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RSUK0043 issue 6 MTOsport Pilots Handbook

1. Aircraft type Aircraft serial No Aircraft Registration No Aircraft Engine No Logbook Aircraft hours Logbook Engine hours Pilot name Passenger name Incident please include extra sheets as needed and be as precise as possible Incident location and date Aircraft loading condition inc fuel Weather conditions Sheet of Reporting persons name and address Signature amp date Email Form F025 Page 69 of 69 Page issue 5 dated 12 9 11
2. Maximum bank angle 60 degrees from vertical Flight in icing conditions is prohibited VMC Visual Meteorological Conditions only This aircraft shall be flown by day and under Visual Flight Rules only Ensure you read your CAA Operational Limitations part of the Permit to Fly for exact limitations of your aircraft 2 2 AIRSPEED The values below are indicated speeds IAS measured via the ASI metering hole centrically located in the fuselage nose VNE Maximum speed 120 mph V climb Best climb speed 65mph Va Manoeuvre speed 50mph V X pr ach Approach speed 70mph 1 stage 55mph final Vr Max speed in turbulence 70mph Best glide speed for maximum range 60mph Min rate of descent speed min height loss 40mph WARNING The maximum speed Vyg must be never exceeded 2 3 AIRSPEED INDICATOR MARKS e Green range normal range from 0 50mph e Yellow range caution especially nearing Vne from 50 to 120mph e Red line Vne at 120mph 2 4 ROTOR Once airborne the rotor will maintain and manage its rotational speed to match the load exerted on it An rpm gauge is provided to enable the pilot to easily see the rpm whilst pre rotating and making ready for take off and as an in flight monitor Gauge markings 0 to 200 amber Take care in this range bad handling can result in blade flap at low rpm 200 to 550rpm green Full power can be applied in take off from 200rpm Normal flight range depends on loading see 5 1 performance dat
3. 8 2 Additional equipment 62 8 3 Woodcomp propeller and CSC controller 63 APPENDIX I Change of ownership form 68 II Incident reporting form 69 Page 4 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 AMENDMENTS CONTROL PAGE 1 Where amp when necessary RotorSport UK Ltd hereafter referred to as RSUK will issue updates to this maintenance standard and will notify known owners to review the changes via the RSUK website with changes appropriately identified by a strike in the margin 2 Aircraft operators are responsible for ensuring that amendments to their publication are carried out immediately and in accordance with instructions contained in amendment transmittal letters where issued ISSUE DATE INSERTED ISSUE DATE INSERTED NUMBER BY i BY 21 12 09 Issue Change summary 3 Woodcomp SR3000 3 propeller and Smart Avionics controller option added 4 MC and SB changes incorporated to date further Rotax information added 5 Best glide speed text amended Conair Sports SSM incorporated RotorSystemlI incorporated OEM stick grip incorporated Mods referred to RSUK website ATR833 radio and Aveoflash strobes added 6 Section 7 Comment on sunlight and damp storage conditions p60 Page issue 6 dated 2 04 12 Page 5 of 69 Copyright of RotorSport UK Ltd Document number RSUK0043 LIST OF EFFECTIVE PAGES Page Issue Date Page Issue Date Page
4. Loading Limitations Maximum Total Weight Authorised 500kg Maximum Empty Weight 303 kg 914UL 301Kg 912ULS Maximum Pilot Weight front seat 125 kg Minimum Pilot Weight front seat 60 kg Maximum Occupant Weight rear seat 120 kg Front seat occupants under 60 kg weight must carry suitable ballast Engine Limitations Maximum take off max 5 minutes 5800 rpm Max continuous 5500 rpm Max CHT 135 C Min oil temp 50 C Max oil temp 130 C Min oil pressure 0 8 bar Max oil pressure 7 bar Max manifold air pressure take off 39 9in Hg 914UL no restriction for 912 Max continuous manifold air pressure 35 4inHg 914UL no restriction for 912 Note 914UL manifold pressure overshoot is allowable but must be within parameters within 2 secs MAP limits only apply where a Woodcomp VP prop is installed Air Speed Limitations Maximum indicated air speed 120mph 104kts IAS Page 13 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 6 5 Other Limitations The aircraft shall be flown by day in visual meteorological conditions only Flight in icing conditions is prohibited not placarded Flight in strong gusty winds or wind velocities of more than 45mph 40 kts is prohibited not placarded Other Aerobatic Limitations Intentional spinning is prohibited Aerobatic manoeuvres are prohibited Manoeuvres involving a deliberate reduction in normal g shall be avoided
5. NOTE The aircraft logbook must be annotated when the stick has been removed or refitted A duplicate inspection is recommended Remove these two M6 cap head bolts Note there is a washer between the stick and the side plate both sides of the stick both bolts Do not remove these bolts Note It is also possible to minimise the rear stick mountings and rear rudder pedals so that there is less risk of interference with these controls by a rear seat passenger or baggage Such modifications require implementation of MC 135 stick and or MC 131 pedals contact RSUK for further information Page 45 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Rudder The rear rudder pedals are connected to the rudder via steel cable and to the front pedals by linkages via the nosewheel for steering Pushing the right pedal will turn the aircraft right in the air and right when on the ground Throttle The front seat is fitted with a throttle choke and brake lever cluster see photo The brakes may be locked on using the detent locking pawl Pushing the throttle forward increase power The choke lever is pulled rearwards to engage and if inadvertently left on is pushed off when the throttle lever is moved forwards Choke lever Brake lever Brake locking pawl Throttle Brake fluid container with level marks DOT4 fluid Page 46 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK
6. They are not intended for use as approved night flight equipment Page i ted 12 9 11 Page 58 of 69 age issue 5 dated 12 9 Copyright of RotorSport UK Ltd Document number RSUK0043 6 12 OPTIONS AND MODIFICATIONS See the aircraft certificate of conformity for modifications fitted at point of release to service For confirmation of all modifications permissible in the UK contact RotorSport UK Ltd Ltd or check the RotorSport website aircraft owners page where they are listed Alternatively the aircraft TADS issued by the CAA lists all approved modifications for the type and is available from the CAA website Page 59 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 7 HANDLING MAINTENANCE AND SERVICING 7 1 INTRODUCTION This chapter contains manufacturers recommendations for correct ground storage of the autogyro and also recommendations for maintenance and servicing required for performance and reliability Reference should also be made to the aircraft Maintenance Manual The regular care and cleanliness of engine propeller rotor system and enclosure is the first point for aircraft reliability Do this on a regular basis more often if weather demands Insect debris build up on the rotors and propeller reduce performance and increase vibration In order to avoid bird droppings or soiling of the MTOsport one should cover the aircraft with the aircraft cover available from RSUK a light pl
7. 1 6 02 04 12 Page 36 5 12 9 11 Page 2 5 12 06 11 Page 37 5 12 9 11 Page 3 5 12 06 11 Page 38 5 12 9 11 Page 4 5 12 06 11 Page 39 5 12 9 11 Page 5 6 02 04 12 Page 40 5 12 9 11 Page 6 6 02 04 12 Page 41 5 12 9 11 Page 7 4 17 12 10 Page 42 5 12 9 11 Page 8 4 17 12 10 Page 43 5 12 9 11 Page 9 4 17 12 10 Page 44 5 12 9 11 Page 10 4 17 12 10 Page 45 5 12 9 11 Page 11 4 17 12 10 Page 46 5 12 9 11 Page 12 4 17 12 10 Page 47 5 12 9 11 Page 13 4 17 12 10 Page 48 5 12 9 11 Page 14 5 12 9 11 Page 49 5 12 9 11 Page 15 5 12 9 11 Page 50 5 12 9 11 Page 16 5 12 9 11 Page 51 5 12 9 11 Page 17 5 12 9 11 Page 52 5 12 9 11 Page 18 5 12 9 11 Page 53 5 12 9 11 Page 19 5 12 9 11 Page 54 5 12 9 11 Page 20 5 12 9 11 Page 55 5 12 9 11 Page 21 5 12 9 11 Page 56 5 12 9 11 Page 22 5 12 9 11 Page 57 5 12 9 11 Page 23 5 12 9 11 Page 58 5 12 9 11 Page 24 5 12 9 11 Page 59 5 12 9 11 Page 25 5 12 9 11 Page 60 6 02 04 12 Page 26 5 12 9 11 Page 61 6 02 04 12 Page 27 5 12 9 11 Page 62 5 12 9 11 Page 28 5 12 9 11 Page 63 5 12 9 11 Page 29 5 12 9 11 Page 64 5 12 9 11 Page 30 5 12 9 11 Page 65 5 12 9 11 Page 31 12 9 11 Page 66 5 12 9 11 Page 32 5 12 9 11 Page 67 5 12 9 11 Page 33 5 12 9 11 Page 68 5 12 9 11 Page 34 5 12 9 11 Page 69 5 12 9 11 Page 35 5 12 9 11 RotorSport UK Ltd approval signatures for this Pilot Handbook Signature Signature m hans Ee Jun 6 2012 12 34 PM Skans GsSien Sien Position Test Pilot amp Eng Manager Position Flight Test Observe
8. 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 3 EMERGENCY PROCEDURES 3 1 INTRODUCTION The MTOsport gyroplane uses an engine which is not certified to normal aviation standards Whilst normally reliable engine reliability cannot be guaranteed so always bear this in mind NOTE Plan your flight route to allow for unplanned engine failures and subsequent forced landings Regularly practice your forced landing procedures amp techniques During your type conversion ensure that you have experienced a full engine out landing to experience the glide angle and distance required to land This manual is not a replacement for theoretical and practical training as to how to operate this machine Failure to take proper instruction can have fatal consequences 3 2 ENGINE FAILURE In case of failure of the engine the following actions are recommended Taxying before take off maintain directional control brake and stop where safe Immediately after take off land immediately ahead In flight with some height depends on wind speed and direction consider the wind speed and direction Select a suitable forced landing field preferably up any slope and if practical land into wind Landing in trees or high vegetation take the vegetation surface as the runway and position the landing to leave the minimum fall to the ground Try to flare onto the surface to achieve minimum roll on speed When the
9. 912S or over 1 500fpm 914T Two seat 500kg 500fpm at MTOW 912S or 700fpm 914T ROTOR RPM Assumes steady state cruise conditions MTOW 500kg 395rpm 8m 367 8 4m Average TOW 383Kg 345rpm 8m 322 8 4m Min TOW 310Kg 310rpm 8m 290 8 4m Rotor rpm will naturally rise from this for a short time in gusts and turns and will fall if G loadings are reduced If a reduction in rotor speed is noted ensure your flight attitude is one which loads the rotor and take immediate action if needed to achieve this If rotor speed fluctuations are observed when in a flight state that they should not then land and investigate immediately RPM will also increase as speed increases and with altitude Rotor rpm will also fall by about 10 to 15 in a minimum speed hover due to the engine thrust supporting the aircraft Be careful particularly when lightly laden with maximum power that you do not lose further rpm and rest on the engine power alone Rotor RPM should not drop below 280rpm in flight There is also a meter recording the rotor bearing temperature Land and investigate if there is any significant rise over the ambient temperature Page 40 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 5 2 FURTHER DATA RANGES The range depends on the fuel consumption which is proportionally larger with high airspeed as with lower The most favourable consumption lies somewhat above the speed
10. Ltd Document number RSUK0043 The rear seat is not fitted with a throttle as standard this is an instructor option fit The unit is retained with two screws from the top and one screw and nut retaining the link to the front throttle The unit may be removed The unit may also be fitted with a brake lever to operate the mainwheel brakes via a Bowden cable to the front seat throttle cluster Again this may be removed with the appropriate tools and replacement parts The rear seat area may also be fitted with a trim switch mag kill switches and an ASI as instructor pack 2 These are not intended to be removed once fitted 12v aux socket Magneto switches Trim PTT Page 47 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Rear seat kill switches Trim switch Throttle Brake Fuel cut off Rear seat ASI A PTT button is mounted to the left of the seat and a 12v aux socket fitted if required 6 3 INSTRUMENT PANEL The arrangement of the control elements and instrumentation in the cockpit is represented in fig 2 Differences may occur depending on the equipment fitted There may be unused switch or indicator positions on the panel these may be fitted with blanking plugs 1 Change over switch pneumatics TRIM to ROTOR BRAKE 2 Altimeter 3 Airspeed indicator 4 Engine rpm or CS controller 5 Oil pressure 6 Cylinder Head temperature 7 Oil temperature 8 Ignition switch one for e
