Just an update for those interested: Mr. Snyder mentioned that in many countries the AutoGyro Calidus is a certified aircraft, but not in the US. That's no longer true. Although you can still buy a kit and build it yourself under the Experimental Aircraft rules, the Calidus is now also available here as a factory-built, type-certificated design. The FAA issued the Calidus a Type Certificate, R00006RD, on November 30, 2016.
@josh langley With the prop/fan being as close to the center of rotation as it is in most designs, there wouldn't me much leverage for thrust to give good yaw control. One could move the fan further rearward on a long shaft, but that would introduce other issues. Current pusher designs are pretty well proven, and the reason pushers are more common than tractors (as were used in the early designs by Cierva and Pitcairn) is because the pusher props send air across the rudder surfaces so yaw control is established even at low airspeeds.
⚠️ God has said in the Quran: 🔵 { O mankind, worship your Lord, who created you and those before you, that you may become righteous - ( 2:21 ) 🔴 [He] who made for you the earth a bed [spread out] and the sky a ceiling and sent down from the sky, rain and brought forth thereby fruits as provision for you. So do not attribute to Allah equals while you know [that there is nothing similar to Him]. ( 2:22 ) 🔵 And if you are in doubt about what We have sent down upon Our Servant [Muhammad], then produce a surah the like thereof and call upon your witnesses other than Allah, if you should be truthful. ( 2:23 ) 🔴 But if you do not - and you will never be able to - then fear the Fire, whose fuel is men and stones, prepared for the disbelievers.( 2:24 ) 🔵 And give good tidings to those who believe and do righteous deeds that they will have gardens [in Paradise] beneath which rivers flow. Whenever they are provided with a provision of fruit therefrom, they will say, "This is what we were provided with before." And it is given to them in likeness. And they will have therein purified spouses, and they will abide therein eternally. ( 2:25 ) ⚠️ Quran
This is the best video that I've seen reviewing a gyrocopter please review more gyrocopters. The media guy asked all the right questions got great camera footage of landing and takeoff. Lot of information of the aircraft. Then I'll just like to say do more videos this media guy. great
Thats a awesome aircraft love the color I always wanted to fly one along the coast at low level say 30 or 40 ft is this allowed or is there a hight requirement thanks for showing I love it.
Gyroplanes require specific type-certifications for existing pilots to fly (good idea, anyway). Calidus = kind of "Cadillac" of the gyro world and tandem seating = streamlined. Runs about $125K. AutoGyro's (German) open cockpit model, MTO Sport, runs about $75 - 80K depending on instruments & options. Same for Silverlight's AR-1 (Zephyrhills, FL, USA). Titanium (Australia) = "beefier" but still under Light Sport weight limits. Other companies = Magni Gyro (Italy), ELA (Spain). Most of these gyros use the Rotax 912 (100 hp) = OK at sea level or 914 turbo (115 hp) = better for higher altitudes. There are other gyros out there that are single-seat and do not have the wind-protection that the aforementioned models have. To each his own. Engine mounted in the rear keeps the CG near the rotor mast. Prop up front would require aircrew seating behind the mast. That was the first design by Spanish engineer Juan de la Cierva in 1923 or so. Gyroplanes are not like Trikes in that gyros cannot stall like a fixed wing. In fact, the gyro pilot typically reduces airspeed to zero by pulling the cyclic all the way back and then goes into a vertical descent. The most fun I've ever had flying....
Thanks.. Your video is wonderfully quite informative 👌keep it up 👍 From where I can download construction plans of an ultra light weight.. Gyroplane or Gyrocoptor with n without electric BLDC motor 🤔
Is this less expensive to fly than a 172? Any comparison? This was an amazing video...love the Calidus...sure wish I was younger...these things were very rare when I was young enough to fly...now I am too old to afford one, so I guess I will stick with my motorbike.
I want to try to get one of these this year. I flew Ah1Gs Cobra Gunship in Viet Nam, Hueys and jet Rangers in Germany. Waiting to find a good used one. I been flying with my friend fixed wing doing few rolls loops etc. Not as fun as the rotor craft. Wish me luck. Oh this Z/28 I bought in 1968 w2hile in flight school. It went to Germany with me. I still have it. Its mint cond.
