gyrocopter gyroplane roll over crash Erskine Park in the mid 1990's... No serious injury to pilot 

You are lucky to be here in that case.

that Tiger Moth wasn't in the early 70's in Canada by any chance...I remember as a teenager thinking with so few flying how lucky it was it only nosed over after landing an a friends farm yard. It was co owned by three different men at the time. Great plane, Snoopy should have chosen it over the Sopwith Camel in my "humble" opinion.

Landing inverted! Thats crazy

Mee too man.

Quicksilvers are like giant RC planes, but very stable and forgiving. RC will never be as good as getting up there for real. I used RC as a way to get in the air. Until I realized I was always missing something...what it really feels like. I get goosebumps and sometimes rushes of adrenaline when I'm flying and reflect back to when this was all just a fantasy. I wish I started flying sooner.

going negative is something to avoid of course, but I really need to fit my go pro and film the dash board with the g meter (Iphone) when I am flying in summer turbulences ... just to show how many times the fucking gyro goes negative in vertical drafts .. the most important is to have a ctl gyro and not to try to compensate with the stick when it happens (just rpull a bit the throttle) , also belive me a 35 kilo averso rotor is so heavy that the rpm decrease is like bearly visible on the tach... I mean pilots must not fly gyros like FWs , kind like ascending like rockets and then full throttle , stick ahead @ top hill .. but if you are trained to pull throttle up hill and keeping the stick neutral until the giro get back on a flat attitude by itself there is no mean of committing suicide doing this, ok don't do this except in dual with a really good instructor .. but on the other hand don't stress people .. short accidental négative or zéro G does not kill you ... pushing the stick ahead full throttle does I agree ..

So true... I know many times I would be cruising along and experience a bit of up and down action (by surprise)... it makes for a bit of butt clenching... but as long as you don't react and just ride through it... nothing usually goes wrong. If you do make a stick movement, then a little back stick is ok... generally if there are any issues with porpoising or anything unusual occurring, either climbing or turning sorts it out

@@ratmanmurray7137 yes Terry did a wonderful demonstration which showed the inherent stability of his machines. He'd been arguing with some who said rudder does nothing only on take off or landing so he took the bloke up in his two seater ( the one you see in your nationals video). After take off he took his hands off the stick completely then flew hands off only using rudder and throttle to fly a complete circuit and land. I'd been instructing in the gyroglider for years by the time I'd built and flew my powered gyro so when I finally got airborne on my first hop I instantly relaxed this is just like the glider although Terry had given me an unusual instruction for landing that was different to the glider. He explained on your powered shallow landings don't pull the stick back just gradually cut power and after touching down then pull the stick gently to full back. This certainly wasn't the process in the glider. I was unsure but he explained you have 3 degrees downthrust on the motor right? Yes. That thrust vector is loading the disk right? And at best ld what angle is the disk at? 9 degrees. Yes. So what will happen when you remove the forward and downward component? The nose will rise? Exactly! So there I was comfortable because flying the vw was easier now I was in the air I adjusted rudder carefully as I hadn't trimmed the rudder yet then from a foot over the ground gently rolled back the throttle and it flared and landed with zero drama I then just eased in back stock to slow then started my next hop but it was revalation a properly set up gyro will fly better the less you do. Likewise in thermals my machine with no stabiliser will dip the nose maybe 3cm without touching the stick then when going out the other side raise the nose the same amount and for the same reasons. Even massive thermals that send the disk on the hall gauge to the top of the gauge do exactly the same I'm climbing at 1500f/m with my motor on idle but I only need minor corrections if any an that not to change attitude but to slow down the airspeed. Less is more the trick is getting students enough experience to know how little they need to do.

