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21 Cards in this Set

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103.1 State the reason why electrical power is required when folding the tail rotor pylon.
May result in high speed “wind-milling” of tail rotor and cause bent/broken extension shaft or housing on TRB positioning actuator.
103.2 State the wind restrictions for folding the main rotor blades and tail rotor pylon.
45 knots
103.3 State the position of the stabilator during tow/park of a helicopter.
Position stab with slew switch until stab is in level position.
103.4 State the location of tiedown fittings on the MH-60S.
Tie-down fittings are installed at six points on the helicopter, 1 on each main landing gear wheel hub and 1 high point above the strut on each side of the aircraft. Two more fittings are attached on the aft tail-cone section above the tail wheel, one on each side.
103.5 State the ground receptacle locations and proper procedures for aircraft grounding.
a) Procedure: Connect low resistance ground wire to static ground, to earth ground and than to aircraft ground receptacle located on either side of aft transition.
b) Alternate grounding point is the (port main-mount) static grounding wire.
103.6 State the procedures and cautions that must be observed during aircraft jacking.
a) Cautions:
b) Do not exceed fuselage jacking gross weight limitation of 20,250 pounds.
c) Aboard ship (pitch not to exceed +2 degrees, -2degrees, roll not to exceed +6degrees,-6degrees
d) Be sure the helicopter is on a flat and level surface, which is strong enough to support concentrated jack loads.
e) Do not exceed tipping angle of 15.9 degrees on universal propeller protractor viewed from outside of helicopter
f) During shipboard operations: Tie-down chains installed prior to jacking helicopter. Loosen tie-down chains gradually while jacking helicopter.
g) Floor panel installation is not required for jacking helicopter
1) Do not jack helicopter while engines or main rotor blades are operating.
2) Engage tail wheel lock
3) Loosely chock all wheels not being raised.
4) Remove tow bar from helicopter
5) During high or gusty winds, tie down helicopter if jacking is necessary due to emergency requirements
6) Be sure there is enough overhead clearance
7) Be sure only essential personnel are aboard, while helicopter is on jacks
8) Before jacking, be sure jack is positioned directly under jacking pad.
9) Thread down mechanical locks on jacks as helicopter is raised.
10) Be sure all objects that may damage helicopter are removed before lowering jacks.
11) Do not jack Helicopter near overhead electrical wires.
h) Procedures of jacking helicopter: A minimum of a guide and one person per jack is required. When leveling helicopter, it may not be necessary to raise main wheels or tail wheel off ground.
1) Observe jacking precautions.
2) Release parking brakes.
3) Place universal propeller protractor in doorway on cabin floor perpendicular to butt-line. Observe tipping angle.
4) Place tripod jack under jacking pad on front of each drag beam support and under jack pad forward of tail wheel strut.
5) Raise helicopter slowly and evenly until desired height is reached and helicopter is level. Thread down mechanical locks, and helicopter is raised.
6) Remove jacks by loosening mechanical locks and slowly releasing hydraulic pressure. If more than one jack is under helicopter, lower evenly. If mechanical locks are tight, raise jack slightly and release lock.
7) Set parking brake.
8) Remove universal propeller protractor from helicopter.
103.7 Explain why tiedown deflection of blade tips should be six to twelve inches from static position.
To prevent damage to blades from excessive tightening of tie-down cables or from winds flapping.
103.8 Identify the personnel required for an aircraft move.
a) Ashore, Afloat (CV/CVN, LHA)
1) Director
2) Brake rider
3) Tractor or spotting dolly driver
4) Port side chock walker, wing walker, or safety observer.
5) Starboard side chock walker, wing walker, or safety observer
6) Tail Safety observer
103.9 State the importance of a whistle during an aircraft move.
It is there, ready to signal STOP. To signal stop if any clearance appears doubtful, or if personal injury is imminent.
104.2 State the purpose of a Blade Inspection Method (BIM) indicator.
To monitor spar pressure. Compares a built in reference pressure with the pressure in the spar. When pressure in the spar is within limits, three white stripes show indicating that the main rotor blade is serviceable. If the pressure in the spar drops below minimum service pressure, the indicator will show three black stripes. A manual test lever is provided on the indicator.
104.3 State the purpose for conducting Flight Control system rigging.
Rigging Navy model helicopter flight control system consists of coordinating stick and pedal motions in cockpit with correct blade angle at main and tail rotor.
104.4 State the purpose of a tactical paint scheme.
A color scheme designed for each aircraft type to reduce visual detection by matching the reflectance of operational surroundings. These schemes are composed of flat gray colors (color numbers 35237, or 336320, 26375, or 36495) with contrasting shades of gray.
104.5 State the two methods of locking/unlocking tail wheel lockpin
Electrically and Manual
104.6 State the factors that affect helicopter flight.
a)Lift – Force that acts in an upward direction (by virtue of the rotor blades and the low pressure cell they form.)
b)Weight – Force of gravity acting downward on the helicopter.
c)Drag – The force that resists helicopter movement in its intended direction (caused by air friction).
104.7 State the factors that affect rotor blade lift.
a)Angle of Attack
b)Weight
c)Drag
104.8 State the location and purpose of the main rotor head dampers.
Are installed between the hub and spindles to restrain hunting of the main rotor blades. The hunting motion occurs during rotor engagement and as the main rotor blades flap in flight. Each damper is filled with hydraulic fluid. Pressurizing the damper positions the main rotor blades full forward for blade folding.
104.9 Explain how the following flight controls affect helicopter flight.
a) Collective Stick
b) Cyclic stick
c) Rudder pedals
a)Collective Stick - Pilot and copilot collective sticks are used to simultaneously change the pitch of all of the main rotor blades. The pitch change causes either an increase or decrease in lift on the entire main rotor disc.

b)Cyclic stick - The cyclic sticks are mechanically coupled lever-type controls. Both pilot and copilot have a cyclic stick with which they control forward, aft, and lateral movements of the helicopter. Controls the overall tilt of the main rotor disk.

c)Rudder pedals – Pilot and Copilot pedals are mechanically coupled and control helicopter heading. Pedals contain independent toe-operated wheel brake master cylinders and are adjustable to the pilot and copilot leg lengths. Pedals contain switches, which can disengage the AFCS heading hold feature.
104.10 State what must be done for effective helicopter corrosion prevention.
a)Complete flushing of the helicopter surface with clean fresh water shall be done daily after last flight, followed by a general wipe down and lubrication/preservation.
b)Soap and water washing every fourteen days (seven at sea).
104.11 State the two areas on the helicopter, which must have particular attention during a corrosion inspection.
a) Pay close attention to the underside of the helicopter structure and transmissions where moisture tends to collect.
b) Pay close attention to surface adjacent to or affected by, battery, acid fumes or engine exhaust.
104.12 State the approved cleaning materials and methods.
a)MIL-C-85570 Type I or II aircraft cleaning compound is the only alkaline cleaner authorized for use on this helicopter.
b)Remove excessive amounts of grease & oil with clean dry cloths.
1.Normal Wash – 1:4 ratio (cleaning compound to fresh water)
2.Light Wash – 1:9 ratio (cleaning compound to fresh water)
3.Heavy Wash – 1:1 ratio (equal amounts cleaning compound, fresh water)
c)Start at lowest point of section to be cleaned. Do not wash helicopter in direct or extreme heat.
104.13 State the purpose for emergency reclamation procedures.
To prevent further damage and will usually require further treatment at a higher level of maintenance.