Home

RSUK0044 Issue 6 MTOsport Maintenance manual

Contents

1. Page 27 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Eccentric bush Adjust position by loosening fastening slightly and turning Turbo detent screw Throttle stop screw Gap between throttle lever and seat approx 60mm when closed Gap between choke lever and throttle 2 to 10mm with throttle closed choke on shown off Repair methods Replace worn components See drgs for reassembly The throttle lever and brake ratchet must be replaced as a pair if any of the teeth of the throttle lever are visibly deformed or protrude less than 1 5mm may be assessed with a 1 5mm drill bit placed at the root of the tooth form MC 177 introduces an improved assembly additional bearings interchangeable with the original Page 28 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Basic description Engine electrical system There are three areas Ignition system cut off charging system and starting system 1 The ignition system is cut off by earthing There are two wires one for each coil located in the connector block on top of the engine as indicated in the Rotax handbook The gyroplane harness connects into this block with two white wires and when the switches are OFF the wires are connected to ground WARNING If these wires are disconnected the engine is LIVE This will mean that it will not be possible to stop the engine if started
2. There are three types of fuel gauge in service 1 Fozmula gauge with integral push button This hydrostatic gauge works on pressure sensed at the tank Due to the non linear shape of the tank it has not been possible to match the two exactly but at empty E on the tank the gauge should read empty when the button is pressed The gauge is connected to a 4mm pressure line which travels with the loom to the top of the left fuel tank It is attached via a normal thumbscrew to the level pipe in the tank This is screwed into the top of the tank and is simply a small bore tube 11 Fozmula hydrostatic gauge with separate pushbutton Functionally as described above but with smaller scale owrorr O QG Pdt Fozmula integral push button Fozmula separate push button 111 The third type of gauge is completely electrical the fuel level being determined by a float on tube arrangement fitted into the top of the left fuel tank There is no pushbutton and the gauge indicates the fuel level at all times the instrument is powered Page 56 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 AIR PEED 120 gown Float driven electrical fuel gauge Pneumatic pressure Two types are in use 0 to 15bar and in later types 0 to 10bar They are acceptable alternatives TRT800 or TRT800HMode S transponder where fitted from Funkwerk This device requires careful management
3. To change the rubber bellows remove the two plastic ties Cut off the existing bellows in situ Ensure the rotor brake is on so that the rotor head is pushed forwards and remove the bolt connecting the UJ to the gearbox and lift off Remove the shaft clean as required and lubricate with LM grease Refit and push the replacement boot over the UJ This can be awkward and a little grease helps When in place refit the bolt with loctite 243 and a new nylock NOTE The bolt is short on purpose to prevent fouling with the seat belt Loctite will ensure a safe fit Fit a 2mm tie at the bottom of the gaitor and a 4mm tie at the top when tightening the top one extend the bellows with the head forwards such that when fully back it is not over compressed 4 y d ai i t a u i a Esaa w oe ome em Ei gt S To change the bendix gear shaft or bearings Ensure rotor head is braked forwards This can be done without removing the rotors Remove vertical drive shaft UJ bolt and slip off UJ from the bendix shaft The retaining strap will stop it falling away Remove the cap head screws retaining the bottom bearing plate and remove the plate Slide out the bearing and shaft with bendix gear Replace as required If needed remove the upper bearing as lower bearing Page 48 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document
4. 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 1f fitted 20 Fuel gauge 21 Rotax engine status lights 22 Pre rotator amp rotor brake interlock release 23 12v Auxiliary socket 24 Transponder 1f fitted 25 Low fuel light 26 Low voltage lamp Note that unused instrument panel holes have blanking plates fitted to allow use at some other time if required Page 53 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 20 Spare hole for full size or small vsi 7 3 19 5 Slip indicator 12 2 26 11 1 9 4 22 23 13 24 or 0 ysi 14 8 16 Throttle cluster Heated clothing regulator Fig 2 instrument panel fixed pitch propeller Page issue 5 dated 12 9 11 Page 54 of 80 Copyright of RotorSport UK Ltd Document number RSUK0044 CSC 1 controller op out circuit breaker LED warning lamp lights when pitch is changing Alternative stick grips may be fitted either as original equipment or replacement for an irrepairably damaged grip The G205 grip above is supplied as a complete interchangeable stick assembly M ST21 under MC 121 approval please contact RSUK for further information The trim pushbuttons on this grip are arranged logically Fwd Back am
5. Issue A aaaaiaaaAaaaaaaaAQVaaaaaAa KW Aa Aaa na Qa na Aaiaaaa aaa N Date 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 20 03 12 20 03 12 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 20 03 12 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 20 03 12 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 Page issue 6 dated 20 03 12 Copyright of RotorSport UK Ltd Document number RSUK0044 SECTION 2 FOREWORD 1 Applicability This Schedule is intended for use on the MTOsport Gyroplane only released on AAN29247 2 Guidance This aircraft may be being flown amp operated under a CAA Permit to fly and as such specific rules exist to cover maintenance actions such as the types of work allowed by owners on Permit aircraft or CAP520 Light Aircraft Maintenance It is the aircraft operators responsibility to ensure the aircraft 1s operated within those rules and regulations 3 Notes RSUK provides this maintenance schedule so that to the best of their knowledge the operator is able to maintain the aircraft in a manner that will preserve its airworthiness The manufacturer is unable to predict all operating conditions and as such it is the operator s ongoing responsibility to assess the schedule for applicability to the environment operated within Note check your Permit to Fly if compliance to this schedule is st
6. Noticeable means more than 0 2mm vertically Page 70 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 n Fuel system Basic description See fuel system drawings RSDS7160 912ULS and RSDS7161 914UL 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 and a fuel gauge on the instrument panel see instrument panel Tanks are marked at zero with 3 4ltr per tank in line with the MT 03 Tanks are manufactured Polypropylene Tanks are retained in the aircraft with two straps holding them tight to the airframe see photo They are located axially via welded on upstands on top of the tank that locates in the airframe These prevent tank forward detachment in an accident The left tank is always the master tank feeding the engine and taking the return feed from the turbo fuel regulator It also has the fuel level gauge capillary tube fitted from the top or the sensor tube if an electric fuel gauge is fitted The right tank is the header tank feeding the left via a crossover tube under the keel This crossover tube also carries a fuel drain Each tank 1s filled via the filler at the top of the tank These filler caps are retained via a plastic loop to the tank neck with an additional plastic tie for added security Tank fittin
7. and the tyre changed using normal techniques It can be done by hand as the wheel centre groove is very generous Remove the air compress the tyre into the wheel centre and then pull off the rim When refitting a little soap solution makes it easier for the tyre bead to seat correctly on the rim Check for the tyre properly seated after fitment and match mark the rim to the tyre Use a new nylock nut when refitting the wheel and check for free rotation Main wheel tyres can be changed without taking the wheel off if required Remove the wheel spat three screws Jack the aircraft safely under the keel under the prop strongest area and put a ballast bag on the opposite wheel to keep that side on the ground Make sure the aircraft is chocked and unable to fall off the jack Remove the tyre air and remove or replace as nose wheel When refitting the spat ensure the screws are loctited Page 61 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 If the wheel has to be removed either remove the four screws securing the brake disc to the wheel and then the wheel nut or remove the four bolts securing the brake pad assembly together and remove Warning When refitting these screws MUST be loctited with 243 If these screws come out in flight then the wheel may not turn on landing Brake pad change Change when 2mm or less remaining These must be changed as a set for effective operation There is no ne
8. if used it transmits data about the aircraft so accuracy is important There are three key parts The transponder panel mount unit The rear of transponder mounted dongle this is where the hex code etc is stored if the main unit goes faulty it may be replaced without having to reprogram the transponder system The antenna cable and base plate Hobbs meter Records the engine operational hours Temperature sensors These are independent from the main harness containing their own battery LR44 They link directly to their temperature sensors Where fitted the airbox sensor is plugged into the rear of the airbox The rotor brg sensor is pushed into the front of the rotor bearing spacer in the rotor head This sensor is also held in with hot melt adhesive Keyswitch The keys are all the same across the aircraft Ignition switches Note these always have guards to prevent inadvertent operation Vertical speed indicators VSI Optional fit either 2 4 or 3 42 units Compass PAI 700 flat card type This compass is used because the standard ball type compasses tend to pick up on rotor vibration and oscillate to an extent that is unreadable Materials used See parts list Page 57 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Assembly methods All instruments in the panel are fitted with M4 dome head screws with plain nuts loctited on with 243 unless specifically s
9. 4301 stainless steel tube and laser cut brackets jig welded together with 1 4571 wire After assembly it is cleaned and electropolished Assembly methods None factory assembled only Special setup instructions None factory assembled only Repair methods None In the event of an accident damaging the airframe then the only sensible action is to replace the airframe Do not take risks with the primary structure Contact the manufacturer for more information such as key dimensions for checking straightness etc It is not permitted to weld the airframe unless via an RSUK approved repair scheme using Approved welders Page 19 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Intentionally blank Page 20 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 b Engine and controls Basic description Refer to RSDS71000 and 7099 Engine The engine is either a Rotax 912 ULS or a 914UL Both use the standard Rotax white frame engine mounting Reference must be made to the Rotax service manual supplied with the aircraft and regular checks of the Rotax websites for information on any engineering changes or recommendations 912ULS engines are fitted with two separate air cleaners with a vent from the float bowl to the back of the filter They are wirelocked to the carburettor 912ULS Carburettor heat system This engine is fitted with a water jacke
10. 75 and 100degC for 2 hrs min Take care not to burn hands when handling the hot dryer and leave to cool before refitting Page 33 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Ensure the direction of flow arrow on the dryer is correct when re installing It is recommended to replace the dryer every 500hrs or when the pump does not easily achieve full pressure If a dirty environment change more frequently The function of the dryer is to keep the compressed air free of water water in the pneumatic system will prevent correct operation It is located behind the instrument panel either bolted to the trim panel or to the keel Functional check after any repair as per below lll Full functional check In Brake position engage brake confirm operation and that function is acceptable Pressurise to maximum Tolerance is 7 5 to 8 5bar Adjust pressure switch if required or find the leak llun Change to flight check for 2 to 3 sec max to release air from brake system If to slow quick adjust vent on side of V1 changeover switch In Flight position stick forward Start pre rotator Ensure cylinders 2 engage and when the stick is pulled back they disengage If no disengagement adjust stick microswitch Note that the head cylinder must engage prior to the engine cylinder If the head cylinder rises late adjust the rate at which the engine cylinder engages by adjusting the thrott
11. Each blade is a foam filled wet layup component in carbon and glass fibre Materials used 1 73m diameter 3 blade HTC composite propeller assembly Hub assembly always a pair and matched marked with numbers Blade assy marked at the root with A or B and a week no yr of manufacture If replacing a blade always ensure the A or B is matched to the original as this denotes the blade weight Hub bolt and washer set Hub to engine bolt and washer set Engine flange nut set Assembly methods Bolt torque M6 and M8 15Nm Take care not to overtighten and pre coat M8 centre bolt threads with loctite 243 Paint a torque stripe between each M8 centre bolt and the propeller hub 912ULS Approx blade angle 19 5 deg 12 from the end of the blade 914 Turbo Approx blade angle 20 5 deg 12 from the end of the blade Angle measured with respect to the hub face see photos Balance propeller after fitting unless not disassembled and refitted in original location Page 44 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 After any blade adjustment ensure all blades have the same angle to within 0 5deg recheck after tightening the hub Max ground rpm should be circa 5 500 Either flight test or ground test to ensure the engine does not rev higher than the Rotax maximum and adjust to suit Note that the maximum engine rpm is normally achieved in fast descent flight If adjustment o
12. No other equipment is required to be on 7 Follow the verification equipment instructions for test process 8 When the verification 1s complete record on the aircraft worksheet the serial no and calibration date of the equipment used the serial no of the transponder and hexadecimal code confirmed correct Page 58 of 80 Page issue 6 dated 20 03 12 Copyright of RotorSport UK Ltd Document number RSUK0044 Radio setup follow Funkwerk handbook instructions ATR500 manual Document No 01 1251 010 7le or ATR833 manual Document No 01 1402 010 71e Note that the ATR833 was released under MC 199 as option fit for the MTseries and that the D connection to the harness is different from the ATR500 Repair methods Note that the pneumatic switches are mounted on the rear of the instrument panel behind the engine gauges The entire instrument panel may be removed by undoing the screws around the edge leaving the top centre until last and then folding it forward put a piece of waste cardboard under the base edge to prevent damage The wiring harness is disconnected by pulling the connector plugs apart The airline fittings are standard types where the collars are compressed into the middle and the lines pulled out The pressure supply to the ASI and fuel gauges are pulled out The panel can then be removed Take care with any pneumatic fittings if removed some contain one way valves and must be replaced correctly orientated WARNI