@@ratmanmurray7137Gyroplanes are like manythings, most people read shiit on the internet and simply believe what they read... but the worst of the worst is that some part time instructors teaching both FW and Gyro don't have a clue of what a gyro is .... in hard turbulences , when it starts rock a bit , just pull the throttle back and that's it , all rockin simply immediately stops .. and all of this it for low profile gyros.. because a dom, or any ctl gyro never rock at all .. in up draft it noses down a bit, and in down draft it rises mose a bit .. naturally like a FW ... I would also tell people, install a trim, trim the bird and hold the stick with two fingers and on focus on the throttle.. only the throttle, and when I say focus .. do it relax .. nothing will happen if you are late reducing engine rpm .. it is not tricky , you are not close to death.. new commers in the activity, don't stress... the rotor will always turn, relax .. it 's stressing not to see the wings .. and to hang under nothing .. but after 100 hours you will get used to this reality .. just relax and don't play with the stick the only situation where a low profile gyro is dangerous is when passing from a steep ascent to level flight or to descent without reducing engine rpm .. and even like this it would require to ascend like a rocket and then push violently the stick full throttle to bunt over ... and even in this situation most of the low profile gyros with giant HS like magnis; elas and other fucking eurotubs would not bunt over all the time .. so what we always hear from people saying a gyro has a specific flying envellope that we must not get out of is true ... but the envellope is wide and gyroplane is not tricky to fly, it does not require to be an expert, it is nearly impossible to get out this envellope .. all that is said is said to try to get people away from trouble but the side effect of this communication is that it stresses trainnees, and it even stresses instructors who end up believing those stupid sayings .. just relax, focus on the throttle and when passing from steep ascent to level fight just pull pull back the throttle and push the stick in the same slow motion .. and all will be ok ... try to find real instructors who will show you that even in the harsher situation a gyro is more then safe

@@gyroplane will ctl gyro bunt over with pull stick ahead and full throttle. I think only htl gyro will do that. Plus i heard that stabilizer help in turbulence.

Close... I am the 'other' Murray... I edited Gyro News in about 1996

The rotor teeters (like a see-saw) so that the rotor coming forward at into the air with the addition of the aircraft airspeed can rise... and the rotor on the other side going rearward minus the speed of the relative airflow can go lower without the machine turning due to the difference of lift on the rotor disk. Juan De La Cierva worked this out very early on after a few machines crashed due to this 'dissymmetry of lift'

For the cheek plates we used 7075 plate 5mm or 6mm thick... for the frame we used 50mm x 65mm 6061T6 rectangular tube with square outside corners and radiused inside corners. Prior to this tube being available... most gyros were made of 2" x 1" 6061T6 tube in tandem clamped together to make 2" x 2"

I disagree... a gyro is neither a fixed wing, nor a helicopter.. they are an entity to themselves. As I have said previously, if a FW is like a car... with 4 wheels, a steering wheel, motor and pedals... and a gyro is like a forklift... again, 4 wheels, a steering wheel, motor and pedals... the 'look' similar, but the steering pair of wheels are at the 'wrong end'... the CofG is way higher... no suspension, solid rubber tyres... many a car driver has tipped over a forklift... does that make forklifts 'lousy' cars? No... forklifts are not cars... same as gyros are not fixed wings (nor helicopters) The controls of a gyro 'appear' to be exactly the same as a FW... and this deception has claimed many FW pilots who have claimed 'I can fly a jumbo jet, I can fly this gyrocopter' ... and when issues arise in the gyro, they fall back on FW training which is usually the opposite inputs of what a gyro needs.

@@ratmanmurray7137 ABSOLUTELY!!! with proper training Gyro's are the safest aircraft, I own 2 of them. (1 is Barnett J4B2)

I'm also a model pilot and we had one do a fly-by of our field one night. Although the pilot had it well under control, it scared the Hell out of me too.

@@joeyjamison5772 I would bet if you go take a ride in a Gyro with an instructor you would want one.

What the heck are you talking about. The aircraft looks like it was built from bit found around the farm. If this pilot paid an instructor, he war ripped off. From the very start it was wrong. He spun the rotors up and then stuffed around, and by the time he was ready the rotors were nearly stopped. The speed he was going up and down the strip he should have been flying. We’re they teaching themselves to fly? I hope he wasn’t injured. This is a good example of what not to do.

Has anyone ever flown one of these contraptions and NOT crashed? Anyway, they are good for business.

Yes... did you notice the Sasquatch hiding behind the tree over my left shoulder?

A funny fact about Mad Max 11, when it appears that Max is also sitting on the gyro as they fly off into the distance... it is not actually Max sitting on the side of the gyro, it was actually a blow up s e x doll wearing a leather jacket, taped beside the gyro captain... Gerry Goodwin who was the actual gyro builder and pilot in the movie said he couldn't look across at the doll when filming the scene... he said it was just so funny he couldn't stop laughing...

