RotorSport_POH_Cavalon Pro Revision 1.0 – Issue 2 Date 16.03.2016 Pre-pages 1
Pilot Operating Handbook
for Gyroplane Cavalon Pro
Document number RSUK0334
RotorSport_POH_Cavalon Pro Revision 1.0 – Issue 2 Date 16.03.2016 Pre-pages 2
All rights reserved. Under the copyright laws, this manual may not be copied, in whole or in part, without the written
consent of AutoGyro GmbH and RotorSport UK Ltd. RotorSport UK Ltd reserves the right to change or improve its
products and to make changes in the content of this manual without obligation to notify any person or organisation of such
changes or improvements. Notifications to the Civil Aviation Authorities or other organisations based on legal regulations
are unaffected.
MTOsport, Calidus, Cavalon, the AutoGyro logo and word picture mark are trademarks or registered trademarks of
AutoGyro AG, registered in Germany and other countries.
Other company and product names mentioned herein may be trademarks of their respective companies. Mention of thirdparty products is for informational purposes only and constitutes neither an endorsement nor a recommendation.
RotorSport UK Ltd and AutoGyro GmbH assumes no responsibility with regard to the performance or use of these
products. All understandings, agreements, or warranties, if any, take place directly between the vendors and the
prospective users.
U.S. and foreign patents of AutoGyro AG are used in the Calidus and Cavalon gyroplanes - (US.Pat.No. 8,690,100;
US.Pat.No. D699,153)
Every effort has been made to ensure that the information in this manual is accurate. Neither RotorSport UK Ltd or
AutoGyro GmbH is not responsible for printing or clerical errors.
RotorSport_POH_Cavalon Pro Revision 1.0 – Issue 2 Date 16.03.2016 Pre-pages 3
Pilot Operating Handbook for Gyroplane Cavalon Pro
Model: ______________________________________________
Serial number: ______________________________________________
Registration: ______________________________________________
Type certificate number: ______________________________________________
Aircraft manufacturer and
type certificate holder: RotorSport UK Ltd
Poplar Farm
Prolley Moor
Wentnor,
Bishops Castle
Shropshire
SY9 5EJ
England
Tel.: +44 (0) 1588 650769
Fax: +44 (0) 1588 650769
Distribution partner: ______________________________________________
______________________________________________
______________________________________________
Owner: ______________________________________________
______________________________________________
______________________________________________
This flight manual should be carried on board of the aircraft and must be kept in current, upto-date status. The latest revisions and version status is available at
www.rotorsport.org. Extent and revision status of the manual is recorded in the revision log
and the table of content.
This gyroplane may be operated only in strict compliance with the limitations and
procedures contained in this manual.
The manual is not a substitute for competent theoretical and practical training on the
operation of this aircraft. Failure to adhere to its provisions or to take proper flight
instruction can have fatal consequences.
RotorSport_POH_Cavalon Pro Revision 1.0 – Issue 2 Date 16.03.2016 Pre-pages 4
Applicability
This manual is applicable for Cavalon ‘Pro’ models only
RotorSport_POH_Cavalon Pro Revision 1.0 – Issue 2 Date 16.03.2016 Pre-pages 5
REVISION LOG
Issue Rev. Change summary Date Signature
1 1.0 First formal release 12.04.2015
2 1.0 TOPP Rotor option added P1-4 para 1.9,
P7-5 para 7.8.
Vertical CG limit increased to 940, page 2-7
para 2.7.2.
‘Red indicates heating failure’ added to pitot
heat Page 3-11, para 3.9.7.
Page 2-5, para 2.6 oil temperature note
clarified.
21.03.2016
Pilots Flight and Operation Manual Document approval
Signature
Position: Chief Test Pilot
Signature
Position: Engineering
Manager
Signature
Position: Head of
Airworthiness
Pilot Operating Handbook
Cavalon Pro
Table of Contents
List of Effective Pages
RotorSport_POH_Cavalon Pro Revision 1.0 – Issue Date 12 04 2015 Index / LOEP 1
CONTENTS
SECTION 1 - GENERAL................................................................................................... 1-1
1.1 Introduction.................................................................................................... 1-1
1.2 Certification ...................................................................................................1-1
1.3 Performance Data and Operating Procedures ............................................... 1-1
1.4 Definition of Terms ........................................................................................ 1-2
1.5 Important Note............................................................................................... 1-2
1.6 Three-view of the Cavalon Pro ...................................................................... 1-3
1.7 Description .................................................................................................... 1-4
1.8 Technical Data ..............................................................................................1-4
1.9 Rotor .............................................................................................................1-4
1.10 Engine........................................................................................................... 1-5
1.11 Propeller........................................................................................................ 1-5
1.12 Unit Conversion............................................................................................. 1-6
SECTION 2 - LIMITATIONS ............................................................................................. 2-1
2.1 General ......................................................................................................... 2-1
2.2 Environmental Limitations..............................................................................2-3
2.3 Colour Code for Instrument Markings ............................................................ 2-3
2.4 Airspeed Limitations and Instrument Markings...............................................2-4
2.5 Rotor Speed Limitations and Instrument Markings.........................................2-4
2.6 Power Plant Limitations and Instrument Markings..........................................2-5
2.7 Weight and Balance ......................................................................................2-7
2.8 Flight Crew .................................................................................................... 2-8
2.9 Kinds of Operation.........................................................................................2-8
2.10 Fuel ...............................................................................................................2-9
2.11 Minimum Equipment.................................................................................... 2-10
2.12 Placards (not forming part of an instrument or engraved on the panel) ........ 2-12
SECTION 3 - EMERGENCY PROCEDURES ................................................................... 3-1
3.1 Engine Failure ............................................................................................... 3-1
3.2 Air Restart Procedure (if safe! Plan for a forced landing first!)........................ 3-2
3.3 Landing into Trees or High Vegetation........................................................... 3-3
3.4 Degradation of Engine Power ........................................................................ 3-3
3.5 Evacuating the Aircraft...................................................................................3-3
3.6 Smoke and Fire ............................................................................................. 3-4
3.7 Off-field Landing ............................................................................................ 3-5
3.8 Flight Control Malfunction..............................................................................3-5
3.9 Warning and Caution Lights........................................................................... 3-9
3.10 Parameters out of Limits.............................................................................. 3-11
3.11 Outside Air Temperature and Rotor Bearing Temperature........................... 3-12
3.12 Loss of Visibility........................................................................................... 3-12
3.13 Recovery System / Rotor System ................................................................ 3-12
3.14 Rotor Icing................................................................................................... 3-13
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3.15 Landing with a Deflated Tyre....................................................................... 3-13
3.16 Failure of CSP/VPP Propeller...................................................................... 3-13
3.17 Alternative Method of Engine Shut-down..................................................... 3-14
SECTION 4 - NORMAL PROCEDURES .......................................................................... 4-1
4.1 Airspeeds for Safe Operation ........................................................................ 4-1
4.2 Preparation for Flight..................................................................................... 4-1
4.3 Daily or Pre-flight Checks.............................................................................. 4-1
4.4 Before Boarding ............................................................................................ 4-5
4.5 Before Starting Engine .................................................................................. 4-5
4.6 Starting Engine.............................................................................................. 4-5
4.7 Taxi and Run-up............................................................................................ 4-7
4.8 Take-off Procedure ....................................................................................... 4-8
4.9 Take-off Run ................................................................................................. 4-9
4.10 Climb........................................................................................................... 4-10
4.11 Cruise ......................................................................................................... 4-10
4.12 Descent....................................................................................................... 4-10
4.13 Approach..................................................................................................... 4-10
4.14 Landing ....................................................................................................... 4-11
4.15 Go-around................................................................................................... 4-12
4.16 After Landing............................................................................................... 4-12
4.17 Engine Shut-down....................................................................................... 4-13
4.18 Parking........................................................................................................ 4-13
4.19 Special Procedure: Short Field Take-off ...................................................... 4-14
4.20 Special Procedure: Slow Speed Sink and Recovery.................................... 4-14
4.21 Flight with Doors Removed ......................................................................... 4-14
4.22 Training Engine In-flight Shut-down and Air Restart .................................... 4-15
4.23 Noise Abatement......................................................................................... 4-15
SECTION 5 - PERFORMANCE........................................................................................ 5-1
5.1 Demonstrated Operating Temperature .......................................................... 5-1
5.2 Airspeed Correction....................................................................................... 5-1
5.3 Height-Velocity Diagram................................................................................ 5-1
5.4 Speeds.......................................................................................................... 5-3
5.5 Rate of Climb ................................................................................................ 5-3
5.6 Take-off and Landing Data............................................................................ 5-3
5.7 Influence on Take-off Distance and Climb Rate............................................. 5-4
5.8 Sink Rate and Glide Ratio ............................................................................. 5-6
5.9 Additional Performance Data......................................................................... 5-6
5.10 Sound Exposure Level / Noise Characteristics .............................................. 5-6
5.11 Effect of rain and dirt ..................................................................................... 5-7
SECTION 6 - WEIGHT AND BALANCE ........................................................................... 6-1
6.1 General ......................................................................................................... 6-1
6.2 Weight and Balance Record.......................................................................... 6-1
6.3 Compliance with Weight and Balance ........................................................... 6-1
6.4 Lateral Centre of Gravity ............................................................................... 6-1
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SECTION 7 - SYSTEM DESCRIPTION ............................................................................ 7-1
7.1 Introduction.................................................................................................... 7-1
7.2 Airframe and Undercarriage........................................................................... 7-1
7.3 Doors, Windows and Exits.............................................................................7-1
7.4 Fuel System ..................................................................................................7-2
7.5 Pneumatic System.........................................................................................7-3
7.6 Power Plant................................................................................................... 7-4
7.7 Propeller........................................................................................................ 7-4
7.8 Rotor System................................................................................................. 7-5
7.9 Vibration Damping......................................................................................... 7-5
7.10 Flight Controls ............................................................................................... 7-5
7.11 Electrical System........................................................................................... 7-8
7.12 Lighting System........................................................................................... 7-10
7.13 Instrument Panel ......................................................................................... 7-10
7.14 Instrument panel lighting.............................................................................. 7-13
7.15 Intercom ...................................................................................................... 7-13
7.16 Pitot Static ................................................................................................... 7-13
7.17 Indicators and Sensors................................................................................ 7-14
7.18 Seats and Seatbelts .................................................................................... 7-14
7.19 Stowage Capacity........................................................................................ 7-14
7.20 Fire-warning system .................................................................................... 7-14
7.21 Fire Extinguisher System.............................................................................7-15
7.22 Electrical circuit protection........................................................................... 7-15
7.23 Avionics....................................................................................................... 7-17
SECTION 8 - HANDLING AND SERVICING...................................................................... 8-i
8.1 Maintenance Obligations ................................................................................ 8-i
8.2 General ......................................................................................................... 8-ii
8.3 Ground Handling ........................................................................................... 8-ii
8.4 Cleaning........................................................................................................ 8-ii
8.5 Refuelling ..................................................................................................... 8-iii
8.6 Checking of Engine Oil Level........................................................................ 8-iii
8.7 Checking of Engine Coolant Level................................................................ 8-iv
8.8 Tyres and Tyre Pressure .............................................................................. 8-iv
8.9 Lubrication and Greasing.............................................................................. 8-iv
8.10 Replenishing of Fluids ................................................................................... 8-v
8.11 Engine Air Filter............................................................................................. 8-v
8.12 Propeller........................................................................................................ 8-v
8.13 Battery........................................................................................................... 8-v
8.14 Winter Operation .......................................................................................... 8-vi
8.15 Removal, Disassembly, Assembly and Installation of the Rotor.................... 8-vi
8.16 Road Transport ............................................................................................. 8-x
8.17 Repairs.......................................................................................................... 8-x
SECTION 9 - SUPPLEMENTARY INFORMATION & SYSTEMS..................................... 9-xi
9.1 Variable Pitch Propeller – Woodcomp KW-31................................................ 9-1
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9.2 External Lights ............................................................................................ 9-15
9.3 GPS/Moving Map Systems.......................................................................... 9-17
9.4 ELT (Emergency Locator Transmitter)......................................................... 9-19
9.5 Removal/Installation of Doors...................................................................... 9-21
9.6 Instructor Throttle Lever .............................................................................. 9-23
SECTION 10 - SAFETY TIPS......................................................................................... 10-1
10.1 Low-G Avoidance........................................................................................ 10-1
10.2 Side Slip in Gyroplanes............................................................................... 10-1
10.3 Flying Low on Fuel Is Dangerous ................................................................ 10-2
10.4 Do Not Push the Envelope and Remain Easy On the Controls.................... 10-2
10.5 Strobe Lights On – For Your Own and Other’s Safety ................................. 10-2
10.6 Propellers and Rotors Can Be Extremely Dangerous .................................. 10-2
10.7 Power Lines and Cables Are Deadly ........................................................... 10-2
10.8 Loss of Visibility Can Be Fatal..................................................................... 10-2
10.9 Overconfidence Prevails in Accidents.......................................................... 10-3
10.10 Flying Low over Water is Very Hazardous................................................... 10-3
10.11 Conversion Pilots Constitute High Risk When Flying Gyroplanes................ 10-3
10.12 Beware of Demonstration or Initial Training Flights...................................... 10-4
10.13 Practicing Off-Field Simulated Engine Failures............................................ 10-4
11.0 APPENDIX .................................................................................................................. 1
Operator Registration Form
Customer Feedback Form
Incident Reporting Form
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LIST OF EFFECTIVE PAGES
Page(s)
Rev.
Date
Page(s)
Rev.
Date
1-1 to 1-8 1.0 16 03 2016 9-2 – 1 to 2 1.0 12 04 2015
2-1 to 2-12 1.0 16 03 2016 9-3 – 1 to 2 1.0 12 04 2015
3-1 to 3-11 1.0 16 03 2016 9-4 – 1 to 2 1.0 12 04 2015
4-1 to 4-16 1.0 12 04 2015 9-5 - 1 to 2 1.0 12 04 2015
5-1 to 5-6 1.0 12 04 2015 9-6 – 1 to 2 1.0 12 04 2015
6-1 to 6-2 1.0 12 04 2015 9-7 – 1 to 2 1.0 12 04 2015
7-1 to 7-12 1.0 16 03 2016 9-8 – 1 to 2 1.0 12 04 2015
8-1 to 8-10 1.0 12 04 2015 10-1 to 10-4 1.0 12 04 2015
9-1 - 1 to 4 1.0 12 04 2015
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SECTION 1
GENERAL
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CONTENTS
1.1 Introduction.................................................................................................... 1-1
1.2 Certification ...................................................................................................1-1
1.3 Performance Data and Operating Procedures ............................................... 1-1
1.4 Definition of Terms ........................................................................................ 1-2
1.5 Important Note............................................................................................... 1-2
1.6 Three-view of the Cavalon Pro ...................................................................... 1-3
1.7 Description .................................................................................................... 1-4
1.8 Technical Data ..............................................................................................1-4
1.9 Rotor .............................................................................................................1-4
1.10 Engine........................................................................................................... 1-5
1.11 Propeller........................................................................................................ 1-5
1.12 Unit Conversion............................................................................................. 1-6
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SECTION 1 - GENERAL
1.1 Introduction
This manual is designed as an operating guide for pilots, instructors, and owners/operators,
providing information for the safe and efficient operation of this gyroplane. It includes
material required to be furnished to the pilot by the competent certification authority. This
handbook is not designed as a substitute for adequate and competent flight instruction.