13. Permit to Fly by the schedule except pilot maintenance see section 5 and Check A see section 6 an entry shall be made in Column 6 of CAP398 Aircraft Log Book CAP399 Engine Log Book or an approved equivalent as Section 4 The certifying person s signature authority and date must be made in Column 7 against the relevant category Airframe Engine Radio The following is an example of an entry acceptable to the CAA unless already pre printed on the page PERMIT MAINTENANCE RELEASE Airframe Cross refer to workpack ref 25 hr 100 hr Annual Check delete as appropriate Engine has been carried out to my satisfaction at total airframe hours and in that respect is considered fit for flight Radio Annual check only Maintenance Schedule Ref RSUK0044 Issue Page 9 of 80 Page issue 4 dated 22 12 10 Copyright of RotorSport UK Ltd Document number RSUK0044 A signed PMR does not expire or is superseded by subsequent PMR s unless relating to a repeat of the same activity A PMR remains active as long as the activity it relates to remains part of the aircraft Pilot Maintenance A licensed pilot who is the owner or operator of the gyroplane may carry out certain maintenance tasks prescribed in Air Navigation General Regulation 16 The issue of a PMR 1s not required The pilot must include his pilot s licence number with his signature in the appropriate log book s The permitted pilot maintenance is as below PERMITTED PILOT MAIN
14. Pumps have a max pressure capability of 10 bar but are limited via a pressure switch to 8bar in order to prevent premature pump burnout and system overpressurisation This is adjustable via the pressure cut off switch located beside the trim brake changeover switch There is a slotted screw on the end between the contacts that is screwed in or out Pre rotator operation Turn mechanical panel valve to Flight Press button on stick when stick is fully forward Closes circuit to switch V6 amp V7 and turns on pump via a solenoid Release of switch opens circuit pump stops and valves return to previous position exhausting the system If button pressed when not fully forward or stick pulled back during pre rotation then a micro switch on base of front stick opens the electrical circuit and the valves and pump return to standby This switch should be on when the stick is fully forward Adjust bracket height to suit Valve V6 allows air either to enter the trim rotor brake circuit OR the pre rotation circuit Valve V7 allows air either IN to the pre rotator activation cylinder OR out to exhaust for cylinder If there is pressure in the rotor brake system above 3 bar there is a pressure switch prevents the pre rotator from becoming engaged by cutting out the electrical circuit from the switch to the pump solenoid This switch is located with the solenoid valve cluster behind the engine gauges and is adjusted as per the 8bar switch Trim operat
15. Replacement of any cowling not requiring removal of the propeller rotors or disconnection of engine or flight controls 9 Replacement of unserviceable sparking plugs Including removal cleaning gaping testing and refitting of all spark plugs 10 Replacement of batteries Including maintenance of lead acid batteries 11 Replacement of wings rotors and tail surfaces and controls the attachments of which are designed to provide for assembly immediately before each flight and dismantling after each flight 12 Replacement of main rotor blades that are designed for removal where special tools are not required as is the case on the MT series 13 Replacement of VHF communications equipment only if is not combined with navigation equipment 14 Manufacture and installation of required cockpit placards and notices 15 Lubrication of aircraft Including prior cleaning of hinges 16 Inspection of engine induction air filter Including removal cleaning and refitting with wirelock Page 10 of 80 Page issue 4 dated 22 12 10 Copyright of RotorSport UK Ltd Document number RSUK0044 17 Inspection of fuel filters Including removal cleaning and refitting 18 Changing of engine oil Including removal cleaning replacement refitting of oil filter and wirelock of sump bolt Annual Check The annual check and all associated work must be accomplished under the supervision of an organisation appropriately approved by
16. are four bands and then knotted Spare bungee is tie wrapped to the rest The servo is retained to the seat support tube via a bracket This is prevented from moving towards the control tube by the seat bolt Operation of the trim is by pushing the top hat switch on top of the stick either right or left Left movement moves the servo towards the stick reducing tension on the bungee Assembly methods None specific Materials used Bungee cord 6mm Special setup instructions Tension the cord to give 1Kg of force to hold the stick central measured on the hand grip with the roll on full right trim Check that on full left trim there is no trim force with stick central Ensure that indicator direction matches direction of actuation Repair methods Bungee may be replaced by removing and replacing cord and re tensioning as above Intentionally blank Page 74 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 p Woodcomp SR3000 3 propeller and Smart Avionics constant speed controller Basic description NOTE Refer to the propeller manual RSUK0076 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 A
17. engine rpm and manifold pressure 914UL only limits Materials used No consumable materials Special setup instructions 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 When re assembling the propeller it is very important to ensure the blades are set with the same pitch angle within 0 5deg of each other The screws fastening the brush box to the mounting plate and the bolts fastening the plate to the gearbox and the screws retaining the cables to the brush box must be loctited with loctite 243 The cable crossing the engine is protected with heat resistant sleeving After fitment always check that the propeller pitch direction of operation matches the controller and that the seat switch where fitted also matches the controller ie forward or up is pitch reduction The blade electrical pitch limit stop setting must be 1Ideg Fine pitch 13 5 912ULS or 15 5 deg 914UL deg Coarse pitch 18 5deg in 912ULS or 20 5deg 914UL Service and Repair methods Refer to the Smart Avionics CSC 1 controller handbook for troubleshooting the controller Page 76 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Refer to the F106 Woodcomp service sheet and to the Woodcomp maintenance manual for the methods and tech
18. is protruding beyond the nut flange For aircraft where the propeller has been dynamically balanced on the aircraft prior to despatch up to MT 03 serial number RSUK MT 03 050 do not add more than two washers without understanding the cause of the balance change and consulting RSUK Otherwise fit no more than 10 x 2mm thick washers g Pre rotator mechanical system Basic description A belt drive takes the power from the propeller disc to a simple drive shaft arrangement to the rotorhead via small universal joints Engagement to the toothed wheel attached to the rotor head is through an ordinary centrifugal Bendix gear as used on car starter motors This is engaged by a single air piston which pushes the bendix upwards to that the gears mesh with the starter ring on the head The vertical shaft slider is protected by a rubber bellows This is because jamming of this shaft would interfere with pilot controls If split replace Lubricate slider shafts with regular LM grease and protect joints from corrosion with chain lube or similar spray on protective lubricant Materials used See service parts list Parts available Belt engine pneumatic cylinder with safety wire Engine side pre rotator assy propeller drive drum small drive wheel gearbox UJ assies upper and lower drive shafts bendix gear bearings and shaft A pre rotator improvement kit RSD7181 is offered for fitment under SB 027 This includes a stronger pre rotator bracket and
19. number RSUK0044 When refitting use Loctite 243 on the cap head screws and lightly lubricate the bendix spiral Use a new nylock on the UK bolt To change the engine pre rotator or components Remove propeller and belt as in changing the belt Disconnect the drive shaft from the back of the small pre rotator pulley by removing the bolt and nut Disconnect the bolt connecting the air cylinder to the actuating arm Remove ancillaries and disconnect the spring Remove two mounting bolts and remove bracket and pully assy from engine Push the pulley through the bearing undo the locknut on the back of the pivot bolt and remove the pivot bolt Replace with new parts as required and reassemble Notes on re assembly Tighten the pivot bolt with loctite 243 up enough for free operation of the pivot arm remember to put the plastic washer between the bracket and the arm and then tighten locknut in place Check when all is tight for free operation Remember to fit the small distance washer between the pulley wheel and bearing and apply bearing fit loctite between shaft and bearing Check for free bearing operation before and after assembly Check for slider free movement 1f needed re grease before reassembly Apply loctite to bracket to engine bolts and tighten to 25 to 30Nm Reassemble prop as prop section and check pre rotator pneumatic function h Rotor brake and trim mechanical system Basic description A simple pneumatic system usi
20. other than via a fuel cutoff Never turn the engine over without these wires connected 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 Each new module requires a wire connected to the cranking connector of the aircraft s master switch Such an installation e g if new engine fitted must only be made with prior CAA RSUK approval refer to RSUK for further information REMARK Conair Sports Soft Start Module If the Rotax ignition modules described above are not fitted it is possible to fit this after market soft start system under MC 174 See SB 041 for further information 11 The charging system is via a Rotax standard regulator located screwed to the LHS airframe engine mounting Power is fed from the engine alternator into this unit and then out to the aircraft systems See the Rotax engine handbook for more details 111 The starting system is via a Rotax standard solenoid fed directly from the battery and to the starter motor The engine is earthed directly to the airframe via a short cable bolted through the battery earth cable The solenoid is activated by the keyswitch on the instrument panel Materials used See service parts list Special setup instructions None Repair methods The regulator is not serviceable The alternator is serviced as per the Rotax maintenance manual but requires engine remo
21. primary structural part is one for which the failure would be catastrophic and would prevent continued safe flight and landing All other structure can be considered as Secondary thus failure of a Secondary structural part would not be immediately catastrophic and with due care continued safe flight and or a safe precautionary landing could still be made Because of the simplicity of the aircraft structure some parts have a dual role such as the airframe As an example the core box section airframe is primary structure but the attachment points to the enclosure are not they are multiple redundant due to the number of attachments The primary structural elements are considered to be Airframe box section joining the rotor head to the engine seats tail and undercarriage Connection assemblies joining the rotor head to the airframe mast The rotor assembly and rotor head The tail and rudder assy The rudder and rotor control system The main undercarriage and nosegear Whilst other items may have an effect on flight safety they are considered secondary to the above The undercarriage is included as whilst it does not contribute to safe flight it 1s difficult to make a safe landing without it inevitably an aircraft rollover would result probably destroying the aircraft Page 18 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 a Airframe Basic description The airframe is made of 1
22. retained by a circlip accessible at the nose or by a coil spring accessible through the baggage hatch Note MC 198 releases the Aveoflash strobe units onto the MTOsport comprising two streamlined LED based strobe heads with LED nav lights These are self contained and link directly into the aircraft wiring harness connection on the mast behind the rear seat These are NOT approved for night use When fitted they are to be used only with LED landing lights and fused with a 5A fuse instead of a 20A fuse a A ww S oP er WA AW ae ay Aveoflash strobe heads Mounted in the same place as the existing strobe heads either side of the enclosure rear of the rear seat Page 31 of 80 Page issue 6 dated 20 03 12 Copyright of RotorSport UK Ltd Document number RSUK0044 d Pneumatic Basic description Refer to RSDS7070 MTOsport electrically operated pneumatic control system Principle of operation Single electric pump feeds air into system via a water filter and electric and mechanical control valves to three cylinders a double acting cylinder operating the rotor brake and trim one single acting cylinder operating the pre rotator engagement and an additional cylinder that engages the bendix gear Operation of nose up trim rotor brake or pre rotator activates pump for pressure and appropriate valves Activation of nose down trim releases air via a regulator and releasing of pre rotator button depressurises engagement air cylinders
23. 14UL Exhaust system The silencer is supplied fitted to the engine by Rotax The aftermuffler 1s an addition to reduce noise but may be removed if required Materials used See service parts list Page 22 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 After muffler installation with single band clamp around the silencer Special setup instructions Tighten clamps securely Repair methods This muffler is the service part available for repairs Basic description 912ULS exhaust system Refer to RSDS7100 This comprises a welded up specific assembly for the silencer for this application and a separate aftermuffler Parts of the exhaust system are attached by means of tension springs It has been found that the original Rotax carbon steel springs are prone to rusting and failure and these may be replaced by stainless steel springs supplied by RSUK as RSD4487 Service Bulletin SB 022 refers Ensure that the safety wire is refitted or replaced enf Bu et CA A a lt E RA Materials used See service parts list Special setup instructions Ensure jubilee clips are securely wirelocked to prevent loss in case of failure Ensure clamps are tight Page 23 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Repair methods Replace items 1f required Basic Description Oil cooling system The oil system is a dry sump type It comp
24. 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 1s normally required Simply tighten all nuts to 25Nm Page 36 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 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 tighten Note that thes
