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H2P BAAS > Verbatims > Flashcards

Verbatims Flashcards

1
Q

CNAF Deviation

A

Deviation from specified flight and operating instructions is authorized when, in the judgment of the PIC, safety justifies such a deviation.

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2
Q

NATOPS Deviation

A

NATOPS products provide the best available T/M/S aircraft information and operating instructions for most circumstances. However, no manual can cover every situation or be a substitute for sound judgement; operational situations may require modification of the procedures contained therein.

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3
Q

Wing SOP Deviation

A

This instruction is not intended to inhibit sound judgment nor does it supersede existing directives from higher authority. The HAC retains full responsibility for the safe conduct of the mission.

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4
Q

Squadron SOP Deviation

A

Deviations from these policies are authorized when in the judgment of the HAC or OIC, mission priority and benefits clearly outweigh the risks. In all circumstances, the HAC retains the responsibility for the safety of the crew as well as mission completion.

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5
Q

Operational Necessity

A

A mission associated with war or peacetime operations in which the consequences of an action justify accepting the risk of loss of aircraft and crew.

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6
Q

Warning

A

Explanatory information about an operating procedure, practice, or condition, etc., that may result in injury, death or loss of aircraft if not carefully observed or followed.

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7
Q

Caution

A

…may result in damage to equipment…

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8
Q

Note

A

…that must be emphasized.

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9
Q

Shall

A

Is only used when application of a procedure is mandatory.

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10
Q

Should

A

…is recommended.

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11
Q

May/Need not

A

…is optional.

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12
Q

Land immediately

A

Execute a landing without delay.

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13
Q

Land as soon as possible

A

Land at the first site at which a safe landing can be made.

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14
Q

Land as soon as practical

A

Extended flight is not recommended. The landing site and duration of the flight are at the discretion of the PIC.

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15
Q

Primary fuel

A

A fuel that the aircraft is authorized to use for continuous unrestricted operations. (J5, J8, A++(F-24), TS-1)

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16
Q

Restricted fuel

A

A fuel that imposes operational restrictions on the aircraft.

(A1, A, JP-4, B)
JP-4/JET B restrictions:

  • Single engine training prohibited
  • Operational characteristics change (decrease op temp, slower acceleration, shorter range)
  • Due to vapor qualities of mixed JP-4/JET B next 2 refuelings treated as JP-4/JET B
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17
Q

Emergency fuel

A

A fuel that may be used for a minimum time when no other primary or restricted fuel is available in case of emergency or operational necessity.

(J8+100,F-27)

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18
Q

ORM Steps

A 
Identify hazards
Assess hazards
Make risk decisions
Implement controls
Supervise
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19
Q

ORM Principles

A

Accept risk when benefits outweigh the costs
Accept no unnecessary risk
Anticipate and manage risk by planning
Make risk decisions at the right level

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20
Q

ORM Levels

A

Time critical
Deliberate
In-depth

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21
Q

Engine Control System Definition

A

Includes all the components necessary for proper and complete control of the engine to maintain a constant Np/Nr

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22
Q

Engine Oil System Definition

A

Self-contained, pressurized, recirculating, dry sump system

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23
Q

Engine/Inlet anti-ice system Definition

A

Prevents ice buildup on the components of the engine inlet section

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24
Q

Rotor system Definition

A

Fully articulated main rotor
Bearingless, crossbeam tail rotor blade system
Provides antitorque and directional control

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25
Q

AVCS Definition

A

Attenuates the magnitude and reduces the duration of the peak vibratory loads produced by the main rotor

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26
Q

APU System Definition

A

Gas turbine engine that provides pneumatic power for starting the engines and operating the ECS

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27
Q

Transmission System Definition

A

Takes the combined power from the two engines, reduces the rpm, and transfers it to the main and tail rotors. Secondarily provides a drive for electrical and hydraulic power generation. Incorporates an integral wet sump lubrication system that provides cooled, filtered oil to all main transmission bearings and gears.

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28
Q

Fuel System Definition

A

Crashworthy, suction-type system with self-sealing tanks and breakaway valves. Capable of pressure refueling, gravity refueling, and HIFR. Provisions for priming engines, dumping fuel, indicating fuel quantity, and warning of low fuel levels.

  • Upper 2/3 7.62 mm
  • Lower 1/3 14.2 mm
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29
Q

Electrical System Definition

A

AC primary source of electrical power and can be supplied by main generators, APU generator, or external power

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30
Q

Hydraulic System Definition

A

Three hydraulic pumps provide hydraulic pressure to various components of the flight control system, the APU system and the rescue host system.

