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HAC > HAC NATOPS > Flashcards

HAC NATOPS Flashcards

1
Q

DLQ Currency (Day/Night)

A

Carrier/Amphib: 2/365 3/90

Clear Deck: 4/180 6/90

Free Deck: 4/180 6/90

RA: 1/180 2/180

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2
Q

Main Rotor Diameter

A

53’8”

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3
Q

Primary/Secondary Missions

A

SANCE - SUW/ASW/NCO/C2/EW

SUW/ASW/NCO/C2/E2

AAHFIN - AMW/AW/HS/FSO/IO/NSW

AMW (Amphib warfare)/AW (Air)/HS (Health Services)/FSO (Fleet Support Ops)/ IO (Intel/NSW)

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4
Q

Seating Configurations

A

(SA - 32+21=53)

SUW - 3 seats/ 2 pax

ASW - 2 seats/ 1 pax

LOG/VERT - 5 seats/3 pax

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5
Q

Engine Type

A

T700-GE-401C

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6
Q

Engine Sections

A

Inlet, Compressor, Combustor, turbine, exhaust

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7
Q

Compressor Section Type

A

5 stage axial, single stage centrifugal

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8
Q

Combustion Section consists of

A

Annular combustion chamber
2 igniters
12 fuel injectors

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9
Q

Where is TGT sensed

A

between gas gen and power turbine

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10
Q

Engine Driven Fuel Boost Pump is designed to

A

1) provide reliable suction feed (minimize vulnerability and fire hazard)
2) provide discharge pressure (satisfy min inlet ox requirement)

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11
Q

HMU Provides

A

1) Rapid engine transient response through collective compensation
2) Auto fuel scheduling for engine start
3) Ng overspeed protection (mechanically limits to 110+/-2%
4) Ng governing
5) Accel limiting
6) Flameout and compressor stall protection

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12
Q

ODV Functions

A

1) Traps fuel upstream (priming not req)
2) Returns fuel back to HMU if Np ovsp/hot start activates
3) Fuel flow to 12 injectors
4) Purges fuel manifold overboard (prevent coking)

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13
Q

EDECU Functions

A

4NsCHEFMADTATED

  1. Np gov
  2. Np ovsp - 120%, flameout
  3. Np ovsp test - rereference 96%
  4. Ng decay relight - turns on igniters for 5 sec,
    disabled <62% Ng
  5. Cockpit Signals
  6. Hot Start Prevent - TGT>900, Ng<60, Np<50 stops flow; Restore 300 deg C or 25 sec, whichever is first
  7. Eng speed trim - 96-101% Np
  8. Fault Diag
  9. Manual Cpwr - 891 +/-10 deg C
  10. Auto Cpwr - OEI conditions (<50%, 180 ft/lbs)
  11. Dual Auto Cpwr - allows to pass 10 min limit @ 866+/-10; if Np<96%, >3% Np droop, >5% Np droop rate
  12. Transient Droop improvement - uses anticipatory signals from Nr sensor on L acc mod and coll pos sensor
  13. Auto-ignition - after Np ovsp, <120 relights w/ igniters on 5 sec
  14. Signals - Np/TGT/Trq
  15. TGT limiting - 839 +/- 10 deg C
  16. Eng load sharing
  17. DECU lockout - no TGT limit, Np gov, load sharing
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14
Q

EDECU Enhancements

A

1) TGT limiting 866 +/- 10 deg C

2) Auto CPWR (when tq below 50%, resets tgt limit
to 891 +/- 10 deg C, no advisories)

3) Dual Auto CPWR (activate when excessive Nr/Np droop)

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15
Q

Engine Chip Location

A

Return Line after AGB

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16
Q

Crossbleed Start Requirements

A

Air Source/ECS Start Switch - ENG

Ng receiving eng SHALL - 24% Ng min

Donor Eng Ng - 90-94%Ng

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17
Q

3 ways to anti-ice engine

A

1) Engine anti-ice - Vent bleed air to swirl vanes
2) Inlet anti-ice - vent bleed air into inlet
3) Pump engine oil through scroll vanes

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18
Q

Engine Anti-Ice/Start Bleed Valve Malfunction Indications

A

1) Illum w/ >90%Ng or >94% Ng if OAT 15 deg C or greater
2) No illum when Ng <88% Ng (may vary on sliding scale w/ OAT)
3) No illum w/ switch on
4) No TGT rise (30-100C)

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19
Q

Inlet Anti-Ice advisory illuminates when

A

bleed air heats inlet to ~93 deg C

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20
Q

Inlet anti-ice operates by

A

1) <4 deg C, valve open
2) 4-13 deg C, valve controlled by Freon filled bellows. start closing at 4, closed by 13 deg
3) >13 deg C, valve closed

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21
Q

blade damper function

A

restrain lead/lag and absorb rotor head starting loads

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22
Q

rotor blade components

A

pressurized hollow spar, honeycomb core, outer skin, abrasion strips, electrothermal deicing mats and removable swept back blade tip fairing

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23
Q

main xmsn px sensor location

A

an oil px sensor on the no 1 accessory module, the farthest point from the pumps, activates the MAIN XMSN PRESS LOW caution when the main transmission oil px drops below 14 psi

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24
Q

difference between IGB/TGB chip detectors and main XMSN chip detectors

A

the IGB and TGB contain identical chip detectors that contain an embedded oil temp switch. these sensors indicate when a chip is present and/or the gearbox oil temp is high

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25
Q

when does backup pump auto kick on?

