WARNING AIRCRAFT: MAGNI AUTOGYRO MODEL: M-16 TANDEM TRAINER ENGINE: 914 ROTAX DESIGNER: MAGNI GYRO SRL

Transcription

1 AIRCRAFT: MAGNI AUTOGYRO MODEL: M-16 TANDEM TRAINER ENGINE: 914 ROTAX DESIGNER: MAGNI GYRO SRL WARNING DO NOT ATTEMPT TO FLY THIS AIRCRAFT WITHOUT BEING TRAINED BY A QUALIFIED AND CERTIFIED MAGNI GYRO INSTRUCTOR. IGNORING THIS WARNING COULD RESULT IN INJURY OR DEATH. ISSUED IN /29/2008, Rev: 03

2 2/29/2008, Rev: 03 Page 2 of 48

3 TABLE OF CONTENTS LOG OF REVISIONS 5 1 GENERAL INFORMATION BASIC CONFIGURATION CONSTRUCTION MATERIALS OPERATING LIMITATIONS CG / LOADING AIRSPEED REFERENCES PERFORMANCE SPECIFICATIONS PERFORMANCE CHARTS ENGINE LIMITS INSTRUMENT MARKINGS LOAD / ACCELERATION LIMITATIONS STALLING SPEED 12 2 SPECIFIC SYSTEMS DESCRIPTION STRUCTURE FLIGHT CONTROLS COCKPIT LANDING GEAR TAILPLANE ROTOR POWER PLANT FUEL SYSTEM ENGINE OIL SYSTEM OIL CIRCULATION LUBRICANT: ENGINE COOLING SYSTEM ELECTRICAL SYSTEM ENGINE ELECTRICAL 19 2/29/2008, Rev: 03 Page 3 of 48

4 ENGINE INSTRUMENTATION AIRFRAME ELECTRICAL INSTRUMENTS & ACCESSORIES OPERATIONAL PROCEDURES PREFLIGHT CHECKS EXTERNAL, "WALK-AROUND" PREFLIGHT CHECKS PREFLIGHT COCKPIT CHECKS ON BOARD ENGINE STARTING COLD ENGINE START WARM ENGINE START ENGINE STARTING TROUBLESHOOTING: PREFLIGHT ENGINE CHECKS PREROTATION AND TAKE-OFF PREROTATION NORMAL TAKE-OFF SOFT FIELD TAKEOFF (or SHORT ROLL TAKEOFF) SHORT FIELD TAKEOFF (To Clear an Obstacle) CLIMB NORMAL TAKEOFF CLIMB CRUISE CLIMB MAXIMUM CLIMB CRUISE POWER-OFF GLIDE APPROACH AND LANDING APPROACH NORMAL LANDING SHORT FIELD LANDING SOFT FIELD LANDING ROUGH FIELD LANDING LANDING WITH CROSSWIND POST-LANDING CHECKS AND PARKING EMERGENCY PROCEDURES PILOT PREPARATION AND ASSESSMENT /29/2008, Rev: 03 Page 4 of 48

5 4.2 ENGINE FAILURE DURING TAKE-OFF ENGINE FAILURE IN CRUISE EMERGENCY LANDING - Power off SHORT FIELD LANDING - EMERGENCY LANDING SOFT OR ROUGH FIELD LANDING - EMERGENCY LANDING PILOT INDUCED OSCILLATIONS (PIO) NOTES 46 GYROPLANE VALIDATION RECORD 47 LOG OF REVISIONS Revision Description Page No. Date 01 Typo corrections Various 11/5/ Margins Various 11/20/ Remove PRA acceptance 47 11/20/ Revised starting procedures Various 2/29/2008 2/29/2008, Rev: 03 Page 5 of 48

6 1 GENERAL INFORMATION 1.1 BASIC CONFIGURATION Engine: Propeller: Airframe: Fuselage/Cockpit: Rotor: Rudder: Controls: Rudder: Tank-Seat: Fuel system: Wheel Brake system: Nose gear: Back gear: Prerotator: Prerotator Brake Instruments: Safety-belt: 914 Rotax with electrical starter Arplast, carbon fiber three-blades Single piece, tig-welded chromoly 4130 steel Composite half-fairing fiberglass with front windscreen Carbon fiber, two-blades, 28 ft Airfoil composite vertical rudder, horizontal stabilizer and 2 tip winglets Cyclic: front and rear joystick, torsion bar with bearings, left and right push-pull rods front and rear rudder pedals with connection rods, nose gear steering, cables to rudder Integral rear seat, composite material, 19-gal capacity Sump/filter, dual electric fuel pumps, rear seat/tank, vents, float-type fuel level gauge. Disk brake hydraulic system for main wheels Steerable, non suspension Fiberglass leaf spring, 2 wheels with wheel pants Mechanical flexible steel system, belt drive, bendix gearing, notched crown Drum, control cable actuated. lockable Electronic engine monitor, Rotor tachometer, altimeter, airspeed indicator, fuel gauge, forward trim limit indicator Lap belts, both seats TYPICAL EMPTY WEIGHT WITH 914 ROTAX lbs. 2/29/2008, Rev: 03 Page 6 of 48

7 1.2 CONSTRUCTION MATERIALS 4130 steel: Single piece airframe Composite: Main landing gear leaf spring Rotor Rudder and stabilizer surfaces Propeller Fuselage/cockpit Front seat Rear seat/fuel tank 1.3 OPERATING LIMITATIONS WARNING DO NOT ATTEMPT TO FLY THIS AIRCRAFT WITHOUT BEING TRAINED BY A QUALIFIED AND CERTIFIED INSTRUCTOR. IGNORING THIS WARNING COULD RESULT IN INJURY OR DEATH. COMPLIANCE WITH THIS SECTION OF THE MANUAL IS MANDATORY CG / LOADING SOLO LIMITATIONS: WEIGHT LIMITATIONS: CG LIMITATIONS: Solo flights in the front seat only. Maximum take-off weight is 1212 lbs. Minimum solo weight (w/o ballast) is 130 lbs. Acceptable keel angle range for aircraft is 6 o to 12 o. See HANG TEST DATA sheet located with aircraft documents in the aircraft to determine front seat minimum and maximum weight range and to determine rear seat and fuel maximum weight. 2/29/2008, Rev: 03 Page 7 of 48

