Modified Emergency Procedures

Front 1

(POH) 3 Land Immediately

Back 1

1) Land On The Nearest Clear Area 2) Where A Safe Normal Landing Can Be Performed 3) Be Prepared To Auto

Front 2

(POH) 2 Land As Soon As Practical

Back 2

1 - Land @ The Nearest Airport Or Facility 2 - Where Emergency Maintainence Can Be Performed

Front 3

(POH) 2 Power Failure General May Be Caused By

Back 3

1 - Engine Failure or 2 - Drive System Failure

Front 4

(POH) 4 Engine Failure Symptoms

Back 4

1 - Left Nose Yaw 2 - Change In Noise Level 3 - Oil Pressure Light 4 - Decreasing Engine RPM

Front 5

(POH) 4 Drive System Failure Symptoms

Back 5

1 - Unusual Noise 2 - Unusual Vibration 3 - Right/Left Nose Yaw 4 - Low Rotor RPM while High Engine RPM (Wined Up) at same time

Front 6

It is acceptable to allow your airspeed to go below 30 knots if

Back 6

Your rate of sink is below 300 FPM (feet per minute)

Front 7

To avoid hitting unmarked wires your altitude must be

Back 7

Above 500 feet AGL

Front 8

The number one cause of fatal accidents in the R-22 is

Back 8

Collision with wires and other objects

Front 9

autorotation definition

Back 9

a descending maneuver where the engine is disengaged from the main rotor system and the rotor blades are driven solely by the upward flow of air through the rotor

Front 10

freewheeling unit disengages anytime the

Back 10

engine r.p.m. is less than the rotor r.p.m

Front 11

3 desired settings before an autorotation

Back 11

1 - 700ft head into the wind 2 - 70 KIAS 3 - below 110 RPMS

Front 12

6 starting an autorotation steps

Back 12

1 - lower collective 2 - aft cyclic 3 - right pedal 4 - roll throttle off 5 - raise collective a little 6 - maintain 60 to 65 KIAS

Front 13

4 ending an autorotation steps

Back 13

1 - enter flare at 40 ft with 60 KIAS and 104-105% RPM 2 - roll on throttle 3 - push cyclic at 8 to 15 ft AGL 4 - raise collective

Front 14

autorotation (airspeed good/RPM good)

Back 14

cyclic/maintain and collective/maintain

Front 15

autorotation (airspeed fast/RPM good)

Back 15

cyclic/pull back and collective/raise

Front 16

autorotation (airspeed slow/RPM good)

Back 16

cyclic/push forward and collective/lower

Front 17

autorotation (airspeed good/RPM low)

Back 17

cyclic/same and collective/raise

Front 18

autorotation (airspeed good/RPM high)

Back 18

cyclic/same and collective/raise

Front 19

autorotation (airspeed fast/RPM low)

Back 19

cyclic/back and collective/same

Front 20

autorotation (airspeed slow/RPM low)

Back 20

roll on the throttle!!!

Front 21

Rate of descent is high at __ airspeed and decreases to a minimum at approximately __ __ __ knots

Back 21

zero/50 to 60

Front 22

When making turns during an autorotation generally use __ control only

Back 22

cyclic

Front 23

the use of __ __ to assist or speed the turn causes loss of airspeed and downward pitching of the nose

Back 23

anti-torque pedals

Front 24

If rotor r.p.m. builds too high during an autorotation __ __ __ sufficiently to decrease r.p.m. back to the normal operating range

Back 24

raise the collective

Front 25

If the r.p.m. begins decreasing you have to again

Back 25

lower the collective

Front 26

Aft cyclic movements cause

Back 26

an increase in rotor r.p.m.

Front 27

rotor r.p.m. increases during a turn due to the

Back 27

increased back cyclic control pressure-which induces a greater airflow through the rotor system

Front 28

The tighter the turn and the heavier the gross weight

Back 28

the higher the r.p.m.