A
  1. Loss of No. 1 hyd pump px (#1 HYD PUMP caution)
  2. Loss of No. 2 hyd pump px (#2 HYD PUMP caution)
  3. Loss of No. 1 hyd reservoir fluid (#1 RSVR LOW caution)
  4. Loss pf px to the first stage of the tail rotor servo (#1 TAIL RTR SERVO caution)
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26
Q

Restricted Fuels

A

Jet A-1, Jet A, Jet B, JP-4

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27
Q

5 Methods of Overland Recovery

A
  1. Landing to effect a rescue
  2. Rescue via 1 or 2 wheels (requires op necessity)
  3. Rescue via hoist
  4. Rappelling
  5. DD
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28
Q

Radio Failure Modes

A
  1. Single Mission Computer Failure - no impact
  2. 1553 Data bus failure (both mission computers lose power) - No impact to ICS. Radios function normally but control via OCP and RCU
  3. AMC or OCP failure - RAD 1 hardwired to pilot, RAD 2 copilot, controlled by RCU, PTT only
  4. Battery Mode - Only RAD 1 available, ICS PTT
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29
Q

Types of Shipboard Approaches

A
  1. Visual
  2. Instrument
  3. ELVA
  4. Offset
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30
Q

Loss of Tail Rotor Control - Cable Failure

A

R < 25 < L < 145 < R
For GW approx 19,500 pounds, in level flight, and for flight out of ground effect, this fixed pitch setting will provide balanced level flight at about 25 and 145 KIAS. Airspeeds will vary with GW, DA, Nr and ground effect

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31
Q

Loss of TR Control - Hyd Pump Failure

A

yaw boost servo is still pressurized and mechanical control system is still intact. Normal yaw control is available between approx 40 and 120 KIAS. Below 40 KIAS, yaw response to pedal inputs will become less effective

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32
Q

Ditching profile

A

For minimum loads on impact and to minimize the possibility of immediate rollover on touchdown, a ditching should be made into the prevailing winds and into or just past the crest on the backside of a wave

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33
Q

What are you worried about in regards to Nr during practice autos?

A

In a practice auto, Nr should be governed as closely as possible to 100% due to engine spoolup considerations. The engines will not begin to spool up in answer to the power demand of the collective pull until Nr decays to 100%. this delay could result in an inadvertent touchdown.

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34
Q

3 pigs and associated buses

A

1) Backup Hyd Pump (No. 1 AC Pri)
2) Mission Avionics + TR De-ice (AC Sec)
3) MR De-ice (AC Mon)

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35
Q

What happens with a stuck closed engine anti ice valve? stuck open?

A

Stuck Closed: temporary hangup of the engine Variable Geometry (VG) system at the anti-ice/start bleed valve may cause engine flameouts at low collective settings.

Stuck Open: Torque may be reduced up to 18% (shown as an equivalent increase in TGT)

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36
Q

Np overspeed test numbers? what happens if it fails?

A

Np ovsp test re-references 96% rather than 120% and flames out engine. If Np speed decreases when either switch is pressed individually, the opposite test switch may be faulty.

Failure of an engine to automatically relight when both OVSP TEST A and B are pressed simultaneously is possible. The engine should be restarted using normal procedures and the check should be performed again. If the engine automatically relights on the second attempt, the engine is acceptable. If the
engine fails the test twice consecutively, maintenance action is required.

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37
Q

stab inputs

A
  1. Collective Position
  2. Lateral Acceleration
  3. Airspeed
  4. Pitch Rate
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38
Q

main xmsn malfunction time to complete failure

A

Previous events of a complete loss of lubrication of the main gearbox have shown that the tail drive pinion will likely fail first, resulting in loss of tail rotor drive in as little as 8 minutes after a catastrophic loss of lubrication. Drive failures were preceded by a dramatic increase in vibrations and/or noise level, approximately one minute prior to failure. Time to transmission failure will vary depending on power utilized, speed of the leak, and condition of the gearbox

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39
Q

JP-4/Jet B Ops

A

If JP-4/JET B is used, the following operational restrictions/considerations apply:

  1. All takeoffs shall stabilize in a hover with no fuel pressure cautions for a minimum of 10 seconds before commencing transition to forward flight.
  2. Single-engine training is prohibited.
  3. Operating characteristics may change. Lower operating temperatures, slower acceleration, and shorter range may be experienced.
  4. Due to the vapor qualities of mixed JP-4/JET B, the next two refuelings with a primary fuel shall be treated
    as if JP-4/JET B is in the tanks.
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40
Q

VRS

A

Measurable: >700 fpm and 0-20 KIAS
Worst: 1,500 fpm and 5-10 KIAS

  1. Decrease collective pitch.
  2. Increase forward airspeed.
  3. Enter autorotation if altitude permits.
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41
Q

Head check

A

Blade lock pins engaged.
Pitch lock pins retracted.
Gust lock disengaged

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42
Q

when is a head check required

A

A head check shall be conducted any time the BLADEFOLD switch is moved from the OFF position.

If the ROTOR SPREAD light remains off, there may or may not be a SPREAD INCOMPLETE caution. The aircraft can be safely flown as long
as a proper head check is performed

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43
Q

aux tank selective jettison

A

Emergency jettison of external fuel tanks via the ALL STORE JETT pushbutton (PB) is inhibited when less than 40 gallons (approximately 272 lbs.) remain in the tank. SEL JETT must be used to jettison when less than 40 gallons (approximately 272 lbs.) remain in the tank. The fuel gauge for the external fuel tank reads in 50 lbs. increments. If the external fuel tank requires jettison and the fuel gauge reads 300 lbs. or less, SEL JETT should be utilized

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44
Q

Why would you opt to do HIFR

A

If the helicopter must be fueled when the quality of the fuel is in question, it should be refueled through the HIFR fitting. The HIFR filter is capable of removing both water and particulate matter from fuel.

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45
Q

rescue hoist types?

A

Breeze-Eastern: 0 to 215 fpm
Lucas-Western hoist: 0 to 250 fpm

200 feet of usable cable
1st and Last 20' Orange
Automatically decels to 50 fpm ~10 feet from full-up or 5 feet from full-down position
Backup: 85 fpm
Pilots: 100 fpm
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46
Q

Type of battery and purpose

A

24-volt dc Nickel-Cadmium (NICAD) battery

Starts the APU and power the Battery Utility bus

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47
Q

SAS 1 vs SAS 2? What happens if one fails

A

SAS 1 is Analog

SAS 2 is Digital

With both SAS channels engaged, the pitch, roll, and yaw actuators have ±10% control authority with each channel providing ±5%. The remaining operable SAS channel is limited to ±5% authority, but operates at twice its normal gain to partially compensate for the failed SAS channel.

