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HAC/2P > NATOPS Chap 1&11 > Flashcards

NATOPS Chap 1&11 Flashcards

1
Q

NATOPS Chap 1

Warnings, cautions, notes

A

Warning- Explanatory info about an operating procedure, practice, or condition, etc, that may result in injury, death, or loss of a/c if not carefully observed or followed

Caution- Explanatory info about an operating proceudre, practice, or condition, etc that may result in damage to equipment if not carefully observed or followed

Note- Explanatory info about an operating procedure, practice, or condition, etc that must be emphasized

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2
Q

NATOPS Chap 1

Land Immediately, ASAP, Practicable

A

Execute a landing without delay

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

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

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3
Q

NATOPS Chap 1

Primary Missions (CASEN)

A

SUW, ASW, EW, Command and Control, Non combat operations

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4
Q

NATOPS Chap 1

Secondary Missions (ANALFIH)

A

1) A- Amphibious Warfare
2) N- Naval Special Warfare
3) A- Air Warfare
4) L- Logistics
5) F- Fleet Support Operations
6) I- Intel Ops
7) H- Health Services

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5
Q

NATOPS Chap 1

Folded Length(rotor/tail pylon)

A

Length= 42’ 10”

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6
Q

NATOPS Chap 1

Rotor folded

A

Length= 53’ 3”

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7
Q

NATOPS Chap 1

Length overall w/ rotors turning

A

64’ 10”

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8
Q

NATOPS Chap 1

Fuselage length

A

51’ 9”

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9
Q

NATOPS Chap 1

Height

A

16’ 10”

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10
Q

NATOPS Chap 1

Fuselage width

A

7’ 9”

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11
Q

NATOPS Chap 1

Folded Width

A

11’ 7.5”

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12
Q

NATOPS Chap 1

TR diameter

A

11’

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13
Q

NATOPS Chap 1

Clearance for 180* turn

A

84’

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14
Q

NATOPS Chap 1

Mission Configurations (SUW, ASW, Logistics/VERTREP, SAR)

A

SUW- 3 seats, 2 passengers
ASW- 2 seats, 1 passenger
Log- <=5 seats, <=3 pax
SAR- <=5, <=3

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15
Q

NATOPS Chap 11

What is the normal hover attitude of the aircraft?

A

4-5 degrees nose up, and 2-3 degrees left wing down

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16
Q

NATOPS Chap 11

At what airspeed will you feel a TRANSLATIONAL-LIFT INDUCED VIBRATION?

A

~15kts

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17
Q

NATOPS Chap 11

WARNING: Decelerating attitudes typically require ___ to ___ nose-up, which significantly reduces ___ ___ __ and ___ intended landing area.

A

15,20, field of view, obstructs

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18
Q

NATOPS Chap 11

How fast are the blade tips moving in a hover?

A

725fps or Mach 0.65

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19
Q

NATOPS Chap 11

At what altitude is the Romeo considered to be hovering in ground effect?

A

RADALT altitudes of at or below 45’

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20
Q

NATOPS Chap 11

What are the characteristics that cause the aircraft to experience blowback?

A

When the aircraft is in a hover with no wind, and a gust is felt off the nose, The retreating blade will see less relative wind velocity and the advancing blade will see more relative wind. This tilts the rotor disk aft causing the nose to pitch up.

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21
Q

NATOPS Chap 11

How is blowback counteracted by the pilot and aircraft?

A

Long term correction: Pilot input

Short Term: HVR augmentation and gust alleviation of SAS 2, and attitude hold feature of autopilot

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22
Q

NATOPS Chap 11

At what airspeed does CLAP have no effect on the stabilator?

A

Below 30 KIAS

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23
Q

NATOPS Chap 11

If you maintain hover power while in translational lift, what will be your rate of climb at a given airspeed?

A

You will climb at 500fpm at 80kias

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24
Q

NATOPS Chap 11

What is the airspeed range of translational lift?

A

Translational lift begins at 17kts , 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 30kts

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25
Q

NATOPS Chap 11

Where does blade stall initially happen?

A

The blades will stall at the root of the retreating blade, and then the stall region will works its way out to the tip

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26
Q

NATOPS Chap 11

When is blade stall most likely to occur? (4Hi, 1 low)

A

High: weight, high speed, density altitude, and power
Low: Nr

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27
Q

NATOPS Chap 11

Blade stall recovery (3 dec,1 inc, 2 dec)

A

Decrease collective pitch, severity of maneuver, gradually decrease airspeed

Increase rotor rpm

Decrease altitude, gross weight

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28
Q

NATOPS Chap 11

What is Loss of Tail rotor authority, and when is it usually seen?

