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Rosie’s HAC > NATOPS > Flashcards

NATOPS Flashcards

1
Q

NATOPS

A

Naval Air Training & Operating Procedures Standardization

** No manual can address every situation completely or be a substitute for sound judgment **

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2
Q

Warning

A

Explanatory information about an operating procedure, practice, or condition, etc., that may result in injury, death, or loss of aircraft if not carefully observed or followed.

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3
Q

Caution

A

Explanatory information about an operating procedure, practice, or condition, etc. that may result in damage to equipment if not carefully observed or followed.

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4
Q

Note

A

Explanatory information about an operating procedure, practice, or condition, etc. that must be emphasized.

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5
Q

Shall

A

Used only when application of a procedure is MANDATORY.

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6
Q

Should

A

Used only when application of a procedure is RECOMMENDED.

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7
Q

May / Need Not

A

Used only when application of a procedure is OPTIONAL.

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8
Q

Will

A

indicates futurity and never indicates any degree of requirement for application of a procedure.

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9
Q

Land immediately

A

Execute a landing without delay

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10
Q

Land as soon as possible

A

Land at first site at which a safe landing can be made

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11
Q

Land as soon as practicable

A

Extended flight is not recommended. Landing site and duration of flight are at the discretion of the PIC.

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12
Q

Seating configurations

A

SUW: cabin seats (3), max pax (2), (1,2,3)
ASW: cabin seats (2), max pax (1), (1,2,5)
Logistics/VERTREP: cabin seats (≤5), max pax (≤3), (1,2,3)
SAR/MEDEVAC: cabin seats (≤5), max pax (≤3) (1,2,3,4,6)

NOTES:
1. Use of SB launcher window is prohibited.
2. Maximum of 5 seats may be installed in Log, VERTREP, SAR, or MEDEVAC configs. Max of 4 seats may be occupied in any configuration. Litter installation prevents use of SO and instructor seat.
3. STBD rear seat may be installed if ALFS is removed. CNTR rear seat may be installed if ALFS, SB launcher, and RAST removed. PORT rear seat may be installed if ALFS and SB launcher are removed.
4. LHEP significantly reduces FOV and success rate of obtaining visual contact with a survivor when performing SAR lookout duties from the SO window. Due to visual restrictions, dedicated SAR missions should consider removal of LHEP to enhance probability of detection/sighting of survivors.
5. Due to confined cabin space, dedicated SAR in an ASW configured aircraft equipped with ALFS is not recommended.
6. Due to decreased area at the cabin door, dedicated SAR with the RHEP installed is not recommended.

WARNINGS:
1. SO seat poses head strike hazard to passengers in both PORT and CNTR rear seats. If either of those rear seats is occupied, SO seat SHALL be unoccupied and secured in full forward position.
2. Only a Simula seat shall be installed in instructor seat location.
3. Instructor seat shall not be occupied if the GAU-21 is to be placed in the inboard stow position. Gun shall remain in firing position if instructor seat is occupied.
4. Center rear seat shall be removed if RAST probe installed. RAST prevents proper stroking of seat in event of crash.
5. Center rear seat shall be unoccupied if conducting VERTREP.
6. Simula seat should be removed during flights not requiring its use. When installed the Simula seat creates an egress hazard for aircrewman.

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13
Q

Aircraft Dimensions

A

Length (overall) : 64’ 10”
Height: 16’ 10”
MR diameter: 53’ 8”
TR diameter: 11’

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14
Q

Who can perform servicing/handling?

A

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

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15
Q

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

A
  1. All takeoffs shall stabilize in a hover with no fuel px 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 temps, slower acceleration, and shorter range may be experienced.
  4. Due to the vapor qualities of mixed JP-4 / JET B, the next two refueling with a primary fuel shall be treated as if JP-4 / JET B is in the tanks.
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16
Q

Primary fuel

A

A fuel that the aircraft is authorized to use for continuous unrestricted operations

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

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17
Q

Restricted fuel

A

A fuel that imposes operational restrictions of the aircraft.

Ex. JP-4, A1, A, B

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18
Q

Emergency Fuel

A

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

Ex. JP8+100, F-27

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19
Q

JP-8, TS-1, JP-4, JP8+100, F-24, and all commercial Jet fuels shall NOT:

A

Be defueled into shipboard JP-5 fuel storage tanks because the flashpoint of these fuels is less than 140* F.

