American Ranger, Silverlight AR 1 Gyroplane, Aircraft Review, Silverlight Aviation Florida,

American Ranger, AR 1 Gyroplane, Aircraft Review, Silverlight Aviation Florida,
#AmericanRanger #Ar1Gyroplane #AircraftReview #SilverlightAviationFlorida #
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American Ranger, AR 1 Gyroplane, Aircraft Review, Silverlight Aviation Florida
The world's state-of-the-art gyroplanes employ tails with larger vertical and horizontal surface that provide exceptional stability making the rotary-winged aircraft much more predictable to fly. Beside adding stabilizing features companies have partially enclosed the cockpit with half-height fuselages making them more user-friendly than past-generation gyrocopters (the industry-preferred term for the older, less desirable models of many years past).
Along with aerodynamic refiinements, SilverLight's American Ranger 1 (or AR1) has improved seating and creature comforts, offers modern instrumentation, and a high level of fit-and-finish quality. All these improvements found a receptive market and Zephyr Hills Airport-based SilverLight is ready to meet the need. Zephyr Hills is located close to Tampa, Florida.
How is it to fly a gyroplane like AR1? The simplest comment is that with only a couple exceptions, you fly a gyroplane very much like a fixed wing. You use the stick and rudders similarly, although not identically. Your fixed wing skills will prove highly transferable to gyroplanes and most pilots will quickly adapt; you won't have to learn many new tricks.
Many pilots have observed that gyroplanes fly successfully in winds not advised for many other aircraft. The reason is that the rotor blades are spinning through the air at 400 mph making a 25-mph crosswind, for example, relatively insignificant. Combined with a higher wing loading, these aircraft are simply not as vulnerable to winds as are most fixed wing aircraft. More flying; less sitting on the ground waiting for the right conditions.
In years past, pilots interested in a modern gyroplane felt they had to consider a foreign product, but no more. SilverLight is contemporary, well-designed and -built, and an all-American design. Top that off with very attractive pricing and you've got a winner in American Ranger 1 (AR1)!
Website: www.silverlight...
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Zephyrhills, FL 33542
USA
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American Ranger, AR 1 Gyroplane, Aircraft Review, Silverlight Aviation Florida,
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[@godfreyanyumba1531]

This is perhaps the first instructive commentary I have come across that gives enthusiasts simple outline of the ' why and what to do' as one flies an autogyro. You make a great instructor!!! Thank You

[@RoadRunnerLaser]

"You don't autorotate like a helicopter does". Urm. That's not quite how I would put it. I would say that a helicopter doesn't autorotate quite like a gyro does because a gyro is ALWAYS in autorotation. A heli requires a reconfiguration of the blades in order to autorotate. As we don't have a collective and our blades are already autorotating, we only need to manage our pitch and we use pitch for a round-out and flare just like in a regular landing (whereas the heli pilot would apply some collective at this point). Also, the autogyro came BEFORE the helicopter... Hence the heli doing things (or not doing things) like an autogyro, not the other way around.

[@dragon2knight]

Nice explanation on how these contraptions actually work, thank you. I find most folks who blast gyros don't really know anything about how they work. I've never flown in one, but I'd love to. Thanks Dan 👍 My only real issue is the high cost of the latest ones out there...but that's an issue across the board in the LSA field unfortunately.

[@jimwagner6260]

Okay bucket list right after the lottery 👍

[@Mike-01234]

Been reading about these want to get one from what I read they are safe as long as you fly them with in the design parameters and reframe from any high energy type maneuvering. There was a AR-1 Ranger crashed in Utah after the pilot did a steep climb out was shot on video I guess it was his first flight. I wonder if he was trying to show off for the camera how his turbo charged 915SI 141HP rotax performed. The NTSB hasn't reported the reason for the crash but common sense is just don't attempt steep climbs when close to the ground. I would be happen to just fly around and take in the scenery from the air.

[@billmcgarry3300]

Well done presentation Dan. Next I’m in the Tampa area I will book a visit with Silverlight aviation. Thanks 😎

[@syramento]

Power before pitch *except* in a vertical descent. Recovery from a vertical descent begins with relaxing the stick, allowing the nose to drop, followed by gently rolling in the power.

