hazardous. Should a go-around become necessary,  sufficient altitude to regain airspeed and initiate a climb may not be available, and ground contact may be unavoidable. The purpose of maneuvering during slow flight is to help you develop a feel for controlling the gyroplane at slow airspeeds, as well as gain an understanding of how load factor, pitch attitude, airspeed, and altitude control relate to each other. Flight at slow airspeeds is usually conducted at air- speeds 5 to 10 m.p.h. above the minimum level flight airspeed. When flying at slow airspeeds, it is important that your control inputs be smooth and slow to prevent a rapid loss of airspeed due to the high drag increases with small changes in pitch attitude. In addition, turns should be limited to shallow bank angles. In order to prevent losing altitude during turns, power must be added. Directional control remains very good while flying at slow airspeeds, because of the high velocity slipstream produced by the increased engine power. Recovery to cruise flight speed is made by lowering the nose and increasing power. When the desired speed is reached, reduce power to the normal cruise power setting. Like airplanes, gyroplanes have a specific amount of power that is required for flight at various airspeeds, and a fixed amount of power available from the engine. This data can be charted in a graph format. [Figure 20-13] The lowest point of the power required curve represents the speed at which the gyroplane will fly in level flight while using the least amount of power. To fly faster than this speed, or slower, requires more power. While  practicing slow flight in a gyroplane, you will likely be operating in the performance realm on the chart that is left of the minimum power required speed. This is often referred to flying “behind the power curve.” At pitch is increased to slow the gyroplane, more and more power is required to maintain level flight. At the point where maximum power available is being used, no  further reduction in airspeed is possible without initiat- ing a descent. This speed is referred to as the minimum level flight speed. Because there is no excess power available for acceleration, recovery from minimum level flight speed requires lowering the nose of the gyroplane and using altitude to regain airspeed. For this reason, it is essential to practice slow flight at altitudes that allow sufficient height for a safe recovery. Unintentionally  flying a gyroplane on the backside of the power curve during approach and landing can be extremely  A gyroplane will descend at a high rate when flown at very low forward airspeeds. This maneuver may be entered intentionally when a steep descent is desired, and can be performed with or without power. An unin- tentional high rate of descent can also occur as a result 20-12 Figure 20-13. The low point on the power required curve is the speed that the gyroplane can fly while using the least amount of power and is also the speed that will result in a minimum sink rate in a power-off glide. HIGH RATE OF DESCENT COMMON ERRORS FLIGHT AT SLOW AIRSPEEDS 5. An unsymmetrical ground track during S-turns across a road. 6. Failure to maintain selected altitude or airspeed. 7. Selection of a ground reference where there is no suitable emergency landing site. 1. Improper entry technique. 2. Failure to establish and maintain an appropriate airspeed. 3. Excessive variations of altitude and heading when a constant altitude and heading are  specified. 4. Use of too steep a bank angle. 5. Rough or uncoordinated control technique. 0 20 40 85 Airspeed, MPH Power Availab leGLYPH<.notdef> for Climb andGLYPH<.notdef> Acceleration PowerGLYPH<.notdef> Required Engine Po werGLYPH<.notdef> Available atGLYPH<.notdef> Full Throttle Rate of Climb Descent 20 45 85 Power Required & Power Available vs. Airspeed Rates of Climb & Descent at Full Throttle 0 Airspeed, MPH TYPICAL GYR OPLANE Horsepower Minimum Level Flight Speed