11. Zero fuel contents is marked at 3 4ltrs per tank Principle sketch fuel system 912S The engine mechanical pump is backed up with an electrical fuel pump WARNING Fill tank up to max 2cm under the filler hole to allow for thermal expansion of the fuel Page 55 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Return feed to fuel tank Fuel tank Tank gauze filters filter Pre filters Principle fuel system 914T 6 8 ELECTRICAL SYSTEM The diagram attached in the Maintenance handbook shows the electrical system of the autogyro With the Ignition switch OFF the engine is isolated However be aware that unless the master switch is off other electrical items will work and may draw current The starter should be used for short periods 10secs maximum as the nominal running current draw from the starter motor may be up to 7Samps Overuse may result in internal battery damage and early failure Use of optional items such as heated clothing all draw a significant amount of current The amount will depend on individual circumstances Engine current availability and usage MTOsport gyroplane Amperage Wattage Item Engine and engine systems inc elect fuel pumps 912ULS 5A 60W Engine and engine systems inc elect fuel pumps 914UL 8A 96W Filser ATR 500 or ATR833 radio when transmitting 2 5A 30W Max 0 5A or 6W on standby Filser TRT800 Transponder 0 7A 10W Garmin GPSmap m
12. and will not over rev in the climb in the event of full fine setting However it is the pilots responsibility to monitor engine rpm in the cruise and descent to ensure rpms are kept within operational limits Note that the propeller requires up to Ssecs to transit from full fine to full coarse pitch The Smart Avionics CSC 1 RS controller is a unique part for this aircraft pre programmed to suit the application Do NOT fit any other controller LED warning lamp Continuous red 5 800 reached Continuous yellow 5 500 reached Yellow with red flashes RPM has been maintained for more than 4 mins Flashing red RPM is below 4000 and cruise mode still selected disconnected use sw to change prop pitch Current mode RPM engine rpm pitch increase pitch decrease MAP Manifold Air Pressure Hg Alternatively will show target rpm whe being adjusted instead Blade pitch change when in manual mode or target rpm in cruise or climb y ae MODE button to change between manual cruise and take off with sw in OK pos n Pilots view of controller Fuses The controller electronics have a separate fused supply from the propeller power supply The pop out pull out panel mounted circuit breaker protects the propeller itself and the panel mounted LED indicates when power has been supplied to the propeller These notes assume that the pilot already has some experience of operating a variable pi
13. battery rated at 8Ahr during the flight The aircraft is fitted with a discharge safe gel Elekrolyt battery which is maintenance free Maintenance is therefore limited to outside soundness correct attachment and cleaning Monitor also that no contents of the battery has leaked out This contains corrosive sulphuric acid which can lead to heavy damage on contact with the airframe and attachments 7 3 REPAIRS Repairs may be implemented by the owner but are limited to the exchange of defective parts in line with relevant CAA publications Unless documented in the Maintenance manual only original spare parts may be used supplied with an Approved Certificate Parts are available from RotorSport UK Ltd See the maintenance manual for detail information 7 4 GROUND HANDLING amp ROAD TRANSPORT Aircraft are generally exposed to larger loads on the ground than in air especially in road transport Since the structure is designed for air use this can induce a safety risk Hard landings and rough ground especially potholes all induce high accelerations on the autogyro framework as does being bounced around on the back of a road trailer Therefore avoid unnecessary road transport and use trailers with good suspension Always protect the aircraft from road salt etc with appropriate packaging If road transport cannot be avoided transport with minimum fuel which reduces airframe load 7 5 CLEANING AND CARE Contamination of the rotor system and p
14. further information MOGAS should not be used if the fuel temperature exceeds 20 C or at altitudes above 6000ft due to the increased risk of vapour bubble formation in fuel lines In these conditions AVGAS 100LL should be used Whilst refuelling 1 Ensure that the fuel is clean and water free 2 Always use a filter when refuelling preferably with a water trap 3 Ensure the aircraft keyswitch is OFF before commencing refuelling 4 If refuelling on the port LH aircraft side adjacent to the electrical passenger switches take care not to spill fuel on the switches If a spillage occurs mop up quickly and leave to evaporate totally before turning electrical system back on 5 Ensure filler caps are tight after refuelling and any spillage in the base of the aircraft drained mopped up pre flight The balance pipe between the two fuel tanks where two are fitted is not capable of transferring fuel from tank to tank at the same rate that fuel can be input to a tank it may take several minutes for a full tank to equalise levels with an empty one If it is required to refill both tanks at a fast rate then fill one tank first then the other and top up either as required Before flight use the water drain points under each tank to ensure the fuel is water free Warning The fuel pickups are located at the front and rear of the left fuel tank The primary fuel pump mechanical on the 912ULS and keyswitch electrical on the 914UL are connec
15. of glances at the LCD display that within a few seconds the propeller has gone fully fine and that the RPM is reasonable given the airspeed and the throttle setting Engine shutdown The controller can be in any mode and the OK DISABLE switch can be in either position when the engine is shutdown Limitations The pilot should be aware of the following limitation of the controller Electrically operated variable pitch propellers cannot react quickly enough to stop the red line RPM being exceeded if the propeller pitch is too fine for the current airspeed and the throttle is opened quickly To reduce the chance of this occurring avoid quickly opening the throttle especially when the airspeed is high and the propeller pitch is fine Performance Climb performance with the SR3000 3 propeller 914UL 650fpm at 5 600rpm 500Kg MTOW 912ULS 450fpm at 5 600rpm 5 00Kg MTOW Page 67 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Appendix 1 Change of ownership form the above purpose This form is supplied to enable the new owner to register the change of ownership so that he she may receive any service or other information relating to the aircraft The information is stored on a computer and is only used within RotorSport UK for If the new owner does not register then they will not be automatically updated which may lead to unsafe flight or an un airworthy aircraft Return this form t
16. pre flight Mag drop checks must be performed in the normal way Starter Operate until engine starts Take care Do not run the starter continuously for more than 10secs and no more than 30 secs in 2 mins damage to the battery or starter may result Check list before the start 1 Safety belts on and secure 20 SO Bs a control Helmets secure Parking brake on Fuel supply on Altimeters adjusted Rudder control effective Wind direction known Variable pitch propeller controller if fitted set to Climb mode or fine pitch if under manual Warning Starting the engine with coarse pitch may result in engine or propeller damage NOTE See section 8 3 for operation of the Woodcomp VP propeller and controller Note The pitch change warning lamp lights when the prop pitch is actually changing and goes out when the pitch stops are met Commence start After turning the master switch on the Gen alternator charging light will come on and the boost and TCU electronic check lamps will light for about 2 secs if Turbo engine Before starting the Turbo engine listen for fuel pump noise and then switch on second pump and listen for noise increase If either pump does not run STOP and investigate Second pump may be left on or turned on when ready for flight The second pump should be used as a backup for take off and landing only It is not required for normal flight use unless low on fuel Page 35
17. red line 5800 Oil temperature 50 130 130 red line C Cylinder head to 135 135 C temperature Oil pressure 0 8bar min to 3 500 7 cold weather starting Bar rpm 2 5bar above 2 7 WEIGHT amp BALANCE The maximum take off weight MTOW of the MTOsport is 500kg Marked on the aircraft and on the aircraft AWC is the actual aircraft empty weight with minimum required equipment The Payload is the MTOW minus the empty weight and represents the allowance available for occupants fuel and luggage If any accessories are fitted which increase the empty weight of the aircraft then the aircraft s maximum payload must be reduced accordingly The pilot is responsible for ensuring the aircraft is not flown overweight NOTE Flying the aircraft overweight invalidates your Permit to Fly The maximum permissible positions of the centre of gravity may not be exceeded Page 15 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 The centre of gravity of the aircraft type was determined during Section T Compliance evaluation The envelope operational extremes were evaluated and shown to be satisfactory However operation outside of these evaluated points is not permitted Evaluation recorded that the approved envelope extremes with maximum 10kg baggage in the rear passenger footwell or the nose locker are Most Forward limit 125pilot 90Kg pass min fuel 10Kg rear footwell luggag
18. stop plate i assy new Main bearing nut castellated new Bearing no change Teeter tower new Bearing spacer new Pre rotator drive gear carry over Bearing bolt M20 new Section view of rotor head with RotorSystem II parts shown Page 30 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Old rotor head assy Rotorsystem II head assy View of RotorSystem II fitted rotor blades not installed Page 31 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 4 3 DAILY amp PREFLIGHT INSPECTION Most if not all technical problems can be found with a conscientious and careful pre flight inspection In your own interest take the necessary care and attention with your aircraft The safety and integrity of an autogyro stands and falls with its regular conscientious examination and maintenance Use the full pre flight checklist shown below MTO series GYROPLANE PRE FLIGHT CHECKLIST This list is a guideline of items to be checked prior to the flight No checklist is All Inclusive nor is it to be construed as a substitute for proper training or pilot experience Task amp task type Al General Note wherever possible checks should be carried out with a qualified person in the pilot seat in case of accidental starting and to operate controls correctly Op C Both ignition magneto switches in sound condition and swi
19. tape when the weather warms up As an alternative to the use of temporary blanking tape on the oil cooler an insulator may be permanently fitted to the oil thermostat This prevents radiant heat gain from the exhaust silencer and gives better control of the oil temperature It may be implemented under MC 156 SB 036 If implemented the security of the insulator pad must be checked at each service interval Page 61 of 69 Page issue 6 dated 2 04 12 Copyright of RotorSport UK Ltd Document number RSUK0043 8 EQUIPMENT 8 1 MINIMUM EQUIPMENT The pilot must wear suitable personal clothing for the weather and flight planned eg helmet footwear sunglasses heated clothing etc The legally prescribed minimum instrumentation is airspeed indicator measuring range 0 to 120mph unless otherwise approved markings such as Section 2 2 altimeter range 3000m or 10 000ft compass ATTENTION Take care when installing additional equipment in case it changes the magnetic field of the aircraft and hence the compass accuracy 8 2 ADDITIONAL EQUIPMENT Various options are available from RotorSport UK Ltd Do not fit unapproved accessories as these may invalidate your Permit to Fly REMARK Further individual equipment is available on customer s request This increases the take off weight and leads therefore to a reduction of the permissible payload Take care if carrying luggage bags or other items in the footwell that they d
20. the correct Controls sense Inspect Rudder pedals for security of hardware for proper operation and for absence of binding Inspect Rudder cables for security of hardware and nico clamps cables for fouling fraying and kinking and for cable tension Op C Both control sticks moves freely to roll and pitch stops simultaneously with the rotor head and in the correct sense Inspect both stick fastening bolts nuts for security Inspect Pneumatic control set to BRAKE not FLIGHT Inspect linkages between stick and rotor head for loose bearings loose items bent or damaged tubes or excess backlash undo rear seat top fastening amp fold forward for access Op C vertical pre rotator slider moves freely without any jamming Powerplant Service lube Oil reservoir level correct amp cap secure amp coolant system full with correct fluid Engine Inspect coolant water and oil hoses free from splits Inspect All springs secure and wired where appropriate esp exhaust Inspect Exhaust system securely mounted and free from splits or cracks leaks etc Inspect Air filters clean and secure Inspect Engine mountings in place and secure and rubbers free of cracks or any deterioration Inspect Plugs and plug caps secure Op C engine controls for full and free movement in the correct sense Inspect coolant and oil radiator for condition security and leakage Note inspect all soldered joints for evidence of cracki
