CH-7 PILOT’S OPERATING HANDBOOK

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 0 - GENERAL

0.2 GENERAL INFORMATION

This manual is designed as an operating guide for the pilot. It contains information required to

be furnished by regulation as well as additional data supplied by the manufacturer. It is to be

used in conjunction with the engine manuals published by Rotax as modified by EPAPOWER

documentation and by the manuals pertaining to the EMS, radio and any other fitted

equipment.

These manuals will be periodically updated. The most recent manuals published cancel and

replace all previous versions and are effective from the date of publication. Service Bulletins,

Safety Notices and Airworthiness Directives may also be periodically released and are also

effective from the date of publication. It is the responsibility of the pilot to verify compliance

with all the stipulations and recommendations contained in the latest documentation before

each flight.

As required by the terms of Helisport Service Letter No.1 dated 12.02.2012, the proprietor,

the operator and the pilot must be registered with the manufacturer via the website

« www.ch-7helicopter.com » in order to obtain the above mentioned documentation before

assuming the functions of aircraft commander

It is the responsibility of the pilot to ensure the aircraft is airworthy and safe for flight.

An aircraft flight log must be kept and must as a minimum specify the date and duration of

each flight and note the date and details of any anomalies encountered during inspections or

during flight, of the addition oils or coolant, or generally of any operation performed on the

aircraft. It is the responsibility of the pilot to maintain this log accurately. The log must be

presented at each service in order to assist the mechanic correctly assess the condition of the

aircraft.

It is the responsibility of the pilot to respect the limitations indicated on the instruments and

placards and in this manual.

Given the difficulty in referring to a manual while flying a helicopter, the pilot should study the

entire handbook and have become familiar with the limitations, performances, characteristics

and operational procedures before flight.

This manual is divided into numbered sections. The limitations and emergency procedures

appear at the beginning of the manual followed by normal operating procedures,

performances, weight and balance, maintenance and other information.

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 0 - GENERAL

0.3DESCRIPTIVE DATA

CH-77Ranabot:

Two-seat helicopter.

Structure:

Tubular steel welded chassis, composite body.

Main Rotor:

Two blade composite, teetering head.

Tail Rotor:

Two bade, metal.

Power plant:

EPAPOWER SA-R 914-1400 .

EPAPOWER SA-R 917-Ti.

Instruments:

Air speed indicator, altimeter, vertical speed indicator,

compass, rotor and engine tachometer, manifold air

pressure indicator, engine monitoring system.

Equipment:

Single engine coolant radiator coupled with engine oil heat

exchanger, MGB oil radiator,

2 electric fuel pumps,

governor, electric roll and pitch control trim, cockpit voice

alarm and checklist system.

Landing Gear:

Two skids. Amphibious version equipped with floats.

Standard Empty Weight:

283 kg. Basic empty weight variable depending on builder

and equipment. Refer to W&B record for individual aircraft.

Maximum Take Off Weight:

550 kg

Fuel Tank Capacity:

66 litres.

Fuel consumption

(80% at max. continuous power):

33.8 l/h

(SA-R 917-Ti. 30. l/h)

Min fuel consumption in cruise:

20 l/h

(SA-R 917-Ti. 17 l/h)

Useful load:

Variable depending on version (difference between the

maximum take-off weight of the version and the actual

empty weight of the individual aircraft).

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Page 6 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 — DESCRIPTION

CONTENTS SECTION 1

1.1

DRAWINGS AND DIMENSIONS

1.2

CHARACTERISTICS

1.2.1

Main Rotor

1.2.2

Tail Rotor

1.2.3

Transmission

1.2.4

Engine

1.2.5

Fuel

1.2.6

Lubricants and Coolant

1.2.7

Structure

1.2.8

Abbreviations and Definitions

1.2.9

Conversion Tables

1.2.10

Major Component Identification

1.2.11

Instruments

1.2.12

Instrument Panel

1.2.13

Overhead Switch Panel

1.2.14

Cabin Interior

1.2.15

Accessory Power Outlet

1.2.16

Cyclic Pitch Control

1.2.17

Voice Alarm and Check-list

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Page 7 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2 CHARACTERISTICS

1.2.1 Main Rotor

Free to teeter and cone, rigid in plane.

Number of blades:

Diameter:

6.27 m

Blade chord:

19.4 cm

Blade twist:

6°

Tip speed (at 104 %):

189 m/s

1.2.2 Tail Rotor

Free to teeter, rigid in plane.

Number of blades:

Diameter:

1.08 m

Blade chord:

9.7 cm

Blade twist:

8°

Tip speed (at 104%):

176 m/s

1.2.3 Transmission

Engine to upper pulley wheel:

Multigroove V-belt.

Upper pulley wheel to drive line:

Sprag clutch.

Drive line to main rotor:

Spiral bevel gearbox.

Drive line to tail rotor:

Spiral bevel gearbox.

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2.4 Engine

Engine type:

EPAPOWERSA-R 914-1400 (based on Rotax 914).

4 stroke 4 cylinder horizontally opposed.

Drive through reduction gearbox.

2 carburettors.

Electronically controlled turbocharger.

EPAPOWER SA-R 917Ti-.

4 stroke 4 cylinder horizontally opposed.

Drive through reduction gearbox.

Electronic Fuel Injection System.

Electronically controlled turbocharger

Intercooler(*)

(*)The optional installation of an intercooler system is recommended to improve the performance in High

Density Altitude condition.

Displacement:

1 400 cm 3

Maximum power output:

97.kW (130 hp) at 5800 rpm (106%) and 40” MAP. (not applicable)

Take-off power output:

94.7 kW (127 hp) at 5500 rpm (104%)and 40” MAP (5 mins max).

Continuous power output:

80.5 kW (108 hp) at 5500 rpm (104%)and 35.6” MAP.

Cooling:

Liquid and air.

Weight:

71.7 kg

ATTENTION: The EPAPOWER engine is based on the Rotax 914. The latest Rotax 914 manuals

apply to the engine, except where specifically modified by EPAPOWER documentation published

on the website “www.ch-7helicopter.com” or in this manual.

1.2.5 Fuel

Fuel:

Unleaded MOGAS not less than MON 85 or RON 95.

Avgas 91 UL.

Avgas 100 LL (with restrictions see section 2.10 fuel limitations).

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2.6 Lubricants and Coolant

Engine oil specification:

4 stroke engine oil with appropriate additives for reduction

gearboxes. These oils should correspond to the API

classification «SG» or higher. Never use aircraft engine oils

without appropriate additives.

Recommended engine oil:

CH7 HELISPORT S.r.l. recommends Pakelo

900

100%

synthetic .

Engine oil quantity:

3 litres .

Engine oil consumption:

0,08 litre/hour maximum.

Freewheel oil:

MOBIL JET OIL or equivalent.

Quantity:

35 cm3 (as per instructions in the kit assembly manual).

Main gearbox oil:

SWEPCO 201 (SAE 90 ISO 220) or equivalent.

Quantity:

1.3 litres max (1.6 litres if cold).0.9 lt MGB after S/N 145

Tail gearbox oil:

SWEPCO 201 (SAE 90 ISO 220) or equivalent.

Quantity:

40 cm3.

Engine coolant:

Ethylene glycol. EVANS NPG+TM coolant is not to be used.

Recommended coolant:

CH7 HELISPORT S.r.l. recommend VWTLZ

774D/F

(G12/G12+) mixed with water Rate 33%.

Quantity:

3.5 litres max.

1.2.7 Structure

Chassis:

4130 welded steel chassis pressurised with nitrogen gas.

Pressure:

2 bars.

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2.8 Abbreviations and Definitions

PERFORMANCE DEFINITIONS AND ABBREVIATIONS

IAS

Indicated Air Speed. Airspeed as indicated on the airspeed indicator.

CAS

Calibrated Air Speed. Airspeed as indicated on the airspeed indicator

corrected for instrument error and position error.

TAS

True Air Speed. Airspeed relative to surrounding undisturbed air,

equivalent to CAS corrected for pressure altitude and temperature.

VNE

Never Exceed airspeed.

Airspeed for the best rate of climb.

AMSL altitude

Height Above Mean Sea Level. Indicated by the altimeter (corrected for

instrument and position error) when the barometric subscale is set to the

atmospheric pressure currently existing at sea level.

Pressure Altitude

Altitude indicated by the altimeter (corrected for instrument and position

error) when the barometric subscale is set to 1013.2 hPa.

Density Altitude

Altitude in ISA at which the air would have the same density as the air

observed. Equivalent to Pressure Altitude corrected for temperature and

humidity.

ISA

International Standard Atmosphere. Exists when the air pressure at sea

level is

1013,2 hPa, and the temperature at sea level is

15°C and

decreases by 1,98°C per 1000 feet of altitude.

AGL

Above Ground Level.

IGE

In Ground Effect.

OGE

Out of Ground Effect.

MAP

Manifold Air Pressure. Absolute pressure in the engine intake manifold.

RPM

Revolutions Per Minute. Speed of the engine or rotor. Shown on the

tachometer as percentage for ease of appreciation.

MCP

Maximum Continuous Power.

TOP

Take Off Power (limited to 5 minutes duration).

MGB

Main Gear Box.

TGB

Tail rotor Gear Box.

ALT

Alternator.

EMS

Engine Monitoring System.

CAT

Carburettor Air Temperature.

CHT

Cylinder Head Temperature.

EGT

Exhaust Gas Temperature.

MPH

Statute Miles Per Hour.

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2.8 Abbreviations and Definitions (cont)

WEIGHT AND BALANCE DEFINITIONS

Reference Datum

Imaginary vertical plane from which all horizontal distances are

measured for balance purposes.

Station

A longitudinal location along the helicopter fuselage measured

from the reference datum.

Longitudinal Arm

Horizontal distance from the Reference Datum to the Centre of

Gravity of an item.

Lateral Arm

Horizontal distance to the Centre of Gravity of the item measured

from the vertical longitudinal plane passing through the mid-line

between the two skids. A lateral arm towards the right of the

aircraft is expressed as a positive value and a lateral arm towards

the left of the aircraft is expressed as a negative value.

Moment

Product of the weight of an item multiplied by its arm.

Centre of Gravity (CoG)

The point at which the helicopter (or a constituent item) would

balance if suspended.

CoG Arm

Distance from the CoG to the Reference Datum. May be

calculated by dividing the total moment of the constituent items by

the total weight of the helicopter.

CoG Limits

The maximum and minimum CoG arms between which the CoG

must be found for a given total weight.

Usable Fuel

Fuel available for the engine in flight. (Total fuel on board less

unusable fuel).

Unusable Fuel

Fuel remaining in the tanks after engine stops in run out test.

Standard Empty Weight:

Weight of a standard helicopter including Unusable Fuel and full

lubricants and coolant.

Basic Empty Weight

Standard Empty Weight plus weight of installed optional

equipment.

Take Off Gross Weight

Total weight of aircraft, including Load, at take-off.

(TOGW)

Maximum Take Off Weight Maximum permitted TOGW.

(MTOW)

Load

Weight of occupants, baggage and Usable Fuel.

Useful Load

Difference between MTOW and Basic Empty Weight

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Page 13 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2.9 Conversion Tables

METRIC TO IMPERIAL:

MULTIPLY

TO OBTAIN

centimetres (cm)

0.3937

inches (in)

kilograms (kg)

2.2046

pounds (lb)

kilometres (km)

0.5400

nautical miles (nm)

kilometres (km)

0.6214

statute miles (mi)

litres (l)

0.2642

US gallons (gal)

litres (l)

1.0567

US quarts (qt)

metres (m)

3.2808

feet (ft)

kilowatts (kW)

1.3410

horse power(hp)

degrees Celsius (°C)

degrees Fahrenheit (°F)

IMPERIAL TO METRIC:

MULTIPLY

TO OBTAIN

feet (ft)

0.3048

metres (m)

US gallons (gal)

3.785

litres (l)

inches (in)

2.540

centimetres (cm)

inches (in)

25.40

millimetres (mm)

nautical miles (nm)

1.852

kilometres (km)

pounds (lb)

0.4536

kilograms (kg)

US quarts (qt)

0.9464

litres (l)

statute miles (mi)

1.6093

kilometres (km)

horse power(hp)

0.7460

kilowatts (kW)

degrees Fahrenheit (°F)

degrees Celsius (°C)

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Page 14 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2.10 Major Component Identification

COMPONENT OR ASSEMBLY

TYPE

P/N

S/N

Engine

SA-R

Main gear box

CTP RB

Tail gear box

CH709000A

Main rotor hub

CH7070200

Main rotor blade

PLX110K

CSC1010ECH7

Main rotor blade

PLX110K

CSC1010ECH7

Tail rotor blade

CH7101210/C

Tail rotor blade

CH7101210/C

1.2.11 Instruments

FLIGHT INSTRUMENTS

TYPE

Air Speed Indicator

20 mph - 180 mph

Altimeter

HPa:

-1 000 ft / +20 000 ft

Vertical Speed indicator

± 2 000 ft/min

Compass

PAI 700

Hour Meter

LED 6 digits

ENGINE INSTRUMENTS

TYPE

Engine Monitoring System

FlyBox mini EIS ( version CH-77-frontend68)

Engine Monitoring System

Vigilus core 2.27

Engine Monitoring System

SA- D153 SA-C125 -C127EPA Engine 917 Ti Only

Tachometer

3DA5-149KIT

AVIONICS

TYPE

Radio

Transponder (as option)

Flarm

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Page 15 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2.12Instrument Panel (cont)

Oil Press-Low oil pressure warning light

red

Frame-Frame pressure warning light

yellow

Fuel-Low fuel level warning light

yellow

Gen-Integrated generator charge failure warning light(*)

yellow

Alt-Auxiliary generator charge failure warning light(*)

yellow

TCU-Turbo control unit anomaly warning light

yellow

Boost-Engine power reach limitation warning light

yellow

Boost-Air Box Temperature extended warning blinking light

yellow

Flybox-Engine Monitoring System alarm warning light

yellow

F.Press-Low fuel pressure warning light

yellow

TWU Turbo Warning Control Unit failure light( version SA-R917Ti)

red

Fan!-Engine cooling fan alarm warning light

red

Pitch trim neutral indicator light

green

MGB chip alarm warning light

yellow

TGB chip alarm warning light

yellow

Doors- Doors alarm warning light

red

Landing light on indicator light

green

Navigation lights on indicator light

green

Fan1-Engine cooling fan 1 on indicator light

green

Fan2-Engine cooling fan 2 on indicator light

green

Defrost-Defrost system(if installed)

green

Gov.Governor off indicator light

white

Clutch-Clutch motor operation light

yellow

Roll trim neutral indicator light

green

Forward full pitch trim applied indicator light

red

Right roll full trim applied indicator light

red

Compass

Free

Manifold air pressure gauge

Vertical speed indicator

EMS

Airspeed Indicator

Altimeter

Engine / rotor tachometer

Radio

Transponder

Cabin heat control

Cabin ventilation control

Fuel cock

P1 P2 EMS control buttons

Voice check list control buttons

Doors Voice Disable switch

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2.13Overhead SwitchPanel (cont)

VHF circuit switch breaker

7.5A

Warning card circuit switch breaker

2 A

Turbo control unit circuit switch breaker

5 A

Governor circuit switch breaker

5 A

GPS circuit switch breaker

2 A

Fuel pump 2 circuit switch breaker

7.5 A

Socket power outlet circuit switch breaker

7.5 A

EMS circuit switch breaker

2 A

Engine cooling fan circuit breaker

2 A

Panel power relay circuit switch breaker

5 A

Auxiliary generator circuit switch breaker

3 A

Control trim circuit switch breaker

3 A

Transponder circuit switch breaker

7.5 A

Fuel pump 1 circuit switch breaker

7.5 A

Lighting circuit switch breaker

5 A

Clutch motor circuit switch breaker

2 A

Strobe-light circuit switch breaker

5 A

Ignition key

Clutch switch

Auxiliary generator switch button

Panel light switch

Strobe switch

Navigation lights switch

MGB chip test button

TGB chip test button

Warning lights test button

Master switch

Engine cooling fans switch

Spare

Headset 2 jack socket

Headset 1 jack socket

Defrost switch

MGB and TGB chip test button

Red Beacon light switch breaker

3 A

Heads circuit switch breaker

1 A

Aux/Hook /Spray System

Not used

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Page 20 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2.14 Cabin Interior

Choke

Accessory 12V power outlet

Starter motor push button (situated on the end of the left hand seat collective control).