Pilots of this aircraft must hold a proper license including the class rating ‘gyroplane’,
corresponding to the aircraft’s registration and operation – eg, an appropriate CPL licence is
required for aerial work. It is the pilot’s responsibility to be familiar with this handbook, the
special characteristics of this gyroplane, and all other information and legal requirements
relevant for the operation in his country. The pilot is responsible to determine the gyroplane
is safe for flight, and to operate the aircraft with respect to the procedures and limitations
provided in this manual.
It is the owner’s/operator’s responsibility to have this gyroplane registered and insured,
according to country-specific regulations. The aircraft owner/operator is also responsible for
maintaining the gyroplane in airworthy condition. Maintenance instructions are provided in
the Cavalon Pro Aircraft Maintenance Manual (AMM) RSUK0335 and in SECTION 8 of this
manual. Note that depending on the kind of operation, type of maintenance activity, or
component involved, the competent authority may dictate qualified personnel and/or
respective facilities.
1.2 Certification
The Cavalon is designed, tested and certified according to the British Civil Airworthiness
Requirements (BCAR) Section T issue 5, and the associated CRI E-01. A UK ICAO
compliant Certificate of Airworthiness has been issued for the type.
1.3 Performance Data and Operating Procedures
The legal basis for operating a gyroplane is provided by national law and its respective
regulations. The instructions and conditions contained have to be considered when
operating the gyroplane.
All documented performance data and operating procedures have been identified within the
certification processes for this gyroplane by means of flight test and analysis.
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Cavalon Pro
SECTION 1
GENERAL
RotorSport_POH_Cavalon Pro Revision 1.0 – Issue 2 Date 16 03 2016 1-2
1.4 Definition of Terms
This manual uses WARNINGs, CAUTIONs and NOTEs in bold capital letters to indicate
especially critical and important instructions. Additionally, the colour of the panel (red,
yellow, and grey shading) highlights the significance of the instruction. Definitions for each
term are given below.
WARNING
A warning means that the neglect of the appropriate procedure or condition
could result in personal injury or loss of life.
CAUTION
A caution means that the neglect of the appropriate procedure or condition
could result in damage to or destruction of equipment.
NOTE
A note stresses the attention for a special circumstance, which is essential to
emphasize.
1.5 Important Note
Before each flight pilots must make themselves familiar with the appropriate navigational,
weather and safety information pertinent to their planned route.
The limitations provided in SECTION 2 of this manual must be respected at all times. Check
the manufacturer’s web site www.rotorsport.org regularly for flight manual updates,
airworthiness directives, service bulletins, or safety information.
Abrupt manoeuvres or flight in heavy turbulence must be avoided as this could lead to rotor
speed variations associated with high stress, possible damage to the aircraft, or
uncontrollable attitudes.
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GENERAL
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1.6 Three-view of the Cavalon Pro
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GENERAL
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1.7 Description
General Characteristics
Gyroplane with nose gear wheel chassis
Aircraft structure is a GRP/CRP monocoque
Two-seat side-by-side configuration (monocoque design)
Main landing gear with GRP (glass fibre reinforced plastic) spring spar and
hydraulic disc brakes
Extruded aluminium rotor
Rotor head controlled with push-pull control cables
Rudder controlled with cables
Rudder and stabilizer surfaces made of GRP/CRP
1.8 Technical Data
Length: ...................................................................................................4.73 m
Width: .....................................................................................................1.77 m
Height: ....................................................................................................2.77 m
Empty weight:....................................................................... 315.0 kg (nominal)
.................................... (when equipped for night VFR flight) 325.0 kg (nominal)
Payload: ............................................................................... 245.0 kg (nominal)
Take-off weight/mass (max.):................................................................ 560.0 kg
Usable fuel tank capacity: ........................................................................100 ltr
1.9 Rotor
General (RSII RAO (red end cap) or RSII TOPP (Blue end cap))
Type: ........................................................... 2-bladed, fixed pitch, free to teeter
Material: ............................................... EN AW 6005A T6 aluminium extrusion
Blade profile: ................................................................................. NACA 8H12
Rotor diameter.......................................................................................... 8.4 m
Rotor disc area .................................................................................... 55.4 sqm
Rotor disc load ................................................................................. 9.5 kg/sqm
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GENERAL
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1.10 Engine
ROTAX 914F (Certified according to FAR 33 and JAR-E)
4-cylinder, four-stroke spark-ignition engine with opposed cylinders with turbo
charger
Liquid cooled cylinder heads
Air cooled cylinders
Dry sump forced lubrication with separate oil tank
Automatic valve adjustment by hydraulic tappet
2 carburettors
2 electrical fuel pumps
Electronic dual ignition
Propeller speed reduction unit, engine mount assembly
Electric starter (12V 0.6kW)
Air intake system, exhaust system
1.11 Propeller
Woodcomp sro KW-31 3 Blade (Certified with type authorisation EASA.P.177)
Woodcomp Part number with alternator pulley; KW-31-A-E-3-0-0-I / LP-174-031
Woodcomp Part number w/out alternator pulley: KW-31-A-E-3-0-0-F / LP-174031
Airscrew with in-flight adjustable pitch made of wooden core with CRP/GRP laminate
surface
Model ..................................................................KW-31 with Wide-chord blade
Number of blades ............................................................................................ 3
Diameter ............................................................................................ 1738 mm
In-flight pitch adjustment ....Electrical by means of Woodcomp CS3-5 controller
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1.12 Unit Conversion
Multiply
by
to obtain
kts (knots) 1.852 km/h
km/h (kilometres per hour) 0.54 kts
mph (miles per hour) 1.61 km/h
km/h (kilometres per hour) 0.62 mph
ft (feet) 0.305 m
m (metres) 3.28 ft
Abbreviations and Terminology
ACL
Anti
-Collision Light
AGL
Above Ground Level
ATC
Air Traffic Control
CAS
Calibrated AirSpeed – indicated speed corrected for installation errors
ccw
Counter Clock Wise
CG
Centre of Gravity
CHT
Cylinder Head Temperature
CRP
Carbon Reinforced Plastic
CSP
Constant Speed Propeller
DA
Density Altitude
DOM
Date of Manufacture
DULV
Deutscher UltraLeichtflugVerband e.V.
Empty Wt
Empty Weight of the gyroplane including oil, cooling liquid and unusable fuel
G /
g
G-loading as a factor of gravity
GEN
Generator
GPS
Global Positioning System
GRP
Glass Reinforced Plastic
hrs
hours
H/V
Height-Velocity
IAS
Indicated AirSpeed – airspeed values in this manual refer to indicated air speed
KIAS
Knots indicated airspeed
ICAO
International Civil Aviation Organization
In Hg
(Manifold) Pressure, corresponding to inch mercury
ISA
International Standard Atmosphere
JNP
JahresNachPrüfung – Annual Inspection
LED
Light Emitting Diode
LH
Left-Hand
LOEP
List Of Effective Pages
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GENERAL
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ltr
Litre
MAP
Manifold Absolute Pressure
MCP
Maximum Continuous Power
MTO
M
Maximum Take-Off Mass
OAT
Outside Air Temperature
PA
Pressure Altitude
POH
Pilot Operating Handbook
RBT
Rotor Bearing Temperature
RH
Right-Hand
RO
N
Research Octane Number
RPM
Revolutions Per Minute
sqm
Square metres
TAS
True AirSpeed – calibrated airspeed corrected for air density
TCU
Turbo Control Unit (engine)
TOC
Table Of Contents
TOP
Take-Off Power
V
A
Design manoeuvring speed
V
B
Design speed for maximum gust intensity
VFR
Visual Flight Rules
V
H
Maximum level-flight speed at maximum continuous power
V
Hmin
Minimum level-flight speed
V
NE
Never-Exceed Speed – maximum speed that must never be exceeded
VOX
Voice Operated eXchange, means: voice activation (level)
VPP
Variable Pitch Propeller
VSI
Vertical Speed Indicator
V
X
Speed for best angle of climb
V
Y
Speed for best rate of climb and maximum endurance
W&B
Weight and Balance
yrs
years
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SECTION 2
LIMITATIONS
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CONTENTS
2.1 General ......................................................................................................... 2-1
2.2 Environmental Limitations..............................................................................2-3
2.3 Colour Code for Instrument Markings ............................................................ 2-3
2.4 Airspeed Limitations and Instrument Markings...............................................2-4
2.5 Rotor Speed Limitations and Instrument Markings.........................................2-4
2.6 Power Plant Limitations and Instrument Markings..........................................2-5
2.7 Weight and Balance ......................................................................................2-7
2.7.1 Weight Limits............................................................................................ 2-7
2.7.2 Centre of Gravity (CG) Limits.................................................................... 2-7
2.7.3 Demonstrated Structural Load Factors......................................................2-8
2.8 Flight Crew .................................................................................................... 2-8
2.9 Kinds of Operation.........................................................................................2-8
2.10 Fuel ...............................................................................................................2-9
2.10.1 Approved Fuel Grades......................................................................... 2-9
2.10.2 Operation with leaded AVGAS fuels................................................... 2-10
2.10.3 Fuel Tank Capacities ......................................................................... 2-10
2.10.4 Unusable Fuel.................................................................................... 2-10
2.11 Minimum Equipment.................................................................................... 2-10
2.12 Placards (not forming part of an instrument or engraved on the panel) ........ 2-12
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SECTION 2 - LIMITATIONS
This section contains operating limitations, instrument markings and basic placards which
are required for safe operation of the gyroplane, including its engine, and standard
equipment or systems.
2.1 General
WARNING
The operation of a gyroplane demands professional pilot instruction and
dedicated training on gyroplanes. Without a valid license the gyroplane must
not be operated.
WARNING
During the entire flight adequate rotor loading must be maintained. Do not
perform any manoeuvres resulting in the sensation of feeling light or near
weightless.
WARNING
Smoking on board is prohibited!
CAUTION
This gyroplane has been designed and tested for a safe design load of 3g at
maximum gross mass (560Kg) within the flight envelope stated in this manual.
Flight outside the handbook limits, for example at high speeds in turbulent air,
especially in combination with aggressive manoeuvres or a steep turn, could
easily create higher loads on the aircraft and are prohibited for that reason.
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LIMITATIONS
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NOTE
During the certification process all required safe loads have been successfully
demonstrated. However, the gyroplane may be exposed to higher loads
especially when operated on rough surfaces, such as an unprepared grass
strip. In this case it is even more essential to perform a thorough pre-flight
inspection and have components and parts replaced, where needed.
NOTE
The choice, selection and use of this particular aircraft for the purpose chosen
is at the sole discretion and responsibility of the owner/pilot. RotorSport UK
Ltd and AutoGyro GmbH take no responsibility for your decision to fly.
This aircraft is operated under a certificate of airworthiness. This is an ICAO
recognised standard. Whilst the manufacturer takes great care to ensure the
parts are of appropriate quality, it is impossible to guarantee that a failure
cannot occur, and pilot operators must consider this in their flight planning
The Cavalon Pro utilises a certified Rotax 914F engine. Whilst this has an
improved reliability from a non-certified engine, it is impossible to guarantee
that a failure can never occur. Therefore strict compliance with the engine
manufacturer’s maintenance schedules, operational procedures and any
additional instructions which may be given to you by RotorSport UK Ltd, on
behalf of the engine supplier, is essential. The aircraft must always be flown
with the risk of engine failure in mind, and must not be flown over any areas
where a forced landing cannot be safely executed.
Similarly the aircraft instruments (and other equipment) are certified as part of
the aircraft – but may still may fail completely, or part fail such that a gauge
may under or over-read, or fluctuate. Good judgement must be used in
monitoring instruments, and timely action taken should a reading be in doubt.
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2.2 Environmental Limitations
Maximum wind speed or gust intensity.................................................. 40 KIAS
Maximum demonstrated crosswind component for take-off and landing 20 KIAS
Maximum tailwind component for take-off and landing ............................ 5 KIAS
Maximum demonstrated operating altitude........................................... 10,000 ft
Temperature ............................................................................... - 20 to + 40 °C
CAUTION
Care must be used operating a 914F engine at high altitudes, as it is possible to
overspeed the engine in level flight at max power. Take care to monitor the
engine rpm gauge.
WARNING
Do not consider flying in the likelihood of severe weather. Thunderstorms may
develop rapidly with the risk of heavy precipitation or hail, severe turbulence
with strong vertical air movements, and lightning strike. If, despite proper flight
planning, a thunderstorm should be encountered, consider a precautionary
landing to avoid the squall line. A lightning strike may damage the main rotor
bearing. Thorough inspection and maintenance after lightning strike must be
performed.
2.3 Colour Code for Instrument Markings
R
ed
Operating limits. Pointer should not enter red during normal operation
Y
ellow
Precautionary or special operating procedure range
G
reen
Normal operating range
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2.4 Airspeed Limitations and Instrument Markings
Air Speed Marking
VNENever Exceed Speed
Red radial
87 kts
Yellow arc 70 - 87 kts
VBdesign speed for max. gust intensity
Green arc
20 -
70 kts
Yellow arc 0 - 20 kts
WARNING
The maximum speed VNEmust never be exceeded!
WARNING
Depending on installed optional equipment VNEmay be lower! Supplemental
information in SECTION 9 must be respected!
WARNING
Sudden or large control input in pitch must be avoided at all means, even at
airspeeds within green arc. Do not exceed VBwhen flying through turbulence,
gusts or rough winds!
2.5 Rotor Speed Limitations and Instrument Markings
Rotor Speed Marking
Rotor speed limit
Red radial
610 RPM
Rotor speed caution range Yellow arc 550 – 610 RPM
Normal range Green arc 200 – 550 RPM
Maximum pre-rotation speed
Yellow radial
220 RPM
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2.6 Power Plant Limitations and Instrument Markings
Engine Speed Marking
Maximum engine speed
Red radial
5800 RPM
5 minute take-off power regime Yellow arc 5500 – 5800 RPM
Maximum continuous power
Green arc
1400 –
5500 RPM
Recommended pre-rotation clutch speed
Green radial
2000 RPM
Yellow arc 0 – 1400 RPM
Engine Oil Temperature Marking
Maximum oil temperature
Red radial
130 °C
Yellow arc 110 – 130 °C
Normal range
Green arc 90 – 110 °C
Yellow arc 50 – 90 °C
Minimum oil temperature
Red radial
50 °C
NOTE
Oil temperature is measured in the return feed to the engine – after the oil has
circulated through the oil cooler. The oil thermostat opens at 85degC, so the
pilot may see lower temperatures indicated in normal use.
Coolant Temperature Marking
Maximum cylinder head temperature
Red radial
120 °C
Green arc 50 – 120 °C
Note! Where the aircraft is fitted with a Rotax 914F with serial number pre 4.413.020, the
Coolant Temp gauge becomes CHT with a red radial at 135degC.
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Engine Oil Pressure Marking
Maximum oil pressure
Red radial
7 bar
Yellow arc 5 – 7 bar
Normal range
Green arc 2 – 5 bar
Yellow arc 0.8 – 2 bar
Minimum oil pressure
Red radial
0.8 bar
Fuel pressure Marking
Maximum fuel pressure
Red radial
1bar
Green arc 0.15-1bar
Note! Normal indicated fuel pressure range is 0.35 – 0.8bar.
