gyroplane

Abstract

A gyroplane (1) with a cell (2) for accommodating at least one person, with a landing gear (3), a rotor (4), the rotor (4) having at least one rotor blade (4a) and the rotor (4) being mounted rotatably about a vertical axis (GA) of the gyroplane (1), with a first wing (5) and a second wing, the wings protruding from the cell (2) on opposite sides of the cell (2), and a first propeller (6) being arranged on the first wing (5) and a second propeller being arranged on the second wing, the first propeller (6) and the second propeller being drivable by at least one motor, characterized in that the first propeller (6) and the second propeller are each mounted pivotably about a pitch axis (NA) of the gyroplane (1), a lift force being generateable by the first propeller (6) and the second propeller,and a pivotable and / or extendable lift flap (7) is arranged on each of the first wing (5) and the second wing, so that the flow generated by the first and second propellers can be redirected towards the ground or the base of the gyroplane by adjusting the angle of the lift flaps.

Description

[0001] The invention relates to a gyroplane with a cell for accommodating at least one person, with a landing gear, a rotor, wherein the rotor has at least one rotor blade and wherein the rotor is rotatably mounted about a vertical axis of the gyroplane, with a first wing and a second wing, wherein the wings protrude from the cell on opposite sides of the cell and wherein a first propeller is arranged on the first wing and a second propeller is arranged on the second wing, wherein the first propeller and the second propeller can be driven by at least one motor.

[0002] A gyroplane is a rotary-wing aircraft in which the rotor of the gyroplane is generally not actively rotated by an engine, at least during some phases of flight, but rather by the airstream, known as autorotation. A lift force acts on the gyroplane through the rotor blade profile. The lift force is generated by the airstream acting on the backward-tilted rotor. The rotor blades can be attached to the rotor via a flapping joint, for example. The angle of incidence of the rotor blades is fixed. The angle of incidence is the angle between the chord of a rotor blade and the rotor rotation plane. Propulsion can be generated, for example, by a propeller engine. The propulsive force, or the thrust of the propeller while the gyroplane is on the ground, can, for example, be in a ratio of one to two to the weight of the gyroplane.

[0003] The gyroplane is also known by names such as autogyro, gyrocopter, or gyrocopter. The gyroplane may have a landing gear consisting of a main landing gear and a nose gear. The propellers are generally powered by an internal combustion engine. During takeoff, the gyroplane requires a sufficiently long runway to achieve a high lift force. For conventional gyroplanes, the runway can be approximately 100 to 200 meters.

[0004] During takeoff, the rotor is pre-rotated to a predetermined speed, after which the propellers generate propulsive force, setting the gyroplane in motion. The wind and the rearward tilt of the rotor generate a stronger lift force along the runway until the gyroplane lifts off the ground.

[0005] From US 2020 / 0 164 975 A1, a helicopter with laterally projecting wings on which additional pivoting propellers are arranged is known.

[0006] From EP 2 690 012 A1 a helicopter is known which has two wings in the rear area and additional, pivoting propellers in the front area in order to generate additional lift force.

[0007] From US 2019 / 0 329 881 A1 is a helicopter with a main rotor and propulsion propellers arranged on the left and right to generate a desired horizontal speed.

[0008] DE 10 2016 002 231 A1 discloses a gyrocopter with pivoting propellers arranged on the side of the fuselage.

[0009] DE 10 2018 109 813 A1 discloses a gyrocopter with four driven and tiltable drive rotors.

[0010] Based on this, the object of the present invention is to create an improved gyroplane that can take off even with a horizontal speed vector close to zero.

[0011] The object is achieved with a gyroplane having the features of claim 1. Advantageous embodiments are described in the subclaims.

[0012] In the generic gyroplane, it is proposed that the first propeller and the second propeller are each pivotably mounted about an axis of the gyroplane that is different from the vertical axis, wherein a lift force can be generated by the first propeller and the second propeller.

[0013] The axis that differs from the vertical axis, the so-called yaw axis, is the transverse axis, the so-called pitch axis.

[0014] The lift force is in particular the force that acts opposite to the weight of the gyroplane.

[0015] The pivoting propellers, in addition to the rotor, can generate additional lift by directing the airflow downward, i.e., toward the ground or the base of the gyroplane. This allows the first and second propellers to generate lift even when stationary. This additional lift means that no runway is required, or at least only a very short runway, to transition the gyroplane from a stationary phase, in which the gyroplane is on the ground, to the flight phase.

