Emergency Procedures Flashcards
Engine Malfunction in Flight (R/S)
- Control Nr
W: Flying with greater than 110% Tq with one engine inoperative may result in unrecoverable decay of Nr in the event of a duel-engine failure. - CONTGCY PWR sw - ON
- Single-engine conditions - Establish
- ENG ANTI-ICE sw - As required
W: With engine anti-ice on, up to 18% torque available is lost. Torque may be reduced as much as 49% with improperly operating engine inlet anti-ice valves - External Cargo/Stores/Fuel Jettison/Dump, as required
- Identify malfunction
Engine High-Side Failure In Flight (R/S)
- EMIF EP - Perform
N: Ng does not pass through the EDECU and is highly reliable
N: Tq may be erratic and drop off for high side conditions driven by EDECU failure - PCL (malfunctioning engine) - Retard to set: Tq 10% below good engine, or Matched Ng, or Matched TGT
C: Np over speed at 120% will flame out engine and relight. This cycle will continue until Np/Nr is controlled. A yaw kick may be experienced each time the engine delights.
N: With high collective settings, Nr may increase slowly making high-side failure confirmation difficult. Reducing collecting will reveal increasing Nr.
Engine High-Side Failure On Deck (R/S)
- PCLs - IDLE
Engine Low Side Failure (R/S)
- EMIF EP - Perform
* Indications include Tq 10% less, Ng 5% less, Np<98, and Nr<97%
Engine Tq or TGT Spiking/Fluctuations (R/S)
If an engine instrument is soling/fluctuating and inducing secondary indications in Ng, Np, and/or Nr:
1. EMIF EP - Perform
If fuel contamination is suspected:
2. LASAP
W: PCL movement during engine fluctuations may precipitate an engine failure. Consider APU Emergency Start procedure prior to manipulating PCLs. Maintaining a low power setting when moving PCLs will minimize the Nr decay rate if the malfunctioning engine fails
Compressor Stall (R/S)
- EMIF EP - Perform
- PCL (malfunctioning engine) - IDLE
C: If the Ng decay relight feature attempts to relight the engine, subsequent compressor stalls may occur and damage the engine. A yaw kick may be experience each time the engine delights. The engine must be manually shutdown.
Engine High-Speed Shaft Failure (R/S)
- EMIF EP - Perform
- PCL (malfunctioning engine) - OFF
C: Following a high-speed shaft failure, the engine will over speed, the Np over speed protection will flame out the engine, and the auto-ignition system will activate the relight feature. The engine governor will EVENTUALLY. bring Np down towards 100%. The engine must be manually shut down to prevent further damage.
*The Np sensor is unreliable with No<20%
*Np 3%>Nr with Tq<10% indicated this EP.
Abort Start (R/S)
To abort start:
1. PCL - OFF
2. ENG IGN sw - OFF
If oil pressure is indicated:
3. Starter - Engage
C: Failure to immediately stop fuel may result in an over temperature
*14 in 6, oil in 30, light off w/in 30 of IDLE, starter out<52% Ng, and TGT likely to exceed 851 deg C before IDLE speed is attained.
Engine Malfunction During HVR/T/O (R/S)
- Control Nr
- CONTGCY PWR sw - ON
If a suitable ldg site exists or unable to transition to fwd flt: - Set level attitude, eliminate drift, cushion landing
If able to transition to fwd flt: - EMIF EP - Perform
Dual Engine Failure (R/S)
- Autorotation Establish
- Imm Ldg/Ditching EP - Perform
If time and alt permit: - Engine Air Restart EP - Perform
W: Nr decays rapidly. Delay in lowering collective could result in a catastrophic failure of the rotor system due to instability at low rom.
W: Altitude hold will attempt to retain altitude with collective if Trim release on collective is released. Must deselect altitude hold.
W: Flying with >110% Tq with one engine inop, may result in an unrecoverable decay of Nr in the event of a dual-engine failure. Generators will drop off-line at 80% Nr
C: If you balloon or level off in the flare, freeze collective until decent returns and cushion. Do not lower collective
N: With both engines secured, cushioning collective pull at the bottom will yaw left in a real engine off scenario.