25. CK A PRIOR TO FIRST FLIGHT OF THE DAY For update control and one source of information this check is not printed here Refer to the Pilots Handbook For all inspection checks reference must be made to RotorSport UK Ltd either via the website www rotorsport org or directly for the latest schedule SECTION 7 SCHEDULED MAINTENANCE WORKSHEETS To allow ongoing updates of these service sheets with field service information received they are located on the RotorSport UK Ltd website www rotorsport org F076 issue 6 25hr service worksheet F138 issue 3 100hr service Annual inspection worksheet F146 issue 2 short term storage worksheet or F141 issue 2 long term storage worksheet PERMIT RENEWAL Over and above the annual inspection the CAA have some specific requirements that must be met demonstrated during the permit renewal process These are 1 Demonstration of compliance with relevant AAN s 29247 downloadable from the CAA website at applicable issues and with any addendums See the aircraft Certificate of Conformity for details 2 Demonstration of compliance with CAA Type Approval data sheet No BG 02 current Issue downloadable from CAA website 3 Demonstration of Compliance with CAP 661 Mandatory Permit Directives detailing the Revision date issue and stating relevant MPD s and method of compliance and location page of certification in log book Achieved by checking the copy of the latest document on the CAA website and r
26. Copyright of RotorSport UK Ltd Document number RSUK0044 Maintenance Manual 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 STATEMENT OF INITIAL CERTIFICATION This manual complies with British Civil Airworthiness Requirements CAP553 Section A Chapter A5 3 Gerry Speich C Jun 6 2012 12 35 PM 000000000 OOOCOOOOOOOOOCOOOCOETOO CAA Approval No DAI 9917 06 Page 1 of 80 Page issue 6 dated 20 03 12 Copyright of RotorSport UK Ltd Document number RSUK0044 Applicability Aircraft Registration Aircraft serial no Engine type Engine serial No Rotor blade type amp diameter Propeller type en RSUK MTOS Rotax 912 ULS or 914UL Autogyro 8 4m black end cap only or Autogyro 8m grey end cap only or Autogyro 8 4m Rotor System II red cap only when modified under SB 040 HTC 1 73m or Woodcomp SR3000 3 Page issue 5 dated 12 9 11 Page 2 of 80 Copyright of RotorSport UK Ltd Document number RSUK0044 CONTENTS AND CHECK LIST OF PAGES Content Page No Cover page Title page Publishing details Contents and checklist of pages Section Amendments to the schedule 5 Section 2 Foreword 7 Gyroplane Maintenance 7 Section 3 Owner Operator responsibilities 7 Certifying persons responsibilities 7 General inspection s
27. Jun 6 2012 2 03 PM CaSign ChSien Position Eng Manager Position Engineer Inspector signatures on office reference copy Page issue 6 dated 20 03 12 Page 5 of 80 List Of Effective Pages Page Page Page 2 Page 3 Page 4 Page 5 Page 6 Page 7 Page 8 Page 9 Page 10 Page 11 Page 12 Page 13 Page 14 Page 15 Page 16 Page 17 Page 18 Page 19 Page 20 Page 21 Page 22 Page 23 Page 24 Page 25 Page 26 Page 27 Page 28 Page 29 Page 30 Page 31 Page 32 Page 33 Page 34 Page 35 Page 36 Page 37 Page 38 Page 39 Page 40 Page 41 Page 42 p a 7 g gt AaAaaanaaaaaaNnQnmaaNaaAaaaanaaaiaaiaaaiananiananhb A A RAAN ANAND Copyright of RotorSport UK Ltd Document number RSUK0044 Date 20 03 12 12 9 11 12 9 11 12 9 11 20 03 12 20 03 12 20 03 12 22 12 10 22 12 10 22 12 10 22 12 10 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 20 03 12 20 03 12 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 12 9 11 Page Page 43 Page 44 Page 45 Page 46 Page 47 Page 48 Page 49 Page 50 Page 51 Page 52 Page 53 Page 54 Page 55 Page 56 Page 57 Page 58 Page 59 Page 60 Page 61 Page 62 Page 63 Page 64 Page 65 Page 66 Page 67 Page 68 Page 69 Page 70 Page 71 Page 72 Page 73 Page 74 Page 75 Page 76 Page 77 Page 78 Page 79 Page 80 Page 6 of 80
28. MAINTENANCE WORKSHEETS Worksheets shown in Section 7 must be issued and the tasks certified for all scheduled maintenance checks These worksheets become part of the maintenance records required to be kept by the operator All maintenance carried out in connection with a particular check should be certified on suitably referenced worksheets an example available from the RSUK website and included in the gyroplane records These worksheets must be cross referenced in the appropriate log book s giving general details of the additional maintenance carried out DEFINITIONS Throughout the schedule the following terms and abbreviations have the stated definitions SER VICE LUBRICATION SERVICE LUB The term Service or Lubrication requires that a component or system should be serviced and or replenished as necessary with fuel oil grease water etc to the condition specified The term service may also be used to require filter cleaning or replacement INSPECT INSP An Inspection is a visual check performed externally or internally in suitable lighting conditions from a distance considered necessary to detect unsatisfactory conditions discrepancies using where necessary inspection aids such as mirrors torches magnifying glass etc Surface cleaning and Page 8 of 80 Page issue 4 dated 22 12 10 Copyright of RotorSport UK Ltd Document number RSUK0044 removal of detachable cowlings panels covers and fabric may be required to be ab
29. NG Once the panel is removed the engine kill switches are deactivated and if started cannot be stopped easily Disconnect the battery earth for safety and where available fit Safety Plug RSD7191 available from RSUK Refitting is a reverse of the above The panel must be fully checked for equipment function pneumatic electrical pressure after replacement Only repair instruments 1n accordance with manufacturer recommendations ASI gauge slow to respond possibly a kinked pipe especially if OK in the front and not in the rear Poor response could be water or other blockage in the pressure feed at or near the nose Calibration The unit cannot be user calibrated If found to be in error more than 5 replace Altimeter This unit may be adjusted if required to match height indicated to pressure setting Remove the small screw beside the adjustment knob on the panel This will allow the knob to be pulled out slightly which will disengage from one scale Adjust the two scales to suit a calibrated gauge push back in and replace the screw Note the adjustment in the aircraft logbook RPM and engine gauges Not user repairable replace if faulty Transponder and radio Neither unit is user serviceable Return them to Filser via their aftersales program see the Funkwerke website Antennas and cables may be replaced 1f faulty or broken Temperature gauges These are bonded to the rear face of the panel so not easy to remove The battery ca
30. Repair methods There is no repair method for the radiator brackets mountings or hoses other than direct replacement Basic Description 914UL side scoop radiators In order to cater for cooling in hot climates a radiator option exists where two scoops are fitted either side of the enclosure over the suspension bow and two standard radiators fitted behind them This adds 2Kg to the aircraft weight and two sets are in service in the UK at the time of writing The air scoops are composite parts They are retained by rivnuts and or standard fasteners to the enclosure and to the airframe The radiators are mounted inside the scoop to bonded panels The scoops are non structural and minor cosmetic repairs are acceptable Page 25 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Materials used see RSD7120 Dual radiator configuration Otherwise as single radiator Special setup instructions As single radiator except that venting the two radiators is not easy Squeeze the crossover tube between the radiators to blow the bubbles out with one of the top hose disconnected Ensure the system 1s able to flow freely with no hose kinks Repair methods There is no repair method for the radiator brackets mountings or hoses other than direct replacement Air scoops may be painted or minor repairs affected 1f removed ensure all fastenings are secure after refitment and that edge trim 1s wirelocked B
31. TENANCE This section defines the type and extent of maintenance that may be carried out and certified by a pilot who is the owner of the aircraft and operates under a CAA Permit to Fly Refer to CAA CAP 733 for more information Some of the wording is adjusted to suit gyroplane terminology 1 Replacement of landing gear tyres Including removal and replacement of wheels cleaning and servicing of wheel bearings application of creep marks removal and refitting of brake units to the extent required for wheel removal and the removal and the renewal of brake pads linings when special tools are not required Replenishment of hydraulic brake system fluid level 2 Replacement of defective safety wiring or split pins excluding those in engine transmission flight control and rotor systems but including those designed to be pilot maintainable and shown in the pilots handbook eg teeter bolt split pin 3 Repairs to upholstery and decorative furnishing of the cabin or cockpit interior when repair does not require dismantling of any structures or operating system or interfere with an operating system or affect the structure of the aircraft 4 Repairs not requiring welding to fairings non structural cover plates and cowlings 5 Replacement of safety belts or safety harness 6 Replacement of seats or seat parts not involving dismantling of any structure of any operating system 7 Replacement of bulbs reflectors glasses lenses or lights 8
32. UK0044 SECTION 1 AMENDMENTS TO THE SCHEDULE 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 NUMBER BY as 309 fo SE Po 2000312 es ee ee ee Change summary 3 MC and SB changes incorporated further Rotax information added Worksheet references comments on battery brake ratchet wear prop Life limitations added for rotors MC and SBs now on website RotorsystemII added MC198 aveoflash and 199 ATR833 referenced Transponder verification bi annually recommended OEM stick grip pages renumbered and space added Annual flight test now CFS301 Windscreen crack stopping added p52 rudder cable adjustment amended p64 Transponder verification biennial replaces bi annual p58 Fuse values changed under MC 208 SB 054 p30 This permanent revision amendment complies with British Civil Airworthiness Requirements Section A Chapter A5 3 RotorSport UK Ltd approval signatures for the above manual issue Signature Signature f Graham Shaw b Shaw
33. after all setup the rotor head is able to reach roll and pitch stops in both directions and that at the extremes of operation the vertical control rods are still free to rotate Ensure that the head rotates freely without any binding or bearing noise Replace the bearing 1f any doubt Ensure there is no freeplay in the control system by moving the stick s with the rotor head held still If found locate the cause and rectify With the rear control stick in the mid roll fully forwards position there should be at least 25mm 0 10 clearance to front seat The stick should not use the front seat as a stop in the any position The rotor head must be able to reach its limit stops in all control positions and must not use the lower rod ends as limit stops NOTE the bushes within the rod ends on the vertical control tubes are specially relieved type to enable the rod ends to go through the full articulation required After assembly ensure these are in the correct positions and check that the rod ends are free on control extremes NOTE The bolts used in the control system are cut down M6 bolts to ensure the shank is in shear load instead of the bolt threads NEVER replace these with standard bolts otherwise the system strength will be degraded Repair methods This is a primary control system do not take chances Bent tubes must be replaced Teeter bolt or pitch roll bolts and bushes should be replaced if noticeable wear is found
34. asic description Throttle turbo where fitted and choke controls The system comprises a throttle body assembly that also carries the brake lever on a single pivot bolt connected to the airframe On the same bolt is the choke lever which if operated is automatically pushed off by the throttle when pushed forward The connection to the engine is via Bowden cable two separate cables to the throttles linked at the throttle body and one choke cable split to two in a splitter mounted on the mast There is an eccentric bush on the throttle body to allow throttle idle adjustment In ere Fahim IL J Uik mi ile i erat Ta sae ot rm a 1 li e ap ay B a pgs i Plea L aes Ce a a ee Tat ba a LAT i Chel Ant W ga aam a taal a AE aidan pee eel eri hs Fis mal L Throttle body assy Materials used See drawing RSD7098 Page 26 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Special setup instructions Basic carburettor control setup Assumption all cables are in place and basic setup only is needed Engine has run 1 Ensure that the carburettor idle stops are screwed back to meet the throttle arm and that the idle is about 1600rpm 2 Mark the cable position to the arm 3 Set the throttle lever to the position shown on P26 about 60mm above the seat Adjust the idle cam on the throttle lever to stop in this position 4 Loosen the cables in the carb arms and allow the lever to return t
35. ated as required then non compliance will invalidate the Permit to Fly SECTION 3 OWNER OPERATOR RESPONSIBILITIES Operators are responsible for the accomplishment of the maintenance prescribed in the schedule CERTIFYING PERSONS RESPONSIBILITIES Certifying persons must use their engineering skill and judgement in determining the depth of inspection needed and other matters that could affect the airworthiness of the gyroplane In order to claim any alleviation on subsequent inspections the gyroplane maintenance records must record the extent of previous inspections upon which the alleviation is based Certifying persons are responsible for recording in the appropriate log book or worksheet any defects deficiencies or additional maintenance required as a result of implementation of the schedule GENERAL INSPECTION STANDARDS The general inspection standards applied to individual task inspections must meet the recommended standards and practices of RSUK In the absence of general inspection standards refer to CAA CAP 562 Civil Aircraft Airworthiness Information and Procedures CAAIP or other CAA recommended standards and practices and or the LAA Gyroplane Maintenance manual Inspections may be carried out without component removal or dismantling unless considered necessary or where required by the schedule AIRWORTHINESS LIFE LIMITATIONS RETIREMENT SCRAP LIVES Airworthiness life limitations shall be those published by the CAA state of
36. ater coolant system layout and RSDS7067 for radiator system Fill with a mix of 50 50 water and EthyleneGlycol antifreeze suitable for aluminium engines It is highly recommended to use distilled water as this will limit impurities in the engine Special setup instructions Follow Rotax instructions for change intervals and for venting the system whilst refilling see the engine handbook If the radiator is removed ensure that the rubber mountings are refitted with the safety straps in case of bush failure The screws retaining the brackets to the engine must be loctited with Loctite 648 This is a very secure loctite and removal of these bolts may require heat to be applied to the screw head via a suitable small flame torch Pay attention to hose routing and tie wraps to ensure the hose cannot fret or contact hot points note that the 914 hose on the right of the engine carries a metal section to prevent contact to the exhaust Ensure hose clamps are secure and correctly positioned There is no thermostat in the water coolant system This can lead to a long warm up time and cool running when lightly loaded in cold operating conditions If required the radiator may be blanked off either side with a length of duct tape Ensure the surface is clean first and wrap the tape around the radiator such that the ends overlap at least 50mm Do one length first fly and test then another if needed Remove when the operating conditions allow
