RotorSport Poplar Farm User manual

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 1 of 55
Maintenance Manual
Gyroplane Type Cavalon (UK spec only)
RotorSport UK Ltd
Poplar Farm
Prolley Moor
Wentnor
Bishops Castle
SY9 5EJ
Company Reg No 5486550
Phone: [phone]
Fax: [phone]
Email: [email protected]
CAA Approval No: DAI/9917/06
Page issue 4, dated 08.06.15

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 2 of 55
Applicability
Aircraft Registration: G-
Aircraft serial no. RSUK/CVLN/
Engine type: Rotax 912ULS & 914UL
Engine serial No:
Rotor blade type & diameter: Autogyro 8.4m RotorSystemII RAO (red
cap, black clamp profile only)
Propeller type: HTC 1,73m (with or without spinner),
or,
IVO-prop DL3-68 in-flight variable pitch
(with or without spinner)
Page issue 4, dated 08.06.15

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 3 of 55
CONTENTS AND CHECK LIST OF PAGES
Content Page No.
Cover page 1
Applicability 2
Contents and checklist of pages 3
Section 1
Amendments to the schedule 5
Section 2
Foreword 7
Section 3
Owner/Operator responsibilities 8
Certifying persons responsibilities 8
General inspection standards 8
Airworthiness life limitations 8
Airworthiness Directives & Mandatory Permit Directives 8
Airworthiness Notices 8
Overhaul and test periods 8
Service information 9
Modifications 9
Duplicate inspections 9
Scheduled maintenance worksheets 9
Definitions 9
Section 4
Permit maintenance release 10
Pilot Maintenance 11
Annual check 12
Section 5
The maintenance check cycle 14
Permitted variations 14
Notes 14
Section 6
Pilot's pre-flight check (Check A) 15
Section 7
Scheduled maintenance worksheets & permit renewal 15
Section 8
Annual Inspection (Flight test) 16
Section 9
Aircraft systems description and maintenance methods 17
Section 10
IVO-prop in-flight variable pitch propeller 33
Section 11
Approved modifications to date 39
Service bulletins issued to date 39
Service Information Letters issued to date 39
Repair approval request form 40
Page issue 4, dated 08.06.15

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 4 of 55
Appendix A – Compass calibration sheets 42
Appendix B – AutoGyro Manufacturers Maintenance Manual 44
Note! This manual comprises a front section detailing UK specific requirements and
information, and then incorporates the AutoGyro Manufacturers Maintenance
Manual by way of the pdf document copied into the RotorSport document as
Appendix B.
Therefore:
1. In the event of conflict between RotorSport and AutoGyro instructions,
RotorSport instructions take priority.
2. The page numbering only covers the primary RotorSport document.
3. Take note of errors or specific changes at the start of Appendix B.
4. Take note of additional instructions and repair methods shown in Sect 9.
P
age issue 4, dated 08.06.15

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 5 of 55
SECTION 1
AMENDMENTS TO THE SCHEDULE
1. Where & 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
NUMBER
DATE
INSERTED
BY
ISSUE
NUMBER
DATE
INSERTED
BY
Initial
4 08.06.15
1 07.12.12 5
2 11.03.13 6
3 12.04.13 7
Issue Change summary
1 First issue for flight test
2 DRAFT for review prior to permit release
3 Revised after CAA Review. Greater detail of variances between
UK and other configurations in embedded AutoGyro AMM
Formal release.
4 Upgrade to 560kg (MC-281) and fitment of IVO-prop (MC-276)
recognised. Reformatted (Section 11 was Section 10).
The technical content of this document is approved under the authority of the UK CAA design
organisation approval reference: DAI/9917/06
Signature:
Position:
Engineering Manager
Signature:
Position: Head of
Engineering
Signature:
Position: Head of
Airworthiness
Page issue 4, dated 08.06.15

