Part 83, page 313

Transcript

The scan is the source; the transcript is machine-generated from it.

functions are classified primarily into two types: (A) The switch contacts open before N1 RPM reaches 28 to 30% and the engine cannot be started. This type malfunction is caused when the set screw (see figure 2, number 2) works loose, allowing the RPM adjusting screw (number 1) to change to a lower RPM adjustment. (B) The switch contacts fail to open after a successful engine start. This allows the engine starting system to remain energized and keeps the starter energized and connected to the D. C. essential bus. The starter is a direct drive starter-generator driven by the engine, and when energized, it produces a D. C. voltage. This unregulated and unfiltered voltage is providing a source of D. C. voltage to the D. C. essential bus, to which it is connected, and can have a detrimental effect on the aircraft's electrical-electronics systems. Also, if this condition goes undetected or is allowed to exist after detection, the starter will overheat and may cause a fire.

The recommended means for detecting this type of malfunction after the engine is operating, is to remove the APU, switch off the aircraft's battery and D. C. generator and then determine if any lights in the cock-

---

pit are glowing. If lights are glowing, it is an indication that the starter is still energized, due to a malfunctioning speed switch, and providing D. C. voltage to the D. C. essential bus. This condition can be temporarily resolved by pulling the "engine starting" circuit breaker and then re-setting it. This action does not open the speed switch contacts, but deenergizes the starting relay, which disconnects the "latching" switch paralleled across the start switch and deenergizes the complete starting system. The described malfunction is caused when several parts in the switch's actuating mechanism wear, changing the stroke length required to actuate the micro switch.

Considering that most speed switch malfunctions are caused by the changing of the initial RPM adjustments, it is safe to assume that the majority of malfunctioning units can be made to function properly after a few relatively simple adjustments. It is recommended that the following procedures be adhered to when adjusting a speed switch, P/N AE47-2 and -3. The procedures are divided into three groups corresponding to the type of malfunction encountered and taking into consideration the availability of a special cut-away cover, P/N SK-11464.

---

Figure 2.

1. RPM adjusting screw 2. Set screw 3. Governor spring 4. Adjusting screw 5. Lock nut 6. Output receptacle

---

HU2K-1 ACTIVITIES

Kaman Aircraft reps who will serve as Field Service Representatives when the HU2K-1 joins the fleet, recently completed a maintenance course at NAS Lakehurst, N.J., as an accelerated introduction prior to undergoing highly-specialized training at the company plant. The course, primarily established for Navy personnel, was conducted by military instructors attached to NAMT Det. 1070 and utilized one of the HU2K-1 maintenance trainers built by KAC for the Navy.

The decision to send "contractor reps" to Lakehurst was based primarily on the spirit of cooperation which has existed between the Navy and contractor since work first began on the maintenance trainer. Navy experts worked closely with KAC engineers during the year-and-a-half of research and planning which are represented in the device. As a result, the trainer is one of the most efficient ever developed and training time can be cut drastically through its use.

With this in mind, KAC accepted an invitation from NAMTG, Memphis, Tenn., to use the Lakehurst facilities to complete their quota of students for these classes and at the same time the field representatives taking transitional training could receive the benefit of the "nut-shelf" instruction provided by the trainer.

Another benefit which the reps received while at Det. 1070 was the opportunity afforded to study Navy training methods and also to discuss with the instructors the questions which had been asked by Navy personnel attending preceding classes. Information of this type, supplied by knowledgeable instructors is, of course, invaluable to the men who will later work closely with Navy HU2K-1 maintenance crews. Contrariwise the Navy instructors received benefit from discussion with the reps to help refine their training course.

Earlier, the Navy instructors had attended an eight-week course at KAC in the operation and maintenance of the trainer, two of which were constructed by Kaman Aircraft for the Navy. One was sent to the detachment at Lakehurst, the other is now at Det. 1071, NAAS Ream Field, Calif.

---

ADMIRAL UTILIZES HU2K-1 DURING VISIT— Rear Admiral Paul D. Stroop, Chief, Bureau of Naval Weapons, visited Kaman facilities at Bloomfield, Bradley Field and Moosup, Conn., recently. The Admiral flew as co-pilot in the SEASPRITE during the trip between Bradley Field and Moosup.

---

Each of the maintenance trainers consists of four panels: (1) Hydraulic; (2) Flight Controls, Transmission and Power Plant; (3) Electrical; (4) Navigation System. All of the panels are mobile and the main trainer can be disassembled in three minutes so that its individual main components, such as the Automatic Stabilization Equipment, can be studied in separate classrooms. This allows the various specialty ratings to receive simultaneous and uninterrupted instruction, thereby eliminating the need to wait while one group is checked out in a specific area. Afterward, when the trainer is reassembled (again a matter of minutes), these specialists are afforded the opportunity to see how their areas function in conjunction with others in the helicopter, thus giving them the "whole picture."

To make the trainer as realistic as possible, actual aircraft hardware has been used throughout and all of the panels include provisions which enable the instructors to simulate possible malfunctions in the various systems and components. In this way, maintenance personnel receive first-hand experience in trouble shooting on representative components under ideal conditions K

---

SPECIALISTS—KAC employees who recently attended the HU2K-1 training school conducted at NAMTD 1070, NAS Lakehurst, N.J.; and their instructors. Kneeling, left to right, are R. E. Schwartz, R. E. Lambert, D. G. Beasley, W. C. Moris, E. F. Geblein, L. C. Lyman, KAC. Standing A. P. MacCracken, A[illegible]c, F. H. Engelman, AMSC, A. J. Niemoklos, ADJ[illegible], D. W. Weiner, ADJ2, S. E. Waldrop, AMHC, J. C. Brandon, AON1, D. W. Glassman, AE[illegible], Instructors; F. Heffernan, KAC; W. R. Hoyle, ATC, Instructor.

---

14 KAMAN ROTOR TIPS AUGUST, 1962 7

---

DB Cooper-36786