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64 SYSTEMS > Systems > Flashcards

Systems Flashcards

1
Q

Hydraulics

A

Made up of the Primary hydraulic system and utility system.

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2
Q

Primary Hydraulic System

A

Provides hydraulics on the primary side of all 4 servos.
Primary Hydraulic pump on left side of XMSN accessory gearbox
Manifold stores, filters, and regulates the flow of hydraulic fluid

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3
Q

Utility hydraulic system

A

Controls (backup 4 servo-actuators)
Rotor brake
APU (start)
AWS turret
Ammo drive carrier
Tail wheel unlock actuator
Elevation (pylons)

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4
Q

IPAS Users

A

Fuel (19+/-3 boost/xfer pump)
ECS - heat
Defog
NIU - cools dries and removes o2 for fuel cells
ATS - until 52% NG when eng is self sustaining
Ice detector - 100kts
Louvers - firewall
Hydraulics - high pressure 31+/-3 (prevents cavitation)
Utility receptacle - air pwrd tools

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5
Q

Fuel Boost Pump

A

Located in aft fuel cell
Used for starting and emergencies

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6
Q

CHMU (Common Hydromechanical Unit)

A

The CHMU provides metered fuel to the combustor to con-trol the gas generator (NG) speed. (The muscle for fuel flow)
Located: top of the engine accessory section

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7
Q

EDECU (Enhanced Digital Electronic Control Unit)

A

controls the engine and transmits operational information to the crew. It is a solid-state device mounted below the engine compressor casing. (Brains of the engine)
MTRA
OVERSPEED PROTECTION
Transient droop improvement
TGT LIMITING
TQ MATCHING
HOT START PREVENTION
FAULT CODES

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8
Q

Fuel Filter

A

located between the fuel boost pump and the high-pressure pump in the CHMU. If this filter becomes clogged and impedes the passage of fuel, a bypass valve permits fuel to bypass the filter. The differential pressure initiating bypass actuates the fuel pressure bypass sensor, thus causing the ENG 1 or ENG 2 FUEL BYPASS caution to display. Little red button will pop.

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9
Q

Engine ignition system

A

Each engine has an ignition exciter unit with two igniter plugs. The exciter unit receives power from its engine alternator.

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10
Q

Hot Start Prevention

A

Part of the EDECU and prevents overtemperature during engine start. When NP and NG are below their respective hot start ref-erence, and TGT exceeds 900° C an output from the HSP system activates a solenoid in the overspeed and drain valve. This shuts off fuel flow and causes the engine to shut down.

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11
Q

ENGINE OIL SUPPLY SYSTEM

A

Each engine is lubricated by a self-contained, pressur-ized, recirculating, dry sump system.

If oil pressure is lost, oil will bleed slowly out of these reservoirs and be atomized by air jets thus providing an oil mist lubrication for the engine bearings for thirty seconds at 75% NG.

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12
Q

FLIGHT CONTROL SYSTEM

A

The aircraft employs a hydromechanical flight control system which is mechanically activated using conventional cyclic, collective, and directional (pedals) controls, through four servoactuators.

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13
Q

The FMC provides:

A
  • Rate damping

• Command augmentation

• Attitude hold

• Altitude hold

• Heading hold

• Turn coordination

• Translational rate command (TRC)

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14
Q

FMC Release Button

A

The FMC release button immediately disengages all SCAS channels. Force trim is still engaged.

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15
Q

SAS SATURATED

A

When all of the SAS authority is used up, the SAS is saturated. When this occurs, a flight control tone will sound and a SAS SATU-RATED will display on the EUFD, meaning that the SAS is saturated in one or more axes. At this point, the SAS will be totally ineffective in the axis that is saturated.

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16
Q

STABILITY AND COMMAND AUGMENTATION SUBSYSTEM (SCAS)

A

The SCAS has three functions; Stabilization system, Command system, and the Hold modes. The FMC monitors all inputs and will disengage on an axis by axis basis if a failure occurs.

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17
Q

BACK-UP CONTROL SYSTEM (BUCS)

A

The BUCS is a single-channel, non-redundant, fly-by-wire control system that can electronically operate all four control axes. The BUCS is modeled to duplicate the mechanical flight controls with-out the Stability Augmentation System (SAS) engaged.

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18
Q

BUCS can be engaged through:

A

Jams or severances

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19
Q

Jams

A

1 The pilot can expect the control to displace to full throw when the ARDD releases.

2 The FMC will wash in full authority over a period of approximately three (3) seconds allowing the pilot to center the controls and transition to BUCS con-trolled flight.

20
Q

Severances

A

Severance Aft of the Pilot’s control - auto engage bucs when proper mistrack with respect to RAM LVDT.

severance occurs between the crew stations the pilot will retain full mechanical control. The pilot should keep flying on the mechanical flight controls. Force trim feel will not be available to the CPG in the severed axis.

21
Q

Translational Rate Command (TRC) Re-sponse Mode

A

The aircraft performs in the TRC re-sponse mode anytime that Position Hold is engaged and the ground speed is equal to or less than 5 kts.

TRC can be engaged when the following parameters are met:
• Attitude Hold engaged
• Altitude Hold engaged
• Ground Speed < 5 knots
• RADALT valid and ≥ 5 ft.
• Force trim is not interrupted
• SCAS engaged
• Cyclic is displaced more than 0.25”

22
Q

APU

A

-Indirectly provides HYD and Electrical power
-Directly provides air to the Integrated Pressurized Air System (IPAS) and engines.
-Fuel consumption: approximately 175 lbs. per hour
-located inboard of the right engine nacelle aft of the main transmission in the aft equipment bay under a kevlar enclosure.
-The ball bearing is in the center when the APU is properly serviced (½ full).
-Receives fuel from the aircraft’s aft fuel cell only.