4-4i fuel shutoff valve (4i -917Ti Engine)

*ATTENTION: The starter motor push button activates the engine

starter motor only. It does not affect the state of the ignition circuits,

which are controlled by the Ignition Key positions “OFF”, “R”, “L” and

“BOTH” (refer to section « 1.2.13 Overhead Switch Panel» ).

1.2.15Accessory Power Outlet

Type: Kamon

Ground

+12V

Terminal

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Page 21 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 1 - DESCRIPTION

1.2.17 Voice Check-list and Alarm System

The Voice Checklist and Alarm System is connected directly to the auxiliary input of the radio.

It allows the pilot to complete the start and shutdown procedures without reference to the

paper checklist, and once in flight to hear voice alarms in the event of high or low rotor speed,

low fuel level, or a range of engine parameter anomalies.

To begin the start-up procedure checklist, switch on the radio and move the Master switch to

Checklist. Use the « NEXT » and « BACK » buttons on the instrument panel or the checklist

toggle switch on the cyclic to follow the voice checklist until take-off.

Once the governor control on the cyclic control is switched on towards the end of the start-up

checklist, the voice alarm mode will activate and issue the appropriate voice warning whenever

a warning LED on the tachometer or on the instrument panel illuminates.

After landing, press the green « NEXT » button to leave the voice alarm mode and to activate

the shutdown procedure checklist.

CAUTION:

It is proven that the use of the voice check list reduces the number of

accidents in any case each Pilot must read and understand the

procedures in section 4 before assuming the Pilot in command function, the

paper checklist must always be carried on board per section 7.8

button:

Press for the next item on the checklist

(or press

forward on the cyclic checklist toggle switch). Press for

2 secs when in flight (warning) mode to activate the

shutdown procedure checklist.

In flight

(warning) mode press the red and green

buttons simultaneously for the flight time elapsed.

BACK

button:

Press to return to the previous item on the checklist (or

press aft on the cyclic checklist toggle switch).

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Page 23 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 2 — LIMITATIONS

CONTENTSSECTION 2

2.1

GENERAL

2.2

COLOUR CODES FOR INSTRUMENT MARKINGS

2.3

AIRSPEED LIMITATIONS

2.4

ROTOR

2.4.1 Rotor Speed Limitations

2.4.2 Rotor Tachometer Indications

2.5

ENGINE

2.5.1 Manifold Air Pressure

2.5.2 Engine Speed Limitations

2.5.3 Engine Temperature and Pressure Limitations

2.6

TRANSMISSION LIMITATIONS

2.7

WEIGHT LIMITATIONS

2.8

CENTRE OF GRAVITY LIMITATIONS

2.9

OPERATIONS LIMITATIONS

2.10

FUEL LIMITATIONS

2.11

PLACARDS

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Page 25 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 2 — LIMITATIONS

2.1 GENERAL

The information contained in this section concern the operating limitations, instrument

markings and placards required for the safe operation of the helicopter, its engine and other

systems.

CAUTION: Should any of the limitations specified in this section be

exceeded, guidance from an approved agent of CH-7 HELISPORT S.r.l.

MUST be obtained and acted upon before further flight is attempted.

2.2 COLOUR CODES FOR INSTRUMENT MARKINGS

RED:

Indicates operating limits. The needle should not enter into or above the red

zone or line during normal operation.

YELLOW:

Precautionary or special operating procedure range.

GREEN:

Normal operating range.

2.3 AIRSPEED LIMITATIONS

NEVER EXCEED AIRSPEED

VNE:

130 mph

VNE(with door or doors removed):

85 mph

AIRSPEED INDICATOR MARKINGS

Green arc:

40 mph to 100 mph

Yellow arc:

100 mph to 130 mph

Red line:

130 mph

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Page 26 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 2 — LIMITATIONS

2.4 ROTOR

2.4.1 Rotor Speed Limitations

TACHOMETER

ROTOR

Power On:

Max

104%

575rpm

Min

96%

531rpm

Max speed limited to 5 seconds

(Power on in pratic governor off):

106%

586rpm

Power Off (Autorotation):

Max

110%

608rpm

Min

90%

498rpm

2.4.2 Instrument Markings

TACHOMETER COLOUR CODES

Red line:

110%

Upper yellow arc:

104% to 110%

Green arc:

96% to 104%

Central yellow arc:

90% to

97%

Lower red line:

90%

Lower yellow arc:

60% to

70%

Ems: Strictly adhere to FLI green arc operating conditions.

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 2 — LIMITATIONS

2.5 ENGINE

CAUTION: Do NOT start the engine if the helicopter has not

flown for more than 3 months without following the procedure

outlined in Service Bulletin -SB 62.

2.5.1 Manifold Air Pressure

Manifold air pressure:yellow arc

11-13 inches max 3 sec

25% 30% FLI

Manifold air pressure:grenn arc

13 - 35.4inches

30%80% FLI Continuous

Manifold air pressure:yellow arc 35.4- 38inches max 2 min

80%90% FLI per Conditions

Manifold air pressure:red arc

40inches max 1 min

100% FLI per Conditions

2.5.2 Engine/Rotor Speed Limitations

Engine/Rotor speed to5500 rpm (104 % tachometer):

Continuous

Engine/Rotor speed between 5500 rpm (104 %) and 5600 rpm (106 %):

5 sec. maximum

Maximum engine speed limitation not to be exceeded(in star up)

5 800 rpm

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 2 — LIMITATIONS

2.5.3Engine Temperature and Pressure Limitations

Airbox temperature(MT):

Max:

79°C

70°C (*)

Airbox temperature(MT)extended(**)

Caution

60°C-70°C (*)

Exhaust gas temperature (EGT):

Max:

950°C

860°C (*)

Normal:

900°C

Cylinder head temperature (CHT):

Max:

120°C

Max normal

110°C

Min normal

75°C

Engine oil temperature:

Max:

125°C

Max normal:

110°C

Min normal:

90°C

Min:

50°C

Engine oil pressure:

Normal:

2 bar to 5 bar

(above 3500 rpm)

Max:

7.0 bar

(during cold start only)

Min:

1.5 bar

(below 3500 rpm only)

(*) Engine 917 Ti only

(**).in case of extended MT temperature over 60 until 70 is expected

progressive power reduction setting and performance loss

due to extended manifold temperature

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 2 — LIMITATIONS

2.6 TRANSMISSION LIMITATIONS

The MGB, TGB, clutch bearing, swash-plate and tail rotor drive shaft bearing are all equipped

with Telatemp temperature recording stickers. Any increase in the maximum temperature

recorded could indicate component deterioration or failure.

Should the first window of any of the Telatemp stickers darken, note the corresponding

temperature and related circumstances in the maintenance record. Flight is permitted.

Should the second window of any of the Telatemp stickers darken, further flight is not

permitted. Contact a maintenance organisation authorised by CH-7 HELISPORT S.r.l.

MGB temperature:

Max:

110°C

TGB temperature:

Max:

66°C

Clutch temperature:

Max:

66°C

Swash-plate temperature:

Max:

66°C

Tail rotor drive shaft bearing temperature:

Max:

66°C

2.7 WEIGHT LIMITATIONS

Standard empty weight:

289 kg

Maximum Take Off Weight:

550 kg

Maximum weight per seat:

108 kg

Minimum pilot plus baggage weight (both doors installed and usable fuel):

69 kg

NOTE

Minimum pilot plus baggage or greater will ensure CG within limitation , for low weight

,compute weight and balance in according to section 6 , removable ballast may be required to

obtain the CG in the limit.

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 2 — LIMITATIONS

2.9 OPERATIONS LIMITATIONS

Maximum number of occupants: 2.

The pilot and the passenger must be restrained by correctly buckled seatbelts. During solo

flight the passenger seat belt must be buckled.

Solo flight from the left hand seat is prohibited.

Before exercising the function of aircraft commander, the pilot must have satisfactorily

completed a course of instruction as specified in section

« 7.4.1HELISPORT SAFETY

COURSE » of this manual.

Flight with two occupants on board is prohibited with the dual controls fitted unless both the

occupants are qualified helicopter pilots or unless one of the occupants is a qualified instructor.

In normal flight configuration, the aircraft commander occupies the right hand seat and the

passenger occupies the left hand seat. In order to exercise the function of aircraft commander

from the left hand seat, the pilot in the left hand seat must have satisfactorily completed a

course of instruction as specified in section « 7.4.2 RANABOT LEFT SEAT INSTRUCTOR

PILOT COURSE » of this manual.

Aerobatic manoeuvres are prohibited.

Flight in Instrument Meteorological Conditions is prohibited.

Flight in known icing conditions is prohibited.

Flight during snowfall is prohibited.

Avoid flight during rainfall if adhesive protective film is not installed on the leading edges of the

main rotor blades.

In normal flight the governor must be switched on. Flight with the governor switched off is

permitted for training purposes. During flight with the governor switched off, maintain rotor

speed at the upper limit of the green arc (104 %) during take-off, initial climb, approach and

landing, and during all flight at less than 300 ft AGL or above an altitude of 5 000 ft.

Flight with the doors removed at airspeeds not exceeding 85mph is permitted.

Flight with the doors unlatched is prohibited.

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Page 32 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 2 — LIMITATIONS

2.10 FUEL LIMITATIONS

Unleaded Mogas with an octane rating of not less than MON83 or RON 95.

AVGAS 100LL may be used subject to restrictions (see sub-section « 1.2.5 Fuel» and the

latest Rotax engine manuals and Service Bulletins as modified by EPAPOWER

documentation). (no with SA-R 917Ti)

FUEL TANKS

Main tank total capacity

33.5 l

Main tank usable fuel capacity

32 l

Auxiliary tank total capacity

32.5l

Auxiliary tank usable fuel capacity

32.5 l

Low fuel level alarm:

LAND IMMEDIATELY.

The low fuel level warning light and voice alarm

indicate when the fuel remaining will allow less than

approximately 15 mins of further flight.

This reserve level must be calibrated because

differences can exist between individual aircraft.

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 2 — LIMITATIONS

2.11 PLACARDS

NO SMOKING

In clear view of both occupants.

UNLEADED MOGAS

ROZ 95 AKI 91

Next to each fuel filler cap.

100 LL AVGAS(no 917Ti)

TOTAL FUEL CAPACITY 66LITRES

(Main tank 33.5 litres Aux tank 32.5 litres)

Next to main fuel filler cap

FUEL ON - OFF

Next to fuel cock.

MAX LOAD 15KG

In baggage compartment.

MIN PILOT WEIGHT 69KG

In clear view of pilot.

FRICTION ON

- OFF

On collective pitch control.

CHOKE OUT = ON IN = OFF

Next to choke control.

VENT

Next to cabin ventilation control.

HEAT

Next to cabin heating control.

LOCKED - OPEN

Next to door latch on each door.

EMERGENCY EXIT

Next to each emergency door release handle.

LOW G PUSHOVERS PROHIBITED

Next to right hand cyclic control.

SOLO FLIGHT FROM

RIGHT HAND SEAT ONLY

Next to left hand cyclic control.

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Page 34 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 3 — EMERGENCY PROCEDURES

CONTENTSSECTION 3

3.1

POWER FAILURE

3.1.1 General

3.1.2 Maximum Glide Distance Configuration

3.1.3 Power Failure Above 500 ft AGL

3.1.4 Power Failure Between 8 ft AGL and 500 ft AGL

3.1.5 Power Failure Below 8 ft AGL

3.2

DITCHING

3.2.1 Ditching Power Off

3.2.2 Ditching Power On

3.3

TAIL ROTOR FAILURE

3.3.1 Tail Rotor Failure in Forward Flight

3.3.2 Tail Rotor Failure During Hover

3.4

FIRE

3.4.1 Fire in Flight

3.4.2 Fire During Engine Start on the Ground

3.4.3 Electrical Fire in Flight

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Page 35 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.1 POWER FAILURE

3.1.1 General

A power failure can be caused by an engine failure or a transmission failure.

An engine failure may be indicated by any combination of the following: a change in noise level

or tone, decreasing engine speed, left yaw and oil low pressure warning light and voice alarm.

A transmission failure may be indicated by any combination of the following: an unusual noise

or vibration, right or left yaw and decreasing rotor speed while engine speed increases.

CAUTION: Aft cyclic is required when collective is lowered at high

speeds and/or forward CG.

3.1.2 Maximum Glide Angle Configuration

Approximate airspeed:

70 mph

Approximate rotor speed:

96%

Maximum glide ratio:

7 : 1

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CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.1.3 Power Failure Above 500 ft AGL

Immediately lower the collective in order to maintain rotor speed and to enter normal

autorotation.

Adjust airspeed to approximately 70 mph.

Adjust collective to keep rotor speed in the middle of the green arc.

Choose a landing spot and, if the wind permits, manoeuvre so that the landing will be into

the wind.

If time permits, attempt to restart the engine using the push button on the collective.

Switch off any unnecessary systems and shut the fuel cock.

At about 40 ft AGL begin cyclic flare in order to progressively reduce forward speed and

rate of descent.

At about 8 ft AGL level the aircraft with a forward action on the cyclic and then raise the

collective as the aircraft descends to cushion the landing. Land with the aircraft horizontal

and the nose straight ahead.

CAUTION: Avoid aft cyclic during the touchdown and

ground slide.

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Page 38 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.1.4 Power Failure Between 8 ft AGL and 300 ft AGL

Take off operation should be conducted according to the Height/Velocity diagram (see

section « 5.6 Height / Velocity Diagram »)

In the event of power failure, immediately lower the collective in order to maintain rotor

speed.

Adjust collective to keep rotor speed in the middle of the green arc.

If time permits, attempt to restart the engine using the push button on the collective.

Maintain airspeed until the ground is approached and then begin cyclic flare in order to

progressively reduce forward speed and rate of descent.

At about 8 ft AGL level the aircraft with a forward action on the cyclic and then raise the

collective as the aircraft descends to cushion the landing. Land with the aircraft horizontal

and the nose straight ahead.

CAUTION: Avoid aft cyclic during the touchdown and

ground slide.

3.1.5 Power Failure Below 8 ft AGL

Apply right pedal as required to cancel left yaw.

Slightly lower collective and allow the aircraft to descend.

Raise collective just before ground contact to cushion the landing.