21. to fully fine and stops Probable cause jammed switch in manual mode or controller fault auto mode If in controller mode switch to manual control If no effect make precautionary landing Note that fully fine could result in engine speed over run if taken to max power in level or descending flight Set engine rpm 5000 maximum at 80mph 3 Propeller pitch oscillates Probable cause faulty controller Switch to manual mode and set pitch to suitable setting for continued flight Investigate on landing 4 A propeller blade pitch becomes different to the others jammed or gear stripped Probable cause internal mechanical failure This will result in significant warning vibration Manual pitch adjustment to match pitch angle may be possible then reduce power and make a precautionary landing Otherwise turn off engine amp make immediate precautionary landing 5 Loss of blade This will result in severe vibration Switch engine off and land immediately 6 Loss of tip This will result in significant vibration Switch engine off and land immediately Page 64 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 7 Loss of complete unit This could result in destruction of the tail or other structural damage Switch engine off and land immediately 8 Loss of controller display Probable cause controller internal failure or fuse blown lamp Revert to manual control and maintain aircraft speed and pr
22. value The exact figure will depend on the position of the propeller s limit stop but should be around 5000 RPM The RPM Page 65 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 should quickly rise as the aircraft accelerates When the RPM exceeds the climb mode target RPM dead band the pitch will automatically be coarsened to bring the RPM back into the dead band This automatic gear changing can be slightly unsettling at first because the pilot may not be used to hearing the RPM changing quickly without their intervention If there is a strong wind gradient the RPM may increase quickly as the aircraft flies through the gradient In this situation it is possible that the maximum allowed RPM will momentarily be exceeded if the target RPM is high say 5700 To avoid this the target RPM is set at 5600 as the default each time the unit is turned off or mode changed Strong gusts and turbulence can have the same effect so unless essential leave the target setting at 5600 The target RPM may be altered at any time in the climb using the switch not exceeding the maximum allowable of 5700 If the target RPM is greater than the maximum continuous RPM care must be taken not to exceed the high RPM time limit specified by Rotax To alert the pilot to the possibility of the time limit being exceeded the controller flashes the RPM indicator red when the RPM has been above the yellow line RPM
23. wheels contact the vegetation centre the control stick to reduce the risk of the rotor contacting the vegetation Rough running of the engine and power loss can be caused by carburettor icing This is extremely unlikely on this aircraft as it is fitted with a hot water heated jacket around the carburettor inlets WARNING Taking off into carb icing conditions without the engine warmed up properly may prevent the water jacket from stopping carburettor ice from forming 3 3 ENGINE START IN THE FLIGHT The engine should not be deliberately stopped in flight except as part of forced landing training under the supervision of a competent Instructor Where practical to limit engine damage leave the engine to idle at 3000 rpm for about 30 sec to cool before turning it off The engine can be restarted in flight using the starter Use the procedure for starting described in Section 4 2 if possible allowing a 30 second period for warming up before applying full power Note that to restart the key must be turned completely to off and then back to start This interlock is to prevent inadvertent starter engagement 3 4 ABANDONING THE AIRCRAFT In normal circumstances occupants should not leave the aircraft while either the propeller or the rotors are turning Page 23 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 If abandoning the aircraft in an emergency the pilot should turn the off the engine magneto sw
24. 4 Aircraft description 8 1 5 Pictorial views 9 2 OPERATIONAL LIMITS 2 1 Introduction 13 2 2 Airspeed 14 2 3 Airspeed indicator marking 14 2 4 Rotor 14 2 5 Engine 15 2 6 Engine instruments 15 2 7 Weight and balance 15 2 8 Fuel 17 2 9 General placards 17 3 EMERGENCY PROCEDURES 3 1 Introduction 23 3 2 Engine failure 23 3 3 Engine start in the flight 23 3 4 Abandoning the aircraft 23 3 5 Smoke and fire 24 3 6 Gliding flight amp forced landings 24 3 7 Precautionary landings 24 3 8 Loss of control 25 3 9 Engine shutdown 25 3 10 PIO reduced rotor rpm 25 4 NORMAL OPERATIONAL PROCEDURES 4 1 Introduction 26 4 2 Rotor rigging 26 4 3 Daily inspection 32 4 4 Flight Operation 34 4 5 Normal procedures and check list 34 5 PERFORMANCE 5 1 Performance data 40 5 2 Further data 41 5 3 Height speed diagram 42 6 DESCRIPTION 6 1 Structure 43 6 2 Control 43 6 3 Instrument panel 48 6 4 Wheels and Tyres 52 6 5 Seats and belts 52 Page 3 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 6 6 Engine 52 6 7 Fuel system 55 6 8 Electrical system 56 6 9 Pitot and static pressure 57 6 10 Avionics 57 6 11 Navigation lights 58 6 12 Options and Modifications 59 7 HANDLING SERVICE AND MAINTENANCE 7 1 Introduction 60 7 2 Regular Maintenance Requirements 60 7 3 Repairs 61 7 4 Ground handling amp road transport 61 7 5 Cleaning and care 61 7 6 Winter operation 61 8 EQUIPMENT 8 1 Minimum equipment 62
25. Copyright of RotorSport UK Ltd Document number RSUK0043 Pilots Handbook Gyroplane Type MTOsport UK spec only RotorSport UK Ltd Poplar Farm Prolley Moor Wentnor Bishops Castle SY9 SEJ Company Reg No 5486550 Phone 44 0 1588 650769 Fax 44 0 1588 650769 Email info rotorsport org Approval number DAI 9917 06 Page 1 of 69 Page issue 6 dated 2 04 12 Copyright of RotorSport UK Ltd Document number RSUK0043 Applicability Aircraft Registration G Aircraft serial no RSUK MTOS Engine type Rotax 912ULS or 914UL Engine serial No Rotor blade type amp diameter Autogyro 8 4m Rotor system black end caps or Autogyro 8 0m Rotors system grey end caps or Autogyro 8 4m RotorSystemlII red caps only when modified under SB 040 Propeller type HTC 1 73m or Woodcomp SR3000 3 option NOTE This autogyro may be operated only under adherence to the operation limits and the information contained in this manual The manual should be carried on board the aircraft The manual is not a replacement for theoretical and practical training as to how to operate this machine Failure to adhere to its provisions or to take proper instruction can have fatal consequences Page 2 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Table of contents Page 1 GENERAL INFORMATION 1 1 Introduction ji 1 2 UK Authority for flight 7 1 3 Explanations and sensible safety measures 7 1
26. a 550 to 610rpm amber In this range the aircraft is pulling in excess of 2 3G Fly with caution 610 rpm red line Do not exceed Estimated in excess of 3G loading Page 14 of 69 Page issue 5 dated 12 9 11 2 5 ENGINE Manufacturer Type Take off power Continuous duty max Cylinder head temperature Oil temperature Propeller Copyright of RotorSport UK Ltd Document number RSUK0043 Bombardier Rotax Gunskirchen A Rotax 912 ULS or Rotax 914UL 100 HP 5800 rpm 5 minutes max operation for 912ULS 115HP 5800 rpm for 914UL 5 mins max operation 90 HP 5500 rpm for 912ULS 100HP 5500rpm for 914UL max 135 C max 130 C HTC 3 blade Pitch angle 19 5deg 912ULS 20 5deg 914UL ground adjustable to suit engine and working environment Note that due to the concave face of the propeller measuring this angle is difficult Propeller is pitched for max ground rpm of 5700 Alternative is Woodcomp SR3000 3 variable pitch propeller For further data refer to the engine manual and parts catalogue WARNING The engine must not be run without the propeller fitted doing so may result in severe engine damage 2 6 ENGINE INSTRUMENTS The following engine values are placarded on or adjacent to the instruments Note that other than the engine rpm the gauges are marked with these values internally Range Maximum value Unit of measurement Engine RPM Green 1600 5500 Amber 5500 5800 S5min Rpm
27. ach coil 9 Charging Gen lamp 10 Main switch 11 Rotor rpm 12 Compass 13 Hour meter 14 Roll trim indicator where fitted 15 Rotor bearing temperature 16 Air pressure gauge for Trim and Rotor Brake 17 Accessory switches 18 Electric fuel pump switch 19 Radio if fitted 20 Fuel gauge 21 Rotax engine status lights 22 Pre rotator amp rotor brake interlock release 23 12v Auxiliary socket 24 Transponder if fitted Page 48 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 25 Low fuel light 26 Low voltage lamp 27 28 where fitted Propeller pitch change lamp and pop out fuse Slip indicator 3 20 Spare hole for full size or small vsi i 19 5 j di 23 24 or vsi 16 17 18 Throttle cluster Heated clothing regulator Fig 2 instrument panel Page 49 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 REMARK Note the pushbutton on the fuel gauge shown above If such a button is fitted in or adjacent to the gauge it must be pressed before reading the fuel level If there is no button the gauge is an electric type which shows the level at all times the instrument is powered CSC 1 controller MotorRPM o G RPM DISABLE ESA RPM MODE Flight Pop or pull out circuit breaker j AT LED warning lamp lights when pitch is changing secelloeee oy a ATIG Roll Trim View of left side of panel if f
28. actable and has stops in both directions The main landing gear and nose gear wheel are maintenance free The nose gear wheel pivot is to be greased as required it must be always free to rotate with slight friction load only Check the fixing bolts of the brake disks before each flight Change tyres when worn to change the tyre the nose wheel must be removed from the chassis as per maintenance manual 6 5 Seats and belts The seats are GRP bowls which are fastened to the frame structure by screws and transfer the pilot weight on the airframe structure For single seat flights only the front seat is used so the cushions of the rear seat have to be removed or secured A four point harness is fitted in both seats so the rear belts must be fully fastened prior to single seat operation to prevent excess flapping or loss damage in flight 6 6 ENGINE The engine provided is either a 4 stroke Rotax 912 or 914 This engine is appropriate for the market and is in use on many other similar aircraft but possesses no certification Engine failures occur with more regularity on uncertified engines so always plan your route and fly in such a way that an emergency landing is safely possible To ensure maximum reliability complete all maintenance requirements in line with manufacturers recommendations on time and regularly check the Rotax websites for information on any engineering changes or service recommendations When replenishing cooling agents
29. amage or injury as the result of an unplanned landing 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 can not be safely executed 1 4 AIRCRAFT DESCRIPTION Characteristics e Autogyro with nose gear wheel chassis Airframe manufactured from inert gas welded stainless steel tube Two seat tandem configuration GRP spring spar mainwheel undercarriage Main wheels fitted with hydraulic disc brakes front seat operation Extruded aluminium rotor Rotor head controlled with connecting rods Rudder controlled via cable GRP or optional carbon fibre fin rudder and horizontal stabilizer Engine four stroke flat four Rotax 912 ULS or optional Rotax 914 UL Three blade ground adjustable 1 73m diameter HTC propeller or Woodcomp SR3000 3 variable pitch propeller TECHNICAL DATA see also fig 1 Rotor diameter 8 40m or 8 0m Length 5 08m Height 2 65m Width 1 82m Rotor blade profile NACA 8H12 Empty weight 250 kg nominal see individual aircraft load sheet for specific version weight Payload 250 kg nominal see individual aircraft load sheet for specific version weight Take off mass max 500 kg Fuel tank capacity 35 ltrs or 70lt