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2.7 Weight and Balance
2.7.1 Weight Limits
Maximum take-off weight (MTOW):......................................................... 560 kg
Maximum empty weight (MEW): ............................................................. 376 kg
CAUTION
The take-off weight is the total weight of the gyroplane including empty weight,
optional/additional equipment, occupants, fuel, and luggage at take-off. The
maximum value specified above must never be exceeded.
Maximum weight in RH seat (incl. compartment behind seat): ............... 110 kg
Maximum weight in LH seat (incl. compartment behind seat): ................ 110 kg
Maximum total weight in cockpit (both seats + compartments):............... 200 kg
Minimum total weight in both seats: .......................................................... 65 kg
NOTE
Pilots in the right hand seat weighing less than 65 kg must carry corresponding
ballast during solo operation (which may be located in the baggage
compartment, around the occupant in a form such as sheet lead under the seat
cushion, or securely restrained on the second seat).
Storage area behind seats
Maximum weight in each storage compartment (2 ea.) ............................. 10 kg
NOTE
When loaded, the weight in each storage compartment has to be deducted from
the maximum weight in the respective seat.
2.7.2 Centre of Gravity (CG) Limits
The centre of gravity is considered to be within limits if all weight limits above are respected.
For details see SECTION 6 of this manual.
For reference, the limits approved during the aircraft UK type approval are 540 to 345mm
forward of the mainwheel datum, and 925 to 750 above the CG datum (the mainwheel axle
is the 0 CG datum in x and z) when fitted with the RAO rotorsystem II, and 940 to 750
above the CG datum when fitted with the TOPP rotorsystem II.
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2.7.3 Demonstrated Structural Load Factors
Demonstrated positive load factor (560 kg)................................................ + 3 g
Demonstrated negative load factor (560 kg) – structural limit................... - 0.5 g
Important note: the indication of a demonstrated negative load factor represents a
structural limit only. In flight, the limitations (see 2.9) have to be respected at all times.
2.8 Flight Crew
Minimum crew is one pilot in the RH seat.
Harness in the LH seat must be fastened and tight, if not occupied.
The LH flight controls must never be restricted by passenger or objects. Passengers must
be briefed.
2.9 Kinds of Operation
Day-VFR operation is approved for all Cavalon Pro gyroplanes.
Night-VFR operation is approved for Cavalon Pro gyroplanes when fitted with the required
minimum equipment.
Aerobatic flight is prohibited!
NOTE
Manoeuvres involving bank angles of more than 60° are considered to be
aerobatic flight.
Low-G manoeuvres are prohibited!
WARNING
Any manoeuvre resulting in a low-G (near weightless) condition can result in a
catastrophic loss of lateral/roll control in conjunction with rapid main rotor
RPM decrease. Always maintain adequate load on the rotor and avoid
aggressive forward control input performed from level flight or following a pullup.
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Excessive side-slip is prohibited!
WARNING
Side slip may be performed only with proper training and within safe
boundaries. Use gentle pedal input for initiation and stabilization. Do not rely
on airspeed indication in side slip. Never perform abrupt control stick input into
the direction of motion. Be aware that excessive side slip particularly in
strong/gusty conditions may result in an uncontrollable and unrecoverable
attitude.
Flight in icing conditions is prohibited!
NOTE
Icing may occur even at temperatures above freezing!
Operation in strong gusts or wind speeds of more than 40 KIAS is prohibited!
2.10 Fuel
2.10.1 Approved Fuel Grades
Preferred fuel
AVGAS UL91 (ASTM D7547)
Alternate fuel
AVGAS 100 LL (ASTM D910)
MOGAS EN 228 Super or EN228 Super plus (min. RON 95)
NOTE
AVGAS 100 LL places greater stress on the valves seats due to its high lead
content and forms increased deposits in the combustion chamber and lead
sediments in the oil system.
For operational constraints and maintenance aspects when using preferred fuel and
alternate fuel, refer to the engine manufacturer’s manual.
NOTE
When refuelling, attach the earth line to the exhaust pipe to prevent static
electrical discharges!
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2.10.2 Operation with leaded AVGAS fuels
If the engine is operated more than 30% of engine operating time with leaded AVGAS fuels,
the following maintenance operations are necessary in addition by latest after every 50
operating hours:
change of oil filter,
change of engine oil,
oil level check, etc.,
according to the most recent engine manufacturer´s maintenance manual
NOTE
When operating primarily on leaded AVGAS fuel, it is recommended to make a
change of engine oil every 25 operating hours.
2.10.3 Fuel Tank Capacities
Maximum tank capacity ............................................................................103 ltr
2.10.4 Unusable Fuel
Unusable fuel quantity ................................................................................. 3 ltr
2.11 Minimum Equipment
The following equipment must be operative for flight under Day-VFR:
Air speed indicator
Altimeter
Magnetic Compass
Side slip indicator
Rotor RPM indicator
Outside Air Temperature (OAT) and Rotor Bearing Temperature (RBT) indicator
(both calibrated in °C)
Engine instruments (oil pressure, RPM, CHT)
Escape hammer
Fire Extinguisher
First aid kit (pilot carry-on)
Maps, charts, codes required by local regulations
The following additional equipment must be operative for flight under Night-VFR:
External generator installation (Gen2)
Instrument and panel lighting
Cockpit lighting
Position/navigation/strobe lights fitted on pedestal spacers
A red anti-collision light fitted on each wheel spat
Nose-mounted taxi lights
Underbody-mounted landing light
Heated pitot-tube and associated LED indicator
Alternate static pressure system
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Gyroscopic bank and pitch indicator (Aspen EFD1000 PFD)
Gyroscopic direction indicator (Aspen EFD1000 PFD)
Vertical speed indicator
Secondary pressure altitude indicator (Aspen EFD1000 PFD)
Clock
Low voltage warning system
First-aid kit (pilot carry-on)
Fire extinguisher
Electric torch for each crew member
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2.12 Placards (not forming part of an instrument or engraved on the panel)
In clear view of the pilot on the centre panel:
For an aircraft not equipped for Night-VFR flight
OPERATING LIMITATIONS
Aerobatic Limitations
Aerobatic manoeuvres are prohibited.
Manoeuvres involving a deliberate reduction in
normal ‘g’ shall be avoided.
CG Range Limits (Gyroplane) – refer to Pilots
Handbook data.
Airspeed Limitations
Maximum Indicated Airspeed (Vne): 87kts
(100mph)
Other Limitations
This aircraft shall be flown by day and under
Visual Flight Rules only.
Smoking in the aircraft is prohibited
560
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For an aircraft equipped for Night-VFR flight
OPERATING LIMITATIONS
Aerobatic Limitations
Aerobatic manoeuvres are prohibited.
Manoeuvres involving a deliberate reduction in
normal ‘g’ shall be avoided.
CG Range Limits (Gyroplane) – refer to Pilots
Handbook data.
Airspeed Limitations
Maximum Indicated Airspeed (Vne): 87kts
(100mph)
Other Limitations
This aircraft shall be flown under
Visual Flight Rules only.
Smoking in the aircraft is prohibited
Adjacent to left-seat throttle (if fitted)
Attached to the seat back angle adjustment bar
Ensure locking pin engaged properly after adjustment
MAX
↑
THROTTLE
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At each storage compartment behind seats:
At fuel filler cap:
At oil filler access panel:
At fuel shut-off valve: (RED)
Or
At both static ports:
Attach earth line to
exhaust pipe when
refuelling
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Fitted to the doors inside
Fitted to the doors outside
Fitted to the instrument panel (or marked ‚rotor brake interlock release)
GPS placard (where a GPS, Ipad or equivalent device is fitted)
(Placard may be a different shape)
Pre-rotator & rotor
brake interlock release
Do not rely on this display. GPS unit not
for navigational use. The unit, software &
charts are not approved or certified to any
national standard. Warning! Charts or
software may not be up to date.
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By the battery charging point ‘Max 12v 15A ‘ with terminal polarity defined
Near Fire warning lamp: (unless engraved ‘Fire when flashing’)
On Circuit breaker panel (unless engraved)
Either side of keel fin top surface
Fire extinguisher, located beside extinguisher.
FIRE WARNING
When flashing
RED
CIRCUIT BREAKERS
Only attempt to reset (once) if
essential for continued safe flight
No Step
Fire Extinguisher
In the event of a cockpit fire, release the clamp,
remove this extinguisher and use in accordance
with the instructions printed
on the extinguisher bottle.
Ensure the cockpit is well ventilated!
In the event of a suspected fire in the equipment or engine
bays, DO NOT release or remove the extinguisher. Pull out the
safety pin, and squeeze the handgrip together. This will
release the retardant into those bays. Only release the grips
when the extinguisher is empty or after 20s.
Once used, replace!
Check the extinguisher gauge indicates green before flight!
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Emergency hammer; to indicate the hammer location this is fitted to the centre console.
This placard is wrapped around the hammer to define the method of use.
Other
1. If the compass deviation is more than 5° on all headings, then a deviation placard
must be present.
For: N 30 60
Set:
For: E 120 150
Set:
For: S 210 240
Set:
For: W 300 330
Set:
Calibrated by:
Radios off or on?
Date:
EMERGENCY
HAMMER
This hammer is fitted in case of
emergency where the doors are not
functional, allowing the occupant(s) to
break a window and exit the aircraft via
that window.
To use, remove hammer from holster
and grip firmly at the end of the handle.
Protecting your eyes, swing the
hammer so that the sharp point strikes
the window hard. Repeat until the
window is sufficiently cracked/broken
for aircraft exit.
HOLD THIS END!
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2. The aircraft is fitted with a permanently attached fireproof plate with the aircraft
registration number and serial no. marked on it, on front of the instrument panel.
3. The registration letters are placed high on the tail fin, and are 60cm long, 30cm
high. This has been accepted as best practice compliance to CAP523, the CAA
standard for aircraft registration. Alternative markings and position of markings is
acceptable provided they comply with this standard.
4. Note that all placards must have the same units of measure as the instruments.
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EMERGENCY PROCEDURES
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CONTENTS
3.1 Engine Failure ............................................................................................... 3-1
3.2 Air Restart Procedure (if safe! Plan for a forced landing first!)........................ 3-2
3.3 Landing into Trees or High Vegetation........................................................... 3-3
3.4 Degradation of Engine Power ........................................................................ 3-3
3.5 Evacuating the Aircraft...................................................................................3-3
3.6 Smoke and Fire ............................................................................................. 3-4
3.7 Off-field Landing ............................................................................................ 3-5
3.8 Flight Control Malfunction..............................................................................3-5
3.8.1 Engine Power Control / Throttle................................................................ 3-5
3.8.2 Rudder Malfunction................................................................................... 3-5
3.8.3 Rotor Head Control................................................................................... 3-6
3.8.4 Trim runaway............................................................................................3-6
3.8.5 Pitch oscillation recovery .......................................................................... 3-6
3.8.6 Vibration ................................................................................................... 3-6
3.8.7 OTHER EQUIPMENT FAILURE ............................................................... 3-7
3.8.8 Door open in flight..................................................................................... 3-8
3.9 Warning and Caution Lights........................................................................... 3-9
3.9.1 GEN or Low Volt Indicator Light................................................................ 3-9
3.9.2 Low Volt..................................................................................................3-10
3.9.3 BOOST WARN Light ‘Boost’ (red)........................................................... 3-10
3.9.4 BOOST CAUTION Light ‘Caution’ (orange)............................................. 3-10
3.9.5 Fire warning............................................................................................ 3-10
3.9.6 Low Fuel................................................................................................. 3-10
3.9.7 Pitot ........................................................................................................ 3-11
3.9.8 Fan......................................................................................................... 3-11
3.9.9 Water Temperature Indication................................................................. 3-11
3.9.10 Water level......................................................................................... 3-11
3.10 Parameters out of Limits.............................................................................. 3-11
3.11 Outside Air Temperature and Rotor Bearing Temperature........................... 3-12
3.12 Loss of Visibility........................................................................................... 3-12
3.13 Recovery System / Rotor System ................................................................ 3-12
3.14 Rotor Icing................................................................................................... 3-13
3.15 Landing with a Deflated Tyre ....................................................................... 3-13
3.16 Failure of CSP/VPP Propeller......................................................................3-13
3.17 Alternative Method of Engine Shut-down ..................................................... 3-14
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SECTION 3 - EMERGENCY PROCEDURES
This chapter contains the check lists and procedures to be executed in emergency
situations.
Emergencies due to defects of the gyroplane or its engine are extremely seldom if the
aircraft is checked thoroughly before each flight and continuously maintained. If there
should occur a case of emergency, the guidelines of this chapter are to be followed in order
to manage the emergency. However, these procedures do not replace the pilot’s
appreciation of the individual situation.
Strict compliance with the engine manufacturer’s maintenance schedules, operational
procedures and any additional instructions is essential. The aircraft must always be flown
with the risk of engine failure in mind, and flight over any areas where a forced landing
cannot be safely executed is at the pilots own risk.
3.1 Engine Failure
In case of an engine failure the following action is recommended:
Engine failure during take-off run
Maintain directional control using sensitive but appropriate pedal input
With the rotor/stick remaining aft, let gyroplane decelerate. Wheel brakes may be
used to assist
At walking speed level-off rotor disc, use wheel brakes and bring rotor to a stop
Engine failure after lift-off and below 150 ft AGL
The climb-out should be performed according to the Height-Velocity-Diagram
in CHAPTER 5
When engine failure occurs, and if height permits, immediately lower nose to enter
glide attitude and maintain airspeed.
Continue straight ahead.
Maintain airspeed until ground is approached, then perform flare.
If a low level engine failure, with low groundspeed, then an aggressive and immediate
flare may be required
Engine failure at or above 150 ft AGL
Consider wind speed and direction
Select a suitable landing site
If time allows, a restart may be attempted, see “Air restart procedure” below
Perform a landing into wind and/or upslope if possible
Prior to touch-down switch OFF Main Switch
Engine failure at night
Consider wind speed and direction
Both landing lights should be turned on at 400ft or below
Select a suitable landing site – the landing lights make the ground visible in full dark
from around 400ft
If time allows, a restart may be attempted, see “Air restart procedure” below
Perform a landing into wind and/or upslope if possible
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Make a faster descent at 60KIAS (~70mph), to allow more time in the flare to make a
safe landing.
Prior to touch-down switch OFF Main Switch
WARNING
Engine failure at high speed, hands-off, will result in a nose drop and right yaw
of about 20-25degrees, requiring pilot intervention to raise the nose. At light
weight the nose drop will be rapid.
WARNING
Always plan your route to remain within safe gliding distance to areas where a
safe forced landing can be performed in case of an engine failure. A landing in
high trees or open waters may end fatally.
NOTE
The best engine-off glide ratio is about 1:3 at 50 kts. Depending on a possible
headwind the glide may be extended by slightly increasing airspeed. It is
heavily recommended to practice your forced landing capabilities regularly,
preferably with a qualified flight instructor.
3.2 Air Restart Procedure (if safe! Plan for a forced landing first!)
Airspeed 50-60KIAS (whilst restart is possible at all permitted airspeeds and
altitudes, this airspeed is optimum)
Check fuel valve OPEN
Check fuel pump(s) ON
Check both magnetos ON
Propeller in FINE pitch
Throttle slightly open
With the left hand, turn the Main Switch/Starter key completely to OFF, then START
If possible, allow engine and oil to warm-up before full power is applied
NOTE
The starter interlock function prevents inadvertent starter engagement. Before
attempting an engine start, the interlock must be reset by turning the Main
Switch/Starter key to OFF.
