Daily Questions Contact Flashcards

1
Q

What are the definitions of “WARNINGS” CAUTIONS” and “NOTES” inthe operator’s manual?

A

An operating procedure, practice, condition or
statement, which if not correctly followed, could
result in personal injury or loss of life.

An operating procedure, practice, etc., which if
not strictly observed, could result in damage to
or destruction of equipment.

An operating procedure, condition, etc., which
is essential to highlight.

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2
Q

Where does the APU get its fuel?

A

The APU receives fuel from the left main fuel tank through a booster pump, a manual fuel shutoff valve, and two solenoid valves. The APU fuel burn rate is approximately 90 PPH.

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3
Q

Where is the APU ESU located and what does it do?

A

The ESU/DESU is mounted on the left side of the cabin above the ramp (Figure 2-61). The unit monitors APU starting and operation. The unit continuously compares APU speed and exhaust gas temperature with limits programmed into the ESU/DESU circuits. If a limit is exceeded, the ESU/DESU will automatically shut down the APU.

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4
Q

What is the difference between angle-of-incidence and angle-of-attack?

A

Angle of incidence is a “mechanical angle” and AOA is an “aerodynamic angle””

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5
Q

How is dissymmetry-of-lift compensated for in a tandem rotor helicopter with a fully articulated rotor system?

A

In tandem-rotor helicopters, the aviator does not manually compensate for dissymmetry of lift whenapplying forward cyclic. Automatic cyclic-feathering systems are installed on tandem-rotor helicopters. Thesesystems are activated through computer-generated commands at specified airspeeds, usually starting around 70knots.

At low airspeeds, blade flapping compensates for dissymmetry of lift. As airspeed increases, these systems program allowing a more level fuselage attitude and reduce stresses on the rotor driving mechanisms.

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6
Q

During run-up, prior to engine start, how are the flight control hydraulics pressurized?

A

Utility power system (pressurized by the APU motor pump) provides pressure to the flight controls through the PTUs

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7
Q

Below what pressure altitude will the engine driven fuel pumps draw fuel from the main tanks if both main fuel pumps fail?

A

6,000 ft PA

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8
Q

What is the emergency procedure for an ENG1 FUEL PRESS LO or ENG2 FUEL PRESS LO Caution?

A

Immediate Actions:
1. XFEED Switch — OPEN (above 6,000
feet PA).
Subsequent Actions:
1. FUEL PUMP(S) Circuit Breakers — Check
in.
Pump(s) are operational:
2. XFEED Switch — CLOSE.
Pump(s) are not operational:
3. FUEL PUMP Switch(es) (inoperative
pump(s)). — OFF.

  • Failure of main tank fuel boost pumps with
    the crossfeed open and a fuel low condition
    may result in a dual engine flameout.
  • Nose low attitudes should be avoided.
  • Nose low attitudes in excess of 5° may cause
    fuel starvation prior to the fuel low caution
    activating.
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9
Q

What is the emergency procedure for L FUEL LVL and ENG2 FUEL PRESS LO Caution?

A

Immediate Actions:
1. XFEED switch — CLOSE.
Urgency to Land:
LAND AS SOON AS POSSIBLE

Failure of main tank fuel boost pumps with
the crossfeed open and a fuel low condition
may result in a dual engine flameout.
* Nose low attitudes should be avoided.
* Nose low attitudes in excess of 5° may cause
fuel starvation prior to the fuel low caution
activating.

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10
Q

Explain GO/NO GO Torque.

A

The GO/NO-GO TQ value, calculated at the desired HVR altitude, is proportional to the MAX TQ AVAIL (10-minute limit) at OGE. That is, if the GO/NO-GO TQ is exceeded at the desired HVR altitude, then MAX TQ AVAIL (10-minute limit) will be exceeded if OGE maneuvers are attempted. OGE maneuvers should not be attempted if GO/NO-GO TQ is exceeded.

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11
Q

Explain Validation Factor.

A

Validation factor is a TQ value that is equal to your MAX allowable GWT for your mission profile based on departure conditions. If this value is exceeded prior to obtaining a desired wheel height HVR altitude then the aircraft GWT must be adjusted (unload cargo, passengers, or fuel) to ensure the aircraft is kept within the current operator’s manual limitations.