37. ation Service Bulletins Service Letters etc published by RSUK should be formally technically assessed by the Owner Operator and adopted 1f required to ensure operational safety and reliability compliance with service information should be recorded in Part C of CAP 398 399 or 400 logbooks or an approved equivalent MODIFICATIONS Approved modifications which have been carried out to the gyroplane engine components and radio after original manufacture must be recorded in the appropriate log book s Any recurring inspection or maintenance task resulting from approved modifications should be recorded in the aircraft worksheets DUPLICATE INSPECTIONS Following initial assembly or any disturbance of a control system or vital point the procedures outlined in British Civil Airworthiness Requirements BCAR Section A 8 Chapter A6 2 B6 2 and A5 3 shall be applied Certifications must be recorded in the appropriate worksheet log book or aircraft technical log In summary this procedure requires that all and any such changes be cross checked by either a CAA approved Inspector or Certified or CAA Authorised Engineer prior to first flight and this cross check shall be as thorough as practical including physical tests if appropriate In exceptional circumstances the CAA also allow another qualified gyroplane pilot to cross check modifications this person must sign the logbooks to certify their actions with their pilots licence no SCHEDULED
38. ay shatter or suffer severe surface crazing Windscreens are a service item Front windscreen Retained by M4 cap head screws screwed into rubber mounted captive nuts Remove the screen by undoing the M4 screws leaving the sideslip flag screw in place The screen can be lifted clear This exposes the captive nuts If the nut has to be replaced simply pull it out and push in a new one The side slip flag is retained by a single M4 screw and screws through the screen to the black plastic support block on the inside This support block in turn is located on the head of a cap head bolt mounted on top of the enclosure which prevents movement once fitted Fit the new screen by locating the rubber strop along the lower edge prevents scuffing and looks better and start fastening to the body from the middle outwards Put the support block in place after 3 or 4 screws it s easier Once the lower screen screws are all located tighten them all down Then fit the side slip flag if no screen hole is present carefully drill a 4mm hole in line with the centre of the support block and then fit the screw Rear windscreen Replacement is a straightforward removal of the fasteners and replacement Under the edges first and work inwards to the centre screw and reverse when refitting Make sure the pilot shoulder harness is in place before fitting outboard screws Page 51 of 80 Page issue 6 dated 20 03 12 Copyright of RotorSport UK Ltd Document n
39. back under the left tank to the filter mounted on the right of the mast See installation drg The filter is a mesh type push fit into the hose The hose then continues to the mechanical pump and then to both carburettors The fuel supply to the 912ULS backup electrical fuel pump is direct there is no cut off valve and the fuel can be shut off by turning the switch off on the panel The mesh filter is sited directly prior to the pump with an additional filter after the pump This latter filter is to prevent pump debris in the event of pump component break up entering the carburettors The feed from here goes directly into the crossover feed between the carburettors The 914UL carries two electrical pumps One is isolated by the panel switch the other by the keyswitch when turned off Both carry the same pre filter and enter one common or two separate Page 71 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 post pump filters feeding into the fuel regulator valve on top of the engine The tank fittings are identical to the 912ULS and the keyswitch operated pump is fed from the front tank The return fuel bypass line from the regulator feed into the top of the left tank via a length of clear hose The clear hose is there so that fuel can be observed to be flowing This hose must be Gutasyn or equivalent fuel resistant hose to comply with CAA MPD1998 O19R1 Principle sketch fuel system 912S mec
40. craft and is positioned 100mm from the bottom of the rudder The tab is supplied with a self adhesive tape ensure the rudder surface is clean amp degreased before fitment Repair methods If the M6 airframe mounting hole in the tail is stripped of its thread remove the tail and carefully drill and retap to M8 Drill the matching hole in the airframe to 8 5mm Fit M8x35 cap head screw with washer under the head Cable assies no repairs Composites no repairs currently authorised Paint touch up and match as per normal automotive repair processes Page 69 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 m Rotor head and rotor head control Basic description See drgs RSDS7164 All rotor head parts excepting bolts are stainless steel or aircraft aluminium as per the airframe The roll and pitch stops are set with pins and are not adjustable Grease nipples are fitted to the rotor and pitch roll block Materials used Head bearing spec is SKF3206 A RSITN9 MT33 Otherwise see parts list Assembly methods Pitch roll bolts tighten to 1SNm then back off such that the head moves freely and that there is no freeplay Fit split pin See drgs for detail Rotor bearing nut tighten to 160Nm 20Nm backed off to next split pin hole The head is set so that with the stick in mid position fully forward the rotor head is set 1 deg to the left Special setup instructions Ensure that
41. design and RSUK Airworthiness life limitations should be recorded in CAP 543 Time Limited Task Record or an appropriate equivalent The main rotor bearing has a planned life of 1000 service hours The following rotor systems permitted for use on this aircraft have a life limit of 700 service hrs Autogyro 8 4m blade MT series RSD7040 black end caps Autogyro 8m blade MT Series RSD7139 grey end caps AutoGyro 8 4m Rotorsystem II BG1793 red end cap has a safe life limit of 2 500hrs AIRWORTHINESS DIRECTIVES Page issue 5 dated 12 9 11 Page 7 of 80 Copyright of RotorSport UK Ltd Document number RSUK0044 All applicable Airworthiness Directives or Mandatory Permit Directives issued by the CAA and the state of design must be complied with Compliance with AD s or MPD s should be recorded in Part C of CAP S 398 399 or 400 logbooks or an approved equivalent AIRWORTHINESS NOTICES All applicable mandatory CAA Airworthiness Notices must be complied with Compliance with CAA Airworthiness Notices should be recorded in Part C of CAP S 396 399 or 400 logbooks or an approved equivalent OVERHAUL AND TEST PERIODS Overhaul and test periods shall be those shown amp recommended by RSUK The CAA may vary or mandate overhaul and test periods by the issue of an Airworthiness Directive or Airworthiness Notice The overhaul and test periods should be recorded in the appropriate aircraft worksheet SERVICE INFORMATION Service inform
42. diator may be blanked off either side with a length of duct tape Ensure the surface is clean first and wrap the tape around the radiator such that the ends overlap at least 50mm Do this first on the water radiator as the water temperature will also be cool and 1f then required on the oil radiator Remove when the operating conditions allow Page 24 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 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 Repair Methods There is no repair method for the radiator thermostat sump mountings or hoses other than direct replacement Crimped hose connections may be replaced by clamped connections see parts shown on the assembly drawing Basic description Water cooling system 914UL and 912ULS standard Refer to RSDS7069 RSDS7097 and RSDS 7067 This comprises a Rotax standard radiator mounted on rubber isolators on brackets just in front of the propeller Hoses from to the radiator go to the engine water pump and return and via the T pieces that provide hot water to the carburettor heat jackets Materials used See RSDS7097 W
43. drive shaft Page 46 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Assembly methods Special setup instructions Only minimally lubricate the bendix with light oil excess grease or oil may cause the unit to jam Loctite 243 for all fastenings in the system Check for correct pneumatic function after assembly see test in service sheets Note that the pre rotator head cylinder must drive the bendix upwards before full engagement at the propeller drive Adjust the flow valve on the prop cylinder pneumatic valve to achieve this Page 47 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 The bolt holding the base vertical UJ to the gearbox has a short screw and reduced thread engagement in the nylock nut This is to prevent contact with the seat belt and the nut must be loctited 243 during assembly When replacing the small drive wheel apply loctite bearing fit or equivalent between the shaft and the bearing This is to prevent shaft wear Repair methods Refer to drawings RSDS7070 and 7087 To replace the drive belt remove the propeller marking the radial position with respect to the engine flange and pre rotator hub first slip the belt off and clean the drive wheels Replace the belt and propeller Remember loctite 243 on the propeller bolts Lightly lubricate the belt with PTFE spray mould release agent or talcum powder stops belt grab
44. e may be two different thickness spacers 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 Axial 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 The black or grey end cap rotor system View of rotor top Hub bar assy Blade 9 x Rotor blade attachment bolts with 9mm bore washer under head Page 37 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 View of rotor bottom Do not adjust these nuts bolts M8 Nylock nuts 8mm thin washer under head Spacer extrusion View of rotor installed Teeter bolt Dot marks A Teeter stops Page 38 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Top view of rotor installed Teeter bolt Spacer Rotor Spacer Washer nut amp split pin D gt 7 E e p Match parts using dot marks on tower spacer and hub normally one dot or two dots same whether red black or grey end caps Additional views below show the differences between the original and RotorSystem II construction Page 39 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Teeter bol
45. e serial No and Propeller serial number 11 Pilots Operating handbook Issue No You will need to show your copy 12 Modifications and service bulletins MPDs The logbook must show any incorporated both in the white pages and in the back pages showing the mod summary Service bulletins and MPDs must be shown in either one time requirements or Repetitive requirements if to be repeated at certain intervals In the latter case the repeat checks must have been done They must be referenced with either CAA or RSUK mod numbers and to their worksheets if used to show embodiment and to be available for review A well presented and completed document set as above will make the permit renewal process relatively easy See the RSUK website for further permit renewal guidance Intentionally blank Page 14 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 SECTION 8 ANNUAL FLIGHT TEST Annual Flight Test Schedule refer to CAA check flight schedule CFS301 Page 15 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Intentionally blank Page 16 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 SECTION 9 Aircraft systems description and maintenance methods General notes 1 na A 10 11 12 14 15 These instructions are not all encompassing and should always be used in
46. e should move between 8 and 24mm Adjust turnbuckles as required Page 67 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Top plate is bonded into the tail This fastener is a failsafe fastener is bonded inside tail on later aircraft M8 screw Pivot bush Plastic washer designed to rotate in bracket clamped to rudder fits around bush and free to rotate View of top pivot installed The rudder top bolt torque is 15Nm with loctite 243 as are the four bottom M6 bolts There are four spacers between the rudder and the culisse take care these are two different heights The short ones are at the rear Washers may be placed between the spacers and rudder to allow for height tolerance The tail is mounted on the airframe via 4 x M6 bolts 15Nm with Loctite 243 Washers may be added between the aluminium spacer and the airframe to centralise the fin assembly with the mast extra pair of washers on one side of the keel and raise the tail clear of the rudder cable Ensure no more than two washer height difference between left and right side of the keel Take care that the cable guides are correctly positioned over the pulleys to prevent cables jamming and wearing Page 68 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Trim tab Trim tab may be positioned either side of the rudder It is normally bent about 15 to 25deg to the left of the air
47. ed to remove any other item to do this change Remove the four cap head bolts holding the assembly together The calliper will come off to the inside of the wheel and the two pads off separately The pads slide on Teflon bushes on short hardened steel inserts See picture below Remove these 4 bolts to remove brake pads Page 62 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 wks vt ee PF a In ie A NNN Outer pad Bush Inner pad Calliper with piston Replace parts as required When refitting there is put a thin smear of Vaseline or grease around the piston and on the bushes Loctite 243 MUST be put on the bolts as a loose bolt could enter the wheel and prevent it from turning Note sticking brakes are probably due to one of three causes 1The calliper piston is known to sometimes stick in the calliper bore is very dirty or left with salt corrosion To repair remove the calliper from the wheel but do not disconnect from the hydraulic line and using the brake lever push the piston out slowly and carefully until the black O ring is just visible Clean the piston and cover with a smear of Vaseline or light grease Push it back in if needed with a G clamp and re assemble 2 The brake lever is not returning properly to its stops Ensure the lever returns if not check that the rear seat brake cable if fitted is adjusted correctly and that the attachment betwe