30. astic tarpaulin or a cloth Openings to the engine service points and airspeed indicator should be closed after the flight beware of insects birds etc Contamination of the autogyro can be removed with clean water with low strength cleaning additives Do not use petrols or solvent for cleaning the glazing as this will DESTROY it The parking area of the aircraft should be protected from the sun wind and humidity If it stands continuously outside then it is exposed to strong UV aging corrosion by humidity sun and wind and the manufacturers will take no responsibility for the safety margins eroded by such actions Dark coloured aircraft are particularly susceptible to heat build up from direct sunlight that can cause surface imperfections or distortion to appear in the composite parts Dark coloured composites should be protected from prolonged exposure to sunlight induced high temperatures whenever possible All aircraft can be damaged by storage in exceptionally humid conditions as moisture will cause excessive corrosion and can penetrate into the composite materials causing blisters to appear under the paint finish Whenever possible storage should be in dark dry conditions 7 2 REGULAR MAINTENANCE REQUIREMENTS It is the owner and pilots responsibility to ensure the aircraft is properly maintained in accordance with the Maintenance Manual document no RSUK0044 Failure to do so may invalidate your Permit to Fly Maintenance and inspec
31. asured in an area forward of the instrument panel 6 10 AVIONICS Radio Option fit is the Filser Funk Werk ATR500 radio for both external and internal comms The wiring harness terminates in a Binder connection at each seat and the antenna may be mounted in the tail as built in in the nose or underneath the enclosure for carbon fibre bodies Ensure the helmets chosen function correctly before flight Note that the ATR833 radio was released under MC 199 as option fit for the MTseries For radio setup and usage instructions refer to Funkwerk handbook ATR500 manual Document No 01 1251 010 71e or ATR833 manual Document No 01 1402 010 71e The ATR500 radio JAA approval number is LBA 0 10 911 113JTSO The ATR833 radio complies with ETS 2C37e ED 23B Class4 6 and ETSO 2C38e ED 23B Class C E to standards TSO C37d RTCA DO 186A Class 4 6 and TSO C38d RTCA DO 186A Class C E Transponder Option fit is a Filser Funk Werk TRT800 or TRT800H Mode S transponder The antenna protrudes just in front of the nosewheel Read the user manual for operational instructions and take care that the Mode S hexadecimal code and aircraft recognition data is correct Where fitted the transponder is a Filser TRT 800 ED73 with EASA Approval no EASA 210 045 or Filser TRT 800H with EASA Approval no EASA 210 269 Remark A Radio Operators licence is required to allow use of the radio and a Radio Installation licence is required for the radio and transpon
32. ax normally about 4W 1A 12W Landing lights 2x50W 8 3A 100W Heated gloves PER PAIR 1 5A 18W Heated jacket PER JACKET 6 4A TITW Airworld or Aveoflash strobe lights Maximum value 1A 12W Woodcomp SR3000 3 propeller when changing pitch 2 5 to 3A 36W max Notes normally only the mechanical or one electrical fuel pump is used in flight saving 3 amps Actual current available from the alternator rectifier 22A 250W Page 56 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Warning Overloading the electrical system will drain the battery rated at 8Ahr On a 914UL aircraft both fuel pumps are electrical so draining the electrical system may stop the engine A Low Voltage warning light is fitted to show when the alternator is unable to supply the electrical demand such that the battery is being drained If this light comes on reduce electrical load until it goes out eg turn off landing lights or heated clothing When the supply is nearly equal to demand the lamp will gently flicker If the regulator has failed such that voltage supplied exceeds the normal regulator supply and is overcharging the battery then the light will flash very brightly two to three times per second 6 9 PITOT AND STATIC PRESSURE The measuring probe for dynamic pressure is in the nose of the enclosure The hose connecting this to the ASI leads directly to the instruments in the cockpit The static pressure is me
33. capacity 35 Itrs per tank scien Preferred fuel MOGAS Long middle short AVGAS permissible Baggage placard for front locker same for rear seat glove box and side pockets either side of the rear of the front seat where fitted except loading is 2Kg and 1Kg respectively Baggage Load 10Kg MAX Low voltage placard mounted on instrument panel Continuously lit Low Voltage lamp indicates electrical demand exceeds supply and the battery is being drained If lit in flight reduce demand until unlit If flashing intensely land asap Page 19 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Warning lamp placards TCU On Boost press exceeded Low Low Blinking Turbo engaged Fuel Voltage Failure i 5mins plus Pressure gauge placard Front control stick original Rot Around the pre rotate button and or Nose down Nose down poter Roll L TRIM Roll R TRIM rake Nose up Nogg up Front stick G205 stick grip or OEM stick grip On top of control stick either type of stick grip Pre rotate PTT t Trim Te L Roll L Roll and R Roll only if roll trim system fitted On top in front of the trim brake button 3 vs Q Fuel cut off valve where fitted Interlock placard unless engraved on panel Pre rotator amp rotor brake interlock release Off On Fuel cut off valve Page 20 of 69 Page issue 5 dated 12 9 11 Copyright of RotorS
34. consequences The following definitions are used in this manual with warnings precautionary measures and remarks Their sense and their meaning are described as follows WARNING means that the neglect of the appropriate procedure will result in a direct or critical reduction of flight safety NOTE means that the neglect of the appropriate procedure will lead on a longer time base to a reduction of flight safety REMARK stresses the attention for a special circumstance which does not affect safety directly but is still important Page 7 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 PRECAUTIONARY amp SENSIBLE SAFETY MEASURES Before flight pilots should familiarise themselves with the appropriate navigational weather and safety information pertinent to their planned route Flight in severe turbulence is prohibited Flight near thunderstorms is prohibited Aerobatics and manoeuvres resulting in reduced g are prohibited Smoking in the aircraft is prohibited 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 takes no responsibility for your decision to fly In common with other aircraft of this type the MTOsport utilises a non certified engine This means that there may be a higher risk of engine failure than in a certified aircraft with the associated risks of d
35. d on and electric fuel pump turned on The landing should take place into wind Maximum crosswind limitation is 15kts Reduce engine rpm and speed to 70mph on short final Final approach speed should not be under 55mph If in turbulence or rain 60mph As the aircraft closes to the ground reduce the speed by flaring and touch down with the main wheels Hold the stick back to use the rotor as a brake and reduce speed for taxy Reduce engine power as required for taxy or idle if at rest When required turn pneumatics selector switches to ROTOR BRAKE and engage rotor brake amp push the stick forwards Take care in windy conditions to prevent blade flap and move stick into wind if needed Blades can be parked fore and aft the aircraft by either increasing brake pressure at the appropriate time by pulling the stick rearwards or by depressing the brake interlock release button and momentarily engaging the prerotator A little practice may be required After engine has idled for at least 30 secs turn the engine off using the ignition switches and then turn main switch off Do not exit the gyroplane until the rotor stops turning Page 37 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 An emergency landing is made exactly the same way except that the above speeds should be maintained in order to ensure sufficient rotor energy is left for the final flare WARNING FUEL MANAGEMENT The primary pu
36. der one combined licence renewed annually GPS Garmin GPSmap 196 296 and 496 and variants are optionally fitted to the panel Other GPS units as per individual modification approvals These units are protected from the aircraft and vice versa by the inline fuse in the unit power supply lead normally the plug that fits into the aircraft aux power socket Never operate with the fuse bypassed otherwise a malfunction in the unit may lead to equipment fire Always read and understand the handbook before operation and never rely only on the GPS The software maps or data may be out of date or it may simply fail The safe way is to plan to use a chart and compass as primary navigation tools and GPS as a backup Page i ted 12 9 11 Page 57 of 69 age issue 5 dated 12 9 Copyright of RotorSport UK Ltd Document number RSUK0043 Some 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 The installation of further devices is possible but the operator must be aware that this increases the unloaded weight and current draw on the engine Note that the avionics are an approved package modification or other installations require CAA RSUK approval 6 11 NAVIGATION LIGHTS These lights where fitted may not conform to the relevant ANO
37. e 600mm forward of mainwheel axle Most Rearwards limit 60Kg pilot min fuel 343mm forward of mainwheel axle Most Highest limit 60Kg pilot min fuel 930mm above mainwheel axle Most Lowest limit 125Kg pilot max fuel 10Kg rear footwell luggage 770mm above mainwheel axle Vertical CG position z is relative to the wheel axle plane drawn between the main and nose wheel Longitudinal CG position x is fore or aft of the mainwheel axle plane positive forwards The weight and balance report AWC supplied with the aircraft shows the Empty Weight and CG envelope calculated for that specific aircraft with options supplied as new Empty weight means aircraft containing minimum flight accessories and minimum fuel The report also shows for reference the thrust line offset WARNING Care must always be taken when flying at extremes of the operational envelope WARNING The nose luggage locker has a maximum loading of 10kg If fully loaded then the front seat loading limit is reduced to 110kg Maximum occupant weight in the front seat 125 kg Maximum occupant weight in the rear seat with a 60kg front seat occupant 120kg Minimum occupant weight in the front seat 60 kg Front seat occupants under 60kg body weight must carry ballast Remember Fuel loading permissible is 500kg minus occupant weight minus aircraft empty weight minus any baggage or items added to the aircraft since weighed Aircraft empty weight is placard
38. e manoeuvred under it own power as this could further damage the tire and wheel rim Page 24 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 3 8 LOSS CONTROL Loss of primary control systems could be 1 Engine power control If jammed on use ignition switches turned on off to reduce power and turn off when clear to land in a suitable place If jammed off land as per engine off 2 Rudder control Use power and rotor to drive into wind and descend for landing into as large and as soft an area as possible flaring for minimum ground roll 3 Rotor head control Normally the trim device will keep the aircraft flying in pitch Roll control failure may lead to a flat descending turn Use rudder trim and power to balance aircraft and descend for immediate landing into as large and as soft an area as possible 3 9 ALTERNATIVE METHOD OF ENGINE SHUTDOWN Turning the engine off with the mag switches simply earths the coils If there is an electrical fault the engine can be stopped by isolating the fuel supply Firstly ensure the standby electrical pump is switched off For the turbo engine turning the keyswitch off will also turn off the primary fuel pump starving the engine For the 912ULS engine which has an engine driven mechanical pump turn the emergency cut off valve located on the enclosure edge on the left hand side just rear of the front seat It will take about 30secs min for this method to
39. ed Fuel mass is 0 72kg Itr Example 500Kg 255Kg empty wt 90Kg rear seat occupant 90Kg pilot 5Kg luggage locker 10Kg rear seat luggage 50Kg Useful fuel load is 50 0 72 70ltrs Maximum possible fuel load is 70Itrs 50 4Kg If ballast is required to meet the minimum front seat loading condition of 60Kg then it should be in the form of thin lead sheet placed behind and under the pilot seat cushion Carrying of bags or other items inside the aircraft is not recommended due to the presence of control cables and linkages If used ensure there is no control obstruction Bags fitted into the rear seat must be securely attached to the seat harness and included in the weight balance calculation WARNING The rear seat harness must be fastened correctly around the seat in single seat operation DO NOT leave loose behind the seat it may entangle with the rotor controls and prevent correct function Page 16 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 A small detachable bag is fitted inside the aircraft Its purpose is to carry the rotor tie down strap and basic aircraft documents only 2 8 FUEL The engine manufacturer recommends unleaded gas station premium fuel MOGAS AVGAS 100LL can be used although not recommended for long term operation as the lead in the fuel causes excess plug fouling and problems with the slipper clutch refer to the engine manual for
