SOSSPNSSSSSSHSSSSSSSSSSSSS”VISSSSSSSSSSSSSSIISID BOUL BASIC SINGLE-PLACE DOMINATOR™ ASSEMBLY MANUAL Rotor Flight Dynamics, Inc. 19242 Grange Hall Loop Wimauma, Florida 33598 Phone (813) 634-3370 Pax (813) 633-3296 email: rfdlouiegatt.net"OTT TT rrwccese ease SESSEREERELILESSSS) OIIGE Master Parts List ‘This list is organized with Major Numbered Parts listed first. Next comes Hardware. Tn both categories, ALL parts and ALL hardware are required as part of the Standard kit. In several areas of the assembly manual, there are options ~ in which the customer chooses the assembly step for the equipment he has. Major parts and hardware common {0 both options is included in the Major Numbered Parts/ Hardware lists but is shown in italics with the options. Hardware that is not common te both options is listed under the assembly manual section number and name. Some parts are tied to particular engines or engine cooling systems, as noted, Some parts are Not Included in Kit, as noted. Finally, the Rotorhead, Prerotator Motor, and Prerotator Pump/Drive are treated as ee —r——==—— —=— except for the Prerotator Drive Pulley and Prerotator Drive Belt, which are inetalied separately from the Prerotator Pump/Drive. No Hydraulic hoses, reservoirs, or fittings are included in this parts list. oC ———. 2000, Major Numbered Parts KEY: (099) = Part#. Partis Named. (@ isnumber needed. A1refersto assemblymanual sedion, (001) Aft Keel (1) a2 (002) Drop Plates (2) a2 (003) Drop Keel (1) A2 (004) Cluster Plates (2) A3 (005) Forward Keel (1) 43 (006) Mast (1) A4 (007) Cheek Plates (2) Ad (008) Fork Weldment (1) B1 (009) Post Weldment (1) B1 (010) Spring Leaf (2) B1 (011) Retainer Strap (1) B1 (012) Lower Post Reinforcement Plate (1) B1 (013) Upper Post Reinforcement Plate (1) B1 (014) Friction Bushing (1) B1 (015) Shimmy Dampener (1) B1 (016A) Thrust Collar (1) BI (016B) Bearing (2) B1 (016C) Lock Nut (1) B1 (16D) Keyed Washer (1) B1 (016E) Jam Nut (1) B1 (017) 1/4" Shimmy Dampener Bushing (1) B1 (018) Left Engine Mount Brace (1) B2 -OR- (018R) Left Engine Mount Brace (1) B2 (019) Right Engine Mount Brace (1) B2 -OR- (019R) Right Engine Mount Brace (1) B2 (020) Mast Brace (2) B2 (021) Mast Bracket (2) B2 (022) Engine Mount Weldment (1) B2 (023) Rear Gear Attachment Bar (1) B3(024) Walking Beam (2) B3 (025) Top Front Gear Attachment Bar (1) B3 (026) Bottom Front Gear Attachment Bar (1) B3 (027) Left Radius Rod Weldment (1) B3 (028) Right Radius Rod Weldment (1) B3 (029) Left Axle Weldment (1) B3 (030) Right Axle Weldment (1) B3 (031) 750-Ib Air Shocks (2) B4 (032) Mast Shock Clamp (2) B4 (033) Tailwheel Bushing (1) B4 (034) Tailwheel (1) B4 (035) Main Gear Spacer (2) BS (036) Main Gear Wheel /4.80-8 Tire (2) BS (037) Main Gear Collar Clamp (2) BS (038) Front Wheel/4,00-6 Tire (1) B5 (039) Front Axle (1) BS (040) Front Axle Spacer (2) BS (041) Aft Stick Pivot (1) B6 (042) Lower Pivot Tube (1) B6 (043) Front Stick Pivot (1) B6 (044) Front Pivot Attachment Bar (1) B6 (045) Control Yoke (1) B6 (046) Upper Pivot Tube (1) B6 (047) Front Pivot Plates (2) B6 (048) Control Stick (1) B6 (052) Throttle (1) B7A & B7B (054) Foot Tray (1) B8A & B8B (055) Rudder Pedal Attachment Plate (1) B8A & BSB (056) Rudder Pedal Pivot Tube (1) B8A & B8B (058) Left Rudder Pedal (1) BBA & B8B (059) Right Rudder Pedal (1) B8A & BSB (060) Left Brake Pedal (1) B8A & B8B (061) Right Brake Pedal (1) B8A & B8B (069) Tall Tail (1) B9 (070) Left Horizontal Stabilizer (1) B9 (071) Right Horizontal Stabilizer (1) B9 (072) Yardarm (1) B9 (073) 5/16" Spacer Material (2) B9 (074) 1-3/4" dia Cable Pulley (6) B9 (075) Cable Keepers (6) B9 (077) 3/16" LD. Sleeve material (1) B9 (078) Anti-Servo Tab (1) B9 (079) Stainless steel thimbles (4) B9 (081) Brake Bands and Cable Clamps (2) B10 (082) Brake Cables (2) B10 (083) Cable Stops Pedal End (2) B10 (084) Cable Stops Wheel End (2)) B10 (088) Cross Arm (1) C1A & CIBPUBRSDLSSSSSSHUSLISSSLISISS SPRISTSISITIIISISSSI VI (099) Left Trim Bracket (1) @A & @2B (100) Right Trim Bracket (1) @A & 2B (101) Trim Spring (1) CA & QB (104) Heim Joints (8) CBA & C3B (105) Jam Nuts (8) GA & C3B (110) Rotax Engine Mount Bar (1) D1 -OR- (111) Hirth Engine Mount Bar (1) Dl (112) Engine Mount Bar Ends (4) Dl (113) Rubber Shock Mounts (4) Di (122) 3/8" Finger Strainer (1) D6 (123) 3/8" to 1/4" adapter (1) D6 -OR- (125) 3/8" 90° elbow that is 3/8" to 1/4" (124) 90° elbow that is 1/4” to 1/4" hose (1) D6 hose (1) D6 (126) Fuel line (1/4" I.D,) (1) D6 (127) Fuel Filter (1) D6 (128) Primer Bulb (1) D6 (129) Round Mikuni Fuel Pump (1) D6 (130) 3/4" Adel Clamps (2) D6 (131 Three-blade Warp Drive™ Propeller (1) D7, with: (3) Propeller Blades D7 All Warp Drive assembly hardware D7 (133) Propeller Spacer (1) D7 (134) Windshield (1) E7 (135) Windshield Strap material (1) E7 (136) Windshield Edging (1) E7 (137) Nose Pod Edging (1) E7 Rotorblade, Hub Bar attached E5 Rotorblade, second E5 Hardware KEY: PartisNamed, (1)isnumberneeded. A1 refers to assembly manual section, 1/8" dia 3/8" long Aluminum Pop-Rivet (1) B9 1/8" dia 3/16" long Stainless Steel Pop-Rivets (52) B9 3/32" Cable for rudder cables (076) (1) B9 3/32" Nicopress sleeves (080) (4) B9 1/4" Grade 8 Bolt 1" long (all-thread) (2)B1, Dé 1/4" Grade 8 Bolt 1" long all-thread (2) BS 1/4" Grade 8 Bolt 1-1/4" long (2) B3 1/4" Grade 8 Bolt 1-3/4" long (6) B3, CIA & C3B 1/4" Grade 8 Bolt 2" long (3) Bl, B6 1/4" Grade 8 Bolt 2-1/4" long (4) B1, B2 1/4" Grade 8 Bolt 2-3/4" long (4) B4, B6, C1A & C3B 1/4" Grade 8 Bolt 3 long (6) B2, B6, B9, CLA & CIB 1/4" Grade 8 Bolt 3-1/2" long (7) B2. B3, B6 1/4" Grade 8 Bolt 3-1/4" long (9) B2, B3, B6, B9 1/4" Grade 8 Bolt 4" long (4) BBA & BSB, B9 1/4" Grade 8 Bolt 4-1/2" long (1) B9 1/4" Jam Nut (5) B6, B9 1/4" Lock Washer (3) B1, BS 5/16" Grade 8 Bolts 4" long (2) B47/8" diameter Fender Washers, 3/16" hole (5) E7 1" Cotter Keys (2) B8A & B&B QO 1" diameter 1/8" thick White Plastic Top Hat Washer (2) B9 1" diameter 1/8" thick White Plastic Washer (2) B9 1" diameter 1/4" Fender Washer (1) B1 1" diameter Fender Washers 5/16" hole (4) B9 1" Thin White Plastic Washers (2) B9 3" piece of 1/4" LD. fuel line (1) B9 8-32 Panhead Screws 5/8" long (5) E7 8-32 Nylock nuts (5) E7 8-32 Washers (10) E7 10-32 Machine Screws 3/8" long (4) B7A & B7B 10-32 Machine Screws 1/2" long (5) E7 10-32 Machine Screw 5/8" long, 1/4" head (1) B9 30" String with hook ES ‘AN3-6A Bolts (4) BO ‘AN3-27A Bolts (4) BL AN960-1032L "thin" Washer (11) B9,E7 ‘AN960-1032 Washer (8) B1 ‘AN364-1032A Nylock Nut (8) B1,B9 AN4-15A Bolts (12) E5 ‘AN4-20 Bolt (1) B1 ‘AN4-26A Bolt (20) A2,A3,A4,B2 ‘AN4-27A Bolts (37 C2A & BDL ( ‘AN960-416 Washer (151) A2,A3,A4,B1,B2,B3,B4,B6,D1,D6,E5 ‘AN364-428A Nylock nuts ("thin nuts") (9) B1,E7 AN365-428A Nylock Nut (75) A2,A3,A4,B1,B2,B3,B4,B6,B9,D1,D6,E5 ‘AN960-516 Washer (9) B4,B9 AN365-528A Nylock Nut (4) B4,B9 AN960-616 3/8" Washer (2) B4 Grade 8.8 Bolts M8 X 80 (6) D7 Misc. wire-ties B10 Pieces of fuel line 2" long (2) C2A & CB Options B7A and B7B PARTS INCOMMON (IN MAJOR PARTS LIST): (052) Throttle (1) B7A & B7B 10-32 Machine Screws 3/8" long (4) B7A & B7B B7A "A" Seat/Throttle -OR- B7B "B" Seat/Throttle (049A) "A" Seat (12-gallon) (1) B7A (049B) "B" Seat (9-gallon) (1) B7B (050A) "A" Seat Frame (1) B7A (050B) "B" Seat Frame (1) B7B 5/16" Socket Head Cap Screws 1/2" long (6) B7A (051) 3/4" X 3/4" aluminum angle 1" Fender Washers, 5/16" holes (6) B7A material (1) B7B ( (053A) Throttle Mount Plate (1) B7A (053B) Throttle Mount (1) B7B AN364-1032A Nylock "thin" nuts (4) B7A 1/4" Grade 8 Bolts 1" long (2) B7B 10-32 Machine Screws 3/4" long (4) B7A 1/4" Grade 8 Bolts 1-1/2" long (4) B7B-SSSSS SSS SSS SESS SESSESEREESASESRSESERRERERSSVSSUPVREAEY AN916-1032A Thin Washers (8) B7A AN4-27A Bolts (6) B7B AN960-416 Washers (20) B7B AN365-4284 Nylock nuts (12) B7B 8-32 Machine Screw 1/2" long (1) B7B B8A and B8B PARTS INCOMMON (IN MAJOR PARTS LIST): (054) Foot Tray (1) BSA & B&B (055) Rudder Pedal Attachment Plate (1) B8A & B&B (056) Rudder Pedal Pivot Tube (1) B8A & B&B (058) Left Rudder Pedal (1) B8A & BSB (059) Right Rudder Pedal (1) BBA & B&B (060) Left Brake Pedal (1) B8A & BSB (061) Right Brake Pedal (1) B8A & BSB 1/4" Grade 8 Bolt 4” long (2) BBA & BSB 1” Cotter Keys (2) B8A & B&B B8A Rudder Pedals/Open Cockpit -OR- B8B Rudder Pedals/Nose Pod (057) T-Bar (1) BBA 1/8" Pop-rivets (8) BSB AN960-416 Washers (10) BBA (062) Pitot Tube Pinch Clamp (1) B8B AN4-26A Bolt (1) BBA (063) Pitot Tube (1) BSB AN365-428A Nylock nuts (3) BBA (064) Pitot Tube Tip (1) BSB 10-32 Screws _"" long (4) (1) BBA (065) Nose Pod (1) B8B (066) Headlight (1) B8B (067) 3/4" X 3/4" Alum Angle stock (1) BSB (068) 2" Alum U-Channel 3/4" high (1) BSB 1/4" Grade 8 Bolt 1-1/2" long (2) B8B 1/4" Grade 8 Bolt 3" long (1) B8B AN960-416 Washers (6) BBB 1-1/2" dia, Fender Washers (2) BBB AN365-428A Nylock nuts (5) B8B 1" Cotter Keys (2) B8B C14 and C1B PARTS IN COMMON (IN MAJOR PARTS LIST): (088) Cross Arm (1) C1A & C1B 1/4" Grade 8 Bolt 3" long (2) C1A & CIB C1A Rotorhead/Mechanical Prerotator -OR- CIB Rotorhead/Hydraulic Prerotator (085) Rotorhead 503 (1) CLA (0%) SingleBearingRotorhead (1) CIB [ROTORHEAD TREATED AS A UNIT] [ROTORHEAD TREATED AS A UNIT] (086) Prerotator Bar 503 (1) CLA (097) HydraulicPrerotator Motor (1) CIB (087) Prerotator Bar Attach Plate (2) C1A IPREROTATOR TREATEDAS A UNIT] (089) Trim Spring Plate (1) CLA (098) Trim Bracket (1) CIB (090) Bendix Attachment Fitting (1) CLA AN4-27A Bolts (4) CIB (091) Prerotator Shim (1) CLA AN960-416 Washers (12) CIB (092) Prerotator-to-Gearbox Mount (1) CLA 1/4" Grade 8 Nylock Nuts (2) CIB (093) Lower Prerotator Attachment Angle (1) CIA AN365-428A Nylock nuts (4) CIB(095) Prerotator Cable Adjustment Plate (1) C1A ( 1/4" Grade 8 Bolt 1" long (all-thread) (1) CLA 1/4" Grade 8 Bolt 1-1/4" long (1) CIA 1/4" Grade 8 Bolt 1-1/2" long (1) CLA 1/4" Grade 8 Bolt 1-3/4" long (1) CLA 1/4" Grade 8 Bolt 5" long (2) CLA 5/16" Grade 8 Bolt 5" long (1) C1A 3/8" Grade 8 Bolt 2-1/4" long (1) CLA AN960-416 Washers (16) C1A AN960-516 Washers (2) C1A AN960-616 Washers (2) CLA AN365-428A Nylock nuts (8) CLA (094) Prerotator Disengagement Clamp (1) CLA PARTS TIED TO ENGINE OPTIONS: ONLY WITH C1B: D4 Prerotator Pump/Drive (118) Prerotator Pump Assembly/(1)D4 IPREROTATOR TREATEDAS A UNIT] (119) Prerotator Drive Pulley (1) D4 (120) Prerotator Drive Belt (1) D4 C2A and C2B PARTS IN COMMON (IN MAJOR PARTS LIST): ( (099) Left Trim Bracket (1) C2A & 2B (100) Right Trim Bracket (1) QA & 2B (101) Trim Spring (1) CA &C2B AN4-27A Bolts (3) QA&CB Pieces of fuel line 2" long (2)C2A &C2B C2A Trim Spring -OR- C2B Electric Trim AN960-416 Washers (6) C2A AN960-416 Washers (8) C2B AN365-428A Nylock nuts (3) C2A AN365-428A Nylock nuts (4) 2B Piece of 3/8" O.D. 1/4" LD. alum. tubing (1) 2A. Pieces of 3/8" O.D. 1/4" LD; alum tubing 15/16" long (2) C2B (102) Electric Trim (1) 2B 1/4" Grade 8 Bolt 1-1/2" long (1) C2B 1-1/8" Fender Washer (1) CB 3-position switch (5 AMP) (1) C2B C2A and C2B PARTS IN COMMON (IN MAJOR PARTS LIST): (104) Heim Joints (8) C3A & C3B (105) Jam Nuts (8) C34 & C3B 1/4" Grade 8 Bolts 1-3/4" long (2) C1A & C3B 1/4" Grade 8 Bolts 2-3/4" long (2) C1A & GB ( C3A Push Tubes -OR C3B Push Tubes/Idler Arms (103) Push Tubes 60-3/4" long (2) 3A (106) Upper Push Tubes (2) 3B Bameannn ee.AN960-416 Washers (20) 3A 1-1/8" O.D, Fender Washers (4) C3A AN365-428A Nylock nuts (4) C3A_ (107) Lower Push Tubes (2) GB (108) Push Tube Idler Arm Clamps (2)C3B (109) Push Tube Idler Arms (2) GB. 1/4" Grade 8 Bolts 3-1/2" long (4) C3B AN960-416 Washers (36) C3B 1-1/8" O.D. Fender Washers (8) C3B AN365-428A Nylock nuts (8) C3B D2A and D2B PARTS IN COMMON (IN MAJOR PARTS LIST): None D2A Instrument Pod -OR- D2B Nose Pod Panel (114) Instrument Pod (1) D2A (065) Nose Pod (1) D2B (115) Pod Shock Mounts (4) D2A (117) Nose Pod Panel (1) D2B 1/4" Coarse Thread Jam Nuts (4) D2A MountingScrews 10-32X1/2" long (5) D2B 1/4" Grade 8 Coarse Thread Bolts 1" long (4) D2A 1" Fender Washers (5) D2B AN960-416 Washers (8) D2A AN365-1032A Nylock nuts 6) D2B (116) Instrument Pod Panel (1) D2A Instruments with Mounting Hardware D2B Mounting Screws (6) D2A. Instruments with Mounting Hardware D2A D3A and D3B PARTS INCOMMON (IN MAJOR PARTS LIST): None D3A EIS Electrical Wiring -OR- D3B Wiring Individual Instruments (1) EIS D3A None D7 PARTS IN COMMON (IN MAJOR PARTS LIST): (131 