Pilot Operating Handbook
Cavalon Pro
SECTION 4
NORMAL PROCEDURES
RotorSport_POH_Cavalon Pro
Revision 1.0 – Issue Date 12 04 2015
4-15
4.22 Training Engine In-flight Shut-down and Air Restart
The engine should not be stopped in flight deliberately except as part of forced landing
training under the supervision of a qualified flight instructor. If possible, allow the engine to
cool down at 3000 rpm for about 30 sec before turning it off.
Make sure both magnetos are switched back ON and the master switch/starter key has
been turned to OFF and back to ON to be prepared for an immediate engine start-up in
case the manoeuvre has to be aborted.
NOTE
Be aware of reduced rudder effectivity (and increased drag) with a stationary
propeller. Be prepared to use larger pedal input and more left pedal than usual
to keep gyroplane aligned.
After a restart, allow engine and oil to warm-up, if possible, before full power is applied.
4.23 Noise Abatement
A positive attitude towards residents and environmental-friendly flying supports the
reputation and acceptance of aviation in general, and gyroplanes in particular. When
compared to other airplanes the noise of a gyroplane is sometimes perceived as unpleasant
although it meets the same or sometimes more stringent noise emission requirements. This
effect can be attributed to the pusher concept where the propeller is exposed to air flow
which was distorted by the fuselage. The degree of distortion, and therefore the noise
emission of the propeller, is significantly lower at reduced speeds. The best practices to
keep noise level low and general acceptance high are:
Climb with the speed for best rate of climb V
Y
as soon as altitude permits
Especially in climb keep side slip to a minimum to establish a clean configuration.
In addition, this guarantees the best climb performance
For your own safety always maintain safe altitude and avoid unnecessary ‘low-
flying’
When overflying populated areas, look ahead and select the least noise sensitive
route
Repetitive noise is far more irritating than a single occurrence. If you must fly over
the same area more than once, vary your flight path
Avoid blade slap (loud Wop-Wop noise of rotors). Blade slap can occur as a result
of inadequate piloting technique or during aggressive manoeuvres, but will not
appear in normal flight regime
NOTE
Above procedures do not apply where they would conflict with Air Traffic
Control, within the traffic pattern, or when, according to pilot’s judgement, they
would result in an unsafe flight path.