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3.3 Landing into Trees or High Vegetation
Assume the surface of the treetops or vegetation as level
Plan touch-down and flare with minimum ground speed and minimum rate of descent
As soon as the wheels contact the vegetation bring the rotor disc to level attitude to
avoid partial blade tip contact with vegetation
Shut down engine by switching magnetos OFF and master switch OFF
3.4 Degradation of Engine Power
A gradual decay in engine RPM, accompanied by a rough running engine or even vibration
may be an indicator for carburettor icing, even though with a turbo charger this is very
unlikely. In this case, continue with a high power setting and change altitude into air which is
less susceptible to carburettor icing.
If the situation cannot be corrected be prepared for further loss of power and ultimately
engine failure.
NOTE
Carburettor icing is very unlikely with a 914F engine because the turbo
pressurisation heats the air before it reaches the airbox and carburettors.
3.5 Evacuating the Aircraft
In normal circumstances occupants should never leave the aircraft while the propeller or the
rotors are turning. If abandoning the aircraft in an emergency the pilot should turn off the
engine magneto switches and turn the master switch to “OFF” if this can be done without
endangering the occupants.
If abandoning the aircraft with either the propeller and/or the rotors turning the occupants
should follow a path in line with the nose of the aircraft, to minimise the risk of being struck
by either the rotor or the propeller.
Occupants should be briefed before flight on emergency evacuation procedures, including:
Actions to be taken in the event of a forced landing
Operation of the seat harness
Disconnection of any intercom leads or other connections to the aircraft before
evacuation
How to open the doors
How to safely exit and move away from the aircraft
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3.6 Smoke and Fire
Indications of smoke should be treated in the same way as a fire.
NOTE
The fire warning system will illuminate a RED flashing warning lamp on the
panel when the special cable in the engine bay has melted due to the effect of
high temperatures (fire). This lamp shows solid red when a fault is detected.
In case of fire the following action is recommended:
Smoke or fire on ground
Both magnetos OFF and master switch OFF to shut-down engine and fuel pumps
If safe to do so, operate the fire extinguisher (see below notes)
Evacuate aircraft
Close fuel shut-off valve
Extinguish fire and have damage inspected
Fire in flight
Open ventilation for fresh air
If safe to do so, operate the fire extinguisher (see below)
Initiate an emergency landing
Initiate emergency call, if time and situation permits
As soon as a power-off landing can be assured, shut down engine by switching
magnetos OFF and master switch OFF
Continue procedure as described in “Engine Failure” and “Smoke or fire on ground”
The Cavalon Pro gyroplane has an in-built Halon gas fire extinguisher system that may
be used in two ways:
By removing the safety clip then depressing the trigger handle with the
extinguisher still fitted on its mounting bracket, extinguishing agent is discharged
through pipes into the equipment compartment and engine bay behind the cockpit
By releasing the extinguisher from its mounting bracket then removing the safety
clip the extinguisher may be used as a hand-held device. If directed inside the
cockpit, ensure adequate ventilation to avoid the risk of asphysxia.
If the extinguisher is discharged, even partially, it must be replaced.
NOTE
Clear instructions for use of the extinguisher are printed on the extinguisher
bottle, and on a placard adjacent to the bottle. Read them before use!
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3.7 Off-field Landing
A precautionary landing at a non-prepared site may be performed at pilot’s discretion in
order to avoid unexpected weather, in case of severe illness of the pilot or a passenger, or if
technical defects are suspected, for example sudden and severe rotor vibrations.
Select a suitable landing site from safe altitude, considering slope, wind speed and
direction
Fly a reconnaissance pattern to check for obstacles, especially power lines, wires,
and cables in the approach and go-around path
Overfly the landing site to check for obstructions such as fences, ditches, rocks,
height of vegetation, and select most suitable touch-down zone
Perform a normal approach and touch-down into wind with minimal ground speed
3.8 Flight Control Malfunction
In case of a flight control failure the gyroplane can be controlled with the remaining primary
and secondary controls, including power and trim. An immediate reduction of power, and
corresponding reduction in speed may be necessary to avoid pitch oscillations (phugoid) or
other effects affecting dynamic or static stability. Navigate to a suitable landing site with
wide and shallow turns and approach against the wind
3.8.1 Engine Power Control / Throttle
Throttle jammed open or max
Navigate to a suitable landing site with the power set. If over safe terrain, magneto switches
may be used to control power. When within gliding distance to the selected landing site,
shut-down engine to perform a power-off landing as per Emergency Procedure “Engine
failure”.
NOTE
In case of a control cable breakage the carburettor will be automatically set to
full throttle position.
Throttle jammed closed
Land as per Emergency Procedure “Engine failure”. Residual power may be used to extend
the glide.
3.8.2 Rudder Malfunction
In case of a stuck or loose rudder, continue flight to a suitable, preferably wide landing site
that allows a landing into the wind. If necessary reduce power to avoid excessive side slip.
Align gyroplane prior to touch-down, using engine torque or lateral control input to the side
where the nose is pointed.
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3.8.3 Rotor Head Control
In case of a rotor head control malfunction, control pitch attitude using careful trim input and
power setting. Use rudder for directional control and for shallow turns. In some conditions it
may be appropriate to reduce power/speed in order to avoid phugoid effects or a possible
negative yaw-roll coupling. Approach landing site with wide and shallow turns.
3.8.4 Trim runaway
Failure of a trim selector switch or pneumatic valve may result in trim runaway (where the
trim system runs to one extreme and pushes the control stick accordingly). Although the
average pilot is able to resist the out-of-trim stick force and continue to fly the aircraft it may
be possible to reduce the stick load by intervention:
(i) High forward stick load required to prevent aircraft nose rising (this will be
coincident with a high air-pressure reading) – briefly turn the Flight/Brake selector
to “Brake” to deplete system air pressure. If the air compressor is heard to start
and the pressure rises again then pull the circuit-breaker marked “Comp” to stop
the compressor. Repeat the brief selection of “Brake” to deplete system air
pressure as required.
(ii) High aft stick load required to prevent aircraft diving (this will be coincident with
low or zero air pressure) – check “Comp” circuit breaker, if activated push to reset
then try to trim aircraft nose-up. If unsuccessful then continue to expedited
landing. Note: reset the circuit-breaker once only.
(iii) High roll-left or roll-right stick load required to maintain balanced flight (coincident
with high air-pressure reading). Pull the “Comp” circuit breaker to prevent further
increase in air pressure and attempt to re-trim. If unsuccessful then continue to
expedited landing. Do not select “Brake” in an attempt to reduce air pressure as
this will disturb the pitch trim (in which the out-of-trim forces are significantly
higher)
3.8.5 Pitch oscillation recovery
There are generally two types of pitch oscillation: that caused by pilot over control (‘PIO,
Pilot Induced Oscillation’) and that caused by aerodynamic oscillation.
PIO is not generally found on two seat gyroplanes due their inherent stability. It is initiated
by the pilot over-controlling the stick. If a situation develops where a divergent aircraft
pitching oscillation is occurring in sympathy with fore-aft control stick inputs, firstly stop the
control input – do NOT try to control PIO with the stick.
For both situations, smoothly closing the throttle whilst maintaining a level flight attitude will
return the aircraft to a stable, slow speed condition very quickly, from which the pilot can
recover to normal flight.
Recovery from PIO or aerodynamic oscillation can result in height loss.
3.8.6 Vibration
A gyroplane is subject to a number of out of balance forces which will generate different
levels of vibration depending on the engine and rotor rpms, and on loading conditions.
Rotors are normally balanced two seated, so a reduction in occupant loading will naturally
change the rotor response.
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1. Engine and propeller. Vibration in this area will change with engine rpm, and can
therefore be affected and isolated by the pilot. The propeller is normally balanced to less
than 0.1ips, meaning low vibration. Vibration will increase as the propeller gets dirty, and will
also increase if damaged. A sudden change in flight will indicate a fault has developed,
either through an impact (loose luggage, bird strike etc. passing through the propeller) or by
some mechanical failure. In the event the pilot should make a precautionary landing for
evaluation. Propeller damage may also be evident from a change in noise level.
Upon landing, carefully check the propeller for damage, loose bolts or evidence of
mechanical failure within the prop or engine. Especially check the engine to engine bearer
connections, and the engine bearer to airframe connections.
2. Rotor.
Rotors will vibrate in flight due to tracking errors (side to side stick shake), rotor CG
misalignment with the axis of the bearing in the flat plane (oscillatory stick shake), and also
in the vertical plane (two per rev shake). The amount of shake will not suddenly change in
flight or between flights unless there has been mechanical failure, external influence or rotor
strike.
Vibration will increase (and performance decrease dramatically) with dirt build up on the
rotor blades, so before any analysis make sure they are clean.
If there is a change in vibration in flight make a precautionary landing and investigate. If on
rotor startup, stop and investigate.
Check items:
Rotor impact with tail of aircraft.
Hanger damage e.g. twist or distortion of trailing edge.
Blade bent from ground handling.
If after a recent re-assembly of the rotor, that the blades and hubs are serial-number
matched, and that the shim washers are correctly matched to the hub bar and rotor tower.
A reduction in vibration may be caused by increased flexibility between the rotor head and
the occupant. This may be control system looseness, so check all system joints for
tightness, and also for cracks at the base of the mast. Check security of all fastenings
between the rotor and the pilot. Check also for any cracks or other damage to the primary
structure; body, tail, keel tube, rotor head, rotor, mast.
3.8.7 OTHER EQUIPMENT FAILURE
Good judgement must be used in monitoring instruments, and timely action taken should a
reading be in doubt. If in doubt, make a precautionary landing and resolve the issue rather
than continuing a flight.
Actions recommended:
ASI failure: In level flight fly with an engine rpm of 4,200 lightly laden to 5,000 heavily laden
which will give approx 45-60KIAS, propeller in mid pitch range. When descending (nose
down) throttle back to approx 3,000 to 3,500rpm to prevent overspeed. Continue to your
designated landing site, maintaining speed for a flare on landing in the final descent. Leave
plenty of space to land in should the flare be prolonged. Experience will aid judgement of
the best engine rpm to maintain to match the desired flight speed and payload.
Altimeter failure: In a gyroplane it is reasonably easy to judge height. If in controlled
airspace ensure the controlling authority is informed to prevent traffic conflict. Otherwise
continue to a safe landing using navigational skills to avoid potential collisions.
Compass failure: Resort to map, aided by GPS if available, fly at a speed to suit
navigational requirements or make a precautionary landing if unable to identify position.
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Rotor RPM gauge failure: This is not essential for safe flight, and rotor rpm cannot normally
be affected in flight unless significant “g” or negative “g” is exerted – and then will only
provide an indication of the rpm. If failed in flight, repair on landing
Engine RPM: The engine is rpm self-limiting by propeller pitch in flight. If the indication fails,
replace on landing. Use audio cues to establish rpm
Oil pressure, oil temp and CHT/coolant temp. A failure of one gauge can indicate an engine
fault or simply a gauge fault. Watching the other gauges will indicate the likely failure mode.
For example,
1. Gauge suddenly goes to full scale deflection, other gauges reading normally –
likely gauge fault
2. Oil pressure falls to zero, possible loss of pressure. Stop engine, make
precautionary landing
3. CHT/coolant temp gradually or suddenly rises above max temp. Possible loss of
coolant. Cross-refer to the coolant warning lamp, if this indicates the temperature
is OK, then continue with caution. If not, stop engine, make precautionary landing
4. Oil temp suddenly falls to zero, other gauges reading normal – probable gauge
failure. Cross refer to oil pressure gauge, if there is pressure there is likely to be
temperature.
5. Oil temp rises above maximum, other gauges normal – possible very low oil level,
blocked radiator or thermostat. Stop engine, make precautionary landing.
6. Fuel level gauge suddenly falls to zero or FSD. Probable gauge failure, but
always cross check to predicted fuel burn. Low fuel light will light as a backup.
7. Fuel pressure gauge gradually reducing – possible blocked filter or no fuel. Turn
on back up pump and check if full pressure returns. No pressure probably means
no fuel. If engine keeps running it is a faulty indication.
Sudden, large deflections are normally unlikely, with the exception of loss of pressure
readings.
3.8.8 Door open in flight.
A door open in flight is NOT catastrophic. The door hinge line is angled to the oncoming
airflow such that if left open before take-off, or opened in flight, the oncoming airflow will
naturally close the door.
Note, yawing the aircraft such that the open door is downwind will allow the door to open
more, but on straightening out the oncoming airflow closes the door. If the yaw is such that
the open door is upwind, then the oncoming airflow keeps the door firmly shut.
In the event of this occurrence, fly the aircraft and ignore the open door until it is safe to lock
it. This will be either on the ground, by a passenger (if it is on their side) or by slowing and
trimming the aircraft at a safe speed that allows the pilot to release hand(s) for the closure
task.
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3.9 Warning and Caution Lights
3.9.1 GEN or Low Volt Indicator Light
The GEN lamp, when lit, indicates that there is no voltage being supplied from the
internal generator/regulator circuit to the battery. The Gen2 lamp, when lit, indicates
that there is no voltage being supplied from the external generator to the battery.
Both are normally lit when the engine is stationary or at very low rpm.
These lamps are normally not lit in flight, but may be seen to pulse gently in low light
conditions.
The LOW VOLT lamp, when lit, indicates that the available voltage from the battery has
dropped below 12v,
If the GEN and GEN2 lamps and the LOW VOLT lamp are on with the engine running at
more than 2,500rpm, then it is likely that the charging circuits have failed, and that the
aircraft is operating on battery power alone.
If only the LOW VOLT lamp is lit, then the aircraft voltage demand has exceeded supply,
and demand must be reduced in order for the lamp to extinguish. NOTE! When lit, this lamp
also indicates that the strobes, nav lights, anti-collision lights and 12v socket have been
turned off automatically, with automatic reconnection when the supply exceeds demand.
Required Action
If any of the indicators are permanently lit, switch off all unnecessary electrical consumers, it
is recommended to perform a precautionary landing within 30 minutes. The battery is
expected, if in good condition, to provide 30 minutes* of reserve power to supply the aircraft
P2 fuel pump, instrumentation and avionics, after which time this electrical equipment may
cease to function. In the event of battery failure the P1 fuel pump is supplied with electrical
power directly from the engine’s internal generator so the engine may continue to run.
However, be prepared for an engine failure.
*depends on condition of battery
Further information:
No power in the cabin indicates either the main circuit fuse has failed, or that the
battery has failed and the pump protection relay has opened. In this case the P1
primary fuel pump remains powered by the regulator directly, maintaining fuel supply
to the engine. The turbo control unit is not powered in this instance, and will remain
in whatever position it was in when power was lost – so mixture and manifold
pressure control will be lost. Take care to only use the minimum power required to
land safely to prevent engine damage.
In this case the primary (P1) fuel pump will continue to run until the engine’s internal
generator stops providing electrical energy. If required, fuel supply can be shut off
via the fuel shut-off valve.
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3.9.2 Low Volt
Battery voltage of the system has dropped below a safe value. Refer to chapter above.
Aircraft lights and the 12V power receptacle will be disabled automatically.
3.9.3 BOOST WARN Light ‘Boost’ (red)
Continuously lit
If continuously lit, the maximum admissible boost pressure was exceeded. Reduce power
into normal operating range and consider restricted engine performance or boost control
malfunction. Record duration and have maintenance action performed.
