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Published byLeonard Morgan Modified over 8 years ago
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UH-60 SLIDE SHOW CW3 Nick Nickles B/2-25 Aviation Updated 17 March 98
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EMERGENCY SHUTDOWN ENG POWER CONT lever(s) - OFF ENG FUEL SYS selector - OFF FUEL BOOST PUMP CONTROL switch(es) - OFF
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EMERGENCY APU START FUEL PUMP switch - APU BOOST APU CONT switch - ON
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SINGLE ENGINE FAILURE Collective - Adjust to maintain RPM R External cargo/stores - Jettison (if required) IF CONT FLT IS NOT POSS: LAND AS SOON AS POSSIBLE IF CONT FLT IS POSS: – Establish single engine airspeed – LAND AS SOON AS PRACTICABLE
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DUAL ENGINE FAILURE AUTOROTATE s WARNING: DO NOT RESPOND TO ENGINE OUT AUDIO AND WARNING LIGHTS UNTIL AFTER CHECKING TGT AND RPM R
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INCREASING % RPM R ENG PWR CONT lever -Retard high power/TGT engine, maintain TRQ approximately 10% below other engine. LAND AS SOON AS PRACTICABLE If the affected engine does not respond to ENG POWER CONT lever movement in the range between FLY and IDLE, the HMU may be malfunctioning internally If this occurs: – Establish single engine airspeed – Perform EMER ENG SHUTDOWN (affected engine).
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DECREASING %RPM R Collective - Adjust to control RPM R ENG PWR CONT LEVER - LOCKOUT low power/TGT engine. Maintain TRQ approximately 10% below other engine. LAND AS SOON AS PRACTICABLE s CAUTION: When engine is controlled with engine power control lever in lockout, engine response is much faster and the TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping % RPM R and % RPM 1 and 2 in operating range
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ENG COMPRESSOR STALL Collective - Reduce If condition persists ENG PWR CONT lever (affected engine) - RETARD ENG PWR CONT lever (affected engine) - FLY If stall condition recurs EMER ENG SHUTDOWN (affected engine) Refer to single engine failure emergency procedure
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ENG HIGH SPEED SHAFT FAILURE Collective - Adjust EMER ENG SHUTDOWN (affected engine) Do not attempt to restart Refer to single engine failure emergency procedure
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LIGHTNING STRIKE ENG PWR CONT levers - Adjust as required to control RPM LAND AS SOON AS POSSIBLE s WARNING: LIGHTNING STRIKES MAY RESULT IN LOSS OF AUTOMATIC FLIGHT CONTROL FUNCTIONS, ENGINE CONTROLS, AND/OR ELECTRIC POWER.
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LOSS OF TAIL ROTOR THRUST AUTOROTATE ENG PWR CONT levers - OFF (when intended point of landing is assured). It is important to note that the EP describes placing the ENG POWER CONT levers - OFF during deceleration !
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LOSS OF TAIL ROTOR THRUST AT LOW AIRSPEED/HOVER Collective - Reduce ENG POWER CONT levers - OFF (5 to 10 feet above touchdown)
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TAIL ROTOR QUADRANT CAUTION LIGHT ON WITH LOSS OF T/R CONTROL Collective - Adjust LAND AS SOON AS PRACTICABLE s 10.5 DEG, T/R PRESET. GIVES CONTINUAL T/R THRUST. s 25 AND 145 KTS ACFT IN TRIM. s SHALLOW APPROACH/ROLL ON LANDING.
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PEDAL BIND/RESTRICTION OR DRIVE WITH NO ACCOMPANYING CAUTION LIGHT Apply pedal force to oppose the drive TRIM switch - Off If normal control forces are not restored: BOOST switch - OFF If control forces normal for boost off flight are not restored: BOOST switch - ON TAIL SERVO switch -BACKUP, if tail rotor is not restored...
