Flight systems 1 Flashcards
What is this and purpose?
Longitudinal Cyclic Trim Actuators:
Receive information from Flight control computers (FCCs), reduce fuselage negative angle of attack thus drag and reduces blade flapping thus lower stress on the rotor shafts by tilting the swashplate assembly.
A: Rotating ring
B: Spherical ball: Stationary ring of each swashplate is mounted on the spherical bearing. Dry Teflon rings inside the ball (no lubrication needed).
C: Bearing
D: Stationary ring: mounted on the spherical bearing (uniball) to allow tilt in any direction. FWD is aluminum, AFT is steel. Lugs for Pivoting/swiveling UDBA, LCTA, and fixed link.
Drive Arm Assembly: Allow angular movements of the swashplate while receiving rotational force from the vertical shafts. Contains the upper and lower drive arms.
A: Pitch Change Link
B: swash plate
C: Slider shaft:Both allow bearing surface for swashplate motion and vertical alignment. Check for scratches, dents, cracks.
Hydromechanical metering assembly HMA, mounted to drive assembly, fuel pump unit (FPU) and Hydromechanical metering unit (HMU). Supplies metered fuel to the main fuel nozzles.
A: Main metering valve
B: Primary stepper motor
C: Mag speed sensor
Reversionary step motor
E: Alternator:for powering the FADEC electronics
A: FPU (fuel pump unit)
B: HMU (hydromechanical metering unit)
Engine Oil Pressure Transmitter mounts in a vibration resistant housing to the airframe.
Ambient air temp sensor
Measures OAT for the DECU to calculate ground idle speed and fuel calculations.
A: Spark plug
B Fire shield
C Spark plug
D
E Fire detection elements
A:
B: Oil pump and NG speed sensor
C: Oil Temp Transmitter
D: Fuel boost pump
E: Oil Filter
A: Starting fuel solenoid valve
B: Main Fuel Filter
C: HMA
A: Oil fuel programming valve
B: Ignition Exciter
C: Liquid to liquid cooler: uses fuel to absorb heat from the oil and heats fuel prior to combustion.
A: Intake
B: Compressor
C: Turbine
D: Exhaust
Torquameter junction box
The Torque meter junction box transmits a signal to the RDPS then to the DECU for engine performance.
A: Interstage air-bleed actuator: Open and closes the bleed band based on HMA signal
B: Overspeed solenoid valve
C: Duel element chip detector
D: In-line fuel filter: provides final fuel filtering prior to delivery, has bypass indictor.
PSIA FOR ILCAs
Which ILCA does not have extensible link?
Integrated Lower Control Actuators: Operated on 1500 PSI. Similar minus the authority covers. Each ILCA has 2 independent boost actuators to provide hydraulic assist and prevent control feedback. System 1 is upper half, System 2 is lover. Pitch, Roll, Yaw have extensible links, thrust does not.
A: Yaw Viscous Damper (improves control feel by reducing control sensitivity)
B: Yaw Mag brake
C: Yaw centering spring: provides a force feel when the control is moved with the brake locked. Assumes new position when brake is released.
D: Yaw balance spring
E: Yaw CPT (control position transducer): maintains a constant rotor rpm as thrust is changed. Produces signal to DAFCS.
F: Thrust balance spring: counteracts the downward imbalance of the thrust controls (prevents pedal creep).
G: Thrust cockpit control drive actuator (CCDA): Thrust control magnetic brake: holds the thrust rod in position selected by the pilot, controlled by thrust brake trigger switch, power supplied by DC bus, slipped with 7-23lbs, do not slip with vertical modes engaged, do not enter forecast turbulence with inoperative thrust brake. Drive actuator: controlled by DAFCS, increases/decreases to maintain constant alt., will move the thrust control lever.
H: Thrust Viscous Damper
I: Thrust Control Position Transducer: maintains a constant rotor rpm as thrust is changed. Produces signal to DAFCS.