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48
Q

Stab actuators

A

Two electric jackscrew actuators, acting in series, position the stabilator. Each actuator provides 1/2 the input to position the stabilator and is controlled by a separate, redundant stabilator amplifier. Stabilator travel is restricted to 35° if an actuator fails in the full-down position or 30° if an actuator fails in the full-up position

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49
Q

Heading hold

A

<50 kias, 3°/sec or 1° , pedals disengage
>50 kias, 1°/sec or 1°, pedals + trim button disengage

The heading hold is reengaged, following a turn, when the following conditions are maintained for 2 seconds:

  1. Aircraft roll attitude is within 2° of wings level.
  2. Yaw rate is less than 2° per second.
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50
Q

crew hover limit? Why?

A

5 KGS; 35 kt sideward limit (20 potentiometer + 10 4-way + 5 Crew hover)

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51
Q

color convention for WCA page

A
  1. Red — Warning.
  2. Yellow — Caution, failure, or fault.
  3. Green/white — Status only
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52
Q

hard init vs soft init

A

Soft INIT: A soft INIT is defined as initializing a device by selecting the DIAG bezel key (opening the EQUIPMENT STATUS page), scrolling to highlight the specified device and selecting INIT from the pop-up menu.

Hard INIT: A hard INIT is defined as initializing a device by pulling the circuit breaker for the specified device, waiting 20 seconds, resetting the circuit breaker, then performing a soft INIT.

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53
Q

T-handle operation

A

Pulling aft on the T-handle arms the system and mechanically places the fuel selector in the OFF position. When both the No. 1 Engine and APU T-handles have been actuated, the fire-extinguishing agent will be discharged into the compartment for the T-handle that was LAST actuated.

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54
Q

when should you use manual mode for blade deice?

A
  1. The pilot has determined by judgment of icing intensity that the ice rate system is inaccurate.
  2. Torque required has increased to an unacceptable level.
  3. Helicopter vibration has increased to an unacceptable level
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55
Q

When is anti-ice required

A

All anti-ice/deice systems shall be turned on prior to entering visible moisture (including clouds) at ambient temperatures of 5 °C or less

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56
Q

where does ice accumulate first?

A

Initial ice accumulation will be noted on the windshield wiper arms, mirror support brackets, main landing gear, and external stores

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57
Q

what are you worried about in icing conditions?

A

Engine degradation, ice shedding, ice accumulation, change in airfoil, increase of weight.

Ice accumulation resulting in a 20 percent torque increase indicates that normal autorotational rotor rpm may not be attainable should dual-engine
failure occur.

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58
Q

Types of release for cargo hook and priority?

A

Rated 6,000 lbs
Primary: Electrical from Aircrewman, pilot, and cp
Secondary: Mechanical release on hook for groundcrew operation or for aircrew in event of electrical malfunction
Tertiary: CAD

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59
Q

Engine Oil Level (Hi/Low/Service to), Capacity, time limit

A

Low: less than halfway between the ADD and FULL

High: Not written, mx says as long as there’s a bubble
Service to approximately 1 inch below the full mark or adjacent to the top set of bolts on the sight gauge.
@ ADD, approximately 2 quarts of oil is required.

7.3 U.S. QUARTS (MIL-PRF-23699)

Wait at least 20 minutes after engine shutdown before checking the engine oil level or servicing to prevent potential engine seal failure upon restarting engine.

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60
Q

4 preflight things on walk up

A
  1. chocks - in place, tiedowns as req
  2. Underside of all main rotor blades and tip caps - check
  3. all intlet/exhaust plugs and pitot static tube covers - remove
  4. sonobuoy launcher safety valve - safe
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61
Q

what do you check for on preflight

A

Condition, Corrosion, Security, FOD

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62
Q

Blade Damper accumulator level

A

Reference Chart but at 30°C, minimum is 1450 psi

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63
Q

Min equipment for night flight over water? Why?

A
  1. LAWS.
  2. Altitude hold (RAD ALT or BAR ALT).

Laws uses RADALT

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64
Q

TACAN Test

A
  1. Needle swing 180 +/- 3 for 5 seconds
  2. Within 1/2 dot,
  3. DME 0.0 +/- .5,
  4. To (180) or From (000) course swap
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65
Q

Stab Check

A
  • Should read between 34-42 deg down
  • Test button: stab moves: 5-12 deg up, caution, tone, MC
  • Auto PB on: returns to 34-42 deg down
  • Slew up 5-10 deg up in 4-8 sec
  • Caution: Helicopter SHALL not be flown if the stabilator fails any check involving manual operation, position indications, or warnings.
  • Note: If auto mode fails to engage, slewing the stabilator full up then full down with ac power may align the stab actuators and allow stab auto mode to reengage.
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66
Q

What if you start engine with ignition off?

What if you place to NORM while starting?

A

If start is attempted with ENGINE IGNITION switch OFF, do not place switch to NORM until the Abort Start emergency procedure has been completed.

If the ENGINE IGNITION switch is placed to NORM while start is in progress, a hot start may occur.

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67
Q

what if starter never drops out? normal range?

A

Starter normally drops out at 52 to 65 percent Ng.

If starter does not drop out, perform ENG STARTER advisory emergency procedure.

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68
Q

Collective and Cyclic Position during shutdown

A

The collective may be raised a maximum of 1.5 inches during shutdown to reduce droop stop pounding.

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69
Q

what if rotor brake slips during start

A

If the rotor head moves due to rotor brake slippage, the pilot may immediately secure both engines or, if prebriefed, release the rotor brake.

72 SOP: Engine Starts. If the rotor brake slips during engine start, both engines should be secured immediately to avoid inadvertent engagement of the rotors. Rotor engagement without tower approval may lead to unsafe engagement conditions or injury to personnel.

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70
Q

When do we do HIT checks?
What if it fails?
What if you’re in icing conditions?

A

At a minimum, HIT check SHALL be performed on the first flight of the day

If it fails

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71
Q

keep link 16 codes?

