NATOPS Flashcards
1
Q
Warning Definition
A
Explanatory information about an operating procedure, practice, or condition, that may result in injury, death, or loss of aircraft if not carefully observed or followed
2
Q
Caution Definition
A
Explanatory information about an operating procedure, practice, or condition, that may result in damage to equipment if not carefully observed or followed.
3
Q
Shall Definition
A
Is used only when application of a procedure is mandatory
4
Q
Should definition
A
Is Used only when application of a procedure is recommended
5
Q
May and Need not
A
Are use only when application of a procedure is optional
6
Q
Will
A
Indicates futurity and never indicates any degree of requirement for application of a procedure
7
Q
Land Immediately
A
Execute a landing without delay
8
Q
Land as soon as possible
A
Land at the first site at which a safe landing can be made
9
Q
Primary Missions
A
SUW, ASW, EW, CC, NCO
10
Q
Land as soon as practicable
A
Extended flight is not recommended. The landing site and duration of flight are at the discretion of the pilot in command
11
Q
Secondary Missions
A
Amphibious Warfare, Air warfare, Health services, Fleet Support ops, Intel ops, logistics, and NSW
12
Q
Litter instillations with seats
A
Litter installation prevents use of the SO seat and Instructor seat
13
Q
GAU seating limitations
A
Instructor seat SHALL not be occupies if the GAU is placed in the inboard position
14
Q
Main Rotor Diameter
A
53 ‘8
15
Q
Ground clearence
A
6.5 inch
16
Q
Length overall with rotors turning
A
64 ‘ 10
17
Q
Type of Enginge
A
T700 GE 401C
18
Q
Engine Sections
A
Inlet, compressor, combustor, turbine, exhaust
19
Q
Inlet components
A
Inlet cowling, swirl frame, front frame, main frame, accessory section and scroll case
20
Q
Inlet airflow
A
Air goes through the inlet cowling, then to the swirl vanes. Clean air passes to the deswirl vanes and then to the compressor. Dirty air passes through the main frame and into the collection scroll and then the IPS blower and out the engine.
21
Q
5th stage bleed air
A
Bleed air from the compressor is routed to the inlet cowling for inlet anti ice. Its also vented into the swirl vanes and VGVs for engine anti ice.
22
Q
of Ignitors and fuel injectors
A
2 Ignitors and 12 fuel injectors
23
Q
Ng and Np turbines and which is coaxial in the other
A
Both turbines are two stage, and Np is within Ng.
24
Q
Where are the TGT sensors
A
Between Ng and Np
25
Eng airflow distribution
30% of total airflow is used for the combustion process, the following is used for
1. T2
2. P3
3. Combustor and Turbine cooling
4. Engine oil seal pressurization
26
What drives Acc gearbox
The Ng turbine. The Acc Gb supports the HMU, IPS blower, ODV.
27
What do you lose in lockout
Np Governing, Load sharing, TGT limiting
28
Override tab on PCL?
Allows PCLs to be advanced above idle in case rotor brake solenoid gets stuck.
29
LDS
With the PCL in fly, the HMU responds to collective position via the Load demand spindle. When PCL is advanced to lockout then retarded to some intermediate position, it will still vary in slight response to collective position.
30
Engine driven fuel boost pump
1. Provides reliable suction feed from the fuel tank to the engine.
2. Provides discharge pressure to satisfy minimum inlet pressure requirement.
31
HMU functions
Ng Governing
Automatic fuel scheduling for eng start
Stall and flameout protection
Rapid engine transient response through collective compensation
Acceleration limiting
Ng overspeed protection.
32
Fuel tapped off in the HMU
1. Positioning a metering valve to ensure proper fuel flow to the engine.
2. Positioning a servo piston that actuates the variable geometry vane servo and start bleed valve
3. Amplifying various signals that influence fuel flow. T2 P3 Ng
33
HMU responds to the PCL for
1. Fuel Shutoff
2. Setting Eng start fuel flow with automatic acceleration to ground idle
3. Setting permissible Ng up to maximum
4. Fuel priming
5. EDECU override capability (Lockout)
34
How does the EDECU talk to HMU
Through the torque motor servo and the LVDT.
35
How does the HMU operate without the EDECU
Operates as conventional gas generator control. A non adjustable topping setting controls max Ng during cold ambient operation and max TGT in the event of an electrical control system failure.
