Brainscape's Knowledge GenomeTM

Browse over 1 million classes created by top students, professors, publishers, and experts.


See full index

MH-60R NATOPS > NATOPS Chapter 11 > Flashcards

NATOPS Chapter 11 Flashcards

1
Q

Normal Hover Attitude

A

4-5* nose up
2-3* left wing down

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
2
Q

Ground Effect

A

When the rotor disk is within one rotor diameter of the ground

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
3
Q

Blowback

A

Retreating blade sees less relative wind

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
4
Q

Translational Lift

A

Approximately 17 -30 knots

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
5
Q

Blade Stall Recovery

A

Decrease collective
Decrease Severity of Maneuver
Decrease Airspeed
Increase rotor RPM
Decrease Altitude
Decrease Gross Weight

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
6
Q

Tail Rotor

A

Tractor Tail rotor canted at 20% providing 2.5% of total lift in a hover.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
7
Q

Loss of Tail Rotor Authority

A

LTA is an issue of power. Seen at high gw/high DA. Left pedal will be sluggish or you can droop.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
8
Q

Nr drooping

A

As Nr droops, torque increase while power available to the main rotor and tail rotor decrease. Eventually the tail rotor cannot produce enough anti-torque and the helicopter will spin right.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
9
Q

Loss of Tail Rotor Effectiveness

A

LTE is the inability of the tail rotor to provide sufficient force to maintain yaw controllability. A function of operating rpm and tail rotor angle of attack. Relative winds, low-speed/high power maneuvering, gross weight, and high da are all factors.
High power… lots of left pedal

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
10
Q

Tail rotor winds

A

Winds from the right, decrease AoA and reduce effectiveness
Winds from the left, increase AoA and improve effectiveness

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
11
Q

AoA Reduction Winds

A

060-120 relative

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
12
Q

Weather Vaning

A

120-240 relative
Aircraft wants to nose into the wind

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
13
Q

Tail Rotor Vortex Ring State

A

210-330 relative
Tail rotor operates in its own recirculated airflow

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
14
Q

Main Rotor Disk Vortex Interaction

A

280-330 relative
Main rotor vortex directed to the tail rotor changing Tail Rotor AoA

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
15
Q

Hover/Air Taxi

A

Right sideward flight can increase airflow across the tail, reduction in AoA

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
16
Q

Recovery from LTE

A

Lower the collective to stop the right yaw
Gain forward airspeed, if necessary turn in direction of rotation
At very low airspeeds, full left pedal may stop it

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
17
Q

Tail Rotor Spar Damage

A

Left turns in excess of 30* per second above 75 KIAS may cause damage to the spar

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
17
Q

AoA Reduction Winds

A

060-120 relative

18
Q

AoA Reduction Winds

A

060-120 relative

18
Q

4/rev vibration

A

Indication that the lift generation of the rotor has been exceeded. Correct by reducing collective

19
Q

AoA Reduction Winds

A

060-120 relative

19
Q

Main Rotor Flapping

A

Inducement of less than 1G flight may exceed main rotor flapping margin and cause droop stop pounding

20
Q

AoA Reduction Winds

A

060-120 relative

20
Q

Power Required Exceeds Power Available

A

At High DA, high GW.

Add +100 DA for every 10% humidity above 40%.

21
Q

AoA Reduction Winds

A

060-120 relative

21
Q

Vortex Ring State

A

Encountered:
Greater than 700fpm descents 0-20KIAS
@1500fpm descent 5-10KIAS

Leads to uncommanded pitch and roll oscillations and descent rate may approach 6000’

22
Q

AoA Reduction Winds

A

060-120 relative

22
Q

Vortex Ring State Recovery

A

Decrease Collective Pitch
Increase forward airspeed
Enter Autorotation if altitude permits.

23
Q

AoA Reduction Winds

A

060-120 relative

23
Q

Autorotational Airspeed

A

Enter at max 100 KIAS

Min rate of descent 75 KIAS
Max glide 95 KIAS

24
Q

AoA Reduction Winds

A

060-120 relative

24
Q

Autorotation Nr

A

Actual- In the approach close to 100, in the flare as much NR as possible
Practice- As close to 100 as possible to provide faster engine spool up when Nr droops below 100%

25
Q

AoA Reduction Winds

A

060-120 relative

25
Q

Dynamic Roll over

A

Ground contact, and a rolling motion. Opposite cyclic may not be enough to correct, and may exaserbate the problem by adding lift into the equation

26
Q

AoA Reduction Winds

A

060-120 relative

26
Q

Sloped Landing Considerations

A

Consideration should be given to setting the parking brake.
With parking brake increased risk of dynamic rollover
Without increased risk of rolling out of zone

Land with upslope wheel first, the keep the rotor disk level

Extreme aft cyclic may cause droop stop pounding, or main rotor blades striking the tail pylong

27
Q

Salt water power deterioration

A

20C indication of engine performance degradation and possible salt encrustation
40C indication of engine performance degradation which may cause compressor stall
Look for TGT and Torque relationship

27
Q

Salt Water ingestion

A

Greatest in winds of 8-12 knots due to sea spray being lifted
Small risk in winds 15-20 knots as spray is blown under the aircraft
Lower hover alt = greater risk of ingestion

28
Q

Flight with external loads

A

Know the riding characteristics
Oscillations can be minimized with smooth control inputs
There is a best airspeed for a load
Be wary of loads aerodynamic properties

29
Q

Performance in Icing

A

If unanticipated icing is encountered first consideration should be exiting icing conditions

30
Q

Main rotor vibrations

A

1 per rev - main blades out of track, or worn or loose control rod bearings
ground 1 per - static imbalance of main rotor, or improper landing gear strut servicing
1.44 per rev - SAS and pilot induced oscillations longitudinally
4 per rev- asymmetrical blade loading. vertical and lateral shakes

31
Q

Ground Resonance

A

Caused by out of phase lead lag tendency, or system dampers.
Can occur within 3 seconds and produce violent vibrations.
Will continue to build until take off or main rotor is disengaged.

32
Q

Tail Rotor Vibrations

A

Tail shake 5hz - felt as a random impulse around yaw axis
Tail Drive Shaft Vibes (high freq) - caused by an unbalanced driveshaft, buzz in the pedals or tickling in the nose
1 per 20hz- tail rotor imbalance, loose hardware or damage.

42
Q

AoA Reduction Winds

A

060-120 relative

MH-60R NATOPS (10 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2024 Bold Learning Solutions. Terms and Conditions