[0016] It is conceivable that the first propeller and the second propeller are pivotably mounted directly on the respective wing to generate lift. The first propeller and the second propeller can, in particular, each be driven by their own motor.

[0017] The first propeller and the second propeller can be mounted so that they can pivot around the gyroplane's pitch axis. The pitch axis is the gyroplane's transverse axis, i.e., the axis that runs in the direction of extension of the first and second wings. The pivoting of the first propeller and the second propeller can thus be achieved in a simple design.

[0018] The first propeller and the second propeller can be pivotably mounted at an angle between an extension direction of the respective first propeller and second propeller and a plane spanned by the respective first wing and second wing, above 0 degrees and below 75 degrees.

[0019] In particular, but not necessarily, the first propeller and the second propeller can be mounted on the respective first and second wing at an angle between 15 and 45 degrees, further advantageously at an angle of 30 degrees.

[0020] The direction of extension of the first propeller or the second propeller can be the direction that corresponds to the axis in the longitudinal direction of the propeller, i.e., the axis around which the respective propeller rotates. The angular range in which the first propeller is pivotably mounted is thus determined by the direction of extension of the first propeller and the plane spanned by the first wing. In parallel, the angular range in which the second propeller is pivotably mounted is determined by the direction of extension of the second propeller and the plane spanned by the second wing.

[0021] By setting the first propeller and the second propeller at an angle of less than 90 degrees, forward thrust is ensured in addition to the lift generated by the propellers. This allows the gyroplane to gain speed immediately after takeoff. Furthermore, the forward thrust allows the first propeller and the second propeller to compensate for any yaw moment generated by the rotor. Compensating for the yaw moment after takeoff would not be possible with an angle setting of 90 degrees, as the first propeller and the second propeller cannot generate a counter-torque to counteract the yaw moment.

[0022] Furthermore, an angle between 0 and 75 degrees ensures that the gyroplane can be launched in a controlled manner. The first propeller, the second propeller, and the rotor can generate around 90% of the required lift. 90% of the required lift can be sufficient for part of the gyroplane's landing gear, in particular the nose gear, to detach from the ground - this is known as pitching - and for the gyroplane to rotate around its lateral axis, or pitch axis. This creates an angle of around 10 to 15 degrees between the gyroplane and the ground, or the base, whereby the propeller thrust can generate a further 10% of the required lift, allowing the gyroplane to lift off the ground and enter the flight phase.

[0023] A 90-degree angle between the first propeller and the second propeller can generate too much lift, causing the gyroplane to tip backward after pitching. Due to the changed angle between the gyroplane and the ground, the first propeller and the second propeller are directed forward, which can generate reverse thrust. This force can result in a moment that can cause the gyroplane to tip backward. The likelihood of an unstable takeoff can be reduced or completely avoided by setting the first propeller and the second propeller at a flatter angle of at least 75 degrees.

[0024] This has the advantage that the gyroplane does not require a runway and can take off vertically, or at least only a very shortened runway is required, whereby the propellers are not aligned at an angle of 90°, especially during takeoff, so that the propellers continue to provide forward thrust.

[0025] The first wing can be pivotably mounted on the cell with the first propeller and the second wing can be pivotably mounted on the cell with the second propeller.

[0026] The pivoting of the first propeller and the second propeller around an axis different from the gyroplane's rotational axis can thus be achieved indirectly by pivoting the corresponding first wing and the second wing. In this way, additional lift can be achieved due to improved airflow through the pivoting wings.

[0027] It's also conceivable that the first propeller and the second propeller could be mounted on the respective wings in a pivoting manner, in addition to the pivoting wings. This allows for more precise adjustment of the flow pattern.

[0028] The first propeller and / or the second propeller can be coupled to at least one first electric motor.

[0029] The electric motor can reduce the noise level of the gyroplane, improving comfort. The first electric motor, for example, can have an output of approximately 60 kW. It's conceivable that both the first and second propellers could be powered by the same electric motor.

[0030] Alternatively, or in combination, the first propeller and the second propeller can each be coupled to a separate first electric motor, so that the first propeller and the second propeller can be powered by different first electric motors. For example, both the first propeller and the second propeller can each be powered by a separate first electric motor with approximately 30 kW of power. The motor power of 30 kW refers to a takeoff weight of the gyroplane of approximately 400 kg. For a higher or lower takeoff weight, the power of the first electric motors can be adjusted to the described ratio.

