How to avoid flying behind the power curve.

[weedy]

Hi Darren

If your turbo does not engage on a 914 then you have a 912 ul which is 80 hp. The 618 's power to weight ratio is a lot higher than your 912 with the dead weight of the turbo.

You have lost 35 horses of 115

I agree with your rotor management principle and airmanship

Without a VP Prop you will not get anywhere near 80hp with a 914 and no turbo, normally 25inch map is at about 4000rpm up in gansters.

[t-bird]

Hi Mi Claasen

The problem is not the landing or take off roll.

The problem is that SINKING FEELING after clearing the treetops.

[saraf]

Hi T bird

I am not an expert on this, so do not shoot me if I am wrong, maybe Johan will be able to give more light than me on this.

If I am not mistaken you is a couple of ways we can look at this.

Power to weight ratio of the engine , and power to weight ratio of the Gyro, but then lift and all the other factors comes into play.

But here goes:

Power to weight for the Subaru 2.5 at 165hp is 0.75BHP / lb
Power to weight for the Rotax 914 at 100hp is 0.65BHP/Lb
Power to weight for the Rotax 914 at 115hp is 0.74BHP/Lb (max 5 min)

Johan you can help if I am wrong here.

Regards

[saraf]

Remember Tbird

The performance of the gyro is not just in the engine , it is in the pilot, the rotors , the engine, the air, the heat, all of that, But you know this.

Sien ek jou by Stellies?

[t-bird]

Ek is maar een van die ouens wat te bang is vir die weer om hierdie tyd van die jaar Skelmbos toe te vlieg.

[fransstrydom]

There is no problem flying behind the power curve as long as you are aware of it.
fransstrydom
Proud Sycamore owner
ZU-CCN

[saraf]

T bird , nou hoe dan nou so ?

[Learjet]

I'm not sure where this engine comparison discussion is going... but one must be careful when analysing performance aspects of individual powerplants & components without due regard to "the sum of the whole".

For example:
This... and this...

both have the same motor (BMW 2.8i) but their handling and overall performances are vastly different

[saraf]

[quoteIf I am not mistaken you is a couple of ways we can look at this.

Power to weight ratio of the engine , and power to weight ratio of the Gyro, but then lift and all the other factors comes into play.][/quote]

Jy verstaaaaaaaaaaaaaaaan mos nou dave,

[t-bird]

And one is an open cockpit and one is a close cockpit.

[THI]

If you fly a gyro you will be behind the drag curve at least twice during any sorty and that is just before take off and just before landing! During take off you have to get in front off the drag curve, with airspeed, to fly and on landing you have to get behind the drag curve to stop flying! So ther is no way you can avoid it.

Né! The plot thickens

[Gyronaut]

And one is an open cockpit and one is a close cockpit.

and the WINNER IS??
Both.
I know which one would work in the Okhavango and I know which one is for cruizing the beaches in le Côte d'Azur.
... then again, I have enjoyed driving there in a rented Picanto, which makes me think... as long as it flies its fun!
(So I thought I'd have one of each, thank you)

Viva Gyro's

Fly Safe and Save.

[Gyronaut]

On the power curve issue, I would like to say that its like getting a boat, jetski or floatplane on the 'Step'. as it begins to lift off when the drag is really high, pitch slightly forward to get it on the plane and keep it there. The speed will increase rapidly. On the average most Gyro's nowadays maintain altitude at about 40mph which means it is ready to fly at 40. Dont ask me whether this is IAS or True - who cares - test your own machine and check. My experience (on most Gyro's I have flown) is 40 on the ASI. (wheels off the ground, less of the available energy is going lost into lift because ground effect is helping so there is more available energy to translate into speed). Don't even think of leaving the ground effect before you have a margin of say 5mph - so 45 is my mental target. I try to hold it safely close to the ground until 65 then letting it do its best for me at that speed. no immediate positive clime - alarm bells - have I reached the decision point? No - hang in there till I do and see if it improves; Yes=abort. I believe if you have thought it through the decisions are easier and more instant. The exact reverse is of course applicable on landing. The slower you go on landing, the lower you must go. The graph backwards as you slow down illustrates this clearly. ... sorry, I am waffling. Books have probably been written on the subject and here I am postulating to the converted.

Bet everyone knew that. forgive the

Thought you might be interested in this HV Diagram which is relevant to the topic and is in the public domain.

Appendix M16 Flight Envelope_Height Velocity.pdf

(56.19 KiB) Downloaded 262 times

Len

[t-bird]

Hi Len

You have mentioned that you should thought it through.

You need to brief yourself before every take off. By doing this your conscious is making your sub conscious aware of what to do.

The importance of this is that your sub conscience reaction time is 10 times faster than conscious.

The only problem is that the sub conscious is not very clever and therefore the reason for the briefing.

Credit to "Leier Bobbejaan" for above one of the best gyro instructors.

[THI]

Credit to "Leier Bobbejaan" for above one of the best gyro instructors.

Wha ha ha. Nice one T-Bird!!