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20
Q

JP-5 and JP-8 weights

A

JP-5: 6.8lb/gal (590 usable gallons = 4,012#)
JP-8: 6.7lb/gal (590 usable gallons = 3,953#)

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21
Q

Engine Oil (capacity and nomenclature)

A

7.3 qts / O-156

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22
Q

Main transmission hot vs. cold scales on dipstick

A

Accurate readings are not possible until 30 min after shutdown. Hot scale is used 30 min - 2 hours after shutdown. Cold scale is used 2 hrs or longer after shutdown.

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23
Q

Aircraft tie down configurations

A

Initial tiedown: 4 tie downs (2/main mount)
Permanent tiedown: 12 tie downs (2/attachment point)
Heavy wx tiedown: 18 tie downs (3/attachment point)

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24
Q

When shall initial DLQs be completed?

A

If last shipboard landing exceeds 365 days

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25
Q

VERTREP currency

A

Initial qual: 4 day field VERTREP practice evolutions OR 4 day shipboard VERTREP evolutions

Currency: 4 day field or shipboard within last 365 days

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26
Q

Initial DLQ quals

A

Aviation ship/Amphib: DAY-3 / NIGHT-3
Air capable (clear deck): DAY-6 / NIGHT-6
Air capable (free deck): DAY-6 / NIGHT-6
Air capable (RA): DAY-2 / NIGHT-2

Notes:
1. Free deck confers clear deck qual, air capable ship confers aviation ship qual.
2. Initial night landing qual shall be preceded by one day shipboard landing within the previous 30 days.

27
Q

DLQ currency requirements

A

Aviation ship/Amphib - DAY: 2/365 / NIGHT: 3/90
Air capable (clear deck) - DAY: 4/180 / NIGHT: 6/90
Air capable (free deck) - DAY: 4/180 / NIGHT: 6/90
Air capable (RA) - DAY: 1/180 / NIGHT: 2/180

Notes:
1. Night air capable CLEAR deck may be used to extend night air capable FREE deck currency 90 days (not to exceed 180)
2. During requal: Night qual confers day qual
3. DLQ currency should be maintained utilizing free deck landings to max extent practicable.

28
Q

Minimum flightcrew requirements

A
  1. Non tactical / fam flight: 2 H2Ps OR 1 HAC + qualified observer
  2. FCFs: 1 FCP, 1 quald observer, + 1 aircrewman or TFO crew member
  3. Utility mission (pax/cargo transport, ferry flights, etc.): 1 HAC, 1 PQM, 1 aircrewman
  4. SAR mission: 1 HAC, 1 PQM, 1 MH-60R aircrewman, 1 H-60 SAR crewman
  5. SUW/ASW mission: 1 HAC, 1 ATO, 1 SO

Note: Squadron CO authorized to grant waivers of aircrew qual requirements when experience of the individual warrants such action

29
Q

General Preflight

A

In each location inspect for corrosion, FOD, condition, and security

30
Q

Cable Angle correction recommendations:

A
  1. Use cyclic trim to command the aircraft in the corrective direction.
  2. Fly against lateral trim.
  3. Use trim release button to reposition aircraft.
  4. Fly against longitudinal trim.
31
Q

Salt encrustation

A

A TGT rise of 20*C or more for a constant torque is an indication of engine performance degradation and possible salt encrustation.

CAUTION: A TGT rise of greater than 40*C for a constant torque is an indication of engine performance degradation that may result in COMPRESSOR STALLS.

32
Q

Overwater SAR safety precautions

A
  1. Maintain minimum of 1 rotor diameter separation between parachute canopy and rotor down wash.
  2. Swimmer shall not be required to enter water to effect recovery of inanimate objects.
  3. There shall be a hoist operator in the cabin if a swimmer is deployed.
  4. The red phosphorus composition in the Mk25/Mk58 produces smoke, which is highly caustic to the nose & throat. Do not breathe this smoke.
    (See more in NATOPS 9.2.2.1)
33
Q

Rescue/Recovery Methods

A
  1. Landing to effect a rescue.
  2. Rescue via one or two wheels.
  3. Rescue via hoist.
  4. Rappelling.
  5. Direct deployment.
34
Q

NATOPS VERTREP power margin

A

A minimum power margin of 6% torque shall be required prior to commencing each VERTREP evolution.