36
Why does the engine have a failsafe to higher power
1. Fail safe to high power in case of electrical failure and no nulling from the torque motor servo. With an electrical failure, you can manual control power and you wont be power limited with an edecu failure.
2. Power available with one engine inoperative. If one engine fails, the gas generator of the other engine can carr the load and be pushed up to its contingency limit.
37
Functions of the ODV
1. Provides main fuel flow to 12 fuel injectors
2. Purges the main fuel manifold overboard after engine shutdown through a shutoff and drain valve to prevent coking of the fuel injectors
3. Traps fuel upstream which keeps the fuel oil heat exchanger full so that system priming is not required.
4. Returns fuel back to the HMU in the event of an Np overspeed.
38
Inputs to the HMU
LDS, PAS, and the Torque motor servo
39
Path of fuel
Fuel tank, boost pump, fuel filter, hmu ( High pressure pump, metering valve, vapor vent and shutoff valve ) then to fuel oil cooler, then to ODV, then to engine.
40
What does the alternator power
All essential engine electrical functions are power by the alternator. It also powers to the ignitors, Edecu, and Ng signals to the VIDS.
41
Ng overspeed
If the Ng servo within the Ng governor reaches a position corresponding to an overspeed, a spring loaded ball valve ports fuel px causing the min pressure valve to secure fuel to the engine. The Ng overspeed valve will trip at 110+/- 2 % Ng.
Once the overspeed condition has passed, the valve will reopen.
42
Engine limiting vs limited
Engine limiting is when the engine reaches a governing limit and prevents further increase in output. Parameter limited is based off of limits outlined in chapter 4.
43
What does the EDECU do?
Trims the HMU within acceptable engine limits to maintain Np governing while automatically limiting TGT.
44
EDECU Control parameters
1. Np sensing (governing)
2. Np Overspeed and torque sensing
3. TGT monitoring
45
EDECU inputs from the cockpit
1. ENG SPD TRIM switch
2. C PWR switch
3. ENG OVERSPEED TEST A and B buttons
46
EDECU inputs from the helicopter
1. Torque from the other EDECU
2. Np demand
3. 400 HZ backup power
4. HMU via the LVDT
47
EDECU Functions
1. Np Governing
2. Np overspeed protection
3. Np overspeed test
4. Ng decay relight feature
5. Manual C power
6. Auto C power
7. Dual eng auto C Power
8. Hot start prevention
9. Eng load sharing
10. Fault diagnostics
11. TGT limiting
12. Auto ignition system
13. cockpit Signals
14. Transient droop improvement
15. Eng Speed trim
16. DECU lockout
48
Np overspeed protection
At 120% Np, a signal is sent from the EDECU to the ODV to divert fuel to the inlet of the HMU causing Eng flameout.
W - You Shall not reset an ENG OVSP circuit breaker in flight as it may cause ENG flameout
49
TGT limiting
When measured TGT is above referenced TGT at MRP limiter setting, a signal is generated to limit fuel flow. If power demand is increased any further, Np/Nr will droop below 100% because Np governing will be sacrificed to protect eng against overtemp.
50
Eng Load sharing
Torque signals are compared between the two engines via the EDECUs. Torque matching works by incresing power on the lower torque engine while not affecting the higher torque engine.
51
ENG speed trim
ENG speed trim controls Np of both engines simultaneously by moving Np between 96 and 101
52
Auto C power
When the torque from one engine is below 50%, the opposite engine EDECU will automatically reset the TGT limiter to CRP settings. You will not get any C PWR on indications
53
Dual Engine C power
Dual engine auto is initiated when TGT is within 11 degrees of MRP limiter settings and one of the following conditions is met
1. Np drops below 96%
2. Greater than 3% droop between Np and reference Np
3. Greater than 5% per second Np droop rate exists when below reference Np
The logic resets with .5% of Np and TGT are below MRP setting
54
EDECU lockout
After moving the PCL to lockout, the torque motor servo is disabled and therefore TGT limiting, Np governing and load sharing are disabled. To get back out of Lockout, you must move PCL back to Idle then returned to fly
55
Hot start prevention
Detects when TGT exceeds 900C with Ng below 60% and Np below 50% and automatically stops fuel flow by tripping the ODV. Fuel flow is restored when TGT either decreases to 300C or after 25 seconds. Which ever occurs first. Hot start prevention can be disabled by pressing and holding the ENG OVSP TEST A or B buttons for the duration of the start sequence.