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MAIN XMSN OIL PRESS, XMSN OIL PRESS LOW/XMSN OIL TEMP HIGH OR XMSN OIL TEMP Caution Light On LAND AS SOON AS POSSIBLE If time permits: Slow to 80 KIAS EMER APU START GENERATORS NO.1 and NO.2 switches - OFF
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CHIP INPUT MDL LH OR RH LIGHT ENG PWR CONT lever on affected engine - IDLE LAND AS SOON AS POSSIBLE
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CHIP MAIN MDL SUMP, CHIP ACCESS MDL LH OR RH, CHIP TAIL XMSN OR CHIP INT XMSN/TAIL XMSN OIL TEMP OR INT XMSN OIL TEMP s LAND AS SOON AS POSSIBLE
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ENG/FUSELAGE FIRE ON GROUND ENG PWR CONT levers - OFF ENG EMER OFF handle - Pull if applicable FIRE EXTGH switch -MAIN/RESERVE as required
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APU COMPARTMENT FIRE s APU fire T-handle - Pull s FIRE EXTGH switch -MAIN/RESERVE as required
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ENG FIRE IN FLT ENG PWR CONT lever (affected engine) - OFF ENG EMER OFF handle - Pull FIRE EXT switch MAIN/RESERVE as required LAND AS SOON AS POSSIBLE s WARNING: ATTEMPT TO VISUALLY CONFIRM FIRE BEFORE ENG SHUTDOWN OR DISCHARGING EXTINGQUISHING AGENT
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ELECTRICAL FIRE IN FLT BATT and GENERATORS switches -OFF LAND AS SOON AS POSSIBLE
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#1 AND #2 FUEL FLTR BYPASS LIGHT ON LAND AS SOON AS POSSIBLE
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1 OR 2 FUEL PRESS LIGHT If the light illuminates and the situation is critical: FUEL BOOST PUMP CONTROL switches NO.1 PUMP AND NO.2 PUMP _ ON LAND AS SOON AS PRACTICABLE
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1 AND 2 HYD PUMP LIGHT LAND AS SOON AS POSSIBLE. Restrict control movements to moderate rates
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1 or 2 HYD PUMP LIGHT AND BACK UP PUMP ON ADVISORY LIGHT OFF Airspeed - Adjust to a comfortable airspeed BACKUP HYD PUMP switch -ON If BACKUP PUMP ON advisory light remains off: FPS and BOOST switches -OFF (for #2 HYD PUMP caution light) LAND AS SOON AS POSSIBLE s A ROLL ON LANDING 40 KIAS OR ABOVE IS REQUIRED. s LOSS OF BOTH THE NO.2 HYD PUMP AND THE BACKUP PUMP RESULTS IN THE LOSS OF PILOT- ASSIST SERVOS.
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1 or 2 PRI SERVO PRESS CAUTION LIGHT ON LAND AS SOON AS POSSIBLE s BEFORE INITIATING EP ACTION, THE PILOTS SHOULD CHECK THAT BOTH SVO OFF SWITCHES ARE CENTERED.
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COLLECTIVE BOOST SERVO HARDOVER/POWER PISTON FAILURE BOOST SWITCH OFF LAND AS SOON AS PRACTICABLE s COLLECTIVE BOOST SERVO FORCES WILL INCREASE AS MUCH AS 150 LBS.
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EMER LANDING IN WOODED AREAS POWER OFF AUTOROTATE Decelerate helicopter to stop all forward speed at treetop level COLLECTIVE ADJUST to maximum before main rotor contacts tree branches
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DITCHING PWR OFF AUTOROTATE Cockpit doors jettison and cabin doors open prior to entering water Cyclic Position in direction of roll Exit when main rotor has stopped s MAINTAIN A LEVEL ATTITUDE AS THE HELICOPTER SINKS AND UNTIL IT BEGINS TO ROLL; THEN APPLY CYCLIC IN THE DIRECTION OF THE ROLL. EXIT WHEN THE MAIN ROTOR IS STOPPED.
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FLT CONTROL/MAIN ROTOR SYSTEM MALFUNCTION LAND AS SOON AS POSSIBLE EMER ENG(S) SHUTDOWN after landing s WARNING: DANGER EXIST THAT THE MAIN ROTOR SYSTEM COULD COLLAPSE OR SEPARATE FROM THE AIRCRAFT AFTER LANDING. EXIT WHEN MAIN ROTOR HAS STOPPED
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STABILATOR MALFUNCTION - AUTO MODE FAILURE CYCLIC SLEW switch - Adjust if necessary to arrest nose down pitch rate AUTO CONTROL switch - press ON once WARNING: IF ACCEL IS CONT OR COLLECTIVE IS DEC WITH THE STAB IN A TRAILING EDGE DOWN POS, LONG. CONTROL WILL BE LOST. THE STAB SHALL BE SLEWED TO 0 DEG ABOVE 40 AND FULL DOWN A/S LESS THAN 40. s IF STAB AUTO MODE REPEATEDLY DISENGAGES DURING FLT. FLT ABOVE 70 IS PROH WITH STAB IN AUTO s WARNING: PRESSING THE AUTO CONTROL RESET AFTER A FAILURE OCCURS RESULTS IN THE AUTO MODE COMING ON FOR ONE SEC. IF A HARDOVER SIGNAL TO ONE ACT IS PRESENT, THE STAB COULD MOVE 4 TO 5 DEG IN THAT SEC. SUBSEQUENT RESET COULD RESULT IN STAB TO AN UNSAFE POS.
