NATOPS Flashcards
(215 cards)
1
Q
Overall Length
A
64’ 10”
2
Q
Height
A
17’ 0”
3
Q
Main Rotor Diameter
A
53’ 8”
4
Q
TR Diameter
A
11’ 0”
5
Q
Wheelbase
A
29’ 0”
6
Q
Ground Clearance
A
19” (15” with MTS)
7
Q
Engine Type
A
T700-GE-401C, front driven turboshaft
8
Q
5 Sections of Engine
A
Inlet, Compressor, Combustor, Turbine, Exhaust
9
Q
Inlet Airflow
A
Inlet Cowling > Swirl Vanes > IPS/Collection Scroll > Deswirl Vanes
10
Q
IPS purpose
A
Prevents particles from entering the compressor
11
Q
Compressor Section Stages
A
5 Stage Axial, 1 Stage centrifugal rotor/stator assembly
12
Q
Engine Airflow Usage
A
30% Used for combustion process, remainder used for:
- Compressor Inlet Temperature (T2) air
- Compressor Discharge Pressure (P3) air
- Combustor and turbine cooling
- Engine oil seal pressurization
13
Q
Ng Turbine
A
Drives the compressor and AGB
14
Q
Np Turbine
A
Turns inside the Ng Turbine drive shaft, extends through the front of the engine connecting to power turbine drive shaft.
15
Q
What is sensed between Np & Ng turbines?
A
TGT
16
Q
AGB Components
A
Rear Face: Engine starter, HMU, IPS, ODV
Front Face: Alternator, Engine Driven fuel boost pump
Mounting Cavities: Lube/Scavenge pump, Chip detector
Face Pads: Oil cooler, fuel filter, oil filter
17
Q
PCL - OFF
A
PAS mechanically shuts off fuel at the shutoff valve within the HMU
18
Q
PCL - IDLE
A
HMU automatically controls start sequence fuel flow allowing the engine to achieve self containing combustion
19
Q
PCL - FLY
A
Sets the max level of power that could be supplied, if demanded
20
Q
PCL - LOCKOUT
A
PCL is used to manually control Np and Ng.
*TGT Limiting, Np governing, and load sharing deactivated in LOCKOUT
21
Q
LDS System
A
Responds to the collective position to automatically control engine speed and provide required power.
22
Q
Engine Driven Fuel Boost Pump
A
- Provides reliable suction feed from the fuel tank to engine
- Provides discharge pressure to satisfy minimum inlet pressure requirements of HMU
23
Q
Engine Fuel Filter
A
Filters solid matter, but not water.
24
Q
HMU responds to the PCL for:
A
- Fuel Scheduling
- Fuel Priming
- Setting engine start fuel flow with auto acceleration to ground idle
- Setting permissible Ng up to maximum
- DECU Override capability (LOCKOUT)
25
Ng Overspeed
Trips at 110+/- 2% Ng
26
HMU Provides:
1. Rapid engine transient response through collective compensation
2. Automatic fuel scheduling for engine start
3. Ng Overspeed protection
4. Flameout/Compressor stall protection
5. Acceleration limiting
6. Ng governing
27
Engine Control Quadrant Contents
2 PCLs (w/ starter button)
2 Fuel Selectors
2 Engine T-Handles
Rotor brake interlock
28
ODV Functions
1. Provides fuel to 12 main injectors during start/operation
2. Purges main fuel manifold overboard, after engine shutdown, to prevent the coking of fuel injectors
3. Traps fuel upstream, so system priming is not required on next start
4. Returns fuel back to the HMU if the Np overspeed is energized or if DECU Hot Start preventer is activated.
29
Alternator
Provides all essential engine electrical functions
30
Alternator Windings
Provide AC power to ignitor assembly, DECU, and Ng signal to vertical instruments
31
DECU receives the following inputs from the Cockpit:
1. ENGINE SPD TRIM switch
2. CONTGCY PWR switch
3. ENG OVERSPEED TEST A and B buttons
32
DECU sends the following signals to the Cockpit:
1. TGT
2. Np
3. Torque
4. Contingency power
33
What does the DECU do?
Resets the HMU within acceptable engine limits to maintain Np governing while automatically limiting TGT
34
What does selecting Contingency Power switch ON do?
TGT limit is increased to 903 C, by a signal sent from the DECU.
