P2 Flashcards

Question

Weight Limitations

Answer 1

A. Maximum allowable ramp weight is 3350 pounds. B. Maximum allowable gross weight for hover/flight is 3350 pounds. C. Minimum front seat weight is 170 pounds.

Answer 2

NOTE All airspeed values are Indicated Airspeed (IAS), except when Calibrated Airspeed (CAS) is specifically stated. A. At 3,000 pounds gross weight and below: VMC Vne 130 KIAS sea level to 3,000 feet density altitude. Decrease Vne 3.5 KIAS per 1,000 feet above 3,000 feet density altitude. Maximum density altitude- 20,000 feet. B. Above 3,000 pounds gross weight: VMC Vne 122 Knots sea level to 3,000 feet density altitude. Decrease Vne 7.0 KIAS per 1,000 feet above 3,000 feet density altitude. Maximum density altitude- 13,500 feet. C. Vne for internal GW above 3,200 pounds is 78 KIAS, not to exceed placarded Vne.

Answer 3

Vne 80 Knots with >85% to 100% Torque applied.

Answer 4

Aerobic maneuvers are prohibited. Aerobic flight is defined to be any intentional maneuver involving an abrupt change in aircraft attitude, an abnormal attitude, pitch angle greater than 30 degrees or roll angles greater than 60 degrees, or abnormal acceleration not necessary for normal flight.

Answer 5

Loss of tail rotor effectiveness (LTE) is the occurrence of an uncommanded and rapid right yaw rate which does not subside of its own accord and which, if not quickly reacted to, can result in loss of aircraft control. - Weathercock stability: 120-240*, Winds will attempt to weathervane A/C into the wind, makes slow uncommanded yaw to left or right - Vortex ring: 210-330*, Causes vortex ring state around the tail rotor which causes tail rotor thrust variations; uncommanded pitch, roll, yaw excursions; maintaining precise heading will be impossible; pilot workload is high - Disc vortex: 280-330*, Main rotor tip vortices are directed onto the tail rotor; tail rotor operated in extremely turbulent environment; make sudden, uncommanded right yaw which may develop into a spin if uncorrected Other factors: - gross weight and density altitude: an increase will decrease the power margin between maximum power available and power required to hover - low indicated airspeed: Airspeeds below ETL, tail rotor must produce almost 100% of directional control - power droop: rapid power increase may cause transient power droop; any decrease in main rotor RPM will cause decrease in tail rotor thrust TH-67 pilots should: Try to keep heading into the wind Greater susceptibility to right turns (Especially right downwind turns at low altitude/low airspeed)

Answer 6

To minimize the effects of thunderstorms encountered in flight, perform the following: 1. Torque: Adjust torque to a value corresponding to maximum endurance airspeed. 2. Occupants: Check that all occupants are seated with seat belts and harnesses tightened. 3. PITOT HTR switch(es) - ON. 4. Avionics - Reduce volume on any equipment affected by static. 5. Interior lights - Adjust to full bright at night to minimize blinding effect of lightning. b. In the storm: 1. Maintain a level attitude and constant power setting. Airspeed fluctuations should be expected and disregarded. 2. Maintain original heading, turning only when necessary. 3. The altimeter is unreliable, due to differential barometric pressures within the storm. An indicated gain or loss of several hundred feet is not uncommon and should be allowed for in determining minimum safe altitude.

Answer 7

Spike knock occurs when the round pin in the drag-pin fitting contacts the side of the square hole of the pylon stop, which is mounted to the roof. It creates a loud noise and will occur during a rocking of the pylon. The following factors can cause spike knock: low rotor RPM, extreme asymmetric loading, poor execution of an autorotational landing, and low G maneuvers below +.5 Gs. Spike knock will be more prevalent during zero ground run autorotational landings than for sliding autorotational landings and running landings. Spike knock in itself is not hazardous but is an indicator of a condition that could be hazardous. If spike knock is encountered, an entry must be made on the DA Form 2408-13-1 to include the flight conditions under which the spike knock occurred. An inspection will be performed by maintenance personnel before continuing. During landing, starting, and rotor coastdown, spike knock could also occur, especially if there are high winds and/or the elastomeric damper is deteriorated. This type of spike knock is not considered damaging to the aircraft and does not require an entry in DA Form 2408-13-1.

