Dynali H2S User manual

DYNALI HELICOPTER COMPANY
10, rue de la science,1400 - Nivelles Belgique
Tel : [phone] Fax : [phone]
Mail : [email protected]
_________________________________________________________________________
FLIGHT MANUAL
Kit helicopter
Ref : DYNH2S/01/01/T01

FLIGHT MANUAL DYNALI HELICOPTER COMPANY Edition N°3
DYNALI H2S January 2012
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2
Copyright © by Dynali Helicopter Company, Nivelles, Belgium
This document is protected by copyright. All associated rights, in particular those of
translation, reprinting, web transmission, reproduction by photo-mechanical or similar
means and storing in data processing facilities, in whole or part, are reserved.
Dynali Helicopter Company
10, Rue de la Science
1400, Nivelles
Belgium
Tel : [phone]
Fax : [phone]
E-mail : [email protected]

FLIGHT MANUAL DYNALI HELICOPTER COMPANY Edition N°3
DYNALI H2S January 2012
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INTRODUCTION
RECORD OF REVISIONS
The validity of this flight manual is dependent on the punctuality with which it is
updated. The signature of the person responsible for the assembly of the kit provides
a guarantee of updates for himself and for other users. The composition of the
manual is given in the list of current pages.
RECORD OF REVISIONS
REVISIONS
INCORPORATED
number
dated
on
by
signature
00
Original
Edition
January 2009
01
July 2010
02
January 2011
03
January 2012

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TECHNICAL FOLLOW-UP
For your own safety and that of other users, you should take the habit of regularly consulting
the “Technical Publications” section of the Dynali Helicopter Company website
www.dynali.com. You will find there :
general information from Dynali Helicopter Company
technical modifications to be made to the helicopter
future planned evolution
new associations, clubs and meetings.
The objective of this flight manual is to provide you with the technical parameters which will
enable you to benefit from your helicopter under optimum conditions.
RECOMMENDATIONS
The main purpose of this manual is to focus on safety.
Please take the time to read it attentively.
It is essential to warn you about several risks that are too often underestimated or neglected
through force of habit and to provide you with the experience acquired by the whole family of
pilots of light helicopters.
We have therefore placed on the first pages the warnings that all pilots must constantly bear
in mind.
A helicopter is, by its nature, a capricious and unstable machine which is subject to both the
laws of the air and of physics. Furthermore, its mechanical components comprise a total
chain which is both complex and precise. It requires care and maintenance. Please study
carefully the specific characteristics and the recommendations which follow. These are
derived directly from the authorities responsible for the study of accidents. They summarise
the major causes of accidents involving light helicopters.
CHARACTERISTICS SPECIFIC TO LIGHT HELICOPTERS
- Low inertia of the rotor (this is not the case with the Dynali H2S).
- Rotor rocking ; sudden movement of the cyclic stick or certain flight conditions with light
loading may cause the rotor to rock to the limit, which may cause fracture of the rotor mast
(mast bumping).
- Relatively low reserve power in certain conditions such as transition phases, high altitude
flight or air conditions : high temperature, turbulence,…
- Maximum loading suddenly attained and a marked difference between the aircraftʼs
characteristics in solo flight and heavy dual flight.
- A piston engine has little inertia ; with the slightest drop in engine speed the rotor will
“freewheel”. In icing conditions, for example, the engine may simply stop as compared with a