35
Np Overspeed
Activated at 120% Np, when exceeded, a signal is sent from the DECU to ODV causing engine flameout
36
What could happen if you reset a No. 1/No.2 ENG OVSP circuit breaker in flight?
May initiate engine overspeed signal and result in engine failure
37
EDECU vs DECU
1. TGT limiting
2. Auto Contingency Rated Power
3. Dual Auto Contingency
38
Engine Ignitor
When in NORM and either starter button depressed, Ignition system operates until starter dropout (52-65% Ng) occurs
39
Engine Oil System
Self contained, pressurized, recirculating dry sump system.
40
Engine Oil Sumps
6 main sump bearings
41
Thermal Lockout
Below 38 C, prevents the PDI from popping out
42
Engine Start options
1. APU
2. Crossbleed Air
3. External pneumatic power
43
Crossbleed Start Ng requirements
Donor Engine Ng: 90-94%
| Ng on receiving engine: 24% before PCL to IDLE
44
3 Ways to Anti-Ice Engines
1. Vent bleed air into swirl vanes and IGVs
2. Vent bleed air into engine inlet anti ice valve
3. Continuous pump engine oil through scroll vanes
45
Engine Anti-Ice/Start bleed valve Open/Closed
Open: Below 90% Ng to prevent compressor stability
Closed: Above 90% Ng
46
Indications of Malfunctioning Anti-Ice/Start bleed valve
1. ENG-ANTI ICE ON w/ Ng above 90% OR above 94% Ng when OAT is 15 degrees C or greater
2. No advisory when Ng drops below 88% Ng
3. No illumination when switch selected
4. No rise in TGT when switch is on
47
Max torque available reduced with malfunctioning ENG ANTI-ICE?
Up to 18% per engine
48
Inlet Anti-Ice Valve operates at?
Less than 4 degrees C: Valve open INLET ANTI-ICE ON advisory when inlet temp reaches 93 degrees C
4-13 degrees C: Freon bellows control
Above 13 degrees C: Valve closes, advisory gone when cowling temp drops below 93 C
49
Np/Torque Sensors
Right: Torque computation and Np Overspeed
Left: Np signal to DECU and Cockpit vertical instrument
50
Ng Sensor
Alternator provides Ng signal to vertical instruments in the cockpit
51
TGT Sensors
Thermocouple harness, 7 thermocouples
52
Rotor Subsystems
1. Main blades
2. Hub
3. Flight Controls
4. Bifilar vibration absorber
53
Head Check
1. Blade Lock Pins - Engaged
2. Pitch Lock Pins - Retracted
3. Gust Lock - Disengaged
54
Elastomeric bearings
Per blade, allow flap, lead, lag, and permit blade to move about its axis for pitch change
55
Swashplate
Outer: Stationary
Inner: Rotates, transmits flight control movement through 4 pitch control rods
56
Anti-Flap restraints
@ 35% Nr or greater, permit flapping or coning of the blades
57
Droop stops
Engagement: 70% Nr pulls out
Shutdown: 50% droops seat
58
Rotor Blades
Pressurized hollow spar, honeycomb core, outer skin, abrasion strips, deicing mats. 20 degree swept tips provide sound attenuation and rotor blade efficiency
59
Gust Lock primary purpose
Lock the rotor brake disc in an indexed position and prevent the brake disc from turning inadvertently should rotor brake hydraulic pressure bleed off while rotors are spread
60
MGB
Drives and supports the main rotor. Modular design, 3 degree forward tilt, pressure lubricated.
61
Input Module
Take power delivered by the Np turbine, change angle of drive, and transfer power to the main module and provide drive for respective Accessory Module.
62
Freewheeling Unit
Allows engines to be disengaged from the transmission when Nr exceeds Np (autorotation) and single engine operations
63
Accessory Module
Mounting and drive for AC electric generator and hydraulic pump module
64
Right Accessory Module
Nr sensor for vertical instruments
65
Left Accessory Module
Nr sensor for TDI and main transmission pressure sensors
66
IGB
Splash lubricated, transmits torque, reduces shaft speed, changes angle of drive
67
TGB
Splash lubricated, transmits torque to the TR
68
Main Transmission Oil system type
Wet sump, AC generators also use transmission oil for cooling
69
Main Transmission Oil Pressure Sensor
Located on the No. 1 Accessory module (furthest from pumps), activates caution at 14 psi
70
Main Transmission Oil Temperature Sensor
- Located at oil cooler input to MGB, activates caution at 117 degrees C or greater
- Chip detector for for readings to cockpit display
71
IGB/TGB Oil Temperature sensor
Embedded in the chip detectors, when temperature reaches 140 degrees C
72
Main Transmission Chip Detectors
5 total (1 in each module) using magnetic plugs to attract ferrous metal particles, fuzz burnoff, MGB has 30 second time delay
73
When is fuzz burnoff deactived?
