Brainscape's Knowledge GenomeTM

Browse over 1 million classes created by top students, professors, publishers, and experts.


See full index

MH-60R HAC HSM-50 > NATOPS Chapter 12 Supplemental Info HSM-50 > Flashcards

NATOPS Chapter 12 Supplemental Info HSM-50 Flashcards

1
Q

PAC Emergency Responsibilities

A

The PAC shall complete the critical memory items that do not require releasing the flight controls.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
2
Q

PNAC Emergency Responsibilities

A

APUT

  1. Assist in ensuring the continued safe flight of the aircraft.
  2. Perform the critical memory items that do not involve the flight controls.
  3. Use the pocket checklist to complete non-critical memory items.
    4.Troubleshoot as required.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
3
Q

Aircrewman Emergency Responsibilities

A

PCUBA

  1. Provide the pilots with verbal calls as necessary to ensure the continued safe flight of the aircraft.
  2. Complete the applicable critical memory items.
  3. Use the pocket checklist to complete the remaining non-critical memory items.
  4. Back up the pilots with the pocket checklist to the maximum extent possible. 5.AssistthePNACwithtroubleshooting.
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
4
Q

The following (should/shall) be performed for all emergencies…

A

Should

MADCD

Maintain aircraft control
Alert Crew
Determine the precise nature of the problem
Complete the applicable emergency procedure or take action appropriate for the problem
Determine landing criteria and land as required

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
5
Q

The statement about emergency urgency

A

The urgency of certain emergencies requires immediate and instinctive action by the PAC. The most important single consideration is helo control. All procedures are subordinate to this requirement.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
6
Q

Emergencies and seatbelts

A

Due to the possibility of rapid degradation or loss of a/c control during certain emergencies, the PIC should ensure that all aircrew are strapped into their seats with the shoulder harnesses locked at all times during ground or flight ops, except when the release of the seatbelt is required to perform mission or flight related functions

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
7
Q

NVD emergency recommendation

A

In an NVD operating environment, it is recommended that the entire crew remain goggled and initiate the required immediate action procedures.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
8
Q

Circuit Breaker: Check

A

Visually observe CB condition. Do not change condition.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
9
Q

Circuit Breaker: Pull

A

If CB is in, pull CB out. If CB is out, do not change condition.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
10
Q

Circuit Breaker: Reset

A

If CB is out, push CB in. If CB is in, do not change condition. Popped CBs may be reset only once.

Caution: Holding in a CB while resetting may cause electrical fire or damage to electrical equipment

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
11
Q

Circuit Breaker: Cycle

A

If CB is in, pull CB out, and then push it back in. If CB is out, do not change condition.

Caution: Holding in a CB while resetting may cause electrical fire or damage to electrical equipment

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
12
Q

Resetting master caution

A

Reset MASTER CAUTION after each malfunction to allow the systems to respond to subsequent malfunctions.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
13
Q

Define: Single engine condition

A

A flight regime that permits sustained flight with one engine inop. Establishing single engine conditions may include increasing power available (C power on, anti ice off), decreasing power required (dumping, jettisoning), and achieving single engine airspeed.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
14
Q

Cause and indications of compressor stall

A

Cause: aerodynamic disturbance of airflow through engine

Indications: Rapid increase in TGT, hang up or rapid decrease in Ng, change in engine noise level from barely audible to muffled explosions.

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
15
Q

Indication and action for an impending high speed shaft failure

A

High intensity, medium to high freq vibration

Consider securing engine to prevent ultimate shaft failure. Extreme care must be taken to make sure you are securing the correct engine (if you secure the wrong one, you’ll increase load and may cause the other one to fail)

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
16
Q

When should DRVSHAFT FAIL caution be ignored?

A

Np less than 20%

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
17
Q

What happens if LDS fails?

A

Max input to the HMU regardless of collective position.

Will result in excess power driving main rotor during auto (EDECU does not have enough down trimming authority.)