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Page 39 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.2 DITCHING

3.2.1 Ditching Power Off

Follow the same procedure as described in section « 3.1 Power Failure » until contacting

the water.

Upon water contact, apply right cyclic to stop the rotor.

Detach seat belts and evacuate aircraft once the rotor has stopped.

3.2.2 Ditching Power On

Descend to hover above water.

Detach seat belt.

Unlatch doors.

Passenger exit aircraft.

Fly to a safe distance from passenger to avoid injury from rotor blades.

Close throttle.

Apply right pedal to cancel yaw, keep aircraft level, apply full collective on water contact.

Apply right cyclic to stop the rotor.

Evacuate aircraft once the rotor has stopped.

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.3 TAIL ROTOR FAILURE

3.3.1 Tail Rotor Failure in Forward Flight

A tail rotor failure is indicated by right yaw that cannot be corrected by application of the

left pedal.

Maintain an airspeed of 70 mph.

A small amount of collective with power, coupled with left cyclic, may be applied to

extend range provided the resulting sideslip is not excessive and there is no tendency to

spiral.

Adjust the applied collective and left cyclic to vary sideslip angle as required.

Choose a landing site, fully roll off throttle, and perform an autorotation landing, keeping

the throttle rolled off while raising the collective by the minimum amount possible

consistent with a safe landing.

3.3.2 Tail Rotor Failure During Hover

A tail rotor failure is indicated by right yaw that cannot be corrected by application of the

left pedal.

Roll off the throttle and land as described in section « 3.1.5 Power Failure Below 8 ft

AGL »

Keep throttle fully rolled off when raising collective at ground contact.

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.4 FIRE

3.4.1 Fire in Flight

Enter autorotation.

Open cabin vents.

If the engine is running, immediately land normally into the wind and close the fuel cock.

If the engine stops running, close fuel cock and perform an autorotation landing.

3.4.2 Fire During Engine Start on the Ground

Continue cranking the engine until start in order to suck flames and excess fuel through

the carburettors into the engine.

If the engine starts, run at 60 % for a short time then shut down and check for damage.

If the engine does not start, close the fuel cock, switch off the Master switch, extinguish

the fire and check for damage.

3.4.3 Electrical Fire in Flight

Master Switch off.

Generator Switch off.

Land immediately.

Close fuel cock, switch off engine, extinguish fire and inspect for damage.

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.5TACHOMETER FAILURE

Should either the rotor or the engine tachometer read zero, or otherwise clearly

malfunctions during flight, land immediately using the tachometer that still functions

correctly.

Should both the rotor and the engine tachometers read zero, or otherwise clearly

malfunction during flight, but if the engine speed display on the Engine Monitoring

System (EMS)is stable and coherent reading 5 500 rpm, land normally using the EMS

engine speed reading.

Should the rotor and the engine tachometers show discordant values in flight, in order to

determine which of them is working correctly, establish an airspeed of 70 mph and then

slowly reduce engine speed with the throttle until the « Low RPM » warning light and

voice alarm activates. The tachometer that indicates approximately 96 % at this point is

correct and should be used to make a normal landing.

Should both the rotor and the engine tachometers and the EMS engine speed display not

be working, land immediately using the « Low RPM » warning light and voice alarm to

maintain rotor speed.

Unstable rotor and engine speeds, either with or without the simultaneous failure of both

the tachometer readings, could indicate governor failure. Grip the throttle firmly to

override the governor, and switch the governor off. Land using the EMS engine speed

display to manually regulate rotor and engine speed.

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Page 43 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.6 CLUTCH FAILURE

3.6.1 Clutch Failure During the Start Up Procedure

Clutch failure can cause incorrect transmission belt tension. During every start up procedure,

verify that the clutch activation LED remains lit for 90 seconds (+/- 10%). Should the clutch

operate for longer than 110 seconds, pull the clutch breaker to prevent damage and shut down

the engine. Should the clutch operate for less than 60 seconds, shut down the engine.

Do not take off. Rectify the fault before further flight.

3.6.2Clutch Failure in Flight

In flight, the clutch activation LED will illuminate automatically for a 3 second period if the

circuitry detects that adjustment of the transmission belt tension is required. Should the clutch

activation LED illuminate continuously for more than

6 seconds and the voice alarm

« CLUTCHFAILURE » activate, pull the clutch circuit breaker.

Land normally as soon as possible.

Rectify the fault before further flight.

3.6.3 Clutch Failure During the Shutdown Procedure

During shutdown, if the clutch activation LED does not illuminate, the clutch is inoperative and

the transmission belt will remain under tension. Continue with the shutdown procedure.

Rectify the fault before further flight.

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Page 44 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.7.2Instrument Panel Warning and Information Lights

1OIL

LOW OIL PRESSURE

• Illuminates if the oil pressure descends below the minimum permitted

(1.5 bar).

• Check the oil pressure gage.if pressure loss is confirmed land

immediatly

• Associated voice alarm: « OIL PRESSURE ».

2FRAME

LOW FRAME GAS PRESSURE

• Illuminates if the gas pressure within the Frame is lost.

• Land as soon as possible and investigate.

• Associated voice alarm: « FRAME PRESSURE ».

3 FUEL

LOW FUEL QUANTITY

• Illuminates if the quantity of fuel remaining in the main tank will allow

only approximately 15 mins of further flight. This duration must be

calibrated as it may vary between individual aircraft.

• Land immediately.

• Associated voice alarm: « FUEL LEVEL ».

4 GEN

INTEGRATED GENERATOR CHARGE FAILURE

• Illuminates if the integrated Main generator fails.

• Land as soon as possible and investigate.

• Associated voice alarm: « GENERATOR ».

• Blinking when the volt is less than 13.5(*)

on the ground in idle engine with low13.5volts is normal

- in fly

monitoring the volts no lower then

12.9 in case Land as soon as

possible and investigate

* With 917 Ti and Atal 8000 regulator only

•

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Page 46 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.7.2Instrument Panel Warning and Information Lights (cont)

5 ALT

AUXILIARY GENERATOR CHARGE FAILURE

• Illuminates if the auxiliary generator fails.

Land as soon as possible and investigate

• Associated voice alarm: « ALTERNATOR »

• Blinking when the volt is less than 13.5(*)

on the ground in idle engine with low13.5volts is normal

- in

fly

monitoring the volts no lower then

12.9 in case Land as soon

possible and investigate

* With 917 Ti and Atal 8000 regulator only

6 TCU

TURBO CONTROL UNIT ANOMALY

• Blinks in the event of a TCU or sensor anomaly.

• Engine performance may be reduced.

• Land as soon as possible and investigate.

• Associated voice alarm:« TCU CAUTION »

• Illuminates continuously if the TCU waste-gate control fails.

• Engine performance will be reduced.

• Land as soon as possible and investigate.

• Associated voice alarm:« TCU WARNING »

7 BOOST

ENGINE POWER LIMITATION

• Illuminates when engine reach or exceeds power. (MAP > 38”).

• Use power in accordance with the limitations defined in section « 2.5.1

Manifold Air Pressure »

• Associated voice alarm:« OVERBOOST »

• Illuminates blinking in the event of excessive airbox temperature

(>72°C) or sensor anomaly.

• Engine performance will be reduced.

• Immediately reduce power.

• Associated voice alarm:« AIRBOX TEMPERATURE»

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CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.7.2Instrument Panel Warning and Information Lights (cont)

8 FLY BOX

ENGINE MONITORING SYSTEM ANOMALY

• Illuminates if the EMS indicates engine parameters out of limits.

• Determine which parameter(s) is concerned and land as soon as

possible to investigate.

• Associated voice alarm: « INFO FLY BOX »

9 PRESS

LOW FUEL PRESSURE

• Illuminates when the fuel pressure is low.

• Check fuel pump 2 is switched on. Land immediately. Be prepared for

a sudden engine stoppage and for entry into autorotation.

• Associated voice alarm: « FUEL PRESSURE ».

10 FAN

ENGINE COOLING FAN FAILURE

• Illuminates when one or both of the fans fail.

• Manage the engine temperatures by reducing power and choosing

optimal airspeed. Land if unable to maintain operational temperatures.

• Associated voice alarm: « FAN ANOMALY ».

11 TRIM U

PITCH TRIM NEUTRAL

• Illuminates green when pitch control trim is neutral.

12 MGB CHIP

MAIN GEARBOX CHIP DETECTION

• Illuminates when metallic debris is detected in the main gearbox.

• Land as soon as possible and investigate.

• Associated voice alarm: « MAIN ROTOR CHIP ».

13 TGB CHIP

TAIL GEARBOX CHIP DETECTION

• Illuminates when metallic debris is detected in the tail gearbox.

• Land as soon as possible and investigate.

• Associated voice alarm: « TAIL ROTOR CHIP ».

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Page 48 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.7.2Instrument Panel Warning and Information Lights (cont)

Light not currently used.

15 LAND

LANDING LIGHTS ON

• Illuminates when the landing lights are illuminated.

16 NAV

NAVIGATION LIGHTS ON

• Illuminates when the navigation lights are illuminated.

17 FAN 1

ENGINE COOLING FAN 1 ON

• Illuminates when engine cooling fan 1 is in operation.

18 FAN 2

ENGINE COOLING FAN 2 ON

• Illuminates when engine cooling fan 2 is in operation.

19 DEFROST DEFROST system (optional)

• Illuminates when the defrost is switched on.

20 GOV OFF GOVERNOR OFF

• Illuminates when the governor is switched off.

21 CLUTCH

CLUTCH MOTOR OPERATION

• Illuminates when electrical power is applied to the clutch motor. The

lamp will automatically illuminate in flight for a three second period if the

circuitry detects that adjustment of the transmission belt tension is

required.

• If the lamp illuminates continuously in flight for a period of more than 6

seconds, immediately apply the procedure described in section « 3.6.2

Clutch failure in flight ».

• Associated voice alarm: « CLUTCH FAILURE »

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Page 49 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION3 — EMERGENCY PROCEDURES

3.7.2Instrument Panel Warning and Information Lights (cont)

21 23 TRIM R ROLL TRIM (otpional)

• Illuminates green when roll control trim is neutral.

• Illuminates green and red when roll control trim is applied right

• Illuminates green when roll control trim is full right.

22 24 TRIM P PITCH TRIM

• Illuminates green when roll control trim is neutral.

• Illuminates green and red when pitch control trim is applied forward.

• Illuminates red when pitch control trim is applied full forward.

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Page 50 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 4 — NORMAL PROCEDURES

4.2 DAILY INSPECTIONS

Ensure that lighting conditions are sufficiently bright to properly conduct a visual inspection. If

necessary, use additional lighting.

Before moving the aircraft, purge both fuel tanks.

Clean both main rotor blades and inspect for damage or for cracks in the paintwork. Inspect

condition of tabs and leading edge protection, if fitted.

Clean the windows inside and outside.

Clean and inspect both tail rotor blades.

Remove the engine cowlings.

Vacuum clean the radiators and air filter as required.

ZONE 1 - NOSE SECTION

Slip string: check for condition and secure fixing.

Air inlets: check free from obstruction and operation of opening mechanism.

Pilot tube: check condition, fixing and unobstructed.

Radio and transponder antennae (if fitted): check for secure fixing.

ZONE 2 - CENTRAL LEFT SIDE OF ENGINE COMPARTMENT

Fuel pumps and filters: check for condition and leaks.

Engine coolant hoses: check for condition and leaks.

Radiators and mountings: check for condition and leaks.

Engine oil hoses: check for condition and leaks.

Main gearbox oil: check pump, hoses and radiator for condition and leaks.

Left fuel tank: check for secure mounting and for leaks.

Electrical connectors and probes: check condition.

Clutch: check for condition and wear, check electrical connections.

Transmission nut: check lock-wire.

Tail rotor transmission shaft flexible coupling: check for cracks and secure fixings.

Governor: check for wear and play in connecting rods, check motor for secure fixings.

Exhaust: check for condition and secure fixings.

Left carburettor and inlet manifold rubber flange: check for condition and secure fixing.

Engine coolant: check level and top up if necessary.

Turbo servomotor: check servomotor, electrical connection and cable for condition and fixing.

Left skid: raise the aircraft on its wheels and check condition of the under surface of the skid.

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CH-7 HELISPORT S.R.L

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SECTION4 — NORMAL PROCEDURES

4.2 DAILY INSPECTIONS (CONT)

ZONE 3 - TAIL BOOM AND SUPPORT STRUTS

Tail boom and support struts: check fixings are secure and free from play.

Tail rotor drive shaft: check shaft slides longitudinally within its bearings.

Tail rotor drive shaft: check for condition of bearing and secure fixing of bearing housing.

Tail rotor bearing Telatemp: check no change in max recorded temperature.

Support strut attachment collar around tail boom: check for condition and secure fixings.

ZONE 4 - TAIL ROTOR

Blades: check for condition and wear and for the absence of any cracks.

Tail rotor hub: check free from play.

Tail rotor pitch control linkages: check for wear and for free movement and free of play.

Vertical and horizontal empennage: check for condition and secure fixing.

Empennage attachment collar: check for condition and secure fixings.

Tail gearbox oil level: check filler cap secure and oil level through sight glass.

Tail gearbox: check chip detector electrical connections.

Tail gearbox Telatemp: check no change in max recorded temperature.

ZONE 5 - REAR AND CENTRAL LEFT SIDE OF ENGINE COMPARTMENT

Remove right hand fuel tank.

Turbocharger: check for condition and leaks.

Turbo waste-gate: check cable and control linkage for wear and secure fixing.

Engine coolant hoses: check for condition and leaks.

Radiators and mountings: check for condition and leaks.

Electrical connectors and probes: check condition.

Airbox: check for condition and leaks and secure fixings.

Airbox peripherals: check fuel pressure regulator, electrical connections, and fuel and

air

hoses for condition, secure fixing and leaks.

Intercooler (if fitted): check for condition, secure fixing and leaks.

Cabin heater (if fitted): check for condition and secure fixing.

Right carburettor and inlet manifold rubber flange: check for condition and secure fixing.

Air filter and inlet hose: check for condition and secure fixing.

Exhaust: check for condition and secure fixings.

Tail rotor pitch control linkages: check for wear and for free movement and free of play.

Swash-plate and control linkages: check for wear and for free movement and free of play.

Swash-plate Telatemp: check no change in max recorded temperature

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Page 54 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION4 — NORMAL PROCEDURES

4.2 DAILY INSPECTIONS (CONT)

Engine oil hoses: check for condition and leaks.

Engine oil: check level and top up if necessary. Battery: check for condition, secure fixing and

electrical connections.

Electrical connections on ground plate and regulator: check for condition and secure fixing.

Main gearbox oil: check for absence of leaks. If any evidence of leakage is detected, check oil

level according to the procedure in the maintenance manual.

Transmission belt: check for wear. Lubricate exterior with silicone spray if you find a lot of belt

dust in the engine compartment.

Lower transmission pulley and cooling fan: check condition and secure fixing with lockwire.

Right skid: raise the aircraft on its wheels and check condition of the skid under surface.

Replace right fuel tank: check for secure mounting and leaks and quick release fuel connector.

ZONE6 - CABIN INTERIOR

Doors: check latches, hinges and emergency releases function and are secure.

(with the door open, put the handle in closed position and check all 3 pins come out, and

with sufficient length, also check that the pins must not rotate 180°by hand, put the

handle back in the open position)

Seat belts: check condition and secure fixing.