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fixed wing aircraft which will still be provided with thrust for a moment by its propeller. The
governor system may hide the early stages of icing.
PRINCIPAL CAUSES OF ACCIDENTS IN LIGHT HELICOPTERS
- Over-confidence of pilots with great experience on other types and who believe, wrongly,
that a light helicopter is a very forgiving machine.
- Insufficient awareness of the limitations of the machine.
-Flare-out at too low altitude (engine failure or in training).
- Transition phase with the helicopter : impossibility of lateral correction and prevention of
lateral rollover. Dynamic rollover can sneak up on you.
- Loss of rotor RPM in the event of failure of governor.
PRIMARY SAFETY RECOMMENDATIONS
In the event of a risk of overturning on the ground (dynamic rollover) lower
immediately the collective control and also press down the pedal on the side of the
tipping.
Stabilise hover at 3ft prior to departure (hover recommended at between 3ft and
3,5ftm)
Best flight conditions are above VPM and at sufficient altitude.
Cruise above 1000ft.
Speed both in climb and cruise at over 60kts (always above VPM).
In the event of a reduction in rotor RPM, lower the collective immediately and
increase fuel-flow.
Auto-rotation training should be undertaken over a known surface and under
favourable conditions, mass, light headwind, temperature.
If you are flying solo (and unless you are undergoing instruction by a Dynali H2S
qualified instructor), limit autorotation exercises and open the throttle at 150ft. Avoid
sudden inputs to the controls.
Sufficient power while flying at a high altitude.
PILOT CODE
Keep both hands on the controls especially when close to the ground, (it is prohibited
to release the collective control and even more so the cyclic stick when in immediate
proximity to the ground).
Concentrate ! Be attentive at all times as nothing is ever sure. Beware of over
confidence.
Never fly if you are not feeling in perfect shape. In no case fly when you are
influenced by alcohol, lack of sleep or stress…
Danger if thereʼs an obligation to fly, demonstration flights, obligation to go from point
Ato point B, flying through bad weather.
Pre-flight check and check out (always conduct these vital procedures with the
greatest rigour).
No risky flying ! Machine in perfect condition, engine idling smooth. At the slightest
unusual noise or vibration or any other doubt, interrupt the start-up procedure and
check.
No risky or unusual manoeuvres.

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Veterans beware! Almost half of all light helicopter accidents occur with pilots
unaccustomed to these types but who have more than 1000 hours flying time on
larger machines.
Do not land in long grass :
Danger for the fans
Danger of snagging the undercarriage skids
Fire risk danger : the exhaust may set fire to the grass.
ALWAYS THINK OF YOUR SAFETY DURING FLIGHT AND BE AWARE OF THE
LOCAL POSSIBILITIES FOR AUTO-ROTATION.
WHEN FLYING IN MOUNTAINOUS REGIONS THINK OF YOUR CLEARANCE AT
ALL TIMES AND WATCH YOUR RPM, ESPECIALLY DURING SHORT FINAL
APPROACH !
Landing and taking off among trees places you in danger for a short time. It is up to you to
evaluate the risks. Always calculate a safe trajectory and bear in mind the possibility of
engine failure.
REDUCTION OF MENTAL FACULTIES IN FLIGHT (HUMAN FACTORS)
It should be remembered that, in flight, we are not in our natural element. Our analytical
capacity is reduced by unconscious stress and this becomes more severe in the event of
problems as we lose part of our faculties. We no longer notice factors which worsen the
situation (obstacles, loss of RPM,…) and we easily accumulate errors. In flight, our analytical
capacity is reduced by half.
Accidents are always the consequence of an accumulation of circumstances.
All possible sources of failures must be studied with an instructor.
OTHER RISK FACTORS…
With a heavy payload, limitations are more restricted.
Wind shifts and other aerial phenomena must be taken into account.
The vortex danger : descending too fast and catching up with your own turbulence.
The rotor operates in turbulent air and loses a large part of its lift. This phenomenon
is present at all altitudes : 10,000 or 10 feet. A too rapid vertical descent or a forward
moving descent with a tail wind. Descending between obstacles while moving slowly
forward and with a light tail wind!!
The « buzzing » of friendʼs homes, which is the first cause of crash.
Reduced power margin.
Theoretical example : If the power when stationary is X, the transition to forward flight
requires additional power, thus equal to a minimum of X + y, if the transition is commanded
too suddenly and with too much amplitude towards forward flight, the power demand may be
greater than the available reserve of power. Conversely, if you transition from hover to
forward flight with gentle movements of the controls you will cause your aircraft to accelerate
into forward flight with very little extra power.
Theoretical example : you fly one circuit and you land. If you slow down too quickly with a
high sink rate on the vertical speed indicator, you may lack the power to stop your aircraft in
hover position. Always opt for a safe final approach with a vertical speed indicator showing