When oil temperature reaches 140 degrees C
74
Fuel System Type
Crash worthy, suction type, self sealing breakaway valves capable of pressure, gravity, and HIFR
75
Fuel Selector positions
OFF/ DIRECT/ CROSSFEED
76
Main Fuel Tanks
2, 180 Gallon tanks.
Lower 1/3: 14.2mm
Upper 2/3: 7.62mm
77
Aux Tanks
Up to 2, 200 gallon (194 Usable)
78
Fuel Transfer Rate
350 lbs/ Minute
79
FUEL LOW caution
300 lbs in a single tank, 600lbs or less total, 300+/-15 lbs
80
Fuel dump rate
800 lbs/ minute minimum, down to 300 per side
81
precheck lever left in PRECHECK
Fuel will not transfer from aux tanks, attempting to transfer in this condition may cause transfer/dump pumps to lose prime.
*If holding XFR INT AUX doesnt work, AC must be pressure refueled
82
APU fuel consumption
150 lbs/hr
83
Acceptable in-flight APU usage
1. EPs
2. Single Engine Training
3. Practice Autos
4. Powering the ECS during extreme temps
84
What controls and monitors the APU
ESU
85
Primary AC Power
2, Oil cooled, 115 vAC generators driven by the accessory modules
86
Secondary AC power
Air cooled, 115 vAC generator driven by the APU
87
GCU
Connects each respective generator to ac bus system, regulates generator output, and protects components
88
GCU % On deck, In Flight, reconnect
On deck: Nr below 94%
In flight: Nr below 80%
Reconnect: 97% Nr or greater
89
5 AC Buses
1. No. 1 AC Primary
2. No. 2 AC Primary
3. AC Essential
4. AC
5. AC Secondary
90
Major load on No. 1 AC primary bus?
Backup Hydraulic Pump (will always be powered if required)
91
External Power Receptacle
Located on right side, automatically disconnects when Main or APU generator brought online
92
5 DC Buses
1. No. 1 DC Primary
2. No. 2 DC Primary
3. DC Essential
4. Battery Bus
5. Battery Utility Bus
93
Converters
2 Converters powered by No. 1/No. 2 AC primary buses supply 28 vDC to DC bus system
94
Battery
24 vDC located under copilot (Left) seat installed to start the APU, power battery utility bus, emergency DC power
95
Battery analyzer/conditioner
Located next to the battery, monitors for fault conditions, charge, temperature, cell conditions, and provides battery charge capability
96
What happens with a dual converter failure?
Both FDs and MDs are lost, If battery has >35% charge will take over
97
Normal Battery life
With 80% charge, 9 min night, 11 day
98
What function is lost with battery below 30% charge?
Battery power may not be able to activate fire extinguisher CADs
99
FAULT caution
Battery Overtemperature or Cell Dissimilarity exists
100
Hydraulic System PSI
3,000 psi with exception of the pitch and roll trim actuators (1,000 psi)
101
No. 1 Hydraulic system supplies:
Driven by left accessory module. First stage primary servos and First stage TR servo
102
No. 2 Hydraulic system supplies:
Driven by right accessory module. Second stage primary servos and Pilot assist Servos
103
Primary SERVO shutoff
(1st OFF/2nd OFF) SERVO switches, one on each collective secure fluid to respective servo. Electric interlock prevents dual securing/or to operating stage
104
Backup hydraulic pump supplies:
Driven by ac electric motor. APU Accumulator, Rescue Hoist, No.1/No.2 Backup, 2nd stage TR
105
LDI system
No. 1 System: Leak assumed to be in 1st Stage TR
No. 2 System: Leak assumed to be in Pilot Assist Servo
SERVO shutoff switch
106
Hydraulic Leak Test Criteria
1. Ac power
2. BACKUP HYD PMP in AUTO
3. All hydraulic reservoirs full
4. Weight on wheels
5. Rotors engaged
107
Flight Controls: 3 Sections
1. Mechanical Control System
2. Flight control servo system
3. AFCS
108
TR Spring cylinders
Connected to the quadrant, allow cable tension to be maintained if either tail rotor cable becomes severed.
