Very nicely done Ron! You have addressed most of the challenges my clients have while keeping the instruction simple. You sir are the voice of experience. In my opinion yours are simply the best videos out on KZfaq. Vance Breese, Gyroplane CFI.

Nice videos Ron. Very informative and good points even for experience pilots.

Hi Ron .... during the landing phaze? Is it possible for the nose of the aircraft to be too high ? And the rear rotor to touch the ground? Or do I worry about something that will never happen? I come from the ultralight flying community and always flew from short grass strips. So it is built into me to keep the weight off the nose wheel for the whole of the landing only allowing the nose wheel to drop to the ground at the end. Should I not put full rear stick on touch down?

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Asking... why not be in a crab (for strong crosswind) on final until the point of entering ground effect, at which point correct the yaw before touchdown for centerline alignment?

Got a question for you. We all know that the force’s imparted by the rotor are substantial. In addition to its inertia, it’s spinning gyroscopic precession, it’s mass and if that is not enough it’s mounted on as much as a nine foot moment arm. it’s a beast which should be treated with high respect. You are not going to slow its path of choosing quickly without tipping the spindly tricycle you are sitting in. When the pilot becomes a passenger in a Gyroplane he or she has a front roll seat to an action thriller. let us take the situation of landing on a surface which is not conducive to wheels and rolling. This could be wet sod or tall crops or water. ( There were reports yesterday of a Gyro-Texas-lake Dunking no casualties other than a wallet ) If you do not stop the Gyroplane forward speed to next to nothing, it’s going to tip, period. The gear will stick or stop and the fuselage will be taken out from under the rotor. You will have to do the best you can by full aft stick but when? If you know you are going to need that extra help from the forces of the aft rotor, should you come in a bIt hot just to store a bit more energy in the rotor to be used when the pilot first feels the nudge of the fuselage as it decelerates? This would do a plop and drop if you are perfect with your timing. If you had any power left in the engine at all or lets say you were forced down by weather or a precautionary fuel landing at the time the fuselage begins to slow and full aft stick was applied, a full power thrust of the engine might give the fuselage the extra push it might need to extend the roll out and the sudden stop. As I write this it appears rather fanciful as having any power left in the engine is not going to happen. Sigh nevertheless you have done your job as a good teacher. The mind is not ready for the answer until the question is asked. You have presented your material in a form where it is stimulating to the mind. You have done your job. Than you.

The incoming pilot just heard the departing traffic which was in error so he followed suit and made the same mistake.