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PNEUMATICS SUBSYSTEM FOR THE BLACKHAWK

Overview of Pneumatics. Bleed-air sources2 main enginesAPUExternal source (AGPU or buddy line")UsesDrive the engine startersHeating system operationExternal range fuel system. Overview of Pneumatics (cont'd). Heating and ERFSNormally fromMain engines in flightMain engines or APUExternal

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PNEUMATICS SUBSYSTEM FOR THE BLACKHAWK

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    1. PNEUMATICS SUBSYSTEM FOR THE BLACKHAWK

    2. Overview of Pneumatics Bleed-air sources 2 main engines APU External source (AGPU or “buddy line”) Uses Drive the engine starters Heating system operation External range fuel system

    3. Overview of Pneumatics (cont’d) Heating and ERFS Normally from Main engines in flight Main engines or APU External Source AGPU Other Blackhawk Check valves Each bleed-air source Shutoff valve at each main engine

    4. Overview of Pneumatics (cont’d) APU bleed-air Start each main engine individually Both main engines within a reduced range

    5. Limitations Engine Starter Limits 60 seconds between cycles £ 15°C 2 starts, 3 minute rest, 2 starts, 30 minute rest > 15°C 2 starts, 30 minute rest Pneumatic Source Inlet Min. 40 psig & 30 ppm @ 149°C Max. 50 psig @ 249°C

    6. Limitations (cont’d) Engine Start Limits 700 ³ 20,000' may hot start 701 ³ 18,000' may hot start Crossbleed Start Anti-ice light off Ng ³ 90% 100% RPMR Starting >14,000'

    7. Limitations (cont’d) Engine and Engine Inlet Anti-Ice Limitations @ £ 10% TRQ, will not have full anti-ice capability Avoid extreme low power requirement operations Avoid ground ops <100% RPMR during icing conditions Cabin heating OFF before starting high rate of descent

    8. Performance Planning Considerations Engine Anti-ice -16% TRQ +60 lbs/hr Heater -4% TRQ +20 lbs/hr Both -20% TRQ +80 lbs/hr

    9. Emergency Procedures CAUTION If TGT rises above 538°C after shutdown, place AIR SOURCE HEAT/START switch as required, turn ENGINE IGNITION switch OFF, and press starter to motor engine for 30 seconds or until TGT decreases below 538°C.

    10. Emergency Procedures (cont’d) ENGINE RESTART DURING FLIGHT After an engine failure in flight, an engine restart may be attempted. If it can be determined that it is reasonably safe to attempt a start, the APU should be used. Use of a crossbleed start could result in a power loss of up to 18% on the operational engine.

    11. Summary Overview Limitations (Chap. 5) Performance Planning factors (Chap. 7) Emergency Procedures (Chap. 9) STUDY!

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