[@RoadRunnerLaser]

There are (at least) two ways to recover from the (near)-vertical descent. Recover to the glide or a minimum height loss recovery. To recover to the glide, relax the stick, allow the nose to drop so that the airspeed builds. When you have sufficient airspeed (60-70mph depending upon model of aircraft), ease the stick back to attain cruise attitude. As the nose comes up, THEN you add power. Adding power with the nose down is a habit many instructors do not want their students to develop because although modern gyros are reasonably resistant to powered-pushover, it can be a risky habit to develop in a gyro. A minimum height loss recovery from a near-vertical descent (as Phil Harwood says, "There is nothing vertical about a vertical descent". He uses the term "Parachute Mode" which I don't like) involves just opening the throttle to maintain cruise speed as you should already have approximately cruise attitude.

[@syramento]

@@RoadRunnerLaser For both a vertical descent and I go-around, l apply gentle back pressure on the stick while easing the power in.

[@johnbrown3711]

A very nice, complete package of information in this video.

[@designsbyphilip510]

Ever since I was given a ride in one, I desperately want to get into Gyros. The cost, time to get the license, and travel to get to a school is prohibative. This looks perfect for me though. Ever since I was a teenager and went up in a Cherokee Piper, I learned problems and issues were ground based and couldnt fly. Even as a passenger, once Im in the air, the only things that matter is the plane and skies around me.

[@DoRC]

I'd be surprised if the enclosure causes any more drag. The turbulence caused by the open cockpit it probably pretty significant.

[@RoadRunnerLaser]

"Power before pitch", although a good mantra when in the cruise, is not applicable when doing a recovery from unusual attitudes or recovering to the cruise from a glide - Bring the nose back toward cruise attitude and THEN add power. Although modern gyros are a lot less prone to powered-pushover, we're still taught not to open the throttle up with the nose down.

[@billr8667]

Thanks for this very thorough review. I'm looking forward to checking it out.

[@matthewmattholew7905]

Very nice video. Great explanation and descriptions.

[@secondjourneys]

Good introduction of the AR-1 with canopy, as well as spotlighting the benefits of flying a gyro. Nice video!

[@JoseBertoSanchez]

Dan... Great Videos... just one hint... your sound is on a single channel only... bit unpleasant to hear only in one side(speaker/headphone)...

[@ultralightnews]

Have checked using several devices - the problem is at your end. The Ultralight Flyer

[@JoseBertoSanchez]

@@ultralightnews Thank you for replying... Unfortunately, is not at my end...Tried on multiple PC's, Tablets and mobile devices...also in a Smart TV...Sound output is in a single channel only...... that I am 100% sure.... No worries... I still like your videos and I am going to keep watching them...

[@chuckschumacher5035]

Only one speaker for me too (left). Seems a vast majority of Dan’s are. Folks he interviews are on the other side. Weird.

[@CodyWallace78]

I wore headphones to watch this video and I got sound on both sides. Works just fine for me.

[@terryhorlick679]

Dan, why are you landing on the taxiway? I’ve heard of landing a gyro on a taxiway because of a strong crosswind on the runway but that isn’t what’s going on here. The taxiway was parallel to the runway which looked to be available and traffic free.

[@ultralightnews]

That was the circuit that was being used for demo flights during the show. The Ultralight Flyer

[@ronnybaize]

Another great video. Dan

[@CafeenMan]

That is a very cool little aircraft. The flight video looks like the rotor blades are not balanced. There is a regular shake that is too slow for it to be engine vibration.

[@ronlawrence5021]

Base on these things starts around $60K. Reasonably outfitted probably closer to $80. I guess that's only ridiculous to those of us who spent less on our fully outfitted duallies with every bell and whistle there is. Private aviation has turned into a rich-man-only club. But it wasn't always this way.

[@silverlightaviation]

An aircraft engine in these is $20k to start for the basic 912ULS 100 HP Rotax. Have you priced a Ford Escalade lately? Its $75k to start. Last time I checked, it does not fly and is made in the millions by robots

[@JudgeEarl]

Excellent presentation. Typical cruise speeds and engine RPM's to obtain those speeds?

[@davidbenfield]

Excellent review! Thank you!

[@Coyot0xx0]

What about making a gyroplane where the rotor blades can't touch the tail? I've heard this problem every single time someone was talking about gyroplanes.