A
  • Link 16 code may be held by bringing Link 16 to standby prior to turning MSN PWR off.
  • Holding Link 16 codes for extended periods will cause failure of MIDS battery.
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72
Q

ship approach profile

A
  1. 200’ AGL / 1.5 mi astern / 80 KIAS
  2. 200’ AGL / 0.5 mi / adjust speed to 50 kts closure
    (Missed Approach Point)
  3. 175’ AGL / 0.4 mi / 40 kts closure
  4. 150’ AGL / 0.3 mi / 30 kts closure
  5. 125’ AGL / 0.25 mi / 25 kts closure (transition pt)
  6. Drive into feet on HRS bar / 0.1 mi / 10 kts
  7. Nose over the deck, descend to eyes on HRS bar
  8. AWR cons you in
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73
Q

EMI

A 
Due to the possible adverse effects of EMI on aircraft mission systems and flight displays when operating in the vicinity of SPY-1 radars, MH-60R aircraft should not close within 1 nm of CG or DDG class ships unless the
SPY-1 is operating at low power.
74
Q

Form lights

A
  • To extent necessary for safety, lighting configuration for formation flights may be varied according to a/c model/mission req
  • Normally, all a/c in the flight shall have external lights on and at least one a/c in the flight shall have lights on BRIGHT and the anti-collision light ON when a/c lighting is required
  • The formation lights consist of five panels located on the fire bottle compartment access door (ranging light), each side of the tail cone, and each side of the stabilator.
  • If the wingman sees only one large segment, then the aircraft is too far away. If the wingman sees two or three segments, then the aircraft is at the appropriate distance from the lead. If the wingman can distinguish among all four segments, the aircraft is too close.
75
Q

SWEEP Checks

A
  1. S — Size, slope, suitability, surface (grass, snow, rocks, dust).
  2. W—Winds (direction, demarcation, turbulence, loss of effect due to obstacles).
  3. E — Escape routes (dropoff, waveoff).
  4. E — Elevation of LZ (PA and DA).
  5. P — Power (available vs. required: includes takeoff power after taking on additional weight).
76
Q

FCF Profiles

A

A- Everything
B- Engines
C-Controllability/Drive Train
D-AFCS

77
Q

EDECU Codes

A

Codes are displayed starting with the lowest code (4 seconds on and 2 seconds off), rotating through all codes, and then repeating the cycle. They can be suppressed and recalled by pressing either one ofthe ENG OVSP TEST buttons. Once the problem has been corrected, the codes will be cleared and may be verified after operating the engine at FLY.

78
Q

indications of LDS malfunction? when would you notice it?

A

The malfunctioning engine will lag the good engine for several seconds. The lag will have a greater magnitude and duration at higher rates of collective application or reduction.

  • PCLs in IDLE: Ng of malfunctioning engine 3% to 4% higher than other engine.
  • During rotor engagement: Engine with the failed LDS will indicate a higher torque as PCLs are evenly advanced to FLY. Good engine may not indicate any torque until its PCL is in FLY.
  • Initial collective increase during takeoff: Torque split. Torque of the engine with the failed LDS will be lower than good engine. (Unless very gradual takeoff)
  • Collective inc/decreases <75%: Torque split.
  • Autorotations: Rapid Np/Nr rise. Engine with failed LDS may show a residual torque of approx 12% with collective full down
79
Q

change of scan vs change of control

A

Change of Scans: In this procedure, the PAC flies the instrument approach and makes the landing

Change of Control: In this procedure, the PAC flies the instrument approach and switches controls to the PNAC for landing.

80
Q

how many xmsn pumps? parallel or series?

A

2 pumps in parallel

81
Q

Hyd Leak vs Malfunction

A

1/2 RSVR Low indicates a leak

82
Q

Backup Pump and MTS

A

MTS failure may occur if the backup hydraulic pump is turned on with MTS operating

83
Q

compressor type

A

5-stage axial single-stage centrifugal

84
Q

switches for flight light

A

pylon lockpin switch, 5° switch, tail rotor blade indexer switch, and two stabilator lockpin switches

85
Q

backup pump setting during auto approach checklist

A

“As required” but place into on because of 0.5 sec delay when Backup pump kicks on

86
Q

backup altimeter importance?

A

The encoder provides a digital output of pressure altitude in units of 100 feet to the Identification Friend or Foe (IFF) transponder using 29.92 inches Hg as a reference altitude.

87
Q

auto fuel xfer starts at

A

2640 lbs

88
Q

Np/Tq sensor

A

2 Np sensors located on top of exhaust frame. Power turbine shaft equipped w/ 2 pairs of teeth that induce electrical pulses to Np sensors. These teeth allow for measurement of torsion of the shaft which is proportional to torque

Left sensor provided signal to DECU and VIDS, right sensor feeds torque computation circuit and Np ovsp protection system.

89
Q

Flap restraints purpose/number

A

Prevent high/low blade flapping at low Nr.

Pulled out by Centrifugal force at 35% Nr

90
Q

Droop stop purpose/number

A

Prevent blade flapping at low Nr

Centrifugal force pulls droops out at 70% and seat at 50% Nr

91
Q

AVCS Components/Solution

A

AVC Computer (AVCC), 10 accelerometers (8 vert/2 hor), Vibe Control Acuation System (VCAS) composing of 1 EU and 5 Force Generators (4 1,000lb pairs, 1 500 lb pair)

On deck, the AVCS continuously analyzes aircraft vibrations and resets its vibration-nulling solution on a 300 second (5 minute) cycle

92
Q

Helo length

A

64’ 10” (rotors turning)

93
Q

MAIN XMSN PRESS Caution Appears/MAIN XMSN OIL HOT Caution Appears

A

PX: <14 PSI
Temp: >117 deg Celsius

94
Q

Main XMSN Temp Sensor Location

A

An oil temperature sensor at the oil cooler input to the MGB manifold activates the MAIN XMSN OIL HOT caution when the main transmission oil temperature goes above 117 ºC

95
Q

Types of fuel definitions

A

Primary Fuel —A fuel that the aircraft is authorized to use for continuous unrestricted operations.

Restricted Fuel —A fuel that imposes operational restrictions on the aircraft.

Emergency Fuel —A fuel which may be used for a minimum time when no other primary or restricted fuel is available in case of emergency or operational necessity.

96
Q

Primary Fuels

A

JP-5, JP-8, F-24, TS-1

F-44, F-34, F-24, TS-1

97
Q

Do you turn the APU gen on when starting on external power?

