Calidus
EMERGENCY PROCEDURES
AutoGyro_POH_Calidus Revision 4.0 – Issue Date 17.JAN.2019 3-6
and the pressure rises again then pull the circuit-breaker marked “Comp” to stop
the compressor. Repeat the brief selection of “Brake” to deplete system air
pressure as required.
(ii) High aft stick load required to prevent aircraft diving (this will be coincident with
low or zero air pressure) – check “Comp” fuse, if blown replace and try to trim
aircraft nose-up. If unsuccessful or no replacement fuse available then continue
to an expedited landing. Note: replace the fuse once only.
(iii) High roll-left or roll-right stick load required to maintain balanced flight (coincident
with high air-pressure reading). Pull the “Comp” fuse to prevent further increase
in air pressure and attempt to re-trim. If unsuccessful then continue to an
expedited landing. Selecting “Brake” will reduce forward pitch trim pressure to
zero, then requiring a significant rearwards force to hold the aircraft level.
Depending on the aircraft loading, this may be an appropriate response.
NOTE
Stick trim malfunction can be perceived if the Flight/Brake selector has been
left switched to ‘Brake’ during take-off, resulting in a pitch forward stick force;
if this occurs, change the Flight/Brake switch to Flight, and trim as normal.
3.10 Pitch oscillation recovery
There are generally two types of pitch oscillation: that caused by pilot over control (‘PIO,
Pilot Induced Oscillation’) and that caused by aerodynamic oscillation.
PIO is not generally found on two seat gyroplanes due their inherent stability. It is initiated
by the pilot over-controlling the stick. If a situation develops where a divergent aircraft
pitching oscillation is occurring in sympathy with fore-aft control stick inputs, firstly stop the
control input – do NOT try to control PIO with the stick.
For both situations, smoothly closing the throttle whilst maintaining a level flight attitude will
return the aircraft to a stable, slow speed condition very quickly, from which the pilot can
recover to normal flight.
Recovery from PIO or aerodynamic oscillation can result in height loss.
3.11 Vibration
A gyroplane is subject to a number of out of balance forces which will generate different
levels of vibration depending on the engine and rotor rpms, and on loading conditions.
Rotors are normally balanced two seated, so a reduction in occupant loading will naturally
change the rotor response.
1. Engine and propeller. Vibration in this area will change with engine rpm, and can
therefore be affected and isolated by the pilot. The propeller is normally balanced to less
than 0.1ips, meaning low vibration. Vibration will increase as the propeller gets dirty, and will
also increase if damaged. A sudden change in flight will indicate a fault has developed,
either through an impact (loose luggage, bird strike etc. passing through the propeller) or by
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