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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
AFCC inner loop control is
SAS - rate damping to improve helicopter stability fast, limited in authority, and does not move the controls
26
AFCC outer loop control is
autopilot - long term inputs by trimming controls can move controls through full range of travel at up to 10% of travel per second
27
Where does the AFCC route inner loop and outer loop corrections through
inner go through sas actuators outer go through trim actuators
28
purpose of the AFCS voltage sensor relay
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
29
describe the stabilator system
automatic fly by wire with a back up manual slew control
30
what does the stab system share with other parts of AFCS
airspeed sensors, pitch sensors, lateral accelerometers, collective position sensor
31
primary purpose of the stab system
angle of attack stability
32
below what airspeed is the stab test button functional
50 kias
33
how is the stab positioned
2 electric jackscrews, each providing one half of the input
34
stab travel range
42 degrees trailing edge down to 10 degrees up
35
four inputs to the stab
collective position lateral acceleration airspeed pitch rate
36
in the event of a failure of the stab actuators what is the range of travel restricted to
35 if failed full down 30 if failed full up
37
Difference between SAS 1 and 2
SAS 1 Analog, SAS 2 digital part of AFCC and incorporates hover augmentation/gust alleviation and altitude hold and coupler functions, turn coorodination
38
SAS control authority
+- 10% each channel providing 5
39
which SAS channel can affect collective
SAS2 via collective inner loop actuator with +-10% authority
40
one SAS channel inop control authority
limited to +-5% but operates at 2x the gain
41
what causes SAS caution
loss of electrical power to SAS 1 or 2 or loss of hyd power to actuators
42
which trim servos are electric and which are hydraulic
yaw and collective are electric pitch and roll are hydraulic
43
trim has how much control authority at what rate
100% at a 10%/sec rate
44
yaw pedal trim with respect to airspeed
below 50 kias only need pedal microswitches above 50 both pedals and cyclic
45
autopilot functions
pitch and roll attitude, airspeed and heading, coordinated turn
46
attitude vs airspeed hold
attitude less than 50 airspeed greater than 50
47
less than 50 kias 4 way trim switch rate
pitch at 5 deg per second
48
angle of bank limit for airspeed hold
30 deg
49
above 50 kias airspeed hold 4 way trim
6 kias per second
50
4 way trim switch lateral rate
6 deg per second
51
heading trim switch below 50 kias
3 deg per second
52
heading trim above 50 kias
one degree per click or 1 degree per second of coordinated turn
53
what conditions must be maintained for heading hold to reengage
for 2 seconds roll within 2 deg of wings level yaw rate less than 2 deg/sec
54
torque limits for alt hold
will stop raising collective at 106%Q if above 80 kias 120% if less than 80
55
radalt hold range
0-5000AGL
56
coupled hover altitude adjustment rates
1000 fpm climb 200 fpm descent
57
radalt/baralt back up
bar alt will kick on if radalt suddenly disengages
58
what airspeed is required for turn coordination
50 kias
59
AFCS auto switches from heading hold to turn coordination under what conditions
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
what angle of bank must be exceeded to feel the maneuvering stability function
30 deg
61
maneuvering stability numbers
1% fwd cyclic for every 1.5 degrees past 30 AOB up to 75 AOB
62
when does the aircraft assume a wing level attitude in auto approach
80 kias
63
at what speed does the aircraft on auto approach reset any trim inputs
40 KGS
64
Automatic approach profile
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
auto approach above profile
airspeed hold 360 ft/min descent
66
auto approach below profile
radalt hold 2.5 kt/sec decel
67
4 way trim switch authority in coupled hover
+- 10 KGS
68
when will the aircraft switch from approach to hover
longitudinal ground speed within 1 KGS of selected or 5KGS when manually engaged
69
when will radalt engage from approach to hover
when within 2'
70
what torque is the AFCC going to limit itself to in a coupled hover
116%
71
concern in coupled hover with >50 kias
if you press the cyclic trim button it will switch to turn coordination
72
when can auto departure be engaged
need auto pilot airspeed less than 50 kias radalt hold operable
73
on a departure, when will the aircraft assume a wings level attitude
50 kias if angle of bank is 5 deg or less
74
what torques will AFCS not raise the collective through on departure
106% above 80 kias 120 below 80 kias
75
max AOB to engage approach
20
76
what will the a/c do if you select depart on an approach
will auto assume a 2 degree nose down attitude
77
crew hover authority
+- 5 KGS after what is set up front
78
departure profile
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
how long after we start moving the dome in the water is the cable angle signal decoupled
9 sec
80
when do we get cable angle at limit
7.5 degrees of deflection
81
normal left wing down in hover
2-3 deg
82
what does subm override do
overrides the 27 +- 12 ft requirement to engage cable angle hover
83
requirements for cable angle engagement
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
main input to cable angle hover
cable angle sensors in alfs reeling machine
85
less important inputs to cable angle hover
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
when does cable angle turn off
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
how long are cable angle controls input suppressed after flight control trim inputs are made
20 seconds
88
what to expect if an EGI fails in a hover, approach, departure
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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