8 1.3.2 AIRSPEED REFERENCES All data are intended IAS (Indicated Airspeed) and at maximum gross weight Maximum: V ne 115 mph Best-angle climb: V x 60 mph Best-rate climb: V y 65 mph Maneuvering: V a <90 mph Economic 65%: mph Normal 75%: mph Take-off (typical): 35 mph Touchdown (typical): 20 mph Approach (normal): 60 mph PERFORMANCE SPECIFICATIONS * Maximum gross weight at sea level, standard conditions Service ceiling (Rate of Climb <100 ft/min): Absolute ceiling: Take-off roll *: Distance to clear 50 ft obstacle *: Landing roll *: Rate of climb *: Minimum level flight airspeed *: Zero airspeed rate of descent, no power *: Fuel tank capacity: Fuel 65%: Fuel 75%: 65% (no reserve): Range (no reserve): Crosswind component, max: 3500 m (11,400 ft) 4000 m (13,000 ft) 100 m (340 ft) 300 m (1000 ft) 0 to 30 m (0 to 100 ft) 950 ft/min 30 mph 1500 ft/min 19 gal 5.5 gal/hr 6.0 gal/hr 3.4 hr 250 miles 20 mph PERFORMANCE CHARTS Figure I: Figure II: Height vs. Velocity for safe landing during power off descent Climb Performance 2/29/2008, Rev: 03 Page 8 of 48

9 FIGURE I HEIGHT VS. VELOCITY FOR SAFE LANDING DURING POWER OFF DESCENT 1212 POUNDS GROSS WEIGHT STANDARD DAY, SEA LEVEL 2/29/2008, Rev: 03 Page 9 of 48

10 FIGURE II CLIMB PERFORMANCE STANDARD DAY PRESSURE ALTITUDE FEET 12,000 11,000 10, POUNDS GROSS LOAD 9,000 8,000 6,000 5,000 4, POUNDS GROSS LOAD 3,000 2,000 1, RATE OF CLIMB, FT / MIN 2/29/2008, Rev: 03 Page 10 of 48

11 1.3.5 ENGINE LIMITS See Rotax 914 Engine Operator's Manual, Section 10.1 for more information. Max continuous RPM: Takeoff RPM (turbo): Max Oil Temperature Max Oil Pressure: Min Oil Pressure: Max CHT Temperature: Max EGT Temperature: Fuel: 5400 RPM - 100% throttle 5800 RPM - 115% (turbo boost for 3 minutes) 255 o F 102 psi 29 psi 275 o F 1700 o F Aviation or Automobile fuel - 90 octane minimum INSTRUMENT MARKINGS Airspeed Indicator: Engine Tachometer: EGT: CHT: Oil Temperature: Oil Pressure: Fuel Gauge: Red Radial at 115 mph Flashing alarm at 5800 RPM (digital) Flashing alarm at 1650 o (digital) Flashing alarm at 230 o (digital) Flashing alarm at 230 o (digital) Flashing alarm at <30 psi and >100 psi (digital) 13 gal to 0 gal, with 3 gal warning light LOAD / ACCELERATION LIMITATIONS Minimum sustained load factor: + 1g Sustained load factors less than +1g should be avoided Load factor less than 0g are prohibited NOTE: Load factors less than 1g cause a rapid decay in rotor RPM and could lead to blade flapping. Detection of low g-factor is pilot sensory cue of lightness in the seat. Design Load Factor: +3.5 g Design Safety Factor: 1.5 Achievable load *: +3.0 g 2/29/2008, Rev: 03 Page 11 of 48

12 NACA profiles and other technical reports and studies note that it is impossible for autorotating rotors to reach loading factors higher than g. Testing on Magni rotors indicate the maximum achievable loading is 3 g. Negative or reduced g maneuvers are prohibited Acrobatics or similar maneuvers are prohibited. ROTOR LOAD: The rotor disk of a gyroplane, in order to maintain flight RPM, must always have airflow from the bottom through the top of the rotor disk, or positive rotor disk angle of attack. Negative g occurs when air flows from the top of the rotor disk through to the bottom. Such reversed airflow or negative g results in rapid loss of rotor flight RPM and must be avoided. Negative g or reversed rotor airflow can occur upon sudden forward cyclic operation by the pilot at high airspeeds, or can occur during a push-over-the-top of a "zoom" climb. These maneuvers must be avoided. During normal flight, at all airspeeds, proper rotor disk airflow and g loading will be maintained due to the positive rotor disk angle of attack relative to the airflow. Moderate reduced g loading may be experienced in moderate turbulence conditions and is allowable with caution. Severe reduced g loading in severe turbulence should be avoided by reducing airspeed to under 60 mph - maneuvering speed or below STALLING SPEED The most important characteristic of gyroplanes is that, in their normal flight envelope, they will never experience a sudden loss of lift, or a stall. A stall, on fixed-wing aircraft occurs at low airspeeds and high angle of attack. Gyroplanes can be flown at all airspeeds down to zero airspeed. Minimum sustainable flight airspeed (full power required) occurs at about 35 mph or less, depending on gross weight. Below minimum sustainable flight airspeed, a controlled loss of altitude will occur. Zero or near-zero airspeed, if maintained, will result in a controlled vertical descent which can reach sink rates of approximately ft/sec with the engine at idle or off. Such vertical descent must not be maintained all the way to the ground, as a flare to reduce sink rate is not possible without forward airspeed. The rotor automatically maintains flight RPM at all positive rotor disk angles of attack, up to even 90 degree angle of attack. For this reason, it may be stated that a gyroplane will not STALL. 2/29/2008, Rev: 03 Page 12 of 48