35
Q

HOW TO DUMP FUEL FROM AUX

A

With the FMCP MASTER and MODE switches set to TRANSFER and MANUAL OVRD, selecting the FUEL DUMP switch on the EMERGENCY FUEL DUMP SWITCH panel located on the lower console allows fuel dump from the external tanks.

36
Q

EXTERNAL POWER CB

A

Includes a 4-amp circuit breaker that places a 2-amp draw on the power cable when connected to the aircraft

37
Q

Indications of Malfunctioning Eng Anti-Ice

A
  1. Appearance or disappearance of the ENG ANTI-ICE ON advisory when outside of the range specified in Figure 22.1-9
  2. No appearance of the ENG ANTI-ICE ON advisory when the ENG ANTI-ICE switch is selected ON.
  3. No rise in TGT when ENG ANTI-ICE switch is selected ON.
38
Q

Why is malfunctioning Eng Anti-Ice important?

A
  • Valve remains open below 80.5% Ng to prevent compressor instability during starts.
  • Temporary hang up of the engine Variable Geometry system (VG) at the anti-ice/start bleed valve may cause engine flameouts at low collective settings.
39
Q

Alternator (2.1.4.1)

A

All essential engine electrical functions are powered by the alternator. The engine alternator contains separate windings providing ac power to the ignitor assembly, EDECU, and Ng signal to the vertical instruments.

40
Q

ADHEELS activation (2.22.2.2.2)

A

ADHEELS (Advanced Helicopter Emergency Egress Lighting System) operates independently of aircraft power and is activated when the AUTO position of the HEELS switch on the cabin dome light/HEELS control panel is selected (the default position with covered guard down) and any of the following are detected by the crash/inversion sensor:

  1. Fresh or saltwater immersion.
  2. Impact force of 11-13 G’s or greater.
  3. Attitude changes of 100+/-5° or greater in either pitch or roll.

Remains illuminated for a minimum of 45 min.

41
Q

IHEELS Activation (2.22.2.23)

A

IHEELS (Individual Helicopter Emergency Egress Lighting System) is powered by a battery and is activated independently when the inversion sensor detects either of the following:

  1. Fresh or saltwater immersion.
  2. Attitude changes of 100+/-5° or greater in either pitch or roll.
42
Q

Control Mixing

A
43
Q

Primary Missions

A

SUW
ASW
EW
CC (Command and Control)
NCO (Non-Combat Operations)

44
Q

Secondary Missions

A

Amphibious Warfare
Air Warfare
Health Services
Fleet Support Operations
Intelligence Operations
Logistics
Naval Special Warfare

45
Q

Tail Wheel Lockpin

A

“Down for ground” / “Up for fly”

Only able to electrically control tail wheel from cockpit when in the UP position.

46
Q

ECS fuel flow and torque reduction

A

NORM: Q reduced by 4%/engine, FF increased ~8#/hr

HOT (OAT<15°C): Q reduced by 5%/engine

HIGH: Q reduced by 7%/engine, FF increased ~45#/hr

APU: 150#/hr

47
Q

EGI 1 vs. EGI 2 (17.1.6.1)

A

EGI 2 provides pitch, roll, and heading SYNCHRO data; along with attitude, heading, and velocity VALIDITY signals.

EGI 1 provides pitch and roll SYNCHRO data; and attitude VALIDITY signal.

EGI 2 is connected to GAS-1 and the FRPA (fixed reception pattern antenna), in case GAS-1 fails, through the DTIU.

For those aircraft with GAS-1 installed, both EGIs are connected to GAS-1; EGI 2 automatically connects to SATCOM/GPS (FRPA) in the event of a GAS-1 failure. EGI 1 has no backup.

48
Q

Limiting vs. Limited (FCF chapter?)

A

Limiting = components trying to protect themselves, or physical limitations of the system. Automatic functions of the system (i.e. TGT limiting = begins to restrict fuel flow to prevent overtemp of the engine)

Limited = Chapter 4 limits to prevent damage, extend life of components, etc. Manual functions of the pilot. (i.e. Torque limited = pilot can continue to sit in the precautionary range, and the system will not stop them)

49
Q

LTA vs. LTE

A

LTA = issue of power. The TR can no longer produce enough thrust to react against the high torque and the helicopter will spin to the right.