Three-blade Warp Drive™ Propeller (1) D7, with (3) Propeller Blades D7 All Warp Drive assembly hardware D7 (133) Propeller Spacer (1) D7 Grade 8.8 Bolts M8 X 80 (6) D7 Rotax 503: Water-cooled Engine: (132) Prerotator Drive Plate (1) D7 - OR - (119) Prerotator Drive Pulley (1) D7 (120) Prerotator Drive Belt (1) D7 PARTS TIED TO WATER-COOLED ENGINE OPTIONS: NOT WITH ROTAX 503 D5 Cooling System (121) Radiator (1) DS (18R) Left Engine Mount Brace (Radiator) (1) D5 FROM B2(19R) Right Engine Mount Brace (Radiator) (1) D5 FROM B2 ( 1/4" Grade 8 Bolts 3/4" long (4) D5 ‘AN960-416 Washers (8) D5 ‘AN365-428A Nylock Nuts (4) D5 PARTS NOT INCLUDED WITH KIT: Al Cradle Jig All wood D6 Fuel System 1/4" LD. 1/2" OD. black fuel line (auto parts store) (1) D6 Hose clamps for black fuel line (2) Dé Misc. plastic hose clamps for regular fuel line D6 ES Stringing Rotorblades 2" X 4" lumber about 6' long E5 (2) Folding Sawhorses ES Flat adhesive rubber padding E5 (1) Adjustable Centerstand E5 END"TTT TTT Ter ererre eee ee SSSSSSSSSESESEESELELILERL SS Introduction Numbered Parts Introduction - 118 ‘The next two pages contain a list of the Numbered Parts, which are parts important enough to rate a part number. Part numbers are three digits long, from 001 to 136. They're assigned chronologically, according to the order you use them in assembling the Dominator™. ‘After the name of the part, there's a number in parentheses. It tells how many of this part are needed for assembly, Following the number in parenthese is a letter-number combination like B3, which gives the section of the manual where the part is assembled. Hardware — like nuts and bolts — is not listed. NUMBERED PARTS: 001 Aft Keel (1) A2 002 Drop Plates (2) A2 003 Drop Keel (1) A2 004 Cluster Plates (2) A3 005 Forward Keel (1) A3 006 Mast (1) A4 007 Cheek Plates (2) Ad 008 Fork Weldment (1) B1 009 Post Weldment (1) B1 010 Spring Leaf (2) BL 011 Retainer Strap (1) B1 012 Lower Post Reinforcement Plate (1) B1 013 Upper Post Reinforcement Plate (1) B1 014 Friction Bushing (1) BL 015 Shimmy Dampener (1) Bl (016A Headset Thrust Collar (1) B1 016B Headset Bearing (2) B1 016C Headset Lock Nut (1) B1 016D Headset Keyed Washer (1) B1 O16E Headset Jam Nut (1) B1 017 Shimmy Dampener Bushing (1) B1 018 Left Engine Mount Brace (1) B2 OI8R Left Engine Mount Brace (Radiator) (1) B2 019 Right Engine Mount Brace (1) B2 OI9R Right Engine Mount Brace (Radiator) (1) B2 020 Mast Brace (2) B2 021 Mast Bracket (2) B2 022 Engine Mount Weldment (1) B2 023 Rear Gear Attachment Bar (1) B3 024 Walking Beam (2) B3 025 Top Front Gear Attachment Bar (1) B3 026 Bottom Front Gear Attachment Bar (1) B3 027 Left Radius Rod Weldment (1) B3 028 Right Radius Rod Weldment (1) B3 029 Left Axle Weldment (1) B3 030 Right Axle Weldment (1) B3 031 750-Ib Air Shocks (2) B4 032 Mast Shock Clamps (2) B4 033 Tailwheel Bushing (1) B4 034 Tailwheel (1) B4 035 Main Gear Spacer (2) BS . 036 Main Gear Wheel/4.80-8 Tire (2) BS 037 Main Gear Collar Clamp (2) BS 038 Front Wheel/4.00-6 Tire (1) BS 039 Front Axle (1) BS 040 Front Axle Spacer (2) BS 041 Aft Stick Pivot (1) B6 042. Lower Pivot Tube (1) B6 043 Front Stick Pivot (1) B6 044 Front Pivot Attachment Bar (1) B6 045 Control Yoke (1) B6 046 Upper Pivot Tube (1) B6 047 Front Pivot Plates (2) B6 048 Control Stick (1) B6 049A “A” Seat (12-gallon) (1) B7A 049B “BY Seat (9-gallon) (1) B7B 049SB “SB” Seat (9-gallon) (1) B7B 050A “A” Seat Frame (1) BZA 050B “B” Seat Frame (1) B7B 050SB “SB” Seat Frame (1) B7B 051 3/4"X3/4" aluminum angle material (1) B7B 052 Throttle (1) B7A, B7B 053A Throttle Mount Plate (1) BZA 053B Throttle Mount (1) B7B 054 Foot Tray (1) BBA 055 Rudder Pedal Attachment Plate (1) BBA. 056 Rudder Pedal Pivot Tube (1) BBA tote Fon Ome, 62Introduction 057 T-Bar (1) BBA. 058 Left Rudder Pedal (1) BBA 059 Right Rudder Pedal (1) BBA 060 Left Brake Pedal (1) BBA 061 Right Brake Pedal (1) BBA 062 Pitot Tube Pinch Clamp (1) BSB 063 Pitot Tube (1) BSB, D2B 064 Pitot Tube Tip (1) B8B, D2B 065 Nose Pod (1) BB 066 Headlight (1) BSB 0673/4" X3/4" aluminum angle material (1) BBB 068 2" aluminum U-channel 3/4" high (1) B&B 069 Tall Tail (1) B 070 Left Horizontal Stabilizer (1) B9 071 Right Horizontal Stabilizer (1) B9 072 Yardarm (1) B9 073 5/16" Spacer material (1) B9 074 1-3/4" dia Cable Pulleys (6) B9 075 Cable Keepers (6) B9 0763/32" Cable for rudder cables (1) BP 077 3/16" LD. Sleeve material (1) B9 078 Anti-Servo Tab (1) B9 079 Stainless Stee! Thimbles (4) B9 080 3/32" Nicopress Sleeves (4) B9 081 Brake Bands & Brake Cable ‘Clamps (2) B10 082 Brake Cables (2) B10 083 Cable Stops Pedal End (2) B10 084 Cable Stops Wheel End (2) B10 085 Rotorhead 503 (1) CLA 086 Prerotator Bar 503 (1) C1A. 087 Prerotator Bar Attach Plate (2) CLA 088 Cross Arm (1) C1A, C1B 089 Trim Spring Plate (1) CLA 090 Bendix Attachment Fitting (1) CLA 091 Prerotator Shim (1) CLA 092 Prerotator-to-Gearbox Mount (1) CLA 093 Lower Prerotator Attachment Angle (1) CLA 094 Prerotator Disengagement Clamp (1) CLA 095 Prerotator Cable Adjustment Plate (1) CLA 096 Single-Bearing Rotorhead (1) C1B 097 Hydraulic Prerotator Motor (1) C1B 098 Trim Bracket (1) C1B 099 Left Trim Bracket (1) C2A 100 Right Trim Bracket (1) C2A 101 Trim Spring (1) C2A, C2B Introduction - 119 102 Electric Trim (1) C2B 103 Push Tubes (2) C3A 104 Heim Joints (4) C3A, (8) C3B 105 Jam Nuts (4) C3A, (8) C3B 106 Upper Push Tubes (2) C3B 107 Lower Push Tubes (2) C3B 108 Push Tube Idler Arm Clamps (2) C3B 109 Push Tube Idler Arms (2) C3B 110 Rotax Engine Mount Bar (1) D1 111 Hirth Engine Mount Bar (1) D1 112 Engine Mount Bar Ends (2) D1 113 Rubber Shock Mounts (4) D1 114 Instrument Pod (1) DIA 115 Pod Shock Mounts (4) D1A 116 Instrument Pod Panel (1) DIA 117 Nose Pod Panel (1) D1B 118 Prerotator Pump Assembly (1) D4 119 Prerotator Drive Pulley (1) D4 120 Prerotator Drive Belt (1) D4, D7 421 Radiator (1) D5 122 3/8" Finger Strainer (1) D6 123 3/8" to 1/4” adapter (1) D6 124 90° elbow that is 1/4" to 1/4" hose (1) Dé 125 3/8" 90° elbow that is 3/8" - 1/4" hose (1) Dé 126 Fuel line (1/4" LD.) (1) D6 127 Fuel Filter (1) D6 128 Primer Bulb (1) D6 129 Round Mikuni Fuel Pump (1) D6 130 3/4” Adel Clamps (2) D6 131 Three-blade Warp Drive propeller w/hardware (1) D7 132 Prerotator Drive Plate (1) D7 133 Propeller Spacer (1) D7 134 Windshield (1) E7 135 Windshield Strap Material (1) E7 136 Windshield Edging (1) E7 137 Nose Pod Edging (1) E7 oar ihe Dyas, ne 02000356 j | RAASLSAARSSRHRALHASSSLAMARRARALHKROTSOOCASARVABEL e2eeeeervenSPP PP SSSSESESSSESESESPESESESISESESPRELEPEPES VVLLY « « * * go 5 + 19242 Grange Hall Loop Wimauma, FL. 33598 (813) 634-3370 Emailsfdlouie@att.net Web:RotorFlightDynamiesine.com Dear Dominator™ Builder, Thank you for purchasing the Dominator™ single-place gyro from Rotor Flight Dynamics, Ine. We hope that you will be completely satisfied with this kit. Developing this kit has taken us more than 15 years of research and development, The Dominator™ concept began as an idea - making a powerful gyroplane capable of using a large engine and large propeller, and at the same time having a dynamically stable gyroplane. The Dominator™ design uses a center-line thrust and center-line drag configuration with a tall tail (radder) and integral horizontal stabilizer. Over the years, this design has evolved to the point that it is now possible to produce a kit, Getting there has taken major expenditures of time and money. The Dominator™ has been designed to be a homebuilt gyroplane, to be licensed in the Federal Aviation Administration (FAA) Experimental category. It is NOT an ultralight. Gyro flight training from an EAA Certified Flight Instructor (CFI) is required, with CFI approval to solo before you attempt flight in this Dominator™. Proper gyro training is essential because you are almost certain to have an accident without it. Because you are building an Experimental gyroplane, you must document your efforts for the FAA. Copy the "builder's log” on the next page and record what you do and how long it takes. Photograph your progress, and put together a photo album with photographs organiuzed by daie in chronological order. The builder's log and photo album will help the FAA airworthiness inspector see how much work you did to build your own. Dominator™ gyroplane. One of the reasons for building an Experimental aircraft, according to the FAA, is for educational purposes. You're sure to get a hands-on education in gyro construction by building the Dominator™. Before you begin, read the entire assembly manual through at least twice. This will give you an overview so you will know how each part is related to the entire structure. Read each section over at least twice before you pick up any tools so you will have in your mind what you intend to accomplish. Ifyou have any questions about construction, please call us at 813-634-3370 any day except Sunday. Have your assembly manual and your parts at hand when you call. If you need to send a diagram, use our FAX line at 813-633-3296. fet ok amen 620003Builder's Log Builder's Name ______ City, State, ZIP. Dominator™ Serial Number. Date Description of Work Done Time [Total today |time oer ight yma, 02000356 Page #___- Home Phone___PSSSHHSSSHSSSSSSHSSSSSSRERIES"SSSESISSLIVIVIVIIVIISPNGRRIY Table of Contents - 1 Table of Contents Thank-you Letter Builder's Log Table of Contents WARNING! I. Introduction Intro1 Gyro Parts Identification Intro 2 Who invented the gyro? Where were gyros built? Intro3 Who invented the small Gyrocopter™? How long has Rotor Flight Dynamics president been flying? When did he make his first aluminum rotorblades? Intro4 When was the Dominator™ Gyro introduced? Why does the Dominator™ look the way it does? Intro6 Can I build a Dominator™? How fast does it go? How high? Intro7 What makes the rotorblades go round? What happens if the engine quits? Intro8 What kind of engine should I buy? What is the little motor up next to the rotorblades? Intro 9 What does the tall tail do? What about those gyros with the nice-looking cabins? Is it hard to taxi with those long legs? Why is the Dominator called "Experimental?" Intro 11 What about training? Where do Dominators™ fly? Intro12 About Aircraft Hardware Intro13 AN Bolt Sizes Intro14 Use of Tools Intro17 Tools Needed for Kit Completion Intro 18 Numbered Parts Intro 20 Painting Your Gyro Before Assembly Glossary A. Basic Airframe Assembly Al Cradle Jig A2 Aft Keel to Drop Keel A3 Drop Keel to Forward Keel Ad Mast to Keel B. Basic Subassemblies B1 Nosewheel Assembly B2 Engine Mount Assembly B3 Main Landing Gear Assembly Ba Shocks and TailwheelTable of Contents - 2 nnn Table of Contents, continued C BS Wheels BG Control Stick Assembly B7A "A" Seat/Throttle B7B "B" Seat/Throttle BBA Rudder Pedals /Open Cockpit BSB Rudder Pedals /Nose Pod B9 Tall Tail/Rudder Cables B10 Brakes C. Controls CIA Rotothead /Mechanical Prerotator CIB Rotothead /Hydraulic Prerotator 2A Trim Spring cB Electric Trim C3A Push Tubes C3B Push Tubes/Idler Arms D. Systems Di Engine Installation D2A Instrument Pod D2B Nose Pod Panel D3A EIS Electrical Wiring ( D3B Wiring Individual Instruments D4 Prerotator Pump/Drive Ds Cooling System D6 Fuel System D7 Propeller E. After Assembly EL Propeller Pitch Adjustment E2 Final Checks Before Engine Start E3 Engine Break-In Es Trailering Your Gyro ES Stringing Rotorblades E6 Flight Tests E7 Windshield toto Fgh mane, ne. 82000%PESSHSEHSSSSSSSSHHSESSERSLERS SSSESSSSSVSHEVARIVSLINELIGY | WARNING! WARNING! WARNING - WAIVER and DISCLAIMER Rotor Flight Dynamics, Inc. Construction and/or operation of a Rotor Flight Dynamics, Inc., Dominator™ gytoplane and /or using Rotor Flight Dynamics, Inc., rotorblades is demanding, hazardous, and potentially lethal. No operation, construction, use or undertaking of the Rotor Flight Dynamics, Inc. Dominator™ gyroplane and /or rotorblades should be initiated unless thorough and complete knowledge, preparation, and instruction are available and utilized. Rotor Flight Dynamics, Inc., its agents, servants, employees, contractors, successors, and assigns makes no warranties, expressed or implied, regarding the usability, performance or the safety of the Dominator™ gyroplane and /or the rotorblades it manufactures. Further, the Buyer and his or her heirs, administrators, and assigns by these premises, releases and holds Rotor Flight