Frame pressure: Check 2 bar.

Loose objects: securely stowed.

Flight controls and frictions: check fixings and articulations, free from play and absence of any

loose object that could cause jamming. Lubricate if necessary.

Dual controls (if fitted): check securely fitted.

Instruments and switches: check condition.

Zone 7 -MAIN GEARBOX, MAST AND ROTOR HEAD

Rotor head hub and flanges: check for condition.

Rotor head centring bolts: check tight and lockwired.

Rubber mast protection: Check for signs of mast bumping.

Main rotor pitch control rods: check for condition, absence of play and lockwire.

Rotor blade root: check for secure fixing and condition (absence of cracks in glass upper

surface).

Main gearbox: check chip detector electrical connections.

Main gearbox Telatemp: Check no change in max recorded temperature.

CHECK MAINTENANCE STATUS (BY CALENDAR PERIOD AND BY FLIGHT HOURS)

Note in the appropriate log all programmed maintenance operations, all incidents encountered

and all resulting maintenance operations, accompanied by the corresponding date and number

of flight hours.

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Page 55 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION4 — NORMAL PROCEDURES

4.3 PROCEDURE BEFORE ENGINE START

•

Visually check the quantity of fuel in the tanks. Walk around the helicopter performing a

final check of the aircraft exterior (cowlings properly closed, rotor ties removed, wheels

removed, no loose items in the vicinity of the helicopter, no overhead obstructions, etc).

•

Board the aircraft.

•

If necessary, place a cushion of appropriate thickness behind the pilot’s seat (and behind

the left hand seat if dual controls are fitted) in order to allow the pilots to obtain full travel

of the controls. Ensure that aft cyclic travel is not restricted by the use of the cushion.

•

Put headset on, plug in and switch on if necessary.

•

Check the radio is switched to the on position.

•

Switch « MASTER » to Check list, while verifying that the « TCU » warning light

illuminates briefly and then turns off.(SA-R 914 only) Verify the previous flight time

announced by the Voice Check List is consistent with the last entry in the aircraft log and

then continue as follows as prompted by the Voice Check List.

•

Check the voltage battery not below 13.0 volt. if it is lowered then 13.0 volt or less and it

is lithium tipe , abort the start ,perform a re charge of battery , use a specific lithium

charger. Caution never use the starter boost direct to battery pole, if is necessary use it

and apply only to pole of electric starter.

•

Ensure both seat belts are buckled, , whether or not the left hand seat is occupied.

Check both doors are closed and properly latched by both the main latch handle and the

upper forward latch. Check the emergency door release handles are in place and

physically touch them in order to better recall their positions should an emergency arise.

Brief the passenger on the emergency exit procedure.

•

Check the fuel cock is open, verify there is sufficient fuel and reserve for the planned

flight, and enter the fuel quantity as previously visually verified into the EMS.

•

Release the cyclic and collective frictions and check that full and free movement of all

combinations of the cyclic and collective controls and the pedals is present. Fully lower

the collective, set the cyclic and pedals in their neutral positions, and tighten the frictions.

•

Ensure all switches (except for « MASTER ») are off and that all circuit breakers are in.

•

Set the altimeter according to the QNH or QFE pressure, as appropriate.

•

Check the frame pressure is present (approximately 2 bar).

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CH-7 HELISPORT S.R.L

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SECTION 4 — NORMAL PROCEDURES

4.4 START UP PROCEDURE

•

If the engine is cold, move choke lever to « CHOKE ON (SA-R914 only)».

•

Switch « MASTER » to Run and check the Oil Pressure, Generator,Alt. and Governor

(TCU* )warning lights are illuminated

•

Check the voltage battery not below 13.0 volt. if it is lowered then 13.0 volt or less and it

is lithium tipe , abort the start ,perform a re charge of battery , use a specific lithium

charger. Caution never use the starter boost direct to battery pole, only to pole of electric

starter.

•

Check the fuel pressure warning light is extinguished and verify the fuel pressure reading

on the EMS Pump 1. Switch « Clutch»on and check the fuel pressure (reading increases

with pump 2). Switch « Clutch » off.

(reading increases with SA-R914 Engine Pump1 0.37bar increases Pump2 0.52 bar )

(reading increases with SA-R917 Engine Pump1 3.0bar increases Pump2 3.3 bar )

•

Check the throttle is fully closed.

•

Check the vicinity of the helicopter is free from obstructions and hazards.

•

Start the engine using the collective starter motor push button (max 5 second each)until

the oil pressure light extinguishes (minimum 1. bar). Without releasing the starter motor

push button, turn the ignition key to « R - L and then BOTH ».(TCU* light off) Once the

engine starts, release the push button. Check the engine speed is not less than 1 800

rpm.

•

Without delay, switch the clutch on, check the clutch light illuminates and note the time

.Do not allow the engine to run for more than 10 seconds with the transmission belt

loose. The clutch must be engaged as soon as the engine is started and oil pressure is

established, otherwise pulley and transmission belt damage may occur.

•

check the voltage to increase

•

Carefully turn the throttle from fully closed in order to take up the slack in the throttle

cables up to the point at which the engine just begins to respond. Move the choke lever

to « CHOKE OFF if installed ».

•

Note the time at which the clutch light extinguishes. Carefully check the clutch motor

does not run for more than 90 secs ± 10%. A longer or shorter running time will result in

incorrect transmission belt tension.

•

If the transponder is fitted, switch it to « STANDBY ».

•

When the engine oil temperature reaches 35°C, increase the engine speed without

pause to between 70% and 80%. Do not allow the rotor speed to rest in the range of55%

to 70% in order to avoid the resonance that occurs within this zone.

•

Turn the ignition key from « BOTH » to « R » and check the engine speed drops by no

more than 150 rpm after 3 seconds. Turn the key back to « BOTH » and allow the engine

speed to re-establish. Turn the ignition key from « BOTH » to « L » and check the

engine speed drops by no more than 150 rpm after 3 seconds. Turn the key back to «

BOTH ».

28.01.2022 ENG

Page 58 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 4 — NORMAL PROCEDURES

•

When the engine oil temperature reaches 50°C, increase the engine speed to 90% and

then cut the throttle. Verify the transmission free wheel operates by checking the

tachometer needle split (the tachometer engine speed needle should drop rapidly to

40/50% while the rotor speed needle declines more slowly). Check the engine speed with

the throttle fully reduced is not less than 1 800 rpm and not more than 2 650 rpm

(40/50%).

(*only with SA-R 917 Ti)

4.5 PROCEDURE BEFORE TAKE OFF

•

Check the doors are closed and latched.( Pay particular attention to the correct closing of

the doors use both hands on the two handles and apply force inwards, with the front

hand lock the door by pushing the handle first forward and then downwards, turn your

head back and check that the door is in its seat there must be no light between the door

and the door frame. apply a force with your arm outwards so make sure that the three

pins are properly inserted .repeat the procedure for the passenger door .It is

recommended that the pilot close the passenger door from outside before taking a seat

on the aircraft.)check panel light DOOR is off

•

Check the fuel cock is open and the choke is off .

•

Check all circuit breakers are all in

•

Press « TEST » buttons and check all warning lights illuminate.

•

Release the cyclic friction.

•

Release the collective friction, verify the oil temperature is over 50°C, increase the

engine speed to 90% and switch the governor on. Check the engine and rotor speeds

stabilise at 104%.

•

Check the outside temperature and verify the expected aircraft performance is

compatible with the planned flight.

•

Check all engine parameters are within normal limitations.

•

Set the radio volume and frequency.

•

If the transponder is fitted, switch it to « AC »

•

Check the wind strength and direction and that the vicinity of the aircraft is still clear of

any hazards.

•

Slowly reduce the engine speed and verify that the low rotor speed warning light and

voice alarm activate at 96%. Release the throttle and allow the governor to re-establish

engine and rotor speed of 104%.

•

Ready for take-off.

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Page 59 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION4 — NORMAL PROCEDURES

4.6 TAKE OFF

Slowly raise the collective pitch control while turning the throttle to accompany the

governor as it maintains 104% engine and rotor speed.

Stabilise the helicopter in hover IGE.

CAUTION: Check the presence of the ground effect by observing the decrease

in MAP as the helicopter descends and ground effect is entered. Ground effect

with the CH-77 is generally effective below a skid height of 50cm.

Check engine parameters are within normal limitations.

Move the cyclic pitch control forwards and accelerate to climb airspeed while remaining

within the profile shown in the height / velocity diagram section « 5.6

HEIGHT /

VELOCITY DIAGRAM ».

Maintain rotor speed at the upper limit of the green arc during take-off and climb.

4.7APPROACH

Maintain engine

/ rotor speed at

104% and engine instruments within green arc.

Establish final into the wind at an airspeed of 60 mph.

Progressively reduce airspeed and altitude to hover IGE while remaining within the

profile shown in the height / velocity diagram section « 5.6 HEIGHT / VELOCITY

DIAGRAM ».

Ensure the vertical speed of descent is less than 500 ft/min before allowing the airspeed

to descend below 30 mph.

28.01.2022 ENG

Page 60 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION4 — NORMAL PROCEDURES

4.9SHUT DOWN PROCEDURE

•

Lower the collective to its full down position and apply the friction.

•

Press « NEXT » and continue as follows as prompted by the Voice Check List.

•

Switch the governor off and slowly reduce the engine speed to between 70% and 80%

and note the time.

•

Adjust the pitch and roll trims to neutral.

•

Switch the « FAN » on

•

60 seconds after the engine speed reduction, further reduce the engine speed to 50%

and apply the cyclic friction.

•

Allow the CHT and Engine Oil temperature to fall below 90°C. Do not switch off the fan in

order to allow it to continue to cool the turbo.

•

Switch the « CLUTCH » off, check the clutch light illuminates and note the time.

•

40 seconds after the clutch motor start, Switch off the ignition key,

•

Switch off the ignition key and Switch MASTER in check list position.

•

Note the time at which the clutch light extinguishes. Carefully check the clutch motor

does not run for more than 100 secs ± 10%. A longer or shorter running time is indicative

of incorrect clutch adjustment. Contact an approved agent of CH-7 HELISPORT S.r.l. for

guidance.

•

Switch « MASTER » to off and all Switch off

•

Enter the flight details into the aircraft log book. See section

« 0.2GENERAL

INFORMATION »

CAUTION:

Never attempt to slow the rotor during shutdown by raising the

collective. The blades could flap and strike the tail boom.

CAUTION:

Hold the throttle closed if the occupant of the left hand seat is

entering or leaving the helicopter with the dual controls installed.

CAUTION:

Never leave the flight controls unattended while the engine is

running.

CAUTION:

In order to avoid evaporation and corrosion in the fuel circuit,

only close the fuel cock in case of necessity for maintenance or

for safety reasons.

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Page 62 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION4 — NORMAL PROCEDURES

4.10 PRACTICE AUTOROTATION

4.10.1 With Power Recovery Below 4 000 ft AMSL

Fully lower the collective without reducing the throttle.

Reduce the throttle to split the tachometer needles.

Maintain the rotor speed in the middle of the green arc and maintain an airspeed of

70 mph.

At about 40 ft AGL, begin cyclic flare in order to progressively reduce forward speed and

rate of descent. At about 8 ft AGL level the aircraft with a forward action on the cyclic

and then as the aircraft settles stop the descent by raising the collective while rotating the

throttle back to its original position.

4.10.2 With Power Recovery Above 4 000 ft AMSL

Proceed as described above in section 4.8.1, except slightly reduce the throttle before

lowering the collective, and reopen the throttle slightly before raising the collective.

After commencing the final approach, maintain a minimum engine speed of 70%.

4.10.3With Ground Contact

Should it be necessary to demonstrate autorotation to ground contact, proceed as

described above in section 4.8.1, except that as the aircraft settles, accompany it to

touchdown by raising the collective to a lesser degree.

Ensure the skids are level and the nose is straight ahead at touchdown and throughout

the ground slide.

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Page 63 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 4 — NORMAL PROCEDURES

4.11NOISE ABATEMENT

To improve the quality of the environment, and so as not to provoke the introduction of

restrictive public regulation, it is important that each pilot causes the least possible noise

irritation to the general population.

Whenever possible:

Avoid over-flight of any assembly of people.

Avoid blade slap. Blade slap occurs during shallow high-speed descents, and especially

while turning. Prefer a slower steeper descent profile. Better piloting technique can easily

eliminate blade slap.

Avoid low level flight under 1000 ft AGL. Increased height greatly reduces noise levels.

Repetitive noise is much more irritating than a single occurrence. If flight over the same

area must be made more than once, vary the flight path to avoid over-flight of the same

buildings each time

CAUTION: The recommended noise abatement procedures above

should not be applied should they be incompatible with air traffic control

procedures or would result in an unsafe flight path.

28.01.2022 ENG

Page 64 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION5 — PERFORMANCE

5.7 ENGINE PERFORMANCE DIAGRAMS

EPAPOWER SA-R917Ti - ENGINE PERFORMANCE @5500 RPM

MAP

POWER

TORQUE

FUEL FLOW

(inHg)

(kW)

(hp)

(Nm)

(l/h)

6,0

11,0

16,0

21,0

101

21,0

108

22,0

111

24,0

116

25,0

122

26,0

127

27,0

102

130

28,0

105

134

30,0

109

139

31,5

114

146

32,0

117

149

34,0

121

155

35,0

124

158

36,0

129

165

37,0

133

170

38,0

100

136

174

39,0

28.01.2022 ENG

Page 72 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 6 — WEIGHT AND BALANCE

6.1 GENERAL

Flight is only permitted within the weight and balance limits specified in section« 2.8 CENTRE

OF GRAVITY LIMITATIONS ». Loading outside these limits can result in insufficient control

travel to safely control flight.

The longitudinal weight and balance limits specified in section « 2.8 CENTRE OF GRAVITY

LIMITATIONS » are expressed in this section as total moments. These total moments may be

determined using the method described in section

« 6.3 WEIGHT AND BALANCE

EXAMPLES ».

CAUTION: The fuel tanks are not located at the centre of gravity of the helicopter.

As a consequence, the CoG will move during flight as fuel is consumed.

Always determine the safe loading with empty fuel as well as with take-off fuel

quantity. The amount of fuel that may be offloaded to compensate for a greater

payload is limited by the forward CoG location with empty fuel.

28.01.2022 ENG

Page 76 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION6 — WEIGHT AND BALANCE

6.2 HELICOPTER WEIGHING PROCEDURES

PREPARATION OF THE AIRCRAFT

Drain all usable fuel.

Fill engine oil and transmission oil to maximum levels.

Ensure that all equipment corresponding to the basic empty weight configuration is

correctly installed.

Remove any foreign items not included in the basic empty weight configuration (such as

maps, tools or rags).

WEIGHING AND BALANCING THE AIRCRAFT

Raise the aircraft and place a 250 kg capacity scale under each skid.

Lower the aircraft to rest on the scales. Move the scales so that the aircraft is perfectly

balanced before releasing the tail boom. Ensure the aircraft is laterally horizontal by

placing a level between the manoeuvring wheel supports.

The aircraft empty weight corresponds to the sum of the weights indicated by the two

scales.

Lower the tail boom, remove the two scales and place a 5 cm diameter steel tube under

the two skids.

