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Flight Controls Flashcards

1
Q

three sections of the flight control system

A

mechanical control system
flight control servo system
automatic flight control system

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2
Q

control routing

A

controls are routed aft out and up then combined for each axis at the overhead torque shafts in the hyds bay. these are then passed with trims servo inputs to the pilot assist servos and mixing unit. fore/aft/lateral inputs are passed via the primary servos and bridge assembly to the swashplate assembly and tail inputs go aft to the tail quadrant

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3
Q

what is hyd power used for in the tail

A

hyd power is what moves the pitch change shaft, responding to mechanical input from the cables

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4
Q

what does the tail rotor quadrant do

A

transmits tail rotor cable movement to the servo

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5
Q

components of the flight control servo system

A

primary servos, tail rotor servos, pilot assist servos

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6
Q

components of the pilot assist servos

A

boost servos, SAS actuators, and hydraulic trim actuators (being pitch and roll trim)

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7
Q

can we operate the flight controls with hyd pressure in the pilot assist servos

A

yes but it sucks

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8
Q

can we operate flight controls with hyd pressure to the primary servos

A

no

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9
Q

what do you have to do to secure all hyd power to the pilot assist servos?

A

SAS/Boost and trim push buttons

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10
Q

what are the 3 boost servos

A

collective, yaw and pitch

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11
Q

what is the purpose of the mixing unit

A

to provide uncoupled airframe response characteristics

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12
Q

what portion of control mixing is contingent upon the trim being engaged

A

the electric collective/airspeed to yaw mixing

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13
Q

control mixing collective to yaw

A

because the nose would yaw right when collective is increased, tail rotor thrust is increased when collective is increased

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14
Q

control mixing collective to lateral

A

because the tail rotor would push us to drift right with an increase in collective, the rotor disc is tilted left

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15
Q

control mixing collective to longitudinal

A

because downwash pushes down on the stab and raises the nose, when collective is increased, the disc is tilted forward

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16
Q

control mixing yaw to longitudinal

A

because the tail has a mild vertical component, the rotor disc is tilted aft when left pedal is applied

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17
Q

control mixing, collective/airspeed to yaw

A

due to the aerodynamic characteristics of the tail pylon, at higher airspeeds, we would yaw left, some trim is added to manage this yaw depending on overall torque compensation required as we shift airspeeds

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18
Q

what kind of AFCS system do we have

A

electrohyrdomechanical

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19
Q

three major subsystems of the AFCS

A

SAS, Stabilator, and AFCC (advanced flight control computer)

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20
Q

are the three major subsystems of AFCS dependent on each other

A

no

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21
Q

how many features does the AFCS have

A

19

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22
Q

What are the AFCS features

A

5 holds (pitch and roll attitude hold, airspeed hold, heading hold, baralt, radalt)
6 hovers (approach to hover, hover augmentation/gust alleviation, hover coupler, depart from hover, cable angle hover, crew hover)
Stabx3 (pitch/roll/yaw stability augmentation, stabilator control, maneuvering stability)
trim (cyclic, collective, pedals)
turn coordination
blade fold
check preflight
diagnostics

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23
Q

requirements to turn auto pilot on

A

at least one SAS and trim

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24
Q

what should you do if you have a SAS 1 channel fail and how is this different from SAS 2

A

disengage SAS 1, SAS 2 will disable the affected system on its own

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25
Q

AFCC inner loop control is

A

SAS - rate damping to improve helicopter stability
fast, limited in authority, and does not move the controls

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26
Q

AFCC outer loop control is

A

autopilot - long term inputs by trimming controls
can move controls through full range of travel at up to 10% of travel per second

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27
Q

Where does the AFCC route inner loop and outer loop corrections through

A

inner go through sas actuators
outer go through trim actuators

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28
Q

purpose of the AFCS voltage sensor relay

A

basically it is a conditional switch, if #1 ac pri bus is providing power in limits it pulls power from there, if not, it switches to the #2

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29
Q

describe the stabilator system

A

automatic fly by wire with a back up manual slew control

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30
Q

what does the stab system share with other parts of AFCS

A

airspeed sensors, pitch sensors, lateral accelerometers, collective position sensor

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31
Q

primary purpose of the stab system

A

angle of attack stability

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32
Q

below what airspeed is the stab test button functional

A

50 kias

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33
Q

how is the stab positioned

A

2 electric jackscrews, each providing one half of the input

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34
Q

stab travel range

A

42 degrees trailing edge down to 10 degrees up

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35
Q

four inputs to the stab

A

collective position
lateral acceleration
airspeed
pitch rate

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36
Q

in the event of a failure of the stab actuators what is the range of travel restricted to

A

35 if failed full down
30 if failed full up

37
Q

Difference between SAS 1 and 2

A

SAS 1 Analog, SAS 2 digital part of AFCC and incorporates hover augmentation/gust alleviation and altitude hold and coupler functions, turn coorodination