56
TDI
Transient droop improvement initiates power turbine acceleration early by using anticipator signals from the Nr sensor in the left accessory module and a collecitve position sensor in the mixing unit. Circuits in the EDECU increase fuel flow to the engine via the torque motor servo and HMU, when at low torque settings when collective demand is increased rapidly or in the event of rapid Nr decay.
57
Auto ignition system
When an Np overspeed condition is reached or during the Np overspeed test the ignition sequence is automatically initiated and held for 5 seconds to relight the engine. The Np overspeed auto ignition system will continue cycling until the Np overspeed condition is controlled.
58
Ng decay rate relight feature
The auto ignition system also includes an Ng decay rate relight feature. If an engine flames out for any reason and exceeds a specified Ng deceleration rate, the auto ignition system will turn of the igniters for 5 seconds. The Ng decay rate relight feature is disabled below 62% Ng
59
EDECU torq code 15
EDECU FAILURE
60
Ignition system
The AC power ignitors are energized by placing the ignition switch in NORM and pressing the starter. Without the ignition switch in norm, motoring capabilities are still available; however, the ignitors will not be energized.
61
Type of Oil system
Self contained, pressurized, recirculating dry sump system.
62
Oil Cooler
Scavenge oil is cooled by a fuel/oil cooler by exhcaning heat from the oil to the fuel.
63
Chip detectors
The chip detector attracts ferrous metal particles with a magnet at a chip detecting gap. When the gap is bridged, a signal is sent to the cockpit to illuminate the #1/#2 ENG CHIP caution
64
Oil temp and Px sensing
Oil temp and Px sensors are just past the oil filter and are driven by the AGB. The oil px and temp cautions are activated by the VIDS and are not independent sensors.
65
What powers the starter?
The pneumatic start system uses an air turbine powered by the APU or engine crossbleed air. When the starter button is pressed, air from the selected source will blow into the turbine and drive the starter. The Alternator provides electrical power to the ignitors and provides the spark.
66
Why does the anti ice start bleed valve remain open for starts
To reduce backpressure on the compressor and reduce compressor instability. The ENG ANTI ICE on advisory will remain on until the valve is closed.
67
When does starter dropout occur?
The ENG alternator will provied electrical power to the ignition exciter until starter dropout occurs (52-65% Ng). If the starter fails to drop out automatically, it may be disengaged automatically by pulling down the PCL, pulling the circuit breaker, or removing the air source.
68
APU and crossbleed starts
If the APU is on, it will provide crossbleed air to the ENG regardless of Air source position.
69
Crossbleed start parameters
With the air source start switch in the ENG position, pressing the starter button will simultaneously open the start valve on the receiving eng and crossbleed valve on the donor engine. Ng on the receiving engine SHALL be a minimum of 24% Ng prior to advancing the PCL to IDLE. This will require donor engine Ng of approximately 90-94%.
70
3 Ways to Anti Ice the engine
1. Vent bleed air into the engine swirl vanes and engine IGVs by the engine anti ice start bleed valve
2. Vent bleed air into the airframe engine inlet by the engine inlet anti-ice valve
3. Continuously pump engine oil through the scroll vanes.
71
Eng ANTI ICE malfunction
Eng anti ice syste remains open automaticlly below 80.5% Ng to prevent compressor instability. Above 96.5% Ng, the valve closes unless anit-ice is turned on or the AC experiences a loss of electrical power. The range is dependent on OAT.
The indications of a malf. Eng anti ice are
1. Appearance or disappearance of the ENG anti ice on advisory when outside that specific range
2. No appearance of the ENG ANTI ICE on advisory when ENG ANTI ICE switch is selected on
3. No rise in TGT when ENG ANTI ICE switch is selected ON.
72
VGV hangup
The temporary of the engine VG system may cause flameouts at low collective settings during auto rotation recoveries when introducing high power requirements quickly, due to the instaneous introduction of fuel and lag of the VGVs and airflow to the engine.
73
Inlet Anti ice and when its malfunctioning
1. Less than 4C the valve is open and the Inlet ANTI ICE ON advisories appear when inlet temp reaches 93C
2. Between 4-13 C, the valve is controlled by a temp compensating Freon filled bellows. The bellows begins closing when OAT reaches 4C and should be completely closed when OAT reaches 13C.
3. Above 13 C, the valve is closed and the Inlet ANTI ICE On advisories will extinguish when inlet cowling temp drops below 93C.