Dynamics, Inc,, and its agents, servants, employees, contractors, successors and assigns, harmless from any and all liability, damages and causes of action that may be incurred by the Buyer and any third party asa result of the purchase, use, construction and/or operation of Rotor Flight Dynamics, Inc., Dominator™ gyroplane and/or rotorblades. The Buyer further assumes all risks and responsibility relative to the installation, use and operation of Rotor Flight Dynamics, Inc., rotorblades on any and all rotorcraft including rotorcraft classified as experimental and/or ultralight. This Waiver shall be binding upon the heirs, executor, administrators and assigns of the Buyer. Foto Fan mans, ne 02000 HeIntroduction - 11 C q Introduction the principal parts of the Dominator gyroplane, The bers for the assembly step of each part. g shows numbers refer to the section num! This drawin, foto Fight Omi, ne. 0200035POPSSPSSSSSSSSSSSSISS*ESSSIISISIISSIIIITIO TITS Introduction - 12 Introduction Rotor Flight Dynamics is the originator of the centerline thrust, tall-tail gyroplane. Your gyro is distinctive, with high seating atop a tall airframe, and a centerline thrust engine whose propeller is centered on a tall tail with a horizontal stabilizer. Painted a bright yellow that stands out in the blue sky, your Dominator™ gyro will stand out as both unique and safe. The Dominator™, as flown by Dr. Bill Clem, holds the world altitude record for gyroplanes, having reached an altitude of 24,463 feet on April 17, 1998 at the Popular Rotorcraft Association's Bensen Days Fly-In at Wauchula, Florida, U.S.A. This gyro used 27-foot diameter Dragon Wings rotorblades, also made by Rotor Flight Dynamics. The engine was a Rotax 914. Who invented the gyro? The first gyro was invented in 1923 by Juan de la Cierva, a Spanish inventor who wanted to eliminate the inherent safety problems of the fixed-wing airplane. He thought that if he could build an aircraft that could not stall, his design would save lives. In 1923 he combined an airplane fuselage that had short wings with an overhead mast and a three-bladed rotor system. His first “Autogiro” and the two that followed it lacked stability and direction control. By 1925 he had solved these problems with his “C-19 ‘Autogiro.” It used a flapping hinge point near the rotor hub that allowed the rotorblades to equalize lift between advancing and retreating rotorblades. In 1925, he demonstrated short takeoffs, very slow flight, and near-vertical landings in his very, very maneuverable autogiro. The English military officers had never seen anything that maneuverable. Remember, this was a decade before the first practical helicopter, and all they'd ever seen fly were airplanes. In 1928, Cierva demonstrated the C-19 autogiro in several nations and sold manufacturing rights worldwide. The C-19 autogiro had several desirable features, such as centerline thrust, a horizontal stabilizer, a rudder in the propwash, free-spinning rotorblades, and a total inability to stall. Where were gyros built? In the United States, Harold Pitcairn purchased manufacturing rights. He used Cierva’s flapping hinge with a four-bladed rotor system, He sold 24 of his PCA-2 autogiros. Amelia Earhart flew one of them to the record altitude of 18,415 feet in 1931. Pitcairn autogiros were used by the military, too, through World War I. The Nazis also had an autogyro used in World War I. The Foche-Achgelis Fa 330 was towed behind a U-boat (submarine) to the pilot could detect Allied shipping from an altitude. The system was discontinued before the end of the war. After the helicopter became practical, its ability to hover and take off vertically eclipsed the capabilities of the autogiro. Autogiros became “old technology,” and helicopters generally replaced them. From the 1940s to.the present, only two gyroplanes were certificated by the Federal Aviation Administration. With competition from helicopters, none was generally accepted for commercial purposes. foro ann moorIntroduction - I Introduction Who invented the small Gyrocopter™? In 1953, a Russian emigrant to the U'S., Dr. Igor Bensen, invented the patented Bensen Gyrocopter™. Unlike the huge Pitcaims with 300- to 420-horsepower engines, the Bensen Gyrocopter™ was tiny, with a tiny pusher propeller on an engine from a military target drone. The Gyrocopter™ had two rotorblades on a teetering hub bar to equalize lift from opposite sides of the rotor disk. Dr. Bensen sold plans, and factory-cut materials were also available. The Bensen Gyrocopter™ had several desirable features, such as near centerline thrust, a rudder in the propwash, free-spinning rotorblades, and a total inability to stall. It was possible to learn to fly a Bensen Gyrocopter™ by exactly following Dr. Bensen’s written instructions, and it was possible to crash by doing otherwise. The way to learn to fly the Gyrocopter™ was to tow it behind a car to learn to control it, then add the engine. There were no two-place gyros then, and gyro builders taught themselves to fly. Gyros got a reputation for being dangerous, because people who did not know how to fly attempted to do it in a flying machine that had never been flown, without following instructions. Dr. Bensen, by the way, died in 2000 of old age. ‘The Bensen Gyrocopter™ is probably the most-copied aircraft in history. The copies often flew less well than the original. With the availability of light-weight snowmobile- type two-cycle engines, builders replaced the target drone engines. Builders added larger- diameter propellers for more thrust, moving the engines higher on the airframe. This put the thrust line higher than the center of gravity, and unstable gyros resulted. How long has Rotor Flight Dynamic's president been flying? When Ernie Boyette became interested in gyros in 1971, starting a business was the farthest thing from his mind. He learned to fly his first Bensen gyro by being towed in it on weekends for three months. Then he added the Mac engine and used the Bensen manual to teach himself to fly. During his first 50 hours of flying, the engine shut down 32 times. In 1974, he built a modified Bensen gyro with an 80-horsepower Continental engine and a full-flying tail. The rotorblades he bought split open along the trailing edge during the first hour of use. He decided he could build a better rotorblade. With Chuck Beaty, he stretched the airfoil of a Bensen rotorblade to a 9-inch chord, then built the blades from steel, wood, urethane foam, and fiberglass. The blades would pick up his heavily modified Bensen with the Continental engine at 20 mph. He flew his modified Bensen for the next 10 years. By 1984, Boyette had built a two-place side-by-side gyro powered by a Lycoming engine. He built a fiberglass enclosure for this “Rotor Buggy,” carved his own propeller, and modified another manufacturer's rotorblades to his own design. In 1986 he and Chuck, Beaty began building gyros, experimenting to develop the best gyro possible, and learned the value of center-line thrust, a tall tail, and the horizontal stabilizer. When did he make his first aluminum rotorblades? Boyette made several sets of composite rotorblades, then decided to try aluminum. To attach the aluminum skins, he drilled, tapped, and countersunk 560 holes, then fastened toured natun, neon Beene a ieee alate eePDSDSSASSSSSSESESHSHSSSISSSP *SSSISIVIVISISIIIITIS TIS Introduction - 14 [intro 4] Introduction the trailing edges with 280 stainless steel rivets. These blades flew well but were too labor- intensive to build commercially. His next set of blades used stainless steel pop rivets in the leading edge. He found he could bond aluminum to aluminum and built an oven to set the thermally-activated adhesive, Six people put up $850 each for a set of the new rotorblades... and this was the beginning of Dragon Wings rotorblades. He called them “Dragon Wings” because the gyro was “draggin’ wings.” When was the Dominator™ Gyro Introduced? In 1989 he premiered a new gyro design and his new Dragon Wings rotorblades at the Bensen Days gyro fly-in at Wauchula, Florida. When he demonstrated pitch stability by moving the control stick fully back and forth while flying the runway, some veteran gyro pilots thought he would kill himself from pilot-induced oscillation. But with center-line thrust, a tall tail, and a horizontal stabilizer, Boyette had developed the most stable gyroplane ever built! Boyette called his new gyro a Dominator™ because it dominated any gyro flying in Florida. His first Dominator™ has a Rotax 503 engine with a three-bladed wooden propeller, 385 pounds static thrust, and Dragon Wings blades, He quit his day job, and in the first year he sold 55 sets of rotorblades. As you read this, he has test-flown more than 750 sets of rotorblades on his original Dominator", Beginning in 1989, he began selling Dominator™ plans. Many were sold overseas. In 1992 he got his first visitors from overseas who wanted to be dealers. He set up a dealer network as interest grew, and with each Dominator™ built, improved the design. He sold hundreds of sets of Dominator™ plans and about 750 sets of Dragon Wings rotor blades, in 2000 Rotor Flight Dynamics, Inc., consolidated all the improvements into its first single- place Dominator™ kit. Why does the Dominator™ look the way it does? Most aircraft are designed with the aerodynamic forces well-balanced. The original autogiros built by Juan de Ia Cierva were a tractor configuration so that the line of thrust (or traction) was in line with the fuselage drag and the center of gravity. The rotor disk above, by the very act of creating lift, also creates drag. The autogiro (also called a gyroplane or gyro) is able to increase or decrease this drag by changes in the aircraft's attitude. By tilting the rotor disk backward, drag is increased; by tilting the disk forward, as you might do to level off following a climb, drag is decreased. When the other dynamic forces are in-line, then the change in the drag has much less effect. If the forces are not in- line, then this sets up a situation where the different forces act at different places along a lever ~ the mast ~ and can result in pitch instability, or in the worst case, turn the gyro completely over in the air, When Dr: Igor Bensen brought about the revival of the gyroplane with his Gyrocopter™ in the 1950s, he used a straight keel, the long tube under the seat and engine, to which all the components are attached. He used a small engine and a small propeller that allowed the center of thrust - the line through the center of the propeller -- to be above, but near the center of gravity and the center of fuselage drag. In most cases that was through the upper body of the seated pilot. fog rams, he 20003Introduction - 15 [Intro 5] Introduction { ‘As the desire for bigger engines and bigger propellers grew, it was necessary to raise the engine and the prop higher on the mast to allow the propeller to clear the keel. Soon this led to designs in which the center of thrust was much higher than the center of gravity and the center of fuselage drag. If during flight the rotorblades are suddenly unloaded, as could happen if the stick is pushed forward at the top of a climb or when the gyro encounters a downdraft, then the loss of rotor drag causes an imbalance of forces allowing the engine thrust to force the aircraft to pivot around the center of gravity, pitching violently forward in a maneuver known as a Power Pushover (PPO). In as little as 0.6 seconds, the gyro can be upside down, an unrecoverable position. Most aircraft are inherently stable. This reduces the workload on the pilot and makes these aircraft more pleasant and safer to fly. Gyroplanes, due to their basic design, are extremely maneuverable, able to turn 180° in about one or two rotor lengths. They derive a great deal of their stability from the gyroscopic nature of the rotor, But the fuselage hangs freely from the rotor, like a pendulum. If the forces acting on the fuselage — such as thrust, drag, and gravity -- are out of balance, then the whole aircraft becomes more difficult to control. This can lead to a situation called Pilot Induced Oscillation (PIO). It develops like this. The pilot responds to a gentle nose-down oscillation caused by turbulence, Unfortunately, like a pendulum, the