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less than 100ft/min on a short final taking care to monitor the power progressively prior to
hover (it is worth noting that at the correct power calculated for hover already set at 10ft from
the ground, the helicopter will settle by inertia at the correct height for the hover, i.e. 3ft).
Theoretical example : You arrive at a high altitude field and it is hot. You have consumed part
of the fuel and, pre-flight you have studied the altitude/mass/temperature charts.
Theoretically you are within the safe limits but stay wary all the same and watch your rotor
RPM during short final. If the low RPM warning lights up, break away downwards while
slightly lowering the collective to recover the lost rotor revs.
Never forget that:
An accumulation of factors may lead to an increased need for power.
Power limits make flying the helicopter more delicate. Takeoff and landing must be
performed gently while always using techniques which use the least possible power.
To be learned by heart:
In case of engine failure, lower the collective to the limit, use the left pedal to avoid a
yaw to the right, attain safe speed as quickly as possible and a trajectory which will
bring you to a safe landing spot. During descent, take care to manage your rotor
RPM. Flare out to stationary position followed by applying pitch control input one or
several times to soften your contact with the ground. (Never forget that a good flare
perfectly controlled and a non-sliding landing will themselves take care of your
safety). Even if the final is late or early, if you avoid a sliding landing you have every
chance of emerging intact after your engine failure).
If the rotor RPM greatly exceeds the normal operating range, do not panic. This does
not mean that you should ignore the RPM during auto-rotation. On the contrary, these
must be checked by the pilot but if, in a short final at the end of the flare-out, you
exceed the upper limit of the rotor RPM, no panic, continue your auto-rotation. Once
the landing has been completed, and depending on the extent of the excess RPM,
you should ask for technical assistance or expert advice.
Note : in the context of the hours of flight instruction with the instructor, mast bumping will be
studied theoretically on the ground only.

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To avoid doubt when to increase or decrease fuel flow,
MORE FINGERS = MORE FUEL
(meaning the side of the throttle grip where the four fingers are placed)
LESS FINGERS = LESS FUEL
(meaning the side of the throttle grip where the thumb is placed)

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TABLE OF CONTENTS
CHAPTER 1 –GENERAL…………………..……………………………………………..11
1.1. CHARACTERISTICS AND PERFORMANCE…………………………………………………………..14
1.2. DESCRIPTIVE DATA…………………………………………………………………………..…………14
1.3. ABREVIATIONS AND DEFINITIONS –MISCELLANEOUS…………………………………….……16
1.4. ABREVIATIONS AND DEFINITIONS – PERFORMANCE…………………………………………....16
1.5. ABREVIATIONS AND DEFINITIONS –MASS AND BALANCE…………………………….……….17
1.6. ABREVIATIONS AND DEFINITIONS –CONVERSION TABLE…………………………….……….18
CHAPTER 2 – UTILISATION LIMITS………………………………………………..….19
2.1. GENERAL…………………………………………………………………………………………...……..20
2.2. COULOUR CODE FOR MARKINGS ON INSTRUMENTS……………………………………..…….20
2.3. ENVIRONMENTAL LIMITS…………………………………………………………………………...….20
2.4. SPEED LIMITS………………………………………………………………………………………...…..20
2.5. MARKINGS ON AIRSPEED INDICATOR…………………………………………………….……..….21
2.6. LIMITS AND RELATIONSHIP BETWEEN ROTOR AND ENGINE REVS……………………….….21
2.7. MARKINGS ON ROTOR AND ENGINE REVS COUNTERS…………………………………………21
2.8. VIBRATIONS AND HARMONICS………………………………………………………………….……22
2.9. LIMITS ON THE DS25 ENGINE……………………………………………………………………..…..22
2.10. LIMITS RELATING TO OIL………………………………………………………………………..…....22
2.11. LIMITS RELATING TO FUEL………………………………………………………………………..…23
2.12. MARKINGS ON ENGINE INSTRUMENTS…………………………………………………………...23
2.13. MASS AND BALANCING LIMITS…………………………………………………………………..….24
2.14. LIMITS ON IN-FLIGHT MANŒUVRES………………………………………………………………..24
2.15. LIMITATIONS ON TAKEOFF…………………………………………………………………………..25
2.16. LIMITATIONS ON LANDING ON SLOPES……………………………………………………...……26
2.17. LIMITATIONS ON LOAD FACTORS………………………………………………………………......26
2.18. LIMITATIONS IN CASE OF FAILURE OF GOVERNOR…………………………………………….27
2.19. COCKPIT PLACARDS…………………………………………………………………………………..27
CHAPTER 3 – EMERGENCY PROCEDURES………………………...……………….29
3.1. GENERAL………………………………………………………………………………………………….30
3.2. ENGINE FAILURE –GENERAL…………………………………………………………………………30
3.3. ENGINE FAILURE ABOVE 500FT………………………………………………………………………30
3.4. ENGINE FAILURE AT LOW ALTITUDE………………………………………………………………..30
3.5. ENGINE FAILURE AT LOW ALTITUDE AND LOW SPEED…………………………………………31
3.6. FAILURE OF GOVERNOR……………………………………………………………………………….31
3.7. BEST AERODYNAMIC EFFICIENCY DURING AUTOROTATION………………………………….31
3.8. ENGINE RE-START PROCEDURE……………………………………………………………………..31
3.9. EMERGENCY DITCHING WITHOUT POWER………………………………………………………..31
3.10. EMERGENCY DITCHING WITH POWER…………………………………………………………….32
3.11. REAR TRANSMISSION OR ROTOR FAILURE DURING TRANSITION………………………….32
3.12. REAR TRANSMISSION OR ROTOR FAILTURE DURING HOVER……………………………….32
3.13. ENGINE FIRE DURING STARTUP……………………………………………………………………32
3.14. ENGINE FIRE IN FLIGHT……………………………………………………………………………….32
3.15. LIGHTING UP INDICATORS…………………………………………………………………………...33