Front 29

Low Rotor RPM

Back 29

- Anytime The Rotor RPM Is Below

Front 30

8 Power Failure @ 500 ft AGL Procedures

Back 30

1 - Immediate Down Collective 2 - Maintain Rotor RPM 3 - enter auto 4 - Establish A Steady Glide/About 65 KIAS 5 - Adjust Collective/Keep Rotor RPM In Green Arch 6 - Choose A Landing Area/Maneuver Into Wind If Alt Permits 7 - Restart or No Restart 8 - Raise Collective Just Before Impact/To Cushion Landing (Touchdown In Level Attitude)

Front 31

5 Restart Procedure after power failure ABOVE 500 FEET AGL

Back 31

1 - Mixture Full Rich 2 - Primer Down/Locked 3 - Throttle Closed 4 - Then Slightly Cracked 5 - Actuate Starter w/ Left Hand

Front 32

2 No Restart procedure after power failure ABOVE 500 FEET AGL

Back 32

1 - Turn Off All Unnecessary Switches 2 - Shut Off Fuel

Front 33

2 Landing @ 40' AGL after Power Failure @ 500 ft AGL

Back 33

1 - Start Cyclic Flare 2 - To Reduce ROD (rate of descent) & forward Airspeed

Front 34

2 Landing @ 8' AGL after Power Failure @ 500 ft AGL

Back 34

1 - apply foward Cyclic To Level Ship 2 - raise collective

Front 35

if power failure occurs at night @ 500 ft AGL-do not turn on __ __ above 1000 ft AGL to preserve battery power

Back 35

landing lights

Front 36

7 Power Failure Between 8' & 500' AGL

Back 36

1 - Takeoff Should Be Conducted-Per Height/Velocity Diagram 2 - Immediate Down Collective-Maintain Rotor RPM 3 - Adjust Collective-Keep Rotor RPM In Green Arch 4 - Maintain Airspeed Until Ground Approaches 5. As Ground Approaches-Start Cyclic Flare To Reduce ROD (Rate of Descent) & forward Airspeed 6. @ 8' AGL-foward Cyclic To Level Ship 7. Raise Collective Just Before Impact

Front 37

3 Power Failure Below 8' AGL

Back 37

1. Immediate Right Pedal-To Prevent Yaw 2. Allow Aircraft To Settle 3. Raise Collective Just Before Impact

Front 38

3 Max Glide Configuration

Back 38

1 - 90% Rotor RPM 2 - 75 KIAS 3 - one nautical mile per 1500 feet AGL

Front 39

4 Ditching Power Off POWER FAILURE OVER WATER

Back 39

1 Follow Same Procedures As Over Land Power Failure-Until Water Contact 2 Apply Lateral Cyclic-To Stop Blades 3 Release Seat Belts 4 Clear Aircraft

Front 40

11 Ditching Power On POWER FAILURE OVER WATER

Back 40

1 Descend To Hover Above Water 2 Unlatch Doors 3 Allow Passengers To Exit 4 Fly To Safe Distance For Passengers 5 Switch Off-Master Battery & Alternator 6 Roll Off Throttle 7 Keep Level / Allow Aircraft To Settle 8 Pull Full Collective On Water Contact 9 Apply Lateral Cyclic-To Stop Blades 10 Release Seat Belts 11 Clear Aircraft

Front 41

Vortex Ring State is A Condition In Downward Flight In Which The Helicopter

Back 41

Decends In Its Own Vorticies

Front 42

(6) Leading Causes of the Vortex Ring State

Back 42

1 - Steep Approach 2 - Low FWD Airspeed with Less Than ETL ( 30 KIAS) 3 - High Density Altitude / High Gross Weight 4 - Low Airspeed With A Tailwind 5 - Hover Out Of OGE Ceiling 6 - Flopping (Ballooning) Auto

Front 43

(3) Recognition of the Vortex Ring State

Back 43

1 - Sudden Rapid Descent 2 - Pitching & Yawing 3 - Mushy Controls

Front 44

(3) Recovery from the Vortex Ring State

Back 44

1 - Down Collective / FWD Cyclic 2 - Once Airspeed Is Established 3 - Pull Pitch & Climb Out

Front 45

Recovery from the Vortex Ring State-Down Collective

Back 45

Reduces Vortices (Less Drag)

Front 46

Recovery from the Vortex Ring State- forward Cyclic

Back 46

Moves Helicopter In Front Of Vortices

Front 47

Vortex Ring State-3300 Rule

Back 47

Don't Loose 30 KIAS Until rate of descent Is 300 FPM

Front 48

Ground Resonance Occurs In what kind of Helicopter

Back 48

Fully Articulated Rotor System

Front 49

(7) Ground Resonance Occurs

Back 49

1 - When Blades Become Out Of Phase with Each Other 2 - Thru the Lead & Lag Hinge 3 - Used To Fix Coreolis Effect 4 - Due To Shock Contact with the Ground 5 - Rough Landing 6 - Usually In Wheeled Helicopters 7 - Ultimately Shaking the Helicopter Apart