[0031] Furthermore, the rotor can be coupled to a second electric motor. The second electric motor can be designed as an electric motor independent of the first electric motor that drives the first propeller and / or the second propeller. The rotor can thus be driven by a separate electric motor that is different from the motor of the first propeller and the second propeller.

[0032] The second electric motor for driving the rotor can, for example, have an output of between 15 and 20 kW. In contrast to the first electric motor, the second electric motor for driving the rotor can be smaller. The second electric motor can, for example, be used to generate pre-rotation during takeoff, pre-rotating the rotor to a speed greater than flight speed.

[0033] By driving the rotor with the second electric motor, it is possible to easily set the rotor into a pre-rotation during the takeoff process in order to generate, for example, 60% of the lift force required for takeoff.

[0034] The second electric motor can be smaller than a conventional combustion engine. The second electric motor can be designed in such a way that it cannot independently maintain the rotor at the required speed during flight.

[0035] It is also conceivable that the second electric motor could provide auxiliary power to the rotor during flight. This would achieve a combination of autorotation and an actively driven rotor. The fixed rotor blade angle could thus be somewhat larger than in today's gyrocopters, for example, 3.5 degrees instead of 2.5 degrees compared to the gyrocopter without auxiliary power from the second electric motor. The second electric motor would allow the rotor to be positioned flatter during flight and generate less drag, allowing the gyrocopter to fly more efficiently.

[0036] The rotor blade may have a pitch angle greater than 0 degrees and less than 10 degrees. In particular, but not necessarily, the rotor blade may have a pitch angle of 2 degrees to 5 degrees.

[0037] The rotor can be coupled to a first motor of the first propeller and / or the second propeller.

[0038] By coupling the rotor with the motor of the first propeller and / or the second propeller, whereby a single motor driving both propellers is also conceivable, it is possible to easily set the rotor into a pre-rotation during the take-off process in order to generate, for example, 60% of the required lift force for take-off.

[0039] According to the invention, a lift flap is arranged on the first wing and on the second wing, wherein the lift flap is pivotably and / or extendably mounted on the first wing and on the second wing. Furthermore, the lift flap can advantageously be pivotably and / or extendably mounted at an angle between a direction of extension of the lift flap and the plane spanned by the respective first wing and / or second wing, such that it is above 0 degrees and below 45 degrees.

[0040] The direction of extension of the lift flap is the direction in which the lift flap protrudes from the first wing and / or second wing.

[0041] The lift flap can generate additional lift, particularly during the takeoff process of the gyroplane. It is conceivable that a lift flap is installed on both the first and second wings. In particular, by adjusting the angle of the lift flap, the airflow created by the first and second propellers can be redirected further toward the ground or the base of the gyroplane, thereby creating increased lift.

[0042] After the takeoff process, it is possible to retract the lift flaps again or to swivel them into the basic position so that no additional lift force is generated by the lift flaps and minimal air resistance of the gyroplane can be guaranteed.

[0043] The first propeller and the second propeller can be controlled asymmetrically. Asymmetric control can, in particular, mean that the first propeller and the second propeller can be operated or controlled at different speeds, especially during the flight phase.

[0044] The asymmetrical control of the first and second propellers eliminates the need for a rudder, as the rotor's yaw moment can be compensated for by controlling the first and second propellers differently. Eliminating the rudder, for example, reduces the drag and complexity of the gyroplane.

[0045] The control can be carried out via an automatic flight control system, so that the different control of the first and second propellers does not require active pilot intervention. The pilot can control the first and second propellers via so-called high-level commands, with the precise power calculation of the first and second propellers being carried out automatically by the flight control system.

[0046] A rudder can be arranged on the gyroplane, whereby the rudder can be used to control the yaw moment.

[0047] The first propeller and the second propeller can be designed as tractor propellers.

[0048] By using one or more tractor propellers, the noise level of the gyroplane can be reduced in contrast to pusher propellers, since pusher propellers are louder than tractor propellers due to swirling air.

[0049] The indefinite term "a" is to be understood as such and not as a number. It is also conceivable for the gyroplane to have more than two propellers, for example, three or four. For example, two propellers could be mounted on the first wing and two propellers on the second wing. Each of the propellers could be designed according to the first propeller and second propeller described above. Furthermore, it is conceivable for multiple lift flaps to be mounted on the wings.