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 6 of 55
List of Effective Pages
Page
Issue
Date
Page
Issue
Date
Page 1 4 08.06.15 Page 33 4 08.06.15
Page 2 4 08.06.15 Page 34 4 11.03.13
Page 3 4 08.06.15 Page 35 4 11.03.13
Page 4 4 08.06.15 Page 36 4 11.03.13
Page 5 4 08.06.15 Page 37 4 11.03.13
Page 6 4 08.06.15 Page 38 4 12.04.13
Page 7 4 08.06.15 Page 39 4 12.04.13
Page 8 2 11.03.13 Page 40 4 12.04.13
Page 9 2 11.03.13 Page 41 4 12.04.13
Page 10 2 11.03.13 Page 42 4 12.04.13
Page 11 2 11.03.13 Page 43 4 12.04.13
Page 12 2 11.03.13 Page 44 4 08.06.15
Page 13 2 11.03.13 Page 45 3 12.04.13
Page 14 2 11.03.13 Page 46 3 12.04.13
Page 15 4 08.06.15 Page 47 3 12.04.13
Page 16 2 11.03.13 Page 48 4 08.06.15
Page 17 2 11.03.13 Page 49 3 12.04.13
Page 18 2 11.03.13 Page 50 3 12.04.13
Page 19 2 11.03.13 Page 51 3 12.04.13
Page 20 2 11.03.13 Page 52 3 12.04.13
Page 21 2 11.03.13 Page 53 3 12.04.13
Page 22 3 12.04.13 Page 54 3 12.04.13
Page 23 3 12.04.13 Page 55 3 12.04.13
Page 24 2 11.03.13
Page 25 2 11.03.13
Page 26 2 11.03.13
Page 27 2 11.03.13
Page 28 2 11.03.13
Page 29 2 11.03.13
Page 30 4 08.06.15
Page 31 2 11.03.13
Page 32 2 11.03.13
Page issue 4, dated 08.06.15

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 7 of 55
SECTION 2
FOREWORD
1. Applicability
This Schedule is intended for use on the CAVALON Gyroplane only, released on
AAN29345 and by addenda released for flight at 560kg MTOW and fitted (optionally) with
the IVO-prop DL3-68 in-flight variable pitch propeller
2. Guidance
This aircraft may be being flown & operated under a UK 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. It is the aircraft operators’ responsibility to ensure the aircraft is 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 stated as
required, then non-compliance will invalidate the Permit to Fly.
Page issue 4, dated 08.06.15

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 8 of 55
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 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 safe life limit of 1500 service hours
AutoGyro 8.4m Rotorsystem II BG4836 (red end cap, black clamp profile) has a safe life
limit of 2,500hrs.
See also Chapt 4 of the AutoGyro manual, ‘Manufacturer Life Limitations’.
AIRWORTHINESS DIRECTIVES
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 & recommended by RSUK.
The CAA may vary or mandate overhaul and test periods by the issue of an Airworthiness
Directive or Airworthiness Notice.

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 9 of 55
The overhaul and test periods should be recorded in the appropriate aircraft worksheet
SERVICE INFORMATION
Service information (Service Bulletins, Service Letters, etc.) published by RSUK should be
formally technically assessed by the Owner/Operator and adopted if 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 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;
SERVICE/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.
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 removal of detachable cowlings,
panels, covers and fabric may be required to be able to satisfy the inspection
requirements.
OPERATIONAL CHECK (OP/C):
Page issue 2, dated 11.03.13
Page issue 2, dated 11.03.13

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 10 of 55
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’ & ‘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 is 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 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
Cross refer to workpack ref;
25 hr/100 hr/Annual Check (delete as appropriate)
has been carried out to my satisfaction at total airframe
hours…….
and in that respect is considered fit for flight
Signed…………………...Authorisation
ref………….Date……….
Maintenance Schedule Ref. RSUK0288 Issue …..
Airframe
Engine
Radio
(Annual check only)
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.
Page issue 2, dated 11.03.13

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 11 of 55
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 is 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 MAINTENANCE
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. 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, gapping, 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)).
17.Inspection of fuel filters.
(Including removal, cleaning and refitting).
18.Changing of engine oil.
Page issue 2, dated 11.03.13

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 12 of 55
(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
a person or organisation appropriately approved by the CAA (eg, CAA Authorised A3-7
engineer or approved organisation).
Use form F176 from the RSUK website
Page issue 2, dated 11.03.13

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 13 of 55
Intentionally blank
Page issue 2, dated 11.03.13

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 14 of 55
SECTION 5
THE MAINTENANCE CHECK CYCLE
Check title Content Period
Check A Check A Prior to the first flight of the day
First 25 hour check 25 hour check items (one
time check, after new build)
Not exceeding 25 flying hours, or 1
year, whichever is the sooner
100 hour check 100 hour check items Not exceeding 100 flying hours
Annual check As 100hr check items. Not exceeding 12 months from
previous 100hr or annual check (see
Note 5)
Use forms F175 25hr Service and F176 100hr Service/Annual Inspection Worksheets
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
1. 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 variation 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 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.
Page issue 2, dated 11.03.13

