The purpose of maneuvering during slow flight is to help you develop a feel for controlling the gyroplane at slow airspeeds, as well as gain an understanding of how load factor, pitch attitude, airspeed, and altitude control relate to each other.

Like airplanes, gyroplanes have a specific amount of power that is required for flight at various airspeeds, and a fixed amount of power available from the engine. This data can be charted in a graph format. [Figure 20-13] The lowest point of the power required curve represents the speed at which the gyroplane will fly in level flight while using the least amount of power. To fly faster than this speed, or slower, requires more power. While practicing slow flight in a gyroplane, you will likely be operating in the performance realm on the chart that is left of the minimum power required speed. This is often referred to as the “backside of the power curve,” or flying “behind the power curve.” At these speeds, as pitch is increased to slow the gyroplane, more and more power is required to maintain level flight. At the point where maximum power available is being used, no further reduction in airspeed is possible without initiating a descent. This speed is referred to as the minimum level flight speed. Because there is no excess power available for acceleration, recovery from minimum level flight speed requires lowering the nose of the gyroplane and using altitude to regain airspeed. For this reason, it is essential to practice slow flight at altitudes that allow sufficient height for a safe recovery. Unintentionally flying a gyroplane on the backside of the power curve during approach and landing can be extremely hazardous. Should a go-around become necessary, sufficient altitude to regain airspeed and initiate a climb may not be available, and ground contact may be unavoidable.

Flight at slow airspeeds is usually conducted at airspeeds 5 to 10 m.p.h. above the minimum level flight airspeed. When flying at slow airspeeds, it is important that your control inputs be smooth and slow to prevent a rapid loss of airspeed due to the high drag increases with small changes in pitch attitude. In addition, turns should be limited to shallow bank angles. In order to prevent losing altitude during turns, power must be added. Directional control remains very good while flying at slow airspeeds, because of the high velocity slipstream produced by the increased engine power.

Recovery to cruise flight speed is made by lowering the nose and increasing power. When the desired speed is reached, reduce power to the normal cruise power setting.

A gyroplane will descend at a high rate when flown at very low forward airspeeds. This maneuver may be entered intentionally when a steep descent is desired, and can be performed with or without power. An unintentional high rate of descent can also occur as a result of failing to monitor and maintain proper airspeed. In powered flight, if the gyroplane is flown below minimum level flight speed, a descent results even though full engine power is applied. Further reducing the airspeed with aft cyclic increases the rate of descent. For gyroplanes with a high thrust-to-weight ratio, this maneuver creates a very high pitch attitude. To recover, the nose of the gyroplane must lowered slightly to exchange altitude for an increase in airspeed.

When operating a gyroplane in an unpowered glide, slowing to below the best glide speed can also result in a high rate of descent. As airspeed decreases, the rate of descent increases, reaching the highest rate as forward speed approaches zero. At slow airspeeds without the engine running, there is very little airflow over the tail surfaces and rudder effectiveness is greatly reduced.

Rudder pedal inputs must be exaggerated to maintain effective yaw control. To recover, add power, if available, or lower the nose and allow the gyroplane to accelerate to the proper airspeed. This maneuver demonstrates the importance of maintaining the proper glide speed during an engine-out emergency landing.

Attempting to stretch the glide by raising the nose results in a higher rate of descent at a lower forward speed, leaving less distance available for the selection of a landing site.

Landings may be classified according to the landing surface, obstructions, and atmospheric conditions.

Each type of landing assumes that certain conditions exist. To meet the actual conditions, a combination of techniques may be necessary.

The procedure for a normal landing in a gyroplane is predicated on having a prepared landing surface and no significant obstructions in the immediate area. After entering a traffic pattern that conforms to established standards for the airport and avoids the flow of fixed wing traffic, a before landing checklist should be reviewed. The extent of the items on the checklist is dependent on the complexity of the gyroplane, and can include fuel, mixture, carburetor heat, propeller, engine instruments, and a check for traffic.

Gyroplanes experience a slight lag between control input and aircraft response. This lag becomes more apparent during the sensitive maneuvering required for landing, and care must be taken to avoid overcorrecting for deviations from the desired approach path.