Blinking
When blinking, the allowable 5 minutes take-off power time limit has been exceeded.
Reduce power into continuous range. Record duration and have maintenance action
performed.
3.9.4 BOOST CAUTION Light ‘Caution’ (orange)
A blinking BOOST CAUTION light indicates a problem with the turbo/boost control, its
sensors or the servo. Engine power is degraded and continuous operation may lead to
engine damage. Perform a precautionary landing considering reduced engine performance
and be prepared for engine failure.
3.9.5 Fire warning
Refer to emergency procedure “Smoke and Fire” above
The Fire Warning system works by constantly checking the resistance of a special cable
mounted in both the engine bay and in the battery and fuel pump bay. This cable contains
two wires where the insulation between the two wires melts beyond 180degC, creating a
short circuit. The cable has a resistor at the end of the cable to give a known standard
resistance of the detection loop.
This lamp will flash three times when the keyswitch is turned on. This indicates the system
has made a satisfactory self test. The lamp will then normally remain off.
The lamp will light a solid red when a fault has been detected (eg a short circuit to ground or
open circuit). A repair is required.
The light will flash brightly if a closed circuit is detected. This indicates that the cable
temperature has exceeded 180degC, and therefore that a fire may be present. Action as
‘3.6, Smoke and Fire’
3.9.6 Low Fuel
The LOW FUEL warning light is triggered as soon as 5 litres or less of useable fuel remain
in the tank. Perform a power-on landing at the nearest suitable location and be prepared for
engine failure after approximately 10 minutes remaining flight time.
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3.9.7 Pitot
The PITOT lamp is coloured green to indicate at night that the power is turned on to the
pitot tube heating. Red indicates heating failure.
3.9.8 Fan
The thermo switch of the engine mounted electrical blower has closed, fan is activated.
Monitor engine instruments and mind higher electrical power consumption. If possible,
reduce engine power and increase speed.
3.9.9 Water Temperature Indication
The water temperature indication illustrates three colour-coded temperature ranges of the
engine cooling water:
INDICATION TEMP.RANGE CORRECTIVE ACTION
Red light Above 120 °C Further reduce power. If condition cannot be
corrected, land as soon as practicable.
Yellow light 105 – 120 °C Reduce power and increase air speed.
Green light
Below 105 °C
Normal operation
3.9.10 Water level
The water level indicates amber when the level is below minimum.
3.10 Parameters out of Limits
PARAMETER EXCURSION CORRECTIVE ACTION
Engine Oil
Temperature
Upper
limit
or
yellow arc
Reduce power and increase air speed. If condition
cannot be corrected, land as soon as practicable.
Lower
limit
Allow engine to warm-up on ground.
Within lower
yellow arc
Uncritical because this is the temperature of the oil on
return to the engine having passed through the oil
cooler. It is known through the flight test program that
the oil is far hotter as it leaves the engine.
NOTE that the oil temperature sensor is mounted in the
engine, not in the oil tank (Cavalon recreational has the
sensor in the oil tank)
Cyl. Head
Temperature
or Coolant
Temperature
(depending
on engine
Upper
limit
Reduce power and increase air speed. If condition
cannot be corrected, land as soon as practicable.
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fitment)
Engine Oil
Pressure
Upper
limit
or
yellow arc
Reduce power. If condition cannot be corrected, have
maintenance action performed prior to next flight.
Lower
limit
If combined with other indications, such as rising oil
temperature or unusual engine behaviour, shut-down
engine and perform a power-off landing as per
Emergency Procedure “Engine failure”.
Otherwise, monitor engine instruments carefully and
land as soon as practicable. Have maintenance action
performed.
Fuel
Pressure
Upper
limit
Investigate on landing, there is no flight safety effect
Lower
limit
This may indicate low fuel, (especially if the indication
drops to zero), or filter blockage. The two fuel pumps
have their own filters, so turn on pump two and note
pressure increase. An increase will indicate blocked P1
post pump filter. No change will indicate a pre pump
filter issue. If the engine is running, continue to fly. If
insufficient fuel pressure make a precautionary landing.
3.11 Outside Air Temperature and Rotor Bearing Temperature
Outside Air Temperature (OAT) and Rotor Bearing Temperature (RBT) indicators are
provided for condition monitoring of the rotor bearing. Both readings should be more or less
equal. If, in stabilized conditions, RBT rises suddenly above OAT, have bearing inspected.
OAT is also indicated within the Aspen PFD (where fitted).
3.12 Loss of Visibility
In case of canopy misting, open air vents and windows to ensure proper ventilation. If the
situation cannot be corrected or occurs suddenly, such as after a bird strike or canopy icing,
maintain safe attitude by visual reference to the sides, using the open sliding window, if
necessary.
When at safe height, stabilize the aircraft at 50KIAS and clear the viewing obstruction by
using a hand through the sliding window or from the inside.
If forward vision is still impaired or lost, continue flight in a side slip, using the open sliding
window for visual reference. Land at the nearest suitable location and align just prior to
touch-down.
3.13 Recovery System / Rotor System
This gyroplane is not equipped with a ballistic recovery system. However, its rotor system
which is in permanent autorotation serves as such a system. Therefore, the entire rotor
system including its rotor head with blade attachments and the corresponding components
of the flight controls have to be inspected and maintained carefully.
If any undue vibration or unusual behaviour is experienced a precautionary landing should
be considered.
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3.14 Rotor Icing
A more than normal or constantly increasing power demand may be caused by an iced-up
rotor system. This could ultimately result in a condition where altitude cannot be maintained,
even at maximum power. An iced-up rotor system can also cause severe vibration. If any of
the signs for rotor icing is evident, carry out a precautionary landing.
3.15 Landing with a Deflated Tyre
Plan to land directly into the wind with minimum rate of descent at touch-down, if possible
on a grass runway. Maintain directional control with adequate pedal input. Consider the use
of some propeller thrust to increase rudder effectivity. Lower nose gently with the nose
wheel pointing straight.
Alternatively, if landing on asphalt is unavoidable, approach normally, with the intent of a
zero-speed touch-down directly into wind.
Only if impossible to recover the aircraft from the landing area should it be manoeuvred
under its own power, as this could further damage the tire and wheel rim.
3.16 Failure of CSP/VPP Propeller
Noticeable defect:
In case of a noticeable mechanical defect, indicated by sudden vibration or noise, perform a
precautionary landing.
Run-away:
Propeller pitch changes without command, usually resulting in unexpected or
sudden change in engine RPM and engine manifold pressure.
Run-away to FINE: RPM will increase and propeller pitch will stop in full
FINE position. Reduce power if needed, to stay within RPM limits.
Run-away to COARSE: RPM will decrease and MAP will rise until
propeller pitch stops in full COARSE position. Reduce power if needed,
to stay within MAP limits.
If the circuit breaker has opened, in both cases do not try to re-engage circuit breaker until
the cause of the run-away has been determined. Continue according to emergency
procedure ‘FREEZE’.
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Freeze:
Propeller pitch does not react to pilot input, engine RPM does not change while
propeller pitch control is activated. Proceed according to the following table:
Before take off Do not take-off
During take-off and climb Try to keep climbing to a safe altitude,
return to the airfield and land. If the aircraft
does not climb, maintain altitude and
return in a flat curve.
During cruise flight Depending on the prop position, it should
be possible to find a speed and RPM to
continue the flight to the next possible
landing area. Depending on the prop
position your descent will look different
and a go-around may have reduced climb
rate.
During descent Depending on the prop position (in case of
cruise), your descent will look different and
a go-around will may have reduced climb
rate.
During landing Continue approach as planned. If the prop
changes to cruise and the landing looks
too long, keep in mind to cut the engine.
3.17 Alternative Method of Engine Shut-down
If the engine continues running after the magnetos have been switched off use one of the
following alternative methods:
Close fuel shut-off valve and starve the engine.
Alternatively
Engage full choke, wait a few seconds and open the throttle suddenly. This normally chokes
the engine and causes it to stop
Alternatively
Turn master switch to off to deactivate both primary and secondary electrical fuel pump. The
engine will starve after approximately 30 – 60 seconds.
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CONTENTS
4.1 Airspeeds for Safe Operation......................................................................... 4-1
4.2 Preparation for Flight..................................................................................... 4-1
4.3 Daily or Pre-flight Checks .............................................................................. 4-1
4.4 Before Boarding ............................................................................................ 4-5
4.5 Before Starting Engine...................................................................................4-5
4.6 Starting Engine.............................................................................................. 4-5
4.7 Taxi and Run-up............................................................................................ 4-7
4.8 Take-off Procedure........................................................................................ 4-8
4.9 Take-off Run.................................................................................................. 4-9
4.10 Climb........................................................................................................... 4-10
4.11 Cruise.......................................................................................................... 4-10
4.12 Descent....................................................................................................... 4-10
4.13 Approach..................................................................................................... 4-10
4.14 Landing ....................................................................................................... 4-11
4.15 Go-around ................................................................................................... 4-12
4.16 After Landing............................................................................................... 4-12
4.17 Engine Shut-down ....................................................................................... 4-13
4.18 Parking........................................................................................................ 4-13
4.19 Special Procedure: Short Field Take-off ...................................................... 4-14
4.20 Special Procedure: Slow Speed Sink and Recovery.................................... 4-14
4.21 Flight with Doors Removed.......................................................................... 4-14
4.22 Training Engine In-flight Shut-down and Air Restart.....................................4-15
4.23 Noise Abatement......................................................................................... 4-15
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INTENTIONALLY LEFT BLANK
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SECTION 4 - NORMAL PROCEDURES
This section contains check list items, instructions and procedures for the operation of the
gyroplane. However, these procedures do not replace the pilot’s appreciation of the
individual situation.
4.1 Airspeeds for Safe Operation
Climb .................................................................................................... 60 KIAS
Best rate of climb / best endurance ....................................................... 50 KIAS
Best range ............................................................................................ 60 KIAS
Approach ......................................................................................... 50-55 KIAS
4.2 Preparation for Flight
The pilot shall be familiar with the aircraft limitations detailed in SECTION 2 of this manual
and shall have performed proper flight planning considering required legal aspects, as well
as SECTION 5 ‘PERFORMANCE’ and SECTION 6 ‘WEIGHT AND BALANCE’ of this
manual. The use of check lists as provided in this manual is mandatory for a safe operation.
4.3 Daily or Pre-flight Checks
All daily or pre-flight check list items consist of visual checks and do not replace
professional mechanical inspection and maintenance. The following check list applies for
the standard Cavalon gyroplane.
Note that depending on optional equipment installed the necessary checks may include
additional items according to the flight manual supplement provided with the optional
equipment. It is advisable for the owner/operator to compile his own check list suitable to his
particular configuration.
The pre-flight check is structured into 9 stations which are organized as a clock-wise walkaround to provide a logical flow and sequential order, thus minimizing the risk of left-over or
overlooked items.
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The following checks must be carried out before each flight. However, if the gyroplane is
operated by a single pilot or within an organization where the checks are performed by or
under the supervision of qualified personnel, check list items marked with a preceding ‘
ʘ’
may be carried out daily, before the first flight of the day.
Before exterior check
ʘ Fuel tank drain(s)................................................................................... Sample
ʘ Snow/ ice (if any)................................................................................ Removed
Documents ............................................................................... Check complete
Exterior check
Station 1
(engine, RH side)
Open upper engine cowling
ʘ Before turning prop: MAG switches ................................................. Check OFF
ʘ Engine oil level ........................................................................................ Check
ʘ Dip stick and oil cap............................................................ Installed and secure
ʘ Coolant level............................................................................................ Check
Oil cooler and hoses.............................................. Clean, no leaks, fittings tight
Exhaust system ..................................................................................No cracks
External generator............................................Secure, V-belt in good condition
Lower engine cowling ............................. Properly installed, all fasteners locked
Station 2(stabilizer)
ʘ Stabilizer general condition...................................................................... Check
Stabilizer attachment ............................................................................... Check
Rudder control cable linkage ................................................................... Check
Upper rudder bearing................................................ Secure, no excessive play
Rotor blades condition and cleanliness.................................................... Check
Blade tips .................................................................................................. Tight
Aft keel tube protection pad ..................................................No excessive wear
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Station 3 (keel tube and propeller)
ʘ Forward keel tube protection pad......................................... No excessive wear
Propeller condition and cleanliness.......................................................... Check
Propeller leading edge and tips........................................................ No damage
Spinner .................................................................................... Tight, no cracks
CSP/VPP propeller ..................................................................... Check security
Station 4 (engine, LH side)
ʘ Engine frame rear side / welded joints ...................... No cracks, no deformation
Oil cooler and hoses .............................................. Clean, no leaks, fittings tight
Exhaust system ................................................................................. No cracks
Lower engine cowling ............................. Properly installed, all fasteners locked
Close upper engine cowling
Station 5 (main gear spring spar, LH)
LH Main wheel running surface................................................................ Check
Air pressure and slip mark ............................................................. Visual check
ʘ Brake, disc attachment (4 bolts) and wheel attachment............................ Check
Wheel spat and attachment ..................................................................... Check
ʘ Main gear spring spar attachment............................................................ Check
Main gear spring spar ........................................................................ No cracks
ʘ NAV light.................................................................................................. Check
ʘ Strobe light ............................................................................................. Check
Anti-collision beacon................................................................................ Check
Mast vibration decoupling element attachment (2x).................................. Check
Rotor flight control............................................... No excessive play and secure
ʘ Teeter bolt (bolt end)........................................................................ Free to turn
Teeter bolt (nut end) ................................................................Split pin installed
Fuel filler cap ......................................... Breather hole clear, and securely fitted
Station 6 (passenger station, LH side)
ʘ LH control stick .................................................................... Secure or removed
ʘ Monocoque structure condition ................................................................ Check
Seat belts.............................................................................. Fastened and tight
Door hinge/s .........................................................Quick pin installed, no cracks
Door window........................................................................... Check, no cracks
Static port ................................................................................. Clean and open
Station 7 (forward fuselage and windshield)
General appearance ..................................................................................... OK
Pitot cover (if installed)........................................................................ Removed
Pitot tube .................................................................................. Clean and open
Rotor tie-down bag (if sufficient brake pressure) ................................. Removed
Windshield condition and cleanliness...................................... Check, no cracks
ʘ Nose wheel condition and air pressure..................................................... Check
ʘ Landing light nose and underbody cleanliness/security............................ Check
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Station 8 (cabin, RH side)
Static port ................................................................................. Clean and open
MAG switches ................................................................................. Check OFF
Rotor brake pressure..........................................................................min. 6 bar
ʘ Throttle lever .............................................................. Check function, full travel
ʘ Brake lever and lock............................................. Check function and condition
ʘ Pedals and control cables........................................................................ Check
ʘ RH control stick bolts and nuts.............................................................. Secured
ʘ Monocoque structure condition................................................................ Check
Loose objects ........................................................................Removed/secured
Door hinge/s......................................................... Quick pin installed, no cracks
Door window........................................................................... Check, no cracks
Station 9 (main gear spring spar, RH)
Main wheel running surface..................................................................... Check
Air pressure and slip mark ..............................................................Visual check
ʘ Brake, disc attachment (4 bolts) and wheel attachment ........................... Check
Wheel spat and attachment ..................................................................... Check
ʘ Main gear spring spar attachment............................................................ Check
Main gear spring spar.........................................................................No cracks
ʘ NAV light ................................................................................................. Check
ʘ Strobe light, anti-collision light ................................................................. Check
Cooling air intake....................................................................... No obstructions
Mast vibration decoupling element attachment (2x) ................................. Check
Gimbal head bolts (2x)............................................................. Split pin installed
Rotor flight control attachments ...........................No excessive play and secure
ʘ Main rotor bearing .................................................................... Check condition
ʘ Pre-rotator assembly and brake................................................ Check condition
ʘ Teeter bolt (bolt end) ....................................................................... Free to turn
Teeter bolt (nut end) ................................................................ Split pin installed
ʘ Teeter stops ............................................................................................ Check
ʘ Rotor hub and blade clamping area ......................................................... Check
Blade attachment bolts ............................................... All installed and fastened
ʘ Inner blade caps........................................................................................ Tight
Rotor tie-down bag .......................................................................... As required
CAUTION
Teeter bolt must be free to turn by hand!