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UNCOMMANDED NOSE DOWN PITCH ATT CHANGE Cyclic - Adjust as required Collective - Maintain or increase Cyclic slew up switch - Adjust as required to arrest nose down pitch rate MAN SLEW switch - Adjust 0 degrees above 40KIAS, full down below 40 KIAS s THE PILOT SHOULD INITIALLY ATTEMPT TO STOP THE RATE WITH AFT CYCLIC. MAINTAINING OR INCREASING COLLECTIVE POSITION MAY ASSIST IN CORRECTING FOR A NOSE DOWN PITCH ATTITUDE.
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UNCOMMANDED NOSE UP PITCH ATTITUDE s Cyclic - Adjust as required s Collective - Reduce as required s MAN SLEW switch - Adjust to 0 degrees above 40 KIAS and full down below 40 KIAS. s LAND AS SOON AS PRACTICABLE s THE PILOT SHOULD INITIALLY ATTEMPT TO STOP THE RATE WITH FORWARD CYCLIC. AT AIRSPEEDS ABOVE 140 KIAS, A COLLECTIVE REDUCTION OF APPROX 3 INCHES, SIMULTANEOUSLY WITH FORWARD CYCLIC WILL ARREST THE NOSE UP PITCH RATE.
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MAX WIND FOR ROTOR START FROM ANY DIR: 45 KTS
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MAIN TRAN MODULE LIMIT Oil Pressure 45-60 Range For Most Conditions. 45-55 (A) Fluctuation In Steady State Below 45 Psi, Make -13 Entry Pitch Attitude >6 Deg Will Cause Press Fluctuation (30 psi, normal)
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MAIN ROTOR OVERSPEED 127% 137% 142%
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MAIN ROTOR RPM POWER ON Min Except For Idle And Trans 91% Continuous 95 - 101% Transient 101 - 107%
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MAIN ROTOR RPM POWER OFF NORMAL 90 - 105% TRANSIENT 105 - 110% MAXIMUM 110%
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ENGINE RPM Min91 Except Idle And Trans Continuous95-101 Trans101-105 12 Sec Trans 105-107 Avoid 20-40 And 60-90 Except During Start And Shutdown
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FUEL QUANTITY (UH-60L) PRECAUTIONARY 0 - 200 LBS NORMAL 200 - 1500 LBS
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AIRSPEED Maximum193 Kts Section V For Additional Limits One Engine Inop130 Kts Max For Auto 16825>150 Kts Max For Auto 16825<130 Kts One Sas Inop 170 Kts Two Sas Inop 150 Kts Two Sas Inop, Imc 140 Kts
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FLIGHT LIMIT Sideward/rearward >45 Knots, > 35 Efrs Prohibited Conbined Flt And Windspeed > 45kts, >35 Efrs Prohibited
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AIRSPEED ADDITIONAL 1 Hyd Sys Inop170 Kts 2 Hyd Sys Inop150 Kts 2 Hyd Sys Inop, Imc140 Kts Max Airspeed For Extending And Extended: Landing Light130 KIAS180 KIAS Search Light100 KIAS180 KIAS
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STABILATOR POSITION INDICATOR s 0 DEG 150 KIAS s 10 DEG 100 KIAS s 20 DEG 80 KIAS s 30 DEG 60 KIAS s 40 DEG 45 KIAS
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ENGINE NG Continuous0 - 99% 30 Min Limit99 - 102% 10 Sec Transient102 - 105%
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ENGINE OIL PRESSURE Minimum22 PSI 20@35psi Idle22 - 26 PSI Continuous26 - 100 PSI 20-100 5 Minute Lim100-120 PSI Maximum120 PSI 100
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ENGINE % TORQUE s 10 Second Transient s Dual Engine 100-125 – Above 80 Kias100-144 % – 80 Kias Or Below120-144% s Single Engine135-144% 110-135 s Max Continuous s Dual Engine 0-100 – Above 80 Kias0-100% – At Or Below 80 Kias0-120% s Single Engine0-135% 0-110
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TGT s Normal0-810 Deg 0-775 s Start Abort851 Deg 850 s 30 Min Limit810-851 Deg 775-850 s 10 Min Limit851-878 Deg s 2.5 Minutes Transient878-903 Deg s 10 Sec Transient903-949 Deg 850-886
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ENGINE OIL TEMPERTURE s Continuous-50-135 Deg s 30 Minute Limit135-150 Deg s Maximum150 Deg
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MAIN TRANSMISSION OIL TEMERATURE s Continuous -50-105 Deg s Precautionary105-140 Deg 105-120 s Maximum 140 Deg 120
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MAIN TRANSMISSION OIL PRESSURE s Minimum20 Psi s Idle And Transient20-30 Psi s Continuous30-65 Psi s Precautionary65-130 Psi s Maximum130 Psi
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ENGINE STARTER LIMITS 15 Deg and below - 2 Cycles, Followed By 3 Min. Rest, 2 Additional Cycles, Then 30 Min. Rest. 15 Deg to +52 Deg - 2 Cycles, 30 Min. Rest.