Front 50

(2) Ground Resonance Requires

Back 50

1 - Fully Articulated Rotor System 2 - Ground Contact

Front 51

(2) Ground Resonance is caused by

Back 51

1 - Rough / Hard Landing 2 - Bad Dampeners (Make It Worse)

Front 52

(2) Ground Resonance is recovered

Back 52

1 - If Rotor RPM Is Still In the Green Arch 2 - Pick Helicopter Up and Blades Should Rephase Themselves 3 - If Rotor RPM Is Out Of the Green Arch 4 - Get It on the Ground and Shut It down Immediately

Front 53

Blowback is a by product Of

Back 53

Low Rotor RPM Blade Stall

Front 54

3 When does blowback occur

Back 54

1 - Nose Low Attitude 2 - Results In FWD CG 3 - Air Stiking The Rear Stabilizer From Underneath

Front 55

how do students try to correct blowback

Back 55

With Full Aft Cyclic

Front 56

6 what causes blowback

Back 56

1 - High Density Altitude and High Gross Weight 2 - Engine Already at Max Power 3 - More Angle of Attack = More Drag 4 - Kung Foo Grip On Throttle 5 - Holding Power Back 6 - Lazy Governor

Front 57

4 how do you recognition blowback

Back 57

1 - Left Nose Yaw 2 - Engine Quiet 3 - Low Horn & Light 4 - Tachs

Front 58

how do you recover from blowback

Back 58

Simultaneous Down Collective & lower Throttle

Front 59

3 how do you prevent a blowback

Back 59

1 - Make Sure Low rotorhorn Warning System Is Operational 2 - Make Sure Governor Is On & Working 3 - No Kung Foo Grip

Front 60

Dynamic Rollover is the tendency of the helicopter to

Back 60

Continue Rolling Past Its Critical Angle of 15 Degrees

Front 61

Dynamic rollover begins when the helicopter starts to

Back 61

pivot around its skid or wheel because of a failure to remove a tie down or skid securing device

Front 62

(4) Dynamic Rollover requires

Back 62

1 - Pivot Point 2 - Some Lift in Use 3 - Enough Pitch to Create Lift 4 - Rolling Moment

Front 63

To recover from a Dynamic Rollover

Back 63

Immediatly Down Collective

Front 64

(5) Contributing Factors a Dynamic Rollover

Back 64

1 - Poor Preflight Check of the Skids 2 - Obstacle Clearance 3 - Hover High Enough 4 - Rushed Pickup 5 - Failure to Consider Wind & CG

Front 65

Cyclic Travel Only Has __ Degrees of Travel - Therefore Opposite Cyclic Will Not Correct the Problem

Back 65

9

Front 66

(Low G) The low G condition can best be recognized by

Back 66

A feeling of weightlessness

Front 67

(Low G) When performing a zero G push-over an airplane

Back 67

Has the same lateral control as during one G flight

Front 68

(Low G) When performing a zero G push-over a helicopter

Back 68

Has less lateral control than during one G flight

Front 69

(Low G) To recover from a low G condition the pilot must apply

Back 69

Aft cyclic

Front 70

(Low G) 2 uncommanded pitch-roll-or yaw resulting from flight in trubulence

Back 70

1 - gradually apply controls to maintain rotor RPM-positive Gs-eliminate sideslip 2 - minimize cyclic control inputs/do not over control

Front 71

(Low G) 3 inadvertent encounter with mod/severe/extreme turbulence

Back 71

1 - depart area if isolated 2 - land as soon as practical

Front 72

Low G Pushover occurs Anytime The Helicopter Is

Back 72

Placed In A Weightless State

Front 73

Weightless State is referred to

Back 73

Less Than 1x The Force Of Gravity

Front 74

Low G pushover causes the

Back 74

rotor system to unload and a loss of pendular action

Front 75

3 Low G pushover in relation to tail rotor

Back 75

1 - Tail Rotor is Still Loaded 2 - Causes Roll In The Direction Of TR Thrust 3 - Right Roll