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12
Q

What is the maximum time for the pitot heat switch to be “ON” while on the ground and does this switch heat anything else?

A

The PITOT HEAT switch shall not be on for more than 5 minutes on the ground. Power to the heater elements to the pitt tubes and the static ports

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13
Q

What are the ground operation limitations for the CH-47F?

A

To prevent droop stop pounding when all landing gear are in contact with the ground, and the Thrust Contr lever is at ground detent, flight control movements shall not exceed the following from the neutral position:
* Right or left directional pedal – 0.75 inch
* Aft cyclic – 2.00 inches
* Lateral cyclic – 1.00 inch
* Thrust Contr lever – No lower than ground detent

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14
Q

When are taxi directors and/or blade watchers required?

A

If necessary to taxi when less than 75 feet clearance exists between the centerline of the helicopter and obstruction, use taxi directors and blade watchers familiar with CH-47 turning characteristics.

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15
Q

How long is the aircraft from aft rotor tip to forward rotor tip with the rotor blades turning?

A

98 ft 10.7 inches

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16
Q

When do you have to check the FWD, COMB and AFT XMSN oil levels after shutdown?

A

COMB - within 30 mins of shutdown
FWD/AFT - after 30 mins

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17
Q

At what fuel quantity will the L FUEL LVL or R FUEL LVL be displayed on the WCA page (include associated NOTE)?

A

CAAS displays a caution, L FUEL LVL or R FUEL LVL, when the engines are running and the DCU reported left or right main fuel tank quantity is ≤ 360 pounds for more than 2 seconds.

This CAAS function serves as a back-up to the fuel quantity low level warning system.

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18
Q

This question has two parts:
a. The L FWD AUX PRESS advisory light activates during flight. What is the first thing you should do on seeing this advisory?
b. After this, you see that the L FWD AUX FUEL tank indicates 400lbs. You carry out the Checklist actions but the fuel remains unusable. What should you do with the fuel pump switch?

A

FUEL quantity — Check.

AUX FUEL PUMP switch(es) (inoperative
pump(s)) — OFF.

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19
Q

With an AUX Fuel Pump failed with 400 lbs. of fuel remaining, what considerations do you have regarding the total fuel indicated on the fuel page?

A

The auxiliary fuel tank status indicator is displayed as a white X over the fuel tank readout window to indicate usable (no X) and unusable (X displayed) fuel. When fuel is deemed unusable it is removed from performance calculations and from the total fuel symbology.

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20
Q

Where are the cross-feed fuel valve warning lights located on the A/C and what do they indicate?

A

Two press-to test engine fuel valve warning lights (Figure 2-29), one next to each engine fuel valve, indicate the operating condition of the respective fuel valve and associated circuitry.

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21
Q

Under what conditions will the XFEED fuel valve warning lights illuminate?

A

(a) Each time the XFEED switch is moved from CLOSE to OPEN, or OPEN to CLOSE, or when a FIRE PULL handle is pulled or pushed. Once the valve has completed its transit operation to either fully open or fully closed, the light should extinguish, indicating the valve is synchronized with the switch position.

(b) When a short circuit occurs, causing a
signal to be applied opposite to the valve position. However, the valve remains at the position last selected.

(c) When the valve protection relay fails. The valve remains at the last selected position and the valve can be operated manually, as required

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22
Q

Where can you find the list of fuels that may be used in a CH-47F?

A

Chapter 2

(1) Army Standard Fuels. JP-8 and F-24 are
the Army-designated primary fuels adopted for worldwide
use.

(2) Alternate Fuels. JP-4, JP-5, and equivalent
commercial fuels can be used continuously without
power reduction when Army standard fuel is not available.
Performance adjustments and increased maintenance
may be required when an alternate fuel is used.

(3) Emergency Fuels. 100LL (Low Lead) AVGAS
(Aviation Gasoline) is authorized for use as an
emergency fuel with operation not to exceed 6 hours cumulative
time and a DA Form 2408-13-1 entry required.

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23
Q

What is the difference between Commercial Grade A and A+ fuel?