A

The PAC scan should be primarily outside.
Do not decelerate below 50 KIAS until within 90° of the windline and do not descend below 90 ft until into the wind. Do not uncouple the rotorhead with large reductions in collective during the maneuver.
Maintain balanced
flight throughout the turn.

98
Q

What’s different about landing via 1-2 wheels for overland recovery?

A

requires operational necessity

99
Q

corrections to cable angle hover

A

the most effective way to center the cable is to provide minimal inputs to keep the cable within limits while allowing the AFCS to develop its own solution over the first 25 seconds.

The following corrective actions are recommended in the order listed:

  1. Use cyclic trim to command the aircraft in the corrective direction.
  2. Fly against lateral trim.
  3. Using trim release button, reposition aircraft.
  4. Fly against longitudinal trim.
100
Q

tail rotor spar loading

A

Left roll rates (above approximately 30° per second in forward flight above 75 KIAS) can combine with induced tail rotor gyroscopic and flapping loads to cause excessive tail rotor spar loading.

101
Q

translational lift

A

As the airspeed reaches approximately 17 knots, a noticeable vibration will be felt as the aircraft encounters its own ground vortex. The ground vortex is rolled up under the aircraft as speed continues to increase and dissipates as the aircraft reaches approximately 30 knots.

102
Q

what speed do you do run on landings at?

A

Single-Engine Landing: touchdown above translational lift.

T/R Cable Fail: @25 KIAS

T/R Hyd Malfunction: >40 KIAS

Max Touchdown Speed: 75 KGS (TW Locked)

103
Q

What happens when you land in the water?

A

After a water landing, the aircraft tends to sink nose down and roll unpredictably to either side within 10 seconds. Depending on available power and rotor speed, the PAC may not be able to arrest these motions with collective or cyclic application. The aircraft may maintain some degree of buoyancy in the fuel cell transition section (approximately 2 to 5 minutes) after water landing.

104
Q

ground effect

A

The MH-60R is considered to be hovering in ground effect at radar altimeter altitudes at or below 45 feet.

105
Q

Target Nr and speed during actual auto

A

Nr: For a given gross weight, there is one ideal rotor rpm that will provide the minimum rate of descent. As rotor rpm is allowed to build above ideal, rate of descent increases. As rpm decreases below ideal, rate of descent decreases. This means that a heavy aircraft actually descends slower in a steady-state autorotation than a lighter one. In an actual autorotational flare, the pilot may choose to allow Nr to increase above optimum for descent. The higher the Nr when executing the final recovery, the more kinetic energy is available in the rotor system for the collective pull that will cushion the landing as Nr decays

Airspeed:
Minimum ROD - 75 KIAS.*
Maximum glide airspeed of approximately 95 KIAS.
*A decrease or increase in airspeed from this value results in an increase in rate of descent

106
Q

battery life? batt low caution %? what happens after that?

A

With 80% charge, life expectancy is 11 min for day and 9 min for night.
Batt Low Caution: 40%
DC Esntl bus drops: <35%
Can’t fire CADs: <30%

107
Q

can you do Np OVSP check in flight?

Can you reset an OVSP CB in flight?

A

Engine overspeed check shall not be performed in flight. Possibility of flameout exists on the engine being checked.

Additionally, a popped No. 1 and/or No. 2 ENG OVSP circuit breaker shall not be reset in flight. Resetting the circuit breaker may initiate an engine overspeed signal and result in engine flameout.

108
Q

Can you fly without a flight light?

Can you fly without a spread light?

A

If the PYLON FLIGHT light is not illuminated, the pylon and stabilator lockpins and the tail rotor indexer shall be visually inspected prior to flight. Failure to do so may cause separation of the tail pylon.

If the ROTOR SPREAD light remains off, there may or may not be a SPREAD INCOMPLETE caution. The aircraft can be safely flown as long as a proper head check is performed.

109
Q

TGT bias

A

-71 deg C

110
Q

JP-5 flashpoint

A

For planning purposes, a fuel mixture of 70% JP-5 (F-44) and 30% JP-8 (F-34) or Jet A-1 (F-35) will ensure the minimum flashpoint of the fuel mixture is above 120 °F

111
Q

when does stab program

A

30 KIAS

112
Q

blade stall indications and recovery

A

at these speeds, roughness is encountered, but reasonable maneuvers or mild turbulence can be tolerated. Severe turbulence or abrupt control maneuvers at this point will increase the severity of the stall, and the helicopter will become more difficult to control. In the blade stall condition, each main rotor blade will stall as it passes through the stall region and create vibrations-per-revolution equal to the number of blades.

  1. Decrease collective pitch.
  2. Decrease severity of maneuver.
  3. Gradually decrease airspeed.
  4. Increase rotor rpm.
  5. Decrease altitude.
  6. Decrease gross weight.
113
Q

Loss of Tail Rotor Effectiveness Types and Recovery

A

060-120: AOA Reduction

120-240: Weather Vaning

210-330: TR Vortex Ring State

280-330: MR Disc Vortex

Recovery:

  1. ) Altitude permitting, lower collective
  2. ) Use fwd cyclic to increase airspeed and turn in direction of rotation
  3. ) At very low airspeeds or hover, apply full left pedal
114
Q

static vs critical rollover

A

Static: 28° Max angle can be parked
Critical: 12° Max takeoff/land angle

115
Q

helo vibration types

A

1-Per (4.3Hz): Main Rotor out of balance, Worn/loose control rod bearings, Malfunctioning blade damper. Feels like a lateral oscillatory roll to the pilot. At high speeds, one per-revolution vibration will most likely be felt as a vertical vibration.

1.44-Per (6.5Hz): Caused by an initial aerodynamic upset that is amplified and maintained as a result of an SAS and Pilot-Induced Oscillation (PIO) in the longitudinal cyclic.

4-Per (17.2 Hz): Caused by the dynamic response of the main rotor blades to asymmetrical blade loading. Felt as a combination of vertical and lateral shake at the same frequency.