Answer 8

WARNING Avoid flight in or near thunderstorms, especially in areas of observed or anticipated lightning discharges. NOTE Abnormal operating noises almost always accompany rotor damage, but loudness or pitch is not valid indications of the degree of damage sustained. If lightning strike occurs, or is expected, the following precautions are recommended to minimize further risk: 1. Reduce airspeed as much as practical to maintain safe flight. 2. Avoid abrupt control inputs.

Answer 9

A. Land as soon as possible B. emergency shutdown- accomplish after landing.

Answer 10

Land without delay to the nearest suitable area (ie. open field) in which a safe approach and landing is reasonably assured. (The primary consideration is to ensure the survival of the occupants.)

Answer 11

The landing site and duration of the flight are at the discretion of the pilot. Extended flight beyond the nearest approved landing area is not recommended. (The primary consideration is the urgency of the emergency.)

Answer 12

The term autorotate is defined as adjusting the flight controls as necessary to establish an autorotational descent and landing. 1. Collective - adjust as required to maintain rotor RPM (90-107%). 2. Pedals - adjust. Crab or slip as required. 3. Throttle - adjust as necessary. Close as required. 4. Airspeed - adjust as required.

Answer 13

The term emergency shutdown is defined as engine shutdown without delay. 1. Throttle - CLOSE 2. Fuel Valve Switch - OFF 3. BATT Switch - OFF as desired. Before turning the battery switch off during an in-flight emergency, the pilot should consider a “MAYDAY” call, selecting emergency on the transponder and the possible effects of total electrical failure.

Answer 14

1. Airspeed for minimum rate of descent is 52 knots. | 2. Airspeed for maximum glide distance is 69 knots.

Answer 15

Do not respond to the RPM warning system by entering autorotation and reducing the throttle without first confirming engine malfunction by one or more of the other indications. Normal indications signify that the engine is functioning properly and that there is a tachometer generator failure or an open circuit to the warning system, rather than an actual engine malfunction.

Answer 16

The indications of an engine malfunction, either a partial or a complete power loss are: left yaw, drop in engine RPM (N1 and N2), drop in rotor RPM, low RPM audio alarm (steady tone), illumination of the LOW ROTOR RPM caution light, and change in engine noise. If the power loss is total, the ENGINE OUT warning light will activate and an intermittent (warbling) tone will be heard.

Answer 17

Autorotate | Emergency Shutdown - Accomplish after landing.

Answer 18

Autorotate | Emergency Shutdown- Accomplish during descent if time permits.

Answer 19

CAUTION Do no attempt air restart above 12,000 feet MSL (TURB OUT TEMP rises too fast to control). After an engine failure in flight, an engine start may be attempted. Because the exact cause of engine failure can not be determined in flight, the decision to attempt the start will depend on the altitude and time available, rate of descent, potential landing areas, and crew assistance available. 52-60 KIAS is recommended during the descent. Under ideal conditions, approximately one minute is required to regain powered flight from the time the attempted start is begun. If the decision is made to attempt an in-flight start: Throttle- CLOSE Fuel Valve Switch- ON Attempt start Land as soon as POSSIBLE

Answer 20

Engine compressor stall may be characterized by a sharp rumble or a series of loud sharp reports, severe engine vibration and a rapid rise in TURB OUT TEMP. Should engine compressor stall occur: Collective- REDUCE Engine Anti-ice and Heater switches- OFF Land as soon as POSSIBLE

Answer 21

LOW INLET PRESSURE caution light ON 1. ENGINE ALT AIR switch- OPEN 2. If caution light remains ON, land as soon as POSSIBLE 3. If caution light goes out, land as soon as PRACTICABLE. Related engine parameters should be monitored frequently until landing.

Answer 22

Engine overspeed will be indicated by a right yaw, rapid increase in both rotor and engine RPM, and an increase in engine and rotor noise. If an engine overspeed is experienced: 1. Collective- Increase to load the rotor and sustain engine/rotor RPM below the maximum operating limit. 2. Throttle- Adjust until normal operating RPM is attained 3. Land as soon as POSSIBLE. Perform a power-on approach and landing by controlling the RPM manually with the throttle. If RPM cannot be controlled by throttle adjustment: 4. Autorotate when over a safe landing area 5. Emergency shutdown- Accomplish during descent if time permits.