A

Commercial fuel such as ASTM-D-1655 not containing an icing inhibitor per MIL-DTL-85470 (commercial name is “PRIST”). Use PRIST IAW the can instructions. Anti-icing and Biocidal Additive for Commercial Turbine Engine Fuel - The fuel system icing inhibitor shall conform to MIL-DTL-85470. The additive provides anti-icing protection and functions as a biocide to kill microbial growths in fuel systems. Icing inhibitor conforming to MIL-DTL-85470 shall be added to commercial fuel not containing an icing inhibitor during refueling operations, regardless of ambient temperatures. Refueling operations shall be accomplished IAW accepted commercial procedures.

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24
Q

What protective clothing and equipment will all crewmembers wear while performing crew duties?

A

The following clothing and equipment will be approved for aviation use and worn in accordance with AR 670–1, DA Pam 670–1, and CTA 50–900 by all personnel while performing crew duties:
(1) Identification tags.
(2) Under layer clothing made of cotton, wool, nomex, or materials approved.
(3) Flight suit.
(4) Boots.
(5) Flight gloves.
(6) Flight helmet.

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25
Q

What is the emergency procedure for ENG OIL CAUTIONS?

A

If engine power is not required for flight:
EMER ENG SHUTDOWN (affected engine).
Urgency to Land:
1. LAND AS SOON AS POSSIBLE — If
engine power is required for flight.
2. LAND AS SOON AS PRACTICABLE. — If
engine power is not required for flight.

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26
Q

When will the caution lights for ENG Engine Oil Low Quantity, High Temperature or Low/High pressure activate?

A

When either one or both of these cautions activate, about 2 quarts of usable oil remain in the respective engine oil tank.

If the ENG1 OIL HOT or ENG2 OIL HOT cautions are displayed, the oil temperature in the affected engine is at or above 149° C.

The ENG1 OIL PRESS LO or ENG2 OIL PRESS LO caution indicates oil pressure is below that which is required for the current NG speed in the affected engine.

The ENG1 OIL PRESS HI or ENG2 OIL PRESS HI caution indicates that the oil pressure in the affected engine is greater than 90 psi.

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27
Q

When has a rotor over-speed occurred?

A

A rotor over-speed exists when NR reaches 111.5%

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28
Q

When may a NP over-speed exist?

A

Power Turbine (NP) Limits. A power turbine (NP) overspeed may exist, depending on power being used when 106% NP is exceeded. The maximum limit for power turbine (NP) is 111.5%.

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29
Q

When has an NG over-speed occurred?

A

An NG overspeed exists when a speed of 111% NG is exceeded. An NG overspeed can cause over-temperature and/or over-torque.

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30
Q

Define ground resonance.

A

Ground resonance may develop in helicopters having fully-articulated rotor systems when a series of shocks cause the rotor blades in the system to become positioned in unbalanced displacement.

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31
Q

Identify the Cause of Ground Resonance

A

Groundresonance occurs when the helicopter contacts the ground during landing or takeoff (figure 1-83, page 1-66). If one wheel of the helicopter strikes the ground ahead of the others, a shock is transmitted through the fuselageto the rotor. Another shock is transmitted when the next wheel hits. The first shock causes the blades straddlingthe contact point to jolt out of angular balance.

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32
Q

Identify the Contributing Factors and Corrective Action for Ground Resonance.

A

Defective drag dampers allowing excessive lead and lag and creating angular unbalance. Improperly serviced or defective landing-gear struts. Hard landings on one skid or wheel. Ground taxiing over rough terrain. Hesitant or bouncing landings.

Corrective action may consist of an immediate takeoff to a hover or a change in rotor RPM to alleviate the condition and disrupt the pattern of oscillation.

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33
Q

Describe where the Proximity Switches are located and how they enhance ground handling.

A

Proximity switches (Figure 2-1), also referred to as the Weight-On-Wheels (WOW) switches, are installed on each aft landing gear. Each switch is activated when its associated shock strut is compressed during touchdown. When activated, signals from both switches are sent to the DAFCS to improve ground handling by reducing pitch axis gain of the DAFCS, cancelling stick input to the DASH actuators, and by driving both LCT actuators to the ground position. The associated L(R) GND CONT indicating lights on the Maintenance Panel will also illuminate.

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34
Q

Describe the functions of the Left and Right Weight-On-Wheels switches (include table and paragraph items).

A
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35
Q

What CAUTION is associated with the Landing Gear Proximity (Weight- On-Wheels) Switches?