48. eferencing it on the Annual Inspection worksheet 4 Demonstration of Compliance with CAP 747 detailing the Revision date issue and applicable Generic Requirements Achieved by checking the copy of the latest document on the CAA website and referencing it on the Annual Inspection worksheet 5 Demonstration of Compliance with EASA AD s applicable to the Rotax 912 914 engine claim those for which are covered by mod state and detail those which are not relevant to UL ULS Achieved by checking the copy of the latest document on the EASA website and referencing it on the Annual Inspection worksheet 6 Demonstration of Last completed Scheduled Maintenance check reference Maintenance Manual requirements and significant maintenance tasks repairs completed Achieved by showing the signed completed service worksheets which must be referenced in the aircraft and engine logbooks together with reference back to the manual used Page 13 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 7 Flight test report copy of report required for the CAA 8 Permit Flight Release Certificate if previous Permit expired Copy required 9 Aircraft weighing report date and Cof G schedule copy required if changed since last renewal Note There is no requirement to annually re weigh a gyroplane If a re assessment of the aircraft CG is required please contact RotorSport UK Ltd 10 Check of Aircraft hours Engin
49. en the arm and brake cylinder is not too tight the eyebolt from the arm into the cylinder must be able to move on the bolt 3 The brake pads are unable to move freely on their bushes or the bushes are worn Remove the pads and clean the bushes or replace the set Page 63 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 D Rudder and rudder control Basic description Refer to RSDS7163 rudder controls The rudder is controlled via tubular linkages between the front and rear pedals connected via the nosegear and from the rear pedals to the rudder via a cable This cable is in three parts two short lengths connected to each rear pedal two turnbuckles and a single length from turnbuckle to turnbuckle around the rudder culisse The culisse is a plate and bearing assy which in turn sits on a welded pin on the keel Each turnbuckle may be covered in shrink wrap sleeve which protects the passenger or luggage and aircraft from any snagging on split pins or wire locking The rudder itself is bolted to the culisse and does not disturb the cable settings if removed for any reason The rear tail assembly and rudder are GRP or CRP mouldings The rudder has a simple top pivot with a 12mm top hat bush and plastic spacer washer between the rudder and pivot plate bolted to the rudder with a steel dome bolt locked with Loctite 243 Rudder position and cable tension with respect to the footpedals is adjusted
50. f the engine suffers a major repair remove and flush the oil tank The oil cooler should also be removed and flushed Take care to refit the tank at the correct height see drawing After draining the oil system prime it in accordance with Rotax handbook procedures before starting the engine Ensure tank drain plug rear engine oil hose and oil pump plugs are wirelocked When tightening the hoses to the top of the radiator ensure the nut on top of the radiator is held securely in a spanner to prevent torque from being applied between the nut and the radiator this connection is not designed to take a torque load and applying one may lead to oil leakage If hoses are removed or replaced take care to tie wrap securely and as per the drawing The oil pipes pass close to hot points and edges and are exposed to vibration Loose pipes will cause fretting and possible oil loss Ensure that the oil thermostat 1s not rubbing against the battery Due to variation in hose length and actual positioning on the aircraft it is possible that this item may be close to the rear of the battery In this case a length of hose fitted to the edge nearest the battery is permissible held on with tie wraps The oil thermostat is set at an optimum level to suit anticipated flight conditions from full power vertical descent on a hot summer day to winter lightweight cruising As such there are times when the engine oil may not reach temperature If required the ra
51. gles may be adjusted to suit individual occupants but care must be taken to work within these boundaries 7 At the same time ensure that the nosegear link plate is straight ahead Ideg 8 When satisfactory tighten locknuts on pushrods and replace any nylocks used more than three times 9 With pedals still clamped check rudder alignment should be 10degrees right 1 deg Then check rudder cable tension see below Adjust if required by adjusting the turnbuckles and if the tension is already correct adjust each side the same amount to maintain the same cable tension 10 Rudder movement should be 27 deg left 47 deg right 3deg Check after adjustment See below for gauge drawing Page 64 of 80 Page issue 6 dated 20 03 12 Copyright of RotorSport UK Ltd Document number RSUK0044 11 After any cable adjustment re wire lock the turnbuckle and cover with shrink sleeve aay Bs d E3 y ad 7 o pe p S eo oN ny g E 29 aneit a z a s gt s P d a La aan W a PE a BOS Ea Ary a Rod ends connecting rods to rear pedals Note snubbing washers under bolt cap head Page 65 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 o Ps x Rudder cable pulley assembly Page 66 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Apply a tensile load of 2Kg and re measure gap Cabl
52. gs The exit fittings from the tanks carry gauzes to prevent large objects entering the supply system There are two feed supplies to the engine comprising a rubber bushing and a push in fitting with a gauze filter This allows increased use of fuel tank contents particularly in a steep nose down descent with low fuel Each fuel tank 1s also fitted with a fuel water check valve This is fitted with a castellated nut inside the tank with the castellations facing DOWN so that they embed in the tank when tightened The unit is also wirelocked to the fuel crossover exit fitting Each tank 1s filled via the filler at the top of the tank These filler caps are retained via a plastic loop to the tank neck with an additional plastic tie for added security The original fuel hose fitted was Trelleborg Hydro K which is subject to CAA MPD2010 001 with approved alternative of Semperit TU10 or FUHT These 8mm hoses are proven to be fire resistant and are mandatory fit in the engine bay Semperit TU10 hose is released to service as an alternative to Hydro K under SB 012 Note that the hose outer diameter 1s smaller than the equivalent Hydro K so the hose clips are a size smaller Semperit FUHT hose is released to service as replacement for either of the above hose types under MC 129 The fuel supply from the tank to the 912ULS mechanical pump is from the front of the tank to the fuel cutoff valve on the left side of the enclosure where fitted and then
53. hanical pump Tank gauze filters SZ _ Fuel pumps Post pump filter Principle fuel system 914T The fuel system also has a low fuel level warning sensor integrated with a low voltage sensor The electronics are contained in a grey control box located behind the instrument panel supplied by Page 72 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Avcomm The warning lamps are 6v red leds and the level sensor is an LED sensor fitted to the rear of the left fuel tank The height is such that it will switch on at around Sltrs of fuel Materials used All hoses within firewall area rear of the battery were Trelleborg HydroK which are subject to CAA MPD2010 001 Alternative approved hose is Semperit TU10 or FUHT See parts list Assembly methods All hoses are connected via snap over or side crimp fittings See assy drawing Special setup instructions Ensure that the crossover tube drain point 1s wirelocked after use and is sealed with the minimum amount of PTFE tape Tank fitting connections should not be made with PTFE tape excess tape can block fittings and cause system malfunction Use Loctite 5331 on the threads Ensure tank straps are pulled tight if disturbed or replaced without distorting the tanks Cut off eXCeSs If the hose runs are disturbed check after replacement for possibility of fretting against objects that would damage or cut the hoses Use addit
54. he modification approval MC 090 and may lead to a small performance deterioration Heat on the tape during fitment will allow easier fitting along the curved edge see SB 038 for detailed information If fitted the integrity of this tape must be examined at each 100hr Annual inspection There must be no air bubbles under the tape no lifting of any edge or any deterioration e g splitting of the tape itself Should the tape installation be defective it may be replaced individual blades acceptable Full instructions are contained in SB 038 Page 45 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Propeller balance A well balanced propeller will significantly improve the engine and ancillary component service life The Rotax recommended maximum is 0 Lips Mass balance weights may either be washers fitted under the propeller fitment bolts or self adhesive aluminium wheel balance weights as used on car wheels fitted inside the propeller hub to a well cleaned dry surface If using washers under the prop bolts use no more than three 2mm washers extra under each standard prop bolt unless a minimum of 6 full threads of engagement are obtained between the bolt and the flanged nut measure by checking the depth of the bolt from the flange nut depth 9mm max If more washers are required and or there is insufficient thread engagement fit a longer bolt to suit and ensure no more than 8mm of thread
55. holding the trim cover to the instrument panel and locating the fuse block in the loom Ensure safety tie is fitted across fuses in the block prior to refitting side panel screws Ensure screws are tight Note Service Bulletin SB 054 Recommended and applicable to all MTOS before RSUK MTOS 045 introduces different fuse ratings to provide better protection of the aircraft s electrical cables The revised ratings are shown in comparison with the original fitment below Fuse Function Original New New Ident Rating rating Part number Fl Compressor 20A ISA RSD4479 F2 Fuel pump 1 SA no change F3 Fuel pump2 SA no change F4 TCU SA 2A RSD4710 F5 Cockpit Instruments amp Avionics 10A 7 5A RSD4711 Accessory power socket limited to 5A F6 Heating 1 ISA no change F7 Heating 2 ISA no change F8 Lights 20A ISA RSD4479 Strobe heads 0 35 cable protected by driver unit internal 5A fuse or optional Aveoflash LED nav strobes are used in conjunction with LED landing lights and 5A fuse F9 Starter solenoid 5A no change F10 VP prop 25A ISA RSD4479 F11 VP prop circuit breaker 10A no change F12 Charging socket 16A not fitted to UK aircraft Page 30 of 80 Page issue 6 dated 20 03 12 Copyright of RotorSport UK Ltd Document number RSUK0044 Landing Lights Three types of lamp are available halogen RSD4163 option fit 50W each and LED RSD4511 option 2 5W each LED RSD4617 option 4W each The lamps are interchangeable and each is
56. ion Turn mechanical panel valve V1 to Flight Pull top hat button on the end of the stick towards pilot Closes electrical circuit to pump solenoid which pressurises the trim brake cylinder Release of switch turns off the pump leaving the cylinder pressurised Push the top hat button forwards Closes the electrical circuit to valve V2 which lets the cylinder exhaust via a regulator Rotor brake operation Turn mechanical panel switch V1 to Brake Pull top hat button on top of switch rearwards Closes electrical circuit to pump to pressurise trim brake cylinder and also opens valve V2 to exhaust air in opposite end of cylinder Brake can be engaged in full range of stick pitch movement Page 32 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Circuit diagram Trim system amp Rotor brake Pre Rowe Ter Clear hose upprr Rotor Engine Blue hose lower l pane mounted w A E a one BAA AES ki F Fe F F VB df d AFE al E ee eee ee ee ee ee ee eee ee eee ee J Filter Cmax 00h Pump Materials used as per parts list Assembly methods Hoses are all push type fitting push on with wire lock or with thumbscrew lock Special setup instructions Ensure system and air dryer filter are water free Dryer must be removed and either replaced or dried out every 100hrs Dried out means plastic pipe connections removed and placed in an oven at between
57. ion to the maintenance check cycle period must be recorded in the appropriate log book s together with the reason for the variation by a person who is Page 11 of 80 Page issue 4 dated 22 12 10 Copyright of RotorSport UK Ltd Document number RSUK0044 authorised to sign the log book entry for that particular check Details of the permitted variation must be made visible to the pilot 4 Permitted variations are not required to be deducted from the next scheduled check 5 The annual check may be anticipated by a maximum period of 62 days without loss of the continuity of the maintenance check cycle Thus for example where the full 62 days is invoked the following annual check would become due 14 months after the completion of the annual check that was anticipated The period by which the annual check was anticipated and the date of the next annual check shall be recorded in the appropriate log book s 6 Where the aircraft requires an annual inspection and was supplied new within that preceding year it is permissible for the 25hr airframe inspection to be accepted in lieu of the annual inspection provided the service has been undertaken within the 62 days requirement in note 5 Intentionally blank Page 12 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 SECTION 6 PILOT S PRE FLIGHT CHECK Pre flight checks are to be carried out in accordance with the Gyroplane Flight Manual RSUK0043 CHE
58. ional ties as required with short lengths of hose on the ties to act as distance pieces Repair methods Individual hoses may be replaced from roll stock If the mesh filter 1s replaced change the post pump filter at the same time There is no time interval specified for changing the fuel filters as typical fuel stocks are very clean However they are recommended to be changed after 500hrs 3yrs due to potential algae growth or general deterioration Water in the tanks can be drained quickly by draining the crossover tube or via the individual tank drains This is however a messy method if the fuel system is simply to be drained In this case it is easiest to disconnect the fuel return hose on a 914 and use the electrical pump to pump the system out into a suitable receptacle Use of unleaded MOGAS is highly recommended Leaded fuel contains additives eg lead which have a detrimental affect on the engine spark plugs pistons and slipper clutch Page 73 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 0 Roll trim Basic description Roll trim is an option fitment It comprises a panel mounted indicator fitted horizontally with placard indicating roll direction and a servo actuator mounted under the RHS of the front seat The actuator is connected via a rigging link and a length of bungee to the upper horizontal control tube The bungee cord is wrapped twice around the tube such that there
59. le on the cylinder In Brake position put 3 bar pressure on and ensure pre rotator does not function If it does adjust the cut out pressure o yite i eee ne ene cence mnnpen nen peneeengeneeeeeeneepeneaseneenenansensengaansengeneceneangentaenense Press the Interlock release button and ensure that pre rotator functions both cylinders head and engine with brake engaged Repair methods Water in the system will hamper valve operation If water has entered the system disconnect affected pipes and blow through with dry compressed air Ensure all valves are thoroughly dried and reconnect Replace or dry dryer Confirm full pneumatic system operation before returning to Service Possible problems and solution Pump does not run in any mode Check fuse If fuse OK check electrical supply to pump If none check supply at solenoid If supply but no energising of solenoid check stick loom to main loom connection and or pressure switches Pump runs but no or little pressure in any mode Check hose from pump to filter for splits or poor connection Check filters connections for tightness and hose from filter to instrument panel Loss of rotor brake pressure overnight Normally an air leak check at the cylinder connection the changeover switch amp the pressure gauge and the connections from the panel to the harness Pump runs but the pre rotator fails to engage properly slow pre rotation and or the trim system looses
