H-34 Choctaw/Systems - Revision history

Kelly: /* Altimeter Settings */

2021-09-16T01:08:50Z

‎Altimeter Settings

Kelly: /* Altimeter Settings */

2021-09-16T01:08:05Z

‎Altimeter Settings

Kelly: /* Altimeter Settings */

2021-09-16T00:56:48Z

‎Altimeter Settings

Kelly: /* Overhead Panel */

2021-09-16T00:55:19Z

‎Overhead Panel

Kelly: /* Automatic Stabilization Equipment (ASE) */

2021-09-16T00:41:00Z

‎Automatic Stabilization Equipment (ASE)

Tsukino.firethorn: /* Alternating Current Power Supply System */

2021-08-25T19:16:35Z

‎Alternating Current Power Supply System

Tsukino.firethorn: /* Engines and Related Systems */

2021-08-21T01:55:44Z

‎Engines and Related Systems

Kelly: /* Hydro-Mechanical Clutch */

2021-08-13T16:50:51Z

‎Hydro-Mechanical Clutch

Tsukino.firethorn: /* Mixture Control Lever */

2021-08-13T04:13:44Z

‎Mixture Control Lever

Kelly: /* Carburetor */

2021-08-12T13:24:34Z

‎Carburetor

@@ Line 75: / Line 75: @@
   alt 30.24
-to set the altimeter directly.  The current altimeter setting can be obtained by querying the METAR (https://www.shergoodaviation.com/weather.php) for the current location, or using the radios to get the current ATIS information ([[SL_Helicopter_Flying_Handbook/Weather#ATIS]]).
+to set the altimeter directly.  The current altimeter setting can be obtained by querying the METAR (https://www.shergoodaviation.com/weather.php) for the current location, or using the radios to get the current ATIS information ([[SL_Helicopter_Flying_Handbook/Weather#ATIS|SL Helicopter Flying Handbook - Weather]]).
 When advanced weather is disabled, the altimeter will revert the standard pressure value of 29.92, and manual adjustment of the altimeter will not be necessary.

@@ Line 71: / Line 71: @@
 <figure id="fig:altimeter"><caption>Altimeter and Kollsman Window</caption></figure>]]
-The altimeter includes an adjustment
+When advanced weather is enabled (see [[H-34_Choctaw/All_Weather_Operations#Advanced_Weather|Section 11. Advanced Weather]]), local barometric pressure will affect the altimeter and must be adjusted for.  This is done through the Kollsman window, a small window on the right edge of the altimeter showing the current barometric at sea level for the current location in inches of mercury.  The value can range between 28.00 and 31.00, with 29.92 being "standard pressure".  To adjust the altimeter to a specific value, press and hold the mouse on the left (decreasing) or right (increasing) side of the adjustment knob in the lower left corner of the altimeter.  Alternatively, you can use the chat command:
   alt 30.24
 === Rotor and Power Train System ===

@@ Line 70: / Line 70: @@
 [[File:S58-altimeter.png|thumb|right|
 <figure id="fig:altimeter"><caption>Altimeter and Kollsman Window</caption></figure>]]
 === Rotor and Power Train System ===

← Older revision		Revision as of 00:55, 16 September 2021
Line 65:		Line 65:

	The overhead panel includes various miscellaneous switches including most of the lighting controls, and controls for the hoist and heating systems.		The overhead panel includes various miscellaneous switches including most of the lighting controls, and controls for the hoist and heating systems.
		+
		+	==== Altimeter Settings ====
		+
		+	[[File:S58-altimeter.png\|thumb\|right\|
		+	<figure id="fig:altimeter"><caption>Altimeter and Kollsman Window</caption></figure>]]

	=== Rotor and Power Train System ===		=== Rotor and Power Train System ===

← Older revision		Revision as of 00:41, 16 September 2021
Line 479:		Line 479:

	The ASE also includes two knobs, one labeled C.G. TRIM and the other labeled YAW TRIM. The C.G. TRIM knob can be used to adjust the zero point for longitudinal cyclic control by a small amount, while the YAW TRIM knob can be used to adjust the zero point of the pedals.		The ASE also includes two knobs, one labeled C.G. TRIM and the other labeled YAW TRIM. The C.G. TRIM knob can be used to adjust the zero point for longitudinal cyclic control by a small amount, while the YAW TRIM knob can be used to adjust the zero point of the pedals.
		+
		+	===== Heading Changes =====
		+
		+	When the ASE is enabled and a heading is held, the established heading can be changed be making turns with the pedals. When a pedal is pressed by the pilot, the heading lock feature of the ASE is disabled for 2 seconds, then relocks on the new heading. To make a turn, simply use the pedals to make a slow turn, then release the pedal once established on the desired heading.
		+
		+	===== Extended Commands =====

	The ASE in the S-58 is intended to be much more primitive than in modern aircraft. As such, additional autopilot functionality is disabled by default. By going into the @Realism menu and disabling "Basic AFCS", additional autopilot functionality can be enabled through chat commands.		The ASE in the S-58 is intended to be much more primitive than in modern aircraft. As such, additional autopilot functionality is disabled by default. By going into the @Realism menu and disabling "Basic AFCS", additional autopilot functionality can be enabled through chat commands.

@@ Line 416: / Line 416: @@
 ==== Alternating Current Power Supply System ====
-Power for the AC system is provided by two 115-volt inverters and distributed through two AC buses.  Both inverters are powered by the primary DC bus, but the No 2 inverter is controlled by the monitored bus and requires it to function.  The inverters are located in the left-hand side of the clutch compartment just aft of the engine compartment.  The No 1 Inverter supplies 250 VA while the No 1 inverter supplies 2500 VA.  The No 1 Inverter supplies power for items essential for safe flight, while the No 2 Inverter supplies power for non-essential equipment such as the AFCS.  In normal operation, the No 1 Inverter powers the No 1 AC bus and the No 2 Inverter powers the No 2 AC bus.  A guarded switch on the main switch panel labeled FLT INST PWR can be used to power the No 1 AC bus from the No 2 inverter in the event that the No 1 inverter fails.  This switch is normally left in the NO 1 INV position.  When it is placed in the No 2 INV position, the No 2 Inverter supplies both AC busses.
+Power for the AC system is provided by two 115-volt inverters and distributed through two AC buses.  Both inverters are powered by the primary DC bus, but the No 2 inverter is controlled by the monitored bus and requires it to function.  The inverters are located in the left-hand side of the clutch compartment just aft of the engine compartment.  The No 1 Inverter supplies 250 VA while the No 2 inverter supplies 2500 VA.  The No 1 Inverter supplies power for items essential for safe flight, while the No 2 Inverter supplies power for non-essential equipment such as the AFCS.  In normal operation, the No 1 Inverter powers the No 1 AC bus and the No 2 Inverter powers the No 2 AC bus.  A guarded switch on the main switch panel labeled FLT INST PWR can be used to power the No 1 AC bus from the No 2 inverter in the event that the No 1 inverter fails.  This switch is normally left in the NO 1 INV position.  When it is placed in the No 2 INV position, the No 2 Inverter supplies both AC busses.
 An instrument power failure light labeled INST PWR FAILURE is located to the right of the switch.  This light will illuminate when there is power supplied to the primary DC bus and there is no power supplied to the No 1 AC bus.

@@ Line 179: / Line 179: @@
 [[File:S58-engine.png|200px|thumb|right|
 <figure id="fig:engine"><caption>
-Engine: 1) Supercharger, 2) Carburetor, 3) Aux. Hyd. Pump, 4) Dual Magnetos, 5) Wiring Harness, 6) Starter
+Engine: 1) Supercharger, 2) Carburetor, 3)Dual Magnetos, 4) Aux. Hyd. Pump , 5) Wiring Harness, 6) Starter
 </caption></figure>]]
+|