13 2 SPECIFIC SYSTEMS DESCRIPTION 2.1 STRUCTURE The primary airframe structure is made of 4130 chrome-molybdenum steel, designed in order to absorb energy in the event of heavy impact with the ground, affording a high level of protection for the occupants. The aircraft is painted on all the external surfaces with primer and epoxy paint, which warrant resistance to corrosion from atmospheric pollution and salty environments, when operated in coastal areas. All steel components are 4130 chromoly. All aluminum components are T6 or equivalent. 2.2 FLIGHT CONTROLS Two cyclic control joysticks, linked by a central push-pull/torque tube control the lateral and longitudinal attitude through tilt of the rotorhead about the lateral and longitudinal axis. Right and left push-pull steel control rods transfer joystick movements to rotor head movements. All cyclic controls employ ball or rod-end bearings to eliminate slack in the cyclic controls. Deflection of the joystick in flight or at substantial rotor RPMs, results in a corresponding attitude change in the rotor disk due to the cyclic action of the teeter rotor system. Care should be exercised to avoid forceful or rapid joystick movements at very low rotor RPMs as excessive loads or rotor flapping may occur. Rod-linked front and rear seat rudder pedals control yaw about the vertical axis via a cable to the rudder pivot horn. The nose wheel is coupled to the rudder pedals via rigid linked steel rods to provide directional steering on the ground. Rudder pedal or pilot leg length is adjustable. Care must be exercised to avoid rudder pedal deflections while the machine is sitting still on the ground due to possibly excessive loads on the nose wheel steering links. DO NOT DEFLECT THE RUDDER PEDALS WHEN THE MACHINE IS NOT ROLLING. Dual, rod linked throttle controls, with dual wheel brake levers allow engine throttle control from idle to 100% power. 115% turbo-boost power is available by front seat throttle deflection to the right to bypass the normal 100% stop. 2/29/2008, Rev: 03 Page 13 of 48

14 The dual controls provide excellent opportunity for training of student pilots in the front seat. Both seat occupants have full cyclic, rudder and throttle controls. Pre-rotator actuation is accomplished via a front seat, joystick mounted actuating lever. Pre-rotation must be accomplished by the front seat pilot. Flight and engine instruments are mounted on the front seat instrument panel, but may be readily viewed over the shoulder of the front seat pilot due to the slightly raised position of the rear seat. Engine controls, including magneto switch, electric fuel pump switches, other switches and breakers are mounted on the front seat instrument panel and must be operated by the front seat pilot. 2.3 COCKPIT The seats are located in tandem, in order to avoid effects of unbalanced load when flying solo. The rear seat serves also as an integral fuel tank, bolted to the steel airframe. Seat belts are provided for each seat position. Rudder pedals in both seat positions are adjustable for pilot height. The fiberglass cockpit reduces aerodynamic wind resistance and provides wind protection to the occupants. The low-drag aerodynamic shape of the fuselage also affords aerodynamic stability at all flight speeds and attitudes. A windscreen over the instrument panel is provided for the front seat occupant. A rear seat windscreen is optional. 2.4 LANDING GEAR The tricycle undercarriage configuration provides directional stability on the ground. The main gear is composed of a composite leaf spring with a tri-spar structure shock-absorbing system. The two main wheels are fitted with lowpressure tires and hydraulic disc-brakes. Wheel covers or pants are provided for the main wheels to reduce the risk for stones or other debris being thrown up into the propeller or rotor during take-off and landing. The nose wheel, with a 4130 steel fork, steerable via the rudder pedals is fitted with a low-pressure tire. 2/29/2008, Rev: 03 Page 14 of 48

15 A small tail wheel, fitted at the extreme rear of the tail keel under the tailplanes, prevents damage to the tailplanes during landing or takeoff and supports the machine on its tail when parked. 2.5 TAILPLANE Generous horizontal and vertical airfoil section stabilizer surfaces afford excellent stability and harmonious flight control at all airspeeds and power settings. The large horizontal stabilizer, with tip winglets and negative incidence provides superb dynamic stability at high speeds and in turbulent conditions, while minimizing tip vortices and maintaining low drag for efficiency. The large surface rudder, hinged to the central vertical stabilizer and controlled by dual seat rudder pedals, is aerodynamically balanced to prevent possibility of flutter at high airspeeds and provides a high degree of yaw control about the vertical axis. 2.6 ROTOR Magni gyroplanes are designed to operate with a load factor of g and a safety factor of 1.5 g. NACA profiles and other technical reports and studies note that it is impossible for autorotating rotors to reach loading factors higher than g. Testing on Magni rotors indicate the maximum achievable load is 3 g. Random selection stress load testing data verifies that Magni composite blades support a centrifugal force of Kilos, while the maximum force generated by a 3 g maneuver is 6000 Kilos. These tests and over two decades of flight on a wide range of machines have indicated no anomalous behavior. Due to composite materials and exacting fabrication processes, the Magni rotor blades will maintain a constant quality profile, virtually immune from degrading effects over an almost indefinite operating life. Rotor blades are individually statically balanced span-wise to achieve the design CG location for each blade. Blades and the hub are then matched, paired and statically balanced as a set. Each blade set is then test flown and dynamically balanced at the factory before delivery. A simple chord balance adjustment is provided in the teeter bolt/bearing system. Chord balance is also flight tested and adjusted at the factory prior to delivery. Due to exacting CNC tolerances in 2/29/2008, Rev: 03 Page 15 of 48

16 the rotorhead and due to the exacting tolerances in the fabrication and matching of each blade, blade tracking or string adjustment provisions are not required or provided. Robust blade attachment provisions at the hub preclude possibility of misalignment in string or tracking during repeated re-assembly. Length: 28 ft Chord: in RPM (normal): 350 RPM Load Factor (design): 3.5 g Safety Factor (actual): 4 Adjustments: Chord Balance Disassembly for transport: Remove entire rotor at teeter bolt. 2.7 POWER PLANT Engine: HP: Turbo Boost: Lubrication: Propeller: Instrumentation: Controls: Rotax 914, 4-strk, 4-cyl, turbocharged, liquid cooled 100 hp RPM maximum continuous 115 hp for 3 minutes RPM Dry sump, oil cooler and reservoir 68" Aeroplast, 3-blade, composite Electronic instrument monitor - RPM, time-onengine, 4-EGTs, coolant temperature, oil temperature, oil pressure Dual throttle, turbo boost available from front seat only, dual ignition See Rotax 914 Engine Operator's Manual for more information. 2.8 FUEL SYSTEM Capacity: Fuel: Fuel Pump: Drain: Filter: 19 gal (72 ltr) Automotive, 90 octane (min) preferred No alcohol preferred 10% ethanol with precautions Avgas, 100 LL (limited use - see Engine Manual) Dual - redundant electrical Sump In-Line 2/29/2008, Rev: 03 Page 16 of 48

