Fam 3 Flashcards
Ground resonance causes
- CG of rotating blades traversing off-center (abnormal lead/lag blade condition)
- Blade is badly out of track
- Malfunctioning damper
- Peculiar set of landing conditions (?)
Ground resonance procedure
- Immediately reduce collective
- PCLs - OFF
- rotor brake - ON
- brakes - apply
Hung droop stops
- Reengage rotor to greater than 75% Nr
Note: when operating in cold weather, consideration should be given to turning BLADE DE-ICE control panel power to the power on position. This will activate the droop-stop heaters and aid the droop stops in seating
When is the LOW ROTOR RPM warning activated
When vertical instrument is less than 96% (avoid range)
What are some notes assoicated with the rotor brake caution EP?
- Consideration should be given to performing the applicable steps of the Immediate Landing/Ditching emergency procedure
- A minimum power airspeed and low altitude flight profile is recommended (80’/80 KIAS) to permit a quick flare followed by ditching should a fire occur
- Secondary indications include: smoke, fire, and noises
MAIN XMSN OIL HOT caution
MGB oil temp sensor activated when >/= 117°C
MAIN XMSN PRESS HI caution
MGB oil px > 130 psi on vertical instruments
MAIN XMSN PRESS LOW caution
Xmsn oil px sensor in #1 accessory module activated when <14psi
1/#2 ACCESORY CHIP caution
Chips detected in accessory module
MAIN XMSN CHIP caution
Chips detected in MGB sump
MAIN XMSN OIL HOT advisory
- Caution is NOT triggered
2. MGB oil temp is >/= 105°C on VERTICAL INSTRUMENTS
MAIN XMSN PRESS HI advisory
- Caution NOT triggered
2. MGB oil px between 65-130psi
MAIN XMSN PRESS LO advisory
- Caution NOT triggered
- MGB oil px = 30psi on VERTICAL INSTRUMENT
- NR >/= 25%
Possible indications of main transmission imminent failure include
- Yaw attitude excursions with no control input
- Increased power required for a fixed collective setting
- Failure of main generator or hydraulic pump
- Increased noise
- Increased vibration levels
- Abnormal fumes in the cabin
Main transmission 2nd warning
Operation of the main gearbox with no oil px may result in failure of the tail rotor drive takeoff pinion gear and subsequent loss of tail rotor drive
Main transmission malfunction 3 notes
- Consideration should be given to performing the applicable steps of the Immediate Landing/Ditching emergency procedure and transiting at a minimum power airspeed and low altitude flight profile (80’/80KIAS) to permit a quick flare followed by an immediate landing/ditching
- A loss of all main transmission lubricating oil may result in unreliable temperature indications from the main transmission temperature gauge and temperature sensor (caution)
- Continued operations in the precautionary range for temperature and px are acceptable provided that the ambient conditions corresponding with the guidance set forth in transmission limitations section of ch 4
INPUT CHIP caution note
Consideration should be given to returning the engine PCL to fly for landing
TAIL/INT XMSN MALFUNCTION imminent indications
- Strong medium frequency vibrations
- Hot metal fumes
- Any other associated indications
When does burn off feature in chip detectors deactivate?
At 140°C
At what temp does INT/TAIL XMSN OIL HOT caution illuminate?
Temp >14°C
What type of landing should you do if you have a TGB or IGB failure?
- running landing
- no hover landing
Should be executed as conditions dictate
2 warnings with tail/int xman malf
- High power settings require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure
- Consideration should be given to transiting at an altitude sufficient to enter an autorotation and performing the applicable steps of the Immediate Landing/Ditching emergency procedure
What is the first indication of a loss of tail rotor control?