Balance the aircraft is on the tube while the aircraft remains laterally horizontal and the

tube remains perpendicular to the mid-line between the skids. Mark the point of balance

on a skid.

Mark also on this skid the point of intersection of the vertical plane that is both

perpendicular to the mid-line between the two skids and passes through the centre of the

main rotor disc.

Given that the reference plane is parallel to and 254 cm forward of the plane defined in

paragraph 6, Measure the distance from the reference plane to the point of balance

marked on the skid. This distance corresponds to the arm of the centre of gravity of the

empty aircraft.

28.01.2022 ENG

Page 77 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION6 — WEIGHT AND BALANCE

6.2 HELICOPTER WEIGHING PROCEDURES (CONT)

Use the table below to calculate the longitudinal and lateral positions of the CoG of the

aircraft in its flight configuration both with take-off fuel weight and with tanks empty.

In each of the lighter blue cells, enter the weight of the corresponding item. If either

door is removed, enter the corresponding weight as a negative value.

In each of the darker blue cells, enter the sum of all of the lighter blue cells in the

table found above it. Ensure the higher of these values is less than the MTOW.

In each of the grey cells enter the CoG arm determined in paragraph 7 above.

In each of the lighter pink cells, enter the product of the weight and the longitudinal

arm of the corresponding item.

In each of the darker pink cells, enter the sum of all of the lighter pink cells in the

table found above it.

In each of the lighter orange cells, enter the product of the weight and the lateral arm

of the corresponding item.

In each of the darker orange cells, enter the sum of all of the lighter orange cells in

the table found above it.

In each of the lighter green cells, enter the longitudinal arm, which is calculated by

dividing the value in the darker pink cell to its right by the value in the darker blue cell

to its left. Ensure both these values lie within the envelope defined in section « 2.8

CENTRE OF GRAVITY LIMITATIONS »

In each of the darker green cells, enter the lateral arm, which is calculated by dividing

the value in the darker orange cell to its right by the value in the darker blue cell to its

left. Ensure both these values lie within the envelope defined in section

« 2.8

CENTRE OF GRAVITY LIMITATIONS »

Longitudinal

Lateral

Weight

Lateral arm

Item

arm STA

moment

(kg)

BL (mm)

(mm)

(kgmm)

Right skid scale indication

802.5

Left skid scale indication

-802.5

Right door (-3,5 kg if removed)

2,020

560

Left door (-3,5 kg if removed)

2,020

-560

Pilot (Right hand seat)

1,985

260

Passenger (Left hand seat)

1,985

-260

Non usable fuel

2,452

-350

Weight & arms (no fuel)

Fuel in main tank

2,452

-350

Fuel in auxiliary tank

2,452

350

Weight & arms (with fuel)

28.01.2022 ENG

Page 78 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 6 — WEIGHT AND BALANCE

6.3 WEIGHT AND BALANCE EXAMPLES

Moment:

Product of the weight and the arm.

Longitudinal arm:

Horizontal distance to the centre of gravity of the item

measured from the reference datum (2.54 m forward of

the main rotor centre.)

Lateral arm:

Horizontal distance to the centre of gravity of the item

measured from the vertical longitudinal plane passing

through the mid-line between the two skids. A lateral

arm towards the right of the aircraft is expressed as a

positive value and a lateral arm towards the left of the

aircraft is expressed as a negative value.

Fuel density:

0.70 kg/litre.

6.3.1 Example1 Pilot minimum solo admissible weight: 69 kg - Both doors on

Longitudinal

Lateral arm

Longitudinal

Lateral moment

Item

Weight

arm STA

BL (mm)

moment

(kgmm)

(kg)

(mm)

(kgmm)

Right skid scale indication

144,7

2.707

802,5

391.784

116.146

Left skid scale indication

144,3

2.707

-802,5

390.539

-115.777

Right door (-3,5 kg if removed)

2.020

560

Left door (-3,5 kg if removed)

2.020

-560

Pilot (Right hand seat)

1.985

260

136.965

17.940

Passenger (Left hand seat)

1.985

-260

Non usable fuel

2.452

-350

2.452

-350

Weight & arms (no fuel)

359

2.568

50,0

921.740

17.959

Fuel in main tank

25,0

2.452

-350

61.300

-8.750

Fuel in auxiliary tank

24,0

2.452

350

58.848

8.400

Weight & arms (with fuel)

408

2.554

43,2

1.041.888

17.609

In this example, the take-off weight is no more that the MTOW and the total longitudinal and

lateral arms both with take-off fuel and with fuel empty are within the envelope defined in

section « 2.8 CENTRE OF GRAVITY LIMITATIONS ». Flight is permitted.

28.01.2022 ENG

Page 79 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION6 — WEIGHT AND BALANCE

6.3.2 Example2 Pilot maximum admissible weight: 108 kg - Both doors on

Longitudinal

Lateral arm

Longitudinal

Lateral moment

Item

Weight

arm STA

BL (mm)

moment

(kgmm)

(kg)

(mm)

(kgmm)

Right skid scale indication

144,7

2.707

802,5

391.784

116.146

Left skid scale indication

144,3

2.707

-802,5

390.539

-115.777

Right door (-3,5 kg if removed)

2.020

560

Left door (-3,5 kg if removed)

2.020

-560

Pilot (Right hand seat)

108

1.985

260

214.380

28.080

Passenger (Left hand seat)

1.985

-260

Non usable fuel

2.452

-350

2.452

-350

Weight & arms (no fuel)

398

2.510

70,6

999.155

28.099

Fuel in main tank

25,0

2.452

-350

61.300

-8.750

Fuel in auxiliary tank

24,0

2.452

350

58.848

8.400

Weight & arms (with fuel)

447

2.504

62,1

1.119.303

27.749

In this example, the take-off weight is no more that the MTOW and the total longitudinal and

lateral arms both with take-off fuel and with fuel empty are within the envelope defined in

section « 2.8 CENTRE OF GRAVITY LIMITATIONS ». Flight is permitted.

6.3.3 Example3 Limit forward CoG position - Pilot and Passenger equal weight - Both doors on -

Fuel limited by MTOW

Longitudinal

Lateral arm

Longitudinal

Lateral moment

Item

Weight

arm STA

BL (mm)

moment

(kgmm)

(kg)

(mm)

(kgmm)

Right skid scale indication

144,7

2.707

802,5

391.784

116.146

Left skid scale indication

144,3

2.707

-802,5

390.539

-115.777

Right door (-3,5 kg if removed)

2.020

560

Left door (-3,5 kg if removed)

2.020

-560

Pilot (Right hand seat)

107

1.985

260

212.395

27.820

Passenger (Left hand seat)

107

1.985

-260

212.395

-27.820

Non usable fuel

2.452

-350

2.452

-350

Weight & arms (no fuel)

504

2.400

0,0

1.209.565

Fuel in main tank

25,0

2.452

-350

61.300

-8.750

Fuel in auxiliary tank

21,0

2.452

350

51.492

7.350

Weight & arms (with fuel)

550

2.404

-2,5

1.322.357

-1.381

In this example, the take-off weight is no more that the MTOW and the total longitudinal and

lateral arms both with take-off fuel and with fuel empty are within the envelope defined in

section « 2.8 CENTRE OF GRAVITY LIMITATIONS ». Flight is permitted.

28.01.2022 ENG

Page 80 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION6 — WEIGHT AND BALANCE

6.3.4 Example4 Left limit CoG position - Pilot minimum admissible weight: 69 kg - Passenger

weight: 105 kg - Both doors on

Longitudinal

Lateral arm

Longitudinal

Lateral moment

Item

Weight

arm STA

BL (mm)

moment

(kgmm)

(kg)

(mm)

(kgmm)

Right skid scale indication

144,7

2.707

802,5

391.784

116.146

Left skid scale indication

144,3

2.707

-802,5

390.539

-115.777

Right door (-3,5 kg if removed)

2.020

560

Left door (-3,5 kg if removed)

2.020

-560

Pilot (Right hand seat)

1.985

260

136.965

17.940

Passenger (Left hand seat)

105

1.985

-260

208.425

-27.300

Non usable fuel

2.452

-350

2.452

-350

Weight & arms (no fuel)

464

2.436

-20,1

1.130.165

-9.341

Fuel in main tank

25,0

2.452

-350

61.300

-8.750

Fuel in auxiliary tank

24,0

2.452

350

58.848

8.400

Weight & arms (with fuel)

513

2.437

-18,9

1.250.313

-9.691

In this example, the take-off weight is no more that the MTOW and the total longitudinal arms

are within the envelope defined in section « 2.8 CENTRE OF GRAVITY LIMITATIONS

».However, the total lateral arm will fall outside the envelope as fuel is consumed. Flight is not

permitted. Removable weight may be required in the compartment on the right side of the pilot

or remove the left door

6.3.5 Example5 Pilot minimum solo admissible weight: 69 kg - Both doors removed

Longitudinal

Lateral arm

Longitudinal

Lateral moment

Item

Weight

arm STA

BL (mm)

moment

(kgmm)

(kg)

(mm)

(kgmm)

Right skid scale indication

144,7

2.707

802,5

391.784

116.146

Left skid scale indication

144,3

2.707

-802,5

390.539

-115.777

Right door (-3,5 kg if removed)

-3,5

2.020

560

-7.070

-1.960

Left door (-3,5 kg if removed)

-3,5

2.020

-560

-7.070

1.960

Pilot (Right hand seat)

1.985

260

136.965

17.940

Passenger (Left hand seat)

1.985

-260

Non usable fuel

2.452

-350

2.452

-350

Weight & arms (no fuel)

352

2.578

51,0

907.600

17.959

Fuel in main tank

25,0

2.452

-350

61.300

-8.750

Fuel in auxiliary tank

24,0

2.452

350

58.848

8.400

Weight & arms (with fuel)

401

2.563

43,9

1.027.748

17.609

In this example, the take-off weight is no more that the MTOW and the total longitudinal arms

are within the envelope defined in section « 2.8 CENTRE OF GRAVITY LIMITATIONS

».However, the total lateral arm will fall outside the envelope as fuel is consumed. Flight is not

permitted. Re Install one door ,left or right door or you may need a removable weight under the

passenger feet mat.

28.01.2022 ENG

Page 81 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION7 — OPERATIONS ANDMAINTENANCE

CONTENTS SECTION 7

7.1 GENERAL

7.2 REQUIRED DOCUMENTS

7.3 REQUIRED INSPECTIONS AND MAINTENANCE

7.4 PILOT SAFETY TRAINING

7.4.1 Helisport Safety Course

7.4.2 Ranabot Left Seat instructor Pilot Course

7.5 GROUND HANDLING

7.5.1 Introduction

7.5.2 Installing the Standard Wheels

7.5.3 Installing the Optional Long Arm Wheels

7.5.4 Moving the Helicopter

7.5.5 Transport on a Trailer

7.6 PARKING

7.7 CLEANING

7.8 CHECK-LISTS

28.01.2022 ENG

Page 83 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION7 — OPERATIONS ANDMAINTENANCE

7.1 GENERAL

This section contains recommended procedures for operation, handling and maintenance of

the helicopter.

The owner and the operator must remain in close contact with an approved distributor in order

to remain permanently informed of the latest experience and advice specific to the aircraft.

CH7 HELISPORT S.r.l. holds the owner and the operator of the helicopter responsible for its

maintenance. The owner and the operator must ensure that the maintenance is performed by

suitably qualified and experienced individuals and in accordance with all publications issued by

CH7 HELISPORT S.r.l.

All limitations, procedures, safety practices, hour limits and time limits, servicing and

maintenance requirements specified in this manual are to be considered obligatory.

28.01.2022 ENG

Page 84 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION7 — OPERATIONS ANDMAINTENANCE

7.2 REQUIRED DOCUMENTS

The following documents must be carried on board the aircraft at all times.

Any documents (such as registration, airworthiness, identification and insurance

documents)that are legally required by the country of registration.

Aircraft Log Book

Pilot’s Operating Handbook

Weight and Balance Schedule

Check-list

The following documents must be kept available for consultation by the pilot before flight.

Maintenance Manual Hand book

Maintenance Log

28.01.2022 ENG

Page 85 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION7 — OPERATIONS ANDMAINTENANCE

7.3 REQUIRED INSPECTIONS AND MAINTENANCE

CH-7 HELISPORT S.r.l. requires the following inspections and maintenance:

Complete inspection, rectification work as required and initial main and tail rotor tracking

and balancing and other adjustments before the first flight of every newly assembled CH-

77 Ranabot, as specified in the latest version of the maintenance manual, followed by

test flights by a pilot approved by CH-7 HELISPORT S.r.l. This procedure must be

performed by an approved agent of CH-7 HELISPORT S.r.l.

Daily Inspection as described in section « 4.2 DAILY INSPECTIONS».This inspection

must be performed by the pilot after having received training organised by an approved

agent of CH-7 HELISPORT S.r.l.

Maintenance after only the first 25 hours of flight as specified in the latest version of the

maintenance manual. This maintenance may be performed by the owner and/or operator

after having received training organised by an approved agent of CH-7 HELISPORT S.r.l.

Maintenance after each 50 hours of flight as specified in the latest version of the

maintenance manual. This maintenance may be performed by the owner and/or operator

after having received training organised by an approved agent of CH-7 HELISPORT S.r.l.

Maintenance after each 100 hours of flight as specified in the latest version of the

maintenance manual. This maintenance must be performed by an approved agent of

CH-7 HELISPORT S.r.l.

Maintenance every 12 months as specified in the latest version of the maintenance

manual. This maintenance must be performed by an approved agent of CH-7

HELISPORT S.r.l.

7 Maintenance 12 Years as specified in the latest version of the maintenance manual. This

maintenance must be performed by an approved agent of CH-7 HELISPORT S.r.l.

28.01.2022 ENG

Page 86 of 138

CH-7 HELISPORT S.R.L

CH-77 RANABOT

SECTION 7 — OPERATIONS AND MAINTENANCE

7.4 PILOT SAFETY TRAINING

7.4.1 Helisport Safety Course

In order to reduce the number of accidents that are mainly caused by pilot error, the FAA

published a document SFAR73 that addresses specific characteristics inherent to the

operation of certain light two bladed helicopters. These characteristics include potential, kinetic

and rotor energy management, mast bumping, rotor stall, dangers due to low rotor speeds,

and dangers due to low or negative g-forces.

The CH-77Ranabot is an example of this type of helicopter, and CH-7 HELISPORT S.r.l.

considers that the terms of SFAR73 applies to all versions of the CH-77Ranabot.

Before assuming the functions of aircraft commander, each pilot must have completed training

that covers all of the themes specified in SFAR73, addressing the particular characteristics of

the CH-77 Ranabot.

Accordingly, CH-7 HELISPORT S.r.l. requires that all pilots acting as aircraft commander hold

a certificate of successful completion of the “Helisport Safety Course” given by a training

organisation approved byCH-7 HELISPORT S.r.l. This certificate has a validity of 2 years. (See

per section 2.9 Operation Limitation )

7.4.2 Ranabot Left Seat Instructor Pilot Course

Normal flight configuration is that the pilot and flight commander occupies the right hand seat

and the passenger occupies the left hand seat.(solo fly only right seat)

In order to exercise the functions of flight commander from the left hand seat, the occupant

must hold a certificate of successful completion of the “Ranabot Left Seat Pilot Instructor

Course” given by a training organisation approved by CH-7 HELISPORT S.r.l. This certificate

has a validity of 2 years. (See per section 2.9 Operation Limitation)

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7.5GROUND HANDLING

7.5.1 Introduction

The operator must be familiar with the correct procedures for ground handling before moving

the helicopter or transporting it on a trailer, otherwise the aircraft could suffer serious damage.

