59 SA Flyer Magazinemachine – an advantage stemming from the
45-degree mounting angle of the turbine. In
fact, there are only the two engine half shell
doors with three clips to be opened, which
makes it very elegant from an engineering
design perspective.
On the MD, the only climb required is
for the rotor-head inspection and to peek
into the air inlet. The five blades make this
part of the pre-flight look more complex,
but the essential items like pitch links, drop
stop plates, swash plate, blade attachment
pins, blade delamination and TT-straps are
checked in no time.
Getting into the MD is a bit arduous if
it is a high skid model. Testing the controls
for full and free movement is strenuous, as
they are spring-loaded, which is the price
to pay for not having to carry a hydraulic
system. On the upside there are no leaks or
hydraulic failures to worry about.
FLYING THE MD500
Pre-start items are standard, but each
model has its own idiosyncrasies. Some
models have rotor brakes to stow, and some
machines like the auxiliary fuel pump on for
the first start of the day. Other machines are
retrofitted with a quasi-FADEC, such as the
‘Intellistart System’, which takes the edge
off the hot-start risk.
Prior to pushing the starter, the re-
igniters are tested and all bleed valve
controls checked closed. From then on,
it’s exactly the same start sequence as in
the JetRanger or Enstrom – it is the same
C20B turbine after all. Turn the master on
and verify that Turbine Outlet Temperature
(TOT) is less than 150° C, then depress
the start button while watching the N1
tachometer. At 12-15% N1 introduce fuel,
and wait for 58-60% N1, at which point you
release the starter button. Once the start
sequence is completed (maximum one
minute), N1 should stabilise at idle between
60 and 65 percent, where you warm the
engine for a minute. The generator and
other electrical systems can be switched onat that time without necessarily increasing
N1 to 70%.
The fun starts when lifting her in the
hover. The pros at the factory advocate
to always carefully lift the left skid last.
It’s a bit like a lift-off from a slope. Cyclic
pressure to the left, keeping her straight
with the feet whilst using the collective to lift
her out of suspension.
Yes, like the Enstrom, the undercarriage
has a shock absorbing suspension.
It makes for very forgiving full-down
autorotations, but to reduce maintenance,
it’s a good idea to balance her up on one
skid at a time, carefully avoiding any torsion
or twisting by anticipating potential torque
induced yaw with the pedals. The very short
tail demands a bit more footwork than any
other machine.
Once in the hover, the usual checks
follow and a bit of trim might be required
to keep her absolutely still. The MD and
Enstrom – the two machines without
hydraulics – feature an electric trim systemflight test
The MD exudes presence. Just walking
up to it on the ramp feels different.Ryan Rudman