MH-60R - Ground procedures Flashcards
(11 cards)
What are the notes associated with the Primary Servo check?
For Steps b and f, proper servo interlock will prevent the #2 primary servo from being secured with the SERVO switch in 1ST OFF and the #1 primary servo from being secured with the SERVO switch in 2ND OFF.
With the collective in the full up position and the cyclic at the forward left corner of its movement envelope, a ratcheting may be felt through the cyclic and airframe and heard in the cockpit as the cyclic is moved to the right. This normal ratcheting of the swashplate uniball bearing on the star guide assembly will only occur at the specific flight control orientation and movement listed above. Ratcheting or binding noted with flight control orientation at any other position or direction of movement must be assumed to be an unassociated control problem or deterioration of the Teflon coating on the uniball bearing.
Primary servo check procedures
a. SAS 1 and SAS 2 pushbuttons— OFF.
b. Pilot SERVO switch — 1ST OFF. No allowable flight control movement. #1 PRI SERVO PRESS caution appears and MASTER CAUTION lights illuminate. Copilot SERVO switch — 2ND OFF and back to center.
c. Pitch lock status — Check. While holding the collective fixed in the full up position and the tail rotor pedals neutral, the cyclic shall be moved slowly in a square pattern. Any restriction to the full range of cyclic motion may be indicative of an extended pitch lock.
d. Check for binds and restrictions while slowly moving flight controls through full range.
e. Move collective from full down to full up in approximately 2 seconds and from full up to full down in approximately 2 seconds. Ensure no longitudinal or lateral cyclic control feedback is felt and the #2 PRI SERVO PRESS caution does not appear while the collective is in motion.
f. Pilot SERVO switch — 2ND OFF. No allowable flight control movement, #1 PRI SERVO PRESS caution disappears. #2 PRI SERVO PRESS caution appears and MASTER CAUTION lights illuminate. Copilot SERVO switch — 1ST OFF and back to center.
g. Check for binds or restrictions while slowly moving controls through full range.
h. Move collective from full down to full up in approximately 2 seconds and from full up to full down in approximately 2 seconds. Ensure no longitudinal or lateral cyclic control feedback is felt and the #1 PRI SERVO PRESS caution does not appear while the collective is in motion.
i. Pilot SERVO switch — CENTER. #2 PRI SERVO PRESS caution disappears.
j. Repeat Steps b , f, and i, using copilot SERVO switch.
Boost servo check procedures
a. Collective and pedals — Midposition and right pedal slightly forward of neutral.
b. SAS/BOOST pushbutton — OFF. BOOST SERVO OFF, and AFCS DEGRADED cautions appear and MASTER CAUTION lights illuminate.
c. Move flight controls slowly through full range of travel. Note increase in control forces (except lateral). Left/right cyclic force should be about half the fore/aft force for equal displacement.
d. Collective and pedals — Midposition and right pedal slightly forward of neutral.
e. SAS/BOOST pushbutton — ON. BOOST SERVO OFF, and AFCS DEGRADED cautions disappear.
f. Collective — Full down.
Tail rotor servo check procedure
a. TAIL SERVO switch — BKUP. #1 TAIL RTR SERVO caution and #2 TAIL RTR SERVO ON advisory appear and MASTER CAUTION lights illuminate. Check for binds and restrictions while moving tail rotor pedals through full range.
b. TAIL SERVO switch — NORM. #1 TAIL RTR SERVO caution and #2 TAIL RTR SERVO ON advisory disappear.
AFCS ground check procedures (SAS)
a. SAS — Check.
(1) CMPTR PWR/RESET and SAS/BOOST pushbuttons — Check on.
(2) TRIM and AUTO PLT pushbuttons — Check off.
(3) SAS 1 pushbutton — ON for at least 10 seconds, then OFF. SAS fail advisory lights and AFCS DEGRADED caution should not appear during self-test.
(4) SAS 1 pushbutton — ON, then OFF. No movement should occur in either main rotor blades or flight controls.
(5) Repeat Step (4) for SAS 2.
Trim — Check.
AFCS ground check procedures (TRIM)
b. Trim - check
(1) TRIM pushbutton — ON, then OFF. No movement should occur in flight controls.
(2) TRIM pushbutton — ON.
(3) Slowly move cyclic fore, aft, and laterally, checking for symmetrical gradient force increase with control displacement.
(4) Center pedals and place collective at midposition. Check for gradient force increase with collective and pedal displacement.
(5) Pilot and copilot four-way TRIM switches — Check (fore/aft/left/right).
AFCS ground check procedure (AUTO PILOT)
c. Autopilot — Check.
(1) SAS 1, SAS 2, and TRIM pushbuttons — ON.
(2) AUTO PLT pushbutton — ON, then OFF. No movement should occur in flight controls.
(3) AUTO PLT pushbutton — ON.
(4) Move flight controls slowly through full range of travel. Check for restrictions, control feedback, and rotor blade chatter.
Stabilator check procedure
a. Indicator should read between 34 and 42o trailing-edge down. STABILATOR cautions should not appear. STABILATOR AUTO CONTROL pushbutton ON.
b. Press the STABILATOR control panel TEST button until stabilator movement stops. Indicator should move 5 to 12 degrees up from position in Step a, STABILATOR caution appears and MASTER CAUTION warning illuminates. A beeping warning tone sounds in all headsets.
c. STABILATOR AUTO CONTROL pushbutton — ON. Warning tone stops, the stabilator moves to between 34 and 42° trailing-edge down, and STABILATOR caution disappears.
d. Hold STABILATOR control panel MAN SLEW switch UP until stabilator stops. Stabilator position should indicate between 5 and 10° trailing-edge up in 4 to 8 seconds. STABILATOR caution appears, MASTER CAUTION warning illuminates, and a beeping warning tone sounds in all headsets. Silence tone as required.
e. Hold MAN SLEW switch DOWN until indicator reads 0°.
f. STABILATOR AUTO CONTROL pushbutton — ON. Indicator moves to between 34 and 42° trailing-edge down. STABILATOR caution should not appear.
What are the warnings and notes regarding the Stabilator check?
WARNING
• Helicopter shall not be flown if the stabilator fails any check involving manual operation, position indications, or warnings.
• Without stabilator auto mode, careful aircrew coordination to manually slew the stabilator is required to avoid undesirable and potentially dangerous flight regimes and/or aircraft attitudes.
NOTE
• Observe plane captain hand signals. If groundcrew is unavailable, visually check stabilator after each step.
• If auto mode fails to engage, slewing the stabilator full up then full down with ac power may align the stab actuators and allow stab auto mode to reengage.
Cautions associated with Rotor Brake start procedures
- Np shaft rub occurs due to asymmetric heating of the Np shaft by a hot engine. When the rotor brake is released, the Np shaft impacts the Ng shaft causing compressor blades to impact the casing. Over time, this will result in engine power loss and possible catastrophic failure.
- The No Rotor Brake Start Procedure should be utilized for routine engine start and rotor engagement ashore to minimize the occurrence of Np shaft rub which may result in engine degradation or catastrophic engine failure.
Caution about AVCS Built-In Test
The AVCS Initiated Built-In Test (IBIT) shall only be initiated with rotors static to avoid damage to dynamic components.
