UH-60 SLIDE SHOW CW3 Nick Nickles B/2-25 Aviation
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Transcript of UH-60 SLIDE SHOW CW3 Nick Nickles B/2-25 Aviation
UH-60 SLIDE SHOW
CW3 Nick NicklesB/2-25 Aviation
Updated
17 March 98
EMERGENCY SHUTDOWN
ENG POWER CONT lever(s) - OFF
ENG FUEL SYS selector - OFF
FUEL BOOST PUMP CONTROL switch(es) - OFF
EMERGENCY APU START
FUEL PUMP switch - APU BOOST
APU CONT switch - ON
SINGLE ENGINE FAILURE
Collective - Adjust to maintain RPM R
External cargo/stores - Jettison (if required)
IF CONT FLT IS NOT POSS: LAND AS SOON AS POSSIBLE
IF CONT FLT IS POSS: – Establish single engine airspeed– LAND AS SOON AS PRACTICABLE
DUAL ENGINE FAILURE
AUTOROTATE WARNING: DO NOT RESPOND TO ENGINE OUT AUDIO AND WARNING LIGHTS UNTIL AFTER CHECKING TGT AND RPM R
INCREASING % RPM R ENG PWR CONT lever -Retard high power/TGT
engine, maintain TRQ approximately 10% below other engine.
LAND AS SOON AS PRACTICABLE If the affected engine does not respond to ENG
POWER CONT lever movement in the range between FLY and IDLE, the HMU may be malfunctioning internally
If this occurs:– Establish single engine airspeed– Perform EMER ENG SHUTDOWN (affected
engine).
DECREASING %RPM R
Collective - Adjust to control RPM R
ENG PWR CONT LEVER - LOCKOUT low power/TGT engine. Maintain TRQ approximately 10% below other engine.
LAND AS SOON AS PRACTICABLE
CAUTION: When engine is controlled with engine power control lever in lockout, engine response is much faster and the TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping % RPM R and % RPM 1 and 2 in operating range
ENG COMPRESSOR STALL
Collective - Reduce
If condition persists
ENG PWR CONT lever (affected engine) - RETARD
ENG PWR CONT lever (affected engine) - FLY
If stall condition recurs
EMER ENG SHUTDOWN (affected engine)
Refer to single engine failure emergency procedure
ENG HIGH SPEED SHAFT FAILURE
Collective - Adjust
EMER ENG SHUTDOWN (affected engine) Do not attempt to restart
Refer to single engine failure emergency procedure
LIGHTNING STRIKE
ENG PWR CONT levers - Adjust as required to control RPM
LAND AS SOON AS POSSIBLE
WARNING: LIGHTNING STRIKES MAY RESULT IN LOSS OF AUTOMATIC FLIGHT CONTROL FUNCTIONS, ENGINE CONTROLS, AND/OR ELECTRIC POWER.
LOSS OF TAIL ROTOR THRUST
AUTOROTATE
ENG PWR CONT levers - OFF (when intended point of landing is assured).
It is important to note that the EP describes placing the ENG POWER CONT levers - OFF during deceleration !
LOSS OF TAIL ROTOR THRUST AT LOW AIRSPEED/HOVER
Collective - Reduce
ENG POWER CONT levers - OFF (5 to 10 feet above touchdown)
TAIL ROTOR QUADRANT CAUTION LIGHT ON WITH
LOSS OF T/R CONTROL Collective - Adjust
LAND AS SOON AS PRACTICABLE
10.5 DEG, T/R PRESET. GIVES CONTINUAL T/R THRUST.
25 AND 145 KTS ACFT IN TRIM.
SHALLOW APPROACH/ROLL ON LANDING.
PEDAL BIND/RESTRICTION OR DRIVE WITH NO
ACCOMPANYING CAUTION LIGHT
Apply pedal force to oppose the drive TRIM switch - Off If normal control forces are not restored: BOOST switch - OFF If control forces normal for boost off flight
are not restored: BOOST switch - ON TAIL SERVO switch -BACKUP, if tail rotor is
not restored...