A

It is a power issue in which Tq increase, but Nr and Tr decrease rapidly. Eventually the TR can no longer provide enough anti thrust which will cause the aircraft to spin to the right.

This is generally seen in high gross weight and/or high DA

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29
Q

NATOPS Chap 11

What is LTE, and what are factors that contribute to it?

A

Loss of Tail Rotor Effectiveness is defined as the inability of the TR to provide sufficient force to maintain yaw controllability.

Contributing factors are: relative wind direction, low-speed/high power maneuvering, operating rpm, gross weight, and DA

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30
Q

NATOPS Chap 11

Winds from what direction, reduce tail rotor effectiveness? What direction increases effectiveness?

A

Winds from the right, and winds from the left

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31
Q

NATOPS Chap 11

Describe Weather Vaning

A

Winds w/I 120-240R will tend to weather vane the nose of the aircraft into the wind. If a yaw rate has already occurred, weather-vaning will act to accelerate the yaw rate as the tail, passes through the wind

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32
Q

NATOPS Chap 11

Tail rotor vortex ring state

A

Winds within 210-330R causes the tail rotor to operate within its own recirculated airflow. Winds from primarily the abeam position can result in large variations of tail rotor thrust. This will cause an uncommanded yaw rate. If a right yaw is allowed to build, weather-vaning will take over and accelerate the yaw rate.

33
Q

NATOPS Chap 11

Main Rotor disk vortex interaction

A

Winds within 280-330R and less frequently 030-080R can cause the vortex from the Main rotor to be directed onto the TR which changes the AOA of the TR blades. This will cause TR thrust to vary, and increase workload on the TR control pedals.

34
Q

NATOPS Chap 11

Loss of translational lift

A

Loss of translational lift results in increased power demand and additional anti-torque requirements. If the loss of translational lift occurs when the aircraft is in a right turn, the right turn rate will be accelerated if corrective action is not taken. When operating near maximum power available, this increased power demand could result in rotor rpm decay. Insufficient attention to wind direction and velocity can lead to unexpected loss of translational lift. Aircraft heading, ground track, and groundspeed must be continually evaluated.

35
Q

NATOPS Chap 11

Recovery from LTE

A
  1. Altitude permitting, lower the collective. This will reduce tq and assist in arresting right yaw
  2. Use forward cyclic to increase airspeed, and if necessary turn in the direction of rotation. This reduces TR thrust rq’d ad produces a streamlining effect
  3. Apply full left pedal when in low speeds or a hover.
36
Q

NATOPS Chap 11

What are the four flow states of the rotor system? (WAVN)

A
  1. Normal Thrusting
  2. Vortex Ring
  3. Autorotative
  4. Windmill Break
37
Q

NATOPS Chap 11

Vortex ring state describes…

A

An aerodynamic condition where a helo may be in a vertical descent with max power applied and little or no cyclic authority. Also known as “Power Settling”

38
Q

NATOPS Chap 11

When is vortex ring state likely to happen, and what are its characteristics?

A

The effect is measurable at descent rates greater than 700fpm between 0-20kias and has the worst descent rates of up to 1500fpm at airspeed of 5-10kias.

39
Q

NATOPS Chap 11

What is fully developed vortex ring state characterized by?

A

An unstable condition where the helo experiences uncommanded pitch and roll oscillations, has little or no cyclic authority, and achieves descent rates that may approach 6000fpm. It’s also accompanied by increased levels of vibrations.

40
Q

NATOPS Chap 11

VRS warning

A

Flight conditions causing VRS should be avoided at low altitudes because of the attendant loss of altitude necessary for recovery. Recovery from fully developed vrs may require entering autorotation before regaining airspeed

41
Q

NATOPS Chap 11

VRS Note

A

VRS may also be entered during any dynamic maneuver that places the main rotor in condition of high up flow and low longitudinal airspeed. This condition is frequently seen during “quick stop” type maneuvers or during autorotational recoveries

42
Q

NATOPS Chap 11

VRS Recovery procedure

A
  1. Decrease collective pitch
  2. Increase forward airspeed
  3. Enter autorotation if altitude permits. A considerable loss of altitude may occur before the condition is recognized and recovery is completed. During approach for landing, conditions causing VRS should be avoided
43
Q

NATOPS Chap 11

During High G Maneuvering, what can happen if you roll into a turn with an excessive asymmetrical load on one side?

