Section X
Safety Information
41eechcraft
Single Engine (Piston)
Particular attention must be paid to the autopilot settings
prior to engagement. If you attempt to engage the autopilot
when the airplane is out of trim, a large attitude change may
occur.
IT IS ESSENTIAL THAT THE PROCEDURES SET FORTH
IN THE APPROVED AFM SUPPLEMENTS FOR YOUR
SPECIFIC INSTALLATION BE FOLLOWED BEFORE
ENGAGING THE AUTOPILOT.
FLUTTER
Flutter is a phenomenon that can occur when an aerody-
namic surface begins vibrating. The energy to sustain the
vibration is derived from airflow over the surface. The ampli-
tude of the vibration can (1) decrease, if airspeed is
reduced; (2) remain constant, if airspeed is held constant
and no failures occur; or (3) increase to the point of self-
destruction, especially if airspeed is high and/or is allowed to
increase. Flutter can lead to an in-flight break up of the air-
plane. Airplanes are designed so that flutter will not occur in
the normal operating envelope of the airplane as long as the
airplane is properly maintained. In the case of any airplane,
decreasing the damping and stiffness of the structure or
increasing the trailing edge weight of control surfaces will
tend to cause flutter. If a combination of those factors is suf-
ficient, flutter can occur within the normal operating enve-
lope.
Owners and operators of airplanes have the primary respon-
sibility for maintaining their airplanes. To fulfill that responsi-
bility, it is imperative that all airplanes receive a thorough
preflight inspection. Improper tension on the control cables
or any other loose condition in the flight control system can
also cause or contribute to flutter. Pilot's should pay particu-
lar attention to control surface attachment hardware includ-
ing tab pushrod attachment during preflight inspection.
Looseness of fixed surfaces or movement of control sur-
faces other than in the normal direction of travel should be
10-26
May, 1994
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