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4.4 Before Boarding
Fuel level and fuel cap............................................................................. Check
Passenger station:
Passenger ........................................................................... Briefed and secure
Loose objects...................................................................................... Removed
Items in storage compartment................................................................. Secure
Seat belts.............................................................................. Fastened and tight
Door...................................................................................... Closed and locked
Rotor brake pressure ............................................ Check/set BRAKE min. 6 bar
Rotor lash bag ................................................................. Removed and stowed
Pilot station:
Loose objects...................................................................................... Removed
Items in storage compartment................................................................. Secure
WARNING
There is no vertical restraint provided for baggage stowed behind the occupant
seats unless a security net is fitted to the provided mounting points. Normally
this baggage is restrained by the vertical tapering of the stowage area. It is the
pilots responsibility to ensure any item stowed behind the seats, or anywhere
else in the aircraft, is secure. If the stowed items could come free in the event
of an accident, then suitable restraints must be fitted – for instance, anchored
to the seat belt harness lap belt mounting lugs via a suitable strap.
4.5 Before Starting Engine
Pedals ............................................................................... Adjusted and locked
Seat belts............................................................................................ Fastened
Flight controls ............................................................................................. Free
Altimeter .............................................................Set to QFE or QNH as desired
Doors.......................................................................... Check closed and locked
4.6 Starting Engine
Fuel shut off valve ................................................................Open and guarded
Parking brake................................................................................................Set
Cold engine:
Throttle ..................................................................................................... Idle
Choke ....................................................................................... Fully engaged
Warm engine:
Throttle ........................................................................ Idle or slightly cracked
Choke .......................................................................................... Disengaged
Master switch................................................................................................ON
Note GEN indicator light ON (and GEN2 where fitted)
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Note LOW VOLT flashing briefly
Note BOOST WARN light and BOOST CAUTION light ON for about 2
seconds and buzz of electrical fuel pump.
Second fuel pump (Pump 2) ........................................................................ ON
Note (increased) fuel pump buzz.
Variable pitch propeller ............................................................................. FINE
ACL / Strobe ................................................................................................ ON
Both MAG switches ...................................................................................... ON
Propeller and area...................................................................................“Clear”
Starter (with right hand, left hand on throttle/brake) ............................... Engage
Hold starter until engine fires, but for a maximum of 10 seconds. Generally
the engine fires immediately. In case of an unsuccessful starting attempt
check all preconditions. Wait at least 20 seconds to allow cooling of battery
and starter motor before repeated activation.
Oil pressure.....................................................................................min. 1.5 bar
Second fuel pump (Pump 2) (Confirms function of P1) ............................... OFF
When switching fuel pumps on and off, watch the fuel pressure gauge to ensure that
the needle deflects to show the pressure change.
Avionics/Radio/Intercom............................................................................... ON
Choke......................................................................................slowly disengage
WARNING
Never attempt to start the engine until the area around the propeller is
completely clear of any persons or objects.
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4.7 Taxi and Run-up
During taxi do not exceed 10 KIAS (~10mph) which is approximately jogging speed and
steer with careful pedal input. Use wheel brakes carefully, if needed, but not before throttle
lever has been completely pulled to idle. Control stick should always be maintained in
forward centre position. When taxiing on uneven ground, use particular caution and hold
control stick so as to avoid the blades or control system hitting their mechanical stops.
Carry out engine run-up in an area with least danger to individuals and other airport ground
traffic, preferably headed into the wind.
If dark, switch on the nose mounted landing lights.
Warm-up RPM.......................................................................2000 – 2500 RPM
Oil temperature and other engine indications ................................... within limits
At taxi holding position:
Magneto check (at 4000 RPM)............................................ max. 300 RPM drop
with max. difference between magnetos .......................................... 115 RPM
Switch ignition/magnetos with right hand while left hand resides on
throttle/brake.
Functional check VPP.......................................................execute (see 9-1.4.3)
Electronic Primary Flight display Observe that gyrocompass matches magnetic
compass, and that other indications are normal.
Throttle ........................................................................................................ Idle
Warning and caution indications ................................................................None
Instruments / altimeter ....................................................................Cross check
NAV and anti-coll lights.................................................................... As required
Second fuel pump (Pump 2) .........................................................................ON
Doors................................................................ Cross-check closed and locked
Approach and runway......................................................... “Clear”, then line-up
For night flight, use nose landing lights to taxi, and under-body landing light for takeoff. Anti-collision, navigation and strobe lamps should be used in accordance with
night operational requirements. Instrument panel lighting must be on and dimmed to
an appropriate level.
Use the pitot heat either before or during flight as required to ensure the pitot remains
clear of ice.
If there is any consideration that the static ports could be blocked, switch from
primary (uses the ports either side of the body) to secondary (vents inside the cabin).
There is normally negligible difference in level flight between the two ports, as can be
seen by switching between the two.
CAUTION
If the canopy is covered in rain drops or fogged up, ensure it is cleared before
commencing take-off. Stop and clear the screen if required.
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4.8 Take-off Procedure
Check relative wind
Maintain control stick in forward position with right hand
Switch pneumatic mode selector to FLIGHT and return to brake with left hand
Hold wheel brake without having locking pawl engaged
While holding wheel brake adjust 2000 RPM with throttle, activate and hold pre-
rotator
Let pneumatic clutch fully engage (stabilization at about 110 rotor RPM).
If necessary release pre-rotator button momentarily and press again to maintain
engine RPM within green arc, respectively prevent engine from stalling!
Carefully increase throttle (~ 20 R-RPM/sec) to 200 R-RPM – max. 220 R-RPM
Release pre-rotator button
Gently move control stick fully aft (stick travel ~ 1 sec.).
In a strong headwind be prepared to stop movement before nose wheel rises!
Release wheel brake with throttle unchanged
Monitor rotor speed and adequately increase throttle to take-off power
WARNING
Before activating the pre-rotator, check area is clear.
WARNING
Prior to releasing the wheel brake, make sure that the control stick is fully aft
(assuming rotor has 200rpm minimum), if headwind component allows. A takeoff run with flat rotor system may have fatal consequences.
WARNING
With the rotor speed below green arc relative speed must be built-up carefully
to allow rotor speed to increase first. If the situation cannot be corrected, abort
take-off run.
CAUTION
Do not engage pre-rotator at too high engine RPM or leave engaged at very
high rotor RPM as this will lead to pre-rotator drive damage.
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CAUTION
Avoid over-torqueing of the pre-rotator drive! Over-torqueing will occur if
RPM/power is fed excessively or abruptly. In case of a stalling engine, release
pre-rotator button temporarily. Do not yank the throttle control while the clutch
is engaged!
NOTE
Perform take-off into the wind and with least possible crosswind component.
NOTE
To avoid unintended engagement in flight the pre-rotator can only be activated
with the control stick in its most forward position.
WARNING
In the event of pre-rotator failure, STOP and rectify the fault. Do NOT attempt to
pre-spin by hand, as this involves considerable personal risk if the engine is
running.
4.9 Take-off Run
Check min. 5400 RPM for take-off. Otherwise, abort take-off
Minimize lateral drift by applying appropriate lateral control stick input into cross wind
direction
Maintain directional control i.e. runway alignment with sensitive pedal input
When nose comes up allow nose wheel to float at about 10 – 15 cm above the
runway by a balanced reduction of control stick back pressure
Maintain attitude until speed increases and gyroplane lifts off
Allow gyroplane to build-up speed in ground effect
CSP/VPP: With a variable pitch propeller installed, refer to the
respective flight manual supplement in CHAPTER 9 for correct power
setting and handling procedure.
WARNING
Gyroplanes are fully controllable at very low speeds without exhibiting any
signs of wing stall or soft flight controls, as it would be perceived in a fixed
wing aircraft. However, operation ‘behind the power curve’ may have fatal
consequences during take-off, initial climb or in any other situation within
ground proximity. Always allow aircraft to build-up safe climb speed before
allowing it to gain height.
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4.10 Climb
Perform initial climb at safe climb speed and adjust trim
Set power to maximum take-off power
Check engine instruments and respect maximum take-off power time limit
Switch off second fuel pump at safe height
At safe altitude, the climb may be continued with VYand reduced power setting for
noise abatement
When desired altitude is approached, level gyroplane and reduce power
CSP/VPP: With a variable pitch propeller installed, refer to the
respective flight manual supplement in CHAPTER 9 for correct power
setting and handling procedure.
4.11 Cruise
Adjust power setting within the maximum continuous power range
Adjust trim
CSP/VPP: With a variable pitch propeller installed, refer to the
respective flight manual supplement in CHAPTER 9 for correct power
setting and handling procedure.
4.12 Descent
Reduce power setting and lower nose
Adjust trim
CSP/VPP: With a variable pitch propeller installed, refer to the
respective flight manual supplement in CHAPTER 9 for correct power
setting and handling procedure.
4.13 Approach
Switch ON second fuel pump (Pump 2)
Set variable pitch propeller to FINE
Check all warning and caution indications OFF
Check all instruments in normal operating range
Check wheel brake unlocked
Maintain and trim approach speed
Control glide angle with engine power
If at night, turn the landing lights on. Always turn on both landing lamps in case of
failure.
If at night, and it is safe to do so, approach at 60KIAS. The increase in rotor speed
will allow a longer, flatter flare and landing.
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CAUTION
The landing light circuit breaker (CB) protects both the nose and under-body
lights. Should the CB open, turn off both switches before resetting, and after
reset turn on the under-body lamp only. This is the higher current draw, but
offers best ground visibility. If the CB opens again, repeat with only the nose
mounted lamps. If no landing lights will function, then perform a power on,
shallow approach as above into a lit airstrip to enable an immediate go-around
if a safe landing is not practical.
WARNING
An approach within the gliding distance to the airport or landing site is
generally considered to be the safest option.
4.14 Landing
Align gyroplane with rudder and correct drift with lateral control input, even if this
results in a side slip indication
Maintain approach speed until approximately 5m above runway
Manage the throttle to maintain the desired approach speed, reducing the throttle to
closed (or other appropriate power setting for the conditions) in preparation for the
flare.
Initiate round out to reduce sink rate and let ground approach
Perform final flare close to ground as speed will decay rapidly
Let gyroplane settle on main gear with nose wheel slightly above the ground
Hold nose wheel closely above ground and let it sit down with pedals neutral at the
lowest possible ground speed, reducing/closing the throttle as required.
Maintain aft control stick to reduce speed until walking speed. Wheel brake may be
used to assist, if needed
CAUTION
When landing in a strong headwind do not use wheel brake to prevent
gyroplane from rollback. In order to compensate for any rollback tendency,
flatten rotor disc as required and increase propeller thrust as required.
CAUTION
Touching down with the nosewheel pointing left or right, and with a run-on
speed, will cause the wheel to ‘grab’ in that direction. If left uncorrected the
aircraft will try to turn in that direction, possibly resulting in a roll-over. Always
lower the nose at low ground speed, with the nosewheel straight.
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4.15 Go-around
Apply take-off power. Counteract yaw tendency and align gyroplane with rudder input
In horizontal flight, allow gyroplane to gain speed
Climb with safe or best rate of climb speed and adjust trim
CSP/VPP: With a variable pitch propeller installed, refer to the
respective flight manual supplement in CHAPTER 9 for correct power
setting and handling procedure.
4.16 After Landing
Control stick full forward to level-off rotor disc, at latest when rotor speed leaves
green arc! Be prepared for reduced rotor drag!
Use lateral control into wind to maintain rotor disc in level attitude. Adjust lateral
control input as rotor speed decays
Bring pneumatic mode selector to BRAKE position and return to wheel brake with left
hand
Apply rotor brake pressure by using AFT TRIM. Monitor pressure gauge
Taxi carefully, preferably not above walking speed and mind high centre of gravity
when taking turns
Turn off the underbody landing light when practical to reduce electrical current draw.
Do not vacate gyroplane until engine and rotor is at a complete stop
WARNING
Mind the spinning rotor and propeller when taxiing close to obstructions or
persons. A fast turning rotor is almost invisible, but may contain enough
energy to kill a person.
CAUTION
Try to park the blades fore/aft of the aircraft, to avoid high stick loads in roll
when taxying. Depress the pre rotator interlock release button & engage the
pre-rotator to wind the rotor into the desired position. The use of abrupt pedal
inputs to do this during taxiing should be avoided.
NOTE
It is advisable to let the rotor spin down while the gyroplane is at a complete
stop. However, in order to vacate the runway, it is possible to taxi while the
rotor is spinning down. In this case, be aware of the effects of relative wind on
advancing and retreating blade, compensate with lateral control input, and
adjust taxi speed carefully as to avoid blade flapping.
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4.17 Engine Shut-down
Throttle ........................................................................................................ Idle
Parking brake................................................................................................Set
Engine cool-down .................................................................................. perform
Oil Temperature above normal range (see 2.6):
min. 2 minutes at 2000 RPM, then idle
Second fuel pump (Pump 2) ....................................................................... OFF
Avionics/Radio/Intercom/Lights (except ACL / Strobe) ................................ OFF
Both MAG switches sequentially................................................................. OFF
ACL / Strobe, navigation and landing lights (if installed).............................. OFF
FAN ...................................................................................... activate if required
Master switch.................................................................. OFF and key removed
NOTE
For landing a suitable approach procedure has to be chosen, so the engine
cools down sufficiently during descending and later taxiing, as specified by the
engine manufacturer. The engine can be shut-off by switching off the ignition;
an engine cool-down is not needed.
NOTE
Due to the pusher engine arrangement, a ground engine cool-down is
inefficient and may be counter productive. If necessary park into wind so that
air is driven naturally into the engine bay air intakes.
NOTE
If the engine is switched off ‘hot’, for example after an approach with power and
short taxi, the engine may refuse to start for the next 15 – 20 minutes.
4.18 Parking
Install rotor tie-down bag
Secure gyroplane against rolling using parking brake and chocks, if parked on a
slope
Double check to have master switched OFF and keys removed
Install protection cover if available or appropriate
NOTE
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Avoid long term parking of the aircraft with empty tanks. This will increase the
risk of water accumulation in the tanks and will lead to shrinking of the rubber
tap seal.