17 The 72 liter tank is integral with the rear occupant seat. A refueling filler-neck and safety cap is located on the right-hand side of the fuselage beside the rear seat. The sump is the low point in the fuel tank. Dual redundant fuel pumps are electrically individually protected on the GEN and BAT circuit breakers in parallel for redundancy. A fuel level gage indicates fuel remaining below 13 gallons. A Low Fuel warning light indicates fuel level below 3 gallons. All fuel storage is located on the CG of the aircraft and present negligible effect on the weight and balance for flight. (See Hang Test Datasheet for aircraft) A) Fuel Tank B) Refueling neck C) Vent D) Fuel Level Sensor E) Sump Drain Fe) Electrical Pumps G) Carburetors H) Filter See Rotax 914 Engine Operator's Manual, for more information. 2.9 ENGINE OIL SYSTEM OIL CIRCULATION Dry sump forced lubrication, with a main oil pump and integrated pressure regulator and an additional suction pump. The main oil pump draws the motor oil from the oil tank via the oil cooler and forces it through the oil filter to the points of lubrication (lubricates also the plain bearings of the turbo charger and the propeller governor). The engine camshaft drives the oil pumps. The oil heat exchanger is cooled by coolant flow in the engine cooling system. Surplus oil from the points of lubrication accumulates in the bottom of crankcase and is forced back to the oil tank by the blow-by gases. The turbo charger is lubricated via a separate oil line (from the main oil pump.) The oil from the lower turbo charger collects in an oil sump and is pumped back to the oil tank via by a separate pump. The oil circuit is vented via bore in the oil tank. There is an oil temperature sensor in the oil pump flange, for reading the oil temperature. 2/29/2008, Rev: 03 Page 17 of 48

18 See Rotax 914 Engine Operator's Manual, Section 9.3 for more information LUBRICANT: 4-cycle motorcycle with gear additive, 10/50 wt, API Class "SF" or "SG". (Mobil 1, full synthetic, 10W-40 or 20W-50, 4-cyclemotorcycle oil) See Rotax Service Information for more information and oil options See Rotax 914 Engine Operator's Manual for more information. Min Oil Temperature: Normal Oil Temperature: Max Oil Temperature Min Oil Pressure: Normal Oil Pressure: Max Oil Pressure: 120 o F o F 255 o F 20 psi psi 100 psi 2.10 ENGINE COOLING SYSTEM The cylinder heads are liquid cooled and the cylinders are ram-air cooled. The cylinder heads cooling system is a closed circuit with a water pump, radiator and expansion tank. The water pump, driven from the camshaft, forces coolant from the radiator to the cylinder heads, to the expansion tank, and back through the radiator. From the top of the cylinder heads the coolant passes to the expansion tank. Since the location of the radiator is below engine level, the expansion tank located on top of the engine allows for coolant expansion. A 2- way thermostat diverts coolant around the radiator to regulate coolant temperature. The expansion tank is sealed by a pressure cap (with excess pressure valve and return valve). With temperature rise of the coolant, the excess pressure valve opens and the coolant will flow via a hose at atmospheric pressure to the transparent overflow bottle. When cooling down, the coolant will be drawn back into the cooling circuit from a vacuum created in the coolant system. A direct reading of the coolant temperature is not taken. Coolant temperatures are measured by means of temperature probes installed in the #2 (hottest) and #3 2/29/2008, Rev: 03 Page 18 of 48

19 cylinder heads. This system allows for accurate measurement of engine temperature, even in the event of fluid loss. Min CHT Temperature: Normal CHT Temperature: Max CHT Temperature: Min EGT Temperature: Normal EGT Temperature: Max EGT Temperature: 122 o F o F 275 o F 1380 o F o F 1700 o F See Rotax 914 Engine Operator's Manual, Section 9.1 for more information ELECTRICAL SYSTEM ENGINE ELECTRICAL Dual ignition, breakerless, capacitor discharge (CDI), with an integral generator. The ignition unit is completely free of maintenance and needs no external power supply. Two independent charging coils located on the generator stator supply one ignition circuit each. The energy is stored in capacitors. At the moment of ignition, 2 each of the 4 external trigger coils discharge the capacitors via the primary circuit of the dual ignition coils. A keyed magneto switch on the front seat instrument panel provides selection of the Right, Left or BOTH magnetos. Normal operation is with BOTH magnetos selected. A red engine starter push button on the front seat instrument panel initiates engine start. The starter button requires the MASTER electrical switch to be ON. Firing order is See Rotax 914 Engine Operator's Manual, Section 9.4 for more information. A Turbo Control Unit (TCU) electrically controls the operation of the turbo wastegate. The TCU provides control of the wastegate determined by throttle position and other engine parameters such as air temperatures and pressures. See Rotax 914 Engine Operator's Manual for more information. 2/29/2008, Rev: 03 Page 19 of 48

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21 ENGINE INSTRUMENTATION The electronic engine monitor provides continuous indication and recording of the following engine parameters. The electronic engine monitor lights a WARNING light and BLINKS individual parameters to provide the following limit indications: Warning Limit Engine RPM RPM Exhaust Gas Temperature (EGT) o F Cylinder Head Temperature (CHT) - Cylinder #2 230 o F Oil Temperature 230 o F Oil Pressure. Min: 30 psi.. Max: 100 psi The WARNING light (Yellow) and the ALARM LIMIT light (Red) indicate the following engine TURBO or TCU conditions: YELLOW Lamp RED lamp Non-illuminated All OK All OK Blinking TCU or sensor malfunction > 5 minutes in Turbo boost Steady ON Excessive boost pressure On Energization Function Test - illuminated Function Test - illuminated The Turbo Isolation switch is provided to disable the turbo momentarily to identify possible turbo control problems. See Rotax 914 Engine Operator's Manual for more information. 2/29/2008, Rev: 03 Page 21 of 48

