Aircraft Dimensions, Weight & Landing Gear

Aircraft (ACAT 2-9) Dimensions and Flight Envelope

• Blade diameter is 49 feet.
• Height is 17 feet 6 inches.
• Length is 49 feet 8 inches.
• Turn radius is 37 feet 6 inches.
• Maximum gross weight is 20,260 lbs.
• Non-tactical ferry flights can reach 23,000 lbs.
• Safe airspeeds depend on aircraft weight, altitude, and G-force load factors.

Weight Categories

• Basic weight includes wing pylons, fixed equipment, magazines or IAFS, 30mm guns, and unusable fuel.
• Operating weight is the basic weight plus crew, baggage, rocket/Hellfire launchers, and extra equipment.
• Gross weight is the total weight, including contents; takeoff gross weight is 16,500 lbs, with a max of 18,700 lbs.

Landing Gear

• Trailing arms transfer loads to the airframe.
• High-performance shock struts absorb vertical loads.
• The tail landing gear is 360° free swiveling.
• It is locked/unlocked manually or hydraulically from the crew station.
• Use the collective tail wheel button and panel for control.
• It locks to absorb rotor torque, prevent shimmy/swivel during operations.

Emergency Equipment

• Features include canopy/stores jettison systems, a fire extinguisher, and fire detection/extinguishing systems.
• There are also first aid kits, a sensitive data zeroize switch, CBR blower, ELT, and underwater acoustic beacon.

Engine Cold Section

• Cleans air via inlet particle separator and directs/compresses air using a 5-stage axial compressor.

Engine Hot Section

• Mixes fuel with compressed air for combustion.

Power Turbine Section

• Converts pneumatic energy to mechanical energy.
• Drives the shaft and turns the XMSN, providing a torque reading via the TQ sensor.
• The Np sensor self-regulates Np at 100%.

Accessory Section and Fuel System

• Contains the engine's fuel control system and brain.
• The fuel boost pump ensures fuel is under negative pressure.
• A fuel filter filters fuel with bypass capabilities.
• The CHMU handles fuel pumping, metering, flow computation, pressurization, and shutoff.

Common Hydromechanical Unit (CHMU)

• Responds to mechanical inputs from the power available and load demand spindles.
• Regulates fuel based on spindle inputs, with Ng overspeed protection at 108-112%.

Overspeed and Drain Valve (ODV)

• Provides Np overspeed protection, routing fuel back to the CHMU to cease flame out.
• It is commanded open on engine start and closed on shutdown/overspeed, with automatic re-ignition in flame out conditions.
• The fuel pressure warning system triggers a caution when pressure drops below 8 psi.

Fuel Operation

• Fuel enters through the suction boost pump, is pressurized, filtered, and travels to the CHMU and ODV.

Electrical System Ignition

• Two ignitor plugs convert low voltage to high voltage.

Enhanced Digital Electronic Control Unit (EDECU)

• Controls the engine and transmits operational info, powered by an alternator.
• Receives inputs for Np governing, TGT limiting, load sharing, history recording, and hot start prevention.

EDECU Additional Features

• Torque spike suppression and fault codes
• TDI compensates for collective input, and MTRA reduces risks during maneuvers.

Engine Alternator

• Supplies 115 AC power to the engine electrical system with 3 windings.

Engine Starting System

• Uses the air turbine starter (ATS) for engine starting, powered by the APU, bleed air, or an external source.
• The ATS rotates the compressor until self-sustaining, driven by PTO gear.
• The ATS has limited consecutive start cycles with a 60-second interval.
• Dual engine starts are prohibited due to insufficient IPAS air.

TGT Limiter

• Dual engine: 879± 5°C, Single engine: 903±5°C.