40. ed the alternative installation is supplied as a pre wired stick grip assembly Its placarding is the same in content but positioned differently MTOsport installation is shown below PTT Trim 4 axis movement Pre rotator engage Placards fitment if pitch trim only Placard fitment if pitch amp roll trim fitted Page issue 5 dated 12 9 11 Page 44 of 69 Copyright of RotorSport UK Ltd Document number RSUK0043 Rear stick A rear seat stick is available for training purposes It has a simple grip without push buttons There are two rear seat stick options The standard stick is the same length as the front stick and is general purpose Stick changes must be noted in the aircraft logbook The Instructor stick is a special long length giving instructors extra leverage over the student in the front seat IT IS DANGEROUS to fly with this stick with a normal pilot or student in the rear seat as that person may be able to overpower the pilot control When fitted it is important to ensure full travel of the Instructor stick before flight The long length means that it moves closer to the instructors abdomen and bulky clothing etc will get in the way The Instructor stick is clearly marked with a red band and appropriate etching The stick may be removed for weight saving or safety by taking out the two bolts holding the stick in On no account must the bolts holding the side plates to the horizontal control rods be removed
41. efine the installation direction By matching these numbers put the blades into the hub Fit the 9 bolts fitted with thin 9mm washers through the hub and blade assembly from the top and fit an 8mm thin washer and M8 nyloc on the lower surface The bolts are a close fit and may need a light tap to push home Raise or lower the blade with respect to the hub to achieve this DO NOT hammer them in For early blade sets identified by square edges to the hub bar hand tighten only and adjust the tracking Do this with a taut string between the cutouts in the blade ends Tap the blades in the hub bar such that the string passes directly over the centre of the grease nipple in the centre block When satisfactory tighten all 18 nuts to 25Nm For later blade sets no tracking adjustment is normally required Simply tighten all nuts to 25Nm With the black or grey end cap rotors the bolts are all the same length With RotorSystemlI red end caps there are only 6 bolts of 5 different bolt lengths as these vary to suit the scalloped hub bars Ensure that they are fitted in the correct position as shown below Bolt BT3697 49 Bolt BT3698 52 Bolt BT3699 55 Bolt BT3670 58mm Bolt BT661 60mm long WARNING It is important to fit the correct length bolt in the associated hole Fitting the wrong length bolt may result in insufficient safety protrusion through the nylock nut or that the nut jams on the shank of the bolt before the joint i
42. engine is attached via a steel tube carrier motor mounting frame at the rear of the mast The rotor system is manufactured from aluminium extruded sections The main landing gear sprung spar is made from GRP and the nosegear mounting fork is stainless steel tubing The fuel tank is manufactured from polyurethane Fuel pipe is fire resistant fabric strengthened rubber hose The windshield consists of break proof Makrolon The pilot enclosure and wheel spats consist of GRP or CRP composite material 6 2 Controls Rotor The rotor head control is via a normal push pull rod system mounted on the keel giving both roll and pitch with a traditional stick in the front cockpit Pushing the stick forwards tilts the rotor head forwards and pulling it back tilts the rotor rearwards Left or right tilts the rotor disc in those directions Stick grips and functions Three grip types are available Pre rotator engage button Trim forward nose down rear nose up and sideways for roll where fitted Press to talk PTT Unused no function The trim pushbuttons on this grip are arranged logically Fwd Back amp L R The pre rotator button is top left and the PTT on the front face Page 43 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 MC 162 introduces an alternative stick grip optimised for use with gloved hands OEM stick grip To ensure that operating clearances to instrument panel and seats are maintain
43. es and power may be used to turn as well as the pedals in order to reduce the turning circle It is possible that high speed taxiing or certain loading and ground conditions may cause nose wheel shimmy In this event either slow down or if wheel balancing slow down or raise the nose When moving on the ground take care where the rotor disc is relative to the wind direction and unless loading up the disc keep the stick into the direction of the wind to avoid being tipped over The aircraft has a high centre of gravity and is most at risk during ground handling when lightly loaded Whilst taxying at up to 30mph is safe in a straight line corners must be taken slowly to prevent the aircraft tipping over Be careful not to keep the brakes engaged for a long taxy with the choke on the choke idle rpm is higher and the resultant thrust increases the brake loads and can lead to brake fade on a long taxy Intermittently apply the brake instead WARNING Excessive idle rpm on long distances will cause brake pad fade and possible pad damage Idle rpm should be approx 1600 START AND CLIMB If possible always take off into wind and ensure CHT and oil temp at least 50degC The maximum cross wind component for take off is 22kts Set the roll trim if fitted to fully left Switch the pneumatics switch to TRIM which releases the rotor brake Keep the engine at about 2000rpm and the control stick forward Disengage the parking brake lock
44. f practical amp that engine propeller amp rotor vibration is within normal limits Confirm all gauges reading normally Check Remove any rotor retaining straps and close any luggage bags lockers 4 4 FLIGHT OPERATION The manual is not replacement for theoretical as well as practical training as operates this machine Failure to take appropriate instruction can have fatal consequences Before commencing flight operations and before each flight the pilot must complete a visual check of the autogyro Expertise necessary to do this it is obtained during the pilot training 4 5 NORMAL PROCEDURES AND CHECK LIST ENGINE START PREPARATION The engine must only be started if the pilot s seat is occupied by a person trained in the aircraft operation Fig 2 gives the basic control layout Control elements functions and operation are as follows Item function Status Operation Main switch 9 key Turn anticlockwise Position centre Turn fully clockwise spring return to centre Throttle 4 CLOSED IDLE Pull to the rear FULL POWER Push forward Choke 5 ON Pull back to the rear OFF Push forward amp down Ignition switch 23 IGNITION ON Both switches up IGNITION OFF Both switches down Brake 6 ENGAGED Operate by pulling the hand lever back to the throttle lever Lock if needed with pawl OFF Squeeze lever to throttle and unlock pawl open hand Fuel cock 912ULS only Lever in line with aircraft cent
45. for more than 4minutes It is the pilot s responsibility to ensure that the recommended time limit is not exceeded Throughout the takeoff and climb out the pilot should concentrate on airmanship and accurate flying very little thought has to be given to the controller Climb To enter a climb while cruising the following sequence of actions should be carried out 1 raise the nose to start the climb 2 as the airspeed reduces engage climb mode 3 progressively open the throttle to the desired setting The amount of time between raising the nose and engaging climb mode depends on how fast the aircraft was cruising If the cruise airspeed is low engage climb mode at the same time as the nose is raised and start opening the throttle immediately afterwards To reduce the chance of over revving the engine avoid quickly opening the throttle whenever the airspeed is high The target RPM in the climb may be adjusted using the switch Note Although the switch actually adjusts the target RPM it is labelled in terms of propeller pitch adjustment so pressing it towards increases the pitch and reduces the RPM and vice versa This may seem confusing but it is consistent with how the switch is used to adjust the pitch in manual mode Cruise When the aircraft in climb mode reaches the required cruising level select cruise mode by pressing the MODE button briefly Simultaneously adjust the throttle to the desired power level T
46. hardware or software failure and you believe it to be untrustworthy disable the computer control by setting the OK DISABLE switch to the DISABLE position and use the switch or the rocker switch mounted on the left side of the front seat to manually adjust the propeller pitch If the controller display fails and you are unable to determine engine rpm or manifold pressure then flight may continue by disabling the unit as above and reverting to manual mode Care must be taken to set an appropriate rpm for the flight conditions and if at fine pitch do not descend at more than 80mph to prevent engine overspeed Coping with an engine malfunction If an engine malfunction causes the RPM to fluctuate the controller will continuously change the propeller pitch in a futile attempt to keep the RPM constant If this occurs select manual mode and use the switch to manually adjust the pitch to a suitable setting Coping with propeller malfunction A propeller may malfunction giving the following scenarios 1 Propeller runs to fully coarse and stops Probable cause jammed switch in manual mode or controller fault auto mode If in controller mode switch to manual control If no effect make precautionary landing WARNING the climb rate will be reduced to 250fpm minimum Also at fully coarse the engine will be under increased load at low rpm Take care as if power is set to idle it could result in an engine stall 2 Propeller runs
47. he airspeed is then controlled by the throttle The target RPM can be adjusted using the switch as described above Gentle climbs and descents can easily be made in cruise mode without adjusting the throttle as the controller will adjust the pitch appropriately when the airspeed changes As a climb is steepened the propeller pitch will be reduced to maintain the RPM As a descent is steepened the propeller pitch will be increased to limit the RPM At some point the propeller will become fully coarse and the RPM will continue to rise if the airspeed is not reduced The pilot can either reduce the throttle setting or reduce the rate of descent Page 66 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 If the air is very turbulent the controller may adjust the propeller pitch a lot more frequently than normal In this situation it is better to select manual mode and suffer the RPM changes rather than overworking the propeller pitch change mechanism Descent When descending reduce the throttle as normal and if necessary change the controller mode For example when descending from the overhead to circuit height you can keep cruise mode selected as this is appropriate for the downwind leg When descending on base leg select climb mode so that you will be ready for a possible go around Approach Ensure that climb mode has been selected by the time the approach starts and check with a couple
48. istance ratio with engine on tickover is approximately 1 5 500 feet of forward movement for every 100 feet of height With the engine stopped the ratio is approximately 1 4 If there is sufficient height take the time at best glide airspeed to make the choice of landing site and then balance airspeed versus descent rate to make a safe landing in that area When gliding into a headwind increasing airspeed will have a significant effect on groundspeed and noticeably improve the glide ratio In the final approach ensure airspeed is above 50mph by lowering the nose to give sufficient rotor energy for the deadstick flare and airflow over the rudder for positive direction control Height loss with engine failure is of course greater than that with idle power Ensure you understand the HV chart 5 3 to know what airspeed and height combinations are save to operate within If gliding for a long distance either keep on a little power or increase power periodically to keep the engine warm 3 7 PRECAUTIONARY LANDINGS Forced landings and Precautionary landings eg suspected mechanical problem or weather problem For a landing with a deflated tyre proceed as follows Approach normally with the intent of a Omph run on landing directly into wind amp across the runway if needed Flare the aircraft to achieve this and use the rotor drag brakes to limit forward speed Only if impossible to recover the aircraft from the landing area should it b
49. itches 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 How to safely exit and move away from the aircraft 3 5 SMOKE AND FIRE Indications of smoke should be treated in the same way as a fire Fire on the ground exit and abandon the autogyro call the emergency services use local fire fighting equipment if trained to do so Fire in the air Make an emergency landing exit and abandon the autogyro Call emergency services 3 6 GLIDING FLIGHT amp FORCED LANDINGS The minimum rate of descent speed is 40mph engine idle giving a vertical descent rate of about 500ft min at low aircraft loading and 800ft min at MTOW Note that the rate of descent does not increase dramatically with speed increases up to 56mph However with the engine off airflow over the rudder surface reduces as airspeed drops to the point where there is limited directional control so take care at very low airspeeds The best glide speed is 60mph The height d