J: Thrust Detent Capsule: establishes a ground reference detent
A: Pitch Cockpit Control Driver Actuator
B: Pitch Centering Spring
C: Pitch viscous damper
D: Pitch Balance Spring
E: Pitch Control Position Transducer (CPT): maintains a constant rotor rpm as thrust is changed. Produces signal to DAFCS.
F: Roll Mag Brake
G: Roll centering spring
H: Roll viscous damper
I: Roll balance spring
J: Roll Control Position Transducer:
What is this and purpose?
Return Control Module: Provides central collection for fluid returning to reservoir/cooler, filters prior to reservoir.
Return Filter: 5 micron unit. Visual contamination indicator pops at 75+-10PSI differential. Return filter has a bypass which opens at 130 PSID until 115 PSID.
APU Motor/Pump fault indicator (top) and utility pump fault indicator (lower). Tab (Differential Pressure Indicators (DPI)) pop at 2.5+-.25 gpm exceeded with differential pressure of 22 PSI and illuminates PUMP FAULT light on maintenance panel.
Transfer cylinder compensates for additional fluid required during ramp lowering so that fluid is not taken from the reservoir.
What is this and purpose?
Pressure Control Module: receives input from the APU Start Accumulator, APU Motor/Pump, Utility Hydraulic system pump, AGPU.
Components: #1(2) engine start solenoid valves; Pressure operated values control flow of fluid to the engine starters, normally closed, electrically opened by ENG Start SW on FADEC panel. Receives 28 VDC from respective essential bus.
#1(2) engine pressure operated valves; normally closed (spring), hydraulically opened by respective pilot solenoid valve to prevent damage to the engine starter.
PTU, Hook, Winch solenoid valve: to isolate, all 4 switches must be placed in OFF position.
Power steering, swivel locks, and brake solenoid.
Ramp Solenoid
Pressure Transmitter: 2500-3500 PSI
Pressure Switch: controls the UTIL HYD SYS caution light on MFD and ELEC Panel. Decreasing pressure 2000-1800 PSI and increasing 2000-2300 PSI, normally occurs at 2000 PSI.
Pressure Control Filter Assembly: 5 Micron filter. Button pops at 75PSI +-10PSI differential, fluid does not have a bypass capability. Contains micro switch to illuminate FILTER CHANGE light on maintenance panel.
High-pressure relief valve: prevents over-pressurization by beginning to open at 3500 PSI and fully open at 3850 PSI, closing at 3500 PSI. Fluid is sent to the return module where it is filtered and sent back to the reservoir.
A: PTU (area provides pressure to respective FHS during ground operations and rotors are not turning; can be used in emergencies.)
B: Brake accumulator
C: Return control module (Provides central collection for fluid returning to reservoir/cooler, filters prior to reservoir.
Return Filter: 5 micron unit. Visual contamination indicator pops at 75+-10PSI differential. Return filter has a bypass which opens at 130 PSID until 115 PSID)
D: Pressure control module: receives input from the APU Start Accumulator, APU Motor/Pump, Utility Hydraulic system pump, AGPU
E: Reservoir cooler assembly: Temperature switch on reservoir activates fan at 63C until 54C. Regulates 3000 PSI; Visual fluid level indicator (internal: linear variable differential transducer) provides fluid level indication.
F: PTU
G: Engine starter
H: Reservoir pressurization accumulator:
I: APU start accumulator: Section 1 holds air/nitrogen pre-charge to force pressurized fluid into utility system or APU motor/pump. Section 2 holds pressurized hydraulic fluid. Section 3 holds return fluid. Section 4 allows atmosphere pressure to vent.
J: APU motor pump: provides 3350 PSI for ground operations and in-flight emergencies
K: Hydraulic fill module:
L: Utility hydraulic pump
M: Util hyd depressurization valve
N: EPUSHA: Limit Electric Pump for the Utility System Hydraulic Accumulator (EPUSHA) to 5 uses to prevent draining battery (below 20Amps)
O: Eergency Util Pressure valve
P: AGPU
Q: APU start module: Should indicate approximately 3000 PSI. provides pressure signal to the shuttle valve on the APU motor/pump and directs fluid to the wobble plate.