Limits- ENG1/2 Ng(%)

• Maximum: 106.0 (>106.0 red)
• Transient 12sec: 105.1-106.0 (yellow)
• Normal: 63.1-105.0 (green)

Operating Limits Reminder(s)

• ENG out warning (<63.0 red w/ box)
• Engine overspeed annunciated (114)
• Transient, 12sec (yellow, w/ box at 114)
• Limit/ Max tape indication Np is 120%
• Autorotational may have a split eng1 and eng2 split increase from 100-105%
• Single engine Contingency 2.5min is <110

Limits-701D TGT

• Maximum: 949 (>949 red)
• Transient, 12sec: 904-949(yellow)
• Contingency, 2.5min is 880-903

Limits- Torque (%) w/ Nr(%)

• Less than 50 is max 30 and 90 is max 70 red
• DE Max is 115 red. Note that SE is over torqued at 125

Limits- ENG1/2 Oil Pressure and Temperature

• Note at start operation oil pressure high during cold start until oil temp normalizes (5min)
• Normal pressure limits are 23-120

Fuel Storage and Transfer

• Forward Fuel cell: 156 gal/low= 240lb, Aft fuel cell: 220 gal/ low= 260lb
• Internal aux fuel system: installed in ammo bay holding 100 gal
• Crashworthy external fuel storage CEFS and RCEFS

Fuel Transfer Summary

• Internal transfer may be maual/auto
• Internal aux is with a pump
• External

Fuel Boost

• Boost: in aft cell providing pressure for engine start

APU

• APU Fuel: draws from aft cell
• NIU Nitrogen Inerting Unit to stop fire hazards 70%

Flight Controls

• Activated mechanically by cyclics via cables.
• Features four servoactuators Longitudinal (cyclic), Lateral (cyclic), Rotor pitch (collective) and Directional/yaw (pedals)
• Forces go to Swash Plate

FMC Provides and Functions

• Rate damping command augmentation, Attitude Hold, Altitude hold, Heading hold
• FMC gives rates
• Provides feedback as positions of contols change in LVDT

Stability Augmentation Subsystem (SAS)

• Applies feedback
• Limits exist

Hydraulic Functions

• Provide power to coll, cycl, and dir
• utility power resundant
• Utilitity goes to servos and gun and APU Start

Controls

• Rotor Brake, AWS turret, amunition
• Accumulator reserces rotor brake

Hydraulic Limits Overview

• pressure normal limit range is 2700-3300 but can tranisent between 3310-3400 for 5 min (hyd)
• XMSN pressure is 25-100
• Tail Rotor is Drivin off XMSN to Gearbox, the to Rotors (4 bearing)

Loss of Pressure

• Loss of pressures means loss BUCs/ FMC

Hydraulic Systems and Emergency Activation Overview

• Activating Emergency will give pressure after switch engaged

Flight Characteristics Overview

• Main rotor drives by pins
• Rotor designed with stop to make stops
• Blade can flap feather. Damnapers lead to lag.
• Secure via pins

Nr Limits Overview

• limits are110 Maximum ,Low is rated from 97-104

Utility Anti- Ice system

• Ice Detect Probe is active FAT decreasing to <5°C Battery: ANTIICE: Not selectable, needs to be manual activated
• Inlets come from stages of bleed

Electrical Power Supply Overview

• power by Batteries, generators with AutoStart, PDP distribution from sources (AC/DCR/TRU)
• Generators can provide up to 50% power

Control Units

GCU: fault detection auto shutdown if needed ELC: provides secondary for C/DC/Battery

R/TRU and Battery Power

Regulator Transformer converts power from DC to VAC for instruments Auxillary batteries operate with ECU to auto Shutdown

Additional Limiters

• Extended APU can occur if not shut down
• IPAS sources are the engines. hydraulics. Bleeds are turned off with pressurize
• Can have a power check to do load jettison

Performance and Load Indicators

• validate from 365-4 in log,
• Torque is factorable, 1 = 200lbs
• Torque and Weight factor important

Situational and Load Considerations

Dont lose TQ SE with rotor droop and exeed TGT/ G limits Go/ No Go determines if weight to be exceeded Hover verifies taek off at max or OGE

Operations and Performance

Can not occurn with following: Power, Instruments, terrain, VElocity Horizontal Speed is determined by torque needed For flight range. single speed should be within spec Vne 67% is safest

Crew Requiremennts Overview

Crew consist of pilot and copilots maintenacetest pilots can test if needed if Ambient restrictions are hit due to temperature, air speed can also be limited Aircraft must be level for high altitudes, landings can occur below speed Caution advised during adverse conditions Stow tanks for Gs and limits