I LOVE this thing! I'd almost want to invest in this rather than a helicopter as I know maintenance costs for a R44 and compared to this....it has to be next to nothing. I just want to fly and have fun and this would fit the bill. I'd miss doors off but I'd survive.
If I was the leader of a nation I would sell all military aircraft and demand a fleet of these. Imagine the bewilderment of the enemy when a squadron of their 5th generation fighter jets are faced with a plantoon of these babies piloted by the most fiercly determined pilots you could imagine.
Can the pre-rotation fxn of the motor be made more robust to make VTOL possible? then change to free-spinning once adequate horizontal speed is achieved? Would make these more commuter friendly not to need a runway.
There's the option for something called "hop-up" in larger gyro's, but smaller ones like this have such a small roll-out for takeoffs that it's really not necessary.
Hyperious I’m not talking about the current small rotorcraft depicted here, I know they have a short roll-out for take-off, but if you need a gyro-rotorcraft to take-off from a rooftop, hop-up would be necessary. I haven’t seen any prototypes of gyro-rotorcraft that has a robust enuf hop-up fxn to be relied upon for such a take-off.
Weight restrictions vary from country to country: in some places these are classified as ultralight/microlight aircraft, in others they're light sport aircraft, etc. This particular model, the Calidus, has a maximum gross weight rating of 450 kg (990 pounds) in some locales and 500 kg (1,100 pounds) in others. The payload allowed will depend on which rating system it falls under, but it has an empty weight of 262 kg (576 pounds), so it has a useful load in the neighborhood of 400 to 500 pounds. The maximum weight allowed in each seat is 125 kg (275 pounds), but if you fully load both seats you'll be over gross even before adding fuel. To stay within weight and balance limits there's also a minimum weight in the front seat of 65 kg (143 pounds), so petite pilots may need to add ballast to the under-seat baggage compartment. Standard fuel capacity is 39 liters (10 gallons) and with the optional auxiliary tank is 75 liters (20 gallons).
@@tmst2199 It will depend on which engine is mounted, how it's loaded, how fast it's flown (aerodynamic drag increases at the square of the velocity), etc., but using the base engine and given 19 gallons of useable fuel it would have about a four-hour endurance at high-speed cruise of 86 knots, for a range of about 341 nautical miles (396 statute miles), plus reserves. Autogyros aren't as efficient as fixed-wing aircraft, but they ride smoother in rough air, can fly slower, can land in *much* shorter distances, etc.
@@seikibrian8641 Damn. Is drag a 2nd-level function of speed? I always thought it was a product of speed and a coefficient. But I was wrong. :-) Hey, so what about low-speed cruising range? 86 knots sounds insane at less than airliner altitudes. :-)
@@tmst2199 Long-range cruise is 70 knots, if I recall, but I don't have anything in my chart about fuel burn at that speed, so I can't say with any accuracy what the range would be. But it very well could be close to 500 miles if you run the tank to the last drop.
Very small tanks so not something to take long trips in, blades can come off for storage but if you want specifics just google one of the manufacturers and they will have specific ranges and dimensions for you. Hope that helps as I see some folks would rather be rude than helpful. We need all the people excited about aviation as possible as the private public does all it can to close airports and regulate General Aviation. Go to some airshows too and look around and you will be able to get in this field quickly.
The teeter hinge needs to be inspected every five hours and greased "as needed." That's within the owner's/pilot's allowed duties; no need to hire an A&P to do it.
They're impervious to loss of power situations with a nearly 1:1 glide ratio+ if you can flare properly at the end since it's constantly in a state of autorotatio
Lets make a list of different aircraft types. You got the fixed wing and you got the rotorcraft. When it comes toe fixed wing, you simply can have different numbers of motors and wings and slightly different shapes of wings and fuselage. Then you got floatplanes and flying boats, both of wich can (and usually do) have retractable landing gear as well. On the rotorcraft side there's more different designs. There's one or two main rotors with different numbers of blades. With only one lift rotor, you need a tail rotor. The tail rotor can be "protected" (fenestron) or regular, or it can even be a directed fan (notar). With two main rotors their torgues usually cancel each other and differential torque can be used for steering. The main rotor blades can be on top of each other on the same axis (coaxial) or they can be on two slightly tilted axis next to each other sideways with two blades and synchronized (synchropter). Or you can have a front and rear main rotor with three blades and synchronized. Or you can even have short wings and rotors at the ends of these wings (tiltrotor). Examples of rotorcraft include Kamov (coaxial), Kaman K-Max (synchropter), Boeing Chinook (front and rear rotor), Boeing V-22 Osprey (tiltrotor), Airbus Helicopters (conventional or fenestron tail rotor) and McDonnel-Douglas (notar ie. "no tail rotor"). Then you have the autogyro, where the lift is provided by free wheeling tilted main rotor "powered" by the forward speed of the aircraft. And, some of these autogyros have "semi-powered" main lift rotors for "jumping starts". So, they actually spin the main rotor and then literally jump in the air using the rotor inertia to take off without an actual runway. Mind you, they can NOT climb vertically or hover, like helicopters.