A

FWD/AFT LCTA Fail Caution

DASH will not operate properly

36
Q

How will the landing gear proximity switches be affected during a water landing (relate this to an up-slope landing when the aft gear is not in contact with the ground)?

A

Aft landing gear proximity switches are not activated in a water landing. As a result, DASH actuators will respond to longitudinal stick motion, producing an apparent increase in control sensitivity. Cyclic motion of ± 3/4 inch from neutral, if held, will drive the DASH actuators hard-over. If longitudinal cyclic movement is required for taxiing, set the DAFCS SYSTEM SEL switch to OFF.

37
Q

While operating under ground regime conditions, with either the L or R GND CONT light active, and the ALT-INIRT or ALT-RAD modes armed, is the UP/DN switch active?

A

When either the L or R GND CONT light transitions to active, the DECEL/PSN and VEL modes will disengage, but the ALT-INRT and ALTRAD modes will revert to the armed state. When either the L or R GND CONT light is active, the DAFCS selectable modes can be armed by the pilot, but they cannot activate. Note that, while the ALT-INRT or ALT-RAD mode is armed on the ground, the thrust control lever may be beeped up or down to aid in takeoff and landing.

38
Q

At what speeds is the low speed regime active?

A

Low Speed Regime. The low speed regime is active when weight is off wheels and the aircraft has not accelerated past 45 knots airspeed. The low speed regime will become active again after
the aircraft has decelerated below 35 knots airspeed. There is no rearward or sideward speed limit for the low speed regime, however the limitations in Chapter 5 must be observed.

39
Q

List the functions provided by DAFCS in the Low Speed Regime.

A

Pitch Attitude Stability
Heading Hold
Roll Axis ACAH
Low Speed Turn Coordination
Velocity Hold (VEL)mode and Deceleration/Position Hold (DECEL/PSN) mode

40
Q

What are the characteristics of the Forward Flight regime?

A

Longitudinal Static Stability
Airspeed Stability
Pitch Attitude Stabilization
Bank Angle Hold
Heading Hold
Directional Static Stability
Turn Coordination
Roll Wings Level Mode

41
Q

At what speeds is the low speed regime active?

A

Low Speed Regime. The low speed regime is active when weight is off wheels and the aircraft has not accelerated past 45 knots airspeed. The low speed regime will become active again after
the aircraft has decelerated below 35 knots airspeed. There is no rearward or sideward speed limit for the low speed regime, however the limitations in Chapter 5 must be observed.

42
Q

Explain the use of the DAFCS trim switch.

A

AFCS TRIM Switch. The AFCS TRIM switch performs different functions depending on which DAFCS modes are active. With no selectable modes active, the AFCS TRIM switch backdrives the longitudinal cyclic stick (effectively commanding airspeed changes) and commands changes in bank angle. For VEL mode, the AFCS TRIM switch commands changes in groundspeed. In DECEL mode, it temporarily adjusts the deceleration rate. For PSN mode, the AFCS TRIM switch adjusts position or, if it is held, commands a fixed groundspeed. In LEVEL mode the lateral switch commands a standard rate turn.

43
Q

What are the two groundspeed based “velocity stabilized” modes and how are they selected? (Include NOTE)

A

There are two groundspeed-based “velocity stabilized” pilot-selectable DAFCS modes: Velocity Hold (VEL) mode and Deceleration/Position Hold (DECEL/PSN) mode. The VEL and DECEL/PSN modes are selected with the four-way switch on the thrust control lever and are mutually exclusive.

Note:
The longitudinal stick may move slightly when
DECEL/PSN or VEL is active. This is normal
operation of the Velocity Stabilized modes.

44
Q

Define and discuss Linear Acceleration Command/Velocity Hold (VEL).

A

VEL can be armed at any speed but will activate only below 35 knots forward groundspeed. It will remain active up to 45 knots forward groundspeed. In this mode, longitudinal and lateral ground-referenced acceleration is proportional to cyclic stick displacement. Relaxing cyclic stick forces causes the aircraft to hold
constant groundspeed and ground track.

45
Q

Define and discuss Deceleration/Position Hold (DECEL/PSN).

