For Fixed-Wing Pilots

The reason we publish this information is to help pilots who fly "fixed-wing" aircraft (conventional rudder-controlled aircraft, gliders or weight-shift trikes) understand how an gyroplane behaves in the air, in order to minimise the risk of misunderstandings and improve safety in the air and on the ground.

In Sweden there are approximately 100 gyroplanes and twice as many gyroplane pilots today. The numbers continue to grow and you can see gyroplanes in the air more and more often.

Details you may not have considered

• Gyroplanes have performance and characteristics that differ significantly from other aircraft in the same weight class.
• Most gyroplanes are classified as ultralight (max. MTOM 600 kg).
• It is considerably harder to spot an gyroplane than a fixed-wing aircraft in the air.
• Gyroplanes have, depending on model, cruise speeds of between 60 and 160 km/h. Most are around 120 km/h.
• The length of the take-off run can vary, depending on several parameters, from a couple of metres to several hundred metres.
• The landing run need not be longer than 10 metres. With a little practice and with the help of wind, pilots can land in even shorter distances.
• Normal final approach speed and safe climb speed is approximately 100 km/h.
• Maximum speed does not exceed 200 km/h.
• Sink rate at idle is between 4 and 6 m/s.
• In the event of engine failure the gyroplane does not crash but continues to glide with a glide ratio of approximately 1:4, retaining full stick and rudder authority.
• Gyroplanes can make very rapid heading and altitude changes with very low G-loads.
• On final approach, gyroplanes use a technique called "durchsacken" (a controlled sink) to adjust their approach angle. The gyroplane's glide ratio decreases accordingly. In the extreme case, when speed reaches 0, the gyroplane descends vertically.
• Gyroplanes need between 15 seconds and one minute to spin up the rotor before take-off.
• After beginning the flare for landing, an gyroplane reduces its speed to almost zero. This means a gyro requires more time on the runway during a touch-and-go or go-around than other aircraft.
• After a full stop following landing, the gyroplane pilot has several options. The safest is to remain on the runway until the rotor stops, which can take up to a minute. The gyroplane can also taxi off the runway before the rotor stops.
• The rotor of an gyroplane can tilt sideways and backwards. Never walk near or under a spinning rotor.
• Wake turbulence behind an gyroplane is comparable to other aircraft of the same weight class at the same airspeed. Note that turbulence spreads in a similar way to that behind a fixed-wing aircraft, along the flight path behind the gyroplane, with slightly less concentrated vortices.
• Gyroplanes normally have better visibility upward and to the sides than other aircraft types. Downward and rearward visibility is limited.
• Gyroplanes produce a characteristic sound that can give the subjective impression that they are louder than conventional aircraft.
• Gyroplanes can fly in considerably stronger winds than fixed-wing aircraft. It is usually the pilot's skill that is the limiting factor.
• During training, slightly smaller traffic patterns are often used to conduct safe and effective instruction.
• Gyroplane pilot training has since 2008 been based on KSAB's UL/PPL training material and KSAK's well-developed training procedures. Skånska Gyrokopterklubben has supplemented the training material with its own Safety Portal.
• A typical gyroplane pilot is a cheerful individual who would be happy to take you on a flight.

Continuous improvement work in UL flying is ongoing here at SGK, at KSAK, and in other clubs. Please visit our Safety Portal. We welcome all suggestions for improvement.

We welcome all curious pilots. The gyroplane phenomenon is so fascinating and interesting that many who dare to try a demo flight become hooked.