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31
Q

Flight Control System Definition

A

Helicopter is controlled by varying and intermixing the control outputs from the cyclic, collective, and tail rotor pedals

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32
Q

AFCS System Definition

A

Electrohydromechanical system that provides inputs to the flight control system to assist the pilot in maneuvering and handling the helicopter

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33
Q

Fire Detection System Definition

A

5 sensors (2 each engine, 1 APU)
Infrared and no blue light (sunlight)
False triggers: sunlight filtered through smoke and haze, sunrise/sunset

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34
Q

Hydraulic Pump Components

A 
Px relief valve
Bleed valve
Px filter (no bypass)
Return filter (bypass)
Low level sensing switch
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35
Q

Transfer Module Components

A

Transfer/shuttle valve
Px switch
Primary and T/R shutoff valves

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36
Q

Backup pump characteristics

A
  • Internal depressurizing valve-to aid in starting the AC motor
  • 4 second on APU/external power, 0.5 seconds on main generator
  • With weight off wheels, works automatically in OFF or AUTO
  • Auto initiation for #1 HYD PUMP, #2 HYD PUMP, #1 RSVR LOW, #1 TAIL RTR SERVO cautions
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37
Q

HYD Leak test requirements

A 
AC power
Backup pump in AUTO
All reservoirs full
WoW
Rotors engaged
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38
Q

Utility module characteristics

A
  • Priority valve to rescue hoist secures for low backup pump px
  • velocity fuse secures flow to APU accumulator for excess flow rate i.e. a leak
  • Px switch for backup pump ON
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39
Q

AFCS Components

A
  • SAS
  • Stab
  • AFCS
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40
Q

AFCC Function

A

Commands SAS (inner loop) and trim (outer loop) in all 4 control channels

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41
Q

Stab Function/Inputs

A

Primary purpose is to eliminate nose up in hover or low speed. Secondary is level attitude during cruise and high speed.

Inputs: CLAP

  • Collective position
  • Lateral acceleration
  • Airspeed
  • Pitch rate

2 actuators, each w/ separate amplifier, each provide 1/2 the input; difference in positions causes STAB caution

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42
Q

CILA Functions

A

SAS 2 only
Required for:

  • Hover augmentation/gust alleviation
  • Turn coordination
  • Roll hold
  • Alt hold
  • Coupler functions
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43
Q

Autopilot functions

A

Attitude hold (pitch and roll)
Airspeed hold
Heading hold
Altitude holds

44
Q

Crew Hover speeds

A

+/- 5 KGS via pendant
+/- 20 KGS via pots
+/- 10 KGS via four way trim switch
Total=35 KGS

45
Q

Coupler Latch

A
  • Automatically engaged after approach or manually with button
  • Longitudinal GS +/- 1 KGS of pot for auto or +/- 5 KGS manual
  • +/- 2 ft on radalt
  • Max 116% torque
46
Q

Maneuvering stability

A

At >30 degrees AOB, provides 1% forward cyclic for every 1.5 degrees AOB from 30 degrees to 75 degrees AOB

47
Q

Turn coordination

A

<30 degrees AOB, >50 KIAS
Requires roll >1 degree and either:

  • lateral cyclic >3%
  • cyclic trim depressed
  • 2.5 degree roll with four way trim switch
  • 1 sec heading trim
48
Q

Heading Hold

A

Roll <2 degree and yaw <2 degrees/sec, for 2 seconds

49
Q

Altitude Hold

A

Max TQ 106% >80 KIAS, 120% <80 KIAS

Coupler pots: 1000 fpm up, 200 fpm down

50
Q

Trim Authority

A

100% authority at 10%/sec

51
Q

SAS Authority

A

+/-10% authority

With one SAS inoperative: +/-5% at 2x gain

52
Q

Stab Travel

A

If actuator fails control limited to: 35 degrees if full up, 30 degrees full down

53
Q

AFCS Preflight Req’s

A

Requirements: STRAW

  • WoW
  • Rotor brake ON
  • TQ <10% both engines
  • EGI Attitudes Valid
  • SAS 1 ON (after AFCC on for 20 sec)
54
Q

Automatic Approach Profile

A

Above profile: 360 fpm
On profile:
- >40 KGS: 215 fpm/2.5 kps
- <40 KGS: 130 fpm/

