Pilot Operating Handbook
Cavalon Pro
SECTION 3
EMERGENCY PROCEDURES
RotorSport_POH_Cavalon Pro
Revision 1.0 – Issue 2 Date 16 03 2016
3-8
Rotor RPM gauge failure: This is not essential for safe flight, and rotor rpm cannot normally
be affected in flight unless significant “g” or negative “g” is exerted – and then will only
provide an indication of the rpm. If failed in flight, repair on landing
Engine RPM: The engine is rpm self-limiting by propeller pitch in flight. If the indication fails,
replace on landing. Use audio cues to establish rpm
Oil pressure, oil temp and CHT/coolant temp. A failure of one gauge can indicate an engine
fault or simply a gauge fault. Watching the other gauges will indicate the likely failure mode.
For example,
1.
Gauge suddenly goes to full scale deflection, other gauges reading normally –
likely gauge fault
2.
Oil pressure falls to zero, possible loss of pressure. Stop engine, make
precautionary landing
3.
CHT/coolant temp gradually or suddenly rises above max temp. Possible loss of
coolant. Cross-refer to the coolant warning lamp, if this indicates the temperature
is OK, then continue with caution. If not, stop engine, make precautionary landing
4.
Oil temp suddenly falls to zero, other gauges reading normal – probable gauge
failure. Cross refer to oil pressure gauge, if there is pressure there is likely to be
temperature.
5.
Oil temp rises above maximum, other gauges normal – possible very low oil level,
blocked radiator or thermostat. Stop engine, make precautionary landing.
6.
Fuel level gauge suddenly falls to zero or FSD. Probable gauge failure, but
always cross check to predicted fuel burn. Low fuel light will light as a backup.
7.
Fuel pressure gauge gradually reducing – possible blocked filter or no fuel. Turn
on back up pump and check if full pressure returns. No pressure probably means
no fuel. If engine keeps running it is a faulty indication.
Sudden, large deflections are normally unlikely, with the exception of loss of pressure
readings.
3.8.8
Door open in flight.
A door open in flight is NOT catastrophic. The door hinge line is angled to the oncoming
airflow such that if left open before take-off, or opened in flight, the oncoming airflow will
naturally close the door.
Note, yawing the aircraft such that the open door is downwind will allow the door to open
more, but on straightening out the oncoming airflow closes the door. If the yaw is such that
the open door is upwind, then the oncoming airflow keeps the door firmly shut.
In the event of this occurrence, fly the aircraft and ignore the open door until it is safe to lock
it. This will be either on the ground, by a passenger (if it is on their side) or by slowing and
trimming the aircraft at a safe speed that allows the pilot to release hand(s) for the closure
task.