50. itted with Woodcomp SR3000 3 propeller and CSC 1 controller Page 50 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Intentionally blank Page 51 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 6 4 Wheels tyres Both the mainwheels and nose wheel use tyre size 400 100 2Ply with inner tube If flying in the winter with a frozen over or snow covered runway it is advisable to remove the wheel spats in order to avoid their damage and snow build up inside them It is the pilot s responsibility to ensure that in the rear part of the spat no snow has built up which could lead to freezing against the wheels and stopping them from turning Always use loctite 243 on wheel spat screws or any other screws removed that do not have a locking method The above tyre is used for its light weight 1 085Kg and low replacement cost Approved heavy duty alternative is 4 00 8 55M tyre which weigh 2 04Kg each Other tyre options require specific approval Knobbled tyres are not recommended due to their ability to pick up stones and flick them into the propeller arc Arrangement nose gear wheel and main landing gear The main landing gear consists of a GRP bow which is fastened to the airframe The lower end carries the wheels which are braked with hydraulic brakes The nose gear wheel sits in a fork pivoting in the airframe from high grade steel tube It is non retr
51. k fuel gauge reading same as actual tank level amp qty sufficient Inspect fuel for water content via drain points under each tank Inspect check fuel line for security cuts dry rot and kinks Inspect Fuel filter ensure filter is clear of debris A9 Rotor Inspect Rotor teeter bolt nut and locking pin in place and rotates freely Inspect Blade to hub bolts washers and nuts in place Inspect No sign of blade cracking or other failure visual check Op C Rotor teeters freely to stops both planes and rotates freely check with without control stick Inspect Blades clean and free from chips dents or damage Inspect that teeter bolt has been correctly lubricated Check bolts 6 connecting prerotator gear to rotor hub are secure A13 A14 Spin Op C Secure and free and that the belt is free of splits cracks note if the belt is dry Pe vibration during pre rotation may be experienced lube with dry lube PTFE or equivalent silicon spray Inspect pre rotator bracket amp system for cracks or damage Inspect pre rotator universal joints for free operation or failure Inspect engine mounting bracket for cracks fractures Op C pre rotator brake works with panel switch switched to BRAKE Inspect lower shaft rubber boot for damage and free movement of slider shaft Tail Op C condition and security check surface for delamination check cables for fraying and assembly secure connection to rudde
52. mp fuel pickup is located at the front of the left fuel tank with the backup pump at the rear In normal level flight with two persons on board the fuel tanks are angled towards the rear by around 2 deg In descent the tanks in the same configuration could be up to 8 deg nose down This is the time when fuel level is likely to be lowest and an engine stoppage least wanted therefore the pickups are configured to be located to maximise the available fuel However this means that at a steep nose up attitude on low fuel the forward pickup could be uncovered Therefore when low on fuel less than 10ltrs remaining turn on the backup fuel pump Otherwise the engine may stop from fuel starvation Zero fuel contents is marked at 3 4ltrs per tank ALWAYS plan your fuel loading to suit your flight with headwinds and alternate airfields in mind ALWAYS make a safe precautionary landing to get more fuel rather than wait for an unsafe emergency landing because you have run out of fuel Check list after flight finish 1 Ensure master switch and electrics are off prevents a flat battery Clean and check aircraft ready for next flight better to find failures now than when you are eager to fly 3 Park in the proper area chock wheels and cover Unless required for safety it is best to leave the aircraft unbraked when parked 4 Complete logbooks 5 Celebrate an excellent flight Page 38 of 69 Page issue 5 dated 12 9 11 Copyright of Roto
53. n starting the engine the OK DISABLE switch can be in either position Until the engine is running pressing the MODE button will not change the controller s mode but it will make the controller display the current mode pitch and manifold pressure instead of the total engine hours Before you start the engine it is a good idea to make sure that the propeller pitch is not particularly coarse This will reduce the load on the engine while starting and idling If necessary reduce the pitch using the switch However unless the pitch has been manually changed it is likely to be still fine from the previous landing As soon as the engine runs the current RPM will be displayed Runup For the engine runup the propeller pitch should be fairly fine This can be achieved either by selecting manual mode and adjusting the pitch using the switch or by selecting climb mode It is likely that the propeller pitch will still be fine from the previous landing Make sure the brakes are applied Takeoff For takeoff select climb mode by pressing the MODE button for at least 1 second as part of the pre takeoff checklist and verify that the pitch display indicates that fully fine pitch has been achieved When climb mode is selected the climb mode target RPM is set to the preset value and displayed for a few seconds If desired use the switch to adjust the target RPM When the throttle is opened check that the static RPM rises to a sensible
54. never use pure water only the recommended 50 50 mixture of ethylene glycol antifreeze and distilled water or Evans NPG or equivalent only if marked on the filler Air cleaners to be replaced or cleaned according to the manufacturers recommendation Fig 10 engine 1 Engine serial number 2 Carburettor 3 Propeller gearbox 4 Electric starter Page 52 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 5 Coolant filler cap with overpressure 6 Exhaust manifold Rear end view 2 G amp w c S Side view Biyesqenyge Top view Page issue 5 dated 12 9 11 Page 53 of 69 Copyright of RotorSport UK Ltd Document number RSUK0043 DESCRIPTION 4 cylinder 4 stroke double piston engine with dry sump lubrication hydraulic tappets electronic double ignition electric starter and transmission For detail function technical data etc see engine manual REMARK 912ULS engines after S no 6 775 360 have redesigned ignition modules which give improved starting but different slow running characteristics See RSUK SIL 003 REMARK The aircraft may be retrofitted with SB 041 Conair Sports SSM This is a different soft start system to that described in SIL 003 In this system the engine is started on ignition circuit 1 only Mag ON only and ignition circuit 2 introduced by additional selection of Mag2 ON when the engine is running Always ensure oil le
55. ng Inspect all loose cables around engine for correct attachment and connection Inspect security of SSM module if fitted Page 32 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Task amp task type Propeller Inspect Propeller blades amp hub clean and free of cracks splits amp damage Inspect Prop tape secure and undamaged if fitted Inspect Propeller blades securely mounted to hub and hub to engine all bolts nuts present and secure On HTC propeller check torque stripes to ensure that bolts have not turned and on Woodcomp prop check nut tab washers are bent over Op C Propeller and engine turns over smoothly in normal direction of travel only with no undue noises etc with ignition OFF and throttles closed Remember it may start If possible chock the aircraft and or apply brakes Op C if a variable pitch propeller operate the control to cycle the propeller to both pitch limit stops Then set propeller controller in Take Off mode or fine pitch if under manual control Fuel System Inspect Both tanks where fitted for security and condition ensure absence of leakage check cap for seal and security check fuel shut off valve where fitted for proper operation and positioned ON Inspect for fuel leakages pressurize fuel system by turning keyswitch and electrical fuel pump ON for the test and then back off again Op C Chec
56. o Shropshire SY9 SEJ Or email info rotorsport org or fax 01588 650769 RotorSport UK Ltd Poplar Farm Prolley Moor Wentnor Bishops Castle Aircraft type Aircraft serial No Aircraft Registration No Aircraft Engine No Logbook Aircraft hours Logbook Engine hours Old owners name and address Signature amp date Email New owners name and address Signature amp date RSUK Office use only Date entered onto database Acknowledgement sent date Job completed by Form F024 Page 68 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Appendix 2 Incident reporting form This form is supplied to enable the owner operator to inform anonymously if needed RotorSport UK Ltd of any incident accident or other field or service failure that they feel appropriate The owner must also of course inform the relevant authorities if that is appropriate eg Air Accident Investigation Branch etc Depending on the incident information supplied a corrective action is investigated and if needed supplied back to the customer s The information given is stored on a computer and is only used within RotorSport UK for the above purpose Return this form to RotorSport UK Ltd Poplar Farm Prolley Moor Wentnor Bishops Castle Shropshire SY9 5EJ Or email info rotorsport org or fax 01588 650769
57. o not and cannot move in such a way as to restrict or impede any control movements The pilot may wish to consider implementation of MC 131 Remove rear seat rudder pedals and or MC 135 minimised rear stick mountings refer to RSUK for further information Page 62 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 8 3 Constant speed controller and Woodcomp SR3000 3 propeller option package The propeller is an SR3000 3 R P CS C RS specifically designed for the MT series application This means that there are internal designs that make the product unique and it must not be replaced by propeller other than the part supplied by RotorSport UK Ltd The four s indicate a three digit serial number plus the year of manufacture At the root of each blade is a special self adhesive label stamped with the propeller serial number the order of the blade A B or C and the month year of manufacture The propeller is electrically actuated via slip rings on the engine face WARNING Cleanliness of this face is important do NOT apply corrosion preventative substance to the slip rings It will prevent them from functioning The propeller has two pitch limit stop systems an electrical one where the input voltage is switched off to the motor and mechanical stops to limit travel in the event of an electrical switch failure The aircraft will still climb at a minimum rate of 250fpm in full coarse
58. of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 The low voltage warning light may also come on especially if already using heated clothing It flickers gently when the alternator voltage is similar to demand voltage and goes off when demand is exceeded Check that it goes off when the engine is run up Flashing intensely about 2 to three times per second amp very bright means the alternator supply voltage has exceeded the set levels and is overcharging In this case stop and resolve Once started the Gen light will go off indicating the alternator is working In low light conditions it may be seen to flicker gently This is normal Check oil pressure If not increasing correctly shutdown engine immediately and find the cause When the engine is warm close the choke For starting a cold engine have the choke fully out and throttle closed otherwise the choke does not work With a warm engine do not use the choke Warm the engine up at approx 2000rpm then at 2 500rpm until the oil temperature reaches 50 C Check for mag drop at 4 000 rpm by turning off each ignition switch in turn There should be a 300rpm max drop off and max 115rpm difference between coils GROUND HANDLING The behaviour of the nose gear wheel is easily learned with some taxiing practice The nose wheel is not like the MT 03 self centering instead having direct links to the nosewheel When turning at low speeds brak
59. of the best climb With two full tanks approximately 340miles is available with a cruising speed of 65mph in still air but this should be established by trial for each individual aircraft loading condition NOISE DATA The MTOsport meets the German BUT noise protection requirements for ultralight autogyro of 68dB A max TYRE PRESSURE Main landing gear wheels 1 5 to 2 2 bar Nose gear wheel 1 5 to 1 8 bar SERVICE CEILING The service ceiling is 10 000 ft Page 41 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 5 3 Height speed diagram Height velocity diagram 600 550 500 450 400 350 300 Height in ft 250 200 x x o 10 20 30 40 50 60 70 80 90 100 Speed in mph The height speed diagram indicates the minimum height for the flown speed IAS at which a safe landing is considered possible at max all up weight 8m rotors following engine failure Engine failures whilst flying at heights and speeds to the left of the graph line may prove fatal for the pilot and passenger Page 42 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 6 DESCRIPTION 6 1 GENERAL STRUCTURE The framework of the autogyro consists of an inert gas welded high grade stainless steel tubing framework The tail unit structure is manufactured in GRP or in certain cases Carbon fibre RP The