109
Pilot Assist Servo assembly
Boost servos, SAS acutators, hydraulic (pitch and roll) trim actuators
*Turned on/off by SAS/BOOST pushbutton
110
Boost Servos
Collective, yaw, pitch reduce cockpit control forces and SAS system feedback
111
AFCS
Electrohydromechanical system that provides inputs to the flight control system to assist the pilot in maneuvering and handling the helicopter.
112
AFCS Subsystems
SAS, AFCC, Stabilator
113
4/2/1
SAS 1 / SAS 2 / TRIM / AUTO PLT
SAS/BOOST / CMPTR PWR Reset
Stabilator
114
AFCC
Commands the SAS actuators and the TRIM actuators in all 4 control channels. Inner loop (SAS) and Outer loop (Autopilot)
115
Primary purpose of the Stabilator
Provide angle of attack stability
116
What positions the stabilator?
Two electric jackscrew actuators
117
Stabilator travel
42 degrees trailing edge down (hover)
| 10 degrees trailing edge up (cruise and maneuver flight)
118
Inputs required to position the stabilator
Collective Position
Lateral Acceleration
Airspeed
Pitch Rate
119
Restriction of travel in event of stab actuator failure
If fails in full up: 30 degrees
| If fails in the full down: 35 degrees
120
SAS
Provides increased stability by sensing acceleration rate in the pitch, roll, and yaw axes and applying proportionate control inputs to dampen out the sensed rate.
121
What type of systems are SAS 1 & SAS 2
Inner loop system
SAS 1 - Analog
SAS 2 - Digital
122
Difference between SAS 1 and SAS 2?
SAS 2 has CILA (Collective inner-loop actuator) which is required for:
- hover augmentation/gust alleviation
- turn coordination
- roll, altitude holds
- coupler functions
123
SAS control authority
+/- 10% control authority which each channel providing +/-5%
124
Trim system servos
2 Electric servos for yaw and collective
| 2 hydraulic servos (1,000 psi) for pitch and roll
125
Trim control authority
100% at a rate of 10% per second
126
Automatic Approach Profile
Starts @ 200 ft, 80 kts
>40 KTs : 2.5 kt Deceleration / 215 ft./min descent
<40 KTs: 1.5 kt Deceleration / 130 ft./min descent
Ends at 50 ft
127
Automatic Depart Profile
From a coupled hover accelerates to 120 KIAS / 150 ft (RADALT Hold is then engaged)
128
What authority does crew hover have?
+/- 5 KGS from LONG VEL/LAT VEL switches
129
Right WOW Functions
Generator Under Frequency Protection
| Fuel Dump
130
Left WOW Functions
```
Hydraulic Leak Test
ENG OUT Warning
Automatic Backup Pump Operations
Digital Clock (Flight Time)
Rescue Hoist/Cargo hook CADs
AFCS
IFF Mode 4 Responses
LOW ROTOR RPM Warning
LAWS
```
131
Blade Lock Pin Purpose
Lock/Unlock the fold hinge
132
Pitch Lock Pin Purpose
Fix the pitch of the rotor blades to maintain clearance
133
Gust Lock Purpose
Lock the rotor brake disc in an indexed position and to prevent the rotor brake disc from turning inadvertently should rotor brake hydraulic fluid pressure bleed off while rotors are spread.
134
Automatic Preflight Checks Requirements
1. Both EGI attitudes valid
2. Rotor brake on
3. Engine torques below 10%
4. WOW
5. SAS 1 Pushbutton engaged
135
RADALT provides precise information up to:
5,000 ft AGL and pitch and roll angles up to 45°
136
RADALT declutters at
1,050 ft AGL
137
Pitot Static system
Provides static and dynamic pressure to the FDs and AFCS via the ADT, AST, and ADCs. Also directly to the backup instruments
138
How many fire detectors are there/where?
5, two in each engine and 1 in the APU
139
How do the fire detectors work?
When a detector senses Infrared Radiation (fire) and no blue light (sunlight) it sends a signal to the associated control amplifier, activates master warning panel FIRE light, and lights associated T-Handle
140
What are the fire bottles filled/charged with?
Filled with Nitrogen charged with Halon
141
Where is the fire compartment located?
