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to engage the BUCS for each flight control is approximately
1.75 inches, except longitudinal cyclic which is
about 2.25 inches.
In the example, the logic the BUCS used to automatically
engage was that the pilot and CPG lateral cyclic
LVDTs were in agreement and the two LVDTs on the
lateral actuator were in agreement, but that the difference
or mistrack between the two sets was the equivalent
of a lateral input greater than 1.75 inches. Therefore,
the mechanical linkage must be severed between
the actuator and the lateral cyclic controls in both crew
stations.
The effect of the CPG assuming control
with the BUCS select trigger
switch is to transfer control of the helicopter
from a flight control that still
retains some integrity to a non-redundant
electronic means of flight
control. This shall only be done if the
pilot is incapable of flying the helicopter.
If the lateral cyclic is severed between the pilot and
CPG stations, the BUCS will not automatically engage
because the pilot still has mechanical integrity between
his lateral cyclic and the lateral actuator. The CPG is
still capable of flying the helicopter with lateral cyclic
by pressing the BUCS select trigger switch on his collective
and making greater than a 1.75 inch lateral input.
This will cause the BUCS to engage for the lateral
flight control. The CPG shall assume control in this
manner only in the most extreme of emergency conditions.
Change 4 2-47
TM 1-1520-238-10
b. a Control Jam Engagement Logic. To engage
the BUCS for a flight control jam, the crewmember flying
the helicopter must exert enough force on the
jammed flight control to break the pin in the SPAD.
Each flight control in each crewstation has its own
SPAD. The force required to break the pin in a SPAD is
different for each of the flight controls; the required
forces are less for the pilot than the CPG. Microswitches
inside the SPAD cause the BUCS to engage
when a pin is sheared. For example: if a lateral cyclic
jam occurs, the pilot has to exert a force, left or right, to
break the pin in the pilot lateral SPAD. The BUCS will
then engage using the pilot lateral cyclic LVDT for control
inputs. The CPG lateral cyclic may or may not
move in response to the lateral main rotor actuator motion.
If the jam is severe enough, the lateral cyclic controls
may still be jammed from the CPG perspective.
The mechanical flight control connections at the flight
control actuators are designed to allow full actuator
motion with the mechanical flight controls still
jammed.
In the example, the pilot, now unjammed, makes lateral
control inputs and the lateral main rotor actuator responds.
If the act of breaking the pilot lateral SPAD allows
freedom of motion for the lateral cyclic control
linkage, the CPG lateral cyclic will follow the lateral actuator
motion. If still jammed, the CPG lateral cyclic
will not move. The CPG is still capable of flying the helicopter
in either of these conditions. The CPG has to
break his lateral SPAD to transfer control of the BUCS
to his lateral cyclic LVDT. If the cyclic is following the
motion of the actuator, the CPG only has to input a
force opposite the motion until his lateral SPAD shears.
If the control linkage is still jammed, the CPG exerts
enough force in either direction until his lateral SPAD
breaks. This shall be done only in the most extreme of
emergency conditions and only if the pilot is incapable
of flying the helicopter.
NOTE
To prevent an erroneous BUCS FAIL
light during generator shutdown, turn
GEN 2 switch (fig 2-37) OFF prior to
GEN 1 switch. If BUCS FAIL light illuminates
during generator shutdown, turn
light off by toggling the PITCH, ROLL,
or YAW switch on the ASE control panel.
C. 0 BUCS FD/LS. BUCS is monitored continuously.
If a BUCS failure is detected, BUCS will not engage
in the affected axis and the BUCS FAIL warning
light in each crew station illuminates. To assure that
BUCS is fully operational, a preflight self-test is provided
in addition to the on-command DASE FD/LS test.
The self-test verifies the integrity of BUCS before starting
engines. The BUCS self-test requires primary hydraulic
pressure within normal limits, RTR BRAKE
switch set to BRAKE, flight controls centered, collective
friction off, both PWR levers in the IDLE position
or below, the helicopter on the ground and BUCS not
engaged. All DASE channels must be off.
d. a Control Locks. The control locks protect the
shear pins in the pilot and CPG cyclic longitudinal and
　
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