Single Engine Failure in Flight (R/S)
- EMIF EP - Perform
* Engine out or Tq Split caution
Engine Air Restart (R vs S)
1S. #1 and #2 Fuel Boost pb - ON
2(1R). APU Emergency Start Procedure - As Required
3. ENG IGN sw - NORM
4. Fuel Sel Lever - DIR or XFD
5. PCL - OFF
6. Starter engage, motor engine.
7. PCL - IDLE (TGT 80C or less, if time permits)
8. PCL - Advance to FLY after starter dropout.
W: If APU is unavailable, and a crossbreed start is necessary, max Tq available will be reduced during the start sequence. Depending on conditions, level flight might not be possible. Ensure AIR SOURCE ECS/START switch is placed in ENG for crossbreed starts.
APU Emergency Start (R/S)
- ECS - OFF
- AIR SOURCE ECS/START sw - APU
- FUEL PUMP sw - APU BOOST
- APU CTRL sw - ON
- APU GEN sw - ON
Ground Resonance/Unusual Vibrations on Deck (R/S)
If gnd resonance is encountered and a safe takeoff is possible:
1. Takeoff Immediately
2. Unusual Vibrations in Flight EP - Perform
If ground resonance is not encountered, or a safe takeoff is not possible:
3. Collective - Lower
4. PCLs - OFF
5. Rotor Brake - Apply as required
W: Ground Resonance can occur rapidly (<3 sec) and produce violent lateral, vertical, and circular vibrations resulting in difficulty reaching PCLs, Pilot-induced oscillations and possible dynamic rollover.
W: Failure to ensure that ground personnel are clear of the rotor arc and aircraft is free from the deck or chains may result in loss of aircraft or ground personnel.
C: Application if the rotor brake may aggravate lead/lag tendencies and cause a mechanical failure.
C: Continued operations with unusual on-deck vibrations may result in rotor system damage or mechanical failure.
Hung Droop Stops (R/S)
- Renegade rotors to greater than 75% Nr
N: while operating in cold weather, consideration should be given to turning the BLADE DE-ICE POWER switch to ON. This will activate the droop-stop heaters and aid the droop stops in seating.
Low Rotor RPM Warning (R/S)
- Control Nr
Main Transmission Malfunction (R/S)
If failure is imminent:
1. Land Immediately
W: Indication is f main transmission imminent failure include: yaw attitude excursions with no control input, an increase in power required for a fixed collective setting, failure and f a main generator or hydraulic pump, increased noise,increased vibration levels, or abnormal fumes in the cabin.
If secondary indications are present:
2. LASAP
W: Operation of the MGB with no oil px may result in failure of the tail rotor drive takeoff pinion gear and subsequent loss of rail rotor drive
N: consideration to completing applicable steps of the immediate LDG/Ditching EP and flying at 80 KIAS/80 ft to facilitate a quick flare and ditch
N: loss in all main xman lubricating oil may result in erroneous and unreliable temperature indications
N: Continued operations in the precautionary range for temperature and pressure are acceptable provided ambient conditions and flight regime of the aircraft correspond with the guidance in chapter 4.
14 psi or 117C cautions are secondaries due to not being colocated with where the VIDS is
Tail/Intermediate XMSN Malfunction
If failure is imminent:
1. Land Immediately
If failure is not imminent:
2. LASAP
W: high power settings require max performance of the tail rotor drive system and may precipitate ultimate drive failure.
W: Consideration should be given to transiting at an altitude sufficient to enter an autorotation and performing the applicable steps of the immediate LDG/Ditching EP
N: INT XMSN or TAIL XMSN OIL HOT caution occurring simultaneously with a WCA Mia compare may be an indication of a msn computer failure.
Imminent failure indicated by medium frequency vibrations, hot metal fumes, or any other associated indications
(#1/#2) Input Chip Caution (R/S)
- Main XMSN Malfunction EP - Perform
N: Consideration should be given to returning the PCL to fly prior to landing.
LOTD ALT&A/S Sufficient to Establish Autorotation (R/S)
- PAC call - “Auto, Auto, Auto”
- Autorotation - establish, center tail rotor pedals
- Drive Failure - Attempt to verify
- Immediate LDG/Ditching EP - Perform
- PCLs - OFF when directed (prior to the flare)
W: Attempting to continue flight with uncontrollable yaw rates and forward speed will result in a total loss of aircraft control regardless of PAC inputs
W: Altitude Hold will remain engaged unless deselected. If the collective TRIM RLSE button is not depressed, the AFCS will attempt to maintain aircraft altitude through the collective trim servo. AFCS commanded collective movement can result in an accelerated yaw rate.
