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for you to become familiar with the unique throttle characteristics and engine responses for a particular gyroplane. 

## RUDDER 

The rudder is operated by foot pedals in the cockpit and provides a means to control yaw movement of the aircraft. [Figure 17-3] On a gyroplane, this control is achieved in a manner more similar to the rudder of an airplane than to the antitorque pedals of a helicopter. The rudder is used to maintain coordinated flight, and at times may also require inputs to compensate for propeller torque. Rudder sensitivity and effectiveness are directly proportional to the velocity of airflow over the rudder surface. Consequently, many gyroplane rudders are located in the propeller slipstream and provide excellent control while the engine is developing thrust. This type of rudder configuration, however, is less effective and requires greater deflection when the engine is idled or stopped. 

## HORIZONTAL TAIL SURFACES 

The horizontal tail surfaces on most gyroplanes are not controllable by the pilot. These fixed surfaces, or 

stabilizers, are incorporated into gyroplane designs to increase the pitch stability of the aircraft. Some gyro- planes use very little, if any, horizontal surface. This translates into less stability, but a higher degree of maneuverability. When used, a moveable horizontal surface, or elevator, adds additional pitch control of the aircraft. On early tractor configured gyroplanes, the elevator served an additional function of deflecting the propeller slipstream up and through the rotor to assist in prerotation. 

## COLLECTIVE CONTROL 

The collective control provides a means to vary the rotor blade pitch of all the blades at the same time, and is available only on more advanced gyroplanes. When incorporated into the rotor head design, the collective allows jump takeoffs when the blade inertia is suffi- cient. Also, control of in-flight rotor r.p.m. is available to enhance cruise and landing performance. A simple two position collective does not allow unlimited control of blade pitch, but instead has one position for prerotation and another position for flight. This is a performance compromise but reduces pilot workload by simplifying control of the rotor system. 