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CHAPTER 4 – NORMAL PROCEDURES………………………………………………35
4.1. NORMAL OPERATING SPEED…………………………………………………………………………36
4.2. PREFLIGHT INSPECTION AND CHECKS………………………………………………………….....36
4.3. CHECKLISTS : WARNINGS……………………………………………………………………………..37
4.4. ENGINE START…………………………………………………………………………………………...38
4.5. TAKEOFF…………………………………………………………………………………………………..38
4.6. CRUISE…………………………………………………………………………………………………….39
4.7. APPROACH AND LANDING……………………………………………………………………………..39
4.8. AUTOROTATION………………………………………………………………………………………….40
4.9. ENGINE SHUTDOWN PROCEDURE…………………………………………………………………..41
4.10. CHECK OUT……………………………………………………………………………………………...41
CHAPTER 5 – PERFORMANCES…………………………………………………….…42
5.1. GENERAL………………………………………………………………………………………………….43
5.2. CALIBRATION OF AIRSPEED INDICATOR…………………………………………………………...44
5.3. ALTITUDE / DENSITY TABLE…………………………………………………………………………...45
5.4. CEILING FOR HOVER IN GROUND EFFECT………………………………………………………...46
5.5. CEILING FOR HOVER OUTSIDE GROUND EFFECT………………………………………………..47
5.6. DISTANCE / ALTITUDE RATIO USING AUTOROTATION…………………………………………..48
5.7. HEIGHT SPEED DIAGRAM……………………………………………………………………………...49
5.8. NOISE LEVEL……………………………………………………………………………………………..50
CHAPTER 6 – MASS AND BALANCE…………………………………………….……51
6.1. GENERAL……………………………………………………………………………………………...…..52
6.2. MASS AND BALANCE…………………………………………………………………………….……...52
6.3. HELICOPTER LOADSHEET……………………………………………………………………………..58
6.4. LATERAL BALANCING…………………………………………………………………………………..59
CHAPTER 7 – SYSTEMS…………………………………………………………………61
7.1. GENERAL…………………………………………………………………………………….……………62
7.2. CABIN SHELL…………………………………………………………………………………...………...62
7.3. UNDERCARRIAGE………………………………………………………………………………………..62
7.4. MAIN ROTOR……………………………………………………………………………………...………62
7.5. REAR TURBINE OR ANTI-TORQUE ROTOR…………………………………………………….…..62
7.6. TRANSMISSIONS…………………………………………………………………………………………63
7.7. ENGINE…………………………………………………………………………………………………….63
7.8. FLIGHT CONTROLS…………………………………………………………………………...…………63
7.9. ENGINE –CLUTCH –DRIVE BELTS………………………………………………………….……….64
7.10. FUEL CIRCUIT………………………………………………………………………………….………..64
CHAPTER 8 – HANDLING AND MAINTENANCE…………………………..…….…..65
8.1. GENERAL………………………………………………………………………………………………………………..66
8.2. REQUIRED DOCUMENTS…………………………………………………………………..………………….……..66
8.3. MAINTENANCE…………………………………………………………………………………………………………66
8.4. MODIFICATIONS TO THE HELICOPTER……………………………………………………..…………………….67
8.5. MANŒUVRES ON THE GROUND…………………………………………………………………………………...67
8.6. PARKING AND TIEING DOWN…………………………………………………………………..…………………...67
8.7. MAINTENANCE AND PROCEDURES…………………………………………………………..…………………...67
8.8. MAINTENANCE AND SERVICE LIFE…………………………………………………………..……………………67