A

DECEL/PSN can be armed at any speed but will activate only below 65 knots forward groundspeed. It will remain active at up to 70 knots forward groundspeed. When total groundspeed is greater than 1 knot, DECEL will activate and decelerate the aircraft to a zero velocity hover at 2 knot/sec. When total groundspeed is less than 1 knot, PSN will replace DECEL and the aircraft will hold position

46
Q

What is disabled while pressing the centering device release (CD REL) switch?

A

The CD REL (Centering Device Release) switch is used to simultaneously release the force-feel trim magnetic brakes for the lateral, longitudinal, and directional flight controls allowing the controls to be freely repositioned. Upon release of the switch, the magnetic brakes will be reapplied, establishing a new trim position for each flight control. While pressed, the CD REL disengages DAFCS bank angle hold and heading hold and synchronizes both to the current states. It suspends VEL, DECEL, PSN and LEVEL, and momentarily disables the flight director lateral and longitudinal-axis coupling. When released, all DAFCS functions will resume, and the flight director will return to the last selected heading or course.

47
Q

What are the design features of the aircraft that enhance DAFCS off flight?

A

In general, the DAFCS-off flight characteristics
are enhanced by spoilers on the forward pylon,
strakes on the fuel pods and ramp, and a blunted aft pylon.

48
Q

Outline the techniques that should be used during DAFCS off Flight?

A

a. Maintain airspeed below established limits.
b. Enter all maneuvers smoothly, keep control
movements coordinated and avoid overcontrol.
c. Constantly scan the inclinometer to maintain
trimmed flight.
d. React positively but smoothly to divergent movements.

49
Q

What are the airspeed limitations while on a single DAFCS, and with DAFCS off?

A

The airspeed limit when operating on single DAFCS is 100 KCAS or Vne, whichever is slower. The helicopter may be operated with both DAFCS off up to 160 KCAS or Vne, whichever is slower, provided both DAFCS are disabled below 100 KCAS.

50
Q

Define Drag?

A

Drag is the net aerodynamic force parallel to the relative wind, usually the sum of two components: induced drag and parasite drag. Drag is the force opposing the motion of an airfoil through the air.

51
Q

Identify and discuss the different types of drag.

A

Parasite Drag - Parasite drag is incurred from the non-lifting portions of the aircraft. Parasite drag increases with airspeed and is the dominant type at high airspeeds.

Profile Drag - Profile drag is incurred from frictional resistance of the blades passing through the air. At high airspeeds, profile drag increases rapidly with onset of blade stall or compressibility

Induced Drag - Induced drag is incurred as a result of production of lift. In rotary-wing aircraft, induced dragdecreases with increased aircraft airspeed.

52
Q

Explain the Emergency Response Method?

A

F Fly the aircraft. Gain or maintain a safe rotor
speed, attitude, height, speed and heading.
A Alert the crew to the problem. Utilize aircrew
coordination principles and supporting qualities.
D Diagnose the emergency. Conduct malfunction
analysis and confirm diagnoses with the crew.
E Execute emergency procedure steps IAW the
FRCs. Immediate Underlined steps will be
performed from memory, while non-underlined
steps will be performed using the FRCs.
C Communicate the plan of action to the crew and
supporting agencies (ATC, wing, etc.).
F Fly the aircraft

53
Q

What is the most important single consideration during an emergency?

A

Aircraft Control

54
Q

Define retreating blade stall and its effect on Tandem Rotor helicopters.

A

Condition in which the zero lift portion of the retreating blade increases in span and cannot produce enough lift to sustain flight.

The effects of retreating blade stall in a tandem-rotor helicopter create a different response. With the forward and aft rotor systems turning in opposite directions, effects of retreating blade stall on the separate rotors tend to counteract themselves. The pitch-up of the nose will be insignificant. Blade stall probably occurs on the aft system first as it operates in the turbulent wake of the forward rotor system. The most likely effect is an increasing vibration which is easily reduced by slowing down and reducing collective pitch (thrust).

55
Q

What conditions lead to retreating blade stall?

A

High blade loading (high gross weight).
Low rotor RPM.
High- density altitude.
High G-maneuvers.
Turbulent air.
Recovering from blade stall.

56
Q

How do you recover from retreating blade stall?

A

Reduces collective.
Reduces airspeed.
Descends to a lower altitude (if possible).
Increases rotor RPM to normal limits.
Reduces severity of the maneuver.

