Choosing Your Gyro

Gyros come in various shapes and styles. Some seat just one person, others seat two. Generally speaking most will fly at about the same speed. Most of the difference lies in the weight of the aircraft and how much weight it can hold. When selecting a kit, it is useful to choose a manufacturer that is supportive because no matter what your experience level, you will probably have some questions while you are building your aircraft. Research the various kits to be sure the gyro will do what you are wanting to use it for, whether that is for recreational flying, agricultural use, air photography or even cross country flying. The weight capability will be important depending on what you will be using the gyro to do.  Consider also the DOC (direct operating costs) of the different options. The more you plan to use your gyro, the more important it will be for you to know what it is going to cost to fly.

Preparing for Kit

There are a number of things you will want to do before you get your gyrocopter kit. Some of these may even help you in deciding which craft to go with. First, get some training – preferably in the same aircraft that you are considering building. Although gyrocopters that meet certain requirements do not require a license to fly that does not mean that you should not be properly trained.  Second, assess the area in which you will build your gyro. Be sure it is large enough, well organized, has good lighting, has a stable workbench, and will be comfortable to work in. You are going to be spending a few hours here, so you may want to add some comforts such as a radio or even a television especially if you will be getting a video with your kit. You will also need to supply your work area with whatever supplies do not come with your kit as well as all necessary tools.

Construction

When your kit arrives be sure to inspect it carefully to be sure nothing was damaged in shipping at that everything that is supposed to be included is actually there. There is nothing worse than getting part way into your weekend of work only to find you are missing a part and now have to wait days for the company to send it to you.

The next thing you need to do is begin a construction log – a diary if you will – so that you can log all the work you do during the construction. This is not just a cute thing to do so you can look back on what you accomplished. It is required by the FAA. You must show that you have done the majority of the work in accordance with the 51% rule. The log does not need to be fancy but you should include all work time as well as photos taken during the process.

Final Thoughts

Obviously the more research and planning you put into your project before you begin the more likely your outcome will be a success. Knowledge is just as important in this as it is in any endeavor.

If you do some work at it, you may be able to locate free gyrocopter plans, but since they are not really that costly (generally $100 or less) you are better off just ordering the ones for sale and get started! Gyrocopter plans are usually offered in one of three formats:

• Full blueprints
• Reduced-size plans
• Video

It is generally a good idea to get the full size plans and even perhaps the accompanying video but the reduced plans are often a third of the price, which would be your option if you are trying to keep costs down.

One option for building a gyrocopter is offered by Vortech, Inc.  They offer a combination plan set that includes both a B-19 Glider and a B-20 Kopter. The Glider is an unpowered craft that costs nothing to run and does not require a license to operate. It can be towed by a car (or boat if floats are added) and once airborne it can be released to allow free soaring. The B-19 can be converted to a B-20 with the addition of a piston engine. The B-20 cruises at 60 mph with a maximum speed of 85 mph. You can use as little as a 35 hp engine with it or up to an 80 hp engine.

The great thing about these two aircraft is that they are inexpensive to build. Although dependent on your ability to scrounge for parts and how much you obtain at full retail, generally you can build the B-19 for under $500 or the B-20 for under $1,000. Furthermore, you can start with the B-19 to get a feel for the aircraft and then later convert it to a B-20. The plans come with directions for both the B-19 and the B-20 so it is up to you what you build.  Additionally, you can further save money by constructing some of the parts yourself, such as the joystick, rotor hub and rotor blades. The plans even include how to build the rotor blades.  Currently their full-size plans include three free manuals about flying gyros for just $100 plus postage. The reduced-size plans without the extra manuals are just $35.

In the event you are leery of building your own gyro from plans, Vortech also offers both the glider and the copter kits and the glider as fully assembled. Currently you can get the complete glider kit for $8,195; the glider fully assembled for $10,345; or the kopter kit without engine for $9,245. (Shipping is extra) You can also get a new or used engine from them.  If you are looking for a two-seat gyroplane, they also have kits for the Shadow.

One big difference between a gyrocopter and a helicopter is their price tag. While some helicopters will set you back more than a million dollars, there are gyrocopter kits for sale at a fraction of that – most under $50,000. One source for a variety of gyrocopter kits is the website of the Lone Star Rotorcraft Club that is in Houston, Texas (www.gyrosaway.com/buyers-guide.php).  You can also look into used gyrocopters for sale if you do not want to take the time to build one yourself. One company that lists gyros for sale is Vortech.