Appearence of INLET ANTI ICE ON when OAT is greater than 13C is an indication of a malfunctioning engine inlet anti ice valve and could result in a loss of 49% torque.
74
Np and TRQ sensing
Two Np sensors on the top of the exhaust frame, measure Np. The left sensor provides Np signal to the EDECU, and the right sensor provides a signal to the Np overspeed system.
Then TRQ is measrued by to pairs of teeth that send pulses in the Np sensors which measure the twist of the output shaft.
75
Ng sensing
The alternator provides the signal for Ng
76
TGT sensing
7 Thermocouples measure TGT between the power turbine and gas generator turbine.
77
Main Rotor components
The 4 subsystems are the
1. Main rotor blades
2. The hub
3. The flight controls
4. The bifilar vibration absorber
The 4 blades are attached to hinged spindles which are retained to the hub by elastomeric bearings. The elastomeric bearings enable the blades to flap, lead, and lag, and permit pitch changes.
78
What are the rotor dampeners pressurized by?
Nitrogen pressurized hydraulic fluid from the reservoir mounted in the hub. It is a 1 gallon reservoir.
79
Rotor head components
The rotor head is supported by the main rotor shaft extension. The lower pressure plate secures the shaft extension to the main shaft. It is also connected to the swashplate.
The swashplate has a stationary and rotating disc. The swashplate slides around.
80
Droop stops and flap restraints
The droop stops and flap restraints prevent high or low blade flapping at low Nr. When the main rotor is at 35% Nr or greater, centrifugal force pulls the anti flap restraints outward. As rotor speed increases, the droop stops pull out at aprox 70% Nr. Droop stops seat on shutdown at aprox 50% Nr.
81
Main rotor blades, Tip caps and Bim
The rotor blades have a pressurized hollow spar with a honeycomb core, electrothermal deicing mats, and a swept back tip fairing at 20 degrees for sound attenuation and increased rotor blade efficiency. The main rotor blade is pressurized with nitrogen, if the blade is damaged, the integreity of the spar is impaired and nitrogen will escape and cause the BIM indicator to show black.
82
Tail Rotor components.
The Tail rotor uses a crossbeam that changes pitch with a flexible spar. It is canted 20 degrees upwards and provides 2.5% of total lift in a hover. The tail rotor blades are build from two spars which cross at the center. Twisting the spars increases pitch and therefore anti torque thrust. They also have electrothermal blankets.
83
Tail Rotor quadrant
The Tail rotor quadrant consists of two spring cylinders which transmit cable movements into the tail rotor servo. If one cable is broken, they will operate normally by controlling the cable against a spring tension. If both cables are broken, the spring tension will provide positive pitch on the tail rotor for a midposition collective power setting.
84
Rotor Brake system and gust lock
The rotor brake is designed to hold the rotor during engine starts. The systemn has a reservoir accumulator and brake aseembly. When it is applied, pressure builds in the lines and is applied to the brke. When pressure is applied, a switch activates the rotor brake caution.
The gust lock, will lock the rotor brake disc and prevent the rotor brake disc from turning inadvertently, should the hyd pressure bleed off when rotors are spread.
85
AVCS system
Active Vibration Control System, attenuates the magnitude and reduces the duration of peak virbations produced by the rotor. These 4 per revolution vibrations are nulled by the AVCS ten accelerometers in a closed loop feedback algorithim. The solution time is 300 seconds. There are 4 pairs of 1000lb force gens and 1 pair of 500 lb force gens. The near instantaneous nature of the AVCS vibs can cause spikes or bumps.
86
XMSN system
Primary function is to take combiend power from 2 engines and reduce the RPM and transfer it to the main an d tail rotors. It consists of a MGB with a 3 degree forward tilt, two input modules, and two accessory modules.
87
Input modules
Input modules contain freewheeling unit which allows each engine to be disengaged from transmission when Nr excess Np, it also provides first gear reduction and a diaphram coupling which allows for slight angular or axial misalignment of the engine. A loud whining noise will be heard if there is a pending diaphram coupling failure.
88
Accessory modules
The Accesory modules drive the HYD pumps and generators. The left accessory module has an Nr sensor for TDI and the low xmns oil sesnor, the right accessory module has an Nr sensor for the VIDS.