57
Q

What are the indications of an engine failure?

A

The best indication of engine failure is the ENG 1(2) FAIL warning
and the voice warning.

A supporting indication of engine failure may be a continuing decrease in NG speed, increased TQ on the failed engine and a compensating increase in TQ on the remaining engine, accompanied by a possible droop in NR. An engine failure will have
no effect on any of the helicopter systems, as long as the NR is maintained above the minimum speed.

58
Q

When does the ENG1 or ENG2 FAIL warning activate? (Include NOTE)

A

During normal shutdown, as NG decreases below 48%, the ENG1 FAIL or ENG2 FAIL warning is activated and then turned off 12 seconds after NG decreases below 40% as the ECU shutdown BIT check is performed.
* If the ENG1 FAIL or ENG2 FAIL and ENG1 FADEC or ENG2 FADEC and/or REV 1 FAIL or REV 2 FAIL cautions are active (which signifies a fixed fuel flow condition), toggling the PRI/REV switch reboots the
microprocessor in the ECU.
* Power turbine shaft failure (NP is greater than NR by more than 3%).
* NG underspeed (NG speed is below 48%).
* Engine flameout.
* Over temperature start abort (Primary mode only).
* FADEC Primary and Reversionary failure.

59
Q

Discuss considerations for thrust inputs after a single engine failure at a hover.

A

Thrust control lever adjustments will depend on altitude at the time of engine failure. For example, at a hover below 20 feet, maintain thrust control position. At a hover above 20 feet, thrust should be lowered slightly to maintain at least 96% NR. If altitude permits, thrust may be lowered sufficiently to maintain normal NR.

60
Q

Discuss considerations for cyclic inputs for a single engine failure at a low hover.

A

Cyclic inputs will depend on altitude and airspeed. At a low hover, the helicopter should be maintained in a hovering attitude. In forward flight, at low altitudes (below 50 feet) when S/E flight is not possible, a decelerating attitude should be assumed to dissipate airspeed and aid in cushioning the helicopter. If the helicopter is below the minimum S/E airspeed, and altitude permits, forward cyclic should be applied to attain a nose-low attitude of up to 30° in order to gain airspeed. As airspeed increases to 30 knots, adjust the pitch attitude of the aircraft to accelerate to the best S/E airspeed.

61
Q

What airspeed should be maintained after a single engine failure in flight?

A

Best S/E airspeed

62
Q

The generator control unit (GCU) protects the electrical system from what conditions and faults?

A

The Generator Control Unit (GCU) also provides generator feeder fault, overload, and short circuit protection. If a fault occurs between the feeder and the airframe, the control unit will disconnect the generator.

63
Q

What are the primary active indications of a “No Bus Tie” with a generator failure?

A

The primary active caution messages to look for in determining whether or not a bus tie exists are the #1 RECT and #2 RECT FAIL, ENG1 and ENG2 FUEL PRESS LO, and AFCS 1 and AFCS 2 FAIL
(all on the failed GEN side).

64
Q

If both generators fail in flight, what is the only source of electrical power available?

A

24 Vdc from the battery

65
Q

Where is the No. 2 DC CROSS-TIE Circuit Breaker located?

A

On the No 2 PDP on the pilot’s side of the cockpit
B-33

66
Q

When do the HYD FLT CONTR pressure cautions become active and inactive?

A

Whenever hydraulic pressure drops below 1800 psi in one of the flight control systems or the utility system, that system’s caution will activate. The caution deactivates as increasing pressure approaches 2300 psi.

67
Q

What is the emergency procedure for #1 HYD FLT CONTR or #2 HYD FLT CONTR caution?

A

Actions:
1. PWR XFER switch (affected system) —
ON.
F 2. MAINTENANCE PANEL — Monitor.
Urgency to Land:
LAND AS SOON AS POSSIBLE

68
Q

How would a HYD PUMP FAULT be indicated to the pilot? What actions should be taken in the event of a HYD PUMP FAULT indication?

A

Illumination of No.1, No.2, UTIL, or APU. hydraulic pump fail indicator lamps on the MAINTENANCE PANEL

Should the indicator lamp illuminate, perform the following:
Actions:
F MAINTENANCE PANEL — Monitor.
LAND AS SOON AS POSSIBLE — If temperatures or
pressure are abnormal , or an abnormal vibration occurs.
LAND AS SOON AS PRACTICABLE — If no abnormal
temperatures, pressure or vibration occurs.