60. le to satisfy the inspection requirements OPERATIONAL CHECK OP C An Operational Check is a test used to determine that a system or component or any function thereof is operating normally FUNCTIONAL CHECK F C A Functional Check is a detailed examination of a complete system sub system or component to determine if operating parameters are within limits of range of movement rate of flow temperature pressure revolutions per minute degrees of travel etc as specified in the appropriate maintenance manual Measured parameters should be recorded CHECK CHK A Check is the verification of compliance with the type design organisation s recommendations SECTION 4 PERMIT MAINTENANCE RELEASE This maintenance certification system is specific in accordance with BCAR A3 7 Owner operators must ensure their airframe and engine logbooks either contain a sticker with the wording Any reference to a Certificate of Release to service in this logbook shall be construed as a PMR amp The certification at the top of each page in Part A of this logbook is superseded by the following statement The work recorded below has been completed to my satisfaction and in that respect the aircraft 1s considered fit for flight or have new logbooks containing this information For information on who can issue a PMR see CAP553 BCAR Section A Chapter A3 7 Paragraph 12 5 On completion of any check required required stated in the
61. line with good aircraft engineering practices and manuals such as AC43 13 Repairs not shown must be approved by either the CAA or RSUK in writing Safety working on an aircraft brings many hazards Always wear suitable personal protective equipment such as overalls safety glasses safety shoes gloves etc appropriate for the maintenance task If possible render the engine inoperable prior to starting work Wherever possible SI units are used Always use good quality tools appropriate for the task Use of non standard or unauthorised parts or repairs will invalidate the warranty and the Permit to Fly Parts specifically designed for this aircraft and supplied by RSUK will carry a certificate of conformity which must be kept with the aircraft records Special tools none at this time Lubricants Use engine lubricants only as per Rotax instructions Bearing grease or moly filled grease is suitable for aircraft lubrication points preferably water resistant Loctites and sealants Loctite 243 is used where required General corrosion prevention Keep the aircraft in a non humid ventilated area If humidity is present protect unplated components such as bolts etc with a proprietary spray such as WD40 or ACF50 Help protect our environment by disposing of parts and fluids properly Standard bolt torques are M6 15Nm 2Nm M8 25Nm 3Nm M10 35Nm 4Nm M12 100Nm 10Nm Always assess the joint to be tightened and use engineering judgement d
62. n be replaced by sliding the small black cover off on the rear of the unit Page 59 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 m 2 View of front prior to panel fitment Unit is bonded to panel Switch should be down this changes the unit between deg C and deg F View of rear showing battery slot for LR44 Compass Calibrate compass according to the manufacturers instructions lined with the aircraft keel Notes It is permissible to swop the engine and rotor tacho gauges provided properly identified with correct placards This is useful for instructors to give improved visibility from the back seat GPS units are permissible to be fitted in line with RSUK approved mounting Garmin GPSmap and Flymap Do not fit onto GPS s to the instrument panel due to magnetic interference with the compass Only fit as per RSUK kit instructions TOs oO i SSN 2 Flymap Page 60 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 k Suspension wheels and brakes Basic description Refer to RSDS7085 for nose gear and RSDS7086 for main gear and suspension bow RSDS7072 for the brakes The main suspension spar is a GRP moulding as are the wheel spats The brake system and wheels are manufactured by Autogyro Europe Tyres are 400 100 2 ply 4 80 4 00 8 or heavy duty Heidenau 4 00 8 55M normally fitted with an inner tube There is
63. nd ensure they are earthed Engine idle setting is 1600rpm Do not set higher as extended taxying with a fast idling engine stresses the brakes unnecessarily If the engine frame the white frame has been removed for any reason ensure the connection bolts from frame to the engine are re fitted with Loctite 243 or stronger Page 21 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Repair methods Removal and replacement of the engine is straightforward The engine may be removed with sub systems propeller pre rotator water cooling and oil hose system less cooler and sump and exhaust system still fitted Or these can be removed Assuming these are to remain in place 1 Disconnect battery earth lead first 2 Disconnect starter earth and live leads 3 Disconnect fuel system from mechanical fuel pump and from electrical pump s or in the case of the 914 disconnect the feed and return hoses to the fuel regulator on top of the engine 4 For 914UL disconnect cable to turbo waste gate Disconnect voltage regulator 6 Drain oil and disconnect oil sump and radiator Ensure suitable receptacles are there to catch waste oil and block protect exposed oil orifices 7 Disconnect choke and throttle cables Marking the approximate positions will aid re assembly 8 Take weight of engine on suitable hoist with straps either securely under the engine or through the inlet manifolds Ensure the
64. ng a two way cylinder actuates either the rotor brake by applying upwards pressure to the rotor head or the trim if in flight by pulling downwards Because air is compressible the air in the cylinder acts like a spring thus being able to be moved in flight The pneumatic function is covered elsewhere see system diagram earlier in the manual Materials used See parts list Assembly methods Changing the brake pad requires disassembly of the rotor head and is a recommended to be undertaken at a service facility Special setup instructions After any work on the pneumatic system check for correct system functionality Ensure brake pad assembly moves freely after refitment Repair methods The brake pad is a service item Page 49 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 i Enclosure seats harnesses Basic description Refer toRSDS7171 enclosure RSDS7092 and 7093 seat belt installations Enclosure The pilot enclosure is manufactured from GRP or if ordered specially carbon fibre Colour is spray applied and oven cured Outside colour is to customer order inside grey call RSUK for original colour choice It is fastened to the airframe under the front seat each side left and right of the rear seat to the pre rotator gearbox and to the rear of the airframe The nose gear cover is attached to the inside of the enclosure The edges are covered by a trim strip to prevent user ha
65. niques of disassembly and re assembly of the SR3000 3 prop and of the brush assembly Intentionally blank Page 77 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Section 10 Modifications approved to date For the listing of all approved modifications see the RotorSport website owners section where they are all listed or the Type Approval Data sheet TADS from the CAA website Service Bulletins issued to date For the listing of all approved service bulletins see the RotorSport website owners section where they are all listed Service Information Letters issued to date For the listing of all service information letters see the RotorSport website owners section where they are all listed If in doubt about any service instruction or service method then refer to RSUK on the form below Page 78 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 This form is Part 1 of 2 This is the customer request form Part 2 is the reply This form is supplied to enable the owner operator maintainer to request factory support for a repair not documented in the maintenance manual supplied with the aircraft from RotorSport UK Ltd Depending on the problem identified a corrective action is investigated and if needed CAA involvement and approval obtained prior to repair authorisation The information given is stored on a computer and is only used within Rot
66. no tail wheel Brake pads are service items Later parts have a wear groove set at 2mm pad depth Nosegear is pivots in bushes bonded inside the keel tube Friction is controlled by the tightness of the top castellated nut behind the instrument panel Materials used See parts list Standard tyres are 400 100 2ply rating tyres fitted with inner tubes 3 5 8 Heavy duty tyres as above are optional fitment and are recommended if operating in a stony or school environment Beware of fitting heavier duty tyres they are generally much heavier in weight and will further reduce the aircraft payload A modification Approval must be obtained before using alternative tyres Knobbly tyres also pick up stones which can enter the propeller arc Assembly methods See drawings Special setup instructions Tyre pressure 1 5 to 2 2bar main 1 5 to 1 8bar nose Nosegear centralisation setup With rudder correctly set with the in flight offset see below the nosegear must be set straight ahead Nosegear to pedal linkage setup If the wheels are tubeless take particular care not to damage the wheel rims when changing tyres Inner tubes may be fitted if needed Residual turning torque for the nose gear without pedals connected lt 0 2Nm Tighten nut to achieve this and fit split pin Repair methods To change the front tyre the wheel must be removed Tip the aircraft onto its tail and remove the wheel bolt The wheel and spacers can be taken off
67. nuous red 5 800 reached wy o p fis a ig f Disable computer Continuous yellow 5 500 reached disconnected use RPM DISABLE Yellow with red flashes RPM has _ sw to change o RPM MODE i been maintained for more than 4 mins sn prop pitch Flashing red RPM is below 4000 eta TEE and cruise mode still selected we RPM engine rpm Current mode pitch increase pitch decrease MAP Manifold Air Pressure Hg Alternatively will show target rom whenjiies fa Blade pitch change Being adjusted When in manual mode or target MODE button to change between rpm in cruise or climb Manual cruise and take off with sw in OK pos n More information is provided in the CSC 1 RS controller handbook Pilots view of controller This controller replaces the existing engine rpm gauge Adjacent to the controller is a single LED which indicates when power is being supplied to the propeller and a pop out fuse which protects the propeller power supply By the pilots hand is a rocker switch which provides the same function as the pitch sw on the controller Page 75 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Principles of operation The propeller assembly is an in flight variable pitch design Pitch of the three blades is adjusted simultaneously via a gear system inside the propeller The gears are driven by a 12v motor The motor i
68. o CCAR No Repair classification Aircraft type Aircraft serial No MAJOR or MINOR Repair problem description amp cause of problem if known Service repair authorised by RotorSport UK Ltd Special tools amp Health and Safety requirements and or components required for repair Quality Inspection requirements after repair Service repair authorised by name signature and date of signature Quality Engineering Chief Test Pilot Structures where Civil Aviation Conformance Manager where an effect on required Authority if a major Manager flight performance repair or safety Document completion Intemal S S G O date CAR Len o a E LAA BMAA Inspectorate oo oo y O Form F023 Part 2 of 2 Page 80 of 80 Page issue 5 dated 12 9 11
69. o hinges on the front edge via two fastenings per hinge The seat is connected to the mast to stop it moving forward in flight if the harness has been left undone via either an M6 bolt or a thumbnut and rubber connection The seat hole for the M6 bolt is generous to prevent mast airframe flexure damaging the seat The power supply for the heated clothing regulator and the helmet connection pass thru the seat via a rubber grommet Rear seat harness Wrapped around the back of the mast and retained in place by two rivets Lap belt bolted to airframe behind the seat with M8 cap head bolts Trim pieces are fitted where the belt passes the enclosure to prevent fretting Rear seat cushions Either standard cloth or sports type with energy absorbing Dynafoam core removable for washing and two layers 0 5 soft 1 firm Both are retained by Velcro The standard cushions should not be left in for solo flight If one passes through the propeller it will damage it possibly severely The sports seat cushions are restrained by bolts through the back seat and also through straps on the base cushion Materials used See parts list Page 50 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Assembly methods Enclosure Blind hole fastenings are fitted with Loctite 243 No specific torque other than tight and secure Front seat Base and side fastenings use nylock nuts Do not overtighten otherwise you may c
70. o not overtighten plastic or unsupported tube joints Specific aircraft parts list available separately from RSUK website 13 Remember maintenance modification and bulletin MPD incorporations must be recorded on suitable worksheets and within the aircraft engine logbooks and signed appropriately Refer also to the pilots handbook as well as the drawings quoted and service parts list all available from the RSUK website Notes on nyloc nuts i Ideally a nyloc nut should be used once only It may be re used if the thread is undamaged and when fitted to its mating fastener it must only turn with a torque greater than the Prevailing Torque listed below values factored from AC43 13 1B M6 0 8Nm M8 0 8Nm M10 1 0Nm M12 1 2Nm ii Unless specified otherwise the minimum thread protrusion beyond the locking element should be two thread pitches WARNING PROPELLERS KILL WHEN WORKING ON THE AIRCRAFT UNLESS THERE IS A SPECIFIC REQUIREMENT TO HAVE THE AIRCRAFT LIVE ENSURE THAT COILS ARE OFF AND KEYSWITCH OFF IF POSSIBLE DISCONNECT THE BATTERY OR REMOVE THE SOLENOID ACTUATOR WIRE FROM THE SOLENOID TO PREVENT POSSIBLE STARTING Page 17 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 This statement is made here only to avoid continued repetition It is the engineer s responsibility to ensure a safe working environment Primary and Secondary structure determination A