MAIN XMSN OIL PRESS, XMSN OIL PRESS LOW/XMSN OIL TEMP HIGH OR
XMSN OIL TEMP Caution Light On
LAND AS SOON AS POSSIBLE
If time permits: Slow to 80 KIAS EMER APU START GENERATORS NO.1 and NO.2 switches -
OFF
CHIP INPUT MDL LH OR RH LIGHT
ENG PWR CONT lever on affected engine - IDLE
LAND AS SOON AS POSSIBLE
CHIP MAIN MDL SUMP, CHIP ACCESS MDL LH OR RH, CHIP TAIL XMSN OR
CHIP INT XMSN/TAIL XMSN OIL TEMP OR INT XMSN OIL TEMP
LAND AS SOON AS POSSIBLE
ENG/FUSELAGE FIRE ON GROUND
ENG PWR CONT levers - OFF
ENG EMER OFF handle - Pull if applicable
FIRE EXTGH switch -MAIN/RESERVE as required
APU COMPARTMENT FIRE
APU fire T-handle - Pull
FIRE EXTGH switch -MAIN/RESERVE as required
ENG FIRE IN FLT
ENG PWR CONT lever (affected engine) - OFF
ENG EMER OFF handle - Pull
FIRE EXT switch MAIN/RESERVE as required
LAND AS SOON AS POSSIBLE
WARNING: ATTEMPT TO VISUALLY CONFIRM FIRE BEFORE ENG SHUTDOWN OR DISCHARGING EXTINGQUISHING AGENT
ELECTRICAL FIRE IN FLT
BATT and GENERATORS switches -OFF
LAND AS SOON AS POSSIBLE
#1 AND #2 FUEL FLTR BYPASS LIGHT ON
LAND AS SOON AS POSSIBLE
1 OR 2 FUEL PRESS LIGHT
If the light illuminates and the situation is critical:
FUEL BOOST PUMP CONTROL switches NO.1 PUMP AND NO.2 PUMP _ ON
LAND AS SOON AS PRACTICABLE
1 AND 2 HYD PUMP LIGHT
LAND AS SOON AS POSSIBLE. Restrict control movements to moderate rates
1 or 2 HYD PUMP LIGHT AND BACK UP PUMP ON ADVISORY LIGHT OFF
Airspeed - Adjust to a comfortable airspeed
BACKUP HYD PUMP switch -ON
If BACKUP PUMP ON advisory light remains off:
FPS and BOOST switches -OFF (for #2 HYD PUMP caution light)
LAND AS SOON AS POSSIBLE
A ROLL ON LANDING 40 KIAS OR ABOVE IS REQUIRED.
LOSS OF BOTH THE NO.2 HYD PUMP AND THE BACKUP PUMP RESULTS IN THE LOSS OF PILOT-ASSIST SERVOS.
1 or 2 PRI SERVO PRESS CAUTION LIGHT
ON LAND AS SOON AS
POSSIBLE BEFORE INITIATING
EP ACTION, THE PILOTS SHOULD CHECK THAT BOTH SVO OFF SWITCHES ARE CENTERED.
COLLECTIVE BOOST SERVO HARDOVER/POWER PISTON
FAILURE BOOST SWITCH
OFF
LAND AS SOON AS PRACTICABLE
COLLECTIVE BOOST SERVO FORCES WILL INCREASE AS MUCH AS 150 LBS.
EMER LANDING IN WOODED AREAS POWER OFF
AUTOROTATE Decelerate helicopter to stop all forward speed at treetop level
COLLECTIVE ADJUST to maximum before main rotor contacts tree branches
DITCHING PWR OFF AUTOROTATE
Cockpit doors jettison and cabin doors open prior to entering water
Cyclic Position in direction of roll
Exit when main rotor has stopped
MAINTAIN A LEVEL ATTITUDE AS THE HELICOPTER SINKS AND UNTIL IT BEGINS TO ROLL; THEN APPLY CYCLIC IN THE DIRECTION OF THE ROLL. EXIT WHEN THE MAIN ROTOR IS STOPPED.