Generally speaking gyrocopters are relatively safe to fly. Their simple design and operation makes them more stable than other ultralights. The most important thing about flying a gyrocopter is to get sufficient training before attempting to fly one. Most accidents are straight out pilot error and many accidents are fatalities.  It is also important to consider weather conditions. Although a gyrocopter can fly on windier days than other ultralights, it is still not something that should be attempted without experience.

One of the nice features of a gyrocopter is that they cannot stall. When an ultralight or other aircraft goes too slow it can experience loss of lift, meaning it stalls. With a gyrocopter the spinning rotor acts somewhat like a parachute and thus slowly sinks through the air.

The main danger of a gyrocopter is the mistakes that an improperly trained pilot can make, such as climbing too steeply to let air flows provide the proper lift. By reacting incorrectly by quickly pushing the stick forward, the aircraft will lurch forward and then plunge to the ground.

There are two different configurations for gyrocopters. The most common is the pusher configuration in which the propeller and engine are behind the pilot. The other is the tractor configuration in which the propeller and engine are at the front of the gyro.

It may seem that gyrocopters are a new thing, especially with the publicity they are receiving, but in reality they have been around for quite awhile.  In 1923, Juan de la Cierva developed the Autogiro in answer to a desire to have an aircraft that could safely fly at low speed.  In 1931, Amelia Earhart set a women’s world altitude record of 18,415 in the Pitcairn PCA-2 Autogyro.  And interestingly Germany used a gyroglider for aerial surveillance during World War II.

If you are debating on whether to get involved with gyrocopters, start by going to a training school – chances are when you take that first flight you will be convinced!

As you surf through the Internet there is one name you may come across and depending on what website you hit first you will either find yourself completely enamored with it, or terrified to even consider it. You may wonder why you can get two different feelings about the Chinook Ultralight but the answer is relatively simple – there have been two different companies producing aircrafts by that name.

The Chinook WT-11 was produced by Birdman Enterprises up until 1988. This Chinook had quite a few shortcomings and you will likely see many incident reports online involving this aircraft. There were four different problem areas with this plane:

• Engine – Although it had one of the most dependable engines on the market, the Rotax 277, problems have been found with the engine mounts, the belt drive system, and the exhaust system and even more recently with the wrist pin bearings.
• Wing – Incidents under which the wings twist under air loads.
• Airframe – Incidents of accidents resulting from fatigue failure of the body tube that supports the tail assembly as well as other deficiencies in the assembly that cause loss of control.
• Landing Gear

If you stop browsing after seeing the above information you will have missed reading about the Chinook Plus 2, a two place ultralight aircraft that has been produced since 1992 by A.S.A.P. (Aircraft Sales and Parts).  Brent Holomis owned a Chinook 2S, the two-seat model produced by Birdman Enterprises, when that company went out of business. He saw that there would be a need for someone to provide parts to the Birdman Chinooks that were out in the market so he began A.S.A.P. in 1988 initially for supplying parts.

In 1989, working with the University of Alberta, Brent redesigned the Chinook 2S also as a two-seater but with a new wing with a span of 32 ft. instead of the original 37 ft. He also designed it with a lower aspect ratio, more ribs and covered with Ceconite instead of Dacron. He also redesigned the landing gear.

The Chinook Plus 2 can be purchased as a kit, with your choice of the following engines:

• Rotax 912
• Rotax 503
• HKS 700E
• Rotax 582

It is important to keep in mind that the Chinook Plus 2 is a powerful plane and is not recommended for beginner pilots as it takes time to adapt to its handling. Many pilots report that they like it being a tandem two-seat instead of side-by-side so that solo flights feel roomier.

Although you may find yourself making some modifications, the Chinook Plus 2 kit is a good way to go. The company rates the plane at 220 hours of labor to complete, even for a first time builder. This does not count modifications, of course, so you may want to allow more time than that.

• Pfledge X  - had a Xenoah 242 engine
• Pfledge OR  -powered by a German Sachs SA-340
• Pfledge 430D – featured a Cuyuna 430D engine that Jack helped design
• NFL – the “Not Foot Launchable” was not a successful design
• Ptraveler – powered by Cuyuna 430D
• Ascender – the first with an improved climb rate, powered by Cuyuna 430R
• Ascender II – second of its type but with an improved muffler among other improvements
• Psounder – one of a kind, produced for a Colorado State University research project
• Ptug – hang glider towing version of the Ascender II
• Ptiger – renamed from Ascender II after improvements were made
• Ascender II+ – developed for larger pilots
• Ascender II+2 – developed for two-seat training flights
• Light Flyer – the last designed by Jack, as a tribute to the Wright brothers flyer, less than 10 were sold.