[@CafeenMan]

I think it's just a matter of engineering. High aspect surfaces are more efficient than low aspect. To make a vertical stabilizer lower it would need to be much longer. If you want to lower the vertical stabilizer then you have to make the gear a lot taller. I don't know what happens if the rotor blades are raised but I suspect the higher they go the more that engine thrust affects pitch angle.

[@silverlightaviation]

Gabor. Its better to actually take proper training than solve the issue by making the mast 3 foot taller. As an analogy it would be like saying why don't we make a 3 foot thick bumper on the car to save its frame from getting damaged in a front end collision.

[@raydreamer7566]

Great presentation.

[@MrHanowski]

Nice review as always, but should include pricing.

[@digitalranger4259]

While I'd like it too, pricing changes frequently. Best to always check with the manufacturer.

[@bobwampler3387]

Very interesting! May have to check this out.

[@peejpom]

Has the accident rate per hour flown improved, I only ask out of curiosity as when I thought of learning to fly an Autogyro in Australia my insurance company refused me cover, they had a terrible reputation for accidents.

[@silverlightaviation]

I am not sure if it has but the thing that's clear is the accident rate is high because older pilots with experience in fixed wing airplanes buy the most difficult to fly gyroplanes for a starting gyroplane pilot and then continue to think they can be safe in 10 hours of training. One thing that is not PC but generally correct is that the older you are the more time you will take to learn to fly a new machine unless you have kept learning new things which most of us with the busy life have not done. Physical fitness is also an indirect factor. Very little has to do with machine itself

[@Cesarhernandez-wv3do]

Invented in Spain 1919.

[@ackack612]

Nice job. Well done and very informative.

[@ikay2102]

Great coverage.

[@DustyCowdog]

I've loved Autogyros for a long time. I have a hard time deciding what I would rather have: Autogyro, Fixed wing or Trike like from Revolution Trikes. I always wonder how an Autogyro handles down drafts or wind shear? I need to visit Zephyr Hills airport, I think!

[@abidfarooqui-sla3301]

Its Evolution Trikes I think you are thinking of. My previous company before I founded SilverLight Aviation and manufactured AR-1 gyroplane. Come down to Zephyrhills airport and both companies are on the same airport. You can fly at 1 pm and find out for yourself. There is no comparison. Gyroplane has a very unfair advantage over both trikes and airplanes of similar size when it comes to handling turbulence and thermals.

[@rickfetters4583]

@@abidfarooqui-sla3301 "Gyroplane has a very unfair advantage over both trikes and airplanes of similar size when it comes to handling turbulence and thermals." Can you detail the specifics of the difference?

[@MrZrryan2]

@@rickfetters4583 Like he said, take them both out for a ride in the heat (thermals) of the afternoon, and you will KNOW exactly the difference. Gyro's are SUPER stable and you swear there is NO turbulence... then you jump in the trike in the same day at the same time, same thermals, and you think you are going to DIE... it is a VERY stark difference, Gyro's hardly feel any turbulence at all, very stable, all the time.

[@abidfarooqui-sla3301]

@@rickfetters4583 Ok. Besides what the others have said here, I'll give you a bit more explanation. Its not that gyroplanes do not feel thermals. They do. But the way they feel them is very gentle and slow. You enter a thermal and you have the sensation that you have started climbing and then you have the sensation that you are coming out of the thermal. To handle that, you simply "dampen" the grip a little. Very easy and simple. No big movement or muscle needed. Similarly on gusty days, you do feel the gusts. The nose goes into the wind and as the gust dies it comes back too its original location generally. You don't do much there except keep equal slight pressure on the rudder pedals. Very easy. The main thing is there is never really a roll upset. One side does not lift up giving you alarm. That happens in trikes and to a lessor degree in fixed wings. Gyroplanes just do not do that, giving a very good sense of control to the pilot. The movement of the stick is within a 4 inch radius so its more just pressure rather than big movements. Its not a physical thing at all. Its more technique and touch. The movements in trikes in bad conditions can be large and punchy and you may get tired

[@DanFrederiksen]

It's a fascinating concept and still very counter intuitive to me that the rotor works as a lifting surface but a fixed wing config just seems so clearly superior that it's puzzling that some do these aircraft. I get that it can land at ultra low speed but so could a light plane with a big angled wing. It mostly seems like a light plane with a high lift and poor glide ratio characteristic. Low speed landing at the expense of the flying. Also seems more service intensive than a wing? Can it land vertically or is that destructive speed?

