Calidus
EMERGENCY PROCEDURES
AutoGyro_POH_Calidus Revision 4.0 – Issue Date 17.JAN.2019 3-5
3.9 Flight Control Malfunction
In case of a flight control failure the gyroplane can be controlled with the remaining primary
and secondary controls, including power and trim. An immediate reduction of power,
respectively speed may be necessary to avoid pitch oscillations (phugoid) or other effects
affecting dynamic or static stability. Navigate to a suitable landing site with wide and shallow
turns and approach against the wind.
3.9.1 Engine Power Control / Throttle
Throttle jammed open or max
Navigate to a suitable landing site with the power set. If over safe terrain, magneto switches
may be used to control power. When within gliding distance to the selected landing site,
shut-down engine to perform a power-off landing as per Emergency Procedure “Engine
failure”.
NOTE
In case of a control cable breakage the carburettor will be automatically set to
full throttle position.
Throttle jammed closed
Land as per Emergency Procedure “Engine failure”. Residual power may be used to extend
the glide.
3.9.2 Rudder Malfunction
In case of a stuck or loose rudder, continue flight to a suitable, preferably wide landing site
that allows a landing into the wind. If necessary reduce power to avoid excessive side slip.
Align gyroplane prior to touch-down, using engine torque or lateral control input to the side
where the nose is pointed.
3.9.3 Rotor Head Control
In case of a rotor head control malfunction, control pitch attitude using careful trim input and
power setting. Use rudder for directional control and for shallow turns. In some conditions it
may be appropriate to reduce power/speed in order to avoid phugoid effects or a possible
negative yaw-roll coupling. Approach landing site with wide and shallow turns.
3.9.4 Trim runaway
Failure of a trim selector switch or pneumatic valve may result in trim runaway (where the
trim system runs to one extreme and pushes the control stick accordingly). Although the
average pilot is able to resist the out-of-trim stick force and continue to fly the aircraft it may
be possible to reduce the stick load by intervention:
(i) High forward stick load required to prevent aircraft nose rising (this will be
coincident with a high air-pressure reading) – briefly turn the Flight/Brake selector
to “Brake” to deplete system air pressure. If the air compressor is heard to start
To Next Page
Loading...