@@ Line 131: / Line 131: @@
 <figure id="fig:clutchHook"><caption>Clutch and Hook Controls</caption></figure>]]
 |}
 The hydro-mechanical clutch (#1) is located between the engine and the main transmission drive shaft in the clutch compartment (<xr id="fig:clutch"/>).  Access is through two grated doors on the sides of the aircraft nose behind the engine compartment.  The clutch is composed of a fluid coupling, a mechanical coupling and a freewheeling unit.  The function of the fluid coupling is to allow the engine to be started and operated at any speed while completely disengaged from the transmission and to provide smooth acceleration of the transmission and rotor systems. The mechanical coupling provides a direct coupling between the engine and transmission after the fluid coupling has brought the system has been brought to engaging speed by the fluid coupling.  The freewheeling unit prevents drag from the engine in the event of an autorotation by automatically disengaging the engine from the transmission if the engine speed drops below the transmission speed.

@@ Line 228: / Line 228: @@
 </caption></figure>]]
-The mixture control lever (see <xr id="fig:mixture"/>) is located on the right side of an engine control quadrant mounted on a console between the pilot and copilot seats.  The lever has a red handle on the end and is marked MIXTURE next to the lever.  It has three positions marked IDLE CUT-OFF, NORM and RICH.  The RICH position is used for ground operations and take-off and landing, and any operations requiring more than 50" MP.  The NORM position should be used while in cruise flight.  The IDLE CUT-OFF position will cut fuel to the engine for shutdown and securing.
+The mixture control lever (see <xr id="fig:mixture"/>) is located on the right side of an engine control quadrant mounted on a console between the pilot and copilot seats.  The lever has a red handle on the end and is marked MIXTURE next to the lever.  It has three positions marked IDLE CUT-OFF, NORM and RICH.  The RICH position is used for ground operations and take-off and landing, and any operations requiring more than 47.5" MP.  The NORM position should be used while in cruise flight.  The IDLE CUT-OFF position will cut fuel to the engine for shutdown and securing. Operation between detents is not permitted and may damage the aircraft.
 Clicking on the engine quadrant will bring up an overlay with scales for the mixture, carburetor heat and the starter and primer buttons.  Mixture is controlled through the red scale on the overlay.  Click on the X in the upper right corner to hide the overlay.

@@ Line 195: / Line 195: @@
 A double-barrel, downdraft, injection-type carburetor is mounted at the entrance to the supercharger inlet.
-===== Throttle =====
+==== Throttle ====
 [[File:S58-throttle.jpg|thumb|right|
@@ Line 221: / Line 221: @@
 The throttle is partially linked to the collective by a correlator which will increase throttle as the collective is pulled, and decrease throttle as the collective is lowered.  In addition a throttle governor will engage above 2100 RPM to keep the engine, initially, at approximately 2500 RPM.  Once the governor control is established, the pilot may change the governor setpoint by manually changing the throttle between 2100 and 2800 RPM.  After a manual throttle change, the governor will reengage at the new RPM.  To disengage the governor, roll the throttle below 2100 RPM.
-===== Mixture Control Lever =====
+==== Mixture Control Lever ====
 [[File:S58-mixture-overlay.jpg|thumb|right|
@@ Line 232: / Line 232: @@
 Clicking on the engine quadrant will bring up an overlay with scales for the mixture, carburetor heat and the starter and primer buttons.  Mixture is controlled through the red scale on the overlay.  Click on the X in the upper right corner to hide the overlay.
-===== Carburetor Air Lever =====
+==== Carburetor Air Lever ====
 The carburetor air lever (see <xr id="fig:mixture"/>) is located on the left side of an engine control quadrant mounted on a console between the pilot and copilot seats.  The lever has a white handle on the end and is marked CARBURETOR next to the lever.  It is marked DIRECT at the forward end, and ALTERNATE at the aft end of the scale.  The lever is used to provide heated air to the carburetor to prevent icing.  In the DIRECT position, air is drawn directly through the air intake.  As the lever is moved toward the ALTERNATE position, part of the intake air is redirected through a duct heated by the engine exhaust manifold.  When the carburetor temperature is between 0C and 20C (yellow arc), carburetor heat should be applied to prevent icing. Use of carburetor heat may require increased throttle due to the lower density of the warm air entering the engine.