Answer 23

If the engine oil pressure is below 50 PSI or the temperature is above 107*C - Land as soon as POSSIBLE. NOTE If engine oil pressure is falling or low and the oil temperature is rising or high, a severe leak may be present.

Answer 24

If an engine underspeed occurs, the collective must be adjusted downward to maintain rotor within RPM limits. If powered flight with rotor in the green can be accomplished: Land as soon as POSSIBLE in an area that will permit a run-on landing. An engine underspeed below 90% results in rotor RPM decay below minimum safe limits. Should this occur: 1. Autorotate 2. Emergency shutdown- accomplish during the descent if time permits

Answer 25

The type of malfunction that would create a potential emergency involves a failure of the compressor or drive belt that would cause a noticeable vibration or noise. 1. Air Conditioning and Fan switch- OFF 2. Land as soon as PRACTICABLE.

Answer 26

If surges in engine RPM are experienced: A. GOV INCR switch- INCR for maximum RPM. B. Throttle- Adjust to 97% N2. C. Land as soon as POSSIBLE. If engine surges are not controlled in steps A and B above, proceed as follows: A. Autorotate- when over a safe landing area. B. Emergency shutdown- accomplish during descent if time permits.

Answer 27

WARNING Operation with both fuel boost pumps inoperative is not authorized. Due to possible fuel sloshing in unusual attitudes and out of trim conditions and one or both fuel boost pumps inoperative, the unusable fuel is ten gallons. With one or both fuel pumps inoperative: NOTE The engine will operate without boost pump pressure under 6,000 feet pressure altitude and one boost pump will supply sufficient fuel for normal engine operations under all conditions of power and altitude. Both fuel boost pumps shall be operating for all normal operations. A. Descend to below 6,000 feet pressure altitude if possible. B. Land as soon as PRACTICABLE.

Answer 28

Land as soon as possible

Answer 29

This is a malfunction involving a loss of control resulting in a fixed pitch setting. Whether the nose of the helicopter yaws left or right is dependent upon the amount of pedal applied at the time of malfunction. Regardless of pedal setting at the time of malfunction, a varying amount of tail rotor thrust will be delivered at all times during flight. ``` Increased power (high torque): 1. Indications: The nose of the helicopter will turn left when power is reduced. ``` 2. Procedures: (a) Maintain control with power and airspeed. (Between 40 and 70 knots.) (b) Continue powered flight to a suitable landing area where a run-on landing can be accomplished. (c) Execute a run-on landing with power and a touchdown speed which will minimize sideslip. Use throttle and collective, as necessary, to control sideslip and heading at touchdown.

Answer 30

This is a malfunction involving a loss of control resulting in a fixed pitch setting. Whether the nose of the helicopter yaws left or right is dependent upon the amount of pedal applied at the time of malfunction. Regardless of pedal setting at the time of malfunction, a varying amount of tail rotor thrust will be delivered at all times during flight. ``` Reduced power (low torque): 1. Indications: The nose of the helicopter will turn right when power is applied. ``` 2. Procedure: (a) If helicopter control can be maintained in powered flight, the best solution is to maintain control with power and accomplish a run-on landing as soon as practicable. Use airspeed, throttle, and collective to reduce the sideslip angle at touchdown. (b) If helicopter control cannot be maintained, close the throttle immediately and accomplish an autorotational landing.

Answer 31

Indication: Helicopter heading cannot be controlled with pedals. Procedure: Fixed pedal- Land.

Answer 32

a. This situation involves a break in the drive system, such as a severed driveshaft, causing the tail rotor to lose power. b. Indications: 1. Pedal input has no effect on helicopter trim. WARNING Degree of roll and side-slip may be varied by varying throttle and/or collective. (At airspeeds below approximately 50 knots, the side-slip may become uncontrollable, and the helicopter will begin to spin on the vertical axis.) 2. Nose of the helicopter turns to right (left sideslip). 3. Left roll of fuselage along the longitudinal axis. c. Procedures: 1. If safe landing area is not immediately available, continue powered flight to suitable landing area at or above minimum rate of descent autorotational airspeed. 2. When landing area is reached, make an autorotational landing (THROTTLE CLOSED). 3. Use airspeed above minimum rate of descent airspeed. NOTE Airflow around the vertical fin may permit controlled flight at low power levels and sufficient airspeed when a suitable landing site is not available; however, the touchdown shall be accomplished with the throttle in the full closed position. 4. If run-on landing is possible, complete autorotation with touchdown airspeed as required for directional control. 5. If a run-on landing is not possible, start to decelerate from about 75 feet altitude, so that forward groundspeed is at a minimum when the helicopter reaches 10 to 20 feet; execute the touchdown with a rapid collective pull just prior to touchdown in a level attitude with minimum ground run. 6. Hover – Perform hovering autorotation.

