A gyrocopter is neither an airplane nor a helicopter but in a class of its own. It uses a propeller for propulsion that can be mounted tractor style like an airplane on the front of the fuselage or in a pusher configuration at the back of the fuselage. The pusher configuration is most common now.

Unlike an airplane it does not have a traditional wing. Rather than a wing it has a rotor. But unlike a helicopter, the rotor on a gyrocopter is not powered but free spinning sort of like a windmill.

The rotor blades are shaped like a long thin wing. So as they rotate they develop lift. So if they are not powered what makes them spin? The forward motion of the gyrocopter forces air up and through the rotor causing it to spin. In a helicopter, the air flows downward through the rotor. The rotor of a gyroplane is tilted backwards while that of a helicopter is tilted forward.

To help get the rotor spinning, a gyrocopter has a device known as a pre-rotator that takes power from the engine to initially drive the rotor. Once the rotor is spinning at a speed sufficient to make the rotor blades rigid from centrifugal force, the pre-rotator is disengaged and the aircraft is driven down the runway by the propeller allowing more air to flow through the rotor blades spinning them up further to the point they can develop sufficient lift for the aircraft to fly.

Training is our specialty. Our experienced staff is here to make you a competent pilot. Our emphasis is always on safety. 

We train to commercial standards to ensure you have the skills you need to fly safely and to pass your check ride with ease.

We can provide you with both flight instruction and ground instruction. While we prefer you have passed your written exam (if required) prior to starting your training, we will assist you as necessary in accomplishing this important step. 

All of our aircraft are second generation gyrocopters that are maintained to the highest standards. 

For those interested, we can also provide fixed wing training in an LSA or your own aircraft as well as helicopter training. 

Flight instruction will be conducted as weather permits. While the weather in Florida is typically very conducive to flying we do have our rainy season, hurricane season, and summer thunderstorms. During periods of inclement weather we will use this time to prepare you for your written exam if required and the oral portion of your check ride. 

While this is Florida, during the Winter it can get cold here. Please have adequate clothing, especially if training in an open cockpit gyroplane. Please note that at temperatures below 17C/63F we will not train in the open cockpit gyroplanes. 

GYROPLANE VS AIRPLANE

Differences

Unlike an airplane, the gyroplane does not stall. If airspeed gets too low it simply descends in whatever pitch attitude you have the aircraft in. The rotor blades continue to generate lift just not enough to support level flight. Thus, you really never exceed any critical angle of attack like you can do in an airplane.

You flare much closer to the ground than you are accustomed to. If you fly gliders, you will feel right at home during the flare. 

Your do not flare as much as you typically do in an airplane. You flare enough so that the nosewheel is only a few inches above the runway surface when the main wheels touch. Again, if you fly gliders, you will be familiar with the flare attitude. 

There is no adverse yaw so rudder is not needed in a turn, sort of. Because of prop wash striking the left side of the horizontal stabilizer (assuming typical counter rotating propeller as seen from the rear), you may need a little right rudder when turning to the right. 

When banking you need to maintain the stick in the direction you wish to turn unlike an airplane where you neutralize the ailerons once the bank angle is established.

In general, the throttle is usually controlled with your right hand in an airplane and your left hand in a gyroplane, especially if it is a tandem gyroplane. 

In a nose high attitude in a gyroplane you actually reduce power first then lower the nose. 

In an engine out situation, in a gyroplane you will have a very steep nose down attitude.

On landing in a gyroplane you have relatively no forward motion once you flare. Rarely, if ever, do you need to use your brakes on a landing in a gyroplane.

Because the fuselage of a gyroplane hangs like a pendulum from the rotor there is a slight delay in the fuselage responding to control inputs to the rotor.

Unlike an airplane’s control surfaces, the rotor remains effective at very slow airspeeds as long as the rotor is still in autorotation.

Because of the teetering rotor, gyroplanes do tend to vibrate more than an airplane. This can be a bit disconcerting to a transition pilot. 

Gyroplanes are just a lot more fun to fly!

If the gyroplane is powered with a Rotax engine:

• You will not have a mixture control to deal with

• You will have a radiator and an oil cooler

• Warmups will take longer than you are accustomed to

• If carbureted, you will have two carburetors

• There is no primer

• The engine will start much easier.

GYROPLANE VS AIRPLANE

Similarities

Power for altitude, pitch for airspeed. This is more explicit in a gyroplane. 

Rudder to maintain the centerline of the runway on takeoffs and landings.

Takeoffs are very similar to a fixed wing soft field takeoff. 

A gyroplane will glide, just not as far. Usually a 3:1 glide ratio at best glide airspeed.

P-factor affects gyroplanes just like an airplane.

You don’t want to flare too high or too fast. Because you flare so close to the ground in a gyroplane, flaring too low is not an issue.

 If you flared too low you flew right into the runway!

Gyroplanes follow the same federal regulations as an airplane. 

Gyroplanes fly the same airport pattern as a fixed wing airplane unless specifically designated by the airport to fly a helicopter pattern. However, gyroplanes will typically fly a lower and tighter pattern if allowed by the airport.