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one thousand feet of pressure altitude. [Figure 20-6] Once you have determined the standard temperature for your pressure altitude, compare it with the actual existing conditions. For every 10°F (5.5°C) the actual temperature is above standard, add 750 feet to the pressure altitude to estimate the density altitude. If the density altitude is above 2,000 feet, a jump takeoff in this aircraft should not be attempted unless wind and/or a weight reduction would compensate for the decrease in performance. Using the equation, if the density alti- tude is 3,000 feet (1,000 feet above a satisfactory jump density altitude), a reduction of 100 pounds in gross weight or a 10 m.p.h. of wind would still allow a satis- factory jump takeoff. Additionally, a reduction of 50 pounds in weight combined with a 5 m.p.h. wind would also allow a satisfactory jump. If it is determined that a jump takeoff should not be conducted because the weight cannot be reduced or an appropriate wind is not blowing, then consideration should be given to a rolling takeoff. A takeoff roll of 10 m.p.h. is equivalent to a wind speed of 10 m.p.h. or a reduction of 100 pounds in gross weight. It is important to note that a jump takeoff is predicated on having achieved a spe- cific rotor r.p.m. If this r.p.m. has not been attained, performance is unpredictable, and the maneuver should not be attempted. 

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## BASIC FLIGHT MANEUVERS 

Conducting flight maneuvers in a gyroplane is differ- ent than in most other aircraft. Because of the wide 

variety in designs, many gyroplanes have only basic instruments available, and the pilot is often exposed to the airflow. In addition, the visual clues found on other aircraft, such as cowlings, wings, and windshields might not be part of your gyroplane’s design. Therefore, much more reliance is placed on pilot interpretation of gyroplane than in other types of aircraft. Acquiring the skills to precisely control a gyroplane can be a challenging and rewarding experience, but requires dedication and the direction of a competent instructor. 

## STRAIGHT-AND-LEVEL FLIGHT 

Straight-and-level flight is conducted by maintaining a constant altitude and a constant heading. In flight, a gyroplane essentially acts as a plumb suspended from the rotor. As such, torque forces from the engine cause the airframe to be deflected a few degrees out of the vertical plane. This very condition should be ignored and the aircraft flown to maintain a constant heading. 

The throttle is used to control airspeed. In level flight, when the airspeed of a gyroplane increases, the rotor disc angle of attack must be decreased. This causes pitch control to become increasingly more sensitive. [Figure 20-7] As this disc angle becomes very small, it is possible to overcontrol a gyroplane when encounter- ing turbulence. For this reason, when extreme turbulence is encountered or expected, airspeed should be decreased. Even in normal conditions, a gyroplane requires constant attention to maintain straight-and- level flight. Although more stable than helicopters, gyroplanes are less stable than airplanes. When cyclic trim is available, it should be used to relieve any stick forces required during stabilized flight. 

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## CLIMBS 

A climb is achieved by adding power in excess of what is required for straight-and-level flight at a particular airspeed. The amount of excess power used is directly proportional to the climb rate. For maneuvers when 

