Exec 162F Construction Manual

_______ Check the security and clearance of all heat shielding. _______ Check the rocker clearance in the engine. Spec: .006" when cold on both intake and exhaust. Actual: _______". _______ Check the angle of the horizontal trim fin. Spec: the chord line of the fin is parallel to top of tail boom. Actual: _______ degrees in reference to top of tail boom. _______ Check the angle of the vertical trim fin. Spec: the chord line of the fin aligns with a point 15-1/2" to the pilot side of the main rotor shaft. Actual: _______" from the ____________ side of the shaft. _______ Check the distance between the #1 tail boom bulkhead and the rear square drive tube. Spec: 22-1/2" to 23". Actual: _______". RotorWay International Exec 162F Construction Manual Section 26 Page 4 Rev. 1 12/04 PRE-FLIGHT BRIEFING NOTES WARNING: When the starter is engaged, all drive train components will turn, including the main rotor blades if they are installed. Safety: 1. Only essential personnel should be around the helicopter when the rotor is turning. 2. When approaching the helicopter in operation, always approach from the front quadrant in view of the pilot and be sure the pilot is aware of your approach before getting close to the boundary agreed upon. 3. Be aware of the tail rotor dangers when moving around the helicopter for inspections and other tasks. 4. The pilot should be sure that all personnel are clear of the helicopter before proceeding to the next maneuver and if any danger exists. 5. The pilot and ground personnel should expect a problem when the engine is started the first time (leak in the water, oil, or fuel lines, noise that is not normal, etc.) and have a plan to control the situation. 6. The component must respond correctly when input from the control is applied. 7. New belts will stretch the moment they are in use, therefore we recommend the following as a guide: A. Install new drive belts and adjust to the correct tension. B. If this is a new helicopter, start the engine and do all of the tests listed on the next page. Check belt tension every time the engine is stopped, and readjust if necessary to achieve the correct tension. If a belt becomes loose enough to slip, it will get hot and destroy the cord inside the belt. When the cord is damaged and the belt is cold, the belt will work satisfactorily until it gets warm, and at that point it will stretch and slip enough to cause a malfunction, resulting in loss of power to the drive train (both main drive and tail rotor drive). C. Normal times to check and adjust the main drive belt tension: Before every engine start. At installation of new belt. At 30 minutes after installation of new belt. At 1 hour after installation of new belt. At 2 hours after installation of new belt. At 10 hours after installation of new belt. Normally after 10 hours, the main drive belts stabilize and only need to be kept clean. D. Normal times to check and adjust the tail rotor drive belt tension: At installation of new belts. After installation, every 15 minutes that the engine is running (idle or operating RPM) until no further adjustment is required. At every pre-flight inspection. At every post-flight inspection. NOTE: Belts that have run hot or have been covered with oil should be replaced. RotorWay International Exec 162F Construction Manual Section 26 Page 5 DYNAMIC TEST The dynamic test cannot be done until all the items covered in the static condition have been checked off. The purpose of doing the dynamic test is to prove that the helicopter will perform and react as stated in the manuals. You should be prepared for everything to go wrong when doing these tests and if it does, you will react quickly and correctly. _______ Select a test area that will allow the square drive tubes to be level laterally and 3 degrees forward. _______ Secure the helicopter to the ground as per the drawing (see next page). _______ Check the records of the hang test to ensure that the main rotor shaft angles are within the allowable limits (see Flight Manual). _______ Work out the weight and balance to have center of gravity in the middle of the chart for the first flight test (see Flight Manual). First start up: Oil pressure in ________ seconds ________ PSI Idle RPM: ________ rotor ________ engine Water pump primed? yes/no ________ Number of times had to bleed the pump to achieve a good prime: ________ Any noise in the drive train that was not expected? yes/no ________ Any feedback in the controls? yes/no cyclic ________ pedals ________ collective ________ Any leaks? yes/no water ________ oil ________ gas ________ Stable temperature? water ________ oil ________ minutes to achieve ________ Track on the main rotor blades are within ________ inches Do all the instruments work? yes/no ________ Do the controls respond correctly? yes/no cyclic ________ pedal ________ collective ________ throttle ________ Timing check on number one ign. ________ number two ign. ________ List the procedure used to obtain the best starting results: RotorWay International Exec 162F Construction Manual Section 26 Page 6 TIE DOWN PROCEDURES FOR FIRST RUN-UPS 1. Remove doghouse. 