nose had already started up before the pilot began the correction ~ and the correction simply intensifies the movement. Now the nose is high and the pilot shoves the stick forward to lower the nose, but, again, because of the pendulum effect, the nose is already starting downward and the pilot's input just makes the oscillation bigger and bigger. This ultimately leads to violent pitch attitudes and complete loss of control. Any aircraft can "bobble" a bit due to turbulence but aircraft in which the forces of thrust, drag, and gravity are not in near alignment will be more sensitive and difficult to control. Watch carefully as some gyroplanes with high thrust lines try to fly straight and level. You will see a gentle up and down bobble as the pilot must constantly, gently correct the pitch instability of the gyro. Each movement of the cyclic (or joystick) changes the tilt of the rotor disk, which changes the drag caused by the rotor, further changing the balance between thrust, fuselage drag, and center of gravity. Some manufacturers have attempted to "fix" the problem, not by redesigning their products, but by offering items such as large horizontal stabilizers to reduce the pitch instability or flexible masts to absorb some of the imbalanced forces. The bottom line is gytoplanes with in-line thrust will always be more stable than those with high thrust lines. ‘One solution that has been used is to train, train, train prospective pilots to avoid situations that could unload the rotors and to avoid "chasing" pitch oscillations. The pilot education system developed by the Popular Rotorcraft Association and the gyro instructors stresses this approach. But it ignores the fact that instability is built into the design of ( straight-keel gyros with high thrust lines. An analogy might be that if anyone who wants to ride a bicycle was first trained to ride a unicycle, then he might be able to ride a bicycle more safely, The problem is that it takes time and practice to learn to ride.a unicycle, and accidents still happen. Bicycles are more popular because they are easier to learn to ride, faster, more stable to ride, and ultimately result in fewer accidents. tot Fin Omemes, meo2000%e PRA er ee Ase Rete e ABABA MBA AeS Ease TemeFOSOSSSSSSSSSSSESSESSESESESS*USSSSSSUSISIIAIIIIIT™ Introduction - 16 [intro 6] Introduction A solution to this problem came to the fertile minds of Chuck Beaty and Ernie Boyette. The idea was to drop the rear keel, allowing the engine and propeller to be lowered, and raise the front keel to put the seats up higher. The center of thrust was once more in line with the centers of gravity and fuselage drag, This resulted in an amazingly stable gyroplane ~ and the Dominator™ was born! Other manufacturers and builders have copied this design, but the Dominator™ has continued to be the preeminent centerline thrust gyroplane. After years of research and continued development, Rotor Flight Dynamics has brought out its first bolt-together kit. This makes the Dominators™ available to pilots who were unable to build one from plans Can I build a Dominator™? Your new Dominator™ bolt-together kit is much, much simpler to build than building a Dominator™ from plans. While the time required to build the kit will vary, it will be much less time than building a Dominator™ from plans. If you plan to license your Dominator™ as an Experimental Gyroplane in the United States, you must build at least 51 percent of the aircraft yourself. The kit has been designed with this in mind. The only tools required are ordinary hand tools and an electric drill. Dominators™ have been built completely ftom plans; from plans and selected parts; from plans, parts, and subassemblies; or purchased fully constructed. The price varied depending on how much work the builder /buyer did. Kit prices for the Dominator™ include everything needed for a complete gyroplane. Some manufacturers quote lower "kit prices" because their kits are incomplete, or because poorer quality materials are used. Why would you pay 80¢ for an aircraft quality (AN) bolt when you can by the same size bolt at the hardware store for 5? Cheap insurance. The AN bolt is made to more exacting standards with careful attention paid to the metal alloy, the machining, the anti- corrosion coating, and the testing of samples from each batch. The cheap bolt was probably made in China from recycled sewer pipe. Which would you like to depend on? Aircraft need to be built to exacting standards with quality materials. Most of an airframe is made of aircraft-grade aluminum, which must be appropriately treated to avoid corrosion; even the tiniest crack can lead to failure. Some of the airframe must be made of steel due to higher stresses. All of the construction materials must be of the highest quality In addition, each gyro is a custom aircraft -- each is hand-built. There are no robots on the assembly line to reduce construction costs. Rotor Flight Dynamics builds parts by the dozens, not by the millions, and each partis rigorously inspected. Engines have a similar problem. Aircraft engines must have a very high power-to-weight ratio; that is, you geta lot of power for the weight of the engine. This means you are asking a lot from a small, lightweight engine. If the engine in your Buick dies, the worst you can expect is to be late for work, When your aircraft engine fails, the consequences are more serious, Quality and reliability are not cheap. But then again, neither is life insurance. How fast does it go? How high? Most manufacturers quote the best possible (and often wishful) performance figures, Rotor Flight Dynamics quotes the average performance figures that an average pilot with morrames m0Introduction - 17 [intro 7] Introduction ( an average Dominator™ can expect to achieve. Obviously these figures will depend on the | size and type of rotorblades, the size of the engine, and the weight of the pilot and machine. The operating ceiling of a Dominator™ is just under 25,000 feet, the top speed is about 130 mph, the rate of climb is over 1500 feet per minute, and the two-place Tandem can climb at 900 feet per minute with 460 pounds of passenger and pilot aboard, and the ctuise speed is about 80 mph. All of these figures have been achieved by Dominators™, What about takeoff and landing distances? Takeoff distance will be dependent on the headwind, the weight of the aircraft and pilot, the size of the rotorblades, the thrust created by the engine and prop, how fast the blades are spinning prior to takeoff, and the temperature, the humidity, and the field elevation of the runway. The same gyro that can take off nearly vertically with a 25 mph headwind on a cool day might require a 200-foot takeoff roll on a hot day with no wind. Similar factors affects landing distances. What makes the rotorblades go round? What makes gyros and helicopters different is that the rotorblades on a helicopter are powered by the engine, and the rotorblades pull the helicopter through the air. The rotorblades on the gyro are unpowered and, once started spinning, continue to spin due to air moving upward through the rotorblades. The gyro's engine and propeller pushes (or pulls) the gyro through the air. Air moves from the bottom of the blades to the top. This air movement generates the thrust needed to keep the blades spinning and the lift needed for flight. Although this must seem like magic, the blades, once spinning, continue to spin as long as air is moving upward through the rotor disk. But rotorblades are like the wings on an airplane, and the more efficient the wing, the better the lift and lower the drag. Rotor Flight Dynamics has been designing and making Dragon Wings rotorblades for many years. These are all-aluminum rotorblades, constructed both by bonding and riveting, with a very high lift-to-drag ratio. Ranging in size from 22 to 28 feet in diameter, they are suitable for a variety of single- and two-place gyroplanes. The 27-foot Dragon Wings lifted the Dominator™ to the world altitude record for gyroplanes, beating the previous record by more than a vertical mile. What happens if the engine quits? The gyroplane is about the safest aircraft in the world if the engine quits. Why? A. fixed-wing airplane, such as a Cessna or Piper, needs to maintain a certain minimum airspeed, or airflow over the wing, otherwise it will drop out of the sky (called a "stall"). If the engine fails in a light fixed-wing airplane, you are going to touch down at 45-50 mph, or faster. In a jet airliner, your touchdown speed would be nearly 125 mph. If you are flying a helicopter and the engine or transmission fails, look below your feet, because that's where you'll be landing, The helicopter pilot must immediately put the rotorblades into autorotation, using the forward speed of the helicopter to keep its rotors turning until just before touchdown. If the rotorblades slow down, the helicopter falls. Just ( before touchdown, the helicopter pilot uses the energy stored in the spinning blades to slow the descent by increasing pitch in the blades and flaring, showing the forward speed. Properly done, the helicopter touches down gently with zero forward airspeed. While this technique is practiced regularly by all helicopter pilots, it is mastered by few. tot Fohe Byes nc 02000vrrreos ose SSSSSSISELS USE] Introduction - 18 The gyroplane flies in autorotation all the time, and its “wing” cannot stall. The air seed OP through the rotorblades causes the blades to spin, Ifthe BytO loses its forward speek, the rotorblades do not stop; the gyro just begins a gentle descent. The gyro has a much better glide ratio (how far it can glide without an engine at a given altitude) than a helicopter: If the gyro's engine fails, its pilot simply lowers the nose to maintain some airspeed and looks for a place to land. Just before landing, the gyro pilot levels out and flares, decreasing the airspeed to zero, In fact, the engine-out landing is almost identical to anormal landing in a gyro. When the engine fails in 8yT0, a gyro lands in a normal fashion, touching down gently with no forward airspeed in an area not much larger than what is covered by its rotor disk. If there is any forveand airspeed at landing, the gyro will roll forward as far as needed ~- something difficult for 2 helicopter to do with its wheel-less skids. What kind of engine should I buy? Any aircraft-capable engine can be installed on a Dominator™ Most of the Pominators™ built have used Rotax engines, either tworstroke or four-stroke. This is due to the reliability and integrity that Rotax has developed over the years in the light aircraft cra aity, Rotax engines have a high powersto-weight ratio, compared with many other crcines can rae et aitcraft engines such as Lycomings or Continentals Two-stroke Four-stroke engines, though heavier, offer distinct adlvantages in terms of longer times before overhaul (TBO), engine reliability, and a wider Power range. Turbocharging is much easier on a four-stroke engine, a significant factor i altitude performance is important. Rotax offers its four-stroke engines, the 912, 9128, and 914, in both certified and Mmncertified versions, identical except for the paperwork. Recently water-cooled Subaru reduction drives, have promise for pilots who want » four-stroke engine proven in millions of miles of automotive use. For engines, the bottom line is that engine reliability is only as good as the basic design, the original manufacturer, the mechanic whe adapts it to aircraft use, and the engine owner who maintains it. What is the little motor up next to the rotorblades? That is the prerotator. Gyro rotorblades must be spinning at a certain speed before ihe By70 can take off from the ground. Itis possible to initially start rotorbiaces turning by hand, then slowly increase your speed down the runway until your rotorblades increase One way to shorten the takeoff roll is to use the Prerotator to spin the blades to near takeoff speed prior to beginning the takeoff roll, The Prerotator can be either a hydraulic fot Ma Orme 020003Introduction [intro 9] Introduction { pump and motor, such as the prerotator built by Rotor Flight Dynamics, or a mechanical shaft turned by a drum on the propeller. The hydraulic prerotator built by Rotor Flight Dynamics can bring even large-diameter