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CHAPTER 1 – GENERAL
1.1. CHARACTERISTICS AND PERFORMANCE
1.2. DESCRIPTIVE DATA
1.3. ABREVIATIONS AND DEFINITIONS –MISCELLANEOUS
1.4. ABREVIATIONS AND DEFINITIONS –PERFORMANCE
1.5. ABREVIATIONS AND DEFINITIONS –MASS AND BALANCING
1.6. ABREVIATIONS AND DEFINITIONS –CONVERSION TABLES

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Instrument panel (Note: instrument panels vary according to specification and
customer needs)
1 : Manifold pressure
2 : Airspeed indicator
3 : General warning
4 : Generator charge indicator
5 : Low RPM indicator
6 : Low Fuel indicator
7 : Engine/Rotor dual RPM
8 : Chip detector MTG
9 : Chip detector RTG
10 : FAN 1
11 : FAN 2
12 : Vertical speed indicator
13 : Altimeter
14 : External T°
15 : Coolant liquid T°
16 : Free swtich
17 : Free switch
18 : Free switch
19 : Free switch
20 : Transponder
21 : Free fuse
22 : Free fuse
23 : Instruments
24 : Engine
25 : Fuel pump 1
26 : Fuel pump 2
27 : Fan 1
28 : Fan 2
29 : VHF
30 : Free switch
31 : Free switch
32 : Free switch
33 : Governor ON/OFF
34 : Oil Pressure
35 : Fuel gauge
36 : MTG oil T°

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1.1. CHARACTERISTICS AND PERFORMANCE
Dimensions
Main rotor -Diameter ................................................................................... 7,16 m
Number of blades .................................................................................................2
Anti-torque rotor -Diameter ............................................................................0,8 m
Number of blades .................................................................................................8
Fuselage length ............................................................................................ 6,23 m
Overall length (including reach of main rotor) ............................................... 7,95 m
Height............................................................................................................ 2,58 m
Undercarriage width .................................................................................... 2,00 m
Cabin interior width .......................................................................................1,45 m
Power plant
Engine........................................................................................... Subaru DS EJ25
Capacity ................................................................................................... 2500 cm³
Max power output ........................................................................................180 HP
Hourly fuel consumption ................................................................................27 L/h
Total fuel capacity ............................................................................................. 90 L
Useable fuel capacity..................................................................................... 87,5 L
Unusable fuel capacity..................................................................................... 2,5 L
Performance
Autonomy at 27L/h.................................................................. ......................03h10
Practical useable ceiling ..................................3500 / 4000 m ........11500/13150 ft
VNE.......................................................................... 190 km/h ...................... 102 kt
Cruising speed ............................................... 140 à 165 km/h ............... 75 to 90 kt
Rate of climb (dependent on payload) …150 to 300m/min……...500 to 1000ft/min
1.2. DESCRIPTIVE DATA
Main rotor
Semi-rigid type, on teetering hinge, without trailing articulations.
Number of blades................................................................................................... 2
Diameter ....................................................................................................... 7,12 m
Constant blade chord.................................................................................. 0,195 m
Blade tortion......................................................................................................... 6°
Blade mass ..................................................................................................... 12 kg
Blade tip speed at 100% of nominal capacity ....................... 735 km/h at 530 RPM
Rear or anti-torque rotor
Rigid type, no flapping articulations, fully housed
Number of blades................................................................................................... 8
Diameter .................................................................................................... 0,840 m
Surface area of disc ...................................................................................0,554 m²
Constant blade chord.................................................................................. 0,055 m
Blade twisting....................................................................................................... 5°
Mass of blade....................................................................................................78 g
Blade tip speed at 100% of nominal capacity ..................... 608 km/h at 3833 RPM

