Calidus
SAFETY TIPS
AutoGyro_POH_Calidus Revision 4.0 – Issue Date 17.JAN.2019 10-3
likely to occur when a pilot attempts to fly through a partially obscured area and realizes too
late that he is losing visibility. He loses control of the gyroplane when he attempts a turn to
regain visibility but is unable to complete the turn without visual references.
You must take corrective action before visibility is lost! Remember, a precautionary landing
in a gyroplane will always be safer than a flight with impaired or no visibility.
Overconfidence Prevails in Accidents
A personal trait most often found in pilots having serious accidents is overconfidence. High-
time fixed-wing pilots converting to gyroplanes and private owners are particularly
susceptible. Airplane pilots feel confident and relaxed in the air, but have not yet developed
the control feel, coordination, and sensitivity demanded by a gyroplane. Private owners
must depend on self-discipline, which is sometimes forgotten. When flown properly and
conservatively, gyroplanes are potentially the safest aircraft built. But especially gyroplanes
also allow little tolerance when flown to their limits. Gyroplanes must always be flown
defensively.
Flying Low over Water is Very Hazardous
Accidents repeatedly occur while manoeuvring low over water. Many pilots do not realize
their loss of depth perception when flying over water. Flying over calm glassy water is
particularly dangerous, but even choppy water, with its constantly varying surface, interferes
with normal depth perception and may cause a pilot to misjudge his height above the water.
MAINTAIN SAFETY ALTITUDE AT ALL TIMES
Conversion Pilots Constitute High Risk When Flying Gyroplanes
There have been a number of fatal accidents involving experienced pilots who have many
hours in airplanes or helicopters but with only limited experience flying gyroplanes.
The ingrained reactions and habits of an experienced airplane pilot can be deadly when
flying a gyroplane. The airplane pilot may fly the gyroplane well when doing normal
manoeuvres under ordinary conditions when there is time to think about the proper control
response. But when required to react suddenly under unexpected circumstances, he may
revert to his airplane reactions and commit a fatal error. Under those conditions, his hands
and feet move purely by reaction without conscious thought. Those reactions may well be
based on his greater experience, i.e., the reactions developed flying airplanes.
For example, in an airplane his reaction to an engine failure would be to immediately and
considerably go forward with the stick or horn. In a gyroplane, application of inadequate
forward stick could result in a low-G situation or, if the engine failure occurred during initial
climb, a reduction of rotor RPM combined with a high sink rate with the consequence of a
hard landing or impact.
Airplane pilots may also underestimate pedal work. Especially in a gyroplane, pedal control
is most critical as it has the highest rate response with the smallest static and dynamic
damping effect of all other controls. On top of that, power-yaw coupling is much more
predominant than in an airplane. Being used to the high directional stability of an airplane, a
conversion pilot may neglect proper pedal work and, which is much worse, assume side slip
limits at the pedal stop. Very much like helicopters, gyroplanes cannot be flown by control
position or control force, but solely by resulting attitude. That means that the pilot together
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