rotorblades, such as the 27-foot Dragon Wings, up to 240 rpm prior to takeoff. This significantly shortens the takeoff roll. What does the tall tail do? The Tall Tail is a combination of rudder and horizontal stabilizer that places the horizontal stabilizer directly in the prop wash. This allows the stabilizer to work effectively even when the gyro is flying at low flight speeds. Any horizontal stabilizer will work when enough airflow exists to make it effective. But at low flight speeds, as is often seen in i gytoplanes, only the rudder-horizontal stabilizer combination in the propwash creates ; pitch stability and yaw control. The placement and size of the horizontal stabilizer is also critical. A small horizontal stabilizer on a long lever arm, such as seen on tractor autogyros like the Little Wing, works very well. Likewise, a large horizontal stabilizer closer to the gyro's center of gravity also works well. The aerodynamic forces on the gyro should be balanced so that in an updraft, the nose of the gyro will point downward. Likewise, in an downdraft, the nose of the gyro should point upward. The Dominator™ behaves in just this fashion. Updraft or downdraft, the Dominator™ automatically takes the safest attitude to counter the effect of the turbulence. ( What about those gyros with the nice-looking cabins? Just because a gyro looks good does not mean that it will fly well. Form must follow function, and looks must be secondary to aerodynamics. Designed and built in Florida, Dominators™ have classically been open cockpit gyros. Rotor Flight Dynamics has added a nosecone and windshield to improve comfort and reduce drag, Anew Dominator™ design is on the horizon. ‘Using the Form Follows Function philosophy, it will be a fully-enclosed tandem design made of composite materials. To reduce the impact of side-loading forces, it will use a fuselage shape most often seen on jet fighters. This will make the new Dominator™ not only a more comfortable cross-country aircraft, but a world-class, four-season gyro. Is it hard to taxi with those long legs? Actually the Dominator™ is very stable to taxi. The wide-stanced main landing gear provides good stability even in 30-40 mph crosswinds. The large shock absorbers provide about 9 inches of travel, allowing takeoff and landing from unimproved fields. Differential braking and a swiveling nosewheel allows precise steering, even in tight spaces. Although the Dominator™ has a higher profile than other gyros, it is very stable. Why is the Dominator™ called "Experimental?" In the United States, the Federal Aviation Administration (FAA) categorizes aircraft as Certificated, Experimental, or Ultralight. ( Certificated aircraft are registered aircraft built by a manufacturer whose every stage of design and construction has been closely scrutinized by the FAA. Certificated aircraft have specific designs that cannot be altered, even to the slightest extent, without prior FAA approval. If an airplane has been certificated with one specific propeller, for example, it is rere omic ne 2000 eePUEESSRESESSESHSSESRERESSSEP *VIVESSISESSRRURERERT "BNSS Introduction - 110 Introduction illegal to put any other propeller on it. Any repairs must be carried out according to the manufacturer's instructions by FAAclicensed Airframe and Powerplant (A&P) mechanics, It takes millions of dollars and thousands of pieces of paperwork to certify a new aircraft. Because of the rigid scrutiny, certificated aircraft can be used to carry passengers and for commercial purposes. One problem with certificated aircraft is that little improvement is done over the years. It costs a great deal of money to add or change anything on a certificated aircraft, so most manufacturers make few if any changes despite improvements in technology. Experimental aircraft do not suffer from this restriction. This is why most of the innovations in aircraft design in the last 20 years have come from independent Experimental aircraft builders and designers rather than from manufacturers like Cessna. Experimental aizcraft are built on a one-of-a-kind basis. They must still be inspected by FAA inspectors, but they do not have to provide the engineering studies and the reams of paperwork needed to obtain certificated status, Experimental aircraft kits such as the Dominator™ kit are available, and while the kit manufacturer makes the kit, the kit builder becomes the legal manufacturer of the gyro. If the kit builder builds 51% of the gyro or more -- and can document this ~ the FAA will issue an Experimental airworthiness certificate for the gyro. The only significant restriction is that an Experimental aircraft cannot be used for commercial purposes; that is, you can't make money from its use. The FAA can also issue a Repairman's certificate so the owner can perform maintenance, repairs, and the required "Annual Condition Inspection.” Both Certificated and Experimental aircraft are registered with the FAA and are issued "N-numbers.” These registration numbers, something like automobile license plate numbers, show that an FAA inspector has inspected the aircraft and has determined that it appears to meet basic safety standards. To be pilot-in-command of a Certificated or Experimental aircraft, a person must hold an appropriate FAA-issued pilot's certificate. To continue to hold a valid pilot certificate, the pilot must successfully pass a periodic FAA medical examination. Certificated aircraft must pass an annual inspection, and Experimental aircraft must pass an annual condition inspection to be legally airworthy. Liability insurance and hull (‘collision’) insurance is not required but is prudent for owners of expensive Certificated or Experimental aircraft, Ultralight aircraft (Which the FAA calls "ultralight vehicles") can carry one person (the pilot), cannot carry more than 5 US. gallons of fuel, cannot fly faster than 55 knots (63.25 mph) in level flight, cannot weigh more than 254 pounds empty, cannot fly at night, can be flown for recreational or sport purposes only, and cannot stall slower than 24 knots (27.6 mph) ~ though gyros cannot stall, so the stall speed requirement is not applicable. Any ultralight aircraft that exceeds any of these requirements is no longer considered an ultralight and must be licensed in the Experimental category, except for some two-place ultralight trainers used solely for instructional purposes. Ultralights are not licensed by FAA, ultralight pilots do not need FAA pilots licenses or FAA medical examinations, and there are no FAA inspection or maintenance requirements. As previously noted, the Dominator™ is an Experimental airplane, not an ultralight. Itis the builder's responsibility to comply with FAA rules on licensing.Introduction - 111 Introduction What about training? Would you let your 16-year-old drive the family car without lessons? Even if his chance of dying was fairly low? Then why would you consider flying an aircraft without training when your chance of dying might approach 100%? Training is essential to flying any aircraft. Just because you can build it in your garage does not mean that you can learn to fly it yourself. While ultralight pilots have no FAA requirement for pilot training, ultralight pilots are trained by ultralight flight instructors in two-place ultralight trainers. The ultralight instructors are either Basic Flight Instructors (BFD), Advanced Flight Instructors (AFI), or Ultralight Flight Instructors (UF). Ultralight flight instructors fly under FAA exemptions granted to groups such asthe Popular Rotorcraft Association, the Experimental Aircraft Association, and Aero Sports Connection. Training requirements for pilots flying Certificated or Experimental aircraft are defined by the FAA. There are two basic ways to obtain an FAA Gyroplane Rating, enabling a gyro pilot to fly any gyroplane, carry passengers, and enter controlled (that is, regulated) airspace. Many pilots have elected to obtain a fixed-wing rating first, as learning to fly airplanes is usually cheaper. It also provides a good way to learn, not only about flying, but about airspace, radio communications, and all the FAA rules you must use. Afterwards, with about 10 hours of dual instruction and 10 hours of solo time, you cal get an "add-on" Rotorcraft rating, for either gyroplane or helicopter. Another way is to simply start in a gyroplane from the very beginning. This requires a lot of dual instruction (at least 20 hours) at a higher fee than in an airplane. However, if your goal is to fly gyroplanes, then you save the cost of unwanted airplane instructions. There are many FAA Certified Gyro Instructors (CFIs) who can provide instruction and training. Ernie Boyette of Rotor Flight Dynamics is a Commercial Pilot with a CFI rating and more than 4500 hours of gyroplane flight time. He limits his instruction to Dominator™ owners and builders Where do Dominators™ fly? Hundreds of Dominator™ plans have been sold, and Dominators have been built and are flying all over the world. In the last year or so, they have been built or shipped to Australia, England, France, Italy, Japan, Kenya, New Zealand, Russia, Venezuela, and, of course, all over the United States. ator Fig oyna, ns 200(TTT TT TTT error reeoSeSSSSSSSSEESSSSSSASFALEIS Introduction - 112 [intro 1] Introduction About Aircraft Hardware The nuts, bolts, and fasteners used in the Dominator™ are of aviation quality or better. Nuts and bolts purchased in a hardware store are typically Grade 2 or Grade 3 quality easily broken. AN (aircraft) bolts are stronger, and Grade 8 bolts are stronger stil. The Dominator™ uses AN and Grade 8 bolts for all structural applications. Never use a hardware store bolt as a replacement for an AN or Grade 8 bolt. ‘s) The nuts used are Nylock nuts, so named because they have a nylon insett that acts fs an anti-unscrewing ring that locks the nut onto the threads of the bolt. Nylock nuts can be removed and re-used more than once and still have a good lock. The way to check the integrity of the nuts during pre-flight inspection is to try to unscrew them with your fingers by turning them counter-clockwise. A nut that cannot be moved with your fingers is doing the job; if you can move the nut with finger pressure, replace it before fight, Always replace any nut, bolt, or washer that shows any sign of rust. When you tighten a nut or bolt, you should use a torque wrench graduated in inch- Pounds to determine how tightly the bolt or nut has been tightened, There are 12 inch. Pounds to one foot-pound, so you cannot use a torque wrench graditated in foot-pounds, he values on a torque wrench graduated in foot-pounds are 12 times higher than on a torque wrench graduated in foot-pounds ~- and if you use the foot-pound torque wrench spu will Snap bolts in half from over-torquing. Any bolt that is used as a pivot point should be tightened only enough to remove any endplay so any pivot point belt can be twisted by hand with only moderate resistance. Torque values specified in FA Advisory Circular 43.13, "Aircraft Inspection and Repair ~ Acceptable Methods, Techniques, and Practices," are shown below. ANS bolts (3/16" diameter) 20 to 25 inch-pounds *AN4 bolts (1/4" diameter) 50 to 70 inch-pounds ANS bolts (5/16" diameter) 100 to 140 inch-pounds AN6 bolts (3/8" diameter) 160 to 190 inch-pounds ANB bolts (1/2" diameter) 480 to 690 inch-pounds “Use same torque values for 1/4" diameter Grade 8 bolts DO NOT QUER-TORQUE BOLTS! Foc Fim Omer. 2000 BeIntroduction - 113 Introduction ( AN Bolt Sizes Here's how to identify the sizes of AN (aircraft grade) bolts used in the Dominator™ gyro. First, learn how AN bolt names relate to their sizes. Second, measure the bolt below. diameter in 16ths of an inch: 4=1/4" dia,, CHART: | 5=5/16" dia, ete. AN- BOLT LENGTHS | TT Regt in ine 2,303" { F< ditional length in u8ths ofan inch: Oono Fold page on this line andl AN4 -27; additional length, 1=+118" 3-43)", put bolt on page with its 4=+1/2", 6=+3/4", 7=+7/8" [no 8-that's | +8/8" or next full inch longer] head at the right: ‘A=no hole in shank ni ‘Thus, the AN4-27A bolt would be 1/4" diameter, 27/8" from the bottom of the bolt head to the bottom of the bolt, and there would not be ahole drilled through the side of the bolt at the bottom. DO | jolt Mig. | 33 cas OW | sf | | These bts re conldonblysongerand ore epenatetsthan bls i | available in hardware stores, WARNING! USE ONLY AIRCRAFT (GRADE BOLTS IN THE SIZES SPECIFIED! IF AIRCRAFT-GRADE. ' PARTS ARE SPECIFIED FOR USE, DO NOT USE ANYTHING ELSE! | Grade 8 bolts are specified in some WI { locations and should NOT be replaced 42 | I with the weaker AN bolts. 