Did you actually read the description? Let me guess...

@@utiniposungu1221 I read it. Still seems like a Wyle E. circus. What pearls of wisdom did the description render? They are newbies trying out newbie equipment. Yeah, like Wyle E. Coyote.

Back in the early days there were no 2-seat trainers. Pilots had to teach themselves by following a written training manual. The pilots who followed the manual were for the most part successful. Unfortunately some were not. Nowadays there are 2-seat trading for dual flight training which makes it a much safer sport.

Unfortunately the FAA has gummed up the Ultralight training in the US as well. Now if someone wants to fly an ultralight, they need to be lucky enough to know a guy with a 2 seater and willing to teach them, or like me, know a bunch of older guys and have a pretty decent foundation of the fundamentals of flight to get you off the ground. It's been fun explaining about my plane and what people would have to do to get into the sport. I feel like a rare type of human. I highly recommend Quicksilvers for their ease and safety.

@@jamesordwayultralightpilot Wow, I am very surprised to here that friend. In my country Australia, we have always had more stringent flight rules than the US, but now, it seems the rules are reversed if I read you right mate. Within the next 30 days I will be seriously thinking to buy a Corby Starlet (single seat) that has not even been test flown yet (Builder died) and when I inquire, I was told by the ruling body here (RAA) that so long as I have more than 200 hours ( I think) and a tail wheel endorsement in my log book, I am able to test fly it myself. So in the Us it seems I could not do that?

@Mikey Strikey I was just referring to 254lbs and under. Light sport experimental is what you would be referring to in the US which is still legal, as long as you have a sport pilot's license and a tail wheel endorsement. You could still get instruction in a light sport it just needs to be built by a certified mechanic. I'm not 100% sure of this but that is what I've gathered. I don't think I'll be pursuing any licenses in my lifetime... but I'm still young lol

@@jamesordwayultralightpilot Ahhh... understand. Yes your right, I was referring to LSA which is 750 or thereabouts. Happy flying mate.

It was fun back in the day, but the writing was on the wall it was not going to be used for long. It was an old mining strip and I don't think anyone had a lease on it any more. It is a shopping center or industrial area now, I believe? It was always fun seeing what cars ended up in the various dams.

I guess lakemba was a nice place to visit too half a century ago. Look at it today

The story is covered in the description and other comments... basically, he was trying to learn to taxy it and it got away from him....

sorry to hear this @@ratmanmurray7137

Yes, he was ok... he went on to manufacture rotors

@@ratmanmurray7137 good "news" Murray

Жесть ,я так понял камень на ВПП..? Мне кажется по крайней мере на взлёте и посадки " Дельт" побезопасней будет,особенно когда нет раскрутки ротора гирокоптера и приходится носиться как угорелый по неровной полевой полосе

I am not sure what this means? Here is the translation from Google: Tin, I understand the stone on the runway ..? It seems to me that at least the Deltas will be safer on takeoff and landing, especially when there is no spin-up of the gyrocopter rotor and you have to rush like crazy on an uneven field strip

I meant severely.Translation from Google..yes almost go

Yes, many of the gyros of the day were designed/built from plans or kits that required a VW car motor. The VWs were notoriously under powered and swung a short diameter, chunky propeller... which didn't equate to much (if any) surplus thrust... meaning ultimately, a heavy and low powered machine. That is why most of my machines I used Subaru EA81 engines and the best performers with turbos.

Do you think? LOL

Yes, it seems that way doesn't it? I have often heard fixed wing pilots who are attempting to learn to fly a gyro say that, usually just before they crash it. The biggest hurdle for most fixed wing pilots learning gyros to overcome, is trying to climb with the stick. Where in a FW one pulls back on the stick to climb... or push the stick forward to follow terrain... will often bring the guy undone. In a gyro, the stick is for speed... pull back = slow down... ease the stick forward = speed up... to climb/descend, the throttle is used. Fixed wing pilots getting it wrong in gyros is not unlike car drivers getting it wrong in a fork lift. The car has a steering wheel, 4 wheels, throttle and brake... just like a car... but they don't drive like a car. Many car drivers get in a forklift and tip it over or crash into things... then say "Gee, they tip over easily don't they?!" As with a FW and a gyro... they have a joystick, throttle, motor and prop... apparently the same as a plane... but, as with a forklift, a gyro has to be flown 'slightly' differently from it's counterpart. Strangely, even though I am licensed to fly spam cans (Cessnas) ... I look at Pitts and the way they are flown (as per design) and would feel much safer in a gyro haha