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Transmission
Main transmission and main transmission box MTG
Transmission by gearing R=2,43
Secondary transmission by 8 trapezoidal belts R=1.27
Main transmission shaft ..................................... hardened stainless steel AISI 431
Diameter ....................................................................................................... 35 mm
Free wheels in upper pulley, number :................................................................... 2
Dynali main transmission box : ……............1 conic helicoid spiral type gear R=35
Rear transmission and rear transmission box
Rear transmission by shaft. Cardan joint type coupling
Rear rotor transmission shaft........ hardened stainless steel AISI 431 diameter 12
Diameter ....................................................................................................... 12 mm
Rear transmission box: .........................................1 conic helicoid spiral type gear
Reduction ratio rear transmission box : N transmission shaft / N rear rotor .......1/2
Reduction ratio
N engine / N main rotor .................................................................................9,83/1
N rear rotor / N main rotor..............................................................................7,09/1
Power-plant
Engine........................................................................................... Subaru DS EJ25
Horizontally opposed « flat » 4 cylinders 4 stroke. Electronic injection.
Liquid cooled. “Dry” sump (separate oil tank).
Cylinder capacity....................................................................................... 2500 cm³
Maximum power output................................................................................ 180 HP
Engine RPM at maximum power ............................................................ 5300 RPM
Fuel
Regular fuel........................................................... 95 or 98 octane automobile fuel
Occasional fuel ................................................................................AVGAS 100 LL
Note : AVGAS 100LL or Ethanol may be used as regular fuel subject to
modification of the injectors.
Hourly fuel consumption: ............................................................................... 27 L/h
Total fuel capacity: ............................................................................................90 L
Useable fuel capacity:.................................................................................... 87,5 L
Unusable fuel capacity..................................................................................... 2,5 L
Low fuel warning ............................................................. below 10L of useable fuel
Cooling and lubrication
Liquid engine coolant
Type ............................................................................................................... Glycol
Capacity : ............................................................................................................9 L
Engine oil (change every 6 months or 100 hours)
Type ..................... oil for gasoline engine, synthetic or semi-synthetic SAE 10W50
Capacity .......................................................................................................... 3,5 L

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Main transmission oil
Type ............................................................................................ hypoid SAE 75/90
Capacity ........................................................................................................... 2,5 L
Rear transmission oil
Type ........................................................................................... hypoid SAE 70/90
Capacity ........................................................................................................ 125 ml
1.3. ABREVIATIONS AND DEFINITIONS – MISCELLANEOUS
MTG : Main Transmission Gearbox
RTG : Rear Transmission Gearbox
ATR : Anti-Torque rotor
RT : Rear Transmission
1.4. ABREVIATIONS AND DEFINITIONS –PERFORMANCES
IAS -Indicated air speed
Speed shown on the air speed indicator, i .e. relative to the air in which the
aircraft is flying. Expressed in kilometers per hour or knots [km/h -kts].
VNE
Maximum safe speed. Above this speed, the aircraft will exceed its mechanical
design limits.
Expressed in kilometres per hour or knots [km/h -kts].
Vy ou Vpm
Speed providing maximum power. Speed which gives the optimum rate of climb.
Speed expressed in kilometers per hour or knots [km/h -kts]. Rate of climb
expressed in [m/s] or [ft/min].
Manifold pressure
Current pressure in the engine intake manifold, expressed in column inches of
mercury [inHg].
MCP
Maximum Continuous Power.
RPM
Revolutions (Revs)/Rotations per minute. Unit used to express the speed of the
main rotor and of the engine. Both of these are indicated on the rev. counters on
the control panel.

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International Standard Atmosphere
Atmosphere model for which the sea-level pressure is equal to 1013.25 hPa, the
sea level temperature is at 15°C and the temperature gradient is at -6,5°C per
1000m(3000ft) of altitude. The air is considered as an ideal gas.
1.5. ABREVIATIONS AND DEFINITIONS –WEIGHT AND BALANCE
Datum : Reference point for balancing
As regards calculations, the Dynali design office has chosen the axis of the main rotor
as the datum.
Station : Distance from the datum point to the centre of gravity of a component.
C.G. : Centre of gravity (Point from which the helicopter would balance, if suspended).
Balancing :
Horizontal distance from the CG of the component concerned in relation to the datum point.
Balancing limits
Distance limits from the CG for which use of the helicopter may be operated at a given
mass.
Standard empty weight
Weight of helicopter in standard configuration, with unusable fuel reserve, full operating
fluids and full engine oil.
Basic empty weight
Standard empty weight to which is added the weight of all optional equipment.
Payload
Difference between maximum takeoff weight and basic empty weight.
Unusable fuel
Fuel which can not be used in flight.