41 I ! Gniestatnarenenucttone 4211 || || nearest 14-inch. 76 I | | set att 35] Bolt Head Identification ali || 2d | | \ ' AN Part Numbers Some of the AN parts used in the Dominator™ kit are given below. Nylock Nuts Washers Inside Diameter AN Number ©.D. Fractional. AN Number 3/16" AN365-1032A_ 4387/16" AN960-10 1/4" AN365-428A. 5001/2" AN960-416 5/16" ‘ANSOS-524A 5/16" 562 9/16" ‘AN960-516 3/8" AN365-624A_ ‘Thin washers, add"L" AN960-416L, Thin nuts are "364" instead, Fender Washers Short Jam Nuts Hole ©.D, Fractional. = AN Number 1/4" ANSI6-4 3/16" 8757/8" ANS70-3 5/16" AN3I6-5, 1/4" 1.125 1-1/8" AN970-4 ( ! ; 5/16" 1375 1-8/8" AN9705 Tall Jam Nuts 1s" y ANQIS-4 YOU CANNOT BUY AN FASTENERS AT 5/16" ‘ANSIS-5 YOUR LOCAL HARDWARE STORE, fotor igh Oyeame, ne 02000"www rrrrerrosoSOSSSSISSSSSSPISSSSSSSSSSESSESSSARE" "EDS Introduction - 114 [intro 14] Introduction Use of Tools This section on "Use of Tools” comes from “Road & Track” as crafted by Peter Egan. Additions (in italics) have been made to protect the innocent. HAMMER: Originally employed as a weapon of war, the hammer is used as a kind of divining rod to locate expensive car parts not far from the object we are trying to hit, HAMMER WITH NON-METALLIC HEAD: Used to assemble the Dominator to avoid ‘making dents in the alumtinum when you miss the bolt you were trying to pound in, MECHANIC'S KNIFE: Used to open and slice through the contents of cardboard cartons delivered to your front door; works particularly well on boxes containing convertible tops or tonneau covers, MECHANIC'S KNIFE: Used to slice through plastic bags containing gyro parts them on the floor, and mixing together parts that came pre-sorted. ELECTRIC HAND DRILL: Normally used for spinning steel Pop rivets in their holes until you die of old age, but it also works great for drilling rollbar mounting holes in the floor of a sports car just above the brake line that goes to the rear axle, ELECTRIC HAND DRILL: Used to dril, ream, or enlarge holes on your gyro. Also works reat for drilling through the front seat frame and directly into the gas tank. PLIERS: Used to round off bolt heads. PLIERS: Works just the same on a gyro. HACKSAW: One of a family of cutting tools built on the Ouija board principle. It fransforms human energy into a crooked, unpredictable motion, and the more you attempt to influence its course, the more dismal your future becomes. scattering HACKSAW: There are two tricks to using a hacksaw. First, ifthe blade is inserted with the feeth angled forward, a hacksaw cuts ONLY on the push-away stroke, So you can save half the effort by not trying to cut on the pull-towards-you stroke. Second, a hacksaw becomes an unguided missile only if you hold it with one hand. Use your other hand on the other end of the hacksaw fo guide the far end of the saw blade where you want it, VISE-GRIPS: Used to round off bolt heads. If nothing else is available, they can also be used to transfer intense welding heat to the palm of your hand. VISE-GRIPS: Also used in a gyro to pinch the Nicopress fittings that hold the rudder cables together, instend of using a Nicopress Tool that costs under $20... the result looks horrible and can {ome apart in fight. This was said to be very exciting by the lst fellow who did it, who bought 4 Nicopress Tool immediately afterward and sleeps with it under is pillow at night. OXYACETYLENE TORCH: Used almost entirely for lighting those stale garage cigarettes you keep hidden in the back of the Whitworth socket drawer (What wife would think to look in there?) because you can never remember to buy lighter fluid for the Zippo lighter you got from the PX at Fort Campbell. OXYACETYLENE TORCH: Not needed for Dominator assembly unless you weld up everything from the plans, Another good reason for buying the kit! foto ant Oram, 62000Introduction - 115 [Intro 15] Introduction ( . WHITWORTH SOCKETS: Once used for working on older British cars and motorcycles, they are now used mainly for hiding six-month old Salems from the sort of person who would throw them away for no good reason. WHITWORTH SOCKETS: Not used on the Dominator kit (even in England), thank ‘goodies! All sockets needed for the kit are SAE (American) and Metric (everywhere but the USA). DRILL PRESS: A tall upright machine useful for suddenly snatching flat metal bar stock out of your hands so that it smacks you in the chest and flings your beer across the room, splattering it against the Rolling Stones poster over the bench grinder. DRILL PRESS: Not required for Dominator kit construction (but if you've got one, it comes in handy). Usually you'll use an electric hand drill instead... which can also snatch arvay aluminum angle at speeds that must be experienced to be believed. WIRE WHEEL: Cleans rust off old bolts and then throws them somewhere under the workbench with the speed of light. Also removes fingerprint whorls and hard-earned guitar callouses in about the time it takes you to say, “Django Reinhardt.” WIRE WHEEL: Not required for Dominator kit construction. Not even suggested, because the steel wires of a wire wheel can embed sieel pieces in your aluminum... ever see aluminum rust? HYDRAULIC FLOOR JACK: Used for lowering a Mustang to the ground after you have installed a set of Ford Motorsports lowered road springs, trapping the jack handle firmly under the front air dam. HYDRAULIC FLOOR JACK: Not required for Dominator kit construction. You keep the Dominator airframe off the floor on a simply-built wooden cradle instead. EIGHT-FOOT LONG DOUGLAS FIR 2X4: Used for levering a car up off a hydraulic jack FIVE-FOOT LONG DOUGLAS FIR 2X4: Get a couple of these and you can make part of the cradle that holds up the Dominator airframe during airframe cnstruction, TWEEZERS: A tool for removing wood splinters. TWEEZERS: A tool for removing fiberglass splinters and aluminum shavings, PHONE: Tool for calling your neighbor Chris to see if he has another hydraulic floor jack. PHONE: Tool for calling your neighbor Chris to see if he can help you install the shocks, hold parts while you pound bolts through them, and check if paint is still wet, E-Z OUT BOLT AND STUD EXTRACTOR: A tool that snaps off in bolt holes and is ten times harder than any known drill bit, E-Z OUT BOLT AND STUD EXTRACTOR: Not required for Dominator kit construction. You hope. TIMING LIGHT: A stroboscopic instrument for illuminating grease buildup on crankshaft pulleys. TIMING LIGHT: Not required for Dominator kit construction. ( ! TWO-TON HYDRAULIC ENGINE HOIST: A handy tool for testing the tensile strength of ground straps and hydraulic clutch lines you may have forgotten to disconnect. foto Fight amis, we 020003Introduction - 116 Intro 16] Introduction TWO-TON HYDRAULIC ENGINE HOIST: Overkill. Not required for Dominator kit construction. Who needs a two-ton hoist for an engine that weighs about 100 pounds? CRAFTSMAN 1/2 x 16-INCH SCREWDRIVER: A large motor mount prying tool that inexplicably has an accurately machined screwdriver tip on the end without the handle. CRAFTSMAN 1/2 x 16-INCH SCREWDRIVER: Not required for Dominator kit construction. But if you have one, remember the lifetime guarantee and DON’T ADMIT using it as 4 pry bar when you turn in the remains of the screwdriver for a new one. BATTERY ELECTROLYTE TESTER: A handy tool for transferring sulfuric acid from a car battery to the inside of your toolbox after determining that your battery is dead as a doornail, just as you thought. BATTERY ELECTROLYTE TESTER: Not required for Dominator kit construction. Handy if you add an electrical system with a battery to your Dominator, Wrap up in a plastic sandwich bag before putting in toolbox. AVIATION METAL SNIPS: See hacksaw. AVIATION METAL SNIPS: You've probably guessed this already, but it's poor form to hold the pointy end of the tin snips with your other hand. Not quite like a hacksaw. TROUBLE LIGHT: The mechanic's own tanning booth. Sometimes called a drop light, it is a good source of vitamin D, “the sunshine vitamin,” which is not otherwise found under cars at night. Health benefits aside, its main purpose is to consume 40-watt light bulbs at about the same rate that 105-mm howitzer shells might be used during, say, the first few hours of the Battle of the Bulge. More often dark than light, its name is somewhat misleading. TROUBLE LIGHT: Not required for Dominator kit construction. Handy for installing bolts inside the fiberglass nose pod, under te engine, ete. Can also be used to give your hair a permanent wave and a scent like that of burned chicken feathers, PHILLIPS SCREWDRIVER: Normally used to stab the lids of old-style paper-and-tin oil cans and splash oil on your shirt; can also be used, as the name implies, to round-out Phillips screw heads. PHILLIPS SCREWDRIVER: In addition to the above, it is specifically designed to scratch the new paint on your nose pod when you attempt to install the windshield, AIR COMPRESSOR: A machine that takes energy produced in a coal-burning power plant 200 miles away and transforms it into compressed air that travels by hose to a Chicago Pneumatic impact wrench that grips rusty suspension bolts last tightened 40 years ago by someone in Abingdon, Oxfordshire, and rounds them off. AIR COMPRESSOR: Not required for Dominator kit construction, Read on and prepare to be surprised how FEW TOOLS are required to build your Dominator! Fete Fight names ne 20007Intro 17] Introduction Introduction - 117 FILES Flat crosscut file ( Coarse flat crosscut file Tools Needed for Kit Completion [arge cross-cut file with rounded side DRILL BITS 1/8" drill bit #21 drill bit 5/32" drill bit 3/16" drill bit 3/16" bullet drill bit 1/4" drill bit 1/4" drill bit 3/8" drill bit BOX-END WRENCHES 5/16" box end wrench 3/8" box end wrench 7/16" box end wrench 1/2" box end wrench 9/16" box end wrench 17mm box end wrench OPEN-END WRENCHES 7/16" open end wrench 9/16" open end wrench 17mm open end wrench 3/8" DRIVE SOCKETS 3/8" socket 3/8" drive 7/16" socket 3/8" drive 1/2" socket 3/8" drive 1/2" deep socket 3/8" drive seas’ socket 3/8) drive SgggaesconadD 10mm socket 3/8" drive 17mm socket 3/8" drive 3/8" DRIVE RATCHET/ETC. 3/8" drive ratchet Fextension 3/8" dive C=——EENED 3/8" torque wrench graduated in inch-pounds ALLEN HEAD HEX WRENCHES 1/8" Allen head hex wrench 5/32" Allen head hex wrench 1/4" Allen head hex wrench. Coarse round crosscut file Coarse rat-tail file PLIERS/WIRE CUTTERS ‘Small Vise-grip pliers | Wire cutters | Wire cutters or Cable Cutter | SCREWDRIVERS Screwdriver Phillips screwdriver aor oe SAWS Hacksaw Wood Saw HAMMERS Hammer Small hammer with non-metallic head ( OTHER TOOLS 1/4" reamer 1/4" shank Cylindrical-Shape Carbide Burr ‘C"-Clamp 10-32 Tap 10" Crescent wrench 80-grit sandpaper Black RTV in caulking gun Deburring tool Electric drill Nicopress Go-No-Go Gauge Nicopress Swaging tool for 3/32" cable Padded sawhorses Pop-Rivet Tool Small Felt-tip pen Small square Tie-wraps Tire pressure gauge White grease ‘A source for useable tools at a low price: Harbor Freight Tools 3491 Mission Oaks Blvd. Camarillo CA 93011-6010 1-800-423-2567 Tate Fig Dynan ne O00PUSRSSSESSSSSSSSSSSSSSSHSSSPNISSSISILISSISESITTSY SESS Introduction - 118 [Intro 18] Introduction Numbered Parts The next two pages contain a list of the Numbered Parts, which are parts important enough to rate a part number. Part numbers are three digits long, from 001 to 136, They're assigned chronologically, according to the order you use them in assembling the Dominator™, After the name of the part, there's a number in parentheses. It tells how many of this part are needed for assembly. Following the number in parenthese is a letter-number combination like B3, which gives the section of the manual where the part is assembled. Hardware -- like nuts and bolts -- is not listed. NUMBERED PARTS: 001 Aft Keel (1) A2 002 Drop Plates (2) A2 003 Drop Keel (1) A2 004 Cluster Plates (2) A3 005 Forward Keel (1) A3 006 Mast (1) Ad 007 Cheek Plates (2) A4 008 Fork Weldment (1) B1 