[@abidfarooqui-sla3301]

It has no stall and no spin. You can be at 10 mph in full control. It touches down at 0 to 10 mph with 0 to 30 foot roll out. Not at all more maintenance intensive than any LSA airplane. Very simple. Just every 50 hours grease all the zirc fittings

[@rcbif101]

Abid knows a bit more than me, but another big one is wind tolerance. You can fly these in winds that fixed wing pilots wouldn't think about. They also take up little space in a hangar, and can be trailered easily. It would be awesome to live somewhere remote where you could just drive this down the road to the airport.

[@peterkalev3718]

Dan, try landing a small plane with relatively low wing loading on a windy day... Just the other day I was watching one go around few times until it finally found a gap in the wind gusts to put it on the runway. All I did with my gyro was to pick my spot on the runway next to the best taxiway intersection and land - exactly what I do on every landing...

[@RoadRunnerLaser]

I agree with the others here that the gyro is far from inferior to a fixed-wing aircraft. To answer your last question, MOST do not land vertically because you need the energy to flare. Landing vertically would be extremely hard and MAY cause damage. If you do a landing from a vertical descent (as you may do in a practiced engine failure), you will descend "vertically" until you are a few hundred feet AGL, at which point, you will dip the nose, achieve glide speed (between 60 and 70mph depending upon model) and then round-out and flare as normal at the end.

[@eastcoast5936]

I believe these gyros will become more popular due to three factors: 1) the climate cycle we are all experiencing is producing greater and more frequent winds... that’s a fact. A gyro guy explained to me that the speed of the rotor which is say 280 mph slices through a 25 knots wind with ease. Further, the watch on a chain weight effect creates a smoother experience as opposed to my small plane where the cabin/ engine weight is close to the flying surface, 2) hangars are the way to go, 4 gyros can fit in a standard T making the hangar cost much cheaper., 3) the standard VFR lunch trip would be like flying in a Husky with a fabulous view, yet the views out front and up are way superior... the two trade offs I see are 1) no 🪂 parachute ability yet, and, 2) 80 mph cruise... can at least fly with the cubs. So what if I get to lunch last. Great vid Dan.

[@jeremytucker8853]

Distance on a full tank of gas. Total elevation?

[@oldschool7207]

A good step taken towards the excellent designs and production of the European gyroplanes. A few more years and we might be allowed to approach the European quality.

[@ultralightnews]

Having viewed, and flown in both, I would have to say that the gyroplanes produced in the U.S. meet or exceed anything coming in the Europe. The Ultralight Flyer

[@bobsargeant9540]

How many +- Gs and max cross wind?

[@luisvillafane1461]

What’s the cost of these gyro

[@abidfarooqui-sla3301]

An open cockpit version nicely loaded, with builder's assist at the factory, DAR fees paid, registration done, with radio, transponder, moving map GPS, dual controls, ADSB IN/UT all said and done is around $78k

[@digitalranger4259]

Thanks for the review of a gyrocopter. (gyroplane, whatever. :) ) One thing I was curious about that I'm surprised I didn't see in your coverage was if the AR1 still qualifies as a light sport with the canopy installed. It looks heavy, and most other LSA gyros I've seen have not had canopies.

[@ultralightnews]

There are currently no light sport gyroplanes. They can however be flown by a light sport pilot, if them meet the definition of a light sport aircraft. But they currently have to be built as experimental aircraft. A sport pilot can fly an experimental aircraft that meets the light sport definition of weight, stall etc. The Ultralight Flyer

[@digitalranger4259]

@@ultralightnews Thank you. for the explanation.

[@silverlightaviation]

It "easily" qualifies to be flown by a Sport Pilot. It is heavier than some European brands like AutoGyro Gmbh but we also don't have mast cracking or pre-rotator parts breaking or rotor blades cracking issues either. There is no magic and there has to be some adequate material there for these things not to happen over expected normal use and lifetime of an aircraft

[@washingtonfly3833]

Show comando

[@johnsmith-iu1dv]

Do I need pilot license to fly?

[@terryhorlick679]

Pilot certificate or light sport pilot certificate, both require a gyroplane endorsement.