FAM 5 Flashcards
Stabilator Indicating System Failure
STAB position indicator itself is not working or failed
On first takeoff, call our “3 positive rates, airspeed is off the peg, safe single airspeed, STAB programming”
What do you do if the STAB doesn’t start programming on T/O?
The only indication that the indicator itself has failed is the FAIL flag, otherwise treat it at as STAB Auto Mode Failure
If the stabilator indicating system operation is questionable in automatic mode, what do you do?
- Stabilator - check position visually
If indication is erratic and/or lost:
- STABILATOR AUTO CONTROL pushbutton - do NOT engage
- STAB IND CB - Cycle (center, ac essential rw 1, cb 6)
If normal operation is not restored:
4. Land as soon as practicable
What do you lose during a total electrical failure/dual-gen failure?
All FD/MDs
So it is important to get though the EP as quick as possible so you can get the APU on and get your screens back
Dual-Gen failure vs. Dual-Converter failure?
If you have bezel key backlighting or the RCU is on, and you can move the stabilator (visually via the mirror), then you have converter (DC) power (so it’s “just” an AC power failure.)
If you have stab position indication on the stabilator indexer, then you have AC power.
If everything is completely black, it’s a TOTAL (AC and DC) power failure, in that situation the battery will give you backup instruments for 9 minutes - night (battery life no more than 11 mins during the day)
Electrical power failure/dual generator failure 4 paragraph warnings, 2 EP warnings, 2 EP notes
- safe altitude and airspeed - establish
- stabilator - check position, slew as required
- APU Emergency Start procedure - perform
- CMPTR PWR/RESET, SAS 1, SAS 2, TRIM, AUTO PLT, STABILATOR AUTO CONTROL pushbuttons - on
W1. during any emergency where generators are secured intentionally or inadvertently, severe repercussions could result. In any case, actual flight conditions (night/IMC/power required) will dictate the immediate procedures to be followed. It may not be advisable to secure electrical power, which will result in the loss of AFCS, normal ICS, and FD/MD, prior to achieving VMC or landing/ditching.
W2. Without electrical power to the DC primary buses, the engine and inlet anti-ice valves are automatically opened. With an improperly operating engine inlet anti-ice system, a loss of up to 49% power (per engine) is possible.
W3. During a total loss of AC power, the only lighting source that will illuminate the center console/backup instruments are the secondary lights (glare shield and lower console lights) as they are powered by the #2 AC Primary bus. No backlighting will be provided to the backup magnetic compass, as that it powered by the center console/backup lights.
W4. On aircraft with no installed LWR CNSL SEC LTS rheostat the lower console light will remain ON unless the LIGHTS SEC PANEL (PILOT OVHD CB panel) CB is pulled. Pulling this CB will also secure the glare shield lights. In the event of a total loss of AC power, this CB must be reset in order to provide any lower console or glare shield lighting.
W5. Loss of electrical power to the engine will result in engine anti-ice activation regardless of engine anti-ice or DE-ICE MASTER switch position, reducing max torque available by up to 18% (per engine, so 36% total). With a malfunctioning inlet anti-ice valve, torque available can be reduced by as much as 49%
W6. Exceeding airspeed vs. stabilator angle limits may result in unrecoverable pitch angles
N1. the capability of slewing the STAB is retained via the DC ESNTL bus using battery power. Travel is limited to 35-deg if full down or 30-deg if full up when a power failure occurs
N2. The stabilator position indicator will be INOP with no power to the AC ESNTL bus. Attempt to check visually
BATTERY FAULT caution
Cause: possible overtemp/internal malfunction
non-memory
Note: if the APU gen is the only source of AC power and it is secured with the battery off, the APU will shutdown
BATTERY LOW CHARGE caution
Cause: battery is LESS THAN/EQUAL TO 40% charge
non-memory
N1: with the battery below 35% charge, the DC ESNTL bus will be dropped from the battery bus
N2: with no other source of DC power for the DC ESNTL bus and the battery below 30%, battery power ay not be sufficient to activate the fire extinguisher CAD
(#1/#2 single) FUEL PRESS/FLTR BYPASS caution
Cause: Low Fuel px from the respective engine-driven boost pump; fuel bypassing the filter
- Fuel selector lever (affected engine) - XFD (DIR if currently in XFD)
W: intermittent appearance of a FUEL PRESS caution may be an indication of air leaking into the fuel supply lines, which could cause momentary fluctuation in engine power or flameout
1 AND #2 (dual) FUEL PRESS/FLTR BYPASS
Cause: low fuel px from the respective engine-driven boost pump; fuel bypassing the filter
- Land as soon as possible
- APU Emergency start procedure - Perform
W1: Intermittent appearance of a FUEL PRESS caution may be an indication of air leaking into the fuel supply lines, which could cause momentary fluctuation in engine power or flameout
W2: Be prepared for dual-engine failure. Recommended airspeed is 80KIAS to minimize Nr droop should a dual-engine failure occur
N: Consideration should be given to performing applicable steps of the Immediate Landing/ditching emergency procedure
Uncommanded fuel dumping
non-memory
verify dump switch Is off then check the switch, pull CBs to stop
Can the helicopter be flown in utility mode? What do you have? What do you lose?
Yes, it can be flown without the card.
With MSN CMPTR on you maintain radar
but you lose:
- ISAR and ARPDD radar modes
- ESM
STABILATOR caution
Stabilator auto mode failure
- PAC call - “STAB, STAB, STAB”
- cyclic - arrest pitch rate
- collective - do not reduce
- MAN SLEW switch - adjust to 0 degrees
Note: in manual mode the following are not recommended: 1. swimmer deployments lower than 15’AGL; 2. night takeoffs, approaches and landings; 3. automatic approaches to a hover; 4. simulated emergency procedures, including practice autorotations; 5. flight in known IMC
W1: a combination of high airspeed/low altitude coupled with a runaway down stabilator (indicated by a significant uncommanded nose-down pitch change) will necessitate immediate pilot action to maintain control of the aircraft. Primary consideration is to disengage the automatic mode by activating manual mode slewing as required.
W2: at high airspeeds immediate recognition and flight control input are essential to avoid an unrecoverable attitude. It is essential for the PNAC to slew the stabilator to 0 degrees immediately to gain control of the aircraft. If acceleration is continued with the stabilator in the full down position, longitudinal control will be lost
W3. Without stabilator auto mode, careful aircrew coordination to manually slew the stabilator is required to avoid undesirable and potentially dangerous flight regimes and/or aircraft attitudes
Stab doesn’t program on t/o or ITO
- “Stab Stab stab”
- Cyclic - arrest pitch rate
- Collective - do not lower
- Man slew - adj to 0 degrees
Stab auto mode failure
If the flag says off then do Stab indicator failure
PAS malfunction/landing
Really hard to move controls (aka boost off landing). Not a hardover because you have cautions, a hardover will have NO warnings/caution lights
- Fly a shallow approach to 20 ft hover over a landing spot
* *SAS/BOOST should not be re-engage below 20’AGL - Once established in a hover, arrest drift and lower collective to land. Restablish hover at 10’AGL. Anticipate left yaw from collective to yaw control mixing.
- Land with ZERO LATERAL DRIFT, slight fwd is ok. On touchdown, collective full down until boost is re-engaged.
