No collective?

How far can it glide on engine failure?

Can you please say how to become a gyro pilot

@@naughtyboys2381 I am currently training to become a gyro pilot (before this I was only flying fixed-wing airplanes). You need to find a flight school that offers gyroplane flight lessons. In my country you need the Ultra Light pilot's license, which they will give you after you finish the flight lessons and the theoretical exams.

Is it really that safe to fly gyro? Is it possible to STAL a gyro?

@@dimatall It's pretty safe. Any wing/lift surface can be stalled. If you mean STOL (Short takeoff and landing) by saying STAL then yes there are a lot of gyros with STOL capabilities.

@@vojislav9372 thanks. I meant stall

Thought it is a *Twenty One Pilots* reference, lol

"A Gyroplane rotor does not rotate as a pinwheel rotates in the wind. " The analogy might not be correct, but it's been used to illustrate the point for many decades. Chuck Vanek, back when it was still "Vancraft," used it with me as did Rod Scamahorn (until his death) who was one of "Sport Copters" CFI's. No, it's not 100% correct. But it does get the point across.

So the common concept that wind goes from below the rotor upwards is inexact, right? It does so in the driver region, but, as on any helicopter, the driven region will cause a downwash, am I right? Thanks in advance

@@DoNotPushHere As in an airplanes wing, the relative wind causing providing lift is from slightly below the airfoil, which is called the angle of attack. The same is true for the rotor on an Autogyro. On a helicopter the rotor is driven by the engine and acts more a a propeller and air is grabbed and force through it. When Juan De la Cierva invented the Gyroplane, it came after a tragic aircraft accident which resulted in the loss of a good friend. Keep in mind this was 1921 and earlier, a few scant years after the 1903 Wright Brothers flight. Stall spins were not understood. All they knew was, if the aircraft was allowed to fly too slow, it fell from the sky. “Why must the passengers fly at the same speed as the wing,” he famously ask himself. So he pursued the ides of a rotating airfoil. I expect he got real lucky, because if they did not know what really caused a stall span, they certainly didn’t know about area of pressure travel. Lift is more or less perpendicular to the angle of attack and oddly enough, the greatest lift I occurs at high angles of attack just before stall or the maximum angle of attack is exceeded. There are a lot of illustrations showing this on line. But in essence the center of lift or area of greatest effort is forward and not directly opposite of the Earths gravity pull. An airplane wing will not or does not force the air downward until, the wing has passed or aft of the wing. Aft of the wing on a fixed wing, there is down flow but not as experienced in a helicopter. As you know a gyroplanes rotor can be divided up into three areas defined by the speed of rotation and relative wind: The Stalled, the Driving and the Driven. Most rotor designers ignore the stalled region and do not begin the actual airfoil shape till a good distance away from the center of rotation. Having said that, there is airflow over that area while it does not produce lift, there is parasitic drag which hinders performance. SkyWheels rotors which are composite did attempt to deal with this area concerning drag and some of the very advance designs, you will see this area shaped to smooth the flow of air as it passes over. Most do not bother. outboard of the stalled area is the driven. This is where the lift is vectored forward or the aerodynamic center of the rotor. This force pulls the rotor against the wind and against the forward motion of the aircraft. To me, this is a freak of nature and a darned miracle. When the angle of attack is less, then the area of lift moves further aft on the blade and the rotor behaves more like a wing in cruising flight. This occurs in the driven section. If you have ever flown a Cessna 172 and you dropped full flaps on approach and forgot to trim the aircraft nose down, then you have experienced the force exerted by the center of lift having moved forward of the aerodynamic center of the wing. As you push hard on the yoke to get the nose down. It will cause puckering if you don’t expect it. Flight instructors love doing this to new students. The angle of attack of a pin wheel is almost perpendicular to the surface. Pushing and shoving causes it to rotate not pulling. Granted Bernoulli cannot explain the entire equation on lift. It is a shared effort of a push of the air under the wing and the vacuum or lower pressure above the wing. These forces trade off as the angle of attack is varied. Even the experts are re-debating how to explain why and aircraft flys. Obviously most of the hard parts have been solved enough to work. Gyroplanes suck and helicopter’s blow……in any case we get the same results; an orgasmic experience in the air. ( forgive me for the gutter talk)

@@DoNotPushHere What generally confuses some as well as myself is the affect of relative wind and the speed at which each point along the rotor is experiencing. If the aircraft is not moving forward, the tips of the rotor during pre rotation are experiencing 200 or plus MPH. In flight the rotors are spinning at 325-400 RPM and the tips are experiencing 350 mph velocities. The relative wind changes along the length of a rotating blade and with this the airfoil causes the wind to be molded or flowing around the airfoil resulting in dramatically different kinds and directions of lift. One example of this which may or may not relate to personal experiences would be the air felt by you if you were placed (safely of course ) in the back of a open bed truck sitting still on the ground. You will be traveling due North and there is a wind blowing at 45 mph from the West. ( might as well make this extreme) Facing North your left side of your faces is getting an ear full. Now the driver of the truck accelerates to 45 mph. Now the wind you are feeding is from a direction which had moved forward to about 45°. Has the wind changed direction? No but the combination of the wind speed and your forward speed you the feel this change in direction. You can increase your velocity to the point where the initial 45 mph wind at 90° is hardly felt at all. You are the rotor and airfoil at different points along the rotor and you can see how the relative wind changes at each point as velocity changes. So far the total lift on each blade is equal. This all goes to crap when the aircraft starts moving through the air. The accelerating blade which is moving into the direction of travel of the aircraft is now receiving more wind than its partner blade traveling down wind. What happens is one side gets more lift than the other and the airframe rolls and crashes. This happened with De la Cierva’s first full size aircraft until he invented flapping hinges. These allowed each blade to seek its own best angle of attack to equalize this disparity of lift. Most smaller gyroplanes achieve this via a teetering rotor head system. We won’t get into the explanation of the lead-lag hinge. ( it’s stress related) Then there is lift created by the affect of a rotating disk and the total flow of air moving across that disk. That generates a bit of lift. Then there is the viscosity of the air resisting to flow through this disk and that generates at bit of lift. The total explanation gets complicated very quickly. My head hurts. Helicopters don’t fly, they beat the air into submission. Gyroplanes are much more gentle in this agreement with the air.

Ahh so you invent things that pretend to go to space. Very interesting.

Does the gyrocopter have positive pitch? Negative pitch? Or just neutral pitch?

finally, yeah. we need to push that explanation so other interested people find it

Oh, I forgot to update: it was amazing!

Will it even work at such a small scale.

@@larchman4327 I'm not an engineer, just flying around toy planes and helicopters but I think basic principles of flight applies to both the real machine and RC in a similar way, just my opinion based on my shallow knowledge.