R: Power steering module: route hydraulic fluid to Power Steering Actuator, Swivel Locks, and wheel locking cam.
A: Fuel control
B: Exhaust
C: Combuster section
D: Compressor
E: Intake
F: Oil reservoir
G: Accessory Drive
A: APU start accumulator
B: Start module
C: fuel shutoff valve
D: APU motor/pump (APU Motor Pump provides 3350 PSI for ground operations and in-flight emergencies. Pressurizes the utility and hydraulic system for main engine starting and ground checks.)
E: APU: Also drives an AC generator (20 KVA) which supplies power to No. 1 and No. 2 electrical systems.
F: DESU: Digital Electronic Sequencing Unit (ESU) which monitors APU operation is on the left side of the cabin above the ramp. DESU monitors APU starting and operation. Monitors APU speed and exhaust gas temperature. Continuously compares these parameters with limits programmed into DESU. If a limit is exceeded, the DESU will automatically shut down the APU.
G: APU fuel relay
H: Fuel pump
I: Fuel solenoid valve
A: 20 psi pressure switch
B: #2 eng xsmn inlet screen housing (filters oil prior to entering engine gears/bearings)
C: #2 engine xsmn oil cooler
D:#2 engine xsmn oil cooler
E: CBOX xsmn oil cooler
F: oil fill/vent cap
G:20 psi pressure switch
H:#1 eng xsmn inlet screen housing (filters oil prior to entering engine gears/bearings)
I: Cooling fan
J: Oil cooler temp/press bypass vlve
K: pressure differential indicator
L: COMB XSMN inlet screen (filters oil prior to entering xsmn gears/bearings)
A: COMB XMSN temp bulb (140*)
B: #2 Lube Pump: lube for engine xmsn & Aux
C: COMB XSMN aux oil filter
D: Aux oil press switch (10psi)
E: Aux oil pump scavenge (debris screen)
F: COMB XSMN inlet screen (filters oil prior to the xsmn)
G: Pressure differential indicator
H: #1 Lube Pump: main lube for cbox, #1 engine xmsn
I: main oil scavenge pump (debris screen)
A: Power steering actuator (steering limits 58L 82R)
B: Shock strut (capable of sustaining 12G of force)
C: WOW switch
A: FWD Transmission
B: FWD Synchronizing drive shafts (7)
C: AFT synchronizing drive shafts (2)
D: AFT vertical shaft
E: AFT Transmission
F: Engine Transmission
G- COMB Transmission
A: Elastometer shock mount
B: Zerk fitting
C: Bearing Housing
D:Elastometer shock mount
A: No 1. Engine Transmission Filter housing
B: No 2. Engine Transmission Filter housing
A: No 2 engine transmission oil cooler
B: No 1 engine transmission oil cooler
C: Cooling fan
D: oil cooler temp/pressure bypass valves
A: No 2 Lube Pump
B: No 1 Lube Pump
What is this system?
ID letters
Power steering accumulator; measures pneumatic pressure in the accumulator. One solenoid controls fluid for steer, the other controls swivel. The check valve prevents flow between the two. The locks are spring loaded so that when hydraulic fluid depressurized, the locks disengage.
A: Check valve
B: Swivel lock solenoid valve
C: Power steering solenoid valve
D: Accumulator
E: 2500-3500 Normal Operating Pressure
A: Vertical Hinge Pin
B: Pitch Varying Housing
C: Vertical hinge pin
D: Blade assembly
E: Horizontal hinge pin
F: Pitch Change Link
G: weather protective cover
H: blade shock absorber
I: Lead lag
J: Vertical hinge pin
K: pitch change
L: Hub
A: Vertical pin oil tank
B: Vertical hinge pin
C: Pitch varying bearing oil tank
D: Pitch varying shaft
E: Tie bar assembly
F: Pitch Varying Housing
G: Hub oil tank