[0050] The invention also relates to a method for starting a gyroplane as described above, comprising the following steps: • Acceleration of the rotor to a speed, whereby the speed is accelerated above a flight speed (approx. 60% of the lift force) • Extending or pivoting the lift flap, wherein the lift flap is tilted at an angle between the direction of extension of the lift flap and the plane spanned by the respective first wing and / or second wing, to an angle between 0 degrees and 45 degrees, in particular to an angle of 30 degrees • Pivoting the first propeller and the second propeller into an angle between the direction of extension of the respective first propeller and second propeller and the plane spanned by the respective first wing and second wing, to an angle between 0 degrees and 75 degrees, in particular to an angle between 15 degrees and 45 degrees • Acceleration of the first propeller and the second propeller (approx. 30% of the lift force) • Compensation of a rotor torque by asymmetric control of the first propeller and the second propeller.

[0051] The rotor's flight speed is the speed required to generate the necessary lift during the flight phase. The required flight speed differs from the speed required for takeoff.

[0052] The first and second propellers can be accelerated to a maximum speed during the starting process described above.

[0053] Through the described process, the gyroplane experiences approximately 90% of the required lift force, although deviations of 10% are conceivable. Approximately 60% of the required lift force can be achieved by the rotor and approximately 30% of the required lift force by accelerating the first and second propellers. This lift force causes the gyroplane to pitch. This means that part of the landing gear, in particular the nose gear, already detaches from the ground and the gyroplane is rotated around its lateral axis, or pitch axis. This creates an angle between the gyroplane and the ground of approximately 10 to 15 degrees, with the propeller thrust generating a further 10% of the required lift force, although deviations of 10% are conceivable here too.

[0054] The gyroplane thus lifts off completely from the ground or base and can immediately gain speed. The resulting rotor torque, or yaw moment, can be compensated for by appropriate asymmetrical propeller control. After reaching a flight speed of approximately 80% of cruising speed, the lift flaps can be retracted or swiveled so that they are in the plane of the wings. At the same time, the rotor's drive power is reduced to approximately 50%.

[0055] The invention further relates to a method for a landing procedure of a gyroplane described above, comprising the following steps: • Reduce flight speed • Extending or pivoting the lift flap below approximately 50% of a cruising speed, whereby the lift flap is at an angle between the direction of extension of the lift flap and the plane spanned by the respective first wing and / or second wing, to an angle between 0 degrees and 45 degrees, in particular to an angle of 30 degrees • Acceleration of the rotor • Acceleration of the first propeller and the second propeller • Compensation of a rotor torque by asymmetric control of the first propeller and the second propeller.

[0056] The flight altitude can be controlled until the gyroplane touches down on the ground or landing area by adjusting the speed of the first propeller and the second propeller.

[0057] The rotor, the first propeller and the second propeller can be accelerated to a maximum speed during the landing procedure described above.

[0058] The cruising speed is the speed that the gyroplane needs to cover a certain distance in a certain time.

[0059] The invention is explained in more detail below using exemplary embodiments and the accompanying drawings. They show: Fig. 1 a schematic representation of a gyroplane according to the invention in a first embodiment in a side view; Fig. 2 a wing of the gyroplane after Fig. 1 in a schematic perspective view.

[0060] Fig. Figure 1 shows a schematic representation of a gyroplane 1 according to the invention in a first embodiment, in a side view. The gyroplane 1 has an airframe 2, wherein the airframe 2 is configured to accommodate at least one person. A landing gear 3 is arranged on the airframe 2, wherein the landing gear 3 comprises a main landing gear 3a and a nose gear 3b. The gyroplane 1 has a rotor 4 with a plurality of rotor blades 4a, wherein the rotor is mounted for rotation about a vertical axis, the so-called yaw axis GA.

[0061] It is clear that the rotor 4 is tilted backward, creating an angle of inclination between the rotor blades 4a and a longitudinal axis, the so-called roll axis RA, of the gyroplane 1. Due to the backward inclination of the rotor 4, the rotor 4, or rather the rotor blades 4a, can be set into autorotation by the airstream during a flight phase of the gyroplane 1. In this case, the rotor 4 can only be driven passively by the airstream and not actively by a separate motor. Depending on the angle of inclination of the rotor blades 4a to the rear, sufficient lift can be generated for the gyroplane 1 to gain altitude or maintain its altitude.

[0062] However, it is also conceivable for the rotor 4 to be driven by a second electric motor. The second electric motor can be designed such that it cannot independently maintain the rotor 4 at the required speed during the flight phase. The second electric motor can provide supportive drive to the rotor 4 during the flight phase, thus achieving a combination of autorotation and an actively driven rotor 4.