Unfortunately for Jack, his dream ended sadly when he sold the company to a group of partners, “Freedom Fliers” that abruptly went out of business and never paid Jack for the company. Yet, his claim to fame still exists in the form of 1,396 aircraft and thanks to one of his dealers a new era has begun.

Dave Froble was one of his dealers in 1978 and owned a number of Pterodactyls. In the interest of keeping them flying he started looking for parts and plans in 1991. The next year he formed DFE Ultralights (DFE stands for Dave Froble Enterprises) and began making kits in different models similar to the Pfledge and Ascender series. He named his ultralights Ascender III. The various models are indicated by letters, thus there are the following:

• Ascender III-A similar to original Pfledge with nose wheel steering
• Ascender III-B canard version similar to Ascender II
• Ascender III-C – with or without sidecar kit; similar to Ascender II+
• Ascender III-T – a hang glider tug similar to the Ascender II Ptug

Although he produces only a few complete kits, he does continue to supply parts to keep both his planes and those remaining from Jack’s production in the air.

One of the key factors in making the decision is whether you have or are planning to get an actual pilot’s license. If you are not, then your choices will be limited to those aircraft that meet the FAR part 103 requirements that dictate what qualifies as an ultralight and as such can be flown without a specific license. There are still plenty of aircraft on the market that fit this bill, some of which are very well-known and others that are fairly new on the scene. If you spend some time talking with other pilots, reading magazines and blogs, and doing research, you will eventually settle on one that will work best for you.

One of the newer ones that you may want to take a look at is Airdrome Aeroplanes’ Dream Classic Ultralight which was introduced in 1996. This Holden, Missouri company sells this ultralight as a kit with all required welding and machining already completed leaving you with just 100 to 120 hours of work to build a Dream Classic for yourself. The Dream Classic is a three axis control system covered with a certified poly fiber process. It comes with a Rotax 447 engine and since Rotax is the largest engine producers out there, you can be sure you are getting performance.

This ultralight weighs in at just 241 pounds which is well below the 254 pound weight limitation set in FAR 103. This plane has a climb ratio of 850 ft/min 4 m/s and can cruise at 57 mph with a Vne of 63 mph.  It requires just 200 ft for takeoff and landing. The kit can be ordered in either a wire braced version or a strut braced version.

On the other hand, if keeping within FAR103 regulations is not of concern to you, you might want to look at their Dream Fantasy twin ultralight trainer.  This kit runs about $1,000 more but will seat two. It cruises at 52 mph with a top speed of 63 mph. It comes with the Rotax 503 52 hp engine.

Additionally, if you are a interested in historical aircraft, Airdrome Aeroplanes has full scale replicas of both Allies and Central Powers aircrafts, as well as ¾ scale and 80% scale of some Central Powers aircrafts.  Their planes are as follows:

• Central Powers
  • Fokker D-VII 80% Scale
  • Fokker Dr-1 Full Scale and ¾ Scale
  • Fokker E-III ¾ Scale
  • Fokker D-VIII ¾ Scale
  • Fokker D-VI ¾ scale
  • Allies – all Full Scale
    • Nieuport 16, 17, 17 bis, 23, 24, 25, 27, and 28
    • Sopwith Pup

They also have the Bleriot XI Monoplane. All of their kits are complete with every nut, bolt, and whatnot you will need. Included are a photo CD and a video (either DVD or VHS). Furthermore, you can also arrange for builder’s assistance at their plant. Imagine having your plane ready with their help in just 4 days!

The later is what Leonard Milholland decided to do when he just wasn’t satisfied with the ultralight aircrafts he found available. With the experience he obtained in the US Army Air Corp and a love of homebuilt aircraft, Leonard built a number of aircraft including a baby ace, a Kelly-D and a guppy.  Then in 1993 he started working on the Better Half VW engine conversion and later what he dubbed the Legal Eagle Ultralight. It could be that it was his intention when naming his craft that he chose “Legal” Eagle because it can be built in “legal” compliance with FAR Part 103 which defines ultralights.