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PNEUMATIC SOURCE INLET LIMITS SourceTempPsigPpm Min Ground Air1494030 Max Ground Air24950-
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ENG START LIMITS No Crossbleed Starts Unless Ant-ice Is Off, > 90 % Ng, 100 Rotor Rpm R. >14,000, Press Start Sw, Pwr Lever Off, Max Motoring 24%, Before Going To Idle.
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ENG OVERSPD CHECK LIMIT Eng Overspeed Check In Flight Is Prohibited Eng Overspeed On The Ground Are Authorized By Maint Personnel
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FUEL LIMITATIONS When using all fuels both fuel boost pumps shall be on and operational. Otherwise, engine flame out may result
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WEIGHT LIMITATION Max gross weight 22,000 lbs. Max with provisions 22,000, external cargo hook load operations in excess of 8000 lbs is 23,500 lbs (l). Cargo floor maximum capacity of 300 lbs per sq. ft. Stowage, cabin ceiling and cargo hook limit – Storage compartment 125 lbs – 4 cabin ceiling tiedown 4000 lbs – Cargo hook 8000 lbs 9000 lbs
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CABIN DOOR/WINDOWS OPEN Cabin Door Fully Open 100 Kias With Sound Proofing Aft Of 379 Cabin Door Fully Open 145 Kias With Soundproofing Rem Or Secured Properly Aft Of Station 379 Cockpit Sliding Windows Will Not Be Opened, Except Hover Gunner Door Open -170 Kias Flight With Cockpit Door(s) Removed Is Prohibited.
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AIRSPEED LIMITS STABILATOR AUTO MODE FAILURE Stab Full Down < 40 Kias Zero > 40 Kias Auto Shall Be Limited To 120 Kias All Weights Manual Control Not Available. Placard Limit Will Be Observed Auto Limit Will Not Exceed 120 Kias
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MANUEVERING LIMIT Hovering Turns > 30 Deg Per Sec, +- 30 Pitch, +- 60 Roll Simultaneous Moving Of Both PCLs To Idle/Off In Flight Rearward Ground Taxi is Prohibited
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MANUEVER LIMIT CONT Prolong rearward flight and downwind hover avoid to prevent accumulation of exhaust fumes in cockpit and heat damage to windows or open cabin doors Flight resulting in severe blade stall and significant increase in 4 per rev vibration prohibited
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MANEUVER LIMIT CONT >80 kias, avoid abrupt full pedal inputs to prevent excess tail rotor sys load Sling load limited to 30 deg angle of bank Rearward flt with hoist load limited to 35 kts
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MANEUVER LIMIT CONT Side flt is limited by bank angle and is dec. As airspeed inc. Bank angle shall be limited to 30 deg when pri servo press caution light is on. 80 kts recommend for auto, chart 9-4
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LANDING GEAR LIMITATION s WEIGHTSLOPELEVEL s 16825 >360 FPM540 FPM s 16825<180 FPM300 FPM
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LANDING SPEED LIMITATION s Maximum forward touchdown speed is limited to 60 knots ground speed on level terrain.