Uncommanded yaw of helicopter (left or right)
Control cable failures
- Typically indicated by TAIL ROTOR QUADRANT caution
- With 19,500#, in HOGE, level flight can be achieved between 25-145 KIAS (outside this range helo tends to yaw right. Reduce collective or adj airspeed to return to the control range)
Boost servo failure
- If #1 hyd pump and backup pump fail, the T/R servos aren’t being pressurized at all….HOWEVER, yaw boost servo IS still pressurized
- Normal yaw control is 40-120kias. Outside that range, aero loads > yaw servo
- Roll on landing at >40 Kias is recommended
Restricted flight controls
- Yaw trim malfunction = 30#
- Jammed yaw trim actuator = 80#
- yaw boost servo hardover = 250#
Loss of tail rotor control 2 warnings
- Servo hardcovers in the yaw channel may result in loss of tail control. Consideration should be given to securing the SAS/BOOST and/or TRIM as necessary
- If the tail rotor control cables are damaged, the hydraulic transients associated with switching the tail rotor servo from NORM to BKUP may cause cstostraupuic damage to the tail rotor controls
Loss of tail rotor control 4 notes
- A momentary uncommanded right yaw will occur when the tail rotor service switches from norm to bkup in a hover. The rate and magnitude will primarily depend on power required and wind direction/magnitude
- Following the appearance of the #1 TAIL RTR SERVO caution without the associated BKUP PUMP ON and #2 TAIL RTR SERVO ON advisories, the aircraft will demonstrate normal yaw responses in flight regimes that do not require excessive tail rotor performance; however, at slower airspeeds, below approx. 40 kias, more pronounced effects of loss of rail rotor control may be apparent.
- After touchdown, rapid reduction of the collective or PCLs may cause excessive and uncontrollable yaw rates
- If an uncontrollable right yaw is developed at too low of an airspeed, loss of waveoff capability may result. Increasing collective may increase yaw to unrecoverable rates. Performing loss of tail rotor drive altitude and airspeed not sufficient to establish autorotation procedures may be required
LTA causes and id
- Pr>Pa
- high, humid, hot, heavy
- sluggish left pedal
- Nr droop causes Q to increase witch causes Pa to drop (t/r can’t produce enough thrust to equalize the high torque)
- helo snaps right
LTE causes and id
- WIND RELATED/environmental factors
- low airspeed with high pwr
- Nr, GW, DA
LTE/LTA recovery
- Lower collective (reduce torque and arrest right yaw)
- Fwd cyclic (increase airspeed, this reduces thrust required)
- FULL left pedal
LTE wind zones
060-120 = aoa reduction
120-240 = weather vaning
210-330 = t/r vrs
280-330 = main rotor disc vortex
Loss of tail rotor drive
Nose WILL yaw right regardless of airspeed
Loss of tail rotor drive alt/as sufficient game plan and 2 warnings
Every effort should be made to establish autorotstive glide at or above min rate of descent airspeed (about 75 kias)
- Attempting to continue flight with uncontrolled yaw rates and forward speed will result in total loss of aircraft control regardless of PAC inputs
- Altitude hold will remain engaged unless deselected. If the collective TRIM RLSE button is not depressed the AFCS will attempt to maintain aircraft attitude through the collective trim servo. AFCS commanded collective movement can result in an accelerated yaw rate
Loss of tailnrotor drive alt and a/s NOT sufficient game plan and caution
Every effort should be made to establish an autorotative glide at or above min rate of descent (75 kias)
IMMEDIATE collective reduction to control yaw is required
Rate of rotation is directly proportional to the main rotor torque
Caution: altitude may have ti be adjusted based on rate of yaw and/or turn
TAIL ROTOR QUADRANT caution
Tailnrotor quadrant light = one OR both cables are broken
If you still have yaw control it means only one broke.
Caution: if the helicopter is shutdown and/or hydraulic power is removed with one tail rotor cable failure, disconnect of the other tail rotor cable will occur when force from the boost servo cannot react against control cable quadrant spring tension. The quadrant spring will displace the cable and servo piston enough to unlatch the quadrant cable