This is awesome and great. I wish some of us here in Africa will not be left far behind as is always the case. Can this gyrocopter land vertically especially if there is no airport?.Great work friend.
+Laban Binus No...however..... in an emergency yes, most reps say something allong the lines of "if you had to come straight down most likely you be able to will walk away". The minimum landing speed for most autos are around 25-35 mph so if you had that as a headwind while landing it could be a 0 ground speed landing. Long story short NO they cant (in theory) land vertically.
This is an autogyro not a gyrocopter. Its common that people to get those two confused. Gyrocopters can take off & land vertically but autogyros can't. Gyrocopters are basically ultralight helicopters like the one seen in The Road Warrior. The benefit of an autogyro is they use much less runway for take off & landing than larger STOL aircraft. So I guess you can say an autogyro is a very short take off & landing aircraft.
spacemonkey no. autogyros, gyrocopters and gyroplanes are the same thing. There are some gyroplanes that makes jump takeoff that is quite similar to helicopter functionality but only in takeoff. once jumped they disconnect traction on the rotors and get those free for continuing flying. But gyros are totally different than helicopter. helicopters has traction on the main and tail rotors all the time.
What's the fuel burn? Can you use true automotive gas (gasohol)? What's the time between overhauls, and how much do they typically cost? Helicopter maintenance is prohibitive, but what's it like on these?
The preferred fuel is high octane automotive fuel (Mogas); EN 228 Super or EN228 Super plus (min. ROZ 95). Alternative fuels are 100LL avgas, UL91 avgas, and E10 gasohol. Fuel burn depends on the engine choice (Rotax 912 or 914) and on the RPM setting, but at normal cruise setting the 39 liter standard fuel capacity will give an endurance of more than 3 hours.
Fantastic:-) Love to have one but just can't quite get my head around hagin' off that rotor head, like heli's if anything drastic happens to the head, yr dead !
With 20 gal of fuel, long enough to need a pit stop before you run out. (edit: 3 hrs w/ the std 39 liter tank, prob 5 hrs w/ the 75 liter (20 gal) one.)
I think the types of aircraft you can fly is limited by the ratings on your pilot license, most private pilots(like me) have private land single, and this is in the Autogyro class, means you'd need to go through some training and acquire that rating on your licence
Modern Engineering is amazing. I kinda dream of flying all those wonderful/weird aircraft youtube showed me..... And btw I think it was said in the video that the take off operations were kinda similar to soft field take off, and the landing looking so damn gentle, I think that has something to do with the experienced pilot tutor's skills.
Bob Bowie The top rotor (rotary wing) is not powered, so there is no significant torque to counter, as in the case of helicopters. In the few cases when the rotor does cause the yaw of the aircraft to change, the rudder is used to cancel it out.
Bob Bowie, there is NO uncancelled torque going to the main rotor on takeoff. That's why no tail rotor. The only time the rotor is powered is when sitting still during spin-up, or 'pre-rotating'. Once the mail rotor is spun-up, power to the main rotor is dis-engaged. THEN the takeoff roll begins.
"Without a tail rotor- how does this aircraft cancel out the torque?" The same way a fixed-wing aircraft does: it has vertical stabilizers and a rudder, and a stick to control roll.
I find that the examiner is not condescending at all. He offered a good comparison versus fixed wing because that's the type student background he often works with. It's his job to help prevent people from killing themselves by reverting to their old instincts when they get in a bit of difficulty... one of the best introductory narratives I've seen.