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 15 of 55
SECTION 6
PILOT'S PRE-FLIGHT CHECK
Pre-flight checks are to be carried out in accordance with the Gyroplane Pilots Handbook
RSUK0287.
CHECK 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.
F175 issue 2, 25hr service worksheet
F176 issue 2, 100hr or Annual worksheet
F178 issue 2 Short term storage and return to service
F179 issue 2 Long term storage and return to service
Use these worksheets only within the UK market, not those shown in the AutoGyro
MM.
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 (29345, 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-06 @
current Issue (downloadable from CAA website)
3) Demonstration of Compliance with Mandatory Permit Directives - stating relevant
MPD's and method of compliance and location/page of certification in log book. Achieved
by checking the CAA website, and referencing 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.
Page issue 4, dated 08.06.15

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 16 of 55
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.
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 C of 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, Engine serial No and Propeller serial number.
11) Pilots Operating handbook Issue No. You will need to show your copy.
12) Logbooks, modifications and service bulletins/MPDs. The aircraft and engine logbooks
will be inspected, and MUST be complete and up to date. In addition, they must show any
modifications 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.
SECTION 8 - ANNUAL FLIGHT TEST
Annual Flight Test Schedule – refer to CAA check flight schedule CFS301.
Page issue 2, dated 11.03.13

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 17 of 55
SECTION 9 – AIRCRAFT SYSTEMS DESCRIPTION AND MAINTENANCE METHODS
General notes;
1. These instructions are not all encompassing, and should always be used in
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.
2. 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.
3. Wherever possible SI units are used
4. Always use good quality tools appropriate for the task
5. Use of non standard or unauthorised parts or repairs will invalidate the
warranty and the Permit to Fly. New parts specifically designed for this
aircraft and supplied by RSUK will carry an Approved Certificate (of
conformity), which must be kept with the aircraft records.
6. Special tools
RSD7222 Coil earthing lead, used to earth the ignition coils should the
instrument panel be removed.
7. Lubricants. Use engine lubricants only as per Rotax instructions. Shell LM
Bearing grease RSD4530 or equivalent is suitable for aircraft grease
lubrication points.
8. Loctites and sealants. See individual sections.
9. 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.
10.Help protect our environment by disposing of parts and fluids properly.
11.Specific aircraft parts list available separately from RSUK website.
12.Remember, maintenance, modification, and bulletin/MPD incorporations must
be recorded on suitable worksheets and within the aircraft/engine logbooks –
and signed appropriately.
13.Refer also to the pilots handbook as well as the drawings quoted and service
parts list, all available from the RSUK website.
14.Notes on “nyloc” (and metal locking such as BinX) 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.
This statement is made here only, to avoid continued repetition. It is the engineer’s
responsibility to ensure a safe working environment.
Page issue 2, dated 11.03.13

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 18 of 55
Primary and Secondary structure determination:
A 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 composite body. As an example, the composite body of the aircraft is primary
structure, yet it carries attachment point for items not flight critical).
The primary structural elements are considered to be:
Composite body.
Connection assemblies joining the rotor head to the body mast.
The rotor assembly and rotor head
The keel, 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 is
difficult to make a safe landing without it - inevitably an aircraft rollover would result,
probably destroying the aircraft.
Critical parts.
The following parts and assemblies have been denoted critical during the design review
process, and special care must be taken with them.
Item & pt No. Reason/comment
BG1841 Rotor Head Upper
Assembly
Correct assembly of pitch, roll, main bearing and teeter
bolts/nuts and splits pins is essential for safe operation
BG1842 Rotor Head Lower
Assembly
Correct assembly of pitch, roll, main bearing and teeter
bolts/nuts and splits pins is essential for safe operation
BG3249 Mast welded
fabrication
Must be inspected carefully for cracks or other weld
problems
BG4386 Rotor assembly Correct assembly of the rotor system is essential for
safe operation
BT4837 Rotor blade Damage or fracture of the rotor blade is not permitted.
BT718 Teeter bolt Must be correctly fitted, with no cracks or damage for
safe operation
BT3795 Teeter tower No cracks or damage permitted for safe operation
BT3796 Main bearing nut Critical part, must be properly tightened and correctly
fitted with a split pin.
BT5957 Main bearing bolt Critical part, must be properly tightened and correctly
fitted with a split pin.
BT5652 Mast box section Must be inspected carefully for cracks or other fractures
BT5890 Gimbal block Must be free of cracks or fractures for safe operation
Page issue 2, dated 11.03.13