Aft of the APU compartment
142
What does pulling aft on an Engine T-Handle do?
Mechanically places the fuel selector OFF, logic module selects proper compartment for charge
143
What does pulling the APU T-Handle do?
Removes electrical power from the APU airframe, fuel shutoff valve, removes power from prime-boost pump, sends stop signal to ESU, arms system.
144
FIRE EXTGH switch positions
OFF, MAIN, RESERVE - Spring-loaded to off position
145
FIRE EXTGH - MAIN when held:
With AC power:
Forward bottle: No. 1 Engine or APU
AFT: No. 2 Engine
146
FIRE EXTGH - RESERVE when held:
Forward bottle: No. 2 Engine
| AFT: No. 1 engine or APU
147
What is unique about the No. 2 Fire department
Does not work with no ac power and the RESERVE position must be used on the switch
148
When activating No. 1 Engine or APU handle, which one is armed if both are pulled?
The last T-Handle pulled is the system to be armed.
149
Fire Extinguisher Impact sensor
Activates at 10gs impact
150
What automatically shuts down the ECS?
1. Contingency (C-Power) is selected on collective
2. No. 1 or No. 2 Engine starter engaged
3. An ECS heating duct overtemperature exists
151
When shall pitot heat be turned on?
Less than 5°C OAT or visible moisture
152
How many troop seats may be installed in addition to the Gunners seats?
AGS: 11
Legacy: 12
153
What electrical bus supplies power to the hoist?
No. 2 DC primary
| DC essential for BACKUP
154
Hoist limit switches
```
50fpm at:
Full Up
Full down
5 from floor
10 from door
```
155
Cockpit hoist control speed
100 fpm
156
Backup control speed
85 fpm
157
Cyclic Emergency Release caution
Pressing the cyclic EMER REL with CARGO HOOK CTRL armed and RSQ HOIST PWR/ARMED will fire both CADs
158
ADHEELS activation
45 minute
1. Water immersion
2. Impact of 9gs or greater
3. Attitude changes of 90° or greater
4. Manual activation
159
IHEELS activation
20 minutes
1. Water immersion
2. Attitude changes of 90° or greater
160
Overhead rings/Deck rings
23 Deck rated at 5,000 lbs
| 9 Overhead rated at 3,500 lbs
161
JP-5
Primary
F-44
6.8 lbs/gallon
162
JP-8
Primary
F-34
6.7 lbs/gallon
163
JP-4
Restricted
F-40
6.5 lbs/gallon
164
Fuel mixture for shipboard hangaring
70% JP-5, 30% JP-8 or 100% JP-5 to ensure flashpoint is greater than 120° F
165
PRIST
Fuel system Icing Inhibitor (FSII) available premixed and discharged via aerosol can. Aerosol can is not authorized due to it settling to the bottom of the tank damaging system
166
Primary fuel
A fuel the aircraft is authorized to use for continuous, unrestricted operations
167
Restricted fuel
A fuel that imposes operational limitations to the helicopter
168
JP-4/JET-B operational limitations
1. Single engine training prohibited
2. Operating conditions may change
3. Next two refuels shall be with primary fuel
169
Emergency fuel
A fuel which may be used for a minimum time when no other fuels are available in case of emergency or operational necessity
170
Fuel changeover procedure when JP-4 was in the tank
1. Assume all tanks filled with 100% JP-4
2. Empty Aux tanks into main tanks before refueling
3. Operate in DIR only
171
How much fuel to be considered rid of JP-4?
Cumulative total of at least 360 gallons per tank (720 total)
172
What does fuel flow in PRECHECK mean?
A shutoff system malfunction, fueling shall only be continued if necessary
173
What is a start cycle defined as?
Starter initiation, Acceleration in Ng, and Starter dropout/disengagement.
174
How long between start attempts?
60 seconds minimum
175
APU acceptable in flight uses
1. EPs
2. Single Engine training
3. Practice Autorotations
4. Powering the ECS during extreme temperature
176
Autorotation maximum speed
100 KIAS
177
Hovering turn rate limitation
30° per second
178
External load rate of descent limitation
1,000 fpm
179
Prohibited Maneuvers
1. Aerobatic Flight
2. Practice Full Autos
3. Intentional approaches inducing retreating blade stall
180
Rotor brake operating limitations
Max Nr: 76%
Routine: 30-50%
180 psi
181
With PCL in LOCKOUT, which functions are disabled?