89
XMSN oil system
The transmission uses a wet sump system with a sump and oil cooler. The MAIN xmns px low caution comes on below 14 psi. The main oil temp high caution comes on at 117C.
90
XMSN Chip detector system
The main xmsn has 5 chip detectors, with one in each module and corresonding cautions, #1 input chip, #1 accessory module, and MAIN XMSN CHIP.
Each chip detector has a buzz off feature that is deactivated above 140C. The chip detector in the IGB and TGB dont have a burnoff feature but will have the INT XMSN OIL HOT caution when oil is above 140C
91
Fuel system water contamination
The fuel filters are not sensitive to water contamination. Water contaminated fuel may cause fluctuations / surges in engines with no associated FUEL PRESS or FUEL FLT BYPASS caution.
92
Prime Boost pump
The fuel pump swithc can be put in APU to open the APU fuel shutoff valve and active the boost pump. Or placed in FUEL PRIME which opens both engine prime shutoff valves and allows individual priming of the engines with the PCL in lockout.
93
Main fuel tank and AUX tank capacity
Main fuel tank can hold aprox 4000 lbs, and aux tank can hold aprox 800 lbs of JP5.
94
When does fuel automatically xfer from Aux tanks
When the mail fuel tank level drops to approx 2640 lbs
95
Fuel low level warning system
When fuel level in one cell reaches 300 lbs, the #1/#2 FUEL LOW caution appears and the associated digital readout will turn yellow.
When total fuel reaches 600 lbs, the fuel display also turns yellow. The MASTER CAUTION will be displayed when a fuel low condition is detected for a period greater than 5 seconds and will be deactivated when the condition is not detected for a period of 20 seconds.
96
Fuel dump rate
The minimum dump rate is approximately 800 pounds per minute. The FUEL Dump will dump down to a low level sensor, aprox 300 lbs per side.
97
Single point refueling px
55 PSI
98
APU uses
The APU is not intended for routine in flight use. Operation of the APU in flight SHALL be limited to essential operations only. Acceptable in flight uses includes emergency procedures, single engine training, practice autos, and powering the ECS during extreme temp operations.
99
APU accessories
The prime boost pump is used to prime the APU and provide pressure during ops at pressure altitudes of 8000 ft or above. The hydraulic accumulator provides px for driving the APU starter. The min accumulator pressure is approx 2650. It can be recharged by the backup hyd pump, or by the hand pump when there is no AC power.
100
Sources of electrical power
2 oil cooled 30/45 KVA, 115 volt ac 3 phase 400hz generators
1 air cooled 35KVA, 115 volt ac 3 phase 400hz apu gen
2 converters supply 28 volt dc power from the Generators
1 24 volt dc nickel cadmium battery.
101
GCU functions
Connects each gen to the AC bus system, regulates generator output, and protects system components and circuitry against overvoltage, undervoltage, feeder fault, and underfrequency.
With WOW if Nr drops below 94%, GCU removes generators from AC distribution system. With weight off weheels, its 80% Nr.
A min of 97% Nr is required for GCU to reconnect
102
What is external power monitored for?
Phase rotation, overvoltage, under voltage, underfrequency, over frequency.
103
What are the 5 AC buses
No 1 and No 2 Primary buses, the AC essential, the AC secondary, and the AC monitor.
104
What are the 3 pigs
If AC electrical power demand exceeds the capacity of the generator output, the bus loads will be redistrubted as follows.
1. The backup hyd pump (No 1 AC primary bus) Will always be power if required.
2. The mission avionics system is the major load on the AC secondary bus and is the next priority. TR De Ice is also supplied on this bus.
3. Main rotor DE ICE is the only system powered from the AC monitor bus and has the lowest priority of the major current drawing components.
105
Battery life and charge numbers
With an 80% charge the battery life is 11 min day, and 9 min night.
With battery below 40%, you'll get a battery low light
Batter below 35% the battery will disconnect from the DC essential bus
Below 30% you'll lose ability to power fire extinguisher without AC power.
106
How long does it take for the backup pump to energize
4 seconds on APU or external power or .5 seconds with either main gen on.