Answer 33

a. The severity of this situation is dependent upon the amount of weight lost. Any loss of this nature will result in a forward center of gravity shift, requiring aft cyclic. A full autorotational descent and landing should be accomplished with a run-on type termination if to an improved surface, or minimum ground run if to an unimproved surface. Landing should be accomplished in a level attitude. b. Indications: 1. Varying degrees of right yaw depending on power applied and airspeed at the time of failure. 2. Forward CG shift. c. Procedures: 1. Enter autorotative descent (THROTTLE CLOSED). 2. Maintain airspeed above minimum rate of descent airspeed. 3. If run-on landing is possible, complete autorotation with touchdown airspeed as required for directional control. 4. If run-on landing is not possible, start to decelerate from about 75 feet altitude, so that forward groundspeed is at a minimum when the helicopter reaches 10 to 20 feet; execute the touchdown with a rapid collective pull just prior to touchdown in a level attitude with minimum ground run.

Answer 34

This is a situation involving a loss of effective tail rotor thrust without a break in the drive system which cannot be stopped with full left pedal application. If LTE is experienced, simultaneously: 1. Pedal- Full Left 2. Cyclic- Forward 3. As recovery is affected, adjust controls for normal flight. WARNING Collective reduction will aid in arresting the yaw rate; however, if a rate of descent has been established, collective reduction may increase the rate of descent to an excessive value. The resultant large and rapid increase in collective to prevent ground or obstacle contact may further increase the yaw rate, decrease the rotor RPM and cause an over torque and/or over temperature condition. Therefore, the decision to reduce collective must be based on the pilot assessment of the altitude available for recovery. 4. If spin cannot be stopped and crash is imminent, an autorotation may be the best course of action. Maintain full left pedal until the spin stops, then adjust to maintain heading.

Answer 35

Emergency Shutdown

Answer 36

If a fire is observed during flight, prevailing circumstances such as VMC, IMC, night, altitude, and landing areas available must be considered in order to determine whether to execute a power-on or power-off landing. A. If power-on landing: 1. Land as soon as POSSIBLE. 2. Emergency shutdown- accomplish AFTER LANDING. B. If power-off landing: 1. Autorotate. 2. Emergency shutdown- accomplish DURING DESCENT if time permits.

Answer 37

A failure of the main driveshaft will be indicated by a sudden increase in engine RPM, decrease in rotor RPM, a left yaw, activation of the low RPM audio, and illumination of the ROTOR RPM light. A transient overspeed of N1 and N2 may occur, but will stabilize. In the event of a main driveshaft failure: WARNING The engine must remain in operation to provide power to the tail rotor. Failure to maintain engine power will result in loss of aircraft control during autorotation. Adjust throttle as required to maintain engine RPM within normal limits. 1. Autorotate- Establish a Power On autorotation 2. Emergency Shutdown- Accomplish after landing.

Answer 38

Prior to shutting off all electrical power, the pilot must consider the equipment that is essential to a particular flight environment that will be encountered. In the event of electrical fire or suspected electrical fire in flight: A. BATT and MAIN GEN switches- OFF B. IFR: STDBY GEN switch- OFF C. Land as soon as POSSIBLE. D. Emergency shutdown- accomplish AFTER LANDING

Answer 39

A clutch failing to disengage in flight will be indicated by the rotor RPM decaying with the engine RPM as the throttle is reduced to the engine idle position when entering an autorotational descent. This condition results in total loss of autorotational capability. If a failure occurs: 1. Throttle- OPEN 2. Land as soon as POSSIBLE

Answer 40

During starting or shutdown, if TOT limits are exceeded, or it becomes apparent the TOT limits may be exceeded, proceed as follows: A. Starter button- Press and hold until TURB OUT TEMP is less than 200*C B. Throttle- CLOSED C. FUEL VALVE switch- OFF D. Complete shutdown.

