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HI-HI-HI, the second rule applies to a high % RMP R (greater than 100%), which is the first HI.
The next HI is obtained using the engine correlation factor, based on the cockpit indications the malfunctioning engine is the high power engine.
Finally, the last HI refers to a high side failure of the ECU, which would be the most likely cause, and is pilot correctable by retarding the PCL of the high power engine. If the power increase is caused by an internal malfunction of the HMU and the PCL has no authority, the pilot action is to perform an emergency engine shutdown.
CAUTION: Key points to remember, whenever applying the LO-LO-LO (decreasing RPM R) or the HI-HI-HI (increasing RPM R) general rules are to, always verify the engine correlation prior to taking action. Identify the low or high power engine by checking all available engine indications.
CAUTION: During certain catastrophic failure conditions, (failure of the gas generator turbine or compressor), the Turbine Gas Temperature (TGT) for that engine may indicate high, while that engines remaining indications correlate low. Do not misinterpret the high TGT as an indication of the engine making power. Check all available engine indications, and thoroughly analyze the malfunction using the engine correlation factor.
e. Best Cockpit Indications.
(1)
TGT and RPM R can be the best cockpit instruments used for identifying, and reacting to engine malfunctions. Instrument scans begin with the RPM R, the pilot on the controls takes immediate and instinctive action to keep the %RPM R in acceptable operational range. Engine TGT is the most reliable
indication of engine power if there is a failure of the engine alternator, directly or indirectly, causing a loss of the Ng, Np, and TRQ signals. This leaves only a TGT signal available for indications of a malfunction.
(2)
The presence of TGT, in normal conditions, indicates the presence of combustion pressure available to act upon the power turbine to drive the main rotor. However, some engine failures show a high TGT indication (i.e. a failure of the gas generator turbine rotors or compressor); leading you to believe the engine is making power when it is not. Do not use one engine instrument to analyze an engine malfunction, such as TGT by itself. Always use the engine correlation factor, using all available cockpit instruments to identify the malfunction prior to taking any corrective actions.
(#2 engine instruments are correlating low as low side failure of ECU trims #2 engine power low, #1 engine’s governing system (ECU) senses decaying RPM R via droop of it’s power turbine, it compensates by increasing it’s power until TGT limiting is reached, RPM R then decays. Initial action is to reduce collective to regain RPM R, next action is to reclaim lost #2 engine power by locking out the malfunctioning #2 ECU and setting #2 engine power manually.
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