55
Q

Automatic Departure Profile

A

240 fpm/3 kps
(85-100 KIAS)
1 kps

56
Q

Control Mixing

A
  • Collective to yaw; main rotor torque, T/R thrust increased
  • Collective to lateral: tail rotor propeller effect, rotor disc left
  • Collective to longitudinal: downwash on stab; rotor disc forward
  • Yaw to longitudinal: tail rotor lift, rotor disc aft
  • Collective/airspeed to yaw: tail rotor pylon camber, trim fades out
57
Q

APU Characteristics

A

Hydraulically started, air cooled generator, self-contained oil system (2 qts), burns 150 lbs/hr from left tank

58
Q

APU Uses

A

EPs
Single engine training
Practice autos
ECS during extreme temperature operations

59
Q

APU CONT Switch

A

Controls fuel shutoff valve and ESU

60
Q

ESU Electronic Sequence Unit

A
  • Controls and monitors APU
  • Shuts down for failures or exceedances w/ exception of APU OIL TEMP HI
  • Leave APU CONTR switch on for BIT codes
  • APU FAIL
    • High Ng, low Ng
    • High TGT, low TGT
    • Low oil px
    • Start sequence failure
61
Q

Voltages

A

115 VAC
28 VDC converters
24 V NiCad battery

62
Q

GCU Functions

A

Connects generator to bus
Regulates output
Protects system components
Monitors voltage level and frequency

63
Q

Battery Analyzer/Conditioner

A

Monitors for:

  • Fault conditions
  • Battery charge
  • Internal temperature
  • Cell conditions
  • Charges battery
64
Q

ECS Automatic Shutdown

A 
Always:
-C-power
-Starter engaged (no caution)
Air Source to ENG:
-MRP limiter (866 +/- 10 degrees C)
-ENG ANTI-ICE switched ON
-Deice Master on and ice detected
-ECS underpressure (no caution)
65
Q

ECS Characteristics

A

Can accept bleed air from engine, APU, or external (use OFF position for external)
APU provides bleed air regardless of switch position

66
Q

Fire Extinguishing System

A
  • Loss of red plastic discharge disc indicates thermal discharge
  • Last T-handle actuated is the one armed
  • Automatic discharge at 10G impact via battery utility bus
67
Q

APU T-handle

A
  • Closes fuel shutoff valve electrically by removing power
  • Removes power from prime boost pump
  • Stops ESU
  • Arms fire extinguisher
  • Directs valve to APU
68
Q

Deice/Anti-Ice System

A
  • Deice on w/ ice dectected turns on engine anti-ice, windshield anti-ice, and blade de-ice
  • Ice detector senses vibrations, measures changes in probe frequency
  • Main rotor blades deiced in cycles, tail blades de-iced simultaneously
  • Droop stop heaters come on with blade deice switched on
69
Q

Types of Anti-ice

A

Bleed air into swirl vanes and IGV’s
Bleed air into engine inlet
Engine oil through scroll vanes

70
Q

EOT Manual Mode

A

Use if:

  • Ice detect fail
  • Pilot’s judgment that the ice rate system is inaccurate
  • Torque increased to unacceptable level
  • Vibrations increased to unacceptable level
71
Q

Communication Failure Modes

A

Single FMC failure: no impact
FMC Backup (AMC op): no impact to ICS, 1553 data bus lost, all control via OCP/RCU, CLEAR/SECURE only via RCU
AMC Backup (FMCs op): RAD 1 hardwired to pilot, RAD 2 hardwired to copilot, control via RCU, PTT, ICS CALL all stations
Battery Mode: RAD 1 only, hardwired to pilot, control via RCU, PTT, ICS PTT pilots only

72
Q

EGI Alignment Times

A

(attitude/heading/full alignment)

HNAV (commanded, in flight): 10 sec/7 min/15 min
Gyro Compass: 10 sec/90 sec/4 min (shore only)
Stored Heading: 10 sec/30 sec/3 min (shore only)
Directional Gyro: 10 sec/2 min/ (HI w/ heading, LO without)

73
Q

Functions of HMU

A
  • Rapid engine transient response through collective compensation
  • Automatic fuel scheduling for start
  • Ng overspeed (110 +/- 2%)
  • Ng governing (T2, P3, Ng)
  • Acceleration limiting
  • Flameout and compressor stall protection
74
Q

