying a slight amount of power can increase
rudder effectiveness. The length of the flare should be
reduced to allow a slightly higher touchdown speed than
that used in a no-wind landing. Touchdown is made on
the upwind main wheel first, with the other main wheel
settling to the runway as forward momentum is lost.
After landing, continue to keep the rotor tilted into the
wind to maintain positive control during the rollout.
HIGH-ALTITUDE LANDING
A high-altitude landing assumes a density altitude near
the limit of what is considered good climb performance
50'
Normal Approach
Short Field Approach
Figure 20-14. The airspeed used on a short-field approach is slower than that for a normal approach, allowing a steeper
approach path and requiring less runway.
20-15
for the gyroplane. When using the same indicated
airspeed as that used for a normal approach at lower
altitude, a high density altitude results in higher rotor
r.p.m. and a slightly higher rate of descent. The greater
vertical velocity is a result of higher true airspeed as
compared with that at low altitudes. When practicing
high-altitude landings, it is prudent to first learn normal
landings with a flare and roll out. Full flare, no roll
landings should not be attempted until a good feel for
aircraft response at higher altitudes has been acquired.
As with high-altitude takeoffs, it is also important to
consider the effects of higher altitude on engine
performance.
COMMON ERRORS DURING LANDING
1. Failure to establish and maintain a stabilized
approach.
2. Improper technique in the use of power.
3. Improper technique during flare or touchdown.
4. Touchdown at too low an airspeed with strong
headwinds, causing a rearward roll.
5. Poor directional control after touchdown.
6. Improper use of brakes.
GO-AROUND
The go-around is used to abort a landing approach
when unsafe factors for landing are recognized. If the
decision is made early in the approach to go around,
normal climb procedures utilizing VX and VY should
be used. A late decision to go around, such as after the
full flare has been initiated, may result in an airspeed
where power required is greater than power available.
When this occurs, a touchdown becomes unavoidable
and it may be safer to proceed with the landing than to
sustain an extended ground roll that would be required
to go around. Also, the pitch attitude of the gyroplane
in the flare is high enough that the tail would be considerably
lower than the main gear, and a touch down
with power on would result in a sudden pitch down and
acceleration of the aircraft. Control of the gyroplane
under these circumstances may be difficult.
Consequently, the decision to go around should be
made as early as possible, before the speed is reduced
below the point that power required exceeds power
available.
COMMON ERRORS
1. Failure to recognize a situation where a goaround
is necessary.
2. Improper application of power.
3. Failure to control pitch attitude.
　
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