Emergency Procedures

Question 0

Stuck right pedal

Answer 0

3-5-B-3. IN FLIGHT — RIGHT PEDAL APPLIED

In cruise flight or reduced power situation, helicopter will yaw to right when power is increased. A low power, run-on type landing will be necessary by gradually reducing throttle to maintain heading while adding collective to cushion landing. If right yaw becomes excessive, close throttle completely.

Question 1

Stuck left pedal

Answer 1

IN FLIGHT — LEFT PEDAL APPLIED

In a high power condition, helicopter will yaw to left when power is reduced. Power and AIRSPEED should be adjusted to a value where a comfortable yaw angle can be maintained. If AIRSPEED is increased, vertical fin will become more effective and an increased left yaw attitude will develop. To accomplish landing, establish a power-on approach with sufficiently low AIRSPEED (zero if necessary) to attain a rate of descent with a comfortable sideslip angle. (A decrease in NP decreases tail rotor thrust.) As collective is increased just before touchdown, left yaw will be reduced.

Question 2

1. HYDRAULIC SYSTEM caution light illuminated.
2. Grinding or howling noise from pump.
3. Increase in force required to move flight controls.
4. Feedback forces may be evident during flight control movement.

Answer 2

3-6-A. LOSS OF HYDRAULIC PRESSURE

• PROCEDURE:

1. Reduce AIRSPEED to 70 to 100 KIAS.
2. HYD SYSTEM circuit breaker — Out. If hydraulic power is not restored, push breaker in.
3. HYD SYS switch — HYD SYS; OFF if hydraulic power is not restored.
4. For extended flight set comfortable AIRSPEED, up to 120 KIAS, to minimize control forces.
5. Land as soon as practical.
6. A run-on landing at effective translational lift speed (approximately 15 knots) is recommended.

Question 3

1. Uncommanded flight control movements.
2. High flight control forces to oppose movement in one axis.
3. Feedback forces only in affected flight control axis.
4. Flight control forces normal in unaffected axis.

Answer 3

3-6-B. FLIGHT CONTROL ACTUATOR MALFUNCTION

PROCEDURE:

1. Attitude — Maintain.
2. HYD SYS switch — OFF.
3. AIRSPEED — Set to 70 to 100 KIAS.
4. Land as soon as possible using procedure from paragraph 3-6-A.

An actuator hardover can occur in any flight control axis, but a cyclic cam jam will only occur in the fore and aft axis. An actuator hardover is manifested by uncommanded movements of one or two flight controls. If two controls move, the pilot will find one of these controls will require a higher than normal control force to oppose the movement. This force cannot be “trimmed” to zero without turning the HYD SYS switch OFF.

Question 4

1. GEN FAIL caution light illuminated.
2. AMPS indicates 0.
3. Voltmeter — Approximately 24 volts.

Answer 4

3-7-A. GENERATOR FAILURE

• PROCEDURE:

1. GENERATOR FIELD and GENERATOR RESET circuit breakers — Check in.
2. GEN switch — RESET; then GEN.
3. If power is not restored, place GEN switch to OFF; land as soon as practical.

NOTE

With generator OFF, a fully charged battery will provide approximately 21 minutes of power for basic helicopter and one VHF COMM radio (35 minutes with optional 28 ampere/ hour battery).

Question 5

1. AMPS indicates excessive load.

2. Smoke or fumes.

Answer 5

3-7-B. EXCESSIVE ELECTRICAL LOAD

• PROCEDURE:

1. GEN switch — OFF.
2. BATT switch — OFF.
3. FUEL BOOST/XFR LEFT circuit breaker switch — LEFT (on).

WARNING

PRIOR TO BATTERY DEPLETION, ALTITUDE MUST BE REDUCED BELOW 8000 FEET HP (JET A) OR 4000 FEET HP (JET B). UNUSABLE FUEL MAY BE AS HIGH AS 151.0 POUNDS AFTER THE BATTERY IS DEPLETED DUE TO INABILITY TO TRANSFER FUEL FROM FORWARD CELLS.

NOTE

With battery and generator OFF, an 80% charged battery will operate left fuel boost pump and left fuel transfer pump for approximately 1.7 hours (2.8 hours with optional 28 ampere/ hour battery).

4. Airspeed — 60 KIAS or less.
   NOTE

Pedal stop disengages with loss of electrical power.

5. Land as soon as practical.

NOTE

When throttle is repositioned to the idle stop (during engine shutdown) the PMA will go offline and the engine may flame out.

Question 6

1. L/FUEL XFR and R/FUEL XFR caution lights illuminate.
2. Last 151.0 pounds of fuel in forward cell may not be usable.
3. Fuel will stop transferring from forward to aft fuel cell at approximately 344.1 pounds total indicated fuel.

Answer 6

DUAL FUEL TRANSFER FAILURE

• PROCEDURE:

1. LEFT and RIGHT FUEL BOOST/XFR circuit breaker switches — Check ON.
2. Determine FUEL QTY in forward cell.
3. Subtract quantity of fuel trapped in forward cell from total to determine usable fuel remaining.
4. Plan landing accordingly.

Question 7

1. High (approximately 15 pounds) fore and aft cyclic control forces.
2. Normal pedal, collective and lateral cyclic control forces.

Answer 7

3-9. CYCLIC CAM JAM

• PROCEDURE:

1. Helicopter pitch attitude — Maintain normal pitch attitudes with forward or aft cyclic force.

CAUTION

DO NOT TURN HYDRAULIC BOOST OFF

2. Land as soon as practical.

A cyclic cam jam can only occur in the fore and aft axis, whereas, an actuator hardover can occur in any flight control axis. A cyclic cam jam is manifested when a commanded control movement requires a higher than normal fore and aft spring force. The force felt when moving the cyclic fore and aft with a cam jam is the result of overriding a spring capsule.