Functions of EDECU

A
  • 400 HZ
  • Np governing
  • Np overspeed (120%)
  • Np overspeed test (96%)
  • Ng decay relight (5 sec ignition, 62% disabled)
  • TGT limiting (866 +/- 10 degrees C)
  • Auto-ignition (overspeed 120%, 5 sec ignition)
  • C-power (891 +/- 10 degrees C)
  • Hot start prevention (900 degrees C, Ng <60% and Np <50%, restored 300 degrees C or 25 sec)
  • EDECU lockout (disables TGT limiting, Np governing, load sharing; retains Np overspeed and hot start prevention)
  • Engine load sharing
  • Fault diagnostics (Ng < 20%, Np < 35%, OEI, 400 Hz)
  • Engine speed trim (96-101% Np)
  • Cockpit vids (Np, TGT, Q)
  • Transient Droop Improvement (TDI)
  • MRP limiter (866 +/-10 degrees Celsius)
  • Auto C-power (one engine torque < 50%, no advisories)
75
Q

Functions of ODV

A
  • Provides fuel to 12 injectors
  • Purges fuel overboard on shutdown to prevent coking
  • Traps fuel in fuel-oil heat exchanger to avoid priming
  • Returns fuel to HMU if Np overspeed or hot start
76
Q

Servicing Quantities/Times

A

Engine oil: 7.3 qts, wait 20 min
APU oil: 2 qts, wait 1 hour
Transmission oil: 7.5 gal, 30 minutes-2 hour hot, >2 hour
Tail gearboxes: 2.75 qts
Hydraulic reservoirs: 1 qt (utility 0.92 qt)
Rescue Hoist: 1.16 qt
Engine Starter: 200cc

77
Q

Fuel Restrictions

A

Shipboard hangaring flashpoint 120 degrees F (70% JP-5 + 30% JP-8)

78
Q

Fuel Quantities

A

(Pressure (55 psi)/closed circuit (15 psi)/gravity)
Mains: 359/356/360
Aux: 194/194/200

79
Q

Fuel Boost Pumps

A
  • Before takeoff after 10 minutes of nose down ground ops (off after 10 sec level)
  • Prior to nose up maneuver after sustained nose down, low power operations (off after 30 sec nose up)
  • Using JP-4 or JET B
  • Alternate means of priming engines
  • Fuel low caution
  • Fuel pressure caution
  • Fuel filter bypass caution
  • Engine air restart
80
Q

Transmission Limits

A
  • Limited by Nr, TRQ, oil pressure, oil temperature
  • Hovering >96 degrees F (30 degrees C) with high gross weight, precautionary range less than 30 minutes during any one flight
  • Steady state level 45-60 psi
  • Not immediate emergency but indicative of a degraded lubrication system, any discrepancy shall be MAF’d
    • Steady pressure outside of 45-60 psi, but within 35-60 psi
    • Fluctuations in range 10 psi, inside 30-65 psi
    • Transient pitch or steady state nose high (autos, downwind hover, rearward flight, slope up landings):
    • Momentary fluctuations below 30 psi and transient drops below 20 psi for 1 sec
    • Operations with fluctuations below 30 psi maximum 30 minutes
81
Q

Engine Data

A

T700-GE-401C engines

82
Q

Dimensions

A 
Overall: 64 ft 10 in
Wheel width: 9 ft 9 in
Main rotor: 53 ft 8 in
Folded length: 41 ft 4 in
Tail rotor: 11 ft
Folded width: 10 ft 8 in
Wheel base: 29 ft
Turning radius: 42 ft
FLIR clearance: 1 ft 3 in
Main Gear Width: 9 ft 8.6 in
83
Q

Steps of Every EP

A

MADCD

  1. Maintain control of the aircraft
  2. Alert the crew
  3. Determine the precise nature of the problem
  4. Complete the applicable emergency procedure or take action appropriate for the problem
  5. Determine the landing criteria and land as required
84
Q

APU Restart

A

Wait 2 minutes for residual fuel to vaporize

85
Q

Stab Manual Mode

A
  • Shall not fly if stab fails any check for manual operation, position indication or warnings
  • In manual mode:
    • Swimmer deployments below 15 AGL
    • Night takeoffs, approaches, or landings (except one)
    • Automatic approaches
    • Simulated EPs including autos
    • IMC flight
86
Q

Reasons to abort start

A

Ng not 14% in 6 seconds
No oil px within 30 sec
No light-off within 30 sec of PCL to idle
Starter drops out before 52% Ng
TGT reaches 851 degrees C before idle speed

87
Q

Hot start

A

Two attempts, motor 60 sec, TGT < 50 degrees C

88
Q

Droop Stop Seating

A

1/2 inch collective on start, 1.5 inches on shutdown

89
Q

Vortex Ring State

A

Effect measurable at 0-20 KIAS/700 fpm, worst 5-10 KIAS/1500 fpm
Fully developed characterized by:
-Unstable condition where helo experiences uncommanded pitch and roll oscillations
-Has little or no cyclic authority
-6000 fpm possible
Seen in: Quick stop manuevers and auto recoveries
Recovery: reduce collective and increase to > 20 KIAS recovery