FLT CONTROL/MAIN ROTOR SYSTEM MALFUNCTION
LAND AS SOON AS POSSIBLE
EMER ENG(S) SHUTDOWN after landing
WARNING: DANGER EXIST THAT THE MAIN ROTOR SYSTEM COULD COLLAPSE OR SEPARATE FROM THE AIRCRAFT AFTER LANDING. EXIT WHEN MAIN ROTOR HAS STOPPED
STABILATOR MALFUNCTION - AUTO
MODE FAILURE CYCLIC SLEW switch -
Adjust if necessary to arrest nose down pitch rate
AUTO CONTROL switch -press ON once
WARNING: IF ACCEL IS CONT OR COLLECTIVE IS DEC WITH THE STAB IN A TRAILING EDGE DOWN POS, LONG. CONTROL WILL BE LOST. THE STAB SHALL BE SLEWED TO 0 DEG ABOVE 40 AND FULL DOWN A/S LESS THAN 40.
IF STAB AUTO MODE REPEATEDLY DISENGAGES DURING FLT. FLT ABOVE 70 IS PROH WITH STAB IN AUTO
WARNING: PRESSING THE AUTO CONTROL RESET AFTER A FAILURE OCCURS RESULTS IN THE AUTO MODE COMING ON FOR ONE SEC. IF A HARDOVER SIGNAL TO ONE ACT IS PRESENT, THE STAB COULD MOVE 4 TO 5 DEG IN THAT SEC. SUBSEQUENT RESET COULD RESULT IN STAB TO AN UNSAFE POS.
UNCOMMANDED NOSE DOWN PITCH ATT
CHANGE Cyclic - Adjust as
required Collective - Maintain
or increase Cyclic slew up switch
- Adjust as required to arrest nose down pitch rate
MAN SLEW switch - Adjust 0 degrees above 40KIAS, full down below 40 KIAS
THE PILOT SHOULD INITIALLY ATTEMPT TO STOP THE RATE WITH AFT CYCLIC. MAINTAINING OR INCREASING COLLECTIVE POSITION MAY ASSIST IN CORRECTING FOR A NOSE DOWN PITCH ATTITUDE.
UNCOMMANDED NOSE UP PITCH ATTITUDE
Cyclic - Adjust as required
Collective - Reduce as required
MAN SLEW switch - Adjust to 0 degrees above 40 KIAS and full down below 40 KIAS.
LAND AS SOON AS PRACTICABLE
THE PILOT SHOULD INITIALLY ATTEMPT TO STOP THE RATE WITH FORWARD CYCLIC. AT AIRSPEEDS ABOVE 140 KIAS, A COLLECTIVE REDUCTION OF APPROX 3 INCHES, SIMULTANEOUSLY WITH FORWARD CYCLIC WILL ARREST THE NOSE UP PITCH RATE.