A

A high AOB turn into the stores-heavy side can reduce the lateral cg margin to the point where there is not enough cyclic authority to roll back out of the turn. The result is an uncontrolled spiral into the deck

44
Q

NATOPS Chap 11

What should you do in situations where loss of lateral control is experienced in a steep turn and asymmetrical stores load/shift in lateral cg is the suspected cause?

A

Consideration should be given to jettisoning the stores

45
Q

NATOPS Chap 11

What is the rule of thumb in regards to humidity and DA?

A

For every 10% increase in humidity above 40, add 100’ in DA

46
Q

NATOPS Chap 11

At what given gross weight can you expect to see descent velocities between ___ and ___

A

At a gross weight of 19K, you can expect to see descent rates of approx 3125 FPM-4450 FPM

47
Q

NATOPS Chap 11

When the rotor blade is divided up into sections, what percent of the rotor is compromised of each region?

A

Prop Region: 30%-> this region creates usable lift

Auto Region: 45%-> produces fwd-tilting force that creates both lift and a pro-rotational force that overcomes blade drag and keeps the rotor spinning at a constant rpm.

Stall region 25%-> this region only creates drag

48
Q

NATOPS Chap 11

What is the static rollover angle at which the helo will tip over?

A

The static rollover is approx 28 degrees

49
Q

NATOPS Chap 11

What is the critical rollover angle?

A

It is the maximum lateral angle of slope that can be negotiated in a takeoff or landing. With left wheel uphill and brakes on, this angle is approximately 12 degrees.

50
Q

NATOPS Chap 11

What is the most effective corrective action the pilot can take during dynamic rollover?

A

a smooth reduction in the collective. Lateral cyclic displacement will only be 1/5 as effective as it is in air

51
Q

NATOPS Chap 11

How do you land on a slope?

A

Land upslope wheel first, followed by a smooth reduction in collective to place downslope wheel on the ground while maintaining rotor disk level with the horizon. As you reduce collective, lateral cyclic displacement in the direction of the upslope wheel will be required.

52
Q

NATOPS Chap 11

Warning: Landing with ___ ___ positions, in conjunction with __ or __ ___ pitch, may cause rotor blades to contact the ___ ___, resulting in loss of __ ___ ___

A

Aft cyclic, low or decreasing collective, tail pylon, tail rotor drive

53
Q

NATOPS Chap 11

Procedures for sloped landings/takeoffs:

A
  1. Execute all landings/takeoffs smoothly and maintain low roll rates
  2. Take off slowly so that induced roll rates can be easily controlled
  3. Maintain wheels-level during all landings/takeoffs
  4. Always lift the downhill wheel first during takeoff
  5. Do not allow helo to drift
  6. If lateral control feels sluggish, reduce collective and check for obstructions
  7. To control roll rate, reduce collective smoothly. Avoid fast collective reductions to prevent blade trike or induced high rates of roll about upslope wheel.
54
Q

NATOPS Chap 11

What are the most likely causes for a One-per-Revolution?

A
  1. Main rotor blades out of track. A blade track adjustment is not warranted even though the blades appear to be slightly out of track if a one-per is not present. Out-of-track condition could be caused by:
    A. Damage main rotor blade trailing edges
    B. Main rotor blade dynamic balance beyond
    tolerances
  2. Worn or loose control rod end bearings. If the vibration is present in a hover only, the cause could be the same as above plus:
    A. Main rotor blade static balance beyond
    tolerances
    B. Rotor head out of balance
  3. Malfunctioning blade damper
55
Q

NATOPS Chap 11

1.44-per revs are most likely caused by?

A

An initial aerodynamic upset that is amplified and maintained as a result of a SAS and PIO in the longitudinal cyclic. This vibration will likely be encountered during auto rotations over 100KIAS at approx 3500fpm ROD, turns bout 45 degreees, diving recoveries, or slide slips

56
Q

NATOPS Chap 11

4 per Rev

A

Caused by the dynamic response of the main rotor blades to asymmetrical blade loading. Its intensity is greatest t low-forward speeds and during transition to a hover. The primary sources of a 4-per are loose or worn vibration absorbers, main rotor head pressure plates, swashplate and associated hardware, damper servicing, lose stab, loose cabin equipment, and main landing gear struts

57
Q

NATOPS Chap 11

What is tail shake?

A

An aerodynamic excitation of the first lateral bending mode of the tail plan in certain flight regimes. This vibration will be felt as a random impulse around the yaw axis and my be more apparent with an aft Cg

58
Q

NATOPS Chap 11

High Freq TR drive shaft vibrations are caused by?