38
Q

SAS control authority

A

+- 10% each channel providing 5

39
Q

which SAS channel can affect collective

A

SAS2 via collective inner loop actuator with +-10% authority

40
Q

one SAS channel inop control authority

A

limited to +-5% but operates at 2x the gain

41
Q

what causes SAS caution

A

loss of electrical power to SAS 1 or 2 or loss of hyd power to actuators

42
Q

which trim servos are electric and which are hydraulic

A

yaw and collective are electric
pitch and roll are hydraulic

43
Q

trim has how much control authority at what rate

A

100% at a 10%/sec rate

44
Q

yaw pedal trim with respect to airspeed

A

below 50 kias only need pedal microswitches
above 50 both pedals and cyclic

45
Q

autopilot functions

A

pitch and roll attitude, airspeed and heading, coordinated turn

46
Q

attitude vs airspeed hold

A

attitude less than 50
airspeed greater than 50

47
Q

less than 50 kias 4 way trim switch rate

A

pitch at 5 deg per second

48
Q

angle of bank limit for airspeed hold

A

30 deg

49
Q

above 50 kias airspeed hold 4 way trim

A

6 kias per second

50
Q

4 way trim switch lateral rate

A

6 deg per second

51
Q

heading trim switch below 50 kias

A

3 deg per second

52
Q

heading trim above 50 kias

A

one degree per click or 1 degree per second of coordinated turn

53
Q

what conditions must be maintained for heading hold to reengage

A

for 2 seconds
roll within 2 deg of wings level
yaw rate less than 2 deg/sec

54
Q

torque limits for alt hold

A

will stop raising collective at 106%Q if above 80 kias
120% if less than 80

55
Q

radalt hold range

A

0-5000AGL

56
Q

coupled hover altitude adjustment rates

A

1000 fpm climb
200 fpm descent

57
Q

radalt/baralt back up

A

bar alt will kick on if radalt suddenly disengages

58
Q

what airspeed is required for turn coordination

A

50 kias

59
Q

AFCS auto switches from heading hold to turn coordination under what conditions

A

roll attitude greater than 1 deg and:
lateral cyclic of at least 3% or
cyclic trim rel button pressed or
roll attitude > 2.5 deg with 4 way trim or
coll heading trim actuated for more than one second

60
Q

what angle of bank must be exceeded to feel the maneuvering stability function

A

30 deg

61
Q

maneuvering stability numbers

A

1% fwd cyclic for every 1.5 degrees past 30 AOB up to 75 AOB

62
Q

when does the aircraft assume a wing level attitude in auto approach

A

80 kias

63
Q

at what speed does the aircraft on auto approach reset any trim inputs

A

40 KGS

64
Q

Automatic approach profile

A

on profile while greater than 40 KT 2.5kt/sec decel and 215 ft/min descent
less than 40 kt: 1.5 kt/sec decel 130 ft/min descent

65
Q

auto approach above profile

A

airspeed hold
360 ft/min descent

66
Q

auto approach below profile

A

radalt hold
2.5 kt/sec decel

67
Q

4 way trim switch authority in coupled hover

A

+- 10 KGS

68
Q

when will the aircraft switch from approach to hover

A

longitudinal ground speed within 1 KGS of selected or 5KGS when manually engaged

69
Q

when will radalt engage from approach to hover

A

when within 2’

70
Q

what torque is the AFCC going to limit itself to in a coupled hover

A

116%

71
Q

concern in coupled hover with >50 kias

A

if you press the cyclic trim button it will switch to turn coordination

72
Q

when can auto departure be engaged

A

need auto pilot
airspeed less than 50 kias
radalt hold operable

73
Q

on a departure, when will the aircraft assume a wings level attitude

A

50 kias if angle of bank is 5 deg or less

74
Q

what torques will AFCS not raise the collective through on departure

A

106% above 80 kias
120 below 80 kias

75
Q

max AOB to engage approach

A

20

76
Q

what will the a/c do if you select depart on an approach

A

will auto assume a 2 degree nose down attitude

77
Q

crew hover authority

A

+- 5 KGS after what is set up front

78
Q

departure profile

A

240 ft/min climb
while below 85 KIAS 3 kt/sec accel
then fade so that once above it is at 1 kt/s above 100 kias

79
Q

how long after we start moving the dome in the water is the cable angle signal decoupled

A

9 sec

80
Q

when do we get cable angle at limit

A

7.5 degrees of deflection

81
Q

normal left wing down in hover

A

2-3 deg

82
Q

what does subm override do

A

overrides the 27 +- 12 ft requirement to engage cable angle hover

83
Q

requirements for cable angle engagement

A

groundspeed less than 5 knots
radalt within 10’ of selected alt
dome wet indication
afcs degraded not on
auto plt on
dprt or crew hover not engaged

84
Q

main input to cable angle hover

A

cable angle sensors in alfs reeling machine

85
Q

less important inputs to cable angle hover

A

pitch/roll/horizontal ground speed signals from EGIs
horizontal and vertical acceleration from accelerometers
pitch and roll signal from rate gyros
pitch/roll/collective from SAS and trim servos
rad alt reading

86
Q

when does cable angle turn off

A

when the dome passes through 27 +- 12 feet on the way up if not subm override
pushing the button
radalt selection and actual alt differ by 10’
both long and lat signals fail
when cpld hover manually disengaged

87
Q

how long are cable angle controls input suppressed after flight control trim inputs are made

A

20 seconds

88
Q

what to expect if an EGI fails in a hover, approach, departure

A

radalt hold will hold but may experience up to 40 feet of change
may develop a slow pitch roll or yaw rate

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