71. o the throttle stop Maintain tension and tighten on both carbs Adjust as required such that both arms lift simultaneously from the stops 5 Adjust choke so that the gap between the choke lever and the throttle arm is between 2 to 10mm choke full on throttle shut Adjustment may either be by using the adjuster on the end of the cable on the lever or by adjusting the connection to the carb choke lever Ensure that both chokes open as simultaneously as practical and that both return to closed and go fully open Carb idle and balance setup basics 1 Fit balance kit either to crossover tube or with nipple to manifold points with gauges visible to aircraft operator 2 Ensuring the prop is clear of loose tools or parts start and warm up engine to 50deg C min 3 At 2 000rpm confirm carbs are balance adjust on LH carb ONLY if a 914 or either carb if a 912 by adjusting outer cable length at carburettor Confirm balanced up to max power and if needed make the best compromise for balance at 5 000 rpm 4 Bring engine back to idle and adjust with cam on cockpit throttle body to achieve 1600 to 1700rpm 5 Screw in carb throttle stop screws to just touch throttle arms if too much then balance will be affected check on gauges 6 Recheck balance and if OK stop engine and remove equipment return to flight condition 6 Record idle setting in logbook or worksheet Throttle connection to carb Choke connection to carb Carburettor
72. olt BT3697 49 Bolt BT3698 52m Bolt BT3699 55mm Bolt BT3670 58mm Bolt BT661 60mm long General notes for both rotors systems 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 is properly tightened Repair methods Nicks and small edge damage can be flattened back with very fine wet n dry paper and polished out Dirt and insect debris should be removed prior to flight the smoother the rotor surface the better the performance Damage resulting from impacting a fixed object hard even if not visible to the naked eye should result in grounding the aircraft for a thorough inspection for mast torque twisting and blade root stress If in doubt replace the rotors Blade damage above small nicks or minor edge damage including deep scratches or dents must always be referred to a qualified inspector or RSUK for advice prior to further flight Page issue 5 dated 12 9 11 Page 42 of 80 Copyright of RotorSport UK Ltd Document number RSUK0044 Bending of the trailing edge may result in increased rotor vibration Rotor balance The rotors are factory balanced for good performance Sometimes they may require in field balancing to improve performance Before considering this step ensure that the blades are tracking properly by stringing a line fr
73. om blade to tip and ensuring the line passes over the centre of the hub Slackening and retightening the fastening bolts blades to hub bar may give a little movement if needed Also ensure the rotor parts are all assembled correctly and serial nos matched Balancing requires correct equipment for success Vertical plane balance is affected by shims between the hub block and the hub bar Tracking 1s affected by shims under one side between the hub block and hub bar Balance across the blades is affected by the thickness of the shim spacers between the hub bar and the rotor tower Balance along the blades is affected by adding washers as weights inside the rotor blade DO NOT ATTEMPT TO BALANCE ROTORS UNLESS YOU HAVE APPROPRIATE EQUIPMENT TRAINING AND OR EXPERIENCE NOTE Wear in the PTFE lined bushes inside the hub block and towers will create rotor vibration which in turn will create more wear and so on If more than 0 2mm side play replace the bushes for best performance If the teeter bolt is grooved in any way beyond 0 1mm depth replace the bolt Regular greasing and maintenance of this unit will prolong service life Page 43 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 f HTC Propeller for Woodcomp SR3000 3 see section p Basic description See RSDS7066 The HTC propeller is fitted as standard This is a 3 bladed composite design with an aluminium 2 piece machined from solid hub
74. orSport UK and the CAA for the above purpose Return this form to RotorSport UK Ltd Poplar Farm Prolley Moor Wentnor Bishops Castle Shropshire SY9 SEJ Or email service rotorsport org or fax 01588 650769 Aircraft type Aircraft serial No Aircraft Registration No Aircraft Engine No Logbook Aircraft hours Logbook Engine hours Owner operator name amp contact detail Maintenance organisation identified to carry out repair amp contact detail Repair problem description amp cause of problem if known Name and address of contact person for this request Sheet of Telephone Email Signature amp date Date entered onto CCAR or Acknowledgement sent date Job opened by name amp sig REPAIR database CCAR No Final reply sent REPAIR No Form F023 Part 1 of 2 Job closed by name sig amp date Page 79 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 This form Part 2 of 2 is the response from RotorSport UK Ltd to a Service Repair and Evaluation Approval request which specifies the company authorised repair method Deviation from this method renders the authorisation ineffective Upon completion of the repair the repairer must enter details into the logbook worksheet with the repair number and sign as normal If any problems with carrying out the work authorised contact RSUK immediately on 44 0 1588 650769 or email info rotorsport org Repair N
75. p L R The pre rotator button is top left and the PTT on the front fwd face The OEM stick grip is also supplied as a complete interchangeable stick assembly under MC 162 approval please contact RSUK for further information Page 55 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Basic description of instruments Air Speed Indicator ASI Always located in the centre of the panel 0 to 140mph Red line 120mph green to 50mph The gauge is connected to a black 4mm airline via a length of silicon hose which in turn goes to the pitot port at the front of the aircraft Never blow into the port to test the gauge The pressure required to operate it is small and doing so will make the gauge at best inaccurate Where a rear seat ASI is fitted a T is put into the above airline Another black line from here takes the pressure to the rear seat ASI Placarded as per the front seat For fitment of rear seat instructor kit see instructions with kit Altitude A standard commercial 0 to 20 000ft altimeter is used Engine rpm This gauge 1s unique to RotorSport UK albeit a modified commercial gauge Rotor rpm This gauge is unique to RotorSport UK albeit a modified commercial gauge Oil temp and Pressure This gauge is unique to RotorSport UK albeit a modified commercial gauge Cylinder head temp This gauge 1s unique to RotorSport UK albeit a modified commercial gauge Fuel level gauge
76. pressure Check the front most valve on the valve pack for correct function dirt under the valve face will allow leakage during trim and pre rotation The valve is easily and quickly changed via the two retaining screws Trim pressure loss in flight Check cylinder and air pipe connections No trim pressure release Blocked valve or no power supply to solenoid valve Pre rotator rattles at the rotor head when engaged Throttle incorrectly set on engine cylinder back off so that rotor head cylinder is pressurised first Note that replacement seal kits are available for the pneumatic cylinders Page 34 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 Intentionally blank Page 35 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 e Rotor Basic description Refer to RSDS7040 8 4m rotor black end caps and 7139 8m rotor grey end caps or RotorSystem II 8 4m red end caps The rotor is a pre coned two blade teetering design Each blade is an extruded section containing tip weights and end closure plates or caps The blades are stamped etched to match the hub assembly to prevent incorrect assembly The nut torque to clamp the blades to the hub bar 1s 25Nm WARNING The original rotor blades used on the MTOsport aircraft carry either black end caps or grey end caps Calidus rotors orange end caps 8 4m are NOT approved for flight on the MTOsport ai
77. rcraft 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 1s used with the correct type of rotor head tower and teeter stops The RotorSystemII rotor will not fit to an earlier rotorhead An earlier rotor black or grey end caps 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 RotorSystemII rotor is 40mm higher than that used on earlier aircraft Materials used black or grey end cap rotors The rotor 1s supplied as a complete assembly Spares available are End cap inner End cap outer with rivets Teeter bolt and bush set Bolt plain 9mm M8 Bolt plated 9mm M8 Bolt plated 9mm M8 drilled Washer 9mm thin Washer 8mm thin Nylock nut set of 18 Bolt drilled castellated M8 Castellated nut Split pin Grease nipple For the RotorSystem II there are 5 different bolt lengths retaining the blade to the hub bar see diagrams later Assembly methods The rotor blades spacer extrusion and hub are provided with numbers to define the installation direction By matching these numbers put the blades into the hub Fit the 9 bolts fitted with thin
78. rification to confirm a System operation b ICAO 24bit address in transmission response and c Function of system fault detectors where applicable Each follow on aircraft has the transponder function verified as part of the release to service for the same features Transponder field verification test procedure 1 Ensure that the correct hexadecimal code has been input by cross checking the code assigned to the aircraft on the CAA G INFO website to that in the aircraft follow the Funkwerk setup instructions contained in the Funkwerk handbook 03 2121 010 71le 2 Ensure the aircraft type code is input 1C and the aircraft registration without gaps There are normally three blank spaces at the end of the line So as an example the code for G CLDS is A05F461CGCLDS 3 The aircraft has no trigger ground switch for indicating that the wheels are off the ground so this setup option 1s left de activated 4 Follow the instructions of the verification equipment with regard to setup and of siting of the equipment antenna with respect to the aircraft antenna 5 The verification must check and verify items a b and c above together with the reported parameter Pressure altitude which must be satisfactorily compared with the aircraft altimeter set at 1013mb It is preferable to print the test data for evidence of test completion 6 Aircraft condition during test Engine off ignition on transponder on and in ACS mode
79. rises an oil tank mounted on the right of the mast with hoses connecting it to the engine and cooling radiator via a thermostat Refer to RSDS7001 oil system layout for crimped hoses Note that the 914UL engine has one additional hose from the oil pump to the turbo bearing The oil dipstick is contained in the oil tank accessible via a cap on the top It is filled here RSUK stock an easy to use angled funnel and drained from the wirelocked plug on the tank underside Because the oil from the tank will drain back into the engine to a certain degree it is very important to turn the engine over by hand in the normal rotational direct before checking the oil otherwise the oil may be overfilled and will then spill out extremely messily when the engine is started Remove the filler cap and turn over until a bubbling noise is heard from the tank Then check the level Materials used Refer to RSDS7001 and spare parts list Refill the oil system with oil in accordance with Rotax handbook RSUK recommend based on service experience Shell VSX Hoses are Trelleborg Hydro K This hose is fire resistant and must not be changed for any other type without approval Semperit TU10 hose is released to service as an alternative to the original Trelleborg Hydro K under SB 012 Semperit FUHT hose which is the recommended RSUK fitment 1s released to service as replacement for either of the above hose types under MC 129 Special setup instructions I
80. rm wirelocked in place the trim has a metal carrier inside and if it enters the propeller significant damage will result The enclosure is not a structural part of the aircraft in terms of flight but does have significant value in pilot injury prevention in accidents and also carries a high proportion of load of the front seat shoulder harness in forward or vertical loading The fastenings between the front seat back and enclosure and to the airframe must not be modified General fastenings carry rubber washers to allow vibrational movement Front seat GRP painted front to match enclosure rear side grey The rear edge and lower front edge is covered by a trim strip to prevent user harm from fibreglass and damage to shoulder straps The seat is retained to the airframe with four bolts through the base and one either side to the enclosure Front seat harness Retained to the back of the front seat via a single M10 bolt nut and to the airframe through holes in the base of the seat via M8 cap head bolts Note that it 1s possible to disconnect the shoulder harness from the lap strap this 1s for ease of assembly only and flight 1s not to be undertaken with the belts disconnected Front seat cushions Either standard cloth or sports type with energy absorbing Dynafoam core removable for washing Both are retained by Velcro for easy removal Rear seat GRP painted black This seat folds forwards for access behind It is retained to tw
81. rush the composite Front harness Shoulder harness attachment has a washer either side of the harness plate and the bolt head goes toward the pilot M8 lap belt bolts require Loctite 243 Ensure the regulator cable and helmet connection is tied via a plastic tie to the outside of the left lap belt connecting bracket and that the edge of the seat hole is protected with trim to prevent cable damage Rear harness Tighten bolts securely Special setup instructions Ensure seat belts are not fraying on any sharp edges and have a straight run from mounting to mounting in the line of normal operation Repair methods Seat belts none Replace if damaged worn or frayed Paint contact RSUK for the paint specification used to allow accurate touch up GRP parts Front seat small accident damage can be repaired using normal GRP techniques No repairs permissible to the front seat back fastenings to frame or upper edge safety item this is the front seat belt shoulder harness mounting without an approved repair scheme Rear seat this is a non structural part inasmuch as it is purely for the passenger seat to sit in The safety harness has no attachment to the seat Cosmetic repairs accepted Windscreens For views see RSDS7101 Windscreens are manufactured from 2mm Makrolon Cleaning can be undertaken with proprietary cleaning agents such as Plexus or simple soap and water Never use petrols or such products on the screens They m
82. s supplied with current via two slip rings on the engine face of the propeller assembly The blade pitch angle is limited initially via microswitches driven on cams In the event of a switch failure or incorrect cam setting there are end stops in each propeller that prevent excess travel in either direction These end stops locate in machined stops inside the propeller The propeller pitch angle relationship to engine rpm is managed either manually by the pilot or via the constant speed controller With the mode sw in disable the controller function is completely bypassed such that the pitch angle may be changed by the pilot by either using the rocker switch optional or by using the controller pitch sw With the controller sw in OK there are three modes available manual climb and cruise The basic rpm limit settings of the controller are set in the factory and not user adjustable It is not possible to re programme the controller other than at RotorSport UK Ltd or Smart Avionics Both the controller and the propeller are fed from the same 25A fuse with a 10A pop out fuse for the propeller actuation supply and a 1A fuse for the controller itself The propeller will take up to 5seconds to cycle between fully fine and fully coarse Assembly methods The propeller attachment bolts are tightened to 25Nm and the locking tab washers bent over to prevent rotation The controller requires an adjacent placard to identify the
