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maximum performance is desired, two important climb speeds are best angle-of-climb speed and best rate-of- climb speed. 

Because a gyroplane cannot be stalled, it may be tempt- ing to increase the climb rate by decreasing airspeed. This practice, however, is self-defeating. Operating below the best angle-of-climb speed causes a diminish- ing rate of climb. In fact, if a gyroplane is slowed to the minimum level flight speed, it requires full power just to maintain altitude. Operating in this performance realm, sometimes referred to as the “backside of the power curve,” is desirable in some maneuvers, but can be hazardous when maximum climb performance is required. For further explanation of a gyroplane power curve, see Flight at Slow Airspeeds, which is discussed later in this chapter. 

## DESCENTS 

A descent is the result of using less power than that required for straight-and-level flight at a particular airspeed. Varying engine power during a descent allows you to choose a variety of descent profiles. In a power-off descent, the minimum descent rate is achieved by using the airspeed that would normally be used for level flight at minimum power, which is also very close to the speed used for the best angle of climb. When distance is a factor during a power-off descent, maximum gliding distance can be achieved by maintaining a speed very close to the best rate-of-climb airspeed. Because a gyroplane can be safely flown down to zero airspeed, a common error in this type of descent is attempting to extend the glide by raising the pitch attitude. The result is a higher rate of descent and less distance being covered. For this reason, proper glide speed should be adhered to closely. Should a strong headwind exist, while attempting to achieve the maximum distance during a glide, a rule of thumb to achieve the greatest distance is to increase the glide speed by approximately 25 percent of the headwind. The atti- tude of the gyroplane for best glide performance is learned with experience, and slight pitch adjustments are made for the proper airspeed. If a descent is needed to lose excess altitude, slowing the gyroplane to below the best glide speed increases the rate of descent. Typically, slowing to zero airspeed results in a descent rate twice that of maintaining the best glide speed. 

## TURNS 

Turns are made in a gyroplane by banking the rotor disc with cyclic control. Once the area, in the direction of the turn, has been cleared for traffic, apply sideward pres- sure on the cyclic until the desired bank angle is achieved. The speed at which the gyroplane enters the bank is dependent on how far the cyclic is displaced. When the desired bank angle is reached, return the cyclic to the neutral position. The rudder pedals are used to keep the gyroplane in longitudinal trim throughout the turn, but not to assist in establishing the turn. 

The bank angle used for a turn directly affects the rate of turn. As the bank is steepened, the turn rate increases, but more power is required to maintain alti- tude. A bank angle can be reached where all available power is required, with any further increase in bank resulting in a loss of airspeed or altitude. Turns during a climb should be made at the minimum angle of bank necessary, as higher bank angles would require more power that would otherwise be available for the climb. Turns while gliding increase the rate of descent and may be used as an effective way of losing excess altitude. 

## SLIPS 

A slip occurs when the gyroplane slides sideways toward the center of the turn. [Figure 20-8] It is caused by an insufficient amount of rudder pedal in the direc- tion of the turn, or too much in the direction opposite the turn. In other words, holding improper rudder pedal pressure keeps the nose from following the turn, the gyroplane slips sideways toward the center of the turn. 

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## SKIDS 

A skid occurs when the gyroplane slides sideways away from the center of the turn. [Figure 20-9] It is caused by too much rudder pedal pressure in the direction of the turn, or by too little in the direction opposite the turn. If the gyroplane is forced to turn faster with increased pedal pressure instead of by increasing the degree of 

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