Front 76

5 Leading Causes of Low G pushover

Back 76

1 - Any Condition That Unloads The Rotor System 2 - Abrupt FWD Cyclic 3 - Leveling Off Too Quickly After A Climb 4 - Turbulance (Wind Shear) 5 - Collision Avoidence

Front 77

4 Mast Bumping is caused by

Back 77

1 - Low G maneuvers (below 0.5 g's) 2 - Rapid-large cyclic movements (especially forward) 3 - Flight near longitudinal / lateral CG limits 4 - High slope landings

Front 78

Mast Bumping In The Right Roll is caused by

Back 78

Loss Of Pendular Action and Tail Rotor Thrust

Front 79

Mast Bumping only occurs in ___ rotor systems

Back 79

underslung

Front 80

(6) Mast Bumping occurs when

Back 80

1 - Pilot Uses Hard LT Cyclic To Recover From RT Roll 2 - Since NO Pendular Action 3 - Helicopter Remains In The RT Roll 4 - While The Disc Is Tilted Full LT 5 - The Rotor Blades Then Contact The Rotor Mast On Every Revolution 6 - Ultimately Severing Rotor System

Front 81

(7) Mast Bumping Prevention

Back 81

1 - No Abrupt FWD Cyclic 2 - Slow Down For Turbulence 3 - Reduces FWD Momentum 4 - Less Nose Low Attitude 5 - Lower Tail = Less TR Thrust Vector For RT Roll 6 - Gradual Level Off After Climb 7 - Turn For Collision Avoidance

Front 82

(2) Mast Bumping recovery

Back 82

1 - Gentle Aft Cyclic To reload The Rotor System 2 - Roll Out Of The Turn

Front 83

When the rotor RPM begins to decay the engine will

Back 83

Produce less power at nearly the same torque

Front 84

During normal flight a 10% loss of RPM will result in

Back 84

10% less engine power available

Front 85

You can recover the most energy by

Back 85

Reducing your airspeed from 90 knots to 80 knots

Front 86

To recover from a low RPM situation power on at any airspeed the pilot must

Back 86

Roll on throttle and lower the collective simultaneously

Front 87

2 Right roll in low G condition

Back 87

1 - gradually apply aft cyclic to restore positive G forces and MR thrust 2 - do not apply lateral cyclic until positive G forces are established

Front 88

Aerodynamic stall occurs when

Back 88

An Airplane loses airspeed or a helicopter loses rotor RPM

Front 89

If the pilot pulls in too much pitch

Back 89

It may pull the RPM down causing a loss of power leading to rotor stall

Front 90

Low Rotor RPM (Blade Speed)

Back 90

The Slower The Blade Spins The Larger The Angle Of Attack Needed To Create The Same Amount Of Lift

Front 91

Low Rotor RPM (Drag)

Back 91

Pulling Pitch To Make More Power Creates More Drag

Front 92

Rotor Blade Stall Occurs at

Back 92

80% Plus 1% Per 1000 Ft

Front 93

During a Blade Stall all lift Is Lost-there is __ __ because there is so much drag and there Is NO aerodynamic Way To Recover

Back 93

no recovery

Front 94

During a blade stall-the __ blade will stall first

Back 94

retreating

Front 95

3 low RPM rotor stall occur can occur

Back 95

1 - Hover 2 - Autorotation 3 - Cruise

Front 96

(4) Retreating Blade Stall is Caused By

Back 96

1 - Excess Flapping compensating For Dissymetry Of Lift 2 - Leads To Exceeding The Critical AA On Retreating Side Of The Rotor System 3 - Blades Stall Starts @ The Tip 4 - because retreating blade tip Is The Lowest Down flapped Portion it works Its Way Inward

Front 97

(3) Retreating blade stall is recognized by

Back 97

1 - Deep Low Vibrations 2 - Nose Pitch Up (Gyro) 3 - left roll (retreating blade is stalling)

Front 98

(5) Leading Causes of retreating blade stall are

Back 98

1 - High FWD Airspeed 2 - Abrupt left Cyclic Turns 3 - Turbulence (Wind Shear) 4 - Tail To Head Wind 5 - Low Rotor RPM

Front 99

(2) Blade stall recovery

Back 99

1- Down Collective / Aft Cyclic 2 - Whatever Input Was Made (Take It Out)