22 AIRFRAME ELECTRICAL MASTER Switch: Provides electrical power for all electrical powered instruments, the engine start push button, the lights, the fuel pumps, the circuit breakers, and the rotor trim system TCU Circuit Breaker: 2 amp - electrical protection for the engine Turbo Control Unit EIS Circuit Breaker: 5 amp - electrical protection for the electronic engine monitor ACC Circuit Breaker: 10 amp - electrical protection for all accessories, including one fuel pump GEN Circuit Breaker: 20 amp - electrical protection for the engine generator circuit, including the second fuel pump PUMP Switches (2): Activates electrical fuel pumps. Normal operation is with BOTH pumps ON. LIGHT Switch: Activates aircraft nose landing light RPM ROTOR: Indicates rotor RPM TRIM Light: Illuminates at full nose-down trim limit YELLOW Lamp: Engine condition indication. See above RED Lamp: Engine condition indication. See above 2.12 INSTRUMENTS & ACCESSORIES Installed instruments: - Rotor Tachometer - Airspeed Indicator - Altimeter - Electronic engine monitor - Fuel Gauge Installed accessories: - Landing-light, 35 watts - Electric Rotor Trim 2/29/2008, Rev: 03 Page 22 of 48

23 3 OPERATIONAL PROCEDURES 3.1 PREFLIGHT CHECKS Careful and comprehensive preflight checks are essential for the safe operation of any aircraft. The following lists of "preflight" checks must be conducted very systematically each time before takeoff, to identify potential problems and avoid risks connected to strange behavior of the machine EXTERNAL, "WALK-AROUND" PREFLIGHT CHECKS Starting on the right side of the pilot's seat and working clockwise around the machine, perform the following preflight checks in order: 1) MASTER Switch ON: - Check fuel pumps run and flow - Check fuel pressure on EIS - Check Fuel gage and lamp test - Trim switch operates - MASTER Switch OFF 2) COCKPIT and FUSELAGE, RIGHT SIDE: - Check for looseness or play between front cyclic and rear cyclic stick - Check for smooth movement of cyclic stick throughout full range - Check rudder pedal links, rods, bearings, cables for looseness, wear - Check operation of the prerotator lever on the control bar. Observe that the pulley belt operates and releases. - Check the condition of the whole fuselage body - Check the windscreen(s) for security and visibility - Check the security of the seat belts - Check operation of the rotor brake 3) ROTOR HEAD AND RIGHT SIDE CONTROL RODS: - Check that all rotorhead and rotor nuts and bolts are properly tight and safety pinned or wired. 2/29/2008, Rev: 03 Page 23 of 48

24 - Observe the rotorhead and hub bar for cracks, damage, wear, indications of looseness, cleanliness or moisture damage. - Check that the prerotator ring gear, flex cable, trims bracket and Bendix housing is clean and undamaged. - Check the condition and the security of the control-rod links and rod-end bearings. Rod-end joints should have insignificant play but free to twist throughout the full control range. Rod-end locknuts should be tight. 4) FUEL TANK, RIGHT SIDE: - Verify adequate fuel for planned flight - Check all fuel line tubing for indications of leakage. - Ensure that the fuel tank filler-cap is locked. - Check all fuel hose clamps for security 5) UNDERCARRIAGE, RIGHT SIDE: - Check the landing gear leaf-spring and bolts for condition and security. - Check the wheel and wheel pant bolts for condition and security. - Check the tire for adequate inflation and wear condition. The wheel pants should be removed occasionally for thorough tire examination and proper inflation pressure. 6) BRAKE SYSTEM, RIGHT SIDE: - Check the security and condition of brake system tubing. - Check for brake fluid leaks 7) ENGINE, RIGHT SIDE: Check for security, condition, levels, leaks and/or contaminants: - Carburetor links and cables - engine mounting bolts and nuts - coolant reservoir and overflow - oil reservoir level, appearance of oil - oil filter - radiator and oil heat exchanger - engine heads and covers - spark-plugs and leads - wiring and associated connectors - tubing and associated hose clamps - TCU and associated wiring and connectors, - exhaust-pipes, muffler 2/29/2008, Rev: 03 Page 24 of 48

25 - fuel pumps, fuel lines, hose clamps and electrical connections - prerotator assembly, flex cable, belts, pulleys and cables 8) PROPELLER: - Check hub-bolts and the propeller flange. - Check surface of each propeller blades for nicks or damage. - Check for cleanliness 9) PREROTATOR: - Check free rotation of flex cable slightly release belt brake and turn small pulley 10) TAILPLANES: - Check the surfaces for cracks or damage and security of planes. - Check the rudder for security of hinge points and full range freedom of movement. - Check that nose wheel turns with rudder movement - Check rudder cable pulley to be tight and clean - Check the tail wheel and bolt for security or damage. 11) ENGINE, LEFT SIDE: Check for security, condition, levels, leaks and/or contaminants: - carburetor links and cables - air filter - wastegate servo, actuator cable, linkage and spring - engine mounting bolts and nuts - engine heads and covers - spark-plugs and leads - wiring and associated connectors - tubing and associated clamps - exhaust-pipes, muffler 12) UNDERCARRIAGE, LEFT SIDE (Same as the right side) - Check the landing gear leaf-spring and bolts for condition and security. - Check the wheel and wheel pant bolts for condition and security. 2/29/2008, Rev: 03 Page 25 of 48

26 - Check the tire for adequate inflation and wear condition. The wheel pants should be removed occasionally for thorough tire examination and proper inflation pressure. 13) BRAKE SYSTEM, LEFT SIDE (Same as the right side) - Check the security and condition of brake system tubing. Check for brake fluid leaks 14) FUEL TANK, LEFT SIDE - Drain a small amount of fuel from the fuel sump to check for water or contaminants. - Check fittings and all fuel line tubing for indications of leakage. - Check all fuel hose clamps for security 15) ROTOR HEAD AND LEFT SIDE CONTROL RODS: - Check that all rotorhead and rotor nuts and bolts are properly tight and safety pinned or wired. - Observe the rotorhead and hub bar for cracks, damage, wear, indications of looseness, cleanliness or moisture damage. - Check that the prerotator ring gear, flex cable and bendix is in sound, undamaged condition. - Check that the prerotator ring gear is clean and undamaged. - Check the condition and the security of the control-rod links and rod-end bearings. Rod-end joints should have insignificant play but free to twist throughout the full control range. Rod-end locknuts should be tight. 16) COCKPIT and FUSELAGE, LEFT SIDE: - Check the condition of the whole fuselage body - Check the windscreen(s) for security and visibility - Check the security of the seat belts - Check the throttle and brake lever mechanism for security and ease of movement and that front throttle stops against 100% stop 17) NOSE GEAR: - Check the wheel for security and freedom to roll and turn 2/29/2008, Rev: 03 Page 26 of 48