[0063] It can also be seen that a first wing 5 of the gyroplane 1 protrudes from the airframe 2 of the gyroplane 1. Not shown is the second wing, which protrudes parallel to the first wing 5 on the other side of the airframe 2 of the gyroplane 1. A first propeller 6 is arranged on the first wing 5, and a second propeller is arranged on the second wing.

[0064] It is clear that the first wing 5 with the first propeller 6 is pivotably mounted on the airframe 2 of the gyroplane 1. The first propeller 6 is thus pivoted indirectly via the first wing 5. The first wing 5 can be pivoted by the angle δ1, with the first propeller 6 also being pivoted by the same angle δ1. This makes it possible to pivot the first propeller 6 indirectly via the first wing 5 by the angle δ1. It can be seen that the angle δ1 between a direction of extension of the first propeller 6 and a plane spanned by the first wing 5 is greater than 0 degrees and less than 90 degrees. In particular, the first propeller 6 is mounted so as to be pivotable at an angle δ1 of less than 45 degrees.

[0065] However, it is also conceivable that the first propeller 6 and the second propeller can be pivotably mounted directly on the respective first wing 5 and second wing.

[0066] It can also be seen that a lift flap 7 is arranged on the first wing 5, wherein the lift flap 7 is arranged on the side of the first wing 5 facing away from the first propeller 6. It is clear that the lift flap 7 is arranged on the first wing 5 so as to be pivotable at an angle δ2 between a direction of extension of the lift flap 7 and the plane spanned by the respective first wing 5. In particular, the lift flap 7 can be pivoted at an angle between 0 degrees and 45 degrees. It is also conceivable for the lift flap 7 to be mounted extendably on the first wing 5.

[0067] It becomes clear that the air flow generated by the first propeller 6 can be guided further along the first wing 6 to the lift flap 7, so that when the lift flap 7 is pivoted by the angle δ2, the air flow can be deflected further towards the ground, or the standing surface 8, whereby an additional lift force can be generated.

[0068] The corresponding second wing can also be formed parallel to the first wing 6.

[0069] Due to the increased lift force that can be achieved by the pivoting first propeller 6 and second propeller and by the pivoting lift flaps 7, the gyroplane 1 requires no or only a very small takeoff runway, so that a vertical takeoff of the gyroplane 1 is also conceivable.

[0070] Fig. 2 shows a first wing 5 of the gyrocopter 1 according to Fig. 1 in a schematic perspective view. Although only the first wing 5 in Fig. 2, the second wing can be designed corresponding to the first wing 5.

[0071] It is clear that the lift flap 7 is arranged on the first wing 5 so as to be pivotable by the angle δ2, whereby the air flow generated by the first propeller 6 can be deflected by the lift flap 7 pivoted by the angle δ2, whereby an additional lift force can be generated.

[0072] The first wing 5 can be pivoted further about the pitch axis NA, whereby the first propeller 6 can be pivoted indirectly with the first wing 5.

[0073] Through the Fig. 1 and Fig.2 clearly shows that during the takeoff process, the rotor 4 can be accelerated to a speed that exceeds the flight speed. In this way, approximately 60% of the required lift force can be generated. Subsequently, the lift flaps 7 are pivoted at an angle δ2 between 15 and 45 degrees, in particular at an angle of 30 degrees, with the angle δ2 being arranged between the direction of extension of the lift flap 7 and the plane spanned by the respective first wing 5 and / or second wing.

[0074] The first propeller 6 and the second propeller are each pivoted with the first wing 6 and second wing at an angle δ1 of more than 0 degrees and less than 75, in particular at an angle of more than 0 degrees and less than 45 degrees and then accelerated to maximum speed, wherein the angle δ1 is arranged between the direction of extension of the respective first propeller 6 and second propeller and a plane spanned by the respective first wing 5 and second wing.

[0075] Through the described takeoff procedure, the gyroplane 1 experiences approximately 90% of the required lift force, with the nose gear 3b already lifting off the ground and the gyroplane 1 tilting about its transverse axis, the so-called pitch axis NA. Tilting about the pitch axis NA, the airflow is directed more strongly toward the base 8 by the first propeller 6 and the second propeller, as well as by the lift flaps 7, creating additional lift force and allowing the gyroplane 1 to lift completely off the base 8.