90
Q

Blade Stall Recovery

A
  • Decrease collective
  • Decrease severity of maneuver
  • Decrease airspeed
  • Decrease altitude
  • Decrease gross weight
  • Increase Nr
91
Q

Rollover

A

Static: 25 degrees
Critical: 15 degrees

92
Q

Salt encrustation

A

20 degrees C rise indicative (for constant torque)
40 degrees C compressor stall (for constant torque)
Worst winds 8-12 knots, <30 ft

93
Q

Compressor Stall Indications

A
  • Rapid rise in TGT
  • Hangup or rapid decrease in Ng
  • Loss of power
  • Change in engine noise from barely audible to muffled explosions
94
Q

Loss of Tail Rotor Authority

A

Power issue

  • High density altitude/gross weight
  • Left pedal response sluggish
  • Nr droops while TRQ increases
  • Aircraft spins right
95
Q

Loss of Tail Rotor Effectiveness

A 
Inability to provide sufficient force to maintain yaw controllability.
-Relative wind direction
-Low speed/high power maneuvering
-Operating RPM
-Gross weight
-DA
Weather vaning
-120 degrees-140 degrees
Tail Rotor Vortex Ring State
-210 degrees-330 degrees
Main Rotor Disc Vortex Interaction 
-Primarily 280 degrees-330 degrees; less frequently 030 degrees-080 degrees
96
Q

LTE Recovery

A
  • Altitude permitting, lower collective
  • Forward cyclic to increase to increase airspeed and if necessary turn in direction of rotation
  • At very low speeds or hover, apply full left pedal
97
Q

Malfunctioning Anti-Ice/Start Bleed Valve Indications

A

ENG ANTI-ICE ON w/ Ng >90% or 94% above 15 degrees C
No ENG ANTI-ICE ON w/ Ng below approximately 88%
No ENG ANTI-ICE ON when switches ON
No rise in TGT (30-100 degrees C) when switches ON

98
Q

Main Transmission Immediate Failure

A

Indications:

  • Yaw attitude excursions with no control input
  • Increase in power required for fixed collective setting
  • Failure of main generator or main hydraulic pump
  • Increased noise, vibrations, or abnormal fumes
99
Q

Tail/Intermediate Transmission Immediate Failure Indications

A

Strong medium frequency vibrations
Hot metal fumes
Any other associated indications

100
Q

Loss of Tail Rotor Control

A

Cable: balanced flight at 25 and 145 KIAS (based on 19,500 lbs level flight)
Hydraulic: normal yaw control 40-120 KIAS from yaw boost servo, normal control on deck

101
Q

Battery Life

A

11 minutes day
9 minutes night
Backup attitude indicator 9 minutes after battery depletion
Low charge 40%, drops DC ESS bus 35%, no CADS 30%

102
Q

Engine Airflow

A
  1. Inlet (heated)
  2. Swirl vanes (heated/rotated)
  3. Collection scroll
  4. IPS (overboard via exhausted)
  5. Deswirl vanes (derotated)
  6. Inlet Guide Vanes
  7. Compressor (5 axial, 1 centrifugal) (heated/rotated)
  8. 2 stage Ng turbine
  9. TGT harness
  10. 2 stage Np turbine
  11. HIRSS
    - 30% combustion, remainder T2/P3/cooling/oil seal px
103
Q

Fuel Flow

A
  1. Main Tank
  2. Boost Pump
  3. Fuel selector valves
  4. Engine-driven boost pump
  5. Fuel px sensor
  6. Filter px sensor
  7. HMU (hi px fuel pump, metering valve, vapor/shutoff valve)
  8. Fuel/oil cooler
  9. ODV
  10. Injectors
104
Q

Flight Control Flow

A
  1. Controls
  2. Aft and outboard
  3. Up to overhead torque shaft and trim (pitch/roll=hyd; collective/yaw=electrical) servos
  4. Pilot assist servos (3 boost, 4 SAS actuators)
  5. Mixing unit
  6. Fore/aft/lateral to primary servos
  7. Bridge assembly
  8. Swashplate
  9. Yaw to tail rotor cables
  10. Tail rotor quadrant
105
Q

HMU Fuel Taps

A

Metering valve
Variable geometry vane servo and start/bleed valve
Amplifying T2, P3, Ng

H2P BAAS (4 decks)

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