Answer 41

Ventilation of the cabin to protect occupants from the effects of toxic fumes, smoke, etc, shall be immediately performed as follows: 1. Vents- OPEN 2. COCKPIT AND CABIN WINDOWS- Open for maximum ventilation.

Answer 42

A. The first indication of hydraulic boost failure will be an increase in the force required for control movement; feedback forces will be noticed as well as rate limiting. Control motions will result in normal flight reactions in all respects, except for the increase in force required for control movement. In the event of hydraulic power failure, proceed as follows: 1. Airspeed- Adjust as necessary to attain the most comfortable level of control movements. 2. HYD BOOST circuit breaker- Out. Check for restoration of hydraulic power. B. If hydraulic power is not restored: 1. HYD BOOST circuit breaker- In. 2. HYD SYSTEM switch- OFF. 3. Land as soon as practicable at an area that will permit a run-on landing. WARNING Do not return the HYD SYSTEM switch to the ON position for the reminder of the flight. This prevents any possibility of a surge in hydraulic pressure and the resulting loss of control.

Answer 43

A landing in trees should be made when no other landing area is available. In addition to accomplishing engine malfunction emergency procedures, select a landing area containing the least number of trees of minimum height. Autorotate with the throttle closed using the following procedures: a. Airspeed ─ Minimum at treetop level. b. Descend ─ Vertically into trees. c. Collective ─ Apply remaining collective prior to blades entering trees.

Answer 44

If ditching becomes necessary, with power available accomplish an approach to a hover above the water and: a. Doors ─ Open. b. Crew (except pilot) and passengers ─ Exit. c. Hover a safe distance away from personnel. d. Autorotate. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll, then apply cyclic in direction of the roll. e. Pilot ─ Exit when the main rotor stops.

Answer 45

If an engine failure occurs over water and ditching is imminent, accomplish engine failure emergency procedures and proceed as follows: a. AUTOROTATE. Decelerate to minimum forward speed as the helicopter nears the water. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll, then apply cyclic in the direction of the roll. b. Doors ─ Open. c. Crew and passengers ─ Exit when the main rotor stops.

Answer 46

Failure of components within the flight control system may be indicated through varying degrees of feedback, binding, resistance, or sloppiness. These conditions should not be mistaken for hydraulic power failure. In the event of a flight control malfunction. A. Land as soon as POSSIBLE. B. Emergency Shutdown- Accomplish after landing.

Answer 47

Uncommanded flight control input malfunctions may be indicated through uncommanded lateral or longitudinal cyclic movements. The magnitude of the event may range from mild to severe. The duration of the event may range from one to several seconds. These conditions should not be mistaken for hydraulic power failure. In the event of an uncommanded flight control input malfunction: 1. Collective- increase if near the ground to prevent main or tail rotor ground contact. 2. Pedal- apply in the direction of turn. 3. Direct assistance with flight control inputs to level the aircraft. 4. Land as soon as POSSIBLE.

Answer 48

Types of Stress: 1. Psychosocial (life events, job, family) 2. Environmental (altitude, temperature) 3. Cognitive (mental) 4. Physiological (self-imposed) Drugs- illness and decreases in motor skills function, cognition, reaction time ``` Self medication Overdose Allergic reaction Predictable side effects Synergistic side effects Caffeine ``` Exhaustion- Causes: poor diet/hydration, poor sleep patterns, inadequate exercise, environmental factors, and combat stress Side effects: altered levels of concentration, awareness, and inattention, increased drowsiness, and staring rather than scanning at night Prevention- physical exercise (but not too much or it’ll become worse) and adequate rest especially for night flights Alcohol- -impairs judgement and coordination, staring rather than scanning at night, effects are long lasting 1 oz at sea level = 2,000 feet 3 oz at 4,000 feet = 10,000 feet -causes histotoxic hypoxia and may combine with hypoxic hypoxia if at altitude- can cause LOC or death if flight > 60 minutes -12 hours after last drink to any flight activity but time may vary for individuals - poor judgement, decision making, perception, reaction time, coordination, scanning techniques (staring) Tobacco- visual sensitivity at night starting at 4,000 feet, causes hypemic hypoxia - hemoglobin has 200-300x greater affinity for carbon monoxide rather than oxygen - 3 cigarettes quickly or 20-40 cigarettes in 24 hours, CO increases by 8-10% - sea level = 5,000 feet to the body - lose about 20% of night vision capability Hypoglycemia- -hunger pangs, distraction, habit pattern breakdown, shortened attention span caused by an improper diet (fast sugars will provide energy for 30-45 minutes and then increase in intensity of negative effects), -Vitamin A deficiency can impair night vision