7.5.2 Using the Standard Wheels

The standard wheels are designed for moving the aircraft on a hard smooth surface, but are

not appropriate for use on grass. Before mounting these wheels on the skids check the tail is

clear of any obstacle and that the canopy is latched. While mounting the standard wheels the

aircraft can pivot suddenly onto the tail and the tail rotor guard can strike the ground.

7.5.3 Using the Optional Long Arm Wheels

The optional long arm wheels are designed for moving the aircraft on all surfaces. Before

mounting these wheels on the skids check the tail is clear of any obstacle and that the canopy

is latched. While mounting the standard wheels the aircraft can pivot suddenly onto the tail and

the tail rotor guard can strike the ground.

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7.5.4 Moving the Helicopter

The operator may follow one of the two following procedures to move the helicopter:

Stand next to the tail boom and move the helicopter by holding the tail boom support

attachment collar.

Stand behind the tail rotor and move the helicopter by holding the tail gearbox with one

hand and the tail rotor guard with the other.

CAUTION:

Do not push on either of the two tail boom supports.

7.5.5 Transport on a Trailer

The trailer must be designed for loads in the order of 300 kg. Trailers designed for cars have

stiffer suspension matched for much higher loads, which can inflict unacceptable stresses on

the helicopter structure. The helicopter must be transported with the nose in the direction of

travel. The trailer must be equipped with a support for the forward blade. The optional support

available from CH-7 HELISPORT S.r.l. must be used to support the aft blade. Secure the

blades with an angle of 2° above the horizontal and with the tail rotor vertical. The supports

must be attached at no more that 50 cm from the blade tips and must not contact the trim tabs

(if fitted). Secure the helicopter to the trailer by the skids near each undercarriage leg. set the

tail rotor in vertical position ,no latched the tail rotor with any type of lock, leave the articulation

hinge free.

CAUTION:

1 Never transport the helicopter by vehicle without blade

supports correctly installed. If necessary, remove the blades.

(Refer to the construction manual).

2 Never transport the helicopter by vehicle with the helicopter

covers in place. The relative wind can cause the covers to

damage the windscreen, the paintwork and the blades.

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7.6 PARKING

The helicopter should be parked away from the general public and preferably in a dry and

sheltered environment. If the helicopter must be parked outside in windy conditions attach the

rear blade to the tail boom with a strap. Should the helicopter be parked outside for an

extended period, use the optional protective covers. Should the helicopter be parked outside

under sun cover the instruments panel with sun shade.

7.7 CLEANING

To clean the exterior of the helicopter, use a mild well-diluted detergent in water.

Never use high-pressure water on the helicopter. To clean the engine and electrical

components, carefully use compressed air.

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7.8 CHECK-LISTS

PROCEDURE BEFORE ENGINE START

Fuel level:

Visual check

Aircraft exterior:

remove :ground wheels,rotor

ties,cowlings closed

Radio and headset:

Master switch:

Checklist(follow voice check list, buttons Next Back)

TCU light

On 2 secs then Off (#SA-R 914 engine only)

Previous flight time:

Check log

Warning lights: Oil, (Fuel Press #),

Gov, Gen,Alt,(Tcu*):

On (*SA-R 917 engine only) (#SA-R 914 engine only)

Seatbelts:

Fasten

Doors:

Closed and latched, emergency

release

Fuel cock:

On (SA-R 914 only)

Fuel level:

Sufficient - EMS set

Cyclic & collective frictions:

Off

Cyclic, collective and pedals:

Full and free travel

Collective:

Full down, friction on

Cyclic:

Neutral, friction on

Pedals:

Neutral

All switches:

Off

Breakers:

Altimeter:

Set

Frame pressure:

2 bar

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7.8 CHECKLISTS

START UP PROCEDURE

Choke:

On if engine cold( SA-R914only)

Master:

Run

Oil, Gov, Gen,Alt,(Tcu*) warning lights:

On (*SA-R917 Ti only)

Fuel pump 1:

Check pressure

Clutch:

On, check fuel pressure increase, then off.

Throttle:

Closed

Area:

Clear

Start collective Button:

Press 5 "max, oil pressure increase

light off(1bar approximately )

Ignition Key:

« BOTH », then press Start collective Button.

Engine speed:

Idle Between 1 800 rpm and 2 650

Clutch:

On, check clutch light on, note time.

Check volts:

Check volts no below 13.0

Choke:

Off(SA-R 914 only)

Clutch light:

Off. Check running time 90 secs.

Radio:

Volume and frequency Set&Check

Transponder:

Switch to Standby (if fitted).

GPS-Traffic

Set(if fitted)

Engine oil temperature:

35°C

Engine / rotor speed:

Increase to 70% - 80%

Check circuits:

Turn key from BOTH to R

Check speed drop less than 150 rpm

Turn key from BOTH to L

Check speed drop less than 150 rpm

Ignition Key:

BOTH Set

Engine oil temperature:

50°C

Engine / rotor speed:

90%

Throttle:

Cut

Tachometer:

Needles split

Engine :

idle check no below 1800 rpm

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7.8 CHECK-LISTS

TAKE OFF PROCEDURE

Doors:

Closed latched- 4 Red Lock

latched- doors light off

Fuel cock:

Open

Choke:

Off(SA-R 914 only)

Breakers:

Set

Warning lights:

Check on then off

Cyclic and collective frictions:

Off

Engine oil temperature:

50°C

Engine / rotor speed:

90%

Governor:

On, check 104%

Outside temperature:

Check« SECTION 5 -

PERFORMANCES »

Engine parameters:

Check

Wind:

Check

Area:

Clear

Radio:

Volume and frequency Set&Check

Transponder:

Switch to A/C/S (if fitted).

Reduce rotor speed

Check voice alarm and warning red

light on at 96 %.

Release throttle

Check 104%

READY FOR TAKE OFF

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7.8 CHECK-LISTS

SHUT DOWN PROCEDURE

Collective:

Full down

Collective friction:

Governor:

Off

Engine / rotor speed:

Reduce to 70 - 80%, 1 minute.

Trims:

Neutral

Fans:

Engine / rotor speed:

Reduce to idle(40- 50 %)

Cyclic friction:

CHT and engine oil temperature: Below 90°C

Clutch:

Off, check clutch light on, note time

Ignition Key:

Turn Off after 40 secs clutch motor started

Master switch:

Check List position

Clutch light:

Off. Running time Check 100 secs.

Master switch:

Off and all Switch off

Flight time

Note in log.

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SECTION8 — SAFETY NOTICES

CONTENTS SECTION 8

8.1

GENERAL

8.2

DYNAMIC ROLLOVER

8.3

FATAL ACCIDENTS DUE TO ROTOR STALL (LOW ROTOR SPEED)

8.4

LOW G PUSHOVERS ARE EXTREMELY DANGEROUS

100

8.5

DO NOT ATTACH OBJECTS TO THE SKIDS

101

8.6

FUEL EXHAUSTION CAN BE FATAL

102

8.7

POWER LINES ARE DEADLY

103

8.8

NEVER EXIT THE HELICOPTER WITH THE ENGINE RUNNING

104

8.9

HOLD CONTROLS WHEN BOARDING PASSENGERS

105

8.10

NEVER LAND IN TALL DRY GRASS

106

8.11

LOSS OF VISIBILITY CAN BE FATAL

107

8.12

OVERCONFIDENCE PREVAILS IN ACCIDENTS

108

8.13

FLYING LOW OVER WATER IS DANGEROUS

109

8.14

DEMONSTRATION OR INITIAL TRAINING FLIGHTS

110

8.15

REDUCE VERTICAL SPEED BEFORE REDUCING AIRSPEED

111

8.16

THE ROTORS CAN KILL

112

8.17

ROTOR STALL CAN BE FATAL

113

8.18

NIGHT FLGHT IN POOR WEATHER CONDITIONS

115

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CONTENTS SECTION 8 (cont)

8.19 SURPRISE THROTTLE CHOPS CAN BE DEADLY

116

8.20 LISTEN FOR IMPENDNG BEARING FAILURE

117

8.21 AEROPLANE PILOTS FLYING HELICOPTERS

118

8.22 LOOSE OBJECTS CAN BE FATAL

119

8.23 HIGH WINDS AND TURBULENCE

120

8.24 RISKS IN SURVEY AND PHOTO FLIGHTS

121

8.25 FLYING NEAR RADIO TRANSMISSION TOWERS

122

8.26 EXCEEDING LIMITATIONS CAN BE FATAL

123

8.27 PRACTISE AUTOROTATIONS CAUSE MANY ACCIDENTS

124

8.28 UNUSUAL VIBRATION - POSSIBLE BLADE CRACKS

125

8.29 FIRE AFTER AN ACCIDENT

126

8.30 PILOT DISTRACTION

127

8.31 UNANTICIPATED YAW

128

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8.2 DYNAMIC ROLLOVER

A dynamic rollover can occur whenever the landing gear contacts a fixed object, forcing the

aircraft to pivot about the object instead of about its own centre of gravity. The fixed object can

be any obstacle or surface which prevents the skid from moving sideways.

Once started, dynamic rollover cannot be stopped by application of opposite cyclic alone. For

example, assume the right skid contacts an object and becomes the pivot point while the

helicopter starts rolling to the right.Even with full left cyclic applied, the main rotor thrust vector

will still pass on the left side of the pivot point and produce a rolling moment to the right instead

of to the left. The thrust vector and its moment will follow the aircraft as it continues rolling to

the right. Quickly applying down collective is the most effective way to stop a dynamic rollover.

To avoid a dynamic rollover:

Always practice hovering autorotations into the wind and never when the wind is gusty

or over 10 knots.

Never hover close to fences, sprinklers, bushes, runway lights or other obstacles a skid

could catch on.

Always use a two-step liftoff. Raise the collective just enough to be light on the skids

and feel for equilibrium, then gently lift the helicopter into the air.

Do not practice hovering manoeuvres close to the ground.

Keep the skids at least five feet above the ground when practising sideward or rearward

flight.

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8.3 FATAL ACCIDENTS DUE TO ROTOR STALL (LOW RPM)

A primary cause of fatal accidents in light helicopters is failure to maintain rotor speed. To

avoid this, every pilot must have his reflexes conditioned so he will instantly add throttle and

lower collective to maintain rotor speed in any emergency.

Even when going down into rough terrain, trees, wires or water, he must force himself to lower

the collective to maintain rotor speed until just before impact. The aircraft may roll over and be

severely damaged, but the occupants have an excellent chance of walking away from it

without injury.

Power available from the engine is directly proportional to rotor speed. If the rotor speed drops

by 10%, there will be 10% less power. With less power, the helicopter will start to settle, and if

the collective is raised to stop it from settling, the rotor speed will be pulled down even lower,

causing the aircraft to settle even faster. If the pilot not only fails to lower collective, but instead

pulls up on the collective to keep the aircraftfrom going down, the rotor will stall almost

immediately. When it stalls, the blades will either “blow back” and cut off the tailcone or it will

just stop flying, allowing the helicopter to fall at an extreme rate. In either case, the resulting

crash is likely to be fatal.

No matter what causes the low rotor speed, the pilot must first roll on throttle and lower the

collective simultaneously to recover rotor speed before investigating the problem. It must be a

conditioned reflex. In forward flight, applying aft cyclic to bleed off airspeed will also help

recover lost rotor speed.

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8.4 LOW G PUSHOVERS ARE EXTREMELY DANGEROUS

Pushing the cyclic forward following a pull-up or rapid climb, or even from level flight, produces

a low-G (or weightless) flight condition.

If the helicopter is still pitching forward when the pilot applies aft cyclic to reload the rotor, the

rotor disc may tilt aft relative to the fuselage before it is reloaded. The main rotor torque

reaction will then combine with tail rotor thrust to produce a powerful right rolling moment on

the fuselage. With no lift from the rotor, there is no lateral control to stop the rapid right roll and

mast bumping can occur. Severe in-flight mast bumping usually results in main rotor shaft

separation and/or rotor blade contact with the fuselage.

The rotor must be reloaded before lateral cyclic can stop the right roll. To reload the rotor,

apply an immediate gentle aft cyclic, but avoid any large aft cyclic inputs. (The low-G which

occurs during a rapid autorotation entry is not a problem because lowering collective reduces

both rotor lift and rotor torque at the same time.)

Never attempt to demonstrate or experiment with low-G manoeuvres, regardless of your skill

or experience level. Even highly experienced test pilots have been killed investigating the low-

G flight condition. Always use great care to avoid any manoeuvre which could result in a low-G

condition. Low-G mast bumping accidents are almost always fatal.

NEVER PERFORM A LOW-G PUSHOVER

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8.5 DO NOT ATTACH OBJECTS TO THE SKIDS

The landing gear has cracked on several helicopters when the pilot attempted to carry an

external load strapped to the landing gear skids. The landing gear is optimized to take high

“up” loads. Consequently, it has very low strength in the opposite or “down”direction. Also,

even a small weight attached to the landing gear may change the natural frequency enough to

cause high loads due to inflight vibration. Do not attempt to carry any external load or object

attached to the landing gear.

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8.6 FUEL EXHAUTION CAN BE FATAL

Many pilots underestimate the seriousness of fuel exhaustion. Running out of fuel is the same

as a sudden total engine or drive system failure.

When that occurs, the pilot must immediately enter autorotation and prepare for a forced

landing(see section « 3.1 POWER FAILURE »). If autorotation is not entered immediately,

the rotor speed will rapidly decay, the rotor will stall, and the results will probably be fatal.

Serious or fatal accidents have occurred as a result of fuel exhaustion.

To ensure this does not happen to you, observe the following precautions:

Never rely solely on the EMS or the low fuel warning light. These electromechanical

devices have questionable reliability in any airplane or helicopter. Always record the

hourmeter reading each time the fuel tanks are filled.

During your preflight:

a Check the fuel level in the tanks visually.

b Ensure the fuel caps are tight.

c Drain a small quantity of fuel from each tank and the gascolator to check for water or

other contamination.

Before takeoff:

a Ensure that the fuel valve is full on.

b Plan your next fuel stop so you will have at least 20 minutes of fuel remaining.

In flight:

a Continually check both hourmeter and the EMS fuel gauge.

Lf either indicates low fuel, land immediately.

b NEVER allow the fuel quantity to become so low in flight that the low fuel warning

light comes on.

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8.7 POWER LINES ARE DEADLY

Flying into wires, cables, and other objects is by far the number one cause of fatal accidents in

helicopters. Pilots must constantly be on the alert for this very real hazard.

Watch for the pylons; you will not see the wires in time.

Fly directly over the pylons when crossing power lines.

Allow for the smaller, usually invisible, grounding wire(s) which are well above the larger

more visible wires.

Constantly scan the higher terrain on either side of your flight path for pylons.

Always maintain at least 500 ft AGL except during take-off and landing. By always flying

above 500 ft AGL, you can virtually eliminate the primary cause of fatal accidents.