60. opeller pitch at around 80mph to prevent engine overspeed 9 10amp CB pops cuts power supply to propeller via controller Controller display will remain on but pitch change lamp will not light Reset once only If it pops again make a precautionary landing to investigate or if the propeller pitch versus engine rpm is appropriate for continued flight continue to destination 10 25amp panel fuse blows This cannot be changed in flight Loss of power supply to propeller and full instrument panel No pitch change possible prop will remain at last pitch setting Make precautionary landing if unsafe to continue the flight Note an increase in vibration from the engine area should always be investigated at the earliest opportunity Typical causes are but not limited to loose engine mounting bolts to airframe or to the engine bearer loose propeller incorrect pitch setting blade to blade as set or from jamming or blade damage After the instance of such vibration the engine and airframe should undergo a detailed examination for subsequent damage Refer to RSUK for guidance Recommended Usage of Controller The following sections suggest how the controller should be used in various phases of flight Remember at any time manual mode can be selected and the pitch controlled manually This would be appropriate when carrying out manoeuvres that involve rapidly changing airspeed e g stalls or flying in very rough air Engine start Whe
61. out 45rpm Taxy slowly into wind and holding the stick back let the rotor speed increase It will take about 320m to reach over 200rpm at which stage full power can be applied and normal take off procedures continued with WARNING Take care Holding the stick fully back brings the blades close to the rudder and blade flap system flexibility or bumpy surfaces could cause contact About midway should be adequate learn with practice CRUISE Turn off the back up electric fuel pump Transit from climb to cruise and use the trim to reduce stick force in the chosen cruising speed Trim position can be seen from the pneumatic pressure gauge The speed range for the cruise lies between 50 and 90mph with engine speeds from 4000 to 5500 rpm If fitted set the VP propeller controller to Cruise or manually adjust The most economical speed is about 75mph The permissible maximum speed Vyg is 120mph and must not be exceeded WARNING In strong gusty conditions do not fly faster than 70mph 50 60mph is a safe manoeuvre speed for such conditions The cruise fuel consumption is approx 12 Itr hr at speeds around 75mph to approx 20 Itr hr plus at 120mph depending on aircraft loading LANDING Before making the approach check all key equipment and functions Turn ON the back up fuel pump If fitted trim roll for left position Set VP propeller controller to Climb if fitted in case of a go around Ensure brakes are not locke
62. pawl and hold brakes on by squeezing throttle and brake lever together Actuate the pre rotator by pressing the button and as rotor speed increases increase engine speed to suit Normal pre spin is a rotor speed of 200 rpm maximum Prerotator speed is 270 rpm If the rotor speed overtakes the pre rotator and the pre rotator disengages release button Increase engine rpm and re engage Disengage pre rotator and pull the stick fully back Check adjust trim pressure to about 2bar or less if lightly loaded to reduce stick load on take off Let go brakes and bring the engine up to take off power Page 36 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Hold direction using the rudder and as soon as the nose gear wheel takes off keep the nose down to build up airspeed and take off in a flat attitude If necessary reduce stick force by actuating the trim The best climb speed is 60 to 65mph Set variable pitch controller to Climb if fitted if not already set so After reaching your chosen altitude eg 500ft or circuit height throttle back to level flight rpm as required for your chosen airspeed Pay attention in hot weather to the cylinder head and oil temperatures If these should rise with long climbs over the placarded values then adjust your speed or attitude to compensate Note that it is possible to operate without the pre rotator In this situation start the blades by hand to ab
63. port UK Ltd Document number RSUK0043 Instructor pack where fitted Brake placard only where brake is fitted Ignition cut off switches MAX BRAKE ry 1 Trim control THROTTLE ENGAGE To switch off lift safety flaps and pull toggles backwards Other If the compass deviation is more than 5 on all headings then a deviation placard must be present COMPASS DEVIATION For N 30 60 E 120 150 set For S 210 240 W 300 330 cH amp Calibration date Instrument placards as section 2 5 The aircraft is fitted with a permanently attached fireproof plate with the aircraft registration number and serial no marked on it on the keel or on front of the instrument panel The registration letters are placed high on the tail fin and are 68cm long 30cm high This has been accepted to CAP523 the CAA standard for aircraft registration Alternative markings and position of markings is acceptable provided they comply with this standard Options and upgrades If SB 041 Conair Sports SSM is incorporated an additional placard is fitted adjacent to the Mag switches Soft Start Module fitted to Ig circuit 1 Start on this circuit only Mag 1 After 5secs running also switch on Mag 2 Note that all placards must have the same units of measure as the instruments Page 21 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Intentionally blank Page 22 of
64. r amp Inspector signatures on master copy Page 6 of 69 Page issue 6 dated 2 04 02 Copyright of RotorSport UK Ltd Document number RSUK0043 GENERAL INFORMATION 1 1 INTRODUCTION This manual is provided to give pilots and instructors information which contributes to the safe and efficient operation of this autogyro It also contains basic information from the aircraft manufacturer as well as the legal basis for flight Pilots of this aircraft must hold an appropriate type licence with type conversion training by an authorised instructor Pilots must make themselves familiar before flight with the special characteristics of this autogyro You are obliged to read both this pilots manual and the maintenance manual to ensure you are familiar with all equipment and aircraft structure engine 1 2 AUTHORITY FOR FLIGHT WITHIN THE UK The legal basis for the operation of this MTOsport autogyro is regulated in the Airworthiness Approval Notification AAN29247 issued by the Civil Aviation Authority CAA It has been shown to comply with the requirements of BCAR Section T issue 3 and is considered as a factory built aircraft It is supplied by RotorSport UK Ltd The aircraft is equipped and permitted for daytime VFR flight only 1 3 EXPLANATIONS AND SENSIBLE SAFETY MEASURES The manual is not a replacement for theoretical and practical training on the operation of this machine Failure to take proper instruction can have fatal
65. r check nico clamp for security check horizontal stabiliser and fins for security and any sign of damage from heavy tail down landings Op C check rudder bearings for security and operation Op C check that cable pulleys work smoothly with no cable fraying Inspect Trim tab is set correctly tie area Op C Safety harness mountings secure webbing free of tears frays and connects disconnects freely on demand ene Inspect that seats are securely attached to airframe and rear seat refixed in place Inspect Radio secure battery charged if applicable Inspect Electrical wiring sound and secure no sign of overheating or damage Inspect instrument readings are consistent with ambient conditions Inspect Test operation of electrical circuits Inspect that markings and placards are legible Inspect Roll trim where fitted is set fully left no trim Airframe Inspect Welded joints for any sign of distress or accident damage all areas but especially the mast to lower airframe behind the seat and under the engine Inspect all hardware for tightness security Pneumatics Inspect airlines and cylinders for loose fittings Page 33 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Op C brake lever operates normally and brakes function Op C Ground run Check both electric fuel pumps where fitted are operational before starting engine Confirm full power obtainable i
66. rSport UK Ltd Document number RSUK0043 Intentionally blank Page 39 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 5 PERFORMANCE 5 1 PERFORMANCE DATA The following operational parameters were confirmed as a result of flight testing Note that this assumes the engine and aircraft are in good condition with an averagely capable pilot The parameters apply to standard conditions sea level normal pressure 15 C zero wind max take off weight 500Kg or as noted even field with short grass in good condition Airfield altitude higher temperature and low air pressure will change performance data SPEEDS Minimum speed Vmin 30mph 914T or lightly loaded 912ULS 35mph for 912ULS MTOW Manoeuvre speed VA 50mph Cruising speed up to 115mph Permissible maximum speed VNE 120mph CROSS WIND The maximum demonstrated cross wind component for takeoff is 22kts Landing should always be made into wind where practical The maximum landing crosswind 15kts TAKE OFF DISTANCE MTOW Take off run 20 170 m 66 560ft depending upon loading and wind force Take off distance over 15m 50ft obstacle 320m 1056ft in still wind with the rotors at 200rpm on grass hot conditions LANDING DISTANCE Landing run 0 20 m 66ft braked although brakes are not normally required Landing distance over 15m 50ft obstacle 80m 260ft MINIMUM CLIMB RATE with standard propeller Light single seat 1 200fpm
67. re where fitted line At 90 degrees to a c centre line Fuel level 12 Fuel level must visible Also view fuel gauge for same in the tank to the level reading as on tank required for the flight Page 34 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 TO START ENGINE WITH STANDARD IGNITION SYSTEM Main switch ON generator warning light on Choke Engage until engine warm and will run without choke Throttle Closed Propeller Danger area keep clear Fine pitch if variable pitch propeller Brake operation Lock brakes on Magneto switches On both Starter Operate until engine starts Take care Do not run the starter continuously for more than 10secs and no more than 30 secs in 2 mins damage to the battery or starter may result TO START ENGINE IF SB 041 Conair Sports SSM INCORPORATED Main switch ON generator warning light on Choke Engage until engine warm and will run without choke Throttle Closed Propeller Danger area keep clear Fine pitch if variable pitch propeller Brake operation Lock brakes on Magneto switches Mag ON Mag2 OFF for initial start using ignition circuit 1 only When the engine has started ignition circuit 2 should be introduced after about 5 secs by selecting Mag2 ON When the engine has been warmed to normal operating temperature the
68. ropeller can be removed with clean water with low strength cleaning additives Clean rotors will significantly reduce vibration and increase lift Be careful when cleaning the windscreen no solvent or petrols as these will lead to cracking Use only soapy water and dry carefully to avoid scratching RSUK also recommends Plexus excellent for cleaning screens without scratching Use clean stockinet to polish A good quality polish helps protect the surface finish and reduce surface friction 7 6 WINTER OPERATION The cooling system for the cylinder heads of the engine is filled with a mixture of antifreeze and water which gives freezing protection to 18 C The density of the coolant and hence its ability to achieve this performance is checked by a hydrometer and should be checked prior to winter storage to protect your aircraft If the winter temperatures fall under this value then drain the coolant and if required for service refill with pure antifreeze Because anti freeze ages renew the cooling agent every two years Read the engine manual for the manufacturer s recommendations During winter flying operation the necessary operating temperature for oil and cooling agent may not be reached It is important that the oil temperature reaches higher than 80 C to prevent engine interior corrosion from condensation so if necessary carefully blank off a portion of the oil cooler and monitor the temperature Don t forget to remove the blank