009 Post Weldment (1) B1 010 Spring Leaf (2) B1 O11 Retainer Strap (1) BI 012 Lower Post Reinforcement Plate (1) B1 013 Upper Post Reinforcement Plate (1) Bl 014 Friction Bushing (1) B1 015 Shimmy Dampener (1) B1 016A Headset Thrust Collar (1) Bi 016B Headset Bearing (2) B1 016C Headset Lock Nut (1) BL 016D Headset Keyed Washer (1) O16E Headset Jam Nut (1) B1 017 Shimmy Dampener Bushing (1) Bl 018 Left Engine Mount Brace (1) B2 OIBR Left Engine Mount Brace (Radiator) (1) B2 019 Right Engine Mount Brace (1) B2 O19R Right Engine Mount Brace (Radiator) (1) B2 020 Mast Brace (2) B2 021 Mast Bracket (2) B2 022 Engine Mount Weldment (1) B2 023 Rear Gear Attachment Bar (1) B3 024 Walking Beam (2) B3 025 Top Front Gear Attachment Bar (1) B3 026 Bottom Front Gear Attachment Bar (1) BS 027 Left Radius Rod Weldment (1) B3 028 Right Radius Rod Weldment (1) B3 029 Left Axle Weldment (1) B3 030 Right Axle Weldment (1) B3 031 750-Ib Air Shocks (2) B4 032 Mast Shock Clamps (2) B4 033 Tailwheel Bushing (1) B4 034 Tailwheel (1) B4 035 Main Gear Spacer (2) BS 036 Main Gear Wheel /4.80-8 Tire (2) BS 037 Main Gear Collar Clamp (2) B5 038 Front Wheel /4,00-6 Tire (1) BS 039 Front Axle (1) B5 040 Front Axle Spacer (2) BS 041 Aft Stick Pivot (1) B6 042 Lower Pivot Tube (1) B6 043 Front Stick Pivot (1) B6 044 Front Pivot Attachment Bar (1) B6 045 Control Yoke (1) B6 046 Upper Pivot Tube (1) B6 047 Front Pivot Plates (2) B6 048 Control Stick (1) B6 049A “A” Seat (12-gallon) (1) B7A 049B “BY Seat (9-gallon) (1) B7B 049SB “SB” Seat (9-gallon) (1) B7B 050A “A” Seat Frame (1) B7A 050B “B” Seat Frame (1) B7B 050SB “SB” Seat Frame (1) B7B 051 3/4"X 3/4" aluminum angle material (1) B7B 052 Throttle (1) B7A, B7B 053A Throttle Mount Plate (1) B7A 053B Throttle Mount (1) B7B 054 Foot Tray (1) BBA 055 Rudder Pedal Attachment Plate (1) B8A 056 Rudder Pedal Pivot Tube (1) BBA Foor Fig Dames, nc 2000 BeIntroduction - 119 C 057 T-Bar (1) BBA 102 Electric Trim (1) C2B 058 Left Rudder Pedal (1) BBA 103 Push Tubes (2) C3A 059 Right Rudder Pedal (1) B8A 104 Heim Joints (4) C3A, (8) C3B 060 Left Brake Pedal (1) BBA. 105 Jam Nuts (4) C3A, (8) C3B 061 Right Brake Pedal (1) BBA 106 Upper Push Tubes (2) C3B 062 Pitot Tube Pinch Clamp (1) B8B 107 Lower Push Tubes (2) C3B 063 Pitot Tube (1) B8B, D2B 108 Push Tube Idler Arm Clamps (2) C3B 064 Pitot Tube Tip (1) BSB, D2B 109 Push Tube Idler Arms (2) C3B 065 Nose Pod (1) B8B 110 Rotax Engine Mount Bar (1) D1 066 Headlight (1) BSB 111 Hirth Engine Mount Bar (1) D1 067 3/4" X 3/4" aluminum angle material (1) B8B 112 Engine Mount Bar Ends (2) Di 068 2" aluminum U-channel 3/4" high (1) B8B_ 113 Rubber Shock Mounts (4) D1 069 Tall Tail (1) B 114 Instrument Pod (1) DLA 070 Left Horizontal Stabilizer (1) B9 115 Pod Shock Mounts (4) DIA. 071 Right Horizontal Stabilizer (1) B9 116 Instrument Pod Panel (1) DIA 072 Yardarm (1) B9 117 Nose Pod Panel (1) D1B 073 5/16" Spacer material (1) B9 118 Prerotator Pump Assembly (1) D4 074 1-3/4" dia Cable Pulleys (6) B9 119 Prerotator Drive Pulley (1) D4 075 Cable Keepers (6) B9 120 Prerotator Drive Belt (1) D4, D7 076 3/32" Cable for rudder cables (1) B9 121 Radiator (1) D5 077 3/16" LD. Sleeve material (1) B9 122 3/8" Finger Strainer (1) Dé ( 078 Anti-Servo Tab (1) B9 123 3/8" to 1/4" adapter (1) Dé 079 Stainless Stee! Thimbles (4) B9 124 90° elbow that is 1/4" to 1/4” hose (1) D6 080 3/32" Nicopress Sleeves (4) B9 125 3/8" 90° elbow that is 3/8" - 1/4" hose (1) D6 081 Brake Bands & Brake Cable Clamps (2)B10 126 Fuel line (1/4" LD.) (1) D6 082 Brake Cables (2) B10 127 Fuel Filter (1) D6 083. Cable Stops Pedal End (2) B10 128 Primer Bulb (1) D6 084. Cable Stops Wheel End (2) B10 129 Round Mikuni Fuel Pump (1) D6 085 Rotothead 503 (1) CLA 130 3/4" Adel Clamps (2) D6 086 Prerotator Bar 503 (1) CLA 131 Three-blade Warp Drive propeller 087 Prerotator Bar Attach Plate (2) CLA w/hardware (1) D7 088 Cross Arm (1) CLA, C1B 132 Prerotator Drive Plate (1) D7 089 Trim Spring Plate (1) CLA. 133 Propeller Spacer (1) D7 090 Bendix Attachment Fitting (1) CLA 134 Windshield (1) E7 091 Prerotator Shim (1) CLA 135. Windshield Strap Material (1) E7 092 Prerotator-to-Gearbox Mount (1) C1A__-136 Windshield Edging (1) E7 093 Lower Prerotator Attachment Angle(1)CIA 137 Nose Pod Edging (1) E7 094 Prerotator Disengagement Clamp (1) CIA 095 Prerotator Cable Adjustment Plate (1) C1A 096 Single-Bearing Rotorhead (1) C1B 097 Hydraulic Prerotator Motor (1) C1B 098 Trim Bracket (1) C1B ( 099 Left Trim Bracket (1) C2A 100 Right Trim Bracket (1) C2A 101 Trim Spring (1) C2A, C2B foto Ft mane 820008(TTT TTT errs roeee ees SSSSSSESEREESSSALL ESITS Introduction - 120 [Intro 20] Introduction Painting Your Gyro Before Assembly We assume that you will paint your Dominator™ before you assemble it. Because everyone has his own unique ideas on painting his gyro, the parts of the Dominator™ come to you unpainted. Some people want a Dominator™ that looks like other Dominators™ ~ with a Safety Yellow nose pod and tall tail, and gloss black paint everywhere else. The Safety Yellow, by the way, was chosen because it stands out against the sky brighter than any other color. A Dominator™ is meant to be seen! Some people will photocopy the drawing on Page Il then try various paint schemes to get what they want. Welded parts are protected with green zinc chromate on the outside. The insides of the steel tubes have no protection because adding linseed oil to them will make painting and finishing more difficult. It will be to your advantage to paint all steel arts as soon as Possible and after painting, treat the insides of the tubes with linseed oil te prevent rusting, Frior to painting, please be aware that there are three areas where the addition of paint will make assembly very difficult, These are: A. Nosegear, where one tube moves within another (Step B1), B. Axles, where Wheel Bearings fir over them (Step B5). C: Rudder Pedals, where Brake Pedals slide over them (Step B8). Aluminum airframe parts are not subject to rusting. They, too, can benefit from a Path eae mot Want to go to such extremes. The least you should do is wash the alumina with soap and water, dry it, and wash again with denatured alcohol just before painting Kotorblades should not be painted. Addition of paint will put the rotorblades out of balance. The rotorblades were balanced at the factory. Unless you have the capability to balance your rotorblades after painting, don't paint them, foe te Omar. ne aneGlossary- 121 Glossa: [ea J Glossary ¢ Many of the terms used by gyro pilots are unique to the sport or share their origin with helicopter terminology. Here's a list of terms to help you leam to "talk gyro.” Advancing Blade — The portion of the rotor disk in which the rotation of the blade is moving in the direction of the gyro's travel. Aerodynamics — Hydrodynamics and aerodynamics are both branches of fluid dynamics, which is the study of fluids in motion. The fundamental laws governing the movements of gases, such as air, and liquids, such as water, are identical, although many liquids are almost compressible. The equations representing these natural laws are, however, so complex that although formulated over a hundred years ago, they cannot be easily solved to account for all situations and conditions. The equations which describe in a general fashion the motion of fluids were developed in 1820 and subsequently perfected by G. G. Stokes. At the beginning of the present century, aerodynamics was introduced with the possibility of flight in air. It started with the same assumption as hydrodynamics with the added assumption of incompressibility replacing what was a fact for water. Airfoil — A streamlined shape designed to produce lift from the movement of air over it. Ideally, it should produce the greatest amount of lift with the least amount of drag, Articulated Blade — A way of attaching the rotorblade to the rotorhead as done on helicopters. A blade is “fully articulated” when it is attached like a ball joint. This joint ( allows the totorblade to flap up and down, move fore-and-aft (in “lead and lag” motion), and to twist around its own axis (pitching motion). Autogiro or Autogyro — A gyroplane with a tractor propeller, especially those made before the helicopter was invented. See Gyroplane. Autorotation — A flight condition made possible by the vertical or horizontal movement of, air through the rotor system. Autorotation is obtained with positive pitch settings by the flow of air through the rotorblades in an upward direction. In contract, helicopters fly by pushing the air downward through the rotor. Balance — Rotorblades that are equal in weight will balance each other. Unbalanced rotorblades may cause stick shake and instability in flight. Bank — Sideward tilt of aircraft in flight. When a “coordinated tum’ is correctly executed, the bank compensates for centrifugal force, and the pilot will be pressed straight down in his seat as if he were sitting on a level surface. See Roll. Bunt-Over — See Negative Gs, Push-Over. Ceiling — The maximum altitude to which a gyroplane can climb. A Dominator™ holds the current altitude record of 24,463 feet. Center of Gravity —Called “CG.” A point where the resultant of all weight forces will balance evenly. Usually at or near the Mast. See Hang Test, Weight and Balance. Center of Pressure — An imaginary point on the chord lines of all the rotorblades where all the aerodynamic forces of the airfoil surfaces are concentrated. Also known as Center of Lift. oto Fun Dynami, s:02000TT TTT rrr reese eSSSSSSSSSSSESSESILISILELI ULL Glossary- 122 [227 Glossary Centrifugal Force — The force caused by the rotation of an object with mass (weight) Chord — The length of the airfoil between the leading edge and the trailing edge of the rotorblade. Chordwise Balance — A term that refers to the mass balance of an airfoil. It is designed to coincide with the center of lift. Collective — As used on helicopters, a left-hand lever that changes the pitch of all rotorblades in unison, thus varying the total lift of the rotor, Coning or Coning Angle — The outer tips of the rotorblades tend to bend upward in fight, when they are lifting the weight of the aircraft, It is a compromise between lift and centrifugal force. Cyclic — Cyclic pitch control has the purpose of tilting the direction of the rotor disk for directional control. In gyroplanes, this is accomplished by physically tilting the rotorhead. In helicopters, there isa repetitive once-around-the-circle change in the pitch angle of each rotorblade as it turns around the axis. “Cyclic” is also a nickname for the joystick or control stick of a gyroplane, Cylinder Head Temperature Gauge — An instrument that measures the temperature of the engine's cylinder head at the base of the spark plug. In air-cooled engines typically 355°F to 385°F, maximum 480°F and 36°F difference between cylinders. In water-cooled engines, typically 280°F to 300°F, maximum 355°F and 18°F difference between cylinders. Density Altitude — Pressure altitude calculated from air temperature, altitude, and humidity. Density altitude on a hot humid day may be much higher than field elevation, with the effect of longer takeoff roll and poorer climb rate due to less dense air (as would be found at a higher elevation). Disk — The area swept by the blades of the rotor. Dissymmetry of Lift — The difference in lift existing between the advancing half of the rotor disk and the retreating half. Two factors: Rotor RPM and aircraft airspeed control blade speed during flight. Ttis caused by the fact that in directional flight, the aircraft relative wind is added to the rotational relative wind on the advancing blade and subtracted from the retreating blade. Building in blade flapping is the primary way of compensating for dissymmetry of lift. Downwind — Flying with the wind direction. Flying downwind near the ground is dangerous because true airspeed is lower than groundspeed and the aircrafts lift is less, A downwind turn can result in a higher sink rate than expected. Drag — The aerodynamic force in a direction opposite that of flight and caused by the resistance to movement brought to bear on an aircraft by the atmosphere through which i passes. Induced Drag — Drag due to the lift of the rotor Parasite Drag — Any drag other than induced drag, such as