Flight systems 1 Flashcards
(42 cards)
What is this and purpose?
Longitudinal Cyclic Trim Actuators:
Receive information from Flight control computers (FCCs), reduce fuselage negative angle of attack thus drag and reduces blade flapping thus lower stress on the rotor shafts by tilting the swashplate assembly.
A: Rotating ring
B: Spherical ball: Stationary ring of each swashplate is mounted on the spherical bearing. Dry Teflon rings inside the ball (no lubrication needed).
C: Bearing
D: Stationary ring: mounted on the spherical bearing (uniball) to allow tilt in any direction. FWD is aluminum, AFT is steel. Lugs for Pivoting/swiveling UDBA, LCTA, and fixed link.
Drive Arm Assembly: Allow angular movements of the swashplate while receiving rotational force from the vertical shafts. Contains the upper and lower drive arms.
A: Pitch Change Link
B: swash plate
C: Slider shaft:Both allow bearing surface for swashplate motion and vertical alignment. Check for scratches, dents, cracks.
Hydromechanical metering assembly HMA, mounted to drive assembly, fuel pump unit (FPU) and Hydromechanical metering unit (HMU). Supplies metered fuel to the main fuel nozzles.
A: Main metering valve
B: Primary stepper motor
C: Mag speed sensor
Reversionary step motor
E: Alternator:for powering the FADEC electronics
A: FPU (fuel pump unit)
B: HMU (hydromechanical metering unit)
Engine Oil Pressure Transmitter mounts in a vibration resistant housing to the airframe.
Ambient air temp sensor
Measures OAT for the DECU to calculate ground idle speed and fuel calculations.
A: Spark plug
B Fire shield
C Spark plug
D
E Fire detection elements
A:
B: Oil pump and NG speed sensor
C: Oil Temp Transmitter
D: Fuel boost pump
E: Oil Filter
A: Starting fuel solenoid valve
B: Main Fuel Filter
C: HMA
A: Oil fuel programming valve
B: Ignition Exciter
C: Liquid to liquid cooler: uses fuel to absorb heat from the oil and heats fuel prior to combustion.
A: Intake
B: Compressor
C: Turbine
D: Exhaust
Torquameter junction box
The Torque meter junction box transmits a signal to the RDPS then to the DECU for engine performance.
A: Interstage air-bleed actuator: Open and closes the bleed band based on HMA signal
B: Overspeed solenoid valve
C: Duel element chip detector
D: In-line fuel filter: provides final fuel filtering prior to delivery, has bypass indictor.
PSIA FOR ILCAs
Which ILCA does not have extensible link?
Integrated Lower Control Actuators: Operated on 1500 PSI. Similar minus the authority covers. Each ILCA has 2 independent boost actuators to provide hydraulic assist and prevent control feedback. System 1 is upper half, System 2 is lover. Pitch, Roll, Yaw have extensible links, thrust does not.
A: Yaw Viscous Damper (improves control feel by reducing control sensitivity)
B: Yaw Mag brake
C: Yaw centering spring: provides a force feel when the control is moved with the brake locked. Assumes new position when brake is released.
D: Yaw balance spring
E: Yaw CPT (control position transducer): maintains a constant rotor rpm as thrust is changed. Produces signal to DAFCS.
F: Thrust balance spring: counteracts the downward imbalance of the thrust controls (prevents pedal creep).
G: Thrust cockpit control drive actuator (CCDA): Thrust control magnetic brake: holds the thrust rod in position selected by the pilot, controlled by thrust brake trigger switch, power supplied by DC bus, slipped with 7-23lbs, do not slip with vertical modes engaged, do not enter forecast turbulence with inoperative thrust brake. Drive actuator: controlled by DAFCS, increases/decreases to maintain constant alt., will move the thrust control lever.
H: Thrust Viscous Damper
I: Thrust Control Position Transducer: maintains a constant rotor rpm as thrust is changed. Produces signal to DAFCS.
J: Thrust Detent Capsule: establishes a ground reference detent
A: Pitch Cockpit Control Driver Actuator
B: Pitch Centering Spring
C: Pitch viscous damper
D: Pitch Balance Spring
E: Pitch Control Position Transducer (CPT): maintains a constant rotor rpm as thrust is changed. Produces signal to DAFCS.