Tail Shakes (5 cycle/sec): Tail shake is an aerodynamic excitation of the first lateral bending mode of the tail pylon in certain flight regimes. This vibration will be felt as a random impulse around the yaw axis

Tail Rotor Drive Shaft Vibrations (Hi Freq): Generally, these vibrations are caused by an unbalanced drive shaft, bad bearings, or a failing tail/intermediate gearbox. These vibrations can be identified during a ground run by feeling the tailcone and can also be felt as a “buzz” in the pedals.

One Times Tail Rotor Speed (20 Hz): due to tail rotor imbalance, damage, loose hardware, pitch change link bearing wear, or loose tail or intermediate gearbox, and is not easily isolated by the pilot.

116
Q

crossbleed start numbers

A

For a crossbleed start, the donor engine should indicate the maximum Ng safely attainable (90-94%). Receiving engine Ng less than 24 percent may result in a hot start.

117
Q

pump/valve fail vs auto fuel xfer fault

A

When a transfer/dump pump fails, the PUMP/VALVE FAIL caution appears and the alternate pump can supply fuel transfer capabilities, when selected.

AUTO FUEL XFER FAULT caution illuminates, this indicates a lack offuel transfer from the auxiliary tank(s) to the main tank(s). The manual fuel transfer mode must be used if the automatic mode of fuel transfer fails. May not be able to transfer fuel.

118
Q

fuel low sensors

A

2 separate and independent indications to alert the aircrew of a low-fuel state. When the fuel level in one ofthe fuel cells reaches 300 pounds, the #1/#2 FUEL LOW caution appears and the associated digital fuel readouts on the mission and flight displays turn yellow. When total fuel reaches 600 pounds, the total fuel display also turns yellow. These cautions may illuminate and extinguish as fuel washes on and off the
sensors.

119
Q

left tank vent valve

A

During HIFR, if right cell fills faster than left cell, monitor the fuel quantity gauges closely. If the difference in cell quantities persists, stop refueling before right cell is full (approximately 1,700 pounds).

120
Q

fuel capacity

A

JP-5 4,012 lbs (590 US Gallons)

JP-8 3,953 lbs (590 US Gallons)

121
Q

fuel interconnect level

A

270-600 pounds

122
Q

apu functions

A

Provides pneumatic power for starting the engines and operating the Environmental Control System (ECS). It incorporates a generator for ground and emergency in-flight electrical operations.

123
Q

when do generators kick off and on? on deck?

A

Kick Off in flight 80%

Restored 97%

Kick off on ground 94%

124
Q

hyd system px

A

3000 psi (1000 psi for pitch/roll trim actuators)

125
Q

hyd leak test requirements? reason for it? lights associated?

A

Checks all hydraulic circuitry except transfer/shuttle valve operation.

Requires:

  1. Ac power.
  2. BACKUP HYD PMP switch in the AUTO position.
  3. All hydraulic reservoirs full.
  4. Weight On Wheels.
  5. Rotors engaged.
Lights:
1-3. #1/2/Backup RSVR LOW.
4. SAS.
5. BOOST SERVO OFF.
6. AFCS DEGRADED.
7. #1 TAIL RTR SERVO.
8. #2 TAIL RTR SERVO ON.
9. BACKUP PUMP ON.
10. MASTER CAUTION
126
Q

trim function

A

The trim actuators command full control authority in all four control axes, but are rate-limited to 10 percent per second

127
Q

attitude/airspeed hold

A

<50 KIAS: Attitude Hold, 4-way 5°/sec

>50 KIAS: Airspeed Hold, 4-way 6 KIAS/sec

128
Q

Hover augmentation/gust alleviation

A

SAS 2 also provides hover augmentation/gust alleviation. It further improves aircraft stability at low airspeeds by using attitude retention, longitudinal acceleration, and lateral acceleration to eliminate drift.

129
Q

turn coordination

A

Provided >50 kias

Automatic turn coordination is engaged and heading hold disengaged when roll attitude is greater than 1° and any of the following conditions exists:

  1. Lateral cyclic displacement is greater than 3 percent.
  2. Cyclic TRIM REL button is pressed.
  3. Roll attitude exceeds 2.5° bank angle using the four-way TRIM switch.
130
Q

maneuvering stability

A

The linear longitudinal cyclic force is provided by commanding 1% forward cyclic for each 1.5° Angle of Bank (AOB) between 30 and 75° angle of bank.

131
Q

when does hover coupler engage? what does it limit torque to?

A

1 KGS Auto

5 KGS Manual

2’ of selected altitude

Limits torque to 116%

132
Q

auto approach profile

A

> 40 kts: 215 fpm, 2.5 kt/sec
<40 kts: 130 fpm, 1.5 kt/sec

Above: 360 fpm, airspeed hold
Below: 2.5 kt/sec, altitude hold

133
Q

auto depart profile

A

150’ agl / 120 kias

3 kt/sec accel, 80-100 KIAS fade range, then 1 kt/sec
240 fpm climb

134
Q

cable angle display numbers

A

4.25° inner ring
8.5° outer ring
2° ticks
7.5° CABLE ANGLE AT LIMIT

135
Q

when does cable angle engage?

A

When you press it

±5 knots
altitude hold within 10 feet of selected altitude
dome wet indication.

136
Q

why would you use submerge override?

A

Allows the pilot to defeat the 27 ±12 foot water depth requirement for the sonar transducer. Cable angle hover mode may fail to engage when dipping at very shallow depths or if AFCS is not receiving a dome wet indication.

137
Q 
Coupler failures in a hover:
RADALT fail during Approach
Radalt fail in hover
Radalt fail during depart
Single EGI Failure
A

Approach:
APPR disengages: BAR ALT hold engages at failure altitude. DEPART function not available.
>50 KIAS — airspeed hold engages.
<50 KIAS — attitude hold engages.

Hover:
HVR remains engaged; BAR ALT engages at failure altitude; HVR must be manually deselected on AFCS control panel; DEPART function not available.

Depart:
DEPART disengages: BAR ALT hold engages at failure altitude.
>50 KIAS — airspeed hold.
<50 KIAS — attitude hold.