83. straps do not crush or foul other items 9 Disconnect white ignition cables and airbox temp sensor where fitted If airbox fitted loosen clamps to carburettors to allow removal 10 Disconnect or remove any remaining connections or cables as appropriate eg 914 pressure sensor and control unit engine CHT oil pressure and air hose to pre rotator 11 Remove carefully the four engine mounting bolts nuts 12 The engine can no be moved rearward from the enclosure and the pre rotator slider will disconnect at the same time Repair replace as required On refitment reverse the above procedure taking note of items in the relevant sections below and setup engine as per Rotax handbook with engine controls as detailed later Before releasing back to service ensure all tools etc are removed perform a thorough ground test to max power and a full engine systems audit Some of the nuts that retain the engine frame to the aircraft are difficult to get access to and to torque up Always use new nylocks and tighten to 35Nm When tightening ensure the rubber elements are seated correctly GN Engine servicing and repair Follow the instructions given in the Rotax handbook for the engine unless specifically shown different in this manual If SB 033 Rotax plug screw wirelocking has been implemented MC 144 refers ensure that both plugs are wire locked after carrying out the servicing required by the Rotax schedule Basic Description 9
84. t carry over ee i Teeter stop pl tI p plate ine M 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 Old rotor head assy Rotorsystem II head assy Page 40 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 oan iM View of RotorSystem II fitted rotor blades not installed Special setup instructions Ensure teeter stops if adjustable stops are fitted are correctly set to give approx 2 clearance to the tail with rotor head fully rearwards and blade against the rear stops Nominal height 1s 24mm for Aircopter square edge hub bar and 18 8mm for AutoGyro hub bar black or grey end caps red end cap is 7mm Check both sides Note that non adjustable black plastic soft stops are available as an approved modification WARNING Never remove the blade balance bars that are bonded inside the blades or add extra weights it is an approved design standard and modification will invalidate the permit to fly and may have fatal consequences Page 41 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 The red end cap rotor system RotorSystem IT View of rotor installed in rotor head Note short teeter stops B
85. t 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 Construction The blades comprise a wooden core with layers of carbon fibre on top for protection The leading edge is protected on the outboard length by a moulded in section of polyurethane and on the inboard area by a special tape replaceable Each blade has an aluminium hub which locates the blade into the propeller hub The hub is split into two halves for assembly The blades are located in the hub in bearing bushes and have worm drive gears on the ends to allow adjustment in flight The drive to those gears is from a 12v DC motor via a gearbox The motor unit is covered by a spinner attached to the propeller backplate by 6 screws loctited with 243 The hub is retained to the gearbox propeller flange via a unique pre rotator drive wheel The flanged nuts normally located in the propeller flange are removed and replaced with top hat bushes which locate through the flange and wheel into the rear of the propeller hub The attachment bolts are pre fitted inside the propeller hub amp slide through the bushes Nylock nuts retain the bolts together with a tabbed washer The Smart Avionics CSC 1 RS controller 1s a unique part for this aircraft pre programmed to suit the application Do NOT fit any other controller LED warning lamp AD lt i a O D OK Disable sw Conti
86. t warming collar between the each carburettor and the inlet manifold It is held in place with a grub screw and is plumbed into the engine water coolant system It is only effective if the engine 1s warmed up See water coolant system drawing RSDS7097 Materials used See service parts list Note engine components including spark plugs and oil filters are considered proprietary parts Provided the parts used are of genuine Rotax origin they are not required to hold a RSUK certificate of conformity Parts unique to this application eg 912ULS air filters do require a certificate of conformity Use of unleaded MOGAS is highly recommended Leaded fuel contains additives eg lead which have a detrimental affect on the engine spark plugs pistons and slipper clutch Use of leaded fuel changes the service schedule refer to Rotax maintenance handbook Special setup instructions Follow Rotax handbook instructions Each of the four engine mountings consists of two rubber elements two face washers and one internal sleeve clamped between the airframe and engine mounting frame with an M10 cap head bolt The sleeve cannot be visually checked for presence after assembly other than it is not possible to tighten the mounting bolt seurely and that the engine may sag if all four are omitted Warning Ensure all are present Omitting them may lead to the prop striking the keel When refitting an engine connect the ignition cut off wires early a
87. tandards 7 Airworthiness life limitations 7 Airworthiness Directives amp Mandatory Permit Directives 7 Airworthiness Notices 8 Overhaul and test periods 8 Service information 8 Modifications 8 Duplicate inspections 8 Permit Maintenance Releases 8 Scheduled maintenance worksheets 8 Definitions 8 Section 4 Permit maintenance release 9 Pilot Maintenance 10 Annual check 11 Section 5 The maintenance check cycle 11 Permitted variations 11 Notes 11 Section 6 Pilot s pre flight check Check A 13 Section 7 Scheduled maintenance worksheets amp permit renewal 13 Section 8 Annual Flight test 15 Section 9 Aircraft systems description and maintenance methods 17 a Airframe 19 b Engine and controls 21 c Electrical 31 d Pneumatic 32 e Rotor 36 f Propeller HTC 44 g Pre rotator 46 h Rotor brake and trim 49 Page 3 of 80 Page issue 5 dated 12 9 11 Section 10 Copyright of RotorSport UK Ltd Document number RSUK0044 1 Enclosure seats harnesses j Instruments k Suspension wheels and brakes D Rudder and rudder control m Rotor head and rotor head control n Fuel system 0 Roll trim p Propeller Woodcomp SR3000 3 and controller Approved modifications to date Service bulletins issued to date Service Information Letters issued to date Repair approval request form Page 4 of 80 50 54 6l 64 70 74 75 78 78 78 79 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RS
88. the CAA eg RSUK or other CAA Authorised engineer Use form F138 from the RSUK website SECTION 5 THE MAINTENANCE CHECK CYCLE Check A Check A Prior to the first flight of the day First 25 hour check 25 hour check items one time Not exceeding 25 flying hours or 1 check after new build year whichever is the sooner 100hour Annual check 25 100 hour and annual check Not exceeding 100 flying hours or 12 months whichever is the sooner see Notes 5 6 amp prior to renewal of Permit to Fly Use forms F076 25hr Service and F138 100hr Service Annual Inspection worksheets For short term storage 6 12months use form F146 for long term storage gt 12months form F141 PERMITTED VARIATIONS see Notes Tasks controlled by flying hours Maximum Variation 25 hour 5hrs 100 hour 10hrs Tasks controlled by calendar time Maximum Variation 6 months 1 month Annual Prior to Permit renewal see 5 and 6 below Tasks controlled by more than one limit The more restrictive limit shall be applied Notes l Permitted variations may not be applied to applicable airworthiness life limitations airworthiness directives or overhaul and test periods 2 Permitted variations for tasks controlled by flying hours should not be understood to be a maintenance planning tool but as an exceptional means to allow the operator to fly for a limited period of time until the required maintenance is performed 3 Any application of a permitted variat
89. umber RSUK0044 Windscreen repair methods The only permissible repair to either front or rear windscreen is stop drilling to prevent crack propagation If there is a crack radiating from one of the screw holes drill a small hole 2 0 to 3 0mm diameter through the thickness of the screen at the end of the crack An ordinary steel drill bit may be used provided it is sharp used with the drill rotating slowly and with a softwood support behind the screen to resist the drilling load The maximum length of crack 1s 20mm and it must not reach the edge of the screen Landing light shield option under MC 124 SB 023 A lightweight metal shield may be fitted to protect the landing lights located at the front of the luggage locker This is attached by a single fastener and two Velcro pads Its security must be checked prior to luggage being loaded through the hatch Intentionally blank Page 52 of 80 Page issue 6 dated 20 03 12 j Copyright of RotorSport UK Ltd Document number RSUK0044 Instruments The cockpit layout is represented in fig below 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 FLIGHT TRIM to BRAKE ROTOR 2 Altimeter 3 Airspeed indicator 4 Engine rpm 5 Oil pressure 6 Cylinder Head temperature 7 Oil temperature 8 Ignition switch one for each coil 9 Charging
90. upplied with the instruments The exception is the compass these are brass to prevent magnetic effects There are two levels of screw used zinc plated and stainless steel Both are acceptable Radio antennas are located in three permissible locations Nose mounted on the bottom of the enclosure Lynx 1 4 wave flexy Im cable Built into the tail On a limited number of aircraft No repairs possible Under the enclosure Lynx 4 wave flexy 2m cable Excellent results when airborne can get shielded when on the ground due to low height Can be subject to ground damage so watch for this Special setup instructions ASI should be calibrated as an installed instrument with suitable equipment Transponder Follow the Funkwerk instructions for unit setup Aircraft hex codes are available from the CAA G INFO website After initial setup the unit function must be confirmed using calibrated proper equipment transmitting incorrect codes is an offence A transponder is also a radio transmitter so should be included on the aircraft radio licence It 1s recommended that the transponder is verified biennially 1 e every two years to ensure what the pilot thinks it is doing it actually is and that the codes transmitted are correct Transponder installation verification recommended On initial aircraft approval the transponder installation and function was verified in accordance with TGL13 The functional test undertaken is a transponder ve
91. val Likely failures are cable end connections Ensure the cables are secure and connections clean A generator warning lamp may mean that the connections to the regulator are not clean so check these first Basic Description general engine repairs Materials used See parts list Special setup instructions See Rotax handbook Repair methods For engine repairs see the Rotax service instructions Page 29 of 80 Page issue 5 dated 12 9 11 Copyright of RotorSport UK Ltd Document number RSUK0044 c Electrical Basic description This is a 12volt DC system supplied via the engine alternator The storage battery is a Cyclon sealed for life design and requires no maintenance It must be changed after 10 years use or earlier 1f there is evident difficulty in cranking the engine For wiring diagram see drawing RSDS7110 two sheets There are two primary looms the instrument panel and main cable harness Other items such as the front stick and the rear seat instructor packs carry a suitable cable loom to connect into the rest Materials used See parts list Assembly methods The harness is secured by plastic ties see drgs for location The main harness travels on the left of the keel and the stick on the right Repair methods In line with normal aircraft practice Fuses Automotive type blade fuses are located behind the instrument panel Access is gained by removing either the left or right lower three screws
92. ver Idegree is needed check engine performance Note that the 914UL engine carries a datalogger available for interrogation of engine parameters by service engineers with appropriate equipment ALWAYS recheck all the hub bolt torques after first flight after adjustment Blade tracking is recommended as no more than 12mm deviation blade to blade measured at the blade tip and is reset by slackening the hub bolts and pushing the affected blade forwards or backwards retightening and rechecking Special setup instructions An RSUK gauge is available to aid blade setting Repair methods Surface damage not tearing through the glass or carbon fibre or splitting through the mould line middle of the leading edge along the blade may be repaired using suitable epoxy resin or superglue and carbon The area must be thoroughly cleaned of insect debris and dirt and abraded to give a good fresh key to bond into Mix and load the epoxy onto the blade as per the adhesive instructions Superglue repairs are built up in stages a small drop of glue followed by a sprinkle of carbon or charcoal which instantly sets the adhesive Build up in layers to the height required Once the adhesive is fully cured flat back to the original blade profile and polished in for best performance If the surface is damaged from excess exposure to water rain in flight then use of propeller protection tape fitted to the leading edge may be considered This must comply with t
93. via the turnbuckle in each cable Cable is supported on pulleys along the airframe Pedal to pedal alignment is set by the rod ends that connect the pedal pushrods to the pedals and nosegear There are three pilot pedal positions short medium or long leg Each has a different pair of rods to connect the pedals to the nose gear and the pedals are mounted on a short medium or long extension tube Each pedal has a nylon sleeve between the pedal and its mounting tube Each pedal is also retained on that tube by plastic bushes and a split pin The tube end plug stops infestation Materials available See parts list Assembly methods System setup 1 Clamp a block across either the rear or front pedals so that they are in line 2 Measure pedal angle to the ground with all wheels on the ground 3 Adjust if required the non clamped set of pedals to the angle required making sure that they are both at the same angle Do this by removing the bolt connecting a rod end of the rod connecting the pedal to be adjusted and lengthening or shortening that connection Take care to ensure plenty of thread remains engaged after adjustment both ends of the rod have rod ends for adjustment 4 Front foot pedals in mid position central are set 57deg 5 relative to adjacent airframe and within deg to each other 5 Rear foot pedals in mid position central are set 46deg 5 relative to adjacent airframe and within deg to each other 6 Pedal an

Download Pdf Manuals

Related Search

Related Contents

Onda Luxy Bubbles  AF PC-Clene    IO TECH 488, 80A User  取扱説明書 - 1.01 MB  90563741 GH700 GH750:244137  SUN61, SUN62, SUN63 超音波レベル計  Global Machinery Company IW1000 User's Manual  

Copyright © All rights reserved. Failed to retrieve file