69
Q

What is the emergency procedure for the UTIL HYD PRESS LO caution?

A

Actions:
Fluid loss is evident:
1. Isolation switch (affected subsystem) —
OFF.
F 2. MAINTENANCE PANEL — Monitor.
3. Refer to Urgency to Land
Fluid loss is not evident:
4. APU — Start
5. MAINTENANCE PANEL — Monitor.
6. Refer to Urgency to Land
Urgency to Land:
LAND AS SOON AS POSSIBLE — If fluid
loss is evident or abnormal temperatures,
pressures, or vibration occurs.
LAND AS SOON AS PRACTICABLE — If
fluid loss is not evident.

70
Q

What items may be affected depending on the nature of a UTIL HYD system failure? (Include NOTE)

A

Depending upon the nature and location of the system failure, it may not be possible to operate the following items of equipment: APU, engine starters, ramp and cargo door, wheel brakes, swivel locks, power steering, cargo hooks, PTUs and winch/hoist. The following list may assist in isolating systems:

  • The RAMP PWR switch will isolate the ramp and cargo door hydraulic system
  • the PWR STEER switch will isolate the wheel brakes, swivel locks and power steering hydraulic system.
  • If any of the isolated systems need to be activated after landing, the applicable switch may be set back to ON after landing if required

NOTE
A thermal switch turns the heater blower on if temperature rises above 29º C and may cause hydraulic mist to enter the cockpit through the ventilation system. To turn the blower off, place
the heater switch to HTR ON.

71
Q

What is the purpose of the LCTs and what CAUTION is associated with LCT actuator failure?

A

LCT control is part of the DAFCS. The LCT reduces fuselage nose down attitude as forward airspeed is increased, thus reducing fuselage drag. The system also reduces rotor blade flapping which results in lower stresses on the rotor shafts.

CAUTION:
If the LCT actuators fail at the full retract position, or are manually selected to the full retract position, do not exceed the airspeed limitations shown in Chapter 5.

72
Q

What is the emergency procedure for FWD LCT and/or AFT LCT FAIL caution(s)?

A

Actions:
If in AUTO mode:
CYCLIC TRIM switch — Cycle switch
If failure still exists:
1. A/S — Adjust.
2. CYCLIC TRIM circuit breakers — In.
3. CYCLIC TRIM switch — MANUAL.
4. FWD and AFT CYCLIC TRIM switches —
Adjust for A/S.
If LCT operation is not indicated:
FWD and AFT CYCLIC TRIM switches —
RET for 30 seconds before landing.
If in MANUAL mode:
CYCLIC TRIM switch — Cycle switch
If failure still exists:
1. A/S — Adjust.
2. CYCLIC TRIM circuit breakers — In.
3. CYCLIC TRIM switch — AUTO.
If LCT operation is not indicated:
1. CYCLIC TRIM switch — MANUAL.
2. FWD and AFT CYCLIC TRIM switches —
RET for 30 seconds before landing.

73
Q

Discuss the associated NOTEs and procedures for an LCT failure during cruise flight or with one or both failed in the fully retracted position.

A

Prior to responding to any LCT failure emergency procedure, cycle the cyclic trim AUTO/MANUAL switch one time to ensure that the LCT failure still exists. It is possible that the LCT failure was caused by a momentary fault and has been corrected.

  • Should both ADCs fail, the CHECK LCTS advisory will be inoperative. Therefore, the POWER TRAIN page should be accessed and the LCT’s indications monitored.
74
Q

What type of approach should you make if both LCTs failed in the extended position (unable to retract)?

A

If one or both actuators fail in an extended position, the pitchattitude of the helicopter will be higherthan normal during the approach and will be dependent upon the amount of actuator extension at the time of the failure. Set the brakes and execute a shallow approach to a hover or to the ground with a normal touchdown, avoiding large cyclic changes

75
Q

Should a thrust CCDA fail while VMC, what should you do with the AFCS switch?

A

If VMC:
1. Thrust CONT Lever — Slip as required.
2. A/S — Below 100 KCAS or Vne, whichever
is slower.
3. AFCS SEL Switch — OFF then BOTH.