Front 100

In relation to the wind retreating blade moves __ and advancing blades moves _ the wind

Back 100

out & into

Front 101

In relation to speed retreating blade moves __ and advancing blades moves _

Back 101

slower & faster

Front 102

In relation to position retreating blade flaps __ and advancing blades flaps _

Back 102

down & up

Front 103

In relation to angle of attack the retreating blade has __ angle of attack and advancing blades has __ angle of attack

Back 103

greater & smaller

Front 104

In a blade stall the nose pitches up because

Back 104

Gyroscopic Procession causes the Stall Displacement to Be Felt at 90 Degrees After The Stall Starts

Front 105

In a blade stall a left roll occurs because

Back 105

retreating Blade Continues To Flap Down

Front 106

2 Loss Of Tail Rotor Thrust In Forward Flight symptoms

Back 106

1 - Indicated By A Right Nose Yaw 2 - Can Not Be Corrected By Left Pedal

Front 107

5 Loss Of Tail Rotor Thrust In Forward Flight

Back 107

1 - Immediately Enter Autorotation 2 - Maintain @ Least 70 KIAS 3 - Select Landing Site 4 - Roll Off Throttle into over travel spring 5 Perform Autorotation Landing

Front 108

2 Loss Of Tail Rotor Thrust During Hover Symptoms

Back 108

1 - Indicated By A Right Nose Yaw 2 - Can Not Be Corrected By Left Pedal

Front 109

3 Loss Of Tail Rotor Thrust During Hover

Back 109

1 - Roll Off Throttle into over travel spring 2 - Allow Aircraft To Settle 3 - Raise Collective Just Before Impact

Front 110

4 types of Loss Of Tail Rotor Effectiveness

Back 110

1 - MAIN ROTOR DISC INTERFERENCE (285-315°) 2 - WEATHERCOCK STABILITY (120-240°) 3 - TAIL ROTOR VORTEX RING STATE (210-330°) 4 - LTE AT ALTITUDE

Front 111

(2) (Loss Of Tail Rotor Effectiveness) Main Rotor Disc Interference caused by

Back 111

1 - Caused By A Left Quartering Headwind 2 - Main Rotor Vorticies Are Blown Back Into The Tail Rotor

Front 112

(3) (Loss Of Tail Rotor Effectiveness) Weather Cock Instability

Back 112

1 - Caused By A Tailwind 2 - Tail Wants To Yaw With The Wind 3 - The Wind will Try To Force The Nose Into The Wind

Front 113

(2) ) (Loss Of Tail Rotor Effectiveness) Tail Rotor Vortex Ring State

Back 113

1 - Caused By A Left Crosswind 2 - Vorticies Of The Tail Rotor Get Blown Back Into The Tail Rotor

Front 114

(Loss Of Tail Rotor Effectiveness) At Altitude

Back 114

The Air Is Not Thick Enough For The Tail Rotor To Maintain Sufficiant Thrust

Front 115

(Loss Of Tail Rotor Effectiveness) Recognition

Back 115

Uncommanded Yaw

Front 116

2 (Loss Of Tail Rotor Effectiveness) Conditions

Back 116

1 - High FWD Airspeed 2 - High Power

Front 117

(3)(Loss Of Tail Rotor Effectiveness) Contributing Factors

Back 117

1 - Low Rotor RPM 2 - Tail Wind 3 - Not Paying Attention To Wind Direction

Front 118

2 (Loss Of Tail Rotor Effectiveness) Recovery

Back 118

1 - Immediate Opposite Pedal 2 - FWD Cyclic To Get Out Of Vorticies

Front 119

(Loss Of Tail Rotor Effectiveness) Prevention

Back 119

Fly Into The Wind

Front 120

MR (Main Rotor) Temp

Back 120

indicates excessive temp of MR gearbox - land immediately if noise vibration or temp rise

Front 121

MR (Main Rotor) Chip

Back 121

indicates metallic particles in MR gearbox - land immediately if noise vibration or temp rise

Front 122

5 Engine Fire During Start at Ground (Engine Starts)

Back 122

1 - Continue Cranking/10 to 15 seconds 2 - Run @ 50% To 60% For A Short Time 3 - Shut Down 4 - Extinguish 5 - Inspect