EGI:
APPR/HVR/DEPART disengages. RAD ALT hold remains engaged, but is severely degraded. Altitude changes of ±40 feet from what is selected on the HVR ALT potentiometer may occur. All other autopilot functions lost. Aircraft may develop a slow
pitch, roll, and/or yaw rate

138
Q

Auto Preflight Check Requirements? What are you checking for?
What movement is allowed?

A
  1. Weight on wheels.
  2. Rotor brake on.
  3. Engine torques below 10 percent.
  4. Both EGI attitudes valid.
  5. SAS 1 pushbutton engaged (after AFCC on for at least 20 seconds).

SAS 1/2: No movement should occur in main rotor blades. Minimal movement in flight controls is acceptable

TRIM: Minimal movement in flight controls is acceptable.

Autopilot: No movement should occur in flight controls.

139
Q

GPS vs INS?
What happens if you are INS only?
Drift Rate?

A

INS is worldwide, passive, and self-contained.The primary disadvantage of INS is that the information provided is precisely accurate only for a short time, as it is eventually susceptible to inaccurate position and velocity solutions.
GPS is worldwide, passive, and employed to provide very precise and regular position, velocity, and time information updates to the INS to preclude navigational errors. The disadvantages of GPS are: it is not a self-contained system (relies on satellites for information acquisition), it is vulnerable to jamming and spoofing, and it is incapable of providing aircraft heading and attitude information.

Without GPS, an INS-only solution will eventually exhibit geosituational and positional errors due to the drift inherent in any INS.

drift rate???

140
Q

pitot static system

A

Provides static and dynamic air pressure for the barometric altimeters and airspeed indicators on the FDs and to the AFCS via the air data computers, the air data transducer, and the airspeed transducer.

141
Q

fire detection system

A

3 firewall-mounted sensors, 2 floor-mounted systems
When one of the sensors detects infrared radiation (fire) and no blue light (sunlight), it sends a signal to the associated control amplifier.

142
Q

what icing conditions can we fly in? what do we need?

A

Helicopters equipped with operable anti-ice and blade deice equipment are permitted flight into forecast or known trace or light icing conditions.

All installed anti-ice/deice equipment (windshield, engine, rotor) shall be operational prior to flight.

Helicopters not equipped with operable blade deice equipment are prohibited from flight into forecast or known icing conditions (ambient temperatures of 5 °C or below in visible moisture).

Flight into forecast or known moderate or severe icing conditions is prohibited.

143
Q

all stores jett order and what does not jettison

A
  1. Sonobuoys.
  2. Left Inboard Station (released first).
  3. Right Inboard Station (released second).
  4. Left Outboard Station (released third).
  5. Right Outboard Station (released fourth).

CMDS stores do not jettison

144
Q

when do ADHEELS and IHEELS come on?

A

ADHEELS: Illuminates for 45 min

  1. Fresh or saltwater immersion.
  2. Impact force of 11 to 13 g’s or greater.
  3. Attitude changes of 100 ±5° or greater in either pitch or roll.

IHEELS:
1. Fresh or saltwater immersion. 2. Attitude changes of 100 ±5° or greater in either pitch or roll.

145
Q

normal approach

A
  1. Maintain 500’ AGL / 75-100 KIAS Downwind
  2. @ 180 - Lower Collective to begin Descending/Decelerating Turn to 90
  3. @ 90 - 300’ AGL / 60-80 KIAS
  4. Intercept Courseline at 150-200’ AGL / 50-70 KIAS (1000’ Straightaway)
  5. Maintain attitude until 20 KIAS and 30’ AGL
  6. @ 30’ adjust nose attitude and collective to achieve hover at 10’ AGL
  7. Arrive at Spot at Hover Alt, Hover Power, & 0 Groundspeed.
146
Q

steep approach

A

200’ / 40 KGS
Initiate when spot in lower 1/3 of windshield
Do not exceed 700 fpm (VRS)

147
Q

precheck valves fail?

A

Flow of fuel when precheck valve is in PRECHECK position indicates a shutoff system malfunction.
As long as one precheck valve is operative, the aircraft can be refueled safely.
If neither precheck valve will secure fuel flow, fueling should be continued only if necessary.
If fueling is required, proceed with caution in order to prevent rupture of the main fuel tank.
Fuel quantity shall be monitored on the flight or mission display to prevent overfilling.

148
Q

can PQMs or AWs perform mx?

A

All PQMs and aircrewmen qualified in model are authorized to perform servicing and handling of the aircraft when qualified maintenance personnel
are not available.

149
Q

Engine preflight

A
  1. Engine oil filler caps — Secure.
  2. No. 1/No. 2 engines — Oil level.
  3. Engine oil/fuel filter PDIs — Flush.
  4. Deswirl duct clamps — Secure.
  5. Engine compartments
150
Q

transmission level, hot/cold scale times, capacity

A

@ADD: ~2 quarts of oil needed to return to FULL.
>FULL: MX will spin the head

Accurate readings are not possible until 30 minutes after shutdown.
Hot scale: 30min - 2hrs after shutdown.
Cold scale: 2hrs or longer after shutdown.

7.5 U.S. Gallons (DOD-PRF-85734)

151
Q

APU level

A

The APU oil level can only be accurately checked using the dipstick.
(Used to say if its overfilled can cause APU to overheat)
Wait 1 hour after APU shutdown prior to checking APU oil level.

152
Q

IGB/TGB/HYD/UTIL capacity

A

IGB: 2.75 U.S. PINTS DOD-PRF-85734

TGB: 2.75 U.S. PINTS DOD-PRF-85734

HYD RSVR: 1.0 U.S. QUART MIL-PRF-83282

UTIL RSVR: .92 U.S. QUART MIL-PRF-83282

153
Q

what do you check on securing hardware

A

Check that all securing hardware is

  1. Safety-wired
  2. Cotter-keyed
  3. Slipmarked.
154
Q

sono launcher PSI

APU accumulator PSI

A

Sono Launcher: 1,175 ±25 psi
(Minimum pressure to jettison a full sonobuoy launcher is 1,100 psi)
APU: 2650 psi

155
Q

Tiedown configs

A
  1. Initial Tiedown: 4 (2 on each Main mount)
    Just prior to and after shipboard aircraft movement, during shipboard aircraft startup, and immediately after landing aboard ship.
  2. Permanent Tiedown: 12 (two on each attachment point)
    Aboard ship when not at flight quarters.
  3. Heavy Weather Tiedown: 18 (three on each attachment point)
    Required when:
    Surface winds average 35 knots or greater
    Sea state of 8 feet
    Wind over deck exceeds 60 knots
    Pitch exceeds 4°
    Roll exceeds 12°
156
Q

Rescue Hoist Limit
Cargo Hook Limit
Maneuvering with external load limits

A

600 lbs
6,000 lbs
ROD: 1,000 fpm descent for rescue hoist loads
Chart: 10° AOB (20° bt 40-90 kias)

157
Q

interior load weight limit, CG limit

A

300 pounds per square foot.