27 18) PITOT TUBE: - Check that it is clean and un-restricted 19) ROTOR BLADES: - Check the surfaces for damage - Check freedom and smoothness of teeter joint - Check full aft rotor clearance to propeller - Check propeller clearance to rear keel - Release rotor brake and check rotor bearing turns smooth and freely PREFLIGHT COCKPIT CHECKS ON BOARD - Fasten and adjust safety-belts - Check helmet fastened and secure - Slowly check freedom and range of cyclic control movements - DO NOT depress rudder pedals if not rolling - Adjust altimeter - Check all Breakers in - MASTER switch on - Verify Yellow and Red lights light for a couple of seconds, and then go out - Check operation of each fuel pump - listen that each operates and that return fuel is flowing to fuel tank - Check operation of Low Fuel warning light (lamp test) 2/29/2008, Rev: 03 Page 27 of 48

28 3.2 ENGINE STARTING COLD ENGINE START 1) Choke on (up) - located on left side on front keel (cold start only) 2) Set throttle to idle full aft throttle 3) Push in all breakers 4) MASTER switch ON 5) One fuel pump on 6) Check area around propeller and machine is clear of people and obstacles 7) Move and hold cyclic control full forward 8) Shout "Clear Prop"! 9) Push Starter Button for 6-10 seconds. After 1 minute, repeat until oil pressure begins to rise. Repeat as necessary for oil pressure indication. 10) Turn magneto key to BOTH 11) Apply and hold wheel brakes throughout engine start to prevent rolling 12) With throttle at idle, push the red starter button (for 10 seconds max) (If engine does not start immediately, repeat steps 8 and 9 above before next attempt) 13) After engine starts, full idle throttle (aft throttle) until choke is turned off. With Choke on, engine should idle above 2000 RPM 14) When engine starts running slightly rough, set choke to full OFF (down). Adjust idle for between 1800 RPM ad 2500 RPM. Avoid idle speeds below 1800 RPM. 15) Check and monitor engine oil pressure to be a minimum of 30 psi 2/29/2008, Rev: 03 Page 28 of 48

29 16) Maintaining engine RPM below 2700 RPM allow the engine to warm until oil temperature warms to 120 o F. 17) Check and monitor temperatures and oil pressure WARM ENGINE START (Use of the choke is not advised if the engine is warm) 1) Set throttle to idle 2) Push in all breakers 3) MASTER switch ON 4) One fuel pump on 5) Check area around propeller and machine is clear of people and obstacles 6) Move and hold cyclic control full forward 7) Shout "Clear Prop"! 8) Push Starter Button for 6-10 seconds. After 1 minute, repeat until oil pressure begins to rise. Repeat as necessary for oil pressure indication. 9) Turn the magneto key to BOTH 10) Apply and hold wheel brakes throughout engine start to prevent rolling 11) With throttle at idle, push the red starter button CAUTION: If engine does not start immediately and smoothly, follow cold start procedure) 12) After engine starts, adjust throttle for smooth running between 1800 RPM and 2500 RPM. Avoid idle below 1800 RPM. 13) Check and monitor engine oil pressure to be a minimum of 30 psi 2/29/2008, Rev: 03 Page 29 of 48

30 14) Maintaining engine RPM below 2700 RPM allow the engine to warm until oil temperature warms to 120 o F. 15) Check and monitor temperatures and oil pressure ENGINE STARTING TROUBLESHOOTING: If the engine does not start, turn fuel PUMPS and MASTER switch off. Check: - spark-plugs and cables condition and security - fuel level in the tank, drain some fuel from sump to verify free flow - master-switch ON - Verify both fuel pumps are pumping fuel - listen for pump running and return flow to fuel tank If the engine still does not start, it will be necessary to remove and check the spark plugs - spark plugs may be fouled or the engine may be flooded: SYMPTOM CAUSE REMEDY Encrusted and worn electrodes Wet sparkplugs Dry sparkplugs High time on plugs Engine flooding from too much choke or choked while starting the engine warm No fuel to engine Replace spark-plugs Dry sparks or replace them; Check electrode gap -.023"; crank the engine without spark plug installed to dry the cylinder; ensure the master switch is OFF - install the sparkplugs; carefully and momentarily start the engine with a fully opened throttle in order to clear the fuel excess in the carburetors. Fuel does not reach carburetors; inspect the float bowl; verify if the fuel flow from pumps; check fuel level in the tank; verify that breathers and pipes are not clogged; 2/29/2008, Rev: 03 Page 30 of 48

31 3.3 PREFLIGHT ENGINE CHECKS 1) Check temperatures and oil pressure 2) At 2800 to 3000 engine RPM, check RPM drop on each mag to be no more than 300 RPM 3) Switch off each fuel pump, one at a time, for 10 seconds each to assure each fuel pump is supplying fuel pressure 4) Turn on BOTH fuel pumps for takeoff 3.4 PREROTATION AND TAKE-OFF PREROTATION 1) Assure rotor brake is disengaged 2) Hold wheel-brakes fully on 3) Move and hold cyclic control full forward 4) Set engine at 2000 RPM. Slowly and gradually squeeze the prerotation engagement lever, until prerotator bendix engages 5) Maintain engine RPM at 2000 RPM while gradually increasing pressure on prerotation engagement lever 6) When 100/130 rotor RPM is reached, move the cyclic control full aft. 7) When rotor RPM no longer increases with full pressure on the prerotator engagement lever, steadily increase the engine RPM 8) For normal takeoff, when the rotor reaches 220 RPM, - release the wheel brakes, allow aircraft to move forward - release the prerotation-lever, - smoothly increase engine RPM to takeoff, 100% power full forward to 100% throttle stop 2/29/2008, Rev: 03 Page 31 of 48