@@ratmanmurray7137 I disagree. Flying a Pitts Special is one of life's greatest experiences. I have a lot of time in rotorcraft both gyrocopters and helicopters. A Pitts is not underpowered like a gyro. A rotor blade has so much drag. You have to know how to fly the disc. Take off in a gyro is very challenging. It's easy to roll over a gyro at slow speeds with the blades not turning. It's wonderful to land though. They are all terribly underpowered and I've flown almost every brand there is.

@@ratmanmurray7137 "In a gyro, the stick is for speed...to climb/descend, the throttle is used" I think the same *should* be taught to FW pilots, because it's just as true in FW. that's the basic and underappreciated message of 'Stick and Rudder' by Langiewische. The difference is you stall with aft stick in FW and you stall a gyro with forward stick. I think the worst thing ever said about gyros was in the Bensen ads: "they are safe because they can't stall". Bensen SHOULD have said in the ads that gyros are awesome because they are FUN, homebuilt, economical, and have amazing maneuverability, not because they are 'safe'. Then in the instructional material , he should have said "FW stall with aft stick and gyros stall with forward stick", and I think if that was drummed into people's heads more would have survived.

Perhaps, if you could read, you will see I was looking for him in the viewfinder of the full size VHS video camera on my shoulder... I could hear him getting closer and closer, but he wasn't where he should have been... I was getting nervous and only got the footage after I left the viewfinder and pointed the camera in the general direction. I apologise that it wasn't perfect footage and you didn't get to see any blood and guts

@@ratmanmurray7137 That's exactly what I said, I would've throw the fucking thing away and dived for cover.

haha... no wonder your name is wiz

Please feel free to not watch it again then

@@ratmanmurray7137 aww. Did I hurt your feels?

@@jplumbob hahaha you are a blast haha

what's your experience in gyros ?

Yes many people share your opinion. I often laugh when they say gyros are sketchy, but they ride their 170 hp sports bike at 300 kmh on the road, or take their tinny 6 miles off sure. haha

@@ratmanmurray7137 100% of the people I have read comments about gyroplane safety had not flown a gyro or even took a ride in this kind of aircraft ... those people usually make those bad comments because of what they have read on the internet, and 99% of what is written about gyros is written one the base of things previously written by non gyro pilots and so on ... the first thing to do is to go to a flight school and do a discovery flight with an instructor .... to be transparent, I have never made a penny in this activity I am a pure home builder and pilot .. I am not trying to defend my income .. I have nothing so sell at all

Do not fear what you know nothing about. Research,get the training if you still doubt then do not participate.

@@crawford323 back in the 70's gyroplane was a real widow maker ... it is absolutely true .. and the reason was both the poor design that caused the instability of those aircrafts and the impossibility to get dual training ... all those flows had vanished until the makers recently decided to install ultra powerful rotax motors that generates huge engine torque that can flip over the gyro on it's roll axis, in Zero G situations (when the pilot pushed the stick during full throttle steep ascents) with those motors gyros should be fitted with Horizontal stabilizer, mounted in the prop wash with a specific angle of attack such as the engine torque is counter acted completely (and of course nobody did it.... Juan de la cierva had patented this type of Horizontal stabs back in the 1930's..)... Now to be safe in a gyro one needs to use a normally powered gyro (115hp for a tandem), with a large Horizontal stabs and then get a good 20 hours transitional FW/gyro training to acquire the good reflexes ..today gyroplane makers have legions of dealers that try to convince old FW pilots that new gyros with 140 HP motors can fly nearly as fast as FW aircrafts, old FW aircraft pilot are an easy commercial aim ... they have the money (due to their age) and the dealer sell them both the gyro and training on the gyro .. but the transition training is short .. it is not a big source of income for the dealer ... hence new catastrophic accidents are likely to happen ...