Answer 49

Fatigue is the state of feeling tired, weary, or sleepy that results from prolonged mental or physical work, extended periods of anxiety, exposure to harsh environments, or loss of sleep. - increased by boring or monotonous tasks - might not be aware of fatigue until they make serious errors - causes: sleep deprivation, disrupted circadian cycles, or life-event stress Types - acute: physical or mental activity between two regular sleep periods; loss of coordination and lack of error awareness, can be resolved with one regular sleep period - chronic: occurs over a longer period of time, typically the result of inadequate recovery from successive periods of acute fatigue; mental and physical tiredness; may take several weeks; look at family & finances - motivational exhaustion (burnout): If chronic fatigue remains untreated for too long, the individual will eventually “shut down” and cease functioning occupationally and socially

Answer 50

Hypoxia is defined as the state of oxygen deficiency in the blood cells and tissues enough to cause impairment of function. Types of hypoxia: 1. Hypoxic- altitude > 10,000’; when decreasing atmospheric pressure prevents diffusion of oxygen into the bloodstream. 2. Hypemic- blood loss, anemia, smoking/carbon monoxide; reduction in the blood’s oxygen carrying capacity 3. Stagnant- heart attack, pooling from G forces; blood’s oxygen carrying capacity is adequate but circulation is not 4. Histotoxic- alcohol, cyanide; interference with the transfer of oxygen by body tissues Stages of hypoxia: - Indifference stage Surface-10,000; 90-98%; night vision decreases at 4,000’ - Compensatory stage 10,000-15,000; 80-89%; effects on CNS, impaired efficiency is apparent after 10-15 minutes - Disturbance stage 15,000-20,000; 70-79%; physiological responses can’t compensate for oxygen deficiency, LOC, loss of senses (vision first, hearings last), reduced mental processes, unusual personality traits, reduced psychomotor functions, cyanosis - Critical stage 20,000+; 60-69%; 3-5 min = judgement and coordination lost, mental confusion, dizziness, incapacitation, and LOC Treatment: 100% oxygen and descend to below 10,000’ ``` Prevention: Prevention methods include limiting time at altitude, using supplemental O2, and pressurizing the cabin. Supplemental oxygen- >10,000’ for > 1 hour >12,000’ for >30 min >14,000’ for any amount of time ```

Answer 51

A pilots erroneous perception of position, attitude, or motion in relation to the gravitational vertical and the Earth’s surface. Type 1- unrecognized (height-depth perception) Type 2- recognized (the leans) Type 3- incapacitating (Coriolis illusion) Visual: 80% of orientation Vestibular: somatogyral, somatogravic Proprioceptive: feeling of position based on gravitational force Visual illusions: - Confusion with Ground Lights - Crater Illusion - Induced Motion - False Horizons - Fascination/Fixation - Height-Depth Perception Illusion - Autokinesis - Structural Illusion - Size-Distance Illusion Somatogyral Illusions: angular acceleration, semicircular canals, pitch/roll/yaw - Leans: illusion of bank, slow roll, quick recovery, overcorrecting - Graveyard Spiral: moderate to steep bank, canals reach equilibrium (while in bank) quickly roll out (feels like a bank in opposite direction), initiates bank in original direction- worst case is adding power and pitch up which tightens turn - Coriolis Illusion: Head moves in a different geometric plane than the turn, gives a feeling of motion in opposite direction and tumbling Somatogravic Illusions: Linear acceleration/gravity, otolith organs - G excess illusion - Elevator illusion Prevention: - NEVER fly VFR in IMC - NEVER fly without visual reference - TRUST instruments - AVOID stressors If experienced: - Trust your instruments - Announce you have SD - Transfer controls

Answer 52

In forward flight, air passing through the rear portion of the rotor disk has a greater downwash angle than air passing through the forward portion. - unequal drag results in vibration - occurs between 10 and 20 knots - more lift in forward portion- gyroscopic precession = right rolling motion

Answer 53

Dissymmetry of lift is the differential (unequal) lift between advancing and retreating halves of the rotor disk caused by the different wind flow velocity across each half. This difference in lift would cause the helicopter to be uncontrollable in any situation other than hovering in a calm wind. There must be a means of compensating, correcting, or eliminating this unequal lift to attain symmetry of lift. Compensating for dissymmetry of lift by blade flapping and cyclic feathering.