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SLOPE LANDING LIMIT 15 degrees nose up (30 min. Limit with pressure fluctuations), right/left wheel upslope Reduced 2 degrees for every 5 knots of wind 6 degree downslope, > 15 knots tailwind, not conducted Low frequency oscillation may occur when landing down on a slope with the cyclic near aft stop
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FLIGHT IN ICING Helicopters not equipped with engine inlet anti-ice modulating valve, insulated ambient air sensing tube, blade de-ice kit prohibited. Installed: forecast or known moderate icing Blade erosion kit: prohibited
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ENGINE INLET ANTI-ICE LIMITATION Avoid ops under conditions of extreme low power requirement such as: high rate of descent 1900 fpm. Or ground ops below 100 % rpm, during icing condition Temp +4 degree C, visible liquid, icing may occur
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BACKUP HYD PUMP HOT WX LIMIT(ROTOR STATIC) FATOperation TimeCooldown -54 - +32Continuousnone +33 - +3824 min72 min +39 - +5216 min48 min
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APU OPERATION LIMIT >43 degree C with engine/rotor operating APU is limited to 30 minutes Not operating, continuously up to +51 degrees C
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WINDSHIELD ANTI-ICE CHK FAT > 21 DEG C
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TURBULENCE/THUNDER STORM Severe turbulence is prohibited Thunderstorm prohibited Turbulence with slingload attached and inop collective friction is prohibited
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ALTERNATOR PROVIDES Ng Signal To Cockpit Power Ignition Power To The DEC
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HMU Fuel pumping Fuel flow metering Accel/decel limiting Ng limiting/ng shutdown @110%. Vg and anti-ice start bleed valve positioning Torque motor (DEC input) to trim IAW Ng output (yellow wire) TGT limiting, load sharing, Ng governor LDS (coll input) to match Ng output to main rotor load demands. PAS (power control lever input) to set max power available and override to DEC (lockout in a malfunction) Vapor vent for priming
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ODV Sequence Main Fuel Purge Start/main Fuel Provides Np Overspeed Protection (Muscle), Needs The DEC.
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AFCS IS MADE UP OF SAS (1 And 2) FPS Trim Stabilator
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FPS Below60 KiasAbove Att HoldPitchAtt Hold/a/s Att HoldRollAtt Hold Hdg HoldYawHdg Hold/turn Note: Fps Must Have SAS 1 Or 2, Yaw Boost And Trim System
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FUEL SYS FLOW Pump (Submerged) Prime Boost Pump (#1 Eng/apu) Pump (Eng. Driven) Filter Bypass 18-22 Psid HMU Liquid To Liquid Cooler ODV Engine
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THE FOUR ITEM ON REAR OF THE ENG (L TO R) Particle Sep Blower ODV Valve (Blue Wire-Np Solenoid) HMU Starter Drive Note: Actuator Under The HMU Is For Vg Link
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FRONT OF ACCY SECTION (L TO R) Oil Temp Sensor (150) Oil Press Sensor(<20 Degrees) Alternator Oil Filter Fuel Boost Pump Oil Cooler Fuel Filter
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STABILATOR The angle of incidence is changed by two electric actuators
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5 FUNCTIONS OF THE STABILATOR: SCALP Streamlines Stabilator <30 Kts Collective Coupling:compensates For Aircraft Movement Angle Of Incidence:level Fuselage As Aircraft Increases Speed Lateral Excursions:input From Accelerometers: Right, Stab Down, Left Stab Edge Up Pitch Rate Feedback:pitch Gyro
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WOW SWITCH (ITABUSH) IFF MODE 4 THERMAL SWITCH - B/U PUMP AUDIO WARNING: LOW RPM BACKUP PUMP-AUTO IS REMOVED UNDERFREQENCY PROTECTION- GEN 95%RPM R SAS/FPS DISABLED HYD LEAK SYS ACTIVATED (HYD LEAK TEST SWITCH)
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LOAD SHARING Low engine increases power because of load sharing and the high engine will decrease power because of Np governing
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PCL LOCKOUT Engine response is much faster and TGT limiting is inoperative. Care must be taken not to exceed TGT limits and keep % RPM R and % RPM 1 and 2 within operating range
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4 MECHANICAL MIXES Collective To Pitch: Downwash Collective To Yaw: Torque Collective To Roll: Translating Tendency Yaw To Pitch: Vertical Thrust Note: Minimizes Intercontrol Coupling.
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BACKUP PUMP OP’S Backup Pump With Reservoir (Micro Sw 60% Remain, Ac Motor, Depressurization Valve Operates At 700 Psi Util Module, Backup Pump Adv Light,Slam Valve (Velocity Fuse) 1.5 Gpm. 2nd Stage T/r Servo And #2 T/r Light Apu Accumulator: Hyd Fluid With A Return Line And Nitrogen To The Gauge With Accum Low Light For 2800 Psi And Below.