MAX WIND FOR ROTOR START FROM ANY DIR:
45 KTS
MAIN TRAN MODULE LIMIT
Oil Pressure 45-60 Range For Most Conditions. 45-55 (A)
Fluctuation In Steady State Below 45 Psi, Make -13 Entry
Pitch Attitude >6 Deg Will Cause Press Fluctuation (30 psi, normal)
MAIN ROTOR OVERSPEED
127%137%142%
MAIN ROTOR RPM POWER ON
Min Except For Idle And Trans 91%
Continuous 95 - 101%Transient 101 - 107%
MAIN ROTOR RPM POWER OFF
NORMAL 90 - 105%TRANSIENT 105 - 110%MAXIMUM 110%
ENGINE RPM
Min 91 Except Idle And TransContinuous 95-101Trans 101-10512 Sec Trans 105-107Avoid 20-40 And 60-90 Except
During Start And Shutdown
FUEL QUANTITY (UH-60L)
PRECAUTIONARY 0 - 200 LBSNORMAL 200 - 1500 LBS
AIRSPEED
Maximum 193 Kts Section V For Additional Limits One Engine Inop 130 Kts Max For Auto 16825> 150 Kts Max For Auto 16825< 130 Kts One Sas Inop 170 Kts Two Sas Inop 150 Kts Two Sas Inop, Imc 140 Kts
FLIGHT LIMIT
Sideward/rearward • >45 Knots, > 35 Efrs
ProhibitedConbined Flt And Windspeed >
45kts, >35 Efrs Prohibited
AIRSPEED ADDITIONAL
1 Hyd Sys Inop 170 Kts 2 Hyd Sys Inop 150 Kts 2 Hyd Sys Inop, Imc 140 Kts Max Airspeed For Extending And
Extended: Landing Light 130 KIAS 180 KIAS Search Light 100 KIAS 180 KIAS
STABILATOR POSITION INDICATOR
0 DEG 150 KIAS 10 DEG 100 KIAS 20 DEG 80 KIAS 30 DEG 60 KIAS 40 DEG 45 KIAS
ENGINE NG
Continuous 0 - 99%30 Min Limit 99 - 102%10 Sec Transient 102 -
105%
ENGINE OIL PRESSURE
Minimum 22 PSI 20@35psi
Idle 22 - 26 PSIContinuous 26 - 100 PSI 20-1005 Minute Lim100-120 PSIMaximum 120 PSI 100
ENGINE % TORQUE 10 Second Transient Dual Engine 100-125
– Above 80 Kias 100-144 %– 80 Kias Or Below 120-144%
Single Engine 135-144% 110-135
Max Continuous Dual Engine 0-100
– Above 80 Kias 0-100%– At Or Below 80 Kias 0-120%
Single Engine 0-135% 0-110
TGT
Normal 0-810 Deg 0-775 Start Abort 851 Deg 850 30 Min Limit 810-851 Deg 775-850 10 Min Limit 851-878 Deg 2.5 Minutes Transient 878-903 Deg 10 Sec Transient 903-949 Deg 850-886
ENGINE OIL TEMPERTURE
Continuous -50-135 Deg 30 Minute Limit 135-150 Deg Maximum 150 Deg
MAIN TRANSMISSION OIL TEMERATURE
Continuous -50-105 Deg Precautionary105-140 Deg 105-120 Maximum 140 Deg 120
MAIN TRANSMISSION OIL PRESSURE
Minimum 20 Psi Idle And Transient 20-30 Psi Continuous 30-65 Psi Precautionary 65-130 Psi Maximum 130 Psi
ENGINE STARTER LIMITS
15 Deg and below - 2 Cycles, Followed By 3 Min. Rest, 2 Additional Cycles, Then 30 Min. Rest.
15 Deg to +52 Deg - 2 Cycles, 30 Min. Rest.
PNEUMATIC SOURCE INLET LIMITS
Source Temp PsigPpm
Min Ground Air 149 40 30Max Ground Air 249 50 -
ENG START LIMITS
No Crossbleed Starts Unless Ant-ice Is Off, > 90 % Ng, 100 Rotor Rpm R.
>14,000, Press Start Sw, Pwr Lever Off, Max Motoring 24%, Before Going To Idle.
ENG OVERSPD CHECK LIMIT
Eng Overspeed Check In Flight Is Prohibited
Eng Overspeed On The Ground Are Authorized By Maint Personnel
FUEL LIMITATIONS
When using all fuels both fuel boost pumps shall be on and operational. Otherwise, engine flame out may result
WEIGHT LIMITATION
Max gross weight 22,000 lbs. Max with provisions 22,000, external cargo hook load operations in excess of 8000 lbs is 23,500 lbs (l).