76
Q

When an MFD1 FAIL advisory activates, what should be done with the selector knob on the MFD? (Include the associated CAUTION)

A
  1. MFD — Press SYST, then press EQP
    STAT.
  2. Check for MFD 1 (2, 3, 4, 5) status.
  3. Turn MFD to OFF for 15 seconds then back
    to NORM.
  4. Check EQP STAT page for proper indication.

CAUTION
Under certain CAAS emergencies/failures (MFD,CDU,DCU etc,), the pilot will Uncouple the Flight Director if Coupled and deactivate
any DAFCS velocity stabilization modes before trying to identify or analyze the condition prior to shutting off an MFD or CDU or pulling a circuit breaker. Unknown/Unforseen inputs may
be introduced into the system.

77
Q

What airspeed should you adjust to if one EGI fails?

A

A/S — Below 100 KCAS or Vne, whichever
is slower.

78
Q

If both EGIs fail, what is the primary instrument for attitude and heading reference in flight?

A

Failure of both EGIs will cause attitude and heading references on all MFDs to fail. Additionally, electronic navigation will be limited and both AFCS systems will be inoperative. The primary instrument for attitude and heading references will be the SFDs.

79
Q

Explain the CAUTION and NOTE associated with emergency descents.

A

CAUTION
In executing any emergency descent, regardless of engine power available, it is imperative that the helicopter be maneuvered into a position from which a survivable landing can be accomplished.
Transition from the following descent techniques into an appropriate landing attitude/airspeed/R/D should begin prior to descending below 600 feet AGL. The emergency descent procedures below will result in rates of descent which exceed the rates displayed on the VSI.

NOTE
Allowing the NR to increase during deceleration will reduce the floating effect which will occur when the deceleration is initiated.

80
Q

Explain the High Speed Straight Ahead Descent.

A

High speed straight ahead descent produces the highest R/D. Actual touchdown area may vary from the apparent touchdown point due to the deceleration needed to dissipate the excess air speed.

81
Q

Explain the Out-Of-Trim Descent.

A

Out-of-trim descent allows for high R/D and simultaneous execution of the smoke and fume elimination procedure.

82
Q

Explain the Low Speed Maneuvering Descent.

A

Low speed maneuvering descent allows flying
over the intended area during the descent.

83
Q

Define Settling-with-Power?

A

Settling with power (figures 1-74 through 1-76) is a condition of powered flight in which the helicopter settles in its own downwash. This condition may also be referred to as vortex ring state. Under certain conditions the helicopter may descend at a high rate which exceeds the normal downward induced flow rate of the inner blade sections (inner section of the rotor disk). Therefore, the airflow of the inner blade sections is upward relative to the disk. This produces a secondary vortex ring in addition to the normal tip vortex system. The secondary vortex ring is generated about the point on the blade where airflow changes from up to down. The result is an unsteady turbulent flow over a large area of the disk which causes loss of rotor efficiency although engine power is still supplied to the rotor system.

84
Q

What conditions have to be present for Settling-with-Power to exist?

A

A vertical or near-vertical descent of at least 300 feet per minute (FPM). Actual critical rate depends on gross weight, rotor RPM, density altitude, and other pertinent factors.

Slow forward airspeed (less than ETL).

Rotor system must be using 20 to 100 percent of the available engine power with insufficient powerremaining to arrest the descent. Low rotor RPM could aggravate this.

85
Q

In a CH-47F, what are the corrective actions if experiencing Settling-with-Power?

A

In tandem-rotor helicopters, fore and aft cyclic inputs aggravate the situation. By lowering thrust(altitude permitting) and applying lateral cyclic input or pedal input to arrest this upward induced flow of air, the aviator can accomplish recovery.

86
Q

Will a shallow approach increase the chances of vortex ring state or help to prevent it from occurring?

A

Help prevent it from occurring.

At very shallow angles of descent, the vortex ring wake is dispersed behind the helicopter. Forward airspeed coupled with induced-flow velocity prevents the up flow from materializing on the rotor system.

87
Q

You and your crew are at Podunk Regional Airport and intend to remain overnight. The AWOS informs you that the wind is from 360/15G32. Can you shut down the aircraft facing 090?

A

Yes, you are allowed up to 34 knots