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8.11 LOSS OF VISIBILITY CAN BE FATAL

Flying a helicopter in obscured visibility due to fog, snow, low ceiling, or even a dark night can

be fatal. Helicopters have less inherent stability and much faster roll and pitch rates than

aeroplanes. Loss of the pilot’s outside visual references, even for a moment, can result in

disorientation, wrong control inputs, and an uncontrolled crash. This type of situation is likely to

occur when a pilot attempts to fly through a partially obscured area and realizes too late that

he is losing visibility.

He loses control of the helicopter when he attempts a turn to regain visibility but is unable to

complete the turn without visual references.

You must take corrective action before visibility is lost! Remember, unlike the aeroplane, the

unique capability of the helicopter allows you to land and use alternative transport during bad

weather, provided you have the good judgement and necessary willpower to make the correct

decision.

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8.12 OVERCONFIDENCE PREVAILS IN ACCIDENTS

A personal trait most often found in pilots having serious accidents is overconfidence.

High-time fixed-wing pilots transitioning into helicopters and private owners are particularly

susceptible. Aeroplane pilots feel confident and relaxed in the air, but have not yet developed

the control feel, coordination, and sensitivity demanded by a helicopter.

Private owners have no boss and can fly without discipline, enforced rules, or periodic flight

checks and critique by a chief pilot. A private owner must depend on self-discipline, which is

sometimes forgotten.

When flown properly and conservatively, helicopters are potentially the safest aircraft built. But

helicopters are also probably the least forgiving. They must always be flown defensively. The

pilot should allow himself a greater safety margin than he thinks will be necessary, just in case.

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8.13 FLYING LOW OVER WATER IS DANGEROUS

Many helicopter accidents have occurred while manoeuvring low over water.

Many pilots do not realize their loss of depth perception when flying over water. Flying over

calm glassy water is particularly dangerous, but even choppy water, with its constantly varying

surface, interferes with normal depth perception and may cause a pilot to misjudge his height

above the water.

MAINTAIN 500 FT AGL WHENEVER POSSIBLE AND AVOID MANOEUVRES OVER

WATER BELOW 200 FT AGL.

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8.14 DEMONSTRATION OR INITIAL TRAINING FLIGHTS

A disproportionate number of fatal and non-fatal accidents occur during demonstration or initial

training flights. The accidents occur because individuals other than the pilot are allowed to

manipulate the controls without being properly prepared or indoctrinated.

lf a student begins to lose control of the aircraft, an experienced flight instructor can easily

regain control provided the student does not make any large or abrupt control movements. lf,

however, the student becomes momentarily confused and makes a sudden large control input

in the wrong direction, even the most experienced instructor may not be able to recover

control. Instructors are usually prepared to handle the situation where the student loses control

and does nothing, but they are seldom prepared for the student who loses control and does

the wrong thing.

Before allowing someone to touch the controls of the aircraft, they must be thoroughly

indoctrinated concerning the extreme sensitivity of the controls in a light helicopter. They must

be firmly instructed to never make a large or sudden movement with the controls. And, the

pilot-in-command must be prepared to instantly grip the controls should the student start to

make a wrong move.

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8.15

REDUCE VERTICAL SPEED BEFORE REDUCING

AIRSPEED

Many helicopter accidents have been caused by the pilot reducing his airspeed to near zero

during an approach before reducing his rate-of-descent.

As the pilot then raises the collective and flares to stop his rate-of-descent, he flares into his

own downwash, greatly increasing the power and collective pitch required. The aircraft begins

to enter the vortex ring state (settling-with-power) and a hard landing occurs, often followed by

a rollover. This can occur during a steep approach either power-on or power-off.

This can be avoided by always reducing your rate-of-descent before reducing your airspeed. A

good rule to follow is never allow your airspeed to be less than 30 mph until the rate-

of~descent is less than 300ft/min.

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8.16 THE ROTORS CAN KILL

Non-pilot passengers have been killed by inadvertently walking into a rotating main rotor or tail

rotor. Every possible precaution must be taken by the pilot to prevent this tragic type of

accident. The main rotor blades can easily descend below head height especially in windy

conditions, if the helicopter is parked on even a slight slope, or if the cyclic is not properly

centred. The tail rotor is just as dangerous for anyone passing near the rear of the helicopter.

The following rules should always be observed:

• Never allow anyone to approach the helicopter unless they are escorted or have been

properly instructed. If necessary, shut down and stop rotors before boarding passengers.

• Always have strobe light flashing when rotors are turning.

• Passengers must only approach the helicopter while maintaining a low crouch position.

• Instruct passengers to establish and maintain eye contact with pilot when approaching

the helicopter. (This will force them to approach only from the nose or side, never the

tail).

• Instruct passengers to leave the helicopter in full view of the pilot and move only around

the nose, never the tail.

• Be especially careful when landing away from airfields as unseen children or adults might

approach the helicopter from the rear.

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8.17 LOW RPM ROTOR STALL CAN BE FATAL

Rotor stall due to low rotor speed causes a very high percentage of helicopter accidents, both

fatal and non-fatal. Frequently misunderstood, rotor stall is not to be confused with retreating

blade stall which occurs only at high forward speeds when stall occurs over a small portion of

the retreating blade. Retreating blade stall causes vibration and control problems, but the rotor

is still very capable of providing sufficient lift to support the weight of the helicopter.

Rotor stall, on the other hand, can occur at any airspeed and when it does, the rotor stops

producing the lift required to support the helicopter and the aircraft literally falls out of the sky.

Fortunately, rotor stall accidents usually occur close to the ground during takeoff or landing

and the helicopter falls only four or five feet. The helicopter is wrecked but the occupants

survive. However, rotor stall can also occur at higher altitudes and when it happens at heights

above 40 or 50 ft AGL it is most likely to be fatal.

Rotor stall is very similar to the stall of an aeroplane wing at low airspeeds. As the airspeed of

an aeroplane gets lower, the nose-up angle, or angle-of-attack, of the wing must be higher for

the wing to produce the lift required to support the weight of the aeroplane. At a critical angle

(about 15 degrees), the airflow over the wing will separate and stall, causing a sudden loss of

lift and a very large increase in drag.

The aeroplane pilot recovers by lowering the nose of the aeroplane to reduce the wing angle-

of-attack below stall and adds power to recover the lost airspeed.

The same thing happens during rotor stall with a helicopter except it occurs due to low rotor

speed instead of low airspeed. As the speed of the rotor reduces, the angle-of-attack of the

rotor blades must be higher to generate the lift required to support the weight of the helicopter.

Even if the collective is not raised by the pilot to provide the higher blade angle, the helicopter

will start to descend until the upward movement of air to the rotor provides the necessary

increase in blade angle-of-attack. As with the aeroplane wing, the blade airfoil will stall at a

critical angle, resulting in a sudden loss of lift and a large increase in drag. The increased drag

on the blades acts like a huge rotor brake causing the rotor speed to rapidly decrease, further

increasing the rotor stall. As the helicopter begins to fall, the upward rushing air continues to

increase the angle-of-attack on the slowly rotating blades, making recovery virtually

impossible, even with full down collective.

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8.17 LOW RPM ROTOR STALL CAN BE FATAL (cont)

When the rotor stalls, it does not do so symmetrically because any forward airspeed of the

helicopter will produce a higher airflow on the advancing blade than on the retreating blade.

This causes the retreating blade to stall first, allowing it to dive as it goes aft while the

advancing blade is still climbing as it goes forward. The resulting low aft blade and high

forward blade become a rapid aft tilting of the rotor disc sometimes referred to as "rotor blow-

back". Also, as the helicopter begins to fall, the upward flow of air under the tail surfaces tends

to pitch the aircraft nose-down. These two effects, combined with aft cyclic by the pilot

attempting to keep the nose from dropping, will frequently allow the rotor blades to blow back

and chop off the tailboom as the stalled helicopter falls. Due to the magnitude of the forces

involved and the flexibility of rotor blades, rotor teeter stops will not prevent the boom chop.

The resulting boom chop, however, is academic, as the aircraft and its occupants are already

doomed by the stalled rotor before the chop occurs.

To prevent rotor stall and its catastrophic consequences thepilot must always do whatever is

required to maintain a safe rotor speed. It must take precedence over all other considerations,

even if it means landing in a swamp instead of trying to stretch the glide to the dry road

beyond.

Remember the power output of the engine is proportional to rotor speed and when the rotor

speed is low there is less power available from the engine with which to regain the lost rotor

speed. The power on low RPM recevery procedure of simultaneously rolling on throttle while

lowering collective must be practised until it becomes an automatic reaction to any indication

of low rotor speed. Low airspeeds combined with high sink rates must always be avoided and

full collective must never be pulled until the helicopter is within 1 ft of the ground.

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SECTION8 — SAFETY NOTICES

8.18 NIGHT FLIGHT IN POOR WEATHER CONDITIONS

Many fatal accidents have occurred at night when the pilot attempted to fly in marginal weather

after dark. The fatal accident rate during night flight is many times higher than during daylight

hours.

When it is dark, the pilot cannot see wires or the bottom of clouds, nor low hanging scud or

fog. Even when he does see it, he is unable to judge its altitude because there is no horizon

for reference. He doesn’t realize it is there until he has actually flown into it and suddenly loses

his outside visual references and his ability to control the attitude of the helicopter. As

helicopters are not inherently stable and have very high roll rates, the aircraft will quickly go

out of control, resulting in a high velocity crash which is usually fatal.

Be sure you NEVER fly at night unless you have clear weather with unlimited or very high

ceilings and plenty of celestial or ground lights for reference.

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8.19 SURPRISE THROTTLE CHOPS CAN BE DEADLY

Many flight instructors do not know how to give a student a simulated power failure safely.

They may have learned how to respond to a throttle chop themselves, but they haven't learned

how to prepare a student for a simulated power failure or how to handle a situation where the

student’s reactions are unexpected. The student may freeze on the controls, push the wrong

pedal, raise instead of lower the collective, or just do nothing. The instructor must be prepared

to handle any unexpected student reaction.

Before giving a simulated power failure, carefully prepare the student and be sure you have

flown together enough to establish that critical understanding and communication between

instructor and student. Go through the exercise together a number of times until the student’s

reactions are both correct and predictable. Never truly surprise the student. Tell him you are

going to give him a simulated power failure a few minutes before, and when you roll off the

throttle, loudly announce “power failure". The manifold pressure should be less than 26 inches

and the throttle should be rolled off smoothly, never "chopped". Follow through on all controls

and tighten the muscles in your right leg to prevent the student from pushing the wrong pedal if

he becomes confused. And always assume that you will be required to complete the

autorotation entry yourself. Never wait to see what the student does. Plan to initiate the

recovery within one second, regardless of the student’s reaction.

There have been instances when the engine has quit during simulated engine failures. As a

precaution, always perform the simulated engine failure within glide distance of a smooth open

area where you are certain you could complete a safe touch-down autorotation should it

become necessary. Also, never practice simulated powerfailures until the engine is thoroughly

warmed up. Wait until you have been flying for at least 15 to 20 minutes.

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SECTION8 — SAFETY NOTICES

8.20 LISTEN FOR IMPENDING BEARING FAILURE

An impending ball or roller bearing failure is usually preceded by a noticeable increase in

noise. The noise will typically start several hours before the bearing actually fails or before

there is any increase in bearing temperature. To detect impending failure of a drive system

bearing, the pilot should uncover one ear and listen to the sound of the drive system during

start-up and shutdown. After the pilot becomes familiar with the normal sound of the drive

system, he should be able to detect the noise made by a failing bearing. The failing bearing

will produce a loud whine, rumble, growl, or siren sound. Upon hearing an unusual noise, the

pilot must immediately ground the aircraft and have the bearings thoroughly inspected by a

qualified mechanic.

Failure of a bearing in flight could result in a serious accident.

Do not rely on Telatemps to indicate impending bearing failure. A failing bearing may not run

hot enough to black out the Telatemps until it actually starts to disintegrate. This may occur

only seconds before complete failure.

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SECTION8 — SAFETY NOTICES

8.21 AEROPLANE PILOTS FLYING HELICOPTERS

There have been a number of fatal accidents involving experienced pilots who have many

hours in aeroplanes but with only limited experience flying helicopters.

The ingrained reactions of an experienced aeroplanepilot can be deadly when flying a

helicopter. The aeroplanepilot may fly the helicopter well when doing normal manoeuvres

under ordinary conditions when there is time to think about the proper control response. But

when required to react suddenly under unexpected circumstances, he may revert to his

aeroplanereactions and commit a fatal error. Under those conditions, his hands and feet move

purely by reaction without conscious thought.

Those reactions may well be based on his greater experience, ie., the reactions developed

flying aeroplanes.

For example, in an aeroplanehis reaction to a warning horn (stall) would be to immediately go

forward with the stick and add power. In a helicopter, application of forward stick when the pilot

hears a horn (low RPM) would drive the rotor speed even lower and could result in rotor stall,

especially if he also "adds power" (up collective). ln less than one second the pilot could stall

his rotor, causing the helicopter to fall out of the sky.

Another example is the reaction necessary to make the aircraft go down. If the helicopter pilot

must suddenly descend to avoid a bird or another aircraft, he rapidly lowers the collective with

very little movement of the cyclic. In the same situation, the aeroplanepilot would push the

stick forward to dive. A rapid forward movement of the helicopter cyclic under these conditions

would result in a low "G" condition which could cause mast bumping, resulting in separation of

the rotor shaft or one blade striking the fuselage. A similar situation exists when terminating a

climb after a pull-up. The aeroplanepilot does it with forward stick. The helicopter pilot must

use his collective or a very gradual, gentle application of forward cyclic.

To stay alive in the helicopter, the experienced aeroplanepilot must devote considerable time

and effort to developing safe helicopter reactions. The helicopter reactions must be stronger

and take precedence over the pilot’s aeroplanereactions because everything happens faster in

a helicopter. The pilot does not have time to realize he made the wrong move, think about it,

and then correct it. lt’s too late; the rotor has already stalled or a blade has already struck the

airframe and there is no chance of recovery. To develop safe helicopter reactions, the

aeroplanepilot must practice each procedure over and over again with a competent instructor

until his hands and feet will always make the right move without requiring conscious thought.

ABOVE ALL, HE MUST NEVER ABRUPTLY PUSH THE CYCLIC STICK FORWARD.

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SECTION8 — SAFETY NOTICES

8.22 LOOSE OBJECTS CAN BE FATAL

Fatal accidents have occurred due to loose objects flying out of the cabin and striking the tail

rotor.

Any object striking the tail rotor can cause failure of a tail rotor blade. Loss of or damage to a

tail rotor blade may cause a severe out-of-balance condition which can separate the tail rotor

gearbox or entire tail assembly from the tailcone, resulting in a catastrophic accident.

Accidents have also been caused by fuel caps, birds, and other objects striking the tail rotor.

Before each flight perform the following:

• Walk completely around the aircraft checking fuel cap security and tail rotor condition.

Ensure no loose objects or debris are in the vicinty of the helicopter.

• Stow or secure all loose objects in the cabin. Even with doors on, items such as charts

can be sucked out of a window.

• Instruct passengers regarding the dangers of objects striking the tail rotor. Warn them

never to throw anything from the helicopter or place items near vent doors where they

could get sucked out.

• Firmly latch all doors.

• Never fly with the left hand door removed.

(Remove only the right hand door for

ventilation.)