TGT limiting, Np Governing, Load sharing
182
DECU Functions
1. Np Governing
2. Np Overspeed Protection
3. TGT Limiting
4. Engine Load Sharing
5. Engine Speed Trim
6. C-Power
7. Np Overspeed Test
8. DECU LOCKOUT
9. Cockpit Signals
10. Fault Diagnostic System
11. Hot Start Prevention
12. 400 Hz airframe power capability
13. TDI
14. Auto-ignition system
15. Ng decay rate relight
183
Rescue Hoist 3 Limits
1. 40 KIAS
2. 30 AOB
3. 20 ft above obstacles
184
Rotor Brake operating limits
Max: 76% Nr
Routine Stops: 30-50% Nr
Limit to 180 psi to extend service life
185
Max Rate of Descent (Level and Sloped)
Level: 540 fpm
Sloped: 360 fpm
186
Tailwheel Locked/Unlocked
Locked: 60 KGS
Unlocked: 20 KGS
187
Braking Speed
35 KGS
188
Slope Landing Limits
Up: 9°
Down: 6°
Cross: 12°
189
Internal Weight Limits
Max: 5,500 lbs
Palletized Cargo: 4,733 lbs
Single Pallet: 3,000 lbs
190
External Weight Limits
Cargo Hook: 6,000 lbs
| Hoist: 600 lbs
191
Flight into Icing conditions
No blade de-ice: Prohibited into forecast or known icing conditions
Operable Anti-Ice: Known moderate or severe prohibited (trace/light conditions okay)
192
What is required for Passenger Transfer Overwater?
ADHEELS/IHEELS
193
Backup Pump Limitations
33°-38° C: 24 minutes (72 minute cool down)
39°-60° C: 16 minutes (48 minute cool down)
194
APU Operating Limits
Rotors not engaged: Continuously up to 51°C
| Rotors Engaged: Continuously up to 43°C
43-60°C is limited to 30 minutes
195
Nontactical/FAM Flights Crew Requirements
Two H2Ps or 1 HAC and a qualified observer
196
FCF Crew Requirements
1 FCP and 2 qualified observers
197
Orientation Flights Crew Requirements
One HAC, one qualified observer, one aircrewman
198
Utility Mission (passenger transfer/cargo) Crew Requirements
One HAC, One PQM, One Utility Aircrewman
199
SAR Mission Crew Requirements
One HAC, One PQM, One MH-60S Utility Aircrewman, and One H-60 Rescue swimmer
200
Ferry Flight
One HAC, One PQM, one aircrewman or TFO
201
How many swirl vanes are there?
12
202
Abort start criteria
1. Ng does not reach 14 psi within 6 seconds
2. No oil pressure within 30 seconds
3. No light-off within 30 seconds after moving PCL to IDLE
4. ENG STARTER light disappears prior to 52% Ng
5. TGT is likely to exceed 851 C
203
Aircrewman responsibilities during an emergency
1. Provide pilots with necessary verbal calls to continue safety of flight
2. Complete applicable CMIs
3. Utilize PCL to complete non-CMIs
4. Backup pilots with PCL to max extent possible
5. Assist PNAC with troubleshooting
204
Primary purpose of the main transmission
Take power from the engines, reduce RPMs and transfer to the main rotors
205
Secondary function of the main transmission
Drive for electrical and hydraulic power generation
206
What does the main power train consist of?
Main transmission modules, tail rotor drive shafts, oil cooler, IGB, TGB
207
How are the generators cooled?
Transmission oil
208
Tair drive shaft sections, couplings, viscous dampers
6 sections, 5 Thomas couplings, 4 viscous dampers
209
How many chip detectors in the transmission?
7 - Main module, each input, each accessory, IGB, TGB
210
How many PDIs in the helicopter?
12
7 Hyds bay
2 each engine
MGB
211
Can you remove chip detectors without loss of oil?
Yes
212
What is fuzz burnoff?
Burn off false particles to prevent false indications and is deactivated when oil temperature reaches 140 C
213
Nr Limitations
96% - 101% : Continuous
101% - 120%: Precautionary
120% Max
214
Single engine TRQ Limitations
0-135 Continuous
135 - 144 (10 Sec)
144 Max
215
Oil Pressure Limitations
30-65
| 45-60 for level, continuous flight