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 19 of 55
General aircraft testing and requirements post maintenance.
1. Aircraft operation. Any engine service will require the operation of the engine, as
will any maintenance action requiring adjustment of an engine control or
subsystem, or affected system such as removal of the instrument panel. Safely
operating an aircraft, even for a ground run, requires training, and should only be
undertaken with a pilot or suitably experienced person in the pilot seat. Operation
must never be undertaken in a confined space, and always in the open with the
propeller wash pointing away from any buildings or anything of value.
Ensure there are no loose materials in the vicinity that could be sucked into the
propeller, leading to expensive damage.
Ensure the aircraft is chocked to prevent a runaway.
Ensure there are no persons (especially children) or animals in the vicinity of the
aircraft. Any persons required to be present (eg support staff) MUST be suitably
trained or briefed of the danger they are in.
2. This aircraft is equipped with a pitot and static port system. For safe aircraft
operation it is very important that these systems are correctly fitted and checked if
disturbed. Any maintenance operation which removes the instrument panel or
instrument connected to this system must be properly verified for function prior to
flight, as per Pitot System Integrity Test under Standard system checks.
3. Any maintenance action which requires a flight test (eg fitment of an alternative
design of propeller) will result in the requirement for a Permit Flight Release
Certificate (PFRC) to be issued. This is a simple document, and is not included
within the logbooks. It must be retained with the aircraft records.
Aircraft access for maintenance and inspection
The aircraft is fully enclosed; which means access to the ‘workings’ is restricted unless
access panels are removed.
There are several areas of access.
Cabin area.
1. The general cabin area is accessed via the doors on either side of the aircraft. If
required the doors can be removed (see POH).
2. Access to the stick bases is achieved by pulling the gaitor from the base of the stick
(held in place by Velcro). Refitment is by reattaching the gaitor to the Velcro all
around the gaitor.
3. Access to the control sticks is by removing the access hatches (see those sections)
retained by M4 screws. Replacement is by reattaching. There is no loctite required.
4. Access to Circuit breakers is directly on the instrument panel. No tools are required,
and the fuse circuit is shown on the CB.
5. Access to the rear of the instrument panel is achieved by removing the M4 screws
retaining the panel to the aircraft on the panel front face. The panel may be easily
fully removed by disconnecting the harness plugs and hoses, but after re
installation a full functional check of all gauges MUST be completed.
Engine bay.
a) Access to the oil dipstick is via the cover on the right side of the engine cowl, by
undoing the 3 push and turn camlock fasteners. This allows access to the standard
Rotax oil tank and dipstick. Ensure the filler cap is properly secured before refitting
the cover and checking the three fasteners are secured in place.
Page issue 2, dated 11.03.13

Copyright of RotorSport UK Ltd
Document number RSUK0288
Page 20 of 55
b) Access to the top of the engine is achieved by undoing the camlock push and turn
fasteners attaching the top cowl to the other cowls. Wriggle them free, and lift off
the cowl. Reattachment is the reverse. Ensure all camlocks are securely locked!
c) Access to the lower engine requires the removal of the upper cowl, and then
removal of the lower engine cowl, secured by M4 fastenings. The cowl attachment
screws have a nylon washer between the screw head and the cowl, and must be
securely tightened.
d) Access to the battery, fuel filters etc is achieved by removing the firewall panel
between the engine and composite body, behind which they are located.
Mast
a) The rotor head fairing is removed by removing the M4 screws holding it to the body.
These to allow the rear fairing to the pulled off forwards. Reattachment is the
reverse, with screws securely tightened.
Standard system checks
Pitot and static ports.
The airspeed indicator pitot is a metal nozzle located at the nose of the aircraft.
The static ports are located either side of the fuselage under the doors, roughly 2/3rds of
the length along, and marked by white rings and black letters saying ‘Static port – do not
block!’ The static port connects to the ASI, Altimeter and VSI where fitted.
The integrity of this system is important, because a) a system leak could result in an under
reading ASI, leading to unintended flight speeds beyond Vne, and b) incorrect static port
balancing will lead to altimeter and ASI errors
A full system check is undertaken using a Barfield type apparatus (by following the
instructions with the test set) which will give a full system calibration. Alternatively a simple
system integrity test can be achieved using two 1ml syringes connected to the pitot and
static ports, with the second static port blocked. A full system calibration is normally
undertaken in the event of a problem found during the simple integrity test, or in the event
of a system rebuild or overhaul.
Pitot system integrity test
Check the ASI function and the integrity of the pitot-tube to ASI connection by use of field
test kit RSD7179. This consists of a modified Becton Dickinson D U-100 Insulin
hypodermic (or equivalent, and the needle is removed) and a short section of 6mm
silicone tube containing a one way valve.
Vent hole here
Page issue 2, dated 11.03.13