F: Roll Mag Brake
G: Roll centering spring
H: Roll viscous damper
I: Roll balance spring
J: Roll Control Position Transducer:
What is this and purpose?
Return Control Module: Provides central collection for fluid returning to reservoir/cooler, filters prior to reservoir.
Return Filter: 5 micron unit. Visual contamination indicator pops at 75+-10PSI differential. Return filter has a bypass which opens at 130 PSID until 115 PSID.
APU Motor/Pump fault indicator (top) and utility pump fault indicator (lower). Tab (Differential Pressure Indicators (DPI)) pop at 2.5+-.25 gpm exceeded with differential pressure of 22 PSI and illuminates PUMP FAULT light on maintenance panel.
Transfer cylinder compensates for additional fluid required during ramp lowering so that fluid is not taken from the reservoir.
What is this and purpose?
Pressure Control Module: receives input from the APU Start Accumulator, APU Motor/Pump, Utility Hydraulic system pump, AGPU.
Components: #1(2) engine start solenoid valves; Pressure operated values control flow of fluid to the engine starters, normally closed, electrically opened by ENG Start SW on FADEC panel. Receives 28 VDC from respective essential bus.
#1(2) engine pressure operated valves; normally closed (spring), hydraulically opened by respective pilot solenoid valve to prevent damage to the engine starter.
PTU, Hook, Winch solenoid valve: to isolate, all 4 switches must be placed in OFF position.
Power steering, swivel locks, and brake solenoid.
Ramp Solenoid
Pressure Transmitter: 2500-3500 PSI
Pressure Switch: controls the UTIL HYD SYS caution light on MFD and ELEC Panel. Decreasing pressure 2000-1800 PSI and increasing 2000-2300 PSI, normally occurs at 2000 PSI.
Pressure Control Filter Assembly: 5 Micron filter. Button pops at 75PSI +-10PSI differential, fluid does not have a bypass capability. Contains micro switch to illuminate FILTER CHANGE light on maintenance panel.
High-pressure relief valve: prevents over-pressurization by beginning to open at 3500 PSI and fully open at 3850 PSI, closing at 3500 PSI. Fluid is sent to the return module where it is filtered and sent back to the reservoir.
A: PTU (area provides pressure to respective FHS during ground operations and rotors are not turning; can be used in emergencies.)
B: Brake accumulator
C: Return control module (Provides central collection for fluid returning to reservoir/cooler, filters prior to reservoir.
Return Filter: 5 micron unit. Visual contamination indicator pops at 75+-10PSI differential. Return filter has a bypass which opens at 130 PSID until 115 PSID)
D: Pressure control module: receives input from the APU Start Accumulator, APU Motor/Pump, Utility Hydraulic system pump, AGPU
E: Reservoir cooler assembly: Temperature switch on reservoir activates fan at 63C until 54C. Regulates 3000 PSI; Visual fluid level indicator (internal: linear variable differential transducer) provides fluid level indication.
F: PTU
G: Engine starter
H: Reservoir pressurization accumulator:
I: APU start accumulator: Section 1 holds air/nitrogen pre-charge to force pressurized fluid into utility system or APU motor/pump. Section 2 holds pressurized hydraulic fluid. Section 3 holds return fluid. Section 4 allows atmosphere pressure to vent.
J: APU motor pump: provides 3350 PSI for ground operations and in-flight emergencies
K: Hydraulic fill module:
L: Utility hydraulic pump
M: Util hyd depressurization valve
N: EPUSHA: Limit Electric Pump for the Utility System Hydraulic Accumulator (EPUSHA) to 5 uses to prevent draining battery (below 20Amps)
O: Eergency Util Pressure valve
P: AGPU
Q: APU start module: Should indicate approximately 3000 PSI. provides pressure signal to the shuttle valve on the APU motor/pump and directs fluid to the wobble plate.
R: Power steering module: route hydraulic fluid to Power Steering Actuator, Swivel Locks, and wheel locking cam.
A: Fuel control
B: Exhaust
C: Combuster section
D: Compressor
E: Intake
F: Oil reservoir
G: Accessory Drive