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
18
Q

LDS Malfunction indications

A
How well did you know this?
1
Not at all
2
3
4
5
Perfectly
19
Q

When does ENG OIL HOT caution come on?

A

Eng oil temp above 150C

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
20
Q

When does ENG HOT come on?

A

TGT above 949

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
21
Q

When does ENG OIL PRESS HI come on?

A

Engine oil px at or above 120 psi

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
22
Q

When does ENG OIL PX LOW come on?

A

Ng above 70% and engine oil px below 26 psi

Or

Engine oil px below 22 psi

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
23
Q

Low ground speed or low rate of descent for ditching in water?

A

Minimizing rate of descent provides greatest chance of survival

How well did you know this?
1
Not at all
2
3
4
5
Perfectly
24
Q

Difference in yaw between practice power on auto and actual full auto?

A

Power on has right yaw at bottom.

Actual auto has left yaw at bottom

25
Q

Conditions not to attempt a restart in

A

Failure accompanied by explosion, unusual noise, or damage to engine

Fire, FOD, Frozen

26
Q

Single engine waveoff procedure

A

Increase collective to max power available
Nose on horizon
Level wings
Trade altitude for airspeed if required
Remain in ground effect until single engine climb can be executed

27
Q

What may happen with low collective settings if engine anti ice/start bleed valve is hung up?

A

May cause flameout (hang up of variable geo vane). VG is activated by fuel pressure from HMU. Max fuel flow will be sent to actuator at low collective setting. If it’s stuck, it could flameout engine.

28
Q

What may cause ground resonance?

A

Malfunctioning damper system, blade out of track condition

Additionally: Landing w/ lateral drift, improperly serviced landing gear, unique gross weight/CG, pilot induced oscillations

29
Q

Recommendation for abnormal vibes in flight

A

Land as soon as practical. Fly at airspeed that minimizes vibes (80ish kts). Select biggest landing site (same as boost off).

Running landing not recommended. No hover landing recommended.

30
Q

Identifying ground resonance vs other on deck vibes.

A

Ground resonance grow in magnitude over time.

31
Q

Two categories of XMSN malfunctions

A

Chip and lube

32
Q

Considerations for xmsn chip malfunctions

A

Reducing load on module (PCL to idle for input, securing main gen for accessory)

33
Q

What may also be affected for a main xmsn lube issue?

A

Generators (consider securing after APU on)

34
Q

Accessory module impending/actual failure indication

A

Impending: input chip (due to oil routing)

Actual: Loss of gen/hyd pump

35
Q

XMSN oil px

Low but steady vs decreasing

A

Low but steady: loss of one oil pump

Decreasing: oil leak

36
Q

Following a complete loss of xmsn lubrication _________ will likely fail first resulting in ___________ in as little as ___________ minutes after a catastrophic loss of lubrication.

A

The tail drive pinion gear

Loss of tail rotor drive

8 minutes

37
Q

Tail rotor drive failures driven by complete loss of transmission oil were preceded by _______ approximately _________ prior to failure

A

A dramatic increase in vibes and/or noise level

One minute

38
Q

What do you do with an extended transmission oil filter PDI

A

This PDI is in the cabin

Not an indication of loss of lube

If found in flight w/ no other indications, no EP required, appropriate mx action SHALL be taken after the last flight of the day

39
Q

What kind of landing should you conduct after a tail/int xmsn malfunction?

A

Running or no hover

40
Q

Direction of yaw following a tail rotor drive failure

A

Right yaw (rate depends on airspeed. Low airspeeds: more aggressive yaw. Higher airspeeds: slower but steadily increasing yaw)

41
Q

How to check for loss of tail rotor drive

A

Input slight right pedal and look for yaw.

Aircraft will pitch up and down w/o yawing if tail rotor drive is lost due to control mixing

42
Q

Three categories of loss of tail rotor control

A

Cable failures

Servo failures

Restricted flight controls

43
Q

Cable failure indications and flight regime

A

TAIL ROTOR QUADRANT caution

Single failure: no change in handling quality, land as soon as practicable

Dual failure: tail rotor control lost.