Cargo floor maximum capacity of 300 lbs per sq. ft.
Stowage, cabin ceiling and cargo hook limit– Storage compartment 125 lbs– 4 cabin ceiling tiedown 4000 lbs– Cargo hook 8000 lbs 9000 lbs
CABIN DOOR/WINDOWS OPEN
Cabin Door Fully Open 100 Kias With Sound Proofing Aft Of 379
Cabin Door Fully Open 145 Kias With Soundproofing Rem Or Secured Properly Aft Of Station 379
Cockpit Sliding Windows Will Not Be Opened, Except Hover
Gunner Door Open -170 Kias Flight With Cockpit Door(s) Removed Is
Prohibited.
AIRSPEED LIMITS STABILATOR AUTO
MODE FAILUREStab Full Down < 40 Kias Zero > 40 KiasAuto Shall Be Limited To 120
Kias All WeightsManual Control Not Available.
Placard Limit Will Be Observed Auto Limit Will Not Exceed 120
Kias
MANUEVERING LIMIT
Hovering Turns > 30 Deg Per Sec, +- 30 Pitch, +- 60 Roll
Simultaneous Moving Of Both PCLs To Idle/Off In Flight
Rearward Ground Taxi is Prohibited
MANUEVER LIMIT CONT
Prolong rearward flight and downwind hover avoid to prevent accumulation of exhaust fumes in cockpit and heat damage to windows or open cabin doors
Flight resulting in severe blade stall and significant increase in 4 per rev vibration prohibited
MANEUVER LIMIT CONT
>80 kias, avoid abrupt full pedal inputs to prevent excess tail rotor sys load
Sling load limited to 30 deg angle of bank
Rearward flt with hoist load limited to 35 kts
MANEUVER LIMIT CONT
Side flt is limited by bank angle and is dec. As airspeed inc.
Bank angle shall be limited to 30 deg when pri servo press caution light is on.
80 kts recommend for auto, chart 9-4
LANDING GEAR LIMITATION
WEIGHT SLOPE LEVEL 16825 > 360 FPM 540 FPM 16825< 180 FPM 300 FPM
LANDING SPEED LIMITATION
Maximum forward touchdown speed is limited to 60 knots ground speed on level terrain.
SLOPE LANDING LIMIT 15 degrees nose up (30 min. Limit
with pressure fluctuations) , right/left wheel upslope
Reduced 2 degrees for every 5 knots of wind
6 degree downslope, > 15 knots tailwind, not conducted
Low frequency oscillation may occur when landing down on a slope with the cyclic near aft stop
FLIGHT IN ICING
Helicopters not equipped with engine inlet anti-ice modulating valve, insulated ambient air sensing tube, blade de-ice kit prohibited.
Installed: forecast or known moderate icing
Blade erosion kit: prohibited
ENGINE INLET ANTI-ICE LIMITATION
Avoid ops under conditions of extreme low power requirement such as: high rate of descent 1900 fpm. Or ground ops below 100 % rpm, during icing condition
Temp +4 degree C, visible liquid, icing may occur
BACKUP HYD PUMP HOT WX LIMIT(ROTOR
STATIC)FATOperation Time Cooldown -54 - +32 Continuous none+33 - +38 24 min 72 min+39 - +52 16 min 48 min
APU OPERATION LIMIT
>43 degree C with engine/rotor operating APU is limited to 30 minutes
Not operating, continuously up to +51 degrees C
WINDSHIELD ANTI-ICE CHK
FAT > 21 DEG C
TURBULENCE/THUNDER STORM
Severe turbulence is prohibited
Thunderstorm prohibitedTurbulence with slingload
attached and inop collective friction is prohibited
ALTERNATOR PROVIDES
Ng Signal To CockpitPower IgnitionPower To The DEC
HMU Fuel pumping Fuel flow metering Accel/decel limiting Ng limiting/ng shutdown @110%. Vg and anti-ice start bleed valve positioning Torque motor (DEC input) to trim IAW Ng
output (yellow wire) TGT limiting, load sharing, Ng governor
LDS (coll input) to match Ng output to main rotor load demands.