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SECTION8 — SAFETY NOTICES

8.23 HIGH WINDS AND TURBULENCE

Flying in high winds or turbulence should be avoided but if unexpected turbulence is

encountered, the following procedures are recommended:

• Reduce airspeed to between 60 and 70 mph.

• Tighten seat belt and firmly rest right forearm on right leg to prevent unintentional control

inputs.

• Do not overcontrol. Avoid large or abrupt control movements. Allow aircraft to go with the

turbulence, then restore level flight with smooth gentle control inputs.

• Leave governor on and do not chase rotor speed or airspeed.Momentary RPM or

airspeed excursions are to be expected.

• Avoid flying on the downwind side of hills, ridges, or tall buildings where the turbulence

will probably be the most severe.

• Never fly into a blind or steep sidedvalley during high winds.

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SECTION8 — SAFETY NOTICES

8.24 RISKS IN SURVEY OR PHOTO FLIGHTS

There is a misconception that aerial survey and photo flights can be flown safely by low time

pilots. This is not true. There have been numerous fatal accidents during aerial survey and

photographic flights.

Often, to please the observer or photographer, an inexperienced pilot will slow the helicopter to

less than

30 mph and then attempt to maneuver for the best viewing angle. While

manoeuvring, the pilot may lose track of airspeed and wind conditions. The helicopter can

rapidly lose translational lift and begin to settle. An inexperienced pilot may raise the collective

to stop the descent. This can reduce rotor speed thereby reducing power available and

causing an even greater descent rate and further loss of rotor speed. Rolling on throttle will

increase rotor torque but not power available due to the low rotor speed. Because tail rotor

thrust is proportional to the square of the rotor speed, if the rotor speed drops below 80%

nearly one-half of the tail rotor thrust is lost and the helicopter will rotate nose right. Suddenly

the decreasing rotor speed also causes the main rotor to stall and the helicopter falls rapidly

while continuing to rotate. The resulting impact is usually fatal.

Aerial survey and photo flights should only be conducted by well trained, experienced pilots

who:

• Have at least 500 hours pilot-in-command in helicopters and over 100 hours in the model

flown;

• Have extensive training in both low rotor speed conditions and settling-with-power

recovery techniques;

• Are willing to refuse unsafe directions from the observer or photographer and only fly the

aircraft at speeds, altitudes, and wind angles that are safe and allow good escape routes.

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SECTION8 — SAFETY NOTICES

8.25 FLYING NEAR RADIO TRANSMISSION TOWERS

Electrical system malfunctions have occurred in aircraft when flying near high intensity radio

transmission towers.

While transmission tower location and height are marked on aeronautical charts, transmitter

power is not.

Early indications of a high power radio field include strong interference in the intercom system

and aircraft radio receivers. Increasing field strength may cause random illumination of

warning lights and erratic governor and tachometer operation. If the pilot has removed his

hand from the collective to adjust the radio due to the interference, initial erratic operation of

the governor may go unnoticed. Under these conditions, the governor may roll the throttle to

idle or open it rapidly, overspeeding the engine and rotor.

The following precautions should be taken to reduce the risk from high power radio

transmitters:

• Do not fly near radio transmission towers.

• Do not become distracted trying to adjust the radio or intercom to reduce interference.

Keep one hand on the collective and throttle, and be prepared to switch off the governor

and assume manual throttle control.

• Although permanent damage is unlikely, check electrical system thoroughly following a

flight through a high power radio field.

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SECTION8 — SAFETY NOTICES

8.26 EXCEEDING THE LIMITATIONS CAN BE FATAL

Many pilots do not understand metal fatigue.

Each time a metal component is loaded to a stress level above its fatigue limit, hidden damage

occurs within the metal. There is no inspection method which can detect this invisible fatigue

damage. The first indication will be a tiny microscopic crack in the metal, often hidden from

view. The crack will grow with each repetition of the critical stress until the part suddenly

breaks. Crack growth will occur quite rapidly in drive system parts from the high frequency

torsional loads. It will also occur rapidly in rotor system components due to the high centrifugal

force on the blades and hub. Damaging fatigue cycles occur with every revolution of an

overloaded drive shaft or rotor blade.

If a pilot exceeds the power or airspeed limits on a few occasions without failure, he may be

misled into believing he can safely operate at those high loads. This is not true. For every

second the limitations are exceeded, more stress cycles occur and additional fatigue damage

can accumulate within the metal. Eventually, a fatigue crack will begin and grow until a sudden

failure occurs. If the pilot is lucky, the part will have reached its approved service life and be

replaced before failure. lf not, there will likely be a serious or fatal accident.

WARNING

• Always operate the aircraft well below its approved Vne (never exceed speed), especially

in turbulent wind conditions.

• Do not operate the engine above its placarded manifold pressure limits.

• Do not load the aircraft above its approved gross weight limit.

• The most damaging conditions occur when flying or manoeuvring at high airspeeds

combined with high power settings.

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SECTION8 — SAFETY NOTICES

8.27 PRACTISE AUTOROTATIONS CAUSE MANY ACCIDENTS

Each year many helicopters are destroyed practicing for an engine failure that very rarely

occurs.

Many practice autorotation accidents occur when the helicopter descends below 100 ft AGL

without all the proper conditions having been met. As the aircraft descends through 100 ft

AGL, make an immediate power recovery unless all of the following conditions exist:

• Rotor speed in middle of the green arc.

• Airspeed stabilized between 65 and 75 mph.

• A normal rate of descent, usually less than 1500 ft/min.

• Turns (if any) completed.

Instructors may find it helpful to call out "RPM, airspeed, rate of descent" prior to passing

through 100 ft. At density altitudes above 4000 ft, increase the decision point to 200 ft AGL or

higher.

A high percentage of training accidents occur after many consecutive autorotations. To

maintain instructor focus and minimize student fatigue, limit practice to no more than 3 or 4

consecutive autorotations.

There have been instances when the engine has quit during practice autorotation. To avoid

inadvertent engine stoppage, do not roll throttle to full idle. Reduce throttle smoothly for a small

visible needle split, then hold throttle firmly to override governor. Recover immediately if

engine is rough or engine speed continues to drop.

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8.28 UNUSUAL VIBRATION - POSSIBLE BLADE CRACKS

A catastrophic rotor blade fatigue failure can be averted if pilots and mechanics are alert to

early indications of a fatigue crack.

Although a crack may be internal to blade structure and not visible, it will likely cause a

significant increase in rotor vibration prior to final failure. If a rotor is smooth after balancing but

then goes out of balance again within a few flights, it should be considered suspect. Have the

rotor system thoroughly examined by a qualified mechanic before further flight.

If main rotor vibration rapidly increases or becomes severe during flight, make an immediate

safe landing. Do not attempt to continue flight to a convenient destination.

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SECTION8 — SAFETY NOTICES

8.30 PILOT DISTRACTION

Distractions in the cabin have caused pilots to lose control of the helicopter. Reading charts,

programming avionics, or attending to passengers are some common distractions.

During flight, it is important to keep eyes focused outside and minimize distractions to avoid an

accident. Any avionics programming that takes more than a few seconds should be done while

on the ground.

When hovering, keep both hands on the controls. If tuning a radio or other task is required, first

land and reduce collective pitch.

When dealing with distractions in forward flight, reduce power, slow down, and frequently look

outside to verify straight and level flight.

Occasionally, pilots neglect to latch a door before taking off. Never attempt to latch a door

while hovering or in flight. It is safer to land before closing a door.

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SECTION8 — SAFETY NOTICES

8.31 UNANTICIPATED YAW

A pilot’s failure to apply proper pedal inputs in response to strong or gusty winds during hover

or low-speed flight may result in an unanticipated yaw.

Some pilots mistakenly attribute this yaw to loss of tail rotor effectiveness (LTE), implying that

the tail rotor stalled or was unable to provide adequate thrust. The tail rotor on the CH-77

helicopter is unlikely to experience LTE.

To avoid unanticipated yaw, pilots should be aware of conditions

(a left crosswind, for

example) that may require large or rapid pedal inputs. Practicing slow, steady-rate hovering

pedal turns will help maintain proficiency in controlling yaw. Hover training with a qualified

instructor in varying wind conditions may also be helpful.

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CONTENTS

COVER PAGE

SECTION HEADINGS

SECTION 0 — GENERAL

0.1

CORRESPONDENCE RELATING TO THIS HANDBOOK

0.2

GENERAL INFORMATION

0.3

DESCRIPTIVE DATA

SECTION 1 — DESCRIPTION

1.1

DRAWING AND DIMENSIONS

1.2

CHARACTERISTICS

1.2.1

Main Rotor

1.2.2

Tail Rotor

1.2.3

Transmission

1.2.4

Engine

1.2.5

Fuel

1.2.6

Lubricants and Coolant

1.2.7

Structure

1.2.8

Abbreviations and Definitions

1.2.9

Conversion Tables

1.2.10

Major Component Identification

1.2.11

Instruments

1.2.12

Instrument Panel

1.2.13

Overhead Switch Panel

1.2.14

Cabin Interior

1.2.15

Accessory Power Outlet

1.2.16

Cyclic Pitch Control

1.2.17

Voice Check-list and Alarm System

SECTION 2 — LIMITATIONS

2.1

GENERAL

2.2

COLOUR CODES FOR INSTRUMENT MARKINGS

2.3

AIRSPEED LIMITATIONS

2.4

ROTOR

2.4.1

Rotor Speed Limitations

2.4.2

Rotor Tachometer Indications

2.5

ENGINE

2.5.1

Manifold Air Pressure

2.5.2

Engine Speed Limitations

2.5.3

Engine Temperature and Pressure Limitations

2.6

TRANSMISSION LIMITATIONS

2.7

WEIGHT LIMITATIONS

2.8

CENTRE OF GRAVITY LIMITATIONS

2.9

OPERATIONS LIMITATIONS

2.10

FUEL LIMITATIONS

2.11

PLACARDS

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CONTENTS

SECTION3 — EMERGENCY PROCEDURES

3.1

POWER FAILURE

3.1.1

General

3.1.2

Maximum Glide Distance Configuration

3.1.3

Power Failure Above 500 ft AGL

3.1.4

Power Failure Between 8 ft AGL and 500 ft AGL

3.1.5

Power Failure Below 8 ft AGL

3.2

DITCHING

3.2.1

Ditching Power Off

3.2.2

Ditching Power On

3.3

TAIL ROTOR FAILURE

3.3.1

Tail Rotor Failure in Forward Flight

3.3.2

Tail Rotor Failure During Hover

3.4

FIRE

3.4.1

Fire in Flight

3.4.2

Fire During Engine Start on the Ground

3.4.3

Electrical Fire in Flight

3.5

TACHOMETER FAILURE

3.6

CLUTCH FAILURE

3.6.1

Clutch Failure During the Start Up Procedure

3.6.2

Clutch Failure in Flight

3.6.3

Clutch Failure During the Shutdown Procedure

3.7

WARNING LIGHTS AND VOICE ALARMS

3.7.1

Engine / Rotor Tachometer Warning Lights

3.7.2

Instrument Panel Warning and Information Lights

SECTION4 — NORMAL PROCEDURES

4.1

NORMAL OPERATION AIRSPEEDS

4.2

DAILY INSPECTIONS

4.3

PROCEDURE BEFORE ENGINE START

4.4

START UP PROCEDURE

4.5

PROCEDURE BEFORE TAKE OFF

4.6

TAKE OFF

4.7

APPROACH

4.8

LANDING

4.9

SHUTDOWN PROCEDURE

4.10

PRACTISE AUTOROTATION

4.10.1

With Power Recovery Below 4 000 ft

4.10.2

With Power Recovery Above 4 000 ft

4.10.3

With Ground Contact

4.11

NOISE ABATEMENT

SECTION5 — PERFORMANCE

5.1

GENERAL

5.2

ALTITUDE DENSITY DIAGRAM

5.3

IGE HOVER CEILING / GROSS WEIGHT

5.4

OGE HOVER CEILING / GROSS WEIGHT

5.5

NEVER EXCEED AIRSPEED / ALTITUDE

5.6

HEIGHT / VELOCITY DIAGRAM

5.7

ENGINE PERFORMANCE DIAGRAMS

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CONTENTS

SECTION6 — WEIGHT AND BALANCE

6.1

GENERAL

6.2

HELICOPTER WEIGHING PROCEDURES

6.3

WEIGHT AND BALANCE EXAMPLES

6.3.1

Example1

6.3.2

Example2

6.3.3

Example3

6.3.4

Example4

6.3.5

Example5

SECTION7 — OPERATIONS AND MAINTENANCE

7.1

GENERAL

7.2

REQUIRED DOCUMENTS

7.3

REQUIRED INSPECTIONS AND MAINTENANCE

7.4

SPECIFIC PILOT TRAINING

7.5

GROUND HANDLING

7.5.1

Introduction

7.5.2

Installing the Standard Wheels

7.5.3

Installing the Optional Long Arm Wheels

7.5.4

Moving the Helicopter

7.5.5

Transport on a Trailer

7.6

PARKING

7.7

CLEANING

7.8

CHECK-LISTS

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CONTENTS

SECTION8 — SAFETY NOTICES

8.1

GENERAL

8.2

DYNAMIC ROLLOVER

8.3

FATAL ACCIDENTS DUE TO ROTOR STALL (LOW ROTOR SPEED)

8.4

LOW G PUSHOVERS ARE EXTREMELY DANGEROUS

100

8.5

DO NOT ATTACH OBJECTS TO THE SKIDS

101

8.6

FUEL EXHAUSTION CAN BE FATAL

102

8.7

POWER LINES ARE DEADLY

103

8.8

NEVER EXIT THE HELICOPTER WITH THE ENGINE RUNNING

104

8.9

HOLD CONTROLS WHEN BOARDING PASSENGERS

105

8.10

NEVER LAND IN TALL DRY GRASS

106

8.11

LOSS OF VISIBILITY CAN BE FATAL

107

8.12

OVERCONFIDENCE PREVAILS IN ACCIDENTS

108

8.13

FLYING LOW OVER WATER IS DANGEROUS

109

8.14

DEMONSTRATION OR INITIAL TRAINING FLIGHTS

110

8.15

REDUCE VERTICAL SPEED BEFORE REDUCING AIRSPEED

111

8.16

THE ROTORS CAN KILL

112

8.17

ROTOR STALL CAN BE FATAL

113

8.18

NIGHT FLGHT IN POOR WEATHER CONDITIONS

115

8.19

SURPRISE THROTTLE CHOPS CAN BE DEADLY

116

8.20

LISTEN FOR IMPENDNG BEARING FAILURE

117

8.21

AEROPLANE PILOTS FLYING HELICOPTERS

118

8.22

LOOSE OBJECTS CAN BE FATAL

119

8.23

HIGH WINDS AND TURBULENCE

120

8.24

RISKS IN SURVEY AND PHOTO FLIGHTS

121

8.25

FLYING NEAR RADIO TRANSMISSION TOWERS

122

8.26

EXCEEDING LIMITATIONS CAN BE FATAL

123

8.27

PRACTISE AUTOROTATIONS CAUSE MANY ACCIDENTS

124

8.28

UNUSUAL VIBRATION - POSSIBLE BLADE CRACKS

125

8.29

FIRE AFTER AN ACCIDENT

126

8.30

PILOT DISTRACTION

127

8.31

UNANTICIPATED YAW

128

CONTENTS

130

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