23
Q

Power Take Off (PTO) Clutch

A
  • Normal clutch engagement occurs at 60% APU speed
  • PTO clutch will disengage when rotor speed exceeds 95% and re-engage when rotor speed decreases below 95%.
  • The PTO clutch provides the coupling and de-coupling between the APU and the main transmission accessory assembly via the number seven drive shaft.
24
Q

ENVIRONMENTAL CONTROL SYSTEM (ECS)

A

ECS provides crew station ventilation, heating, and air conditioning. Cooling air is always supplied to the EFABs and the PNVS/TADS turret.
The mixing of heated air only happens for the crew stations when operating in the heating mode

25
Q

Where does ECS get its air from?

A

Crew station heating uses bleed air from the main engines or APU via the IPAS. ECS control is performed by the Digital Control Unit (DCU).

26
Q

Fuel Cells

A

• Forward fuel cell holds 156 gal

• Aft fuel cell holds 220 gal

Fuel is stored in two crash resistant, self sealing fuel cells

27
Q

Internal Auxiliary Fuel System (IAFS)

A

An internal auxiliary fuel cell can be installed in the ammunition bay for extended range operations. The internal auxiliary fuel system holds a 100 gal. fuel cell.

28
Q

FUEL CROSSFEED

A

The crossfeed subsystem allows both engines to draw fuel from either internal fuel cell. There are two cross-feed valves, one for each engine. The valves are three-way, four-position valves.

29
Q

FUEL BOOST PUMP

A

The fuel boost pump (aft fuel cell) provides pressurized fuel during engine start and is used to increase fuel pres-sure when manually selected on. The pneumatically driven boost pump pressurizes the fuel line out of the aft cell. Under normal operation, fuel is drawn out of the fuel cells by the main engine fuel pumps.

30
Q

FORWARD FUEL LOW caution

A

is displayed when the forward cell quantity drops below 240 lb

31
Q

AFT FUEL LOW caution

A

is displayed when the aft cell quantity drops below 260 lb

32
Q

NITROGEN INERTING UNIT (NIU)

A

The NIU reduces fire hazards by filling the ullages (airspace) with oxygen depleted air.

33
Q

INTEGRATED PRESSURIZED AIR SYSTEM (IPAS)

A

The primary IPAS air source is bleed air from both engines when both engines are operating. Each engine supplies approximately 50% of the IPAS air required by the using systems. Either engine is capable of supplying 100% of the pressurized air for the IPAS. The secondary IPAS air source is bleed air from a single operating engine.

34
Q

ATS

A

(a) The ATS converts pneumatic energy to shaft power for starting or motoring the main engines.
(b) Each Engine has its own ATS.

35
Q

ATS Operation

A

1) Compressed air is directed through the start control valve to the ATS.

2) As the ATS begins to turn, an overrun clutch engages which causes the engine to motor.

3) The starter turbine wheel and gear train automatically disengage from the engine when engine speed exceeds starter input speed.

4) At approximately 52% Ng air to the ATS shuts off, and ignition is terminated.

36
Q

EMERGENCY EQUIPMENT

A

Canopy Jettison System
• Stores Jettison System
• Portable fire extinguisher
• Engine and Auxiliary Power Unit (APU) Fire Detec-tion/Extinguishing System
• Aft Deck, Pass-Thru Bay and Tailboom Fire Detection System
• Two first aid kits
• Sensitive data Master Zeroize Switch
• Survivability Equipment - CBR Blower
• Emergency Locator Transmitter
• Underwater Acoustic Beacon

37
Q

Engine Nose Gearboxes (NGB)

A

One engine NGB is mounted on the front of each engine. They reduce drive shaft speed and change the angle of the drive.

38
Q

Main Transmission

A

The main transmission is mounted below the main rotor static mast base
• Combines the two engine nose gearbox inputs via the input drive shafts
• Reduces output RPM to the main and tail rotor sys-tems

39
Q

Accessory Gearbox (AGB)

A

The AGB is driven by the APU drive shaft or engine drive shafts. The AGB powers the main generators and the hydraulic pumps independent of the rotor system.

40
Q

Accumulator

A

In charge APU start, rotor brake ops, and emergency ops

41
Q

Sections of the engine

A

Hot
Cold
Power turbine
Accessory

42
Q

Pressing the illuminated fire button:

A

Arms the fire extinguishing system
Fuel shut off
Bleed air off
Louvers close
Voice stops
Warning light stops

43
Q

Engine Modules

A

Cold section, hot section, power turbine, and accessory section.

44
Q

EDECU

A

MTRA
OVERSPEED PROTECTION
Transient droop improvement
TGT LIMITING
TQ MATCHING
HOT START PREVENTION
FAULT CODES

45
Q

Maximum Torque Rate Attenuator (MTRA)

A

The EDECU contains a MTRA feature designed to reduce the risk of exceeding DE torque limits during uncompensated maneuvers.

These are any maneuvers where pedal or cyclic inputs are made but no collective control input occurs. For example, large transient engine torque increase can occur during left pedal and left lateral cyclic inputs when performing maneuvers such as rapid hovering turns or forward flight role reversals.

46
Q

3 windings of the alternator

A

Igniter
NG
EDECU

47
Q

2 OVRSPEED PROTECTION

A

NG mechanical
NP digital

64 SYSTEMS (13 decks)

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