airframe drag or rotor drag caused by forward velocity. far lt Dymames, ne 02000 BieGlossary-123 | Glossary C Profile Drag — A form of Parasite Drag that is unique to rotorcraft. It is the drag incurred from the frictional resistance of the rotorblades passing through the air, While profile drag does not change significantly with the angle of attach of the airfoil section, it does increase moderately as airspeed increases frictional resistance of the rotorblades passing through the air, Flapping — The up-and-down motion of the rotorblade on its hinge. Without flapping, a gytoplane would roll over on its side during flight because of the unequal lift of the rotor disk. Also a condition when the rotorblades shake violently because, on the ground, when the gyro's ground speed is too slow and rotorblade speed is too high. Flight training — A means of drastically reducing the gyroplane accident rate for non- pilots, fixed-wing pilots, and helicopter pilots who mistakenly believe anybody can fly a gyro instantly. Ground Effect — (also known as “ground cushion”) A beneficial increase in lift near the ground. Readily apparent when the rotor height is one-half or less of the rotor’s diameter above the ground. Less engine power is required due to the air being thrust downward to meet the ground. This denser air is partially trapped beneath the rotor disk. Ground Vortex — The horizontal whirlwind that forms at the forward edge of the rotor wake when the gyroplane flies at low speeds close to the ground. Gyro — a nickname for gyroplane. ( Gyrocopter™ — a trademarked name for a gyroplane invented and marketed by Dr. Igor Bensen of Bensen Aircraft Corp. in 1953. Gyroplane — A heavier-than-air rotorcraft that derives its lift from a free-wheeling rotor system mounted above the aircraft, with rotorblades rotating more or less horizontally in autorotation, and propelled by a separate forward-thrusting propeller. See Also Autogyro. Gyroscopic Precession — a force applied to a gyro that reacts 90 degrees from the applied force in the direction of rotation. Hang Test — In gyroplanes, a simple method of determining whether a gyroplane meets weight and balance requirements and proper center of gravity location. The gyroplane with the pilot in it is suspended from the teeter bolt, and the angle of the mast from vertical is measured, The mast should be inclined nose down from 0° to 5° from vertical. See Also Center of Gravity, Weight and Balance. Induced Drag — See Drag Induced Velocity — The downward air velocity generated in the process of developing rotor thrust. Keel — The main fore-to-aft structural member of a gyroplane, that carries a nosewheel and tailwheel at its extremities. Laminar Flow — See Laminar Flow and Turbulent Flow ( Laminar Flow and Turbulent Flow — The airflow immediately against the rotorblade (“boundary layer”) is of most importance in the efficiency of the blade. ‘Two kinds of fluid flow are possible — laminar and turbulent. fot a aie, n 62003Soc eroeeeo DOS RSESSESESESSSPARERESSSLELULSESSISIO VSS) Glossary- 124 [pe] Glossary In Laminar Flow, the fluid moves as a series of sheets or “laminae,” sliding one over the next where there is a difference of speed (velocity gradient”) between them In Turbulent Flow, particles of fluid (air) can move in any direction — only the mean (average) velocity and direction being defined. This flow can be caused by the overall shape of the object (rotorblade). Disturbances in the surface polish have a noticeable effect on efficiency. Laminar Flow Rotorblades —Laminar flow rotorblades are rotorblades that cause unusually low drag in the rotorcraft operation, During World War II when military airplanes began to approach the speed of sound, laminar-flow wing sections contributed to their success. In the beginning development stages, thin gauges of sheet metal were used in forming the “skin.” With rotorblades, it was found that the slightest buckle in the skin caused by installing a countersunk rivet could nullify the advantages of the blade section. With the advent of fiberglass, laminar flow blades could be built to carry as much load as aluminum-alloy sheets. The fiberglass rotorblades weigh much more and take longer to spin up than aluminum rotorblades. Lead-Lag — The tip movement needed to adjust the rotorblades in a two-blades system to Bet the weight of the whole rotor exactly equal on each side of the main shaft laterally. Mast — The main vertical structural member of a gyroplane that connects the airframe to the rotorblades. On most gyroplanes, the mast is inclined backwards 9°, Negative Gs — A condition experienced at the top of a steep climb in an Airplane when pushing the control stick forward, making the pilot feel as if he weighs less than he actually does. The same maneuver in a gyro may be fatal by slowing rotor speed so much that lift reduced and the gyro tumbles like a stone to the ground. In a gyro, Negative Gs are hazardous to your life. Se Also Push-Over. Parasite Drag — See Drag P.O. (Pilot Induced Oscillation) — Oscillations caused by delays in the pilot's reaction fume, Also known as Porpoising, which is caused by pilot overcontrol and inexperience, Pitch — The angle between the blade’s chord line and a plane perpendicular to the rotor bearing, Porpoising — See PLO. Power Push-Over — See Push-Over. Profile Drag — See Drag Push-Over — A fatal condition initiated at the top of a steep climb or a nose-down dive from level flight in an Gyro when pushing the control stick forward, making the pilot feel as if he weighs less than he actually does. Done abruptly this can unload the rotorblades and slow them down, reducing lift so much that the gyro tumbles to the ground, Also called a Bunt-Over. See Also Negative Gs. Retreating Blade — This blade is on the opposite side of the Advancing Blade, Tt travels in the same direction as the wind created by the forward motion of the rotorcraft Roll — Tilt of a gyroplane along its longtitudinal axis, See Bank "ro mame. we 62008Glossary- 125 125 Glossary Rotor Brake — A brake used to stop rotorblade rotation after landing, to prevent injury to spectators who might walk into the spinning rotorblades, Rotor Tach — A tachometer that measures rpm of the rotor. Stall — The separation of airflow from the surface of the airfoil. The resulting loss of lift is astall. Teetering Rotor — A two-bladed rotor with a single horizontal hinge for flapping. Thickness Ratio — The ratio of maximum airfoil thickness to the chord length of the airfoil. Thrust — In a gyroplane, the pushing or pulling force exerted by the propeller on the aircraft's engine. In a helicopter, the rotor force perpendicular to the tip path plane. Tip Path Plane — The plane in which the tip paths travel when the rotorblades are rotating. Tip Speed — The stalled condition of the Retreating Blade that occurs at high forward speeds (approximately 150 mph). Airflow over the inboard portion of the Retreating Blade is reversed such that the rotorblade is stalled. Large flapping movements cause the tip of the Retreating Blade to stall at high rotorcraft forward speeds. Torque — A rotary, twisting force produced as a reaction to the turning effort supplied by the engine. Gyroplane rotors do not produce torque because they are not engine-driven. Tracking — Rigging the rotor so each blade passes through the same slot of air. Turbulent Flow — See Laminar Flow and Turbulent Flow Weight and Balance — A means of determining the weight and center of gravity of a ready-to-fly gyroplane (with pilot) using scales and computations. Federal Aviation Administration airworthiness inspectors prefer a weight and balance chart to a hang test on an Experimental gyroplane. See Also Center of Gravity and Hang Test. Yaw — Turning of the gyroplane to the right or left by changing the direction of the airflow over the tail surface through use of the rudder (foot) pedals. Actor Fight Oya, ne 02000FSS SSSSSDSSSOSSSSSSSSHSRSREPUSPSSSSISSPUISERERSIES SUVS Basic Airframe Assembly- A [A] Basic Airframe Assembly In this first section of the manual, you will assemble the airframe. This is the skeleton to which everything else attaches. Basic Airframe Assembly sections include: Al Cradle Jig This is a wooden framework designed to hold up the gyro while you are working on it, You'll supply the wood and the nails needed to make the Cradle Jig A2 Aft Keel to Drop Keel The Aft Keel is the back portion of the airframe that contains the tailwheel. You'll add it to the Drop Keel, the part of the airframe just in front of the Aft Keel A3 Drop Keel to Forward Keel The Drop Keel angles upward to connect with the Forward Keel, which holds the seat, nosewheel, etc, Ad Mast to Keel After you have built the Keel, you'll install the Mast that holds up your Rotorhead. Aeterna 200071, The Cradle Jig is used as a support for the airframe until the Dominator™ single-place gyro supports itself on its wheels, The Cradle Jig is made of wood. One 2" X 4" X 12' and one piece of 1/2"- or 3/4"-thick plywood 12” X 40" will be needed to make pieces below. MATERIALS LIST: Need 2 2"X4"X 60" | Lo Need 1 2"X4"X 24" f{ ff Need 1 1/2" X 12" X 29" plywood. i y Need1 — 1/2"X12"X 11" plywood fi fo 2. Measure 6" in from the side of each piece of plywood. Center a snug 2" X 2" square notch as shown at right in each piece. The notch will hold part of your 2" X 2" keel. 3. Center and attach the small piece of plywood, notch up, to a flat 2" X 4" X 60" board. On the other end of the board, attach the large piece of plywood, notch up. 4, Center and attach the other 2" X 4" X 60" board on edge, even with the bottom of the notch on the small piece of plywood. Measure up 9” from the bottom of the large piece of plywood, and center and attach the other end of the board. 5, Align the 2" X 4" X 24" board with the bottom of the large piece of plywood, center it, and attach it. 6. Check the fit of a2" X 2" piece of square aluminum tubing in both notches. Tubing should fit snugly. 1/2"X12"X 11" ——_| 72" x12" x29" plywood plywood 2" Xa" X60" VXP KO 2° X 4" X 24" oor Fight Oyramcs,ine.02000%BEREBRBSERESSSSESSSEERESSEPAEPELVESESEESELESIELE USS Aft Keel to Drop Keel - A2 Aft Keel to Drop Keel PARTS NEEDED: TOOLS NEEDED: (1) Aft Keel (001) Small hammer with (2) Drop Plates (002) non-metallic head (1) Drop Keel (003) (6) AN4-26A Bolts (6) AN365-428A Nylock Nuts (12) AN960-416 Washers 1. The Aft Keel (001) is square aluminum tubing with a 1/8" wall thickness, that measures 2" X 2"X 30". The bottom rear of the Aft Keel has 2-1/2" cut out to make space for the tailwheel. Place the Aft Keel with the cut-out portion facing you and on your right. 2. The Drop Plates (002) are 1/8" thick aluminum plates with eight 1/4" holes in them. Put one of the Drop Plates on the left end of the Aft Keel and line up the holes. Take three (3) AN4-26A bolts with one (1) AN960-416 washer on each, and insert the bolts through the holes in the Drop Plate and into the holes in the Aft Keel as shown below. Push the bolts all the way through the Aft Keel, gently tapping bolts in with a small hammer with a non- metallic head if necessary. Add the other Drop Plate, add one washer on each bolt shaft, and put an AN365-428A Nylock Nut on each bolt shaft. Tighten the nuts finger-tight ‘ Drop Plate (002) d Leave this hole empty AN4-26A bolts with AN960-416 washers. tout 3. The Drop Keel (003) is square aluminum tubing with a 1/8" wall thicknéss. It measures 2" X 2" X 27" in its longest dimension. Place the Drop Keel in the position shown below, and line up the four empty holes in the Drop Plate with those in the rear end of the Drop Keel. Insert thre (3) AN4-26A bolts with one (1) AN960-416 washer on each into the three holes as shown below. Push the bolt shafts through the other side of the Drop Keel and Drop Plate, and secure with one (1) AN960-416 washer and one (1) AN365-428A Nylock Nuteach. Tighten nuts finger-tight. When you are finished, the assembly should look like the drawing below. If you have difficulty getting the shaft of a bolt that's in a hole to align with the next hole, pull on Drop Keel (003) the head of the bolt with a box-end wrench toalign the bolt as you tap on it with a small hammer that has @ non-metallic head. Drop Plate (002) Leave this hole empty AvE284 ots th REQ AN960-416 washers: 2-1/2" cut out