PAS (power control lever input) to set max power available and override to DEC (lockout in a malfunction)
Vapor vent for priming
ODV
Sequence Main FuelPurge Start/main FuelProvides Np Overspeed
Protection (Muscle), Needs The DEC.
AFCS IS MADE UP OF
SAS (1 And 2)FPSTrimStabilator
FPS
Below 60 Kias AboveAtt Hold Pitch Att Hold/a/sAtt Hold Roll Att HoldHdg Hold Yaw Hdg
Hold/turn Note: Fps Must Have SAS 1 Or
2, Yaw Boost And Trim System
FUEL SYS FLOW Pump (Submerged) Prime Boost Pump (#1 Eng/apu) Pump (Eng. Driven) Filter Bypass 18-22 Psid HMU Liquid To Liquid Cooler ODV Engine
THE FOUR ITEM ON REAR OF THE ENG (L TO
R)Particle Sep BlowerODV Valve (Blue Wire-Np
Solenoid)HMUStarter DriveNote: Actuator Under The HMU
Is For Vg Link
FRONT OF ACCY SECTION(L TO R)
Oil Temp Sensor (150)Oil Press Sensor(<20 Degrees)AlternatorOil FilterFuel Boost PumpOil CoolerFuel Filter
STABILATOR
The angle of incidence is changed by two electric actuators
5 FUNCTIONS OF THE STABILATOR: SCALP
Streamlines Stabilator <30 Kts Collective Coupling:compensates
For Aircraft Movement Angle Of Incidence:level Fuselage
As Aircraft Increases Speed Lateral Excursions:input From
Accelerometers: Right, Stab Down, Left Stab Edge Up
Pitch Rate Feedback:pitch Gyro
WOW SWITCH (ITABUSH) IFF MODE 4
THERMAL SWITCH - B/U PUMP AUDIO WARNING: LOW RPM BACKUP PUMP-AUTO IS REMOVED UNDERFREQENCY PROTECTION-
GEN 95%RPM R SAS/FPS DISABLED HYD LEAK SYS ACTIVATED (HYD LEAK
TEST SWITCH)
LOAD SHARING
Low engine increases power because of load sharing and the high engine will decrease power because of Np governing
PCL LOCKOUT
Engine response is much faster and TGT limiting is inoperative. Care must be taken not to exceed TGT limits and keep % RPM R and % RPM 1 and 2 within operating range
4 MECHANICAL MIXES
Collective To Pitch: DownwashCollective To Yaw: TorqueCollective To Roll: Translating
TendencyYaw To Pitch: Vertical ThrustNote: Minimizes Intercontrol
Coupling.
BACKUP PUMP OP’S
Backup Pump With Reservoir (Micro Sw 60% Remain, Ac Motor, Depressurization Valve Operates At 700 Psi
Util Module, Backup Pump Adv Light ,Slam Valve (Velocity Fuse) 1.5 Gpm.
2nd Stage T/r Servo And #2 T/r Light Apu Accumulator: Hyd Fluid With A Return
Line And Nitrogen To The Gauge With Accum Low Light For 2800 Psi And Below.
