Pilot Operating Handbook
Cavalon
SECTION 10
SAFETY TIPS
AutoGyro_POH_Cavalon 915iS
Revision 1.0 – Issue Date 08.MAY.2019
10-1
SECTION 10 - SAFETY TIPS
General
This section provides miscellaneous suggestions and guidance to help the pilot operate the
gyroplane more safely.
Low-G Avoidance
Never push the control stick forward to descend or to terminate a pull-up (as one would in
an airplane). This may produce a low-G (near weightless) condition which can result in a
situation with reduced or lost lateral roll control and significant loss of main rotor RPM.
Always reduce power to initiate a descent.
Side Slip in Gyroplanes
Excessive side slip has to be avoided at all means. Side slip can be safely performed up to
the degree which is necessary for proper runway alignment for landing within crosswind
limitations. Excessive side slip starts at a point where de-stabilizing effects of the fuselage
balance out or even supersede the stabilizing effects of the stabilizer. Pilots being new to
gyroplanes, especially those with fixed wing experience may not be aware of these physical
limitations. When exceeding these limitations, be it by imitating ‘professionals’ or applying
habits and control schemes from fixed wing aircraft, the gyroplane may enter an attitude
where it is not recoverable any more. As the pedal control is rather sensitive and alignment
is crucial in high-performing gyroplanes, pilots should develop a feeling for side slip and
‘automatized feet’ in order to maintain aerodynamic alignment and to compensate for
power-induced yaw couplings by anticipation as a conditioned reflex.
A note to training facilities and flight instructors
: Due to their reduced directional
stability, gyroplanes require active control to enter, stabilize and neutralize side slip. Most
students perceive natural discomfort in side slip. Depending on the situation, students may
erroneously make a wrong control input or freeze, especially when over-challenged,
stressed, or surprised by the situation. In our opinion flight training should focus on the
necessity of correct alignment, the training of recovery procedures, and the development of
the right reflexes. Intentional side slip training as a normal procedure is considered to be
critical as there is no instrument to indicate ‘safe’ boundaries. An experienced pilot may tell
from an imminent change in control response when limits are approached. A student,
however, may unknowingly or inadvertently overshoot the limits, especially when he is
overly focussed on the touch-down zone and coming in too high.
Side slip may be performed as a part of the emergency training only, and within safe
boundaries. The student must be briefed
to use gentle pedal input for initiation and stabilization
initiate side slip at or below 90 km/h and maintain air speed by using their perception
of speed, respectively speed sensation (for want of a working air speed indication)
not to rely on airspeed indication in side slip
never to perform abrupt control stick input into the direction of motion (to chase a
faulty speed indication)
It is highly advisable that the instructor remains light on the controls at all times.