69. rs with optional second tank Page 8 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 1 5 PICTORIAL VIEWS OF THE MTOsport Page 9 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 View from the rear G View from the left hand side Page 10 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 Figure 1 View from in front Page 11 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 Intentionally blank Page 12 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 2 OPERATIONAL LIMITS 2 1 INTRODUCTION This section defines the limit values for safe operation of the MTOsport autogyro It contains the operation limits established during flight testing as well as limit values established by test or computation The existing instrument placards are described Recommended aircraft operational temperature limits 25 degC to 50degC SPECIFIC LIMITATIONS AS PER THE CAA AIRWORTHINESS AUTHORISATION NOTICE These limitations are mandatory and are directly copied out below 6 6 1 6 2 6 3 6 4 Conditions Affecting This Approval Aerobatic Limitations Aerobatic manoeuvres are prohibited Intentional spinning is prohibited Manoeuvres involving a deliberate reduction in normal g shall be avoided
70. s properly tightened Page issue 5 dated 12 9 11 Page 26 of 69 Copyright of RotorSport UK Ltd Document number RSUK0043 Other notable differences the RotorSystem II hub bar is scalloped with different lengths of blade to hub bar bolt and is also heavier than the earlier rotor Typical weight is 30 5Kg The built in coning angle is also increased from 2deg per side to 2 85deg It is very important that the correct rotor is used with the correct type of rotor head tower and teeter stops The RotorSysteml rotor will not fit to an earlier rotorhead An earlier rotor black end caps or grey would fit the RotorSystemlII rotorhead but the teeter stops would allow excessive movement potentially causing rotor to make tail or propeller contact The tower used with a RotorSystem II rotor is 40mm higher than that used on earlier aircraft When assembling or diss assembling do not remove or adjust any other nuts bolts on the hub assembly the tracking is factory set and adjusting may change these settings and adversely affect rotor balance To fit the rotor to the aircraft proceed as follows 1 Brake the aircraft securely 2 Engage the rotor brake with the rotor hub set fore aft 3 With the aid of a helper and some steps or use the rear seat if tall enough raise the rotor assembly up into the rotor head 4 Push through the teeter bolt making sure the two spacers are greased and in place either side of the hub block and hand tigh
71. ssure take off 39 9in Hg Max continuous manifold pressure 35 4in Hg Beside circuit breaker where fitted Primary control marking CHOKE Tel io ENGAGE THROTTLE Limitations OPERATING LIMITATIONS Aerobatic Limitations Intentional spinning is prohibited 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 120mph Other Limitations This aircraft shall be flown by day and under Visual Flight Rules only Smoking in the aircraft is prohibited Page 18 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 Occupant warning front and rear seat OCCUPANT WARNING This aircraft has not been certificated to an International Requirement Fuel gauge for those gauges with pushbutton Press before reading Auxiliary socket where fitted Roll trim indicator where fitted May alternatively be engraved on the panel 12v DC l es auxiliary Roll Trim socket Coolant header tank Engine oil tank Oil tank Capacity 3 ltrs Use Shell VSX or Coolant Header Tank Filled with 50 50 water antifreeze equivalent Motorcycle oil SF or SG Fuel tank both where two fitted either on the tank face or beside the filler neck At the base of the instrument panel 4 Pilot rudder pedal Fuel
72. stop the engine Alternatively in an emergency fully close the choke wait a few seconds and open the throttle suddenly This normally chokes the engine and causes it to stop but is not guaranteed 3 10 WHAT TO DO IN THE EVENT OF PITCH OSCILLATION OR ROTOR RPM REDUCTION DUE TO NEGATIVE G Never try to control pitch oscillation with the stick 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 This recovery technique is safe in all such situations where there is sufficient altitude to give the pilot time to work out what to do Page 25 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 4 NORMAL OPERATIONAL PROCEDURES 4 1 INTRODUCTION Section 4 contains check lists and procedures to be used for the normal operation Procedures for additional equipment are in Section 8 4 2 ROTOR RIGGING The aircraft may be fitted with either 8 4m black end caps or 8m grey end caps rotors They are directly interchangeable assembled in exactly the same manner and no adjustments are required to the rotor controls If SB 040 has been incorporated the aircraft will be fitted with RotorSystemlI red end cap rotors These rotors are not interchangeable with the earlier rotors Assembly rotor The rotor blades spacer extrusion and hub are provided with numbers to d
73. tch propeller manually If you are not familiar with how your propeller is operated in flight manually it is strongly recommended that you gain some experience of manual operation before using the CSC 1 RS s constant speed modes Page 63 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 The UK CAA strongly recommend pilots to undergo differences training before they are allowed to operate aircraft with variable pitch propellers Panel fuse and pitch function lamp The lamp will light whenever the propeller is changing pitch It will go out when the pitch limits are reached In manual mode the controller panel will show a or a during pitch increase or decrease until the stops are reached amp then show or whilst the toggle switch is still engaged It will show or when released The fuse guards the supply circuit to the propeller only not the controller If it pops it means the propeller circuit has an overload The controller will stay on so that the engine rpm is visible This fuse may pop out due to air loads on the propeller or from an electrical failure On this basis it is allowable to reset it once only If it pops out again then assume an electrical failure and do not reset until investigated on the ground Coping with Malfunctions Coping with a controller malfunction In the unlikely event that the controller suffers a
74. tched OFF Remove frost snow or ice if present Check that the gyroplane documents are available and in order Ensure all loose equipment is correctly stowed and the gyroplane is free of extraneous items If single seat operation ensure rear belt fastened securely and if rear seat cushions are attached by Velcro only stow them securely Check weight amp balance and carry suitable secure ballast if required If the gyroplane has not been regularly used ensure before resumption of flying that a Either i the engine has been turned weekly or run fortnightly or ii the manufacturer s recommendations have been complied with b Previously reported defects have been addressed Composite Remove pitot head cover if fitted and inspect orifice for cleanliness enclosure Inspect radio aerials for damage and security Inspect condition and security of fiberglass enclosure Landing Inspect that extension appears normal Gear Inspect tyres for proper inflation 1 5 to 2 2bar damage and creep Inspect brake installation for external evidence of leaks and correct fluid level and for damage and security Inspect brake disc securing screws 4 each are secure Inspect that nose wheel pivots easily both springs are correctly attached if an MT 03 and control rods are fastened correctly Inspect suspension bow for cracks and security of fastenings Flying Op C Rudder controls move rudder and nosewheel from lock to lock and operates in
75. ted to the front pickup such that in a nose down descent at low fuel levels the maximum usable fuel is made available A high nose up attitude at low fuel levels may uncover the front pickup so ALWAYS turn on the secondary pump when low on fuel recommended at 1 0ltrs or less 2 9 GENERAL PLACARDS AND MARKINGS In conformity with BCAR Section T the following placards and markings are installed All emergency controls are coloured red All cockpit controls are clearly marked as to their function and method of operation Fuel and oil filler openings are clearly marked together with the grade or type required Fuel tank capacity is clearly marked Loading conditions are clearly marked as follows Standard placards Page 17 of 69 Page issue 4 dated 17 12 10 Copyright of RotorSport UK Ltd Document number RSUK0043 Loading conditions Alternative engine rpm placard if constant speed controller fitted Aircraft Payload Specification Front seat pilot 125Kg max 60Kg min Reduced pro rata to 110Kg max with up to 10Kg max of luggage in the nose locker Pilot must carry ballast to meet 60Kg min Rear seat passenger 120Kg max Empty weight as measured Kg si Fuel load 0 72Kg ltr Position below constant speed controller MTOW 500Kg if fitted 914 UL engine only PROPELLER CB Aircraft must only be flown solo RESET ONCE ONLY from the front seat Engine RPM Max Cont 5 500 MAXIMUM 5 800 Max manifold pre
76. ten These spacers may be two different thicknesses Fit as dot marked on the rotor and head hub 5 Tighten the nut to the required torque hand tight 1 2Nm never tight and fit a split pin through the nut and secure the pin appropriately 6 Sideways free play is pre set by the bushes provided the nut is not overtightened 7 Grease the bolt via the grease nipple where fitted 8 Ensure the rotor teeters to the stops freely Views of 9 bolt rotor system black or grey end caps View of rotor top Hub bar assy Blade 9 x Rotor blade attachment bolts with 9mm bore washer under head These bolts are all the same length Page 27 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 View of rotor bottom Do not adjust these nuts bolts M8 Nylock nuts 8mm thin washer under head Spacer extrusion Page 28 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 View of black or grey end cap rotor installed Teeter bolt Dot marks J Teeter stops Top view of rotor installed Teeter bolt Spacer Washer nut amp split pin Match parts using dot marks on tower spacer and hub normally one dot or two dots Page 29 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 Additional views below show the differences between the original and RotorSystem II construction Teeter bolt carry over i Sae a A z 4 Teeter
77. tion tasks must be performed by CAA or LAA if an LAA permit authorised persons or organisations Repair processes such as welding or composite layup or others not documented in the maintenance manual require prior repair process approval from RSUK CAA An annual aircraft inspection and flight test is currently required Engine The engine should be maintained in line with the manufacturers engine manual and reference must also be made to their service bulletins available via their website http www rotax owner com Propeller The MTOsport propeller is approved with either a 3 Blade HTC with a diameter of 1 73 m or a 1 7m Woodcomp SR3000 3 in flight adjustable propeller Pilot maintenance is limited with HTC propellers to cleaning and visual inspection An overhaul is normally only required if significant blade damage is evident which will require return to RSUK Minor chips may be filled with resin see aircraft Maintenance Manual Page issue 6 dated 2 04 12 Page 60 of 69 Copyright of RotorSport UK Ltd Document number RSUK0043 The same applies to the Woodcomp SR3000 3 variable pitch However the polyurethane leading edge should prevent all normal stone damage and rain erosion Note that because the SR3000 3 propeller is in flight adjustable it has to carry it s own logbook It must also be maintained in accordance with the propeller maintenance manual RSUK0076 Battery The engine possesses a generator which charges the
78. vel is correct before flight oil reservoir is item 1 The oil level is measured in aircraft level attitude and should reach between the marks on the dipstick Before checking turn the engine by the propeller approx 8 10 revolutions in normal direction of rotation until you clearly hear the oil gurgle in the tank take the tank filler cap off first to hear it better Switch ignition off first To get to the tank remove the top thumbscrew holding the rear seat to the airframe and hinge the seat forwards Page 54 of 69 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0043 As a check of the coolant level the filler cap 1 of the expansion storage vessel 2 can be opened but only with a cold engine REMARK Since the exhaust and its attachment are exposed to high loads by temperature and thermal expansion these should be frequently checked 6 7 FUEL SYSTEM The fuel system is under the rear seat and has a capacity of 35 Itr per tank The tank is ventilated by a ventilation line above the tank to the rear of the mast Tank level control is via sight lines on the side of the tanks a fuel gauge on the instrument panel and a low fuel warning light Note the left fuel tank can be drained almost empty in any flight attitude but the crossover from right to left only works with the tanks level or nose up Prolonged descent at very low fuel levels may result in the engine stopping from fuel starvation

RSUK0043 issue 6 MTOsport Pilots Handbook

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