B/U PUMP ACTIVATION
#1 Res Low#1 Hyd Pump#1 T/r Servo#2 Hyd PumpApu Accum Low
LEAK ISOLATION
LDI- Is Used In #1 T/r Servo And Pilot Assist Area
Trans Mod-in The Hyd PumpsPilot-primary ServoNote: The Hyd Leak Test
Switch Controls The LDIs Through The Logic Module For 1 And 2 Hyd Sys
#1 HYD SYS OP’S
1 Hyd Pump With Return And Press Filter Res Low Sw (60%)
Trans Module With Press Sw (2000 Psi) Trans Valve For B/u Sys And LDI For 1t/r Servo
1st Stage Servo L-r Is For,aft,lat With Prim Servo Press Sw Light
1 Stage T/r Servo(inside Gear Box) With 1 T/r Light
PILOT ASSIST AREA
Collective Boost Servo(power Steering) (Grunt Factor)
Pitch Boost Servo (Dampens SAS Feedback) Pitch SAS Actuator (stability) Pitch Trim Actuator (Long Axis And Attitude,
Controlled By Fps And Trim Button) 1000 Psi Roll SAS Actuator (Stability) Yaw SAS Actuator (Stability) Yaw Boost Assembly (power steering) (Grunt Factor) Roll/yaw Trim Actuator (Elect) Note: Coll/yaw Boost Have Press Sw For Seg Light
#2 HYD SYS OP’S 2 hyd pump with return and press filter
reservoir low switch (60%) Trans module with press switch (2000
psi) transfer valve for b/u sys and LDI for pilot assist module/area,primary servos
2nd stage servo l-r is for, aft, lateral with prim servo press switch light
Pilot assist module has shut off valves to boost servo, SAS and pitch/trim actuator and SAS off, boost servo, fps, trim fail press switch
GLIDE SLOPE DEV POINTER
.25 DEG PER DOT
PROCESSED INFORMATION
Roll command barPitch command bar (airspeed)Collective position indicatorNote: all processed information
has yellow indicatorsNote: CIS mode select with hdg,
nav and alt gives this!!
RULE OF 5 FOR CIS#1 Pointer - Doppler#2 Pointer-ADF and VORCourse Deviation Bar (HSI) -
Doppler, VOR and LocalizerCourse Deviation Pointer (VSI)
Doppler , VOR, Localizer, FM Home.
Roll Command Bar(VSI)- Doppler VOR, Localizer, FM Home, HDG
HDG AND NAV SEL
If your heading and NAV are selected you will be in HDG mode.
Note: NAV switch ops, commands 45 deg intercept of selected course (HSI course window. When HDG mode is not selected, within 10 degrees of VOR course, 2.5 degrees localizer center, causes heading mode to drop out automatically when within capture zone.
ENGINE STARTS
Air assisted (pneumatic)Engine air inlet is open at 4
degrees and closed at 13 degrees
APU start - hydraulic assisted
MISCELLANOUS INFO Torque q1 and q2 within 5% Low rotor audio 95% Ng engine out 55% Min engine oil psi 22 psi TGT limiting 866+/- 6 degrees, 896 +/- 5
degrees Best cockpit indications RPM R and TGT Engine correlation: TGT - Ng - TQ and % RPM R
with eng 1 and 2 100% Oil tank 1.7 gal, bypass cooler below 71 deg c. 1 quart per 6.5 flt hr
ENGINE SECTIONS
Cold section moduleAccessory sectionHot section inserted in the
center of the cold sectPower turbine section
PNEUMATIC SYS
4% less max torq avail dual eng/ heater
18% max torq avail single eng/ anti ice
INTERCONNECTING HARNESSES
Yellow: supplies power from engine alternator (engine functions)
Blue: overspeed signalGreen: cockpit instrument
signalsBlack: ignition. 2 ignitors
MISCELLANOUS INFO
Design weight 16,825, max 22,000 modified Deck load limit 300 lbs per sq ft Transitions section 2 main tanks 180 gal
each 1 on left 2 on right Tail pylon mounting for intermediate
gearbox 58 degrees and tail gearbox 105 degrees
Main rotor fully articulated T/R canted 20 degrees, 400 lbs lift at
16,250, 2.5 percent of gross weight
MISCELLANOUS INFO
Stabilator 14.4 ft long one pieceAngle of incidence change by 2
electrical actuatorsLanding gear 11.25 gAirframe sect nose(crew), mid
(pax), aft (transition)(fuel), tail cone, tail rotor pylon, horizontal stab, main rotor pylon