2. Fasten 3/8” (or heavier) Nylon rope to hood bracket through lightening holes. 3. Use a firm, deeply buried anchor that will withstand 700 to 800 pounds of pull (dead man or long spiral anchor). 4. Allow very little slack in the tie down ropes for first run-ups. Later use no more than 6 to 9 inches of slack. 5. The tie down ropes are to insure that all controls are installed correctly and that the weight and balance is within limits. 6. DO NOT ATTEMPT TO HOVER WITH THE ROPES ATTACHED. RotorWay International Exec 162F Construction Manual Section 26 Page 7 Rev. 1 6/04 INSTRUMENTS 1. Self-Calibrating Dual Engine/Rotor Tach Before installing the tach, perform the following test to confirm that the unit is working properly and was not damaged in transit. Use a known good 12V battery, or a regulated +12V DC power supply. DO NOT USE A BATTERY CHARGER. (A new 9V “transistor radio” type battery can also be used for this test.) Connect +12V to pin 4. Connect GND to pin 3. (Ensure polarity is correct, reverse polarity may damage the tach.) Leave all other pins unconnected. The tach should go through its self test routine. Both meters will go to 100%, and both LEDs will flash, for 4 seconds. If the tach responds in this way then it is functioning correctly. If either of the needles do not read very close to 100% (i.e. between 98% - 102%), or if they go to different positions, then it is likely that the meter may have been damaged. If this is the case then it should be returned for repair. Do not try to re-calibrate the gauge using the trim pots. Also, check the "rest" position of both needles when the tach does not have power connected to it. The needles should sit close to the first division (45%) on the scale, or very slightly below the first division. The rest position of the needles should not vary more than plus or minus one division. Note that the tach has been calibrated with the gauge positioned upright, and a few degrees back, as it would be when normally installed in the instrument panel. It should be tested in this position. If horizontal, upside down, or in any other position, it may give an incorrect reading. Pin #1 on the back of the gauge is for an optional piezo sounder that will pulse slow for low rotor RPM and fast for high rotor RPM. Use a Kingstate KPE-650SA or similar, recommended 200 Ma Max. Connect pin #1 to ground side of relay to control a load heavier than 200 milliamps. Connect the other side of relay to power source. When the instrument is first switched on, the tach will perform a self test. Both pointers will go to 100%, both LED's will flash, and the sounder will activate twice. (If a microswitch for the sounder is installed on the collective, then the sounder should not operate if the collective is fully down in the pocket.) The low rotor speed warning will operate between 70% and 92% rotor RPM. The high rotor speed warning will operate above 108% rotor RPM. Note: The low rotor RPM detection audible alarm function is deactivated when the instrument is first switched on each time. This function becomes operational only after the rotor speed has been raised above 94% for the first time after start-up. If rotor tach reads erratic, adjust sender closer to magnets. NOTE: If the engine RPM needle rises above the green arc when the aircraft is in the light position or hovering, it is an indication that the belts are slipping. The engine should not be operated in this condition, as damage could occur to the drive belts and pulleys. 2. Full Range Tach Low RPM Warning Light The low RPM warning light on the full range tach should come on when the engine speed drops below 1800 RPM. This can be adjusted by turning the small screws on top of the tach (see drawing below). Note: Adjustment of either screw may affect the other. RotorWay International Exec 162F Construction Manual Section 26 Page 8 3. Fuel Gauge/Sender Calibration CAUTION: Before connecting or disconnecting wires to the gauge or sender, make sure the battery is disconnected. NOTE: Calibration should be performed with the gauge and all wiring installed in the aircraft. Do not use a battery charger for calibration or operation. It is recommended that you use a tube or tank of fuel the same depth as your fuel tank for calibration, as this procedure requires you to remove the probe from the tank several times. Be sure the unit is dry before you attempt to calibrate. Residual fuel left inside the probe will give erroneous readings and affect the calibration. If your unit has been immersed in fuel, let it dry before you calibrate. The empty and full adjustment screws are located on top of the sending unit. A small slotted screwdriver is required to make the adjustments. Turn both the empty and full adjustments to the full CW (clockwise) position, then connect the wires. Slowly turn the empty screw CCW (counter clockwise) until the needle on the gauge goes to the empty mark. The needle should be on or just below the empty mark. Turn