Answer 54

Effective translational lift (ETL) occurs with the helicopter at about 16 to 24 knots, when the rotor—depending on size, blade area, and RPM of the rotor system—completely outruns the recirculation of old vortexes and begins to work in relatively undisturbed air. - flow of air is more horizontal -> induced flow and induced drag are reduced -> AOA is increased, which makes the rotor system operate more efficiently. This increased efficiency continues with increased airspeed until the best climb airspeed is reached, when total drag is at its' lowest point. Greater airspeeds result in lower efficiency due to increased parasite drag.

Answer 55

Settling with power is a condition of powered flight in which the helicopter settles in its own downwash (may also be referred to as vortex ring state). Under certain conditions the helicopter may descend at a high rate which exceeds the normal downward induced flow rate of the inner blade sections (inner section of the rotor disk). conditions, simultaneously: • A vertical or near-vertical descent of at least 300 feet per minute (FPM). • Slow forward airspeed (less than ETL). • 20 to 100% of the available engine power with insufficient power remaining to arrest the descent. Low rotor RPM could aggravate this. The following flight conditions are conducive to settling with power: • Steep approach at a high rate of descent. • Downwind approach. • Formation flight approach • Hovering above the max hover ceiling. • Not maintaining constant altitude control during an OGE hover. • During masking/unmasking.

Answer 56

A helicopter is susceptible to a lateral-rolling tendency called dynamic rollover. Dynamic rollover can occur on level ground as well as during a slope or crosswind landing and takeoff. Three conditions are required for dynamic rollover—pivot point, rolling motion, and exceed critical angle. ``` Human Factors Failure to make timely corrections Loss of visual cues Inattention/Inexperience Inappropriate control inputs ``` ``` Physical Factors Main rotor thrust Angle Surface Tail rotor thrust Crosswind Center of Gravity (vertical) Center of Gravity (lateral) ```

Answer 57

IGE Rotor efficiency is increased by ground effect to a height of about one rotor diameter (measured from the ground to the rotor disk) for most helicopters. This increase in AOA requires a reduced blade pitch angle. This reduces the power required to hover IGE. - relative wind is more horizontal, lift vector is more vertical, and induced drag is reduced (makes rotor system more efficient) - maximum over smooth hard surfaces - reduced over tall grass, trees, bushes, rough terrain, and water OGE The benefit of placing the helicopter near the ground is lost above IGE altitude. Above this altitude, the power required to hover remains nearly constant, given similar conditions (such as wind). Induced flow velocity is increased causing a decrease in AOA. A higher blade pitch angle is required to maintain the same AOA as in IGE hover. The increased pitch angle also creates more drag. More power to hover OGE than IGE is required by this increased pitch angle and drag.

Answer 58

As the stall of an airplane wing limits the low speed of a fixed wing aircraft, the stall of a rotor blade limits the high speed of a rotary-wing aircraft. In forward flight, decreasing velocity of airflow on the retreating blade demands a higher AOA to generate the same lift as the advancing blade. Figure 1-79, page 1-66, illustrates the lift pattern at a normal hover with distribution/production of lift evenly spread throughout the rotor disk. Conditions required The following conditions are most likely to produce blade stall • High blade loading (high gross weight). • Low rotor RPM. • High- density altitude. ``` Recovering The following steps enable the aviator to recover from retreating blade stall— • Reduce collective. • Reduce airspeed. • Descend to a lower altitude (if possible). • Increase rotor RPM to normal limits. • Reduce the severity of the maneuver. • High G-maneuvers. • Turbulent air. ```

Answer 59

1. Loadmeter reads 0 2. All circuit breakers in. 2 main gen switch- reset, main gen Still no output 1. Check standby powering ess 1&2, battery on noness 2. Noness manual mode if necessary

Answer 60

Circuit breakers