Leonard has since sold thousands of plans of his conversion and through the years has improved its design – the current of which provides approximately 30 hp.

In 2003, Leonard rolled out his Double Eagle prototype. The Double Eagle comes in at 385 pounds dry weight, has a 10 gallon fuel tank, and seats two people. It has a full VW 1835cc engine modified to produce approximately 60 hp.  Although it does not meet the requirements for ultralight status under FAR Part 103, it can be flown under the Light Sport Aircraft Category. Additional specifications:

• Wings
  • Span – 28’ 3”
  • Area – 127 sf
  • Useful Load – 515 lb
  • Gross Weight – 900 lb
  • Fuselage – 18 ft

Recently Leonard was again challenged as people wanted to know if he could design an ultralight that would still be “legal” but would accommodate a larger pilot than the 225 lb weight limit of the Legal Eagle. He set to work on a wider seat design and additional wing area to support more weight. The Legal Eagel XL is 38 inches longer, 9 inches taller, 34 more inches of wingspan and 13 square feet more wing area. It can accommodate a 275 pound pilot yet still be flown by smaller pilots by adjusting the rudder pedals and seat during construction. The plans for his new Legal Eagle XL are now available for purchase.

Getting back to the Legal Eagle, let’s take a look at its specifications:

• Wings
  • Span – 23.4 ft
  • Area – 107 sf
  • Length – 13 feet
  • Seats – Single occupant only
  • Fuel Capacity – 5 gallons
  • Weight
    • Empty: 244 lbs.
    • Max Gross: 450 lbs.
    • Distances
      • Takeoff: 200 feet
      • Landing: 200 feet
      • Climb Rate – 400 fpm.
      • Stall – 25 mph
      • Build Time – Approximately 400 hours

If building an ultralight from plans is more of a challenge that you are looking for, if you look around you may be able to find one already built for sale. Additionally, John Bolding is offering kits, materials packages and welded fuselages.

There are a number of ultralight aircraft parts suppliers. You can be most assured of having the correct part designed specifically for your plane if you go to the manufacturer of your aircraft or one of their authorized dealers.  These dealers will also carry ultralight aircraft parts that are add-ons and upgrades to what came standard on your aircraft.  Here are a few upgrades to consider that may improve your flying experience or enhance its safety:

• Replacement Seat -  an upgrade that is wider than the standard seat supplied yet is constructed to be lighter
• Cabin Heater
• Shock Absorbing Nose Gear
• Aluminum Instrument Panel
• Aluminum Engine Area Bulkheads
• Hinged Front Windscreen
• Cargo Pods
• Harness Kits
• Seat Covers
• Decals and Labels
• Ultralight Floats
• Emergency Locator Transmitter

The variety of upgrades available on the market will depend on the type of aircraft. Some upgrades cost relatively little while others can be more expensive.

There are also some companies that deal strictly in salvaged and refurbished parts.  This option will be more affordable from a financial standpoint but caution must be taken to be sure the quality and workmanship are satisfactory and that the company is reputable with an untarnished safety record. The critical nature of the specific part will often dictate whether you can safely consider a salvaged or refurbished part rather than a factory produced new one.  Even if you do not get parts from these companies, you may be able to sell them your damaged parts so they can refurbish them and resell them to someone else.

Ultralight aircraft parts suppliers are also used by the DIY person that endeavors to build their ultralight aircraft from scratch. Working off a set of plans means that each individual part must be located somewhere and purchased. In many cases, the engine may be purchased from one supplier, the brakes and clutch systems elsewhere and yet another supplier for the radiator, fuel tank and propellers. Accessories such as helmets, headsets, radios and floats can also be obtained from suppliers.  Ultralight aircraft parts can even be found on eBay including overhaul kits for the Rotax 503 engine and you can sometimes even find ultralight aircraft plans to get you started!

Another thing to consider when obtaining parts is the shipping cost. While shipping costs will be reasonable for small and lightweight parts, heavier items such as replacement engines can be very expensive to ship and you will benefit from trying to locate one locally. Or here’s a thought, as long as your plane is safe to fly, go pick it up!

Challenger Ultralight – A single-seat ultralight with a 31.5 foot wingspan; it can cruise between 55 and 80 mph. It can also be put on floats to make it capable of landing on water.  It comes standard with the Rotax 277 (28 hp) engine but can be upgraded to the Rotax 477 (42 hp) engine. The build time is estimated between 40 and 60 hours.