the screw CW to make sure the needle starts to move up the scale immediately, then turn CCW until the needle returns to the empty mark. This is the empty reference mark. Repeat this step until you are sure the empty reference is obtained. Put the probe completely into the fuel. Turn the full screw CCW until the needle indicates the fuel level in your container. For best results, the probe should be completely immersed in the fuel. If you accidentally adjust below your actual tank level, turn the full screw to the full CW position, then CCW to indicate tank level. Remove the probe from the fuel. The needle should go to the empty mark or just above. Shake the probe a few times to remove the residual fuel. The needle should now rest on the empty mark. 4. Fuel Gauge Low Level Warning Light The fuel gauge is set at the factory for the low level warning light to come on when the needle reaches 1/8 on the gauge. An “adjustment set” is supplied with the gauge and can be used to change the set point of the warning light. To do this, disconnect all wires from the fuel gauge. Attach the adjustment set wires to the gauge as follows: Green wire to #2, Red wire to #4, Black wire to #5 Attach a 9-volt battery to the adjustment set. Turn the thumb wheel on the adjustment set to the reading at which you want the light to come on. Using a small screwdriver, turn the adjustment screw on top of the gauge to adjust the light so that it just comes on. By rotating the thumb wheel you may recheck the “on” point. Remove the adjustment set and re-attach the wires to the gauge. RotorWay International Exec 162F Construction Manual Section 26 Page 9 FUEL TANK DIP HOSE Make a fuel tank dip hose as shown below from a piece of 1/2" fuel hose. The dip hose should be used before each flight to verify the amount of fuel remaining in the tanks. Always use the dip hose in the passenger side tank. To calibrate the dip hose, start with empty fuel tanks and add a measured amount of fuel. (Any unit of measure may be used. Gallons are used here as an example.) Dip the hose all the way into the tank, up to the “T” handle. Withdraw the hose and mark the fuel level. Make the mark permanent by inserting a piece of safety wire through the hose at that point, then wrap the wire around the hose a few times and tie it securely. Repeat the process for additional amounts of fuel. For each amount added, record the corresponding fuel gauge reading on the drawing and chart below. Use the chart below to record the amount of fuel used at various manifold pressure readings. 1 MARK # AMOUNT (UNIT OF MEASURE) 2 U.S. GALLONS 2 3 4 5 INCH MAN. PRESS. = MANIFOLD PRESSURE GAUGE READING FUEL USED PER HOUR INCH MAN. PRESS. = INCH MAN. PRESS. = INCH MAN. PRESS. = INCH MAN. PRESS. = INCH MAN. PRESS. = RotorWay International Exec 162F Construction Manual Section 26 Page 10 AMATEUR BUILT AIRCRAFT CHECKLIST The following is to be reviewed by the Applicant for completion, as applicable, prior to the issuance of an Airworthiness Certificate by the FAA. 1. Does the builder have the registration card (FAA Form 8050-3) issued by the Registry, Oklahoma City? 2. Is registration number affixed on the aircraft in compliance with FAR 45.29? 3. Does the builder have an aircraft and engine log book? Do the log book entries, data plate, and information on FAA forms have the same builder, model and serial number? 4. Is current weight and balance recorded in a legible format? (Example Ref: FAR 43.13-1) 5. Is the word “EXPERIMENTAL” at least 2" minimum height and affixed on to the aircraft in compliance with FAR 45.13? 6. Are required instruments installed and appropriately marked? 7. Are the cockpit controls identified as to function and position? Examples: Fuel, Throttle, Carburetor heat, Flaps, Trim Tabs, etc. 8. Have all FAA closure inspections been accomplished and recorded? 9. Is the aircraft data plate attached to the aircraft? 10. Is the passenger warning placard installed? 11. Have records been maintained and recorded in compliance with FAR 91.173? 12. Is the aircraft equipped with an Emergency Locator Transmitter (ELT) in compliance with the requirements of FAR 91.52? 13. Has a radio station license been issued for the aircraft? (Note: F.C.C. Requirement, if the aircraft is equipped with a transmitter and receiver). 14. Are approved seat belts installed at all seating locations? 15. Has original and one copy of Letter of Request for Experimental and FAA Form 8130-6 been submitted as well as a 3-view drawing or photos with aircraft dimensions? 16. Is there a check list schedule of proposed flight test or aircraft operating instructions for FAA review at the time of aircraft release for flights? (Initial) 17. Has the aircraft flight, engine and landing gear been rigged and checked for proper operation to the satisfaction of the builder or as required by fabrication or manufacturers instructions? 18. Has the aircraft fuel system(s) been leak, vent, pressure and flow checked and found satisfactory? 19. Is the aircraft considered complete in every detail by the builder?