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B/U PUMP ACTIVATION #1 Res Low #1 Hyd Pump #1 T/r Servo #2 Hyd Pump Apu Accum Low
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LEAK ISOLATION LDI- Is Used In #1 T/r Servo And Pilot Assist Area Trans Mod-in The Hyd Pumps Pilot-primary Servo Note: The Hyd Leak Test Switch Controls The LDIs Through The Logic Module For 1 And 2 Hyd Sys
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#1 HYD SYS OP’S 1 Hyd Pump With Return And Press Filter Res Low Sw (60%) Trans Module With Press Sw (2000 Psi) Trans Valve For B/u Sys And LDI For 1t/r Servo 1st Stage Servo L-r Is For,aft,lat With Prim Servo Press Sw Light 1 Stage T/r Servo(inside Gear Box) With 1 T/r Light
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PILOT ASSIST AREA Collective Boost Servo(power Steering) (Grunt Factor) Pitch Boost Servo (Dampens SAS Feedback) Pitch SAS Actuator (stability) Pitch Trim Actuator (Long Axis And Attitude, Controlled By Fps And Trim Button) 1000 Psi Roll SAS Actuator (Stability) Yaw SAS Actuator (Stability) Yaw Boost Assembly (power steering) (Grunt Factor) Roll/yaw Trim Actuator (Elect) Note: Coll/yaw Boost Have Press Sw For Seg Light
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#2 HYD SYS OP’S 2 hyd pump with return and press filter reservoir low switch (60%) Trans module with press switch (2000 psi) transfer valve for b/u sys and LDI for pilot assist module/area,primary servos 2nd stage servo l-r is for, aft, lateral with prim servo press switch light Pilot assist module has shut off valves to boost servo, SAS and pitch/trim actuator and SAS off, boost servo, fps, trim fail press switch
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GLIDE SLOPE DEV POINTER .25 DEG PER DOT
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PROCESSED INFORMATION Roll command bar Pitch command bar (airspeed) Collective position indicator Note: all processed information has yellow indicators Note: CIS mode select with hdg, nav and alt gives this!!
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RULE OF 5 FOR CIS #1 Pointer - Doppler #2 Pointer-ADF and VOR Course Deviation Bar (HSI) - Doppler, VOR and Localizer Course Deviation Pointer (VSI) Doppler, VOR, Localizer, FM Home. Roll Command Bar(VSI)- Doppler VOR, Localizer, FM Home, HDG
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HDG AND NAV SEL If your heading and NAV are selected you will be in HDG mode. Note: NAV switch ops, commands 45 deg intercept of selected course (HSI course window. When HDG mode is not selected, within 10 degrees of VOR course, 2.5 degrees localizer center, causes heading mode to drop out automatically when within capture zone.
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ENGINE STARTS Air assisted (pneumatic) Engine air inlet is open at 4 degrees and closed at 13 degrees APU start - hydraulic assisted
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MISCELLANOUS INFO Torque q1 and q2 within 5% Low rotor audio 95% Ng engine out 55% Min engine oil psi 22 psi TGT limiting 866+/- 6 degrees, 896 +/- 5 degrees Best cockpit indications RPM R and TGT Engine correlation: TGT - Ng - TQ and % RPM R with eng 1 and 2 100% Oil tank 1.7 gal, bypass cooler below 71 deg c. 1 quart per 6.5 flt hr
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ENGINE SECTIONS Cold section module Accessory section Hot section inserted in the center of the cold sect Power turbine section
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PNEUMATIC SYS 4% less max torq avail dual eng/ heater 18% max torq avail single eng/ anti ice
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INTERCONNECTING HARNESSES Yellow: supplies power from engine alternator (engine functions) Blue: overspeed signal Green: cockpit instrument signals Black: ignition. 2 ignitors
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MISCELLANOUS INFO Design weight 16,825, max 22,000 modified Deck load limit 300 lbs per sq ft Transitions section 2 main tanks 180 gal each 1 on left 2 on right Tail pylon mounting for intermediate gearbox 58 degrees and tail gearbox 105 degrees Main rotor fully articulated T/R canted 20 degrees, 400 lbs lift at 16,250, 2.5 percent of gross weight
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MISCELLANOUS INFO Stabilator 14.4 ft long one piece Angle of incidence change by 2 electrical actuators Landing gear 11.25 g Airframe sect nose(crew), mid (pax), aft (transition)(fuel), tail cone, tail rotor pylon, horizontal stab, main rotor pylon
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