LTE = inability of the TR to provide sufficient force to maintain yaw controllability. Function of rotor RPM and TR AOA. (Effects of winds on TR)

50
Q

Torque and Np sensors

A

2 Np sensors located on top of the exhaust frame. Np shaft is equipped with 2 pairs of teeth, inducing electrical pulses in the Np sensors. The teeth permit measurement of the torsion or twist of the shaft, which is proportional to output torque, by producing a pulse of electrical current each time a shaft or reference tooth passes.
LEFT sensor - Np signal to EDECU and cockpit vertical instrument
RIGHT sensor - feeds the torque computation circuit and Np overspeed protection system.

51
Q

Tail Rotor Spar Loading (11.1.4.3)

A

CCW turning single MR helos exhibit transient torque increases in forward flight with roll rates to the left. Left roll increases retreating blade AOA, driving torque up, and MR precession loads contribute further to this effect.

When executing high roll rate maneuvers to the left, collective should be lowered concurrently with maneuver initiation to control transient torque increases and reduce high tail rotor spar loads. (Left roll rates in excess of 30°/sec in forward flight above 75 KIAS may cause damage to the tail rotor spar.)

52
Q

Rolling Pullots (11.1.4.9)

A

Situation where aircraft can generate high g-loading is during a rolling pullout due to the increase in aircraft’s weight vector. Lift produced by the rotor system must be increased proportionally to the g-load to arrest the descent and establish level flight. Power can be applied by transient power input (aft cyclic) and sustained power input (collective). This can result in “mushing” - aircraft descends rapidly even though max power may be applied; longitudinal cyclic control may feel sluggish, a noticeable increase in main rotor vertical 4/rev vibes, and retreating blade stall may occur.

53
Q

Pri Servo Check first step (7.2-11)

A

A. SAS 1 & 2 pushbuttons - OFF.

54
Q

Droop Stop Pounding (7.2-17)

A

During ENGINE START and RUNUP if droop stop pounding occurs, raise collective to alleviate this condition, but not to exceed 1/2 inch. Maintain new collective position until Nr reaches 50% minimum.

During SHUTDOWN, the collective may be raised a maximum of 1.5 inches to reduce droop stop pounding.

55
Q

Comms backup and failure modes (16.1.2.1)

A
  1. Single MC failure - no impact on ICS or radios
  2. 1553 Data Bus failure - no impact on ICS. All control via OCP and RCU only
  3. AMC or OCP failure - Radio 1 hardwired to pilot station, radio 2 hardwired to copilot station. ICS CALL available to all stations.
  4. Battery mode - Only radio 1 available (hardwired to pilot station and controlled by RCU). ICS PTT available to pilots
56
Q

Turbulent Air Penetration

A

Moderate = limit airspeed to blade stall minus 15 kts
Light = limit airspeed to blade stall minus 10 kts

57
Q

Dual Concurrence Call Items

A

PCLs
T-Handles
Fuel Selectors
Gens
Computer PWR Switches
EGIs

58
Q

Rollover Angles

A

Static = 28 (will roll if tipped to this degree)

Critical = 12 (max lateral slope that can be negotiated in a takeoff or landing)

59
Q

ITO

A
  1. HVR mode
  2. Increase coll and maintain hover attitude, allow AFCS to maintain hdg
  3. Increase to climbout power, passing through 20’ push cyclic 5 nose down
  4. Cross check instruments for acceleration and climb (500 fpm)
60
Q

VRS

A

Measurable: >700fpm and 0-20KIAS
Worst: 1500fpm and 5-10KIAS

Recovery:
1. Decrease collective pitch.
2. Increase forward airspeed.
3. Enter auto if altitude permits.

61
Q

4 things requiring operational necessity

A
  1. Night VERTREP
  2. Night HIFR
  3. Emergency Fuel
  4. Landing via one or two wheels
62
Q

Np Shaft Rub (7.2.3)

A

Np shaft rub occurs due to asymmetric heating of the Np shaft by a hot engine. When the rotor brake is released, the Np shaft impacts the Ng shaft causing compressor blades to impact the casing.

The No Rotor Brake Start procedure should be used for routine engine start and rotor engagement ashore to minimize the occurence of Np shaft rub.

CAUTION: Over time, Np shaft rub may result in engine power less or catastrophic engine failure.

63
Q
A

Rosie’s HAC (12 decks)

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