Challenger II LSS (Light Sport Special) – This aircraft comes standard with a Rotax 503 (52hp) engine and can cruise at 95 mph @ 6000 rpm.

Challenger II – Two-seat long wing (41.5 ft wingspan) that cruises between 65 and 85 mph.  It comes with the Rotax 447 (42 hp) standard but can be upgraded to the Rotax 503 (48/52 hp) engine. The build time is estimated between 40 and 60 hours.

Challenger II Special – Two-place clipped wing (26 ft wingspan) with cruising speeds up to 95 mph. The Rotax 503 (52 hp) engine is standard.  Build time is estimated at 150 hours.

Challenger Special – Single-place clipped wing (26 ft wingspan) with cruising speeds up to 95 mph. The build time is estimated at 120 hours. You can either upgrade to the Rotax 502 engine or stay with the Rotax 477 that is standard.

Challenger 103 – This single-seat Challenger was designed to meet the FAR Part 103 requirements for an ultralight – it weighs under the 254 pound weight limit. It is powered by the Hirth F33 dual ignition engine and can usually be assembled in less than 100 hours making it an excellent aircraft for the first-timer.

The Challenger kits can be purchased in one complete kit or done as four sub-kits – tail, wings, fuselage and engine.  This company has been producing its line of Challenger aircrafts since 1983. They have strived to provide aircrafts that are inexpensive to purchase – less than $25,000 in most cases – and also inexpensive to operate as they use regular automobile gasoline and cost just $5 to $10 per hour to fly. The parts and service on these planes is also affordable. None of their aircraft require more than a Sport Pilot Permit, and the 103 does not even need that.

If building your Challenger ultralight from a kit seems daunting to you, you can locate a distributor that offers in-house builder assistance or will build it completely for you.  One such company is U-FLY-IT in DeLand, Florida.  You can purchase your kit through them, get assistance building it or have them build it, have them send it off for painting and even train you to fly it.  You can find information on their website at www.uflyit.com.

Whether you go with a Challenger aircraft or another one, it is critical that you get appropriate training. Challenger ultralights are a nice option for the beginner, but you still want to know how to fly it so your first flight is not your last!

There are many aircraft on the market that call themselves ultralights, yet many of them do not meet the guidelines specified by Federal Aviation Regulations (FAR part 103).  The FAR definition includes the following:

• Holds no more than five gallons of fuel
• Holds only one occupant
• Is used for recreation or sport purposes
• If powered, no more than 254 pounds empty weight; unpowered must be under 155 pounds
• Cannot exceed 55 knots maximum calibrated airspeed at full power in level flight

Furthermore, pilots of such aircraft must adhere to the following regulations:

• Permit inspection by FAA at any time to ensure it meets ultralight criteria
• Operate between sunrise and sunset only unless equipped with proper anti-collision equipment which extends flight time to 30 minutes before sunrise or after sunset.
• Do not operate over any cities, towns, or open gatherings of people.
• Yield right-of-way to all other aircraft and not interfere with their safety.
• Do not operate in flight restricted areas or controlled airspace.
• Do not operate when visibility is such that ground cannot be seen.

By following both the regulations for the aircraft and for its operation, the owner does not need to do the following:

• register the aircraft or put any markings on it
• meet any age, experience or training requirements
• be sure vehicle meets any airworthiness certification standards

It is interesting to note here that although the FAA does not require a pilot of an ultralight to have a license or training, the industry itself has imposed training through various means. For example, most manufacturers will either insist on seeing training evidence before selling one of their aircrafts or will offer a discounted price to those that have certification.  Many will even provide training either as part of their package or at an additional fee.

Even though training is not a requirement, it would certainly be foolhardy to go up in an aircraft without knowing what you are doing.   Much like the training that goes into learning to drive a car before you get behind the wheel, there is much to know and understand about flying ultralight planes.

The recommended method for getting this training is at a flight school where the instructors are certified by one of the following:

• USUA – United States Ultralight Association
• EAA – Experimental Aircraft Association
• FAA – Federal Aviation Administration
• ACS – Aero Sports Connection

Also be sure to find out the instructors’ ratings and safety record.  You should get as much instruction as possible to not only fly the aircraft but also to know what to do if something goes wrong.  After all, a good landing is one you walk away from but a great one is one in which you can fly the same plane yet another day!