[0076] During this process, the yaw moment caused by the rotor 3 can be compensated for, for example, by controlling the first propeller 6 and the second propeller asymmetrically. List of reference symbols 1 gyrocopter 2 cells 3 Chassis 3a Main landing gear 3b Nose gear 4 Rotor 4a Rotor blades 5 First wing 6 First propeller 7 Lift flap 8 Stand area GA yaw axis RA roll axis NA pitch axis

Claims

[1] Autogyro (1) with a cabin (2) for accommodating at least one person, with a landing gear (3), a rotor (4) wherein the rotor (4) has at least one rotor blade (4a) and wherein the rotor (4) is rotatably mounted about a vertical axis (GA) of the autogyro (1), with a first wing (5) and a second wing, wherein the wings project from the cabin (2) on opposite sides and wherein a first propeller (6) is arranged on the first wing (5) and a second propeller is arranged on the second wing, wherein the first propeller (6) and the second propeller can be driven by at least one engine, characterized by, that the first propeller (6) and the second propeller are each pivotably mounted about a pitch axis (NA) of the autogyro (1), wherein a lift force can be generated by the first propeller (6) and the second propeller, and a pivotable and / or extendable lift flap (7) is arranged on the first wing (5) and on the second wing, so that by adjusting the angle of the lift flaps the flow generated by the first and the second propeller can be deflected towards the ground or standing surface of the autogyro. [2] Autogyro (1) according to claim 1, characterized by , that the first propeller (6) and the second propeller are mounted to pivot at an angle (δ1) between a direction of extension of the respective first propeller (6) and second propeller and a plane spanned by the respective first wing (5) and second wing above 0 degrees and below 75 degrees. [3] Autogyro (1) according to any one of the preceding claims, characterized by , that the first wing (5) with the first propeller (6) and the second wing with the second propeller are pivotably mounted on the fuselage (2). [4] Autogyro (1) according to any one of the preceding claims, characterized by , that the first propeller (6) and / or the second propeller can be coupled to at least one first electric motor. [5] Gyrocopter (1) according to any one of the preceding claims, characterized by , that the rotor (4) can be coupled to a second electric motor. [6] Gyrocopter (1) according to any one of the preceding claims, characterized by , that the rotor blade (4a) is arranged such that the rotor blade (4a) has an angle of incidence greater than 0° and less than 10°. [7] Gyrocopter (1) according to any one of the preceding claims, characterized by, that the rotator (4) can be coupled to a first motor of the first propeller (6) and / or the second propeller. [8] Gyrocopter (1) according to any one of the preceding claims, characterized by , that the lift flap (7) is mounted in an angle (δ2) between an extension direction of the lift flap (7) and the plane spanned by the respective first wing (5) and / or second wing, pivotable and / or extendable above 0 degrees and below 45 degrees. [9] Gyrocopter (1) according to any one of the preceding claims, characterized by , that the first propeller (6) and the second propeller can be controlled asymmetrically. [10] Gyrocopter (1) according to any one of the preceding claims, characterized by , that a rudder is arranged on the autogyro (1). [11] Gyrocopter (1) according to any one of the preceding claims, characterized by, that the first propeller (6) and the second propeller are designed as traction propellers. [12] Method for a starting procedure of a gyroplane (1) according to any one of claims 9 to 11 comprising the following steps: • Acceleration of the rotor (4) to a rotational speed, whereby the rotational speed is accelerated above an airspeed • Extending or pivoting the lift flap (7), wherein the lift flap (7) is set at an angle (δ2) between the extension direction of the lift flap (7) and the plane spanned by the respective first wing (6) and / or second wing, to an angle between 0 degrees and 45 degrees • Pivoting the first propeller (6) and the second propeller to an angle (δ1) between the extension direction of the respective first propeller (6) and second propeller and the plane spanned by the respective first wing (5) and second wing, to an angle between 0 degrees and 75 degrees • Acceleration of the first propeller (6) and the second propeller • Compensation of rotor torque by asymmetric control of the first propeller (6) and the second propeller [13] Method for a landing procedure of an autogyro (1) according to any one of claims 9 to 11 comprising the following steps: • Reducing flight speed • Extending or pivoting the lift flap (7) below approximately 50% of cruising speed, wherein the lift flap (7) is at an angle (δ2) between the extension direction of the lift flap (7) and the plane spanned by the respective first wing (5) and / or second wing, to an angle between 0 degrees and 45 degrees. • Acceleration of the rotor (4) • Acceleration of the first propeller (6) and the second propeller • Compensation of rotor torque by asymmetric control of the first propeller and the second propeller

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