A

An unbalanced drive shaft, bad bearings, or a failing tail/intermediate gearbox. These vibrations can be id’d during a. Ground run by feeling the tail one and can also be felt as a “buzz”in the pedals or a “tickling” in the nose similar to that of a feather

59
Q

NATOPS Chap 11

One Times the tail rotor speed vibration may be due to?

A

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. This may be hard to distinguish from a 4-per vibration.

60
Q

NATOPS Chap 11

What are the ideal autorotation airspeeds?

A

Min Rate of Descent= 75KIAS

Max glide= 95KIAS

61
Q

NATOPS Chap 11

How does gross weight affect Helicopter Auto ROD?

A

Due to the low inertial rotor head, Rates of descent will decrease with heavier aircraft because Nr will decrease. With lighter aircraft, Nr will increase, which will cause ROD to increase

62
Q

NATOPS Chap 11

What are your Autorotation Waveoff criteria per the MDG?

A
  1. Should be considered if airspeed slows below 75 KIAS
  2. Nr>110%
  3. A/C not over the runway by 300’
  4. A/C wings not level by 200’
  5. Nr>115% in the flare
  6. A/C balloons excessively
  7. A/C has High ROD
  8. Nr accelerates excessively
  9. Insufficient initial flare
  10. Lateral drift is established
63
Q

NATOPS
Ch 8

Safety nets during fold/spread

A

Shall be lowered

64
Q

NATOPS
Ch 8

Activation of the backup pump when connected to ship’s 400 Hz power only

A

May cause a surge in the ship’s power and cause the ship’s converter box to blow its fuses/damage helo external power system

65
Q

NATOPS
Ch 8

The __________ procedure shall be used for shipboard engine starts and rotor engagements.

A

Rotor Brake Start

66
Q

NATOPS
Ch 8

For ACS, helicopter rotors shall not be _________ or the aircraft _________ while the ship is turning.

A

Engaged/disengaged

Launched/recovered

67
Q

NATOPS
Ch 8

The parking brake ______ be set for all shipboard takeoffs/landings.

A

Should

68
Q

NATOPS
Ch 8

Altitude/airspeed before any turns at night

A

150’

60 KIAS

69
Q

NATOPS
Ch 8

If there is any doubt in the ability to predict/avoid sea water impacting the engaged rotor system (shipboard ops), ___________.

A

The rotor system shall be disengaged as soon as possible

70
Q

NATOPS
Ch 8

What do polar plots show? What are the plots based on?

A 
Ship speed
Relative direction of seas 
color-coded wave hazard regions
8 degree pitch
2 degree roll

Plots are based on:
Steady-state non-maneuvering conditions
Do not include a margin for wave run up

71
Q

NATOPS
Ch 8

The pilot should avoid _________ by using peripheral vision to ensure ___________ and reduce susceptibility to vertigo. (Shipboard takeoff at night)

A

Multi-axis head movement

Obstacle clearance

72
Q

NATOPS
Ch 8

Missed Approach Point ACS

A

200’, 0.5 DME

73
Q

NATOPS
Ch 8

Night lighting final approach ACS

A

Prior to commencing approach:

  • Lower anti collision light off
  • RAST light on
  • Post lights DIM
74
Q

NATOPS
Ch 8

Alternate instrument approach ACS

A

Commenced at least 1.5 miles astern on BRC/FC at NLT 200’, 80 KIAS

Established on FAC, commence descent and deck to arrive at 0.5 DME (MAP) at NLT 200’, 50 KIAS

If visual contact not made by 0.5 DME, execute a missed approach

Arrive ~15th above the flight deck with a controlled rate of closure

At 1/4 miles, 125’ with closure rate well under control

75
Q

NATOPS
Ch 8

Shipboard landing

Failure to increase power appropriately during the landing transition can result in ________.

A

High rates of descent at low altitude and potential water impact

76
Q

NATOPS
Ch 8

According to NATOPS, are chocks and chains required when secured in the RSD?

A

Not required when secured in the RSD for personnel transfers, but may be considered based upon sea state, winds, ship maneuvering, and length of time on deck

77
Q

NATOPS
Ch 8

HIFR fittings

A

-Wiggins/North Island HIFR Rig
(Has manual emergency disconnect lanyard)
-NATO-compatible High Capacity HIFR Rig (has automatic emergency breakaway as the helicopter moves away from the ship [no aircrew action required], facilitates either a Wiggins or Parker nozzle)

78
Q

NATOPS
Ch 8

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

A

1 nm

Low power

HAC/2P (27 decks)

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