Environmental and Emergency Restrcitions

Extreme weather prohibited during turbulence

• Flight must be maintained, tanks maintained
• Emergencys have a process to Land Emergency Situations require Land without delay for the aircraft and occupants, Land ASAP is to land with survival in maind power levers need to hit off during shutdown

Flight Considerations

Lower collective helps RPMs, but switch controls

• Dual engine may need to be auto rotaated
• Low air speed has risks of jammed throttles
• Single engine saftey first and proper autorrotation use

Emergency Considerations and Procedures

Main Transmission requires Engine shutoff, Fire can require discharge and proper shutdown actions Emergency Hyd needs to be activated and is urgent

General 95-1 Regulation Overview

• Smoking must exist 50ft, pilots evaluate all needs to be signed for and accurate
• Clothing, A/LSE, flight suits, tags
• FLight into thunder storms not adviced
• Planes must stay in line with weight and balance

PC must very, Flight considerations

1. Completed/ Board are aircraft and accurate
2. Configurations with appropriate flight
3. Form kept accurate with weight

IFR/ VFR and Fuel Considerations

• Must have evaluated a list of parameters based on flight
• Must have weather, plan if IFR flight or alternate
• Pilot stay alert by having visuality

Airspace and Visuals

• VFR is above levels,
• Flight plans filed and IFR flights avoid contacts during flight
• Wx needs to be understood

Oxygen and Equipment and Procedures

1. All aircraft and equipment operated safety if required
2. Pilots need a deviation if 95-1 is broken
3. All aircraft need to be operational checked with currency

Aircraft Types and Characteristics

Air craft are A/B/C with 2 different shelves, Flight plans can change on type aircraft ATC clears each mission during all airspace Types of Flights: Controlled, Uncontraolled, Other Categories- Regulatory, non regulatory based on flight path

Aerodynamic Overview

• Aircraft go through with lift
• Drag is caused by Airfoil and Angle which reduces speed

Lift and Type of Airflow

High types cause Drag Hover flights have to be stable to operate and turn proper IGE- Icreased efficiency with rotor OGE causes less efficiency

Lift Consideration and Flight Dynamic Overview

Blades cause flapping and feathering Velocity needs to stay above 10-20 knots There is unequal lift produced on blades that case drag which are corrected

Transverse and Longitudinal and Velocity

Translational Effect- Between, high speed and stable state Effective Translational Lift - Between speed with rate of climb, must be a correct action with angle Translational needs an appropriate glide style. Vortex caused by power

Settling and Human Factors and Actions

Settling with High risk of Power lossing High speed with low speed means descent Aircraft must hover and arrest if needed. Reduce and act,

Human consideration in relation to Physics

Be mindful and take care of human related actions

• Dynamic Roll over means pilot has to be cautious of actions
• High velocity with a potential blade causes actions

Retracting Blades. Situational Factors and Warning factor

Compressing air high speed can be dangerous and cause damange retreating speed is the MAX

• Check weight and load conditions
• Avoid steep turns
• High weight creates risks, reduce and correct

Transient Considerations and Awareness

Change in drag with lift affects operations with speed,

• Apply velocity with rotor in mind
• Mushy Conditions needs pilots apply power

Torque and Angle of Attack and Momentum

High amounts of Attack can cause problems such as Angle and Power

• The force produced impacts angle

Flight Characteristics

LTE needs the correct wind to not lose power Main rotor causes potential problem Flight Characteristics, avoid hazards and know plane

Aeromed Characteristics Overview

• All flights should be safe with high altitude in range
• If blood donation is needed, there is wait, exogenous factors also can cause delay time

Situational and Crew overview in Aeromed

Flights can be stresfull crew has to be cautious and watch aircraft performance, can be a lot to observe Aircraft personnel should prepare and monitor if fatigue is high

Atmospheric and Sensory Considerationas

Hypoxia has multiple stages dependent if pilots act Sensory issues can cause spacial to be hard based on condition

Systems must take in consdieration to orient in space

Vision is high level somatosenory and oclulogravic require monitor Lights can impact vision and cause blind spots. All systems must adjust in operation with weather and flight type

Visual and Distance

Size change during flight is affected by flight path distance Pilots use atmospheric consdiertions to adapt Vision requires understanding to prevent issues