Front 123

5 Engine Fire During Start at Ground (Engine Doesn't Start)

Back 123

1 - Continue Cranking/10 to 15 seconds 2 - Shut Off Fuel 3 - Shut Off Master Battery 4 - Extinguish 5 - Inspect

Front 124

7 Engine Fire In Flight (Smells like something burnt)

Back 124

1 - Immediately Enter Auto 2 - Master Battery Off 3 - Cabin Heat Off 3 - Cabin Vent Open 4 - Engine On/Normal Landing or Engine Off/Autorotational Landing 5 - Shut Off Fuel 6 - Extinguish 7 - Inspect

Front 125

4 Electrical Fire In Flight

Back 125

1 - Master Batter Off 2 - Alternator Off 3 - Land Immediately 4 - Extinguish/Inspect

Front 126

During and Electrical Fire In Flight what two systems will be inoperative with master battery and alternator switches off

Back 126

Governor and Low RPM Warning System

Front 127

Tach Failure (1 Of 2 Tachs Fail)

Back 127

Use Remaining Tach

Front 128

2 Both Tachs Fail

Back 128

1 - Use Governor 2- Land As Soon As Practical

Front 129

(Tach Failure) Each tach-the governor-and the low RPM warning horn are on

Back 129

separate circuits

Front 130

(Tach Failure) Either the battery or the alternator can __ supply power to the tachs

Back 130

independently

Front 131

(Tach Failure) A special circuit allows the battery to supply power to the tachs even if the __ __ __ is off

Back 131

master battery switch

Front 132

3 Governor Failure

Back 132

1 - Grip Throttle Firmly 2 - Switch Gov Off 3 - Complete Flight w/ Manual Throttle Control

Front 133

To quickly descend for collision avoidance the pilot should

Back 133

Reduce collective pitch while keeping the aircraft level with the cyclic

Front 134

When crossing high tension wires the pilot should

Back 134

Always fly directly over the towers

Front 135

If you encounter unexpected severe turbulence you should

Back 135

Slow down and avoid over controlling the aircraft

Front 136

(EMERGENCY LIGHTS) TR (Tail Rotor) Chip

Back 136

indicates metallic particles in TR gearbox - land immediately if noise vibration or temp rise

Front 137

(EMERGENCY LIGHTS) Low fuel light warning light

Back 137

indicates approx one gallon of usable fuel remaining - will run out after five minutes at cruise power

Front 138

(EMERGENCY LIGHTS) Clutch Light Less Than 7 Seconds

Back 138

Ignore - never take off with clutch light on

Front 139

(EMERGENCY LIGHTS) 4 Clutch light on more Then 7 Seconds

Back 139

1 - Pull Clutch Circuit Breaker 2 - Land Immediately 3 - Be Prepared To Auto 4 - inspect for malfunction

Front 140

(EMERGENCY LIGHTS) Alternator (ALT)

Back 140

indicates low voltage and possible alternator failure

Front 141

(EMERGENCY LIGHTS) Alternator (ALT) steps

Back 141

1 - turn off nonessential electrical equip 2 - switch ALT off and back on after on second to reset over voltage relay 3 - land as soon as possible

Front 142

(EMERGENCY LIGHTS) Flight without functioning alternator results

Back 142

in loss of electronic tachometer

Front 143

(EMERGENCY LIGHTS) Brake warning light

Back 143

rotor brake engage-disengage

Front 144

(EMERGENCY LIGHTS) Starter On warning light

Back 144

1 - immediately pull mixture to idle cut-off 2 - turn master switch off 3 - have starter motor serviced

Front 145

(EMERGENCY LIGHTS) 4 carbon monoxide light (if installed)

Back 145

1 - open nose and door vents 2 - shut off heater 3 - if hovering-land or transition to forward flight 4 - CO symptoms persist-land immediately

Front 146

(EMERGENCY LIGHTS) LOW RPM horn warning light

Back 146

1 - restore RPM by rolling throttle on 2 - lower collective 3 - in forward flight/apply aft cyclic

Front 147

(EMERGENCY LIGHTS) 4 Oil Pressure Light

Back 147

1 - check engine tach for power loss 2 - Check oil pressure Gauge 3 - If Pressure