107
Automatic backup pump initiation
1. Loss of No 1 hyd pump pressure ( #1HYD PUMP caution)
2. Loss of No 2 hyd pump pressure ( #2 HYD PUMP caution)
3. Loss of No 2 hyd reservoir fluid ( #1 RSVR LOW caution)
4. Loss of pressure to the first stage of TR servo ( #1 TR Servo caution)
108
What do you need for Hyd Leak test
1. Weight on Wheels
2. BACK UP pump in Auto
3. All Reservoirs Full
4. AC power
5. Rotors engaged
109
What cautions / advisories are you looking for during a HYD leak test
3 RSVR lows
SAS, BOOST OFF, AFCS degraded cautions
#1 / #2 tr servo ADVISORIES
Back up pump on
Master caution
110
3 sections of the flight control system
Mechanical control system
Flight control servo system
AFCS
111
Flight control path
The cyclic, collective, and TR pedal fligh controls are routed aft and outboard of each pilot seat, vertically up each side of the aircraft and are combined for each axis at the overhead torque shafts inside the HYDS bay. The trq shafts transfur inputs from the trim servos and pilot assist servocs and the flight controls in the mixing unit. Then they are routed to the swashplate assembly via the pirmary servos and bridge assembly. The yaw inputs are trasnfered from the mixing unit, aft to the tail rotor quadrant through TR cables.
112
AFCS functions
1. Pitch and Roll attitude hold
2. A/S Hold
3. Heading Hold
4. Bar alt, rad alt Hold
5. Automatic approach to a hover
6. Hover coupler
7. Crew Hover
8. Cable angle Hover
9. Pitch, Roll, Yaw stability augmentation
10. Stab Control
11. Cyclic, collective, and pedal trim
12. Pitch / Roll hover augmentation, gust alleviation
13. Turn coordination
14. Maneuvering stability
15. Automatic depart
16. Blade fold assist
17. Automatic preflight check
18. Diagnostics
113
Flight control mixing / compensation
Mechanical compensation
Collective to Yaw
Collective to Lateral
Collective to Longitudinal
Yaw to Longitudinal
Electronical compensation
Collective / Airspeed to Yaw
114
Inner loop vs Outer loop
The AFCC commnds SAS and trim. SAS or inner loop employs rate damping to improve helicopter stability. It is fast in response but limited in authority and oeprates without movement of the flight controls. Outter loop, (autopilot) provides long term inputs by trimming the flight controls to postiion required to maintain seleted flight regime. It can move flight controls through their full range (100% authority) at a limited rate of 10% per second. Inner loop works through SAS actuators and outerloop works through trim actuators.
115
Trim enagement and disengagement
Limited to 10% per second authority (Outer loop).
Above 50ks, you need cyclic trim release and pedal trip adjustment to change yaw trim.
116
Autopilot functions
Above 50ks, autopilot maintains pitch, roll attitude, airspeed and heading during cruise flight, and provides turn coordination above 50ks.
117
Attitude and Airspeed hold
Attitude and airspeed hold are engaged with the AUTO PLT. Below 50ks, autopilot focuses on attitude hold. Attitude can be changed using the 4way trim switch and is changed at a rate of 5 degrees per second. Above 50ks, and less than 30 degrees AOB, airspeed hold is engaged. The 4 way trim switch will change airpseeds at a rate of 6ks per second.
118
Heading Hold
For heading hold, the HDG trim switch adjusts heading at 3 degrees per second below 50ks, and at 1 degree per second above 50ks. Actuation for greater than 1 second provides a 1 degree per second coordinated turn. Heading hold is reengaged following a turn when the following conditions are maintained for 2 seconds.
1. Aircaft roll attitude is within 2 degrees of wings level
2. Yaw rate is less than 2 degrees per second.
119
Turn Coordination
Automatic turn coordination is provided at airspeeds above 50ks. It is engaged and disengaged when roll attitude is greater than 1 degree and any of the following conditions are met,
1. Lateral cycli displacement is greater than 3%
2. Cyclic TRIM REL button is pressed
3. Roll attitude exceeds 2.5 bank anlge using the 4 way trimn switch
4. Collective HDG TRIM switch is toggled for more than 1 second.
120
Automatic approach to a hover
Deceleration rates of 2.5 k/s down to 40ks, then down to a 1.5k/s rate of deceleration. You descend at 360 ft/min down to 200ft, then a 215 ft per min descent.
121
What do you need for AFCS ground checks
1. Weight on wheels
2. Rotor brake on
3. Engine torques below 10%
4. Both EGIs valid
5. SAS 1 pushbutton engaged.
122
Needed for cable angle hover mode
1. Groundspeed less than 5 knots
2. Radalt within 10 ft of selected alt
3. Dome wet indication
