At 0:25, releasing back pressure on the stick was required. Allow airspeed to increase, climb out at Vx. If he didn't know that speed, he needed more TRAINING!
Its just you 😁 in all seriousness though they are extremely safe. They do have their quirks, that are different from other aircraft, but all aircraft have their special quirks. For all aircraft good training and respect for the machines limitations will keep you safe.
@@designsbyphilip510 I wrote to Ken Wallis many years ago, and he was kind enough to reply with a three-page letter. Among the many insightful things he shared on the autogyro, one was a tale of visiting Brazil and flying in hurricane conditions that grounded all other aircraft, including commercial jets - to read his colorful description, palm trees were whizzing by as he was flying about! It was his way of saying that, given their high wing-loading, agility, and generally forgiving nature, gyros are very safe to fly as long as they're flown within their parameters. I've been up in just about every form of light aircraft, and for my money I'd choose a gyro over any of them when it comes to safety and their all-weather capability. If someone ever finds a way to make them DRS-capable, it will only add another layer of safety. The only reason they have such a bad rep in the public's mind is that many accidents/fatalities from the past were by pilots self-educating on them in lieu of any adequate training at the time - hell, I grew up at a time when you'd see ads for engine-less Bensons that you could build at home and tow behind a vehicle - no license necessary! They've come a long long way in terms of design, training, and safety. That's why they're making such a resurgence, not least because they offer most of a helicopter's advantages at a tenth of the price in terms of cost and maintenance.
Inexperienced pilot making several mistakes. Tailwind take off, which is OK as long as you have sufficient runway. (see: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-tYzZGtTFacs.html). Needed to pre-rotate to higher RPM for short field take-off. Should have released the handbrake before pulling the stick back. Should have applied full power as the stick was pulled back, he delayed. He kept the stick back the entire ground run, should have waited for the nose to lift then eased the stick forward to pickup speed, keeping the nosewheel just off the ground (balancing). The gyro will then lift off on it's own when it is ready to fly. Instead, when the nose lifted, he kept the stick back and allowed the gyro to lift off below flying speed. Now flying too slow, he still failed to lower the nose which would have allowed him to at least land without crashing. So flying too slow and too low (behind the Power Curve), no amount of power could keep the gyro in the air, and he mushed into the ground. Can't imagine he ever received any gyro flying lessons. Jim McCudden ru-vid.com/show-UCh__1t_KfzZJ0sABgLaUvxA
And if this was downwind, a huge contributing factor was that his groundspeed was very high, so the ground wizzing by most likely lulled him into thinking he was fine when his airspeed was actually way behind the power curve…
I don't fly gyrocopters but I can see easily that he took of too soon and too steeply. A turn soon after takeoff nade matters worse. Even me I know that after you vecome airborne you have to fly low paralell to the ground to gain airspeed before clinbing. The question remains why this guy had a license to fly?
im a autogyro mtosport sp pilot max rotation rpm 200 takeoff 80knots trim psi 8 crashes looks like there is no balancing and not pushing forward must read before takeoff checklist!!!
He was always going to crash from word GO! What happened to lowering the blades, balancing on mains, increasing airspeed until you are flying on ground and then flying off? Obviously everything he'd learnt went straight out of this blokes head!
I agree the rotors are almost 45 deg before he even started the takeoff roll. should have gained ground speed first then brought the rotors back gradually enough to build RPM
Actually his launch seemed fine. He just failed to get the nose down, stay in ground effect and build up airspeed. It was too short of a field, long grass, and heavy (two guys and gear). Might have even had a slight tailwind looking at the grass behind him. If you gain ground speed first then pull back the rotor, you're likely to get blade flap (and more). It's dangerous and has caused a lot of take off accidents.
Sorry, but unless you are a qualified Gyro pilot or instruction that is the first thing one does is to pull the controll fully back and then increase rpm as fast as possible.
Yeah. The best I understand it is like those little paper helicopters you can make, and when you throw them, they spin to the ground. Or this seed pods that fall from trees. Those things spin while falling to the ground
no, when the speed of the rotor is sufficient, the pilot must gradually push the stick forward to gain speed before taking off, otherwise the drag of the rotor is greater than the thrust of the engine, in French we call this the "second regime"...This can also happen with a plane...
ah no, you mean collective? well these machines do not have one of those either. That is why they cannot hover. The man sitting in the seat is what we in the industry call a 'stick wiggling fucktard'. The cyclic moves the swashplate to give attitude/pitch and roll. This guy was stuck in a moment of gee I've got a big cock! Only to find out shortly afterwards that he was one.
Death machines! For Christ's sake just buy an aerobatic a/c. The KIS principle - Keep It Simple! Sod the the silly spinning blades. WHAT dies it achieve? Stooging around boring everybody, when you can do tail slides and barrel rolls. I await the howls of rage.
I am not a pilot but I can see the reason. The lift of this thing contains 2 parts: rotor rotation and attack angle. The rotation lift use saved kinetic power of rotor and the attack angle lift use the engine power directly. In this case, the kinetic energy of rotor is not built up enough and the take-off rely too much on the attack angle. If the engine were powerful enough, the rotor could build up enough energy with increasing speed. However, it seems that the engine was weak, or the pilot didn't push it to the limit. After getting into the air, the pilot is locked in a situation that he cannot decrease the attack angle. Any small maneuver will lead to a crash. In addition, the rotors are too long, making it less forgiving for landing.
With a strong face Wind take off , the angle of attack of the rotor blades assembly have to be ajustable or it's a crash for sure. A hydrolic system at the base of the rotor shaft should be easy to make but most of the gyros(for not saying ''ALL'' lol) do not have a shaft but just a bearing on top who the blades are fixed and they are not fixed on a hinge aswell and its a big mistake . They call it gyros but they are a pale copy of the original .
"With a strong face Wind take off , the angle of attack of the rotor blades assembly have to be ajustable or it's a crash for sure." You're not a rated gyroplane pilot, are you?
@@denisgiguere1600 Is there some point to this video? You still didn't answer my question: Are you a licensed gyroplane pilot? (It's a rhetorical question, because no gyroplane pilot would make the ridiculous statement that "the angle of attack of the rotor blades assembly have to be ajustable (sic) or it's a crash for sure." Most modern gyroplanes, and all the recently FAA-certificated models, have fix-in-flight rotor-blade pitches, and they fly in strong headwinds just fine.)
your another one who doesn't know what your talking about. Goodness me are all of armchair pilots going to make a fool of them selves. Read up on the principals of flight. and then make a educated comment.
@@Watson1 I dont like the design of that aircraft beacusse it is very different compare to the original ''hinged blades'' Auto-Giro . Reconises that the blades and rotor look so weak !
False. The Rotax 912 is ubiquitous on two-place autogyros, and it works just fine. The problem was the the pilot over-rotated, which caused a drop in airspeed, which caused the rotor RPM to decay, which caused a decrease in lift. Proper procedure is to raise the nose just enough to get the nose wheel off the ground, then hold that attitude until the mains lift off, and then LOWER THE NOSE briefly to fly just above the ground until the airspeed reaches best rate or best angle climb-out speed. Insufficiently-trained pilots tend to pull back on the stick when they start an unwanted descent, but that only makes the problem worse when they're behind the power curve.