32 9) Control the heading of the aircraft during takeoff roll using the rudderpedals NORMAL TAKE-OFF Normal takeoff is conducted with a prerotation of 220 RPM prior to release of prerotator and wheel brakes. When 220 rotor RPM is reached, release the prerotator and the wheel brakes, and quickly but smoothly increase the throttle toward takeoff power* as the machine accelerates on the ground. Maintain cyclic control full aft, during entire takeoff roll. As the aircraft accelerates, the rotor RPM will rise until, at about 280/300 RPM, the nose rises and the aircraft lifts off. When the nose starts to raise, move cyclic control slightly forward, about 1-2 inches, to the wheel balanced takeoff attitude to allow the aircraft to accelerate forward with wheels still rolling on the ground. Allow aircraft to lift off the ground in the balanced takeoff attitude. Initially, level off in ground effect (2-5 ft) by moving the cyclic control gently forward until optimum climb speed of 60 mph is achieved. At 60 mph, initiate a climb maintaining 60 mph. * Takeoff power is normally 100% throttle setting (turbo not engaged). 115% power (turbo engaged) may be used for maximum climb rate immediately after nose rises. Note that ground roll distance may not be improved by use of turbo boost prior to the rising of the nose, and excess ground speed from too quick application of power or turbo boost may extend ground roll. Ground roll distance is mostly a function of rotor RPM SOFT FIELD TAKEOFF (or SHORT ROLL TAKEOFF) A soft or rough field takeoff, or a minimum ground roll takeoff, is best accomplished by achieving a prerotation rotor RPM of 280 RPM prior to initiation of ground roll. Ground roll distance is mostly a function of rotor RPM and rotor RPM acceleration. Skilled application of engine power during ground roll will cause maximum rotor RPM acceleration and minimum ground roll at slower lift of ground speed. A soft or rough field takeoff is conducted with a prerotation of 280 RPM prior to release of prerotator and wheel brakes. When 280 rotor RPM or maximum achievable rotor RPM is reached, release the prerotator and the wheel brakes. Immediately begin ground roll, and smoothly but rapidly increase the throttle 2/29/2008, Rev: 03 Page 32 of 48

33 toward takeoff power* as the machine accelerates on the ground. Maintain cyclic control full aft, during entire takeoff roll. As the aircraft accelerates, the rotor RPM will rise until, at about 280/300 RPM, the nose rises and the aircraft lifts off. Initially, level off in ground effect (2-5 ft) by moving the cyclic control gently forward until optimum climb speed of 60 mph is achieved. At 60 mph, initiate a climb maintaining 60 mph. Takeoff power is normally 100% throttle setting (turbo not engaged). 115% power (turbo engaged) may be used for maximum climb rate immediately after nose rises. Note that ground roll distance may not be improved by use of turbo boost prior to the rising of the nose, and excess ground speed from too quick application of power or turbo boost may extend ground roll. Ground roll distance is mostly a function of rotor RPM SHORT FIELD TAKEOFF (To Clear an Obstacle) A short field takeoff to clear an obstacle is accomplished by attaining near climb airspeed prior to rotation and liftoff from the ground. Maximum climb angle is established by application of turbo boost power (115% power - turbo boost) immediately upon nose rotation and maintaining full power and Best-angle climb airspeed (60 mph) until the obstacle is cleared. A short field takeoff is conducted with a prerotation of 280 RPM prior to release of prerotator and wheel brakes. When 280 rotor RPM or maximum achievable rotor RPM is reached, release the prerotator and the wheel brakes. Immediately begin ground roll, and smoothly but rapidly increase the throttle toward takeoff power* as the machine accelerates on the ground. Maintain cyclic control full aft, until the nose feels light or initially rises, indicating flight RPM on the rotor. When nose is light, or rotor RPM exceeds 300 RPM, move cyclic control forward until aircraft accelerates rapidly due to reduction of rotor drag to allow the aircraft to accelerate quickly on the ground to 50 mph airspeed. At 50 mph airspeed, apply full 115% (turbo boost) power and apply aft cyclic control to rotate the nose off the ground at 60 mph to initiate a climb. Establish and maintain the best-angle climb speed (60 mph) until the object is cleared. Turbo boost power may be applied for a maximum of 3 minutes at any one time. * Takeoff power is normally 100% throttle setting (turbo not engaged). 115% power (turbo engaged) may be used for maximum climb rate immediately after nose rises. Note that ground roll distance may not be 2/29/2008, Rev: 03 Page 33 of 48

34 improved by use of turbo boost prior to the rising of the nose, and excess ground speed from too quick application of power or turbo boost may extend ground roll. Ground roll distance is mostly a function of rotor RPM. 3.5 CLIMB As 60 mph is attained for climb, adjust aft trim to minimize cyclic control pressures NORMAL TAKEOFF CLIMB Normal takeoff climb is accomplished at 60 mph airspeed. As soon as takeoff obstacles are cleared, or when climb path allows, reduce engine power to 85% CRUISE CLIMB Cruise climb is accomplished at 85% power with airspeed between mph MAXIMUM CLIMB Maximum climb rate is achieved at mph with 115% (turbo boost) engine power. Limit turbo boost to a maximum of 3 minutes duration at any one time. 3.6 CRUISE Normal cruise is at 75% engine power (throttle setting). Aircraft load, altitude, ambient temperature and humidity affect engine power and cruise airspeed. As cruise altitude is achieved, trim the nose downward to eliminate cyclic stick forces, and allow the aircraft to accelerate. Reduce power as the aircraft accelerates until desired cruise speed is attained. Reduce engine power with slight trim adjustments to maintain altitude with minimum engine power. 2/29/2008, Rev: 03 Page 34 of 48

35 3.7 POWER-OFF GLIDE MAXIMUM GLIDE RANGE (GLIDE ANGLE): (6.5/1) AIRSPEED - Max Glide Range, Min Descent Angle: MINIMUM RATE OF DESCENT: 6500 ft/1000 ft 60 mph 1000 ft/min AIRSPEED - Min Rate of Descent: 44 mph 2/29/2008, Rev: 03 Page 35 of 48

36 3.8 APPROACH AND LANDING DESCENTS AND APPROACH Establish the desired approach airspeed. Adjust engine power to achieve desired approach path angle. The best power off glide of approximately 6.5/1 is achieved at 60 mph at maximum gross weight and mph with single occupant. Add power as required to maintain a glide path shallower than 6.5/1, maintaining 60 mph airspeed. For steeper initial approach, reduce power and airspeed to establish a steeper approach angle. Steep approach path angles may be established at minimal power and airspeeds down to a vertical descent at zero airspeed. Short final approach airspeeds must be reestablished within feet above the ground. Do not maintain idle engine power for long descents - make short applications of power to avoid super cooling the engine or flooding the engine. Or, for very long descents, apply a combination of slow airspeed and moderate power settings to maintain the desired descent angle with some power applied continuously during the approach. Close final approach airspeed should be 60 mph for a normal landing NORMAL LANDING Maintain 60 mph on short final. As you near the end of the runway, ready to land, reduce the throttle smoothly to idle and ease the cyclic control aft, towards to you, so that the aircraft "flares " and levels out with the wheels just above the runway surface (1-5 inches). Maintain level altitude at this flare height while slowly increasing flare attitude by applying aft cyclic control as the aircraft slows in ground effect. At landing attitude (nose wheel and tail wheel equal distance from the ground), the main wheels should touch first to absorb landing shock. This, main-wheels-first attitude should occur at an airspeed below 15 mph. Immediately upon main wheels touching, smoothly but quickly apply full aft cyclic control to slow ground roll of the aircraft. 2/29/2008, Rev: 03 Page 36 of 48