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1.6. ABREVIATIONS AND DEFINITIONS –CONVERSION
TABLE
UNITS
Symbol
Conversion
Distance
metre
m
1 m = 3.3 ft
centimetre
cm
1 cm = 0,01 m
millimetre
mm
1mm = 0,001 m
hectometre
hm
1 hm = 100 m
kilometre
km
1 km = 0,540 NM = 1000 m
Nautical Mile
NM
1 NM = 6076 ft = 1852 m
Statute Mile
SM
1 SM = 1609 m
inch
in
1 in = 0,0254 m
foot (plur: feet)
ft
1 ft = 12 in = 0,3048 m
yard
yd
1 yd = 3 ft = 0,9144 m
Speed
knot
kts
1 kt = 1 NM/h = 1,852 km/h
feet/minute
ft/min
100 ft/min = 0,508 m/s
Weight
kilogram
kg
1 kg = 2,2 lbs
pound
lbs
1 lb = 0,454 kg
Volume
litre
l
1 l = 1,055 qt = 0.264 USG
millilitre
ml
1 ml = 0,001 l
quart
qt
1 qt = 0,25 USG = 0,9475 l
US Gallon
USG
1 USG = 4 qts = 0,833 ImpG = 3,79 l
Imperial Gallon
ImpG
1 ImpG = 1,20 USG = 4,54 l
Pressure
pascal
Pa
1 Pa =
hectopascal
hPa
1 hPa = 100 Pa
bar
bar
1 bar = 105Pa
Inches Mercury
In Hg
1 In Hg =
Power
Horsepower
HP
1 HP = 0,736 kW
Kilowatt
kW
1 kW = 1,397 HP

FLIGHT MANUAL DYNALI HELICOPTER COMPANY Edition N°3
DYNALI H2S January 2012
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19
CHAPTER 2 – UTILISATION LIMITS
2.1. GENERAL
2.2. COULOUR CODE FOR MARKINGS ON INSTRUMENTS
2.3. ENVIRONMENTAL LIMITS
2.4. SPEED LIMITS
2.5. MARKINGS ON AIRSPEED INDICATOR
2.6. LIMITS AND RELATIONSHIP BETWEEN ROTOR AND ENGINE REVS
2.7. MARKINGS ON ROTOR AND ENGINE REVS COUNTERS
2.8. VIBRATIONS AND HARMONICS
2.9. LIMITS ON THE DS25 ENGINE
2.10. LIMITS RELATING TO OIL
2.11. LIMITS RELATING TO FUEL
2.12. MARKINGS ON ENGINE INSTRUMENTS
2.13. MASS AND BALANCING LIMITS
2.14. LIMITS ON IN-FLIGHT MANŒUVRES
2.15. LIMITATIONS ON TAKEOFF
2.16. LIMITATIONS ON LANDING ON SLOPES
2.17. LIMITATIONS ON LOAD FACTORS
2.18. LIMITATIONS IN CASE OF FAILURE OF GOVERNOR
2.19. COCKPIT PLACARDS

FLIGHT MANUAL DYNALI HELICOPTER COMPANY Edition N°3
DYNALI H2S January 2012
__________________________________________________________________________________
20
2.1. GENERAL
Chapter 2 deals with the limits on use, the markings on the instruments, and the main
placards required for the safe operation of the helicopter, its engine and its other systems.
2.2. COLOUR CODING FOR MARKINGS ON INSTRUMENTS
Green
Normal operating range.
Yellow
Operating range requiring close attention.
Red
Indicates limits of operation. The needle should not enter the red zone during
normal operation.
2.3. ENVIRONMENTAL LIMITS
Temperature Limits
The Dynali H2S may be operated between -15 °C and +45 °C, except in icing or super-
cooling conditions.
Wind limits
Start-up in steady wind
Headwind ....................................................................................................... 35 kts
Crosswind ...................................................................................................... 25 kts
Tailwind ......................................................................................................... 15 kts
Start-up in gusting wind
Headwind .............................................................................................. 20 to 30 kts
Crosswind ...................................................................................................... 15 kts
Tailwind.......................................................................................................... 15 kts
Note : Always try to startup facing into the wind (this is almost always possible with a
helicopter)
2.4. SPEED LIMITS
VNE (Speed not to be exceeded )
Altitudes below 1000 m-3000 ft
VNE (with or without power) ..........................................190 km/h .............. 102 kts
Altitudes from 1000 to 1500 m-3000 ft to 4500 ft
VNE (with or without power) ..........................................180 km/h ................ 97 kts
Above 1500 m-4500 ft
VNE............................................ decreases by 12 km/h -6 kts per 1000m -3000ft
Maximum speed with 1 or 2 doors removed ..........................150 km/h ................ 81 kts