We were talking about an FCF check that isn't done anymore by USN that required the T/R SERVO switch to be moved from norm to backup in flight, not the LDI check on deck.Yes, and "AUTO".
We were talking about an FCF check that isn't done anymore by USN that required the T/R SERVO switch to be moved from norm to backup in flight, not the LDI check on deck.Yes, and "AUTO".
I've had some pilots tell me that it will not make a difference, but I seem to have had less trouble with 'hung droops' than some of my contemporaries, so I think there must be a connection.
helolumpy said:A technique I was taught as a young 60 pilot (by a TPS pilot) was to lift the collective up a little (less than 1 inch) to help seat the droops stops. The other trick was to do a small stirring motion with the cyclic while the collective was up.
I've had some pilots tell me that it will not make a difference, but I seem to have had less trouble with 'hung droops' than some of my contemporaries, so I think there must be a connection.
RobLyman said:The .5 seconds for the backup pump is for either main generator online. It is 3-5 seconds with only APU generator or external power. This is not a WOW function, it is caused by a secondary contact off of the K4 relay (which tells if either main generator is online) and the K19 relay. It determines if the depressurization valve says open to allow the backup pump to come up to speed before taking te full hydraulic load.
... One of the reasons we kept going back and forth in NATOPS procedures on when to move the B/U Pump to Auto vice On or Off was that some genius suddenly thought that ...
Just goes to show that, while the metaphor, "NATOPS is written in blood!!" may be, by and large, true, it is also true that some parts of NATOPS are written in dry-erase.
Dont even get me started on that stuff. We still have procedures that are left over from the H-3 and were written based on limitations in its systems that we do not have...yet no one wants to step up and say "hey this is stupid, we should take it out."
I always thought the time delay was the time it takes the B/U pump to spin up enough pressure to pressurize the system via the shuttle valve. (Not for the electrical system to actually swap anything over.) My understanding of the system (in navy birds at least) is that the transfer module contains a spring loaded valve so that when Pri pressure drops below the limit, the shuttle is automatically moved by the spring and lack of pressure to allow the B/U system to power it.
Dont even get me started on that stuff. We still have procedures that are left over from the H-3 and were written based on limitations in its systems that we do not have...yet no one wants to step up and say "hey this is stupid, we should take it out."
Nothing wrong with more eyes on the bird during preflight.
Dont even get me started on that stuff. We still have procedures that are left over from the H-3 and were written based on limitations in its systems that we do not have...yet no one wants to step up and say "hey this is stupid, we should take it out."