Front 148

3 the engine drives the main rotor through

Back 148

a transmission and belt drive or centrifugal clutch system

Front 149

The antitorque rotor is driven from the

Back 149

transmission

Front 150

The engine drives the __ __ which then transfers power directly to the

Back 150

main transmission/main rotor system as well as the tail rotor

Front 151

above __ feet throttle correlation and governor are less effective - power changes should be

Back 151

4000/slow and smooth

Front 152

at __ power settings above 4000 feet the throttle is frequently __ open and __ must be controlled with collective

Back 152

high/wide/RPM

Front 153

when operating at high density altitudes governor response rate may be __ __ to prevent overspeed during gusts pullups or when lowering collective

Back 153

too slow

Front 154

never exceed airspeed Vne

Back 154

up to 3000 ft density altitude-102 KIAS

Front 155

never exceed airspeed Vne

Back 155

up to 3000 ft density altitude-102 KIAS

Front 156

max rotor speed

Back 156

tach 104%-RPM 530

Front 157

max engine speed

Back 157

2652 RPM 104%

Front 158

max cylinder head temperature

Back 158

500 degrees F (206 degrees C)

Front 159

max oil temperature

Back 159

245 degrees F (118 degrees C)

Front 160

oil pressure min during idle

Back 160

25 psi red beginning

Front 161

oil pressure min during flight

Back 161

55 psi middle yellow

Front 162

oil pressure max during flight

Back 162

95 psi red

Front 163

oil pressure max during start and warmup

Back 163

115 psi red

Front 164

max gross weight

Back 164

1370 lb (622 kg)

Front 165

min gross weight

Back 165

920 lb (417 kg)

Front 166

max per seat plus baggage compartment

Back 166

240 lb (109 kg)

Front 167

max in baggage

Back 167

50 lb (23 kg)

Front 168

min solo weight __ lbs with __ fuel or __ lbs with aux fuel

Back 168

130 standard 135

Front 169

datum line is __ inches forward of main rotor shaft centerline

Back 169

100

Front 170

prohibited ___flight

Back 170

aerobatic

Front 171

prohibited __ cyclic __

Back 171

low-g pushovers

Front 172

prohibited ___ selected off with exceptions of __

Back 172

governor-(system malfuntion or emergency procedures training)

Front 173

prohibited __ conidtions

Back 173

icing

Front 174

prohibited-max operating density altitude

Back 174

14000 ft

Front 175

prohibited-operational gages required for flight

Back 175

alternator-rpm governor-low rotor rpm alarm-oat

Front 176

lights required for VFR operation at night 4

Back 176

1 landing 2 navigation 3 instrument 4 anticollision

Front 177

airspeed indicator green arc

Back 177

50 to 102 KIAS

Front 178

airspeed indicator red line

Back 178

102 KIAS

Front 179

rotor tach upper red line

Back 179

110%

Front 180

rotor tach yellow arc

Back 180

104 to 110%

Front 181

rotor tach green arc

Back 181

101 to 104%

Front 182

rotor tach yellow arc

Back 182

90 to 101%

Front 183

rotor tach lower red line

Back 183

90%

Front 184

rotor tach yellow arc

Back 184

60 to 70%

Front 185

engine tach upper red arc

Back 185

104 to 110%

Front 186

engine tach green arc

Back 186

101 to 104%

Front 187

engine tach lower red arc

Back 187

90 to 101%

Front 188

engine tach yellow arc

Back 188

60 to 70%

Front 189

oil pressure lower red line

Back 189

25 psi

Front 190

oil pressure lower yellow arc

Back 190

25 to 55 psi

Front 191

oil pressure green arc

Back 191

55 to 95 psi

Front 192

oil pressure upper yellow arc

Back 192

95 to 115 psi

Front 193

oil pressure upper red line

Back 193

115 psi

Front 194

oil temperature green arc

Back 194

75 to 245 degrees f (24 to 118 degrees C)

Front 195

oil temperature red line

Back 195

245 degrees F (118 degress C)

Front 196

Cylinder head temperature green arc

Back 196

200 to 500 F (93 to 260 C)