37 3.8.3 SHORT FIELD LANDING A short field landing is accomplished by with a slower final approach (50 mph) to minimize float before touchdown. A quicker, well-timed flare, closer to the ground, is required because of the minimal float and minimal stored rotor energy. Maintain 50 mph with adequate engine power to maintain a shallow approach path on short final. As the wheels approach slightly above the ground, smoothly reduce engine power to idle and employ a timed and quick flare to landing attitude to stop the vertical descent and touch the wheels smoothly to the ground. Immediately upon main wheels touching, smoothly but quickly apply full aft cyclic control to stop the ground roll of the aircraft. When forward movement of the aircraft has ceased, level the rotor with neutral cyclic control SOFT FIELD LANDING A soft field landing is accomplished by with a steeper and faster final approach with a quicker final flare to landing. A slower touchdown is achieved by the higher g load imposed on the rotor in the quicker flare from a steeper and faster final approach. The higher rotor g load causes the rotor to momentarily speed up (store energy) to allow a rapid deceleration and slower touchdown airspeed. The quicker flare from a steeper and faster final approach requires a more precisely timed and executed final flare. Such a final flare, to pull a higher rotor g load, must be with a shorter radius round out applied at the normal flare altitude. A soft or rough field landing is normally desirable for an emergency or off-field landing, as it results in the minimum touchdown ground speed and minimum roll. Optimum soft or rough field landings are best assured by abundant pilot practice in such landings. Maintain 60 mph or more with minimum engine power on short final. A higher final approach airspeed will result in a slower touchdown and shorter roll-out. At normal flare altitude, employ a timed and quick flare to stop the vertical descent with the wheels slightly above the ground (1-5 inches). Maintain level altitude at this flare height while slowly increasing flare attitude by applying aft cyclic control as the rotor energy dissipates. At landing attitude (nose wheel and tail wheel equal distance from the ground), the main wheels should touch 2/29/2008, Rev: 03 Page 37 of 48

38 first to absorb landing shock. This, main-wheels-first attitude should occur at an airspeed below 10 mph. Immediately upon main wheels touching, level the rotor with neutral cyclic control and establish and maintain a forward roll so as to not mire the wheels and prevent movement of the aircraft. On an extremely soft landing surface, the flare attitude before touchdown may be increased to a slightly tail-low attitude to perform a "drop-in" type landing with zero or minimum ground speed and ground roll to minimize risk of a ground roll-over upon touchdown ROUGH FIELD LANDING A rough field landing is accomplished in the same manner as the soft field landing (3.8.4 above), except that ground roll is minimized upon touchdown and the aircraft is brought to a complete stop immediately after ground contact. A soft or rough field landing is normally desirable for an emergency or off-field landing, as it results in the minimum touchdown ground speed and minimum roll. Optimum rough field landings are best assured by abundant pilot practice in such landings. Maintain 60 mph or more with minimum engine power on short final. A higher final approach airspeed will result in a slower touchdown and shorter roll-out. At normal flare altitude, employ a timed and quick flare to stop the vertical descent with the wheels slightly above the ground (1-5 inches). Maintain level altitude at this flare height while slowly increasing flare attitude by applying aft cyclic control as the rotor energy dissipates. At landing attitude (nose wheel and tail wheel equal distance from the ground), the main wheels should touch first to absorb landing shock. This, main-wheels-first attitude should occur at an airspeed below 5 mph. Immediately upon main wheels touching, maintain full aft cyclic until the forward motion of the aircraft has stopped. When forward movement of the aircraft has ceased, level the rotor with neutral cyclic control to avoid possible rotor impact with ground objects. On an extremely soft or rough landing surface, the flare attitude before touchdown may be increased to a slightly tail-low attitude to perform a "dropin" type landing with zero or minimum ground speed and ground roll to minimize risk of a ground roll-over upon touchdown. This same type landing may be effective on forced landings in high crops or ground cover. On tall crops, a drop-in type landing is most effective if followed immediately by a 2/29/2008, Rev: 03 Page 38 of 48

39 "flattened" disk attitude (full forward cyclic control) to allow rotor to cut the tops of the crops equally around the rotor arc LANDING WITH CROSSWIND MAXIMUM CROSSWIND COMPONENT: 20 mph If the crosswind component exceeds 15 mph, consider executing a short field landing directly into the wind. This is one of the advantages of a gyroplane! During a crosswind landing, use the rudder to maintain the aircraft lined-up with the runway and the direction of movement. Zero drift across the runway should be maintained by cyclic control into the wind. This is accomplished by "cross controlling" of the cyclic stick and the rudder, much as in a fixed wing cross wind landing. Touchdown will occur with the wind-ward main wheel touching first. To minimize possibility of rotor blade flap, immediately upon stopping the roll of the aircraft, apply neutral cyclic control. The rotor is best slowed and stopped by turning away from the wind and applying the rotor brake with the cyclic control forward to flatten the rotor disk to the wind. 3.9 POST- LANDING CHECKS AND PARKING After landing and forward ground roll has been stopped or reduced, apply full forward cyclic control to flatten the rotor disk to the wind, and taxi clear of the runway. When the rotor RPM has reduced to 100 RPM, apply the rotor brake while holding the control stick full forward. Apply full forward trim to reduce cyclic control forces required to hold full forward stick. Allow the rotor brake to bring the rotor to a complete stop. Always stop rotor movement before approaching near persons or obstacles. Park the aircraft facing into the wind if possible. Leave the rotor brake applied when the aircraft is parked. 2/29/2008, Rev: 03 Page 39 of 48