8.0 inches right and 7.5 inches left

158
Q

VERTREP currency initial qual

A

To maintain shipboard VERTREP currency, a pilot shall have completed four day field or shipboard VERTREP evolutions within the last 365 days.

Initial VERTREP qualification requirements shall consist of: 1. Four day field VERTREP practice evolutions, or
2. Four day shipboard VERTREP evolutions

159
Q

VERTREP power margin

A

NATOPS: Maintaining a power margin in excess of 6 percent may provide an extra measure of control and safety.

Wing SOP: When conducting vertrep training, a 10% power margin shall exist bt IRP and Max power required when a load is lifted from the deck.

160
Q

Minimum crew requirements

A

Non-tactical/familiarization flights — 2 H2Ps or 1HAC and a qualified observer.

  1. Functional checkflights — 1 FCP, 1 qualified observer, and 1 aircrewman or TFO crewmember.
  2. Orientation flights — 1 HAC, 1 qualified observer, and 1 aircrewman.
  3. Utility missions (passenger and cargo transport, ferry flights, etc.) — 1 HAC 1 PQM, and 1 AWR.
  4. SAR missions — 1 HAC, 1 PQM, 1 MH-60R aircrewman, and 1 H-60 search and rescue aircrewman.
  5. SUW/ASW missions — 1 HAC, 1 ATO, and 1 SO
161
Q

CHIP IBIT test length

A

2 Minutes (WCA Master Caution unavailable for 40 seconds)

162
Q

what if droop stops don’t come out

A

If all droop stops are not out by 100 percent Nr, shut down and investigate.

163
Q

why do we clear when starting generators

A

Power transfer from the APU generator or EXT PWR to the No. 1 generator may cause disengagement of SAS 1, SAS 2, TRIM, AUTO PLT, and stabilator. An unguarded cyclic may allow the rotor arc to dip as low as
4 feet above the ground.

164
Q

why do we wait 5 seconds between generators

A

Starting or securing the main generators simultaneously may result in the Generator Control Units detecting a fault condition that causes the generators
to trip off line.

165
Q

During dipping sonar op check what do you watch out for?

A

Transducer will lower approximately 3 inches during Dipping Sonar Operational Check. Area below aircraft must be clear before proceeding.

166
Q

How long should engines be cooled?

A

Engines should be cooled for 2 minutes at an Ng of 90 percent or less before moving PCL to OFF. Ifan engine is shut down without being cooled, it should not be restarted for 4 hours unless restart is performed within
5 minutes.

167
Q

What do you do prior to alert launch checklist?

A

All ground, prestart, systems, starting engines, rotor engagement, and shutdown checklists (with the exception of blade fold) shall be completed prior to using the Alert Launch Checklist.

168
Q

What if Ng decreases during engine cleaning?

A

if Ng decreases below 16 percent during engine cleaning, secure starter to prevent engine damage.

169
Q

night launches

A
  • Rad alt SHOULD be set 10-15’ above deck edge
  • SHALL climb to 150’/60 kts prior to any turn
  • Altitude hold is required
170
Q

formation positions

A

Parade: 45°, min 1 Rotor diameter

Free Cruise: 60°, 2-3 Rotor diameters

171
Q

types of recce passes

A
  1. Figure-8
  2. Crossover
  3. Circle: Constant AOB, Constant Distance, and Drift Circle
172
Q

tq verification

A

Software configuration is indicated 30 seconds after airframe power is applied by a unique torque code, which is visible for 20 seconds.
35 ±2.9%: Navy T700-GE-401C configuration
15 ±2.9%: indicates the DAS plug is not installed or is faulty, resulting in the CEDECU defaulting to Army Black Hawk application Software.
0%: Not valid for the CEDECU and is indicative of the presence of a DECU or EDECU

173
Q

ITO

A
  1. Select hover mode on FD.
  2. Smoothly increase collective to takeoff power and maintain a hover attitude by referencing the AI. Allow AFCS to maintain heading (feet off pedal trim microswitches once airborne).
  3. Smoothly increase collective to climbout power. As the helicopter passes through 20 feet on the radar altimeter, position the cyclic forward to establish a 5° nosedown attitude and accelerate into forward climbing flight.
  4. As the helicopter accelerates, cross-check radar altimeter and VSI for positive rates of climb. Rate of climb should be 500 fpm or greater.
  5. Maintain a smooth acceleration up to 90 KIAS, referencing the AI and airspeed indicator.
174
Q

turbulence airspeeds

A

Moderate turbulence: Blade stall speed minus 15 knots.

Light turbulence: Blade stall speed minus 10 knots.

175
Q

vibe airspeed

A

80 kias

176
Q

TGT Rise with Engine Anti-Ice

A

30-100 deg

177
Q

1 Tail Rotor Servo Leak Indications

A

1 RSVR LOW

B/U Pump On

178
Q

1 PRI SERVO/TRANSFER MOD LEAK

A 
#1 RSVR LOW
#1 HYD PUMP
B/U PUMP ON
179
Q

1 TR SERVO MALFUNCTION

A 
#1 TR SERVO
#2 TR SERVO ON
B/U PUMP ON
180
Q

PILOT ASSIST SERVO LEAK

A

2 RSVR LOW

BOOST SERVO OFF

SAS

AFCS DEGRADED

181
Q

PILOT ASSIST SERVO MALFUNCTION

A

SAS

BOOST OFF

AFCS DEGRADED

HAC (47 decks)

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