Front 197

Cylinder head temperature red arc

Back 197

500 F (260 C)

Front 198

manifold pressure yellow arc

Back 198

19.6 to 24.1 in Hg

Front 199

manifold pressure red line

Back 199

24.1 in Hg

Front 200

carburetor air temperature yellow arch

Back 200

-15 to 5 C

Front 201

below 18 in manifold pressure

Back 201

ignore gage and apply full carb heat

Front 202

prohibited solo flight when surface winds exceed __ knots

Back 202

25 gusts

Front 203

prohibited solo flight when surface wind gust spreads exceed __ knots

Back 203

15 knots

Front 204

prohibited flight turbulences 3

Back 204

1 moderate 2 severe 3 extreme

Front 205

upon encountering turbulence adjust forward airspeed to between __ knots and __ Vne but no lower than __ knots

Back 205

60 07 57

Front 206

moderate causes changes in 3

Back 206

1 altitude or attitude 2 variations in indicated airspeed 3 strain against the seat belts

Front 207

Main Rotor - Articulation

Back 207

free to teeter and cone-rigid inplane

Front 208

main rotor-tip speed

Back 208

approx 100% RPM - 672 FPS

Front 209

tail rotor - articulation

Back 209

free to teeter - rigid inplane

Front 210

tail rotor-tip speed

Back 210

approx 100% RPM - 599 FPS

Front 211

drive system - engine to upper sheave

Back 211

two double vee-belts with 85361 speed reducing ratio

Front 212

drive system - upper sheave to drive line

Back 212

sprag type overrunning clutch

Front 213

drive system - drive line to main rotor spiral-bevel gears with

Back 213

1147 speed reducing ratio

Front 214

drive system - drive line to tail rotor spiral-bevel gears with

Back 214

32 speed increasing ratio

Front 215

powerplant model

Back 215

0-360-J2A

Front 216

Rotor Max Speed Tach __ and Actual RPM __

Back 216

104% / 530

Front 217

Rotor Mim Speed Tach __ and Actual RPM __

Back 217

101% / 515

Front 218

Power Off Rotor Max Speed Tach __ and Actual RPM __

Back 218

110% / 561

Front 219

Power Off Rotor Mim Speed Tach __ and Actual RPM __

Back 219

90% / 495

Front 220

normal rating _ BHP (derated)

Back 220

145

Front 221

normal rating approx __ RPM

Back 221

2700

Front 222

max continuous rating __ BHP approx

Back 222

124

Front 223

max continuous rating ___ RPM Tach percent __

Back 223

2652 104%

Front 224

5 minute takeoff rating __ BHP

Back 224

131

Front 225

5 minute takeoff rating __ RPM

Back 225

2652

Front 226

main rotor system is able to

Back 226

Flap and Feather

Front 227

4 Cone Dimensions

Back 227

1 - SemiRidgid 2 - Underslung 3 - Asymetrical (w/ Twist) 4 - 25'2 Diameter

Front 228

Electrical System

Back 228

-12 Volt Battery- 60 Amp/14 Volt Alternator

Front 229

Height

Back 229

107 in

Front 230

Overall length

Back 230

345 in

Front 231

Cabin Height

Back 231

69 in

Front 232

Cabin Width

Back 232

44 in

Front 233

MR Blade twist

Back 233

-8 degrees

Front 234

MR Blade Chord

Back 234

7.2 inches

Front 235

TR Diameter

Back 235

42 inches

Front 236

TR Blade Chord

Back 236

4 inches

Front 237

TR Blade twist

Back 237

0 degrees

Front 238

Blade Stall occurs at

Back 238

80% / 1% per thousand feet

Front 239

BLADE STALL

Back 239

The condition of the rotor blade when it is operating at an angle of attack greater than the maximum angle of lift

Front 240

BLOWBACK

Back 240

The tendency of the rotor disc to tilt aft in forward flight as a result of flapping

Front 241

CORIOLIS EFFECT

Back 241

The tendency of a rotor blade to increase or decrease its velocity in its plane of rotation when the center of mass moves closer or further from the axis of rotation

Front 242

DISSYMMETRY OF LIFT

Back 242

The unequal lift across the rotor disc resulting from the difference in the velocity of air over the advancing blade half and retreating blade half of the rotor disc area

Front 243

TRANSLATING TENDENCY

Back 243

Also called tail rotor drift

Front 244

T R A N S V E R S E - F L O W EFFECT

Back 244

A condition of increased drag and decreased lift in the aft portion of the rotor disc caused by the air having a greater induced velocity and angle in the aft portion of the disc

Front 245

Translational lift

Back 245

present with any horizontal flow of air across the rotor.