and center of drag) and/or with a momentary gust that can increase fuselage drag, the gyro can pitch forward and tumble. I was honestly worried for him. Discussion has dominated the industry concerning centerline thrust as a means of overcoming pilot-induced oscillation (PIO), which leads to a bunting action and a resulting negative angle of attack that creates flow downwards in the disk and causes the gyroplane to tumble out of control. With a high engine thrustline (relative to the vertical c.g. The design of the gyrocopter means a) you need to keep positive G (same as in any underslung rotor design), you need to keep airspeed - to keep the rotors turning, and large power changes (especially reductions) or bunting means a probable loss of the rotor system if not done right.

In order to maintain level flight at high engine throttle settings, the pilot must tilt the rotor forward to prevent climbing and maintain level flight. Case in point, basing conclusions on the hard "measurable quantities" on a Magni, concludes that it should be bunting over at regular intervals! An autogyro's vertical airspeed (climb or sink rate) is directly coupled to airspeed. There is no possible recovery, and bunting over is invariably fatal. That means the "effective" RTV is not really where we measure the RTV to be. Of particular importance is how resistant is it to Pilot Induced Oscillations (PIO) and/or a "bunt-over" - often called a Power Push-Over (PPO). Gyroplane Safety. Accident record does not verify this - so something else must be screwing up our “on paper” assessment. All aircraft have varying degrees of stability as a result of their aerodynamic configuration.

This implied certainty is incorrect, because the truth is not absolute but rather dependent on the variables specific to the make and model being discussed. Another danger is "bunting over" or a Power Push-Over (PPO). A large h-stab, ideally in the prop wash (where the propeller blows on it) will reduce the tendency of an autogyro to bunt over as a result of improper control input by damping the control response. He later set new altitude records in the heavy sub class (over ½ ton) to 14,426” in 2006, and then to 16,279’ in 2007. The problem is it is a pusher gyroplane with a high thrust line and no horizontal stabilizer which makes it prone to what is called " Power pushover " or " Bunting " If you want a safe gyro there a few that are on the market and as I said they are safer than a fixed wing as long as you fly a properly designed machine and have been trained properly. You seem to think that a high thrust line, —in general terms—, makes bunting over a certainty, unless a suitable h-stab is present to counteract the pitching moment . The author suggests that there are compelling reasons why an effective horizontal stabilizer is highly desirable. The LW-5 is the only gyroplane to ever hold all four performance world class records at a single time for speed, distance, climb and altitude and only the second aircraft to do so. When I first met Dayton, I'll admit I thought he was taking a huge risk by getting into the gyroplane business. A big amount of gyroplane flight instruction is involved in making sure you avoid that nasty bunting over. Helicopter Hog Hunting Package. Ira knows I share a hangar with a gyro instructor who is also a Magni dealer.


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