At 19,500 lbs, level flight out of ground effect, at sea level, balanced level flight may be achieved at 25 and 145 KIAS

44
Q

Tail Servo Failure Indications and Flight Regime

A

Caused by loss of both No. 1 hyd pump and B/U pump (nothing powering either T/R servo)

Yaw boost servo is still pressurized and mechanical controls still intact: allows for normal yaw control between 40 and 120 KIAS. Will become less effective outside this regime

Flying lower than 40/120 may result in elongation of cables and cable failure.

Run on above 40 KIAS is recommended

45
Q

Restricted Flight control indications and flight regime

A

May be caused by jammed controls, mechanical failure of servos, servo hardover.

May cause yaw of varying degrees to either left or right.

Stuck left (high power) is worst because controllable airspeed will be very high or very low.

46
Q

Loss of tail rotor control landing techniques

A

Single cable failure: running landing in anticipation of dual cable failure. Regular landing will still be possible
- max speed for ship

Dual cable failure: Run on landing at controllable airspeed (25 KIAS likely)
- ship at controllable airspeed. After coming over deck, droop rotors to reduce tail rotor requirements as you come on to deck

Servo failure: running landing at greater than 40 KIAS
- ship at max speed. Droop PCLs over deck

Restricted low (fixed pedals at low power setting): nose will yaw right in high power settings (hover). Run on landing at high airspeed will be required. Entering an auto may be required too far right.

Restricted high (fixed pedals at high power setting): nose will yaw left in high power settings. May be able to approach at slow airspeeds. Will have to droop rotors over deck.

The most important factor will be controllability checks.

Be wary of developing a right yaw at too low an airspeed. May result in losing waveoff capability and require an auto.

47
Q

When nose breaks left power must be _____ to maintain straight nose attitude

A

Increased

48
Q

When nose breaks right power must be _____ to maintain straight nose attitude

A

Decreased

49
Q

If B/U pump fails and B/U pump CBs are out, what must you do before resetting them?

A

Ensure that B/U pump will not activate when CB is reset (configure to prevent B/U pump from activating or secure AC power)

Failure will damage current limiters and you will lose all loads on No. 1 primary bus

50
Q

If No. 2 LDI system secures the PAS (due to #2 RSVR Low), what should you consider securing?

A

SAS/BOOST Pushbutton. This will prevent the servos from reenergizing in a critical flight regime should the #2 HYD PUMP caution illuminate.

51
Q

How many times can you attempt to reset the STAB AUTO MODE pushbutton

A

Once

52
Q

Identifying dual gen failure vs dual converter failure?

A

Stab indicator failed? —> dual gen

Master caution/console lights still on? —> dual converter

53
Q

Most important consideration in a fire

A

Landing the helicopter safely as soon as possible

54
Q

APU exhaust fires

A

Result of pooled fuel in combustion chamber prior to start. Often occurs after attempting restart

May result in temporary illumination of APU T handle during APU start.

Continued operation will extinguish the flame

55
Q

After a water landing, the aircraft tends to ______ and _______ witching ______ (seconds/minutes)

Aircraft may maintain some buoyancy in the ______ for _______ (seconds/minutes) after water landing

A

Sink nose down

Roll unpredictably to either side

10 seconds

Fuel transition section

2 to 5 minutes

56
Q

Where should ditching be made into a wave?

A

Crosswind of 25 kts or less: parallel to and near crest of swell

Crosswind of more than 25 kts: into wind on upslope of swell near the top.

57
Q

How long will ADHEELS remain on and how do you activate it manually?

A

45 minutes

Switch on rear of lower control panel in cockpit

58
Q

Can you troubleshoot a PIU in flight?

A

No (prohibited)

59
Q

Should a freestream be attempted in IMC or at night w/ no visible horizon?

A

No (cut cable)

MH-60R HAC HSM-50 (73 decks)

Brainscape helps you reach your goals faster, through stronger study habits.
© 2024 Bold Learning Solutions. Terms and Conditions