Copyright of RotorSport UK Ltd
Document number RSUK0060
Page 45 of 101 Page issue
6
, dated
12
.0
4
.1
6
about 1900 at 110 rotor rpm, and increasing the engine rpm prematurely will cause the
clutch to slip. Normal pre spin is a rotor speed of 200 rpm (maximum Prerotator speed is
280 rpm). If the rotor speed overtakes the pre rotator, and the pre rotator disengages,
release button. Increase engine rpm and re engage. If the clutch is slipping from getting
too hot, simply disengage for 30 seconds and then re-engage. It will cool down very
quickly.
NOTE. The pre rotator will not function unless the canopy is locked shut – indicated by the
panel warning lamp, which is on when the canopy is unlocked.
Disengage pre rotator and pull the stick fully back.
Release brakes, and bring the engine up to take off power.
Hold direction using the rudder, and as soon as the nose gear wheel takes off, keep the
nose down by pushing the stick forwards so that the nose wheel is still off the ground to
build up airspeed and take off in a flat attitude.
If necessary reduce or increase stick force by actuating the trim.
The best climb speed is 70mph, climb away at at least 55mph.
After reaching your chosen altitude (eg 500ft or circuit height), throttle back to level flight
rpm, as required for your chosen airspeed.
Pay attention in hot weather to the cylinder head and oil temperatures. If these should rise
with long climbs over the placarded values, then adjust your speed or attitude to
compensate and to reduce the temperature.
Take off run notes:
If operating on rough grass, pre rotate to 250rpm – this shortens the take off roll, and
limits rotor rpm loss from bouncing along a grass surface.
The Calidus take off run is generally longer than the RotorSport MTseries due to the
shorter nose length, and more aft CG – meaning there is less moment arm of the forward
structure holding the nose down whilst accelerating the rotor. Hence an aft CG (a heavier
passenger or full fuel) will result in a longer take off run than a heavy pilot with lower fuel
load. The heavier rotor also requires more energy to accelerate to flight speed.
Pre rotator failure.
Note that whilst it is possible to operate without the pre rotator, doing requires
considerable skill and safety risk, due to having to stand on the back seat of the gyroplane
with the canopy open to hand start the blades. As such RotorSport do NOT recommend
manual rotor blade pre spin.
Improved pre-rotator gearbox.
Under MC-212 an improved gearbox (with pressure regulator) was introduced. The
gearbox has a 1.5:1 reduction ratio (which results in more progressive rotor acceleration
with increased engine rpm) and a pressure regulator to better control engagement of the
pneumatic clutch. Pre-rotation technique is slightly different - engage the pre-rotator with
engine rpm 2000, which gives rotor rpm 100-110. Then progressively increase throttle to
achieve rotor rpm 200-220 at which point the engine will be 3500 rpm 4000rpm.
Embodiment of MC-212 can be recognised by the use of a black rather than red button on
the interlock release push-button.
Note that the pre rotator clutch was changed under MC-260 to include a friction brake
when not engaged, to prevent free-wheeling of the pre rotator drive shaft.
CRUISE
Turn off the back up electric fuel pump
Transit from climb to cruise, and use the trim to set stick force in the chosen cruising
speed. Pitch trim position can be seen from the pneumatic pressure gauge, and roll trim
(where fitted) from the LED bargraph display.
The speed range for the cruise lies between 50 and 80 mph with engine speeds from
4000 to 5500 rpm.