EP's Flashcards
(36 cards)
Audio Tones
Engine out - fast pulsing tone
Low rotor rpm - continuous tone
Airspeed above VNE - continuous “ting” tone
FADEC Failure - continues “ding” tone
Master warning/caution - single “ping” tone
Impending exceedence - double “ping” tone (with S/W 1237.08 and subsequent)
LAND AS SOON AS POSSIBLE
Land without delay at nearest suitable area (i.e. open field) at which a safe approach and landing is reasonably assured.
LAND AS SOON AS PRACTICAL
Landing site and duration of flight are at discretion of pilot. Extended flight beyond nearest approved landing area is not recommended.
ENGINE FAILURE - HOVERING
Indications:
1. Left yaw
2. Engine out message and audio, MASTER W/C light, RPM warning light and audio, AUTO Relight message.
(Engine out warning message and audio activated when fadec detects Engine Out, or Ng drops below 55%. RPM warning light and audio activated when Nr drops below 95%.)
3. Nr decreasing
4. Engine instruments indicate power loss.
5. MFD switches to ENGINE page.
PROCEDURE:
1. Maintain heading and altitude control.
2. Collective - Adjust to control Nr and rate of descent. Increase prior to ground contact to cushion landing.
3. Complete helicopter shutdown.
ENGINE FAILURE IN FLIGHT
Indications:
1. Left yaw
2. ENGINE OUT message and audio, MASTER W/C light and audio, AUTO RELIGHT message.
3.Nr decreasing
4. Engine instruments indicate power loss
5. MFD switch’s to Engine page
Procedure:
1. Maintain heading and altitude control
2. Collective - adjust as required to maintain 85 to 107% Nr.
(Maintaining Nr at high end of operating range will provide maximum rotor energy to accomplish landing, but will cause an increased rate of descent.)
3. Cyclic - adjust to obtain desired autorotative airspeed.
(Maximum airspeed for steady state autorotation is 100 KIAS. Minimum rate of descent airspeed is 55 KIAS. Maximum glide distance airspeed is 80 KIAS)
4. Attempt engine restart if ample altitude remains.
5. Fuel Valve switch - Off
6. At low altitude:
a. Throttle - off
b. Flare to lose airspeed.
7. Apply collective as flare effect decreases to further reduce forward speed and cushion landing. Upon ground contact, collective shall be reduced smoothly while maintaining cyclic in neutral or centered position.
8. Complete helicopter shutdown.
ENGINE RESTART
CAUTION LIGHT
(If cause of failure is obviously mechanical, as evidenced by abnormal metallic or grinding sounds, do not attempt restart).
If flameout occurs, the control system automatically responds by re-enabling the igniters until the engine has relit. If the Ng speed continues to fall below 50% and the automatic relight did not restart the engine, a pilot initiated restart may be attempted in flight if time and altitude permit.
Restart AUTOMATIC MODE
(NO RESTART FAULT OR FADEC MANUAL LIGHTS ILLUMINATED)
- Collective - Adjust to maintain 85 to 107% Nr
- Airspeed - Adjust as desired
Minimum rate of descent airspeed of 55 KIAS and minimum Nr will allow pilot more time for air restart.
- Fuel Valve switch - On
- Throttle - Off
- Start switch - hold to start position (start will latch after throttle placed to idle).
- Ng - Between 12% and 50%
- Throttle - Idle
- PSI - Monitor start limitations
- Engine oil pressure- check
- Throttle - advance smoothly to fly detent position
If restart unsuccessful, abort start and secure engine as follows: - Throttle - Off
- Fuel Valve switch - Off
- Accomplish autorotative descent and landing
RESTART MANUAL MODE
Restart Fault or FADEC manual lights illuminated
Procedure:
- Collective - Adjust to maintain 85 to 107% Nr
- Airspeed - Adjust as desired
Minimum rate of descent airspeed of 55 KIAS and minimum Nr will allow pilot more time for air restart. - Throttle - Off
- FADEC MODE - MAN
- FUEL VALVE switch - On
- Start switch - Hold to start position (starter will not latch)
- Ng - 12%
- Throttle - slowly advance out of cutoff and stop advancing throttle at light off.
- PSI - Allow to peak
- Throttle - Increase fuel flow by modulating throttle to maintain MGT within limits.
- Start switch - Release at 50% Ng
- Engine oil pressure- check
- Throttle - Advance smoothly and modulate to 100% Np
If restart is unsuccessful, abort start and secure engine as follows: - Throttle- Off
- FUEL VALVE switch - Off
- Accomplish autorotative descent and landing.
ENGINE UNDERSPEED
No Caution/warning/advisory messages illuminated.
Indications:
1. Decrease in PSI
2. Subsequent decrease in Np
3. Possible decrease in Nr
PROCEDURE:
1. Collective - Adjust as required to maintain 85 to 107% Nr
2. Throttle - Confirm in fly detent position
3. Throttle - position throttle to the approximate bezel position that coincides with the PSI indicated Ng.
4. FADEC MODE switch - MAN
5. Nr - Maintain 95 to 100% with throttle and collective
6. Land as soon as practical
ENGINE OVERSPEED
No caution/warning/advisory messages illuminated
INDICATIONS:
1. Increase in Nr
2. Increase in Np
3. Increase in PSI
PROCEDURE:
1. Throttle - Retard
2. Ng or Np - Attempt to stabilize with throttle and collective
3. FADEC MODE switch - MAN
4. Nr - Maintain 95 to 100 with throttle and collective
CAUTION
If unable to maintain Nr, Np, or PSI, prepare for a power off landing by lowering collective and shutting down Engine.
ENGINE COMPRESSOR STALL/SURGE
INDICATIONS:
1. Engine pops
2. High