4.19 Special Procedure: Short Field Take-off
A short field take off is conducted in exactly the same manner as a normal take-off, but
performed with maximum precision. Therefore, a short field take-off is not so much a
procedural thing, but needs practice, experience and mentoring. Apart from environmental
aspects such as wind and density altitude, the condition of the gyroplane and its gross
weight, the key factors for a short take-off performance are:
Maximum allowed pre-rotation RPM and no time lost until stick is fully aft (if headwind
component allows) and brake is released
Maximum take-off power is set immediately while stick remains fully aft until nose
wheel rises
Nose wheel held tight above surface and minimum side drift until lift-off
No over controlling that would result in the nose swinging up and down
VYclimb with no side slip
4.20 Special Procedure: Slow Speed Sink and Recovery
Reduce power to idle and let speed decrease by gently using aft control stick
Maintain enough forward speed for sufficient rudder effectivity
Rudder will regain effectivity quickly as soon as airspeed or propeller thrust is
increased
To recover, let nose drop slightly below the horizon and build-up air speed while
adding power at the same time
4.21 Flight with Doors Removed
Before flying with removed doors any loose objects must be removed from the cabin or
safely stowed.
A possible tail shake (fishtailing) tendency can be minimized by using a small side slip. In
case where only one door is removed, perform a small side slip into the direction of the
closed door (so that the removed door is on the lee-side).
Removal and installation of doors is described in chapter 9-7
NOTE
When flying with doors removed be aware of strong air stream outside the
cockpit.
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4.22 Training Engine In-flight Shut-down and Air Restart
The engine should not be stopped in flight deliberately except as part of forced landing
training under the supervision of a qualified flight instructor. If possible, allow the engine to
cool down at 3000 rpm for about 30 sec before turning it off.
Make sure both magnetos are switched back ON and the master switch/starter key has
been turned to OFF and back to ON to be prepared for an immediate engine start-up in
case the manoeuvre has to be aborted.
NOTE
Be aware of reduced rudder effectivity (and increased drag) with a stationary
propeller. Be prepared to use larger pedal input and more left pedal than usual
to keep gyroplane aligned.
After a restart, allow engine and oil to warm-up, if possible, before full power is applied.
4.23 Noise Abatement
A positive attitude towards residents and environmental-friendly flying supports the
reputation and acceptance of aviation in general, and gyroplanes in particular. When
compared to other airplanes the noise of a gyroplane is sometimes perceived as unpleasant
although it meets the same or sometimes more stringent noise emission requirements. This
effect can be attributed to the pusher concept where the propeller is exposed to air flow
which was distorted by the fuselage. The degree of distortion, and therefore the noise
emission of the propeller, is significantly lower at reduced speeds. The best practices to
keep noise level low and general acceptance high are:
Climb with the speed for best rate of climb VYas soon as altitude permits
Especially in climb keep side slip to a minimum to establish a clean configuration.
In addition, this guarantees the best climb performance
For your own safety always maintain safe altitude and avoid unnecessary ‘low-
flying’
When overflying populated areas, look ahead and select the least noise sensitive
route
Repetitive noise is far more irritating than a single occurrence. If you must fly over
the same area more than once, vary your flight path
Avoid blade slap (loud Wop-Wop noise of rotors). Blade slap can occur as a result
of inadequate piloting technique or during aggressive manoeuvres, but will not
appear in normal flight regime
NOTE
Above procedures do not apply where they would conflict with Air Traffic
Control, within the traffic pattern, or when, according to pilot’s judgement, they
would result in an unsafe flight path.
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CONTENTS
5.1 Demonstrated Operating Temperature .......................................................... 5-1
5.2 Airspeed Correction....................................................................................... 5-1
5.3 Height-Velocity Diagram................................................................................ 5-1
5.4 Speeds.......................................................................................................... 5-3
5.5 Rate of Climb................................................................................................. 5-3
5.6 Take-off and Landing Data ............................................................................ 5-3
5.7 Influence on Take-off Distance and Climb Rate ............................................. 5-4
5.8 Sink Rate and Glide Ratio ............................................................................. 5-6
5.9 Additional Performance Data.........................................................................5-6
5.9.1 Fuel Flow..................................................................................................5-6
5.9.2 Service Ceiling.......................................................................................... 5-6
5.10 Sound Exposure Level / Noise Characteristics ..............................................5-6
5.11 Effect of rain and dirt .....................................................................................5-7
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SECTION 5 - PERFORMANCE
The following data were determined by flight testing and demonstrated with average piloting
skills, with engine and aircraft in good condition, as well as clean main rotor and propeller.
The parameters apply to standard conditions (15 °C at sea level and standard pressure)
and a gross mass of 560 kg.
Note that a higher airfield elevation, increased temperature and/and low air pressure will
have a negative effect on performance.
5.1 Demonstrated Operating Temperature
Satisfactory engine cooling has been demonstrated at outside air temperatures up to 40 °C.
5.2 Airspeed Correction
During flight test the indicated airspeed was adjusted to match actual airspeed by the use of
an adjustable bleed valve located behind the instrument panel.
The airspeed was correct within +/-2KIAS from 25-87KIAS.
5.3 Height-Velocity Diagram
The H/V diagram indicates combinations of height and speed (avoid area left side of the red
graph) where a safe landing may not be possible in case of an engine failure. Therefore,
operation on the left side of the red line must be avoided.
Take-offs and landings should be conducted according to the recommended flight profile,
provided as blue dashed line.
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5.4 Speeds
The following speeds are relevant for flight performance. For additional speed limitations
refer to SECTION 2 LIMITATIONS of this manual.
Minimum horizontal speed, TOP* .................................................... 22-25 KIAS
Speed for best angle of climb V
X
........................................................... 50 KIAS
Speed for best rate of climb or maximum endurance V
Y
........................ 60 KIAS
Best range speed.................................................................................. 60 KIAS
Long range speed** .............................................................................. 65 KIAS
Approach speed***........................................................................... 50-55 KIAS
Vmc power-off**** ................................................................................. 20 KIAS
Vmc power on**** ................................................................................... 0 KIAS
* Take care! A full power operation at Vmin will result in a very high nose-up
attitude with little forward visibility.
** Long range speed is the speed faster than the best range speed which
results in a slightly lesser range but represents a good compromise between
range and saved air time.
*** Approach speed above 50-55KIAS builds energy in the rotor that results in
a long floating landing. Approach speed at 45KIAS results in a very short
landing roll, and below 45KIAS requires increasing skill especially at
maxTOW.
****Vmc is the minimum controllability speed. At 20KIAS or below, engine off,
rudder authority reduces, to negligible below 10KIAS.
5.5 Rate of Climb
Rate of climb, 560 kg, VY, MCP...........................................................600 ft/min
Rate of climb, 500 kg, V
Y
, MCP...........................................................750 ft/min
5.6 Take-off and Landing Data
Take-offs and landings have been demonstrated up to a crosswind component of 20 KIAS.
The following data is valid for operation at a gross mass of 560 kg at an even air strip with
short grass, no wind, and pre-rotation to 200 RPM. Take-off and landing distances account
for a 50 ft obstacle. The take-off distance shown below is the mean of six tests, increased
by a factor of 1.5 as required within BCAR Section T para T51 AMC.
Take off distance can be reduced with higher pre-rotation.
Take-off roll...................................................................................... 80 – 120 m
Take-off distance ..................................................................................... 475 m
Landing roll .......................................................................................... 0 – 20 m
Landing distance...................................................................................... 150 m
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5.7 Influence on Take-off Distance and Climb Rate
All flight performance figures presented in this chapter are based on standard atmospheric
conditions in sea level. Depending on actual temperature and pressure altitude (elevation)
factors on take-off distance and climb rate can be deduced from the following chart.
See next page for example.
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Example:
Given: Outside Air Temperature 28 °C and Pressure Altitude 3500 ft
Result: 88 % increase in take-off distance and climb rate reduced by 53 %
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5.8 Sink Rate and Glide Ratio
The sink rate depending on airspeed with the engine in idle is plotted in the following
diagram:
At 560Kg MTOW expect a sink rate of 1050fpm at 35KIAS, 1200 at 43KIAS, 1120 at
52KIAS, 1320 at 61KIAS, 1550 at 70KIAS, and 1600 at 78KIAS.
In case of an engine failure at 560Kg MTOW, expect a glide ratio of 1:3 which corresponds
to a vertical distance of 900 m or 0.5 nautical miles for each 1000 ft.
5.9 Additional Performance Data
5.9.1 Fuel Flow
The following fuel flow figures are provided as estimates and do not constitute certified
performance. Exact fuel flow will vary with environmental conditions, cleanliness of propeller
and rotor, piloting technique (minimum side slip), and power setting. For additional
procedures about proper power setting consult SECTION 9 for supplemental data
concerning the variable pitch propeller.
Fuel flow at 68 KIAS, 500Kg TOW...........................................................15 ltr/h
Fuel flow at 75 KIAS, 500Kg TOW...........................................................18 ltr/h
5.9.2 Service Ceiling
See SECTION 2 LIMITATIONS
5.10 Sound Exposure Level / Noise Characteristics
There is no noise certificate issued by the UK CAA.
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5.11 Effect of rain and dirt
During flight test it was noted that the take–off and climb performance in rain was marginally
reduced in rain. Expect up to a 5% reduction in performance.
The most noted effect of rain on take-off is the presence of rain drops over the front
windscreen, leading to a partially obscured view. It is highly recommended if operating in
wet conditions that the screen is kept very clean, such that rain tends to run off. If practical,
wipe before take-off commences. As airspeed increases the rain runs off either side of the
screen.
Dirty blades have a significant effect on performance, in both the increase of out of balance
forces (stick vibration), and reduction in lift. It is not practical to define a specific
performance loss versus level of insect accretion or dirt level – blades should always be
cleaned prior to flight, this activity takes only a couple of minutes. Proprietary baby wipes
make an excellent field cleaner for rotor blades.
Dirty blades can lead to a 20% performance loss.
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WEIGHT AND BALANCE
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CONTENTS
6.1 General ......................................................................................................... 6-1
6.2 Weight and Balance Record .......................................................................... 6-1
6.3 Compliance with Weight and Balance............................................................ 6-1
6.4 Lateral Centre of Gravity................................................................................6-1
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SECTION 6 - WEIGHT AND BALANCE
6.1 General
The gyroplane must be operated within the weight and balance limits as specified in
SECTION 2 of this manual. Loading situations outside these limits can result in restricted
flight control and can ultimately lead to degraded safety.
6.2 Weight and Balance Record
An initial weighing report and equipment list showing gyroplane configuration, empty weight
and centre of gravity is delivered with each gyroplane. This data applies to the gyroplane as
delivered from RotorSport UK Ltd. Any changes in the configuration should be performed by
a qualified maintenance station and documented. After modifications and at regular
intervals a new weighing report and equipment list should be issued.
6.3 Compliance with Weight and Balance
The Cavalon Pro gyroplane is designed in such way that compliance with weight and
balance is provided, if
the gyroplane is loaded within the individual weight limitations for each station as
provided in SECTION 2 of this manual, and
the maximum allowable cockpit loading (both seats and baggage) is respected,
and
the certified maximum take-off weight, representing the total sum of pilot,
passenger, baggage, fuel and current empty weight is not exceeded
6.4 Lateral Centre of Gravity
The above requirements in conjunction with 2.7.1 also cover asymmetric lateral load cases.
Even with most asymmetric lateral cockpit loading (pilot station loaded with maximum
weight while LH station is unoccupied), sufficient control margin and lateral CG within limits
has been demonstrated.
However, the resulting cabin attitude in combination with the unusual optical sensation may
lead to misinterpretation of flight attitude, height above ground and runway alignment.
Therefore, first solo flights should be performed with adequate ballast on the empty LH seat
in order to compensate asymmetric lateral loading. Ballast should be gradually reduced with
gained experience.
CAUTION
Ballast must be properly secured and weight and balance must be respected.
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WEIGHT AND BALANCE
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SECTION 7
SYSTEM DESCRIPTION
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CONTENTS
7.1 Introduction.................................................................................................... 7-1
7.2 Airframe and Undercarriage........................................................................... 7-1
7.3 Doors, Windows and Exits.............................................................................7-1
7.4 Fuel System ..................................................................................................7-2
7.5 Pneumatic System.........................................................................................7-3
7.6 Power Plant................................................................................................... 7-4
7.7 Propeller........................................................................................................ 7-4
7.8 Rotor System................................................................................................. 7-5
7.9 Vibration Damping......................................................................................... 7-5
7.10 Flight Controls ............................................................................................... 7-5
7.11 Electrical System........................................................................................... 7-8
7.12 Lighting System........................................................................................... 7-10
7.13 Instrument Panel ......................................................................................... 7-10
7.14 Instrument panel lighting.............................................................................. 7-13
7.15 Intercom ...................................................................................................... 7-13
7.16 Pitot Static ................................................................................................... 7-13
7.17 Indicators and Sensors................................................................................ 7-14
7.18 Seats and Seatbelts .................................................................................... 7-14
7.19 Stowage Capacity........................................................................................ 7-14
7.20 Fire-warning system .................................................................................... 7-14
7.21 Fire Extinguisher System.............................................................................7-15
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SECTION 7 - SYSTEM DESCRIPTION
7.1 Introduction
This section contains the description of the gyroplane and its basic systems and equipment.
Supplemental/Optional equipment is described in Chapter 9 of this manual.
7.2 Airframe and Undercarriage
The load carrying structure of the gyroplane consists of a composite monocoque occupant
enclosure which is connected to the rotor tower and keel tube. The composite structure,
tower and aft extension carries all loads induced by the crew stations, engine, rotor,
undercarriage, stabilizer, and serves as installation platform for additional equipment.
Stabilizer structure with rudder is made of CRP and is bolted to the aft extension of the keel
tube. Attachment points for the engine installation are provided by a steel tube ring mount at
the rear of the firewall.
The landing gear consists of a steerable nose wheel in a steel fork and two main wheels
with hydraulic brake system. Both main wheels are equipped with wheel spats made from
GRP and are mounted to the ends of the spring spar, which is made from GRP. The spar is
designed to absorb even higher than normal landing loads in case of a hard landing or
crash.
WARNING
Cavalon Pro is only supplied in white colour because of the effect of increased
temperatures induced by other colours when left in the sun, and the
subsequent increase in design super-factors required for composite parts.
Do not re-colour the tail, rudder, suspension bow or body (in the region
between the rotor head and suspension bow, and keel attachment)
7.3 Doors, Windows and Exits
This gyroplane features one large undivided glazed canopy and two hinged doors with
locking mechanism at the left hand and right hand side. The locking mechanism can be
operated from the inside and outside by moving an aluminium locking lever. The door is
properly locked when the lever jumps sidewise into its locking detent.
Two adjustable fresh air vents one on each side and one sliding window per side with
pivoting vent are provided for ventilation. The sliding window can be used as viewing hatch
in case of emergencies and is wide enough to reach through with a hand.
The gyroplane is embarked and disembarked from each side while the doors are held open
by a gas spring. In case of emergency the opposite door may have to be used to disembark
the aircraft.
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7.4 Fuel System
The fuel system consists of two tanks permanently
connected with a large bore crossover tube allowing
them to be considered as one large tank, with a single
filler port, fuel and ventilation lines, fuel level indicator,
and water drain point. The filler port is located at the
left hand side of the gyroplane. In order to open the
filler cap, lift, then turn the flap, and pull out. Reverse to
close cap.
The tanks are installed behind the seats and have a
combined usable capacity of 100 litres. Fuel level can
be checked visually using a dip stick which has to be inserted diagonally from the fuel filler
port (see 8.5).
The tanks are ventilated by a ventilation line between the tanks then through a precision
hole in the filler cap.
A low fuel level sensor is installed. The LOW FUEL warning light is triggered as soon as 5
litres or less of useable fuel remain in the tank.
Fuel system ROTAX 914F:
Drain Valve
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7.5 Pneumatic System
Aircraft trim, rotor brake and activation of the pre-rotator is controlled by a pneumatic
system, consisting of an electrically driven air compressor with filter/dryer, a pressure gauge
in the cockpit, solenoid valves, air lines, pneumatic actuators, and the respective cockpit
controls.
Trim function
Trimming is effected by varying trim pressure in the pneumatic trim actuator which is
installed in parallel with the rotor head tilt for pitch control. Aft or nose-up trimming activates
the electrical compressor and increases trim pressure, causing the actuator to retract, and
tilting the rotor disc aft. Forward trimming opens the pneumatic valve to reduce trim
pressure and allows the rotor disc to flatten, due to the spindle head offset and the
gyroplane’s weight. The actual trim condition is indicated on the trim/brake pressure gauge
in the centre panel of the cockpit.
Pitch trim loads are aided by a trim spring fitted between the rotor head and mast, so that in
the event of sudden trim pressure loss the trim forces are easily held by one hand.
Lateral/roll trim works accordingly, using a lateral pneumatic trim cylinder. Lateral trim
condition is indicated by a self-dimming LED bar on the instrument panel.
Rotor brake
With the pneumatic mode selector in BRAKE position the operation of the pneumatic trim
actuator is reversed so that increased pressure causes the actuator to push the rotor head
up (or level) and presses a brake pad against the rotor head disc. In order to increase brake
pressure, move the 4-way trim switch on the stick grip to aft. Note that this action will also
push the control stick forward. At full brake pressure the control stick will be maintained in
its full forward position.
Activation of the pre-rotator
The pre-rotator is activated as long as the respective switch on the control stick head is
depressed provided the following pre-conditions are met:
pneumatic mode selector set to FLIGHT
control stick in full forward position
trim pressure less than 3 bar
When activated the pneumatic clutch is activated and engine torque is transmitted through a
90° gearbox and drive to the pinion which is engaged by another small pneumatic actuator
into the geared ring of the rotor head. The drive pinion is sliding on a helical gear to provide
automatic lock-out in case of rotor RPM overrun. The pre rotator drives shafts feature sliding
splined elements to accommodate drive shafts length changes due to rotor head and
engine operational movement.
Activation of the pre-rotator in BRAKE position
The pre-rotator can be activated in BRAKE position to park the rotor blades fore-aft for taxi.
To do so, the pre-rotator switch and the overdrive/rotor brake interlock release switch in the
cockpit panel have to be pressed simultaneously. Avoid prolonged activation of the prerotator with rotor brake engaged.
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7.6 Power Plant
Engine
There is only one engine variant available, being the ROTAX 914F turbo charged version
certified according to FAR 33 and JAR-E. The configuration is a 4 cylinder, horizontally
opposed, 4 stroke featuring
Liquid cooled cylinder heads
Ram air cooled cylinders
Dry sump forced lubrication
Dual breakerless capacitor discharge ignition
2 constant depression carburettors
Hydraulic tappets
Electric starter
Internal generator (Alternator) with external regulator
Reduction gearbox with integrated shock absorber and overload clutch
This turbo charged engine offers a maximum take-off power of 115 horse power. For
technical details refer to the engine manufacturer’s manual.
Oil system
The oil reservoir with dipstick is accessed through a cover on the left hand side of the
fuselage. The cover is held by 3 cam lock fasteners which can be locked or unlocked by a
quarter turn. The type of lubrication system requires a special procedure for accurate oil
level checking and to prevent overfilling, which is described in SECTION 8 of this manual.
Engine cooling
Engine cooling is provided by ram air cooled cylinders and liquid cooled cylinder heads.
Therefore, cylinder head temperature (CHT) indication in the cockpit corresponds to water
temperature, or on later engines a direct reading of Coolant Temperature (CT) is provided.
Sufficient cooling air flow is provided by a ram air duct. The water cooling system comprises
of engine driven pump, radiator with thermo-activated electrical blower fan, expansion tank
with radiator cap, overflow bottle, and hoses.
A single, large area radiator is mounted above the engine so that cooling air from the ram
air duct passes through the cooler, is directed around the engine’s cylinders, and finally
escapes through an opening at the lower rear end of the engine cowling. Force cooling is
ensured by an electrically driven ducted fan controlled by a thermo switch. A push button in
the cockpit allows manual activation temporarily which is typically used to avoid possible
heat build-up after shut-down.
For the relevant checking and replenishing procedures, refer to SECTION 8 of this manual
and also the engine manufacturer’s manual.
7.7 Propeller
The propeller fitted is a Woodcomp KW-31 in-flight adjustable variable pitch design, certified
with type certificate EASA.P.177.
The propeller pitch is adjusted by means of a Woodcomp CS 3-5 solid-state controller that
can be used in both Manual and Constant-Speed modes. Operation of this propeller is fully
described in SECTION 9 of this manual.
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7.8 Rotor System
The two-bladed, semi-rigid, teetering rotor system comprises high-strength aluminium
extruded rotor blades, a hub bar, and a common teeter hinge assembly.
The rotor blades feature an aerodynamic profile especially suitable for rotorcraft which, in
combination with its relative centre of gravity, provides aerodynamic stability by eliminating
negative blade pitching moments and flutter tendency. The hollow blade profile is sealed at
both ends by plastic blade caps.
The aluminium rotor hub bar is pre-coned to the natural coning angle of the blades and
connects the blades firmly to each side using 6 fitting bolts and a clamping profile. In order
to compensate for asymmetric air flow in forward flight the blades are free to teeter. The
hinge assembly consists of teeter tower, teeter bolt and teeter block.
The rotor system fitted to Cavalon Pro differs from the standard RotorSystem II in that the
blade AOI is 0,4deg less. This is identified by the rotor blade assembly part no and black
spacers fitted between the hub bar and rotor blade. RotorSystem II TOPP is also permitted
for use on Cavalon. TOPP rotors carry blue end caps as opposed to red end caps, and
clear anodised spacers instead of black.
The teeter bolt runs in a long Teflon coated bushing in the teeter block (main bearing
action), as well as two shorter bushings in the teeter tower (emergency bearing action). The
main bearing action is supported by special grease which is applied through a grease nipple
on top of the teeter block. Servicing is described in SECTION 8 of this manual.
7.9 Vibration Damping
A certain level of vibration is inherent to any 2-bladed rotor system. In order to reduce
vibration levels to a minimum, a vibration decoupling element (comprising two rubber
bushes) in the rotor mast isolates rotor vibration from the fuselage.
7.10 Flight Controls
Rotor head and trim control
Pitch and roll of the gyroplane are controlled by
tilting the complete rotor head by means of the
control stick. Control input is transferred via torsion
tube and linkage running below the seats to the
base link and from there to the rotor head via pushpull control cables.
The control stick head is ergonomically shaped to
fit the pilot’s right hand and features control buttons
for radio transmission (1), a four-way trim function
(2), and activation of the pre-rotator (3).
The trim control works as a classical 4-way beep
switch. Pulling the beep switch back increases aft
trim or nose-up tendency, while pushing the switch
forward reduces back trim pressure, leading to a
nose-down tendency. Roll trim is effected by
pushing the trim switch to the respective side.
Control stick head
1 – Radio transmission
2 – Trim switch
3 – Pre-rotator
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Because of a safety circuit, activation of the pre-rotator is only possible with the pneumatic
mode selector in FLIGHT position and the control stick fully forward. This prevents
inadvertent activation of the pre-rotator during flight or in BRAKE mode.
The left seat flight controls must never be restricted by passenger or objects. Passengers
must be briefed.
Rudder and front wheel control
The rudder is connected to adjustable foot pedals with steel cables which are routed
through the lower fuselage and inside the keel tube. Both pairs of pedals are
interconnected. The nose wheel steering is directly linked to pedal/rudder control input by
redirected cables.
Both pairs of pedals can be adjusted to suit different leg lengths. A shorter adjustment is
achieved by pulling the handle which moves the pedals closer. Pulling the handle while
pushing with both feet gently against the pedals allows longer adjustment.
In any case make sure the pedal assembly is properly locked, as indicated by a definite and
positive click.
Pedals (left hand side
shown
) with adjustment possibility
1 – Pedals 3 – Nose wheel steering cables
2 – Adjustment handle 4 – Pedal control cable
The rudder is fitted with a trim tab. This is normally biased to the left, and may be adjusted
by the operator to trim the aircraft for straight flight at a desired speed, feet off the pedals.
Adjusting it to the left will biase the rudder to the right and vice versa.
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Trim tab fitted to the rudder
Throttle and brake panel
The throttle and brake panel with choke and cabin heat / cabin temp control is located on
the left side of the pilot station in the centre panel.
Throttle control (1) is conventional with IDLE in aft (or pulled) and full throttle in most
forward position. With the ROTAX 914F engine the boost range is entered by overcoming a
small resistance to the front. The throttle lever is linked with cable controls to the
carburettors. A mechanical spring applies tension to the control cables and brings the
carburettors to full throttle in case of a cable break. The throttle lever has a pre-set friction
brake which holds the throttle in the selected position.
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Choke (3) is used start a cold engine. In order to do so, pull the choke lever fully to the rear
or ON position and be sure to have the throttle in idle position. After starting the engine and
a short warm-up, the
choke can be slowly
disengaged by moving
the lever into its forward
or OFF position.
The hydraulic wheel
brake is actuated by
pulling the brake lever
(2). A locking pawl
mechanism allows
setting for use as
parking brake. In order
to release the parking
brake pull the brake
lever a little further to let
the spring-loaded
locking pawl disengage,
and then release wheel
brake.
Do not try to disengage
the locking pawl by
pressing the small
release lever without pulling the brake lever at the same time. Releasing the pawl using the
small release lever only will lead to premature deterioration of the teeth. If the teeth are
worn the function of the parking brake will be compromised!
The quadrant also features the control for cabin heating / air conditioning system (4). All
controls are labelled correspondingly by en-graved text and symbols on the cover plate.
7.11 Electrical System
The 12V DC electrical system consists of an engine-internal electrical generator, a battery,
master switch, indicators, switches, electrical consumers, and cabling. With the ROTAX
914F engine an electrical power supply is vital for continued engine operation as this engine
variant solely relies on electrically driven fuel pumps.
An additional, externally mounted 40A generator (Gen2) is fitted to Cavalon Pro gyroplanes
equipped for Night-VFR operation or those gyroplanes with accessory systems requiring
additional electrical power. This is an approved Rotax part.
Turning the master switch to the ON position closes the battery contact and energizes the
gyroplane’s electrical system. The red LOW VOLT warning light may illuminate is system
voltage is below 12v. This is normal, and will go out when the engine is running. A steady
indication in flight warns the pilot that the voltage of the system has dropped below a safe
value. In this case a safety circuit (load shedding relay) will automatically disable navigation,
Throttle and brake panel
1 – Throttle lever
2 – Brake lever with locking pawl
3 – Choke control
4 – Cabin heating / Cabin temp (if installed)
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anticollision and strobe lights, and the 12V power receptacle. Landing lights are NOT turned
off.
Orange GEN and Gen2 warning lights are installed to indicate that the battery is not being
charged by that generator.
Turning the keyswitch on (if fitted with a 914UL engine) will also energise the regulator
relay, and provide electrical energy from the battery to the primary electrical fuel pump. This
relay is to protect the engine fuel supply in the event of a cabin primary fuse failure, or a
battery short circuit, enabling engine fuel supply to continue in those circumstances.
Seat heating note. The optional seat heat is actuated by depressing the rocker switch
between the seats to either (I) or (II) heat setting (with the switch centred for OFF). The
heater element is self regulating to that setting. The seat heating requires considerable
energy, and is recommended to be left OFF (or at least reduced to heat setting (I)), once the
cabin heater and cabin is up to temperature (around 5 minutes).
Note that the seat heating elements will only work when the LOW VOLT warning LED is
OFF, being automatically disconnected when the voltage falls below the LOW VOLT relay
threshold.
Warning! High electrical load in flight with low engine rpm may reduce the ability of the
charging circuit to replenish the battery, thereby reducing the battery reserve in the event of
a charging circuit failure. Illumination of the LOW VOLT warning lamp lights demonstrates
that the electrical system voltage has dropped below 12v, and, provided the charging circuit
is working, that the electrical demand has exceeded supply. If lit, or intermittently lit, either
reduce the electrical load or increase generator circuit output by increasing the engine rpm,
as safe or appropriate to do, such that the lamp remains off.’
The power consumption of individual equipment is listed in the following table:
Equipment / System
Power load
Internal generator (Gen) (-) 240 W
External generator (Gen2) (-) 600W
Electrical fuel pump P1 21 W
Electrical fuel pump P2 21 W
Pneumatic compressor 124 W (peak) / 103 W
Engine cooling fan 194 W (peak) / 97 W
Cabin heat blower fan 32 W
Heated seats 148W (peak)
Nav/Strobe lights (LED) 102 W (peak) / 34 W
Anti-collison lights 100W (peak) / 20W
Nose (taxi/landing) lights (LED) 10 W
Underbody landing light 113 W
Pitot tube heater 19W
Radio ATR833 7 W (rcv ) / 35 W (xmt)
ATC Transponder TRT800H max. 10 W
Aspen EFD1000 PFD
(has an independent 30min
battery reserve)
65 W
iPad (used as GPS) 35 W
Instrument lighting 25 W
Cabin light 1.5 W
Clock 1.4 W
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12V Accessory socket Max 67 W
Pneumatics box heater pads
(automatically on if box
temperature below -10degC)
max 20 W
7.12 Lighting System
All Cavalon Pro aircraft are approved for Day-VFR operation. Those equipped with the
necessary additional equipment are approved for Day-VFR and Night-VFR. Refer to
SECTION 2.11 of this manual).
7.13 Instrument Panel
Different instrument panel layouts are available, allowing additional equipment to be fitted
around the basic (minimum) configurations. The basic instrumentation arrangements are:
Standard Layout
Night-VFR Layout
For both layouts provision is made for mounting an iPad or iPad mini for use as a moving
map device. For detailed user information and instructions concerning the different moving
map systems available for use on the Ipad, please refer to the manufacturer’s
documentation.
The Ipad is only permitted as an unapproved GPS or as an Electronic Flight Bag (EFB). An
EFB means that the Ipad may be loaded with the aircraft manuals and associated
documentation. Use of information displayed as an alternative to VFR flight is NOT
approved. The pilot is recommended to review the CAA’s GA Safety Sense leaflet 25 ¨Use
of GPS¨ (downloadable from www.caa.co.uk/safetysense).
It is the operators responsibility to ensure any information and software stored in the Ipad is
up to date. The Ipad itself is not supplied by RotorSport, and has not been approved to any
airworthiness standard.
NOTE
Any moving map system shall be used for reference only and does not replace
proper flight planning and constant oversight and awareness.
Depending on the chosen instrumentation and optional equipment, the depicted panels on
the following pages may vary. Note that the standard compass is mounted to the glare
shield.
Some hand held GPS units and antennas emit magnetic fields that vary with respect to time
and/or levels of battery charge. These may change your compass deviations, so always
cross check between the compass headings with your GPS installed and placard
accordingly if required
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