V22 Systems Overview

1
V-22 Systems Overview
2
Propulsion Control System (PCS)
The Engine Control System (ECS) is fully
integrated with the Flight Control System (FCS).
The FCS forms the outer loop of the propulsion
control system and provides closed loop control
over Qm and Nr.
The Torque Command regulating System (TQRS)
generates engine and rotor commands via the FCC
to provide mast torque response proportional to
TCL commands from 0-4 inches. TQRS can command
up to 100 Qm for normal power and 109 Qm for
interim power unless limited by engine
performance for a given ambient condition. Any
loss of Qm (ie engine failure) is automatically
Compensated for by the TQRS by adding the
necessary PDS to restore the currently commanded
Qm up to remaining emergency rated engine
performance limits.
(Collective Pitch Commands)
TQRS
BETA Governing
TQRS
FADEC adjusts Wf and CVG to govern Ng for the req
Qe to provide the Qm
commanded by the TQRS
The ECS forms the inner loop of the PCS by
providing closed loop control over Ng through
the FADEC.
3
Engine Instrument Crew Alerting System(EICAS)
Display
4
Engine / Drive Status Layer
100
100
105
35-60
gt90/ lt30 PSI
lt135
111
100
gt140 C
100
101
lt 30 PSI gt150 PSI gt 132 C
60-95 PSI 20-110 C
lt766
gt803 10M
OEI lt50 PSI gt121 C
60-95 PSI 20-110 C
gt100 PSI
lt132
40-65 PSI
5
Electrical Status Layer
Operational Offline (Below RPM Limits)
Failed Component
Operational Online (above RPM Limits)

• 2 x Constant Frequency Generators (Trip ON _at_ 72
  Nr / Trip OFF _at_ 67 Nr) If APU is engaged, GEN
  1 unaffected by Nr
• Also may remain on below 67 Nr Trip value
  determined by load and frequency
• 2 x Variable Frequency Generators (Trip ON _at_ 82
  Nr / Trip OFF _at_ 80-82 Nr)
• VFGs power Ice Protection System (IPS) and
  Environmental Control System (ECS)
• Ea. VFG has a Permanent Magnet Generator (PMG)
  Sole purpose is to power the Flt Control Computer
• (3 VFGs PMG powers FCC 1 4 VFGs PMG
  powers FCC 2)
• 3 x Solid State Converters / 1 x Lead Acid
  Battery
• Associated Busses

4 VFG
1 CFG
2 CFG
3 VFG
6
Flight Control System Status Layer

• Normal operations - Flight Control Surfaces and
  Hydraulic Systems are GREEN.
• When a fault occurs and there is a redundancy
  system - The affected surface is displayed in
  YELLOW.
• A single failure in a triple redundant system -
  Displayed in white crosshatches.
• Failed systems - Displayed in RED.
• When a Hydraulics system is
• Isolated, the GREEN Circle will turn
• YELLOW and filled YELLOW and HYD 1
• ISOL is display in YELLOW below
• circle.
• During normal operation UTIL displayed in
  GREEN characters
• UTIL display in RED with RED SLASH when HYD 3
  fail, Off, Fast Leak or Reservoir Quantity lt 150
  cu in

Reservoir Level in Cubic Inches Should indicate
200 / 400 / 200 /-
4600-5250 PSI Red gt5500 or lt4200

• Vehicle Management System (VMS) Term used to
  describe integration between Hydraulic Systems
  and Flight Control Systems
• 3 x Hydraulic Systems each operating at
  approximately 5,000 psi (4,600 5,250 psi)
• HYD 1 2 1.425 Gallons
• HYD 3 2.86 Gallons
• APLN Mode (84 Nr) 5,000 psi to actuators _at_ 32
  GPM / VTOL Mode (100 Nr) 5,000 psi to
  actuators _at_ 38 GPM

7
Flight Control System Status Layer
HYD 1
HYD 2
HYD 3
8
Hydraulic Systems
9
Hydraulic System Leak Logic
10
CV-22 Fuel System Status Layer

• 2 x Wing Feed Tanks 88 Gal ea./ 598.4 (JP-5)
  (176 Gal /1196.8) Designed to supply ea. engine
  with 30 min fuel / 100 self sealing up to .50
  cal AP ballistic impacts
• 2 x Wing Aux Tanks 294 Gal ea. / 1,999.2 (588
  Gal / 3,998.4) Self sealing on lower 1/3
• 2 x Sponson Tanks 478 Gal ea. / 3,250.4 (956
  Gal / 6,500.8) Self sealing except for top
  surface top 2/3 of outboard surface
• 1 x Right Aft Sponson Tank 316 Gal. / 2,148.8
  Self sealing except for top surface top 2/3 of
  outboard surface
• Total Mains plus Wing Aux Tanks 2,036 Gal. /
  13,844.8
• Provisions for 2 x Cabin Aux Tanks 430 Gal ea.
  / 2,924 (860 Gal / 5,848) Total Ferry 2,896
  Gal. / 19,692.8
• Fuel Burn Sequence 1st Phase Right Aft sponson
  provides fuel to both feed tanks. 2nd Phase
  When Right Aft sponson is empty, x-transfer valve
  closes and forward sponson tanks provide fuel to
  the feed tank on corresponding side.
• Fuel Dump Approximately 800 PPM. All fuel can
  be dumped except that in feed tanks. Cannot be
  initiated with single FMU failure if failure
  occurs during dump, fuel dump but be manually
  shut off.
• APU fuel burn rate is approx 100 PPH from the
  right feed tank (FMU calculates _at_ 300 PPH)
• Cautions L / R Feed Tank Low (lt550 /- 20 / 81
  Gal) L / R Feed Tank Overfill (675 / 99 Gal)
  Fuel Trapped (Not displayed if tank manually
  isolated

11
Gearbox Accessories

• MID-WING GEARBOX
• 1 CFG and 4 VFG
• 3 Hydraulic Pump
• Rotor Brake
• Rotor positioning Unit
• Shaft Driven Compressor
• APU
• MWGB Oil Cooler and Fan (Cools the MWGB, s 1
  4 Gen, SDC and 3 Hydraulic system)

• RIGHT TAGB
• 2 CFG
• Gearbox Oil Pump
• Three Stage Oil Filter Assembly
• 2 Hydraulic Pump
• Nacelle Blower Driveshaft

• LEFT TAGB
• 3 VFG
• Gearbox Oil Pump
• Dual Stage Oil Filter Assembly
• 1 Hydraulic Pump
• Nacelle Blower Driveshaft

12
Longitudinal Flight Control Laws
Lateral Flight Control Laws
13
Directional Control Laws
Thrust / Power Mgmt Control Laws
14
Conversion Traffic Pattern
5
4

• At ABEAM point, Gear Down call to ATC and
  descending turn by reducing power
• 90 position 300 AGL and 80 KCAS

• Level off _at_ 500 AGL 80 KCAS (79) nacelle
• Accomplish Before Landing checks

6
3

• Roll out on final _at_ 150 AGL, 50 KCAS (approx 87
  nacelle) and 12-1500 out
• Coordinate acft deceleration by adjusting
  nacelles to landing setting, ususally 85-95,
  depending on winds

• 40 Kts, wing begins positive lift and control
  surfaces become effective
• Above 200 AGL end of rwy can start turn

7

• 5-10 kts as pilot loses sight of landing spot
• Set hover nacelle as ground speed decays to 0

1
2

• 20 Hover Established
• Eng Inst Normal
• Torques Matched

• Slowly rotate nacelles fwd to 75
• Adjust cyclic to maintain level nose
• Add power to initiate climb

15
Approaches

• Run-On Landing
• Extend 3-5 seconds past ABEAM
• 90 position 300 AGL 80 KCAS
• Maintain 80 KCAS on final adj power to control
  ROD
• 15 AGL, initiate slight flare
• Touchdown should occur between 55-60 KCAS, not
  less than 25-30 KCAS
• After TD, reduce power to minimum and rotate
  nacelles full aft

• Nose-Level Steep Approach
• Fly approach to arrive _at_ 300 AGL, 45-50 KCAS
  (80-85 nacelle) with intended point of landing
  off the nose
• Coordinate deceleration by adjusting nacelles
  (85-95)as acft descends on glide scope
• Anticipate the need for power as airspeed is
  decreased below 30 kts

• Nose-Low Steep Approach
• Fly approach to arrive _at_ 300 AGL, 45-50 KCAS
  (80-85 nacelle) with intended point of landing
  off the nose
• As acft approaches desired glide slope, adjust
  nacelles full aft and lower nose 5-7 below the
  horizon
• Reduce power to begin descent (no greater than
  800 FPM
• At approx 50 AGL, simultaneously set hover
  nacelle and a level nose attitude and continue
  with Nose-Level profile

16
Departures

• Short Takeoff (STO)
• Center Nose Wheel, Power Steering to OFF
• Hold Brakes and position nacelles (70 if close
  to hover power is available, 60 otherwise)
• Set cyclic stick position 1 aft
• Release brakes advance TCL to full forward (2-3
  seconds)
• Rotation speed shall be at least 40 kts if
  nacelles are less than 70 and CG is forward of
  STA 398 or crosswind component exceeds 5 knots
  unless liftoff occurs naturally

• Maximum Gross Weight Takeoff
• Used when acft only has HIGE power and STO is not
  an option
• Interim Power should be selected ON when marginal
  power and max weight exists
• Establish a normal hover, then rotate nacelles
  1-2 forward
• 20-25 kts, translational lift produces a
  significant tendency to climb
• Continue to rotate nacelles at a slow steady pace
  and commence a climb
• Accelerate past 60 KCAS prior to rotating
  nacelles forward of 71 so that maximum use of
  Interim Power can be accomplished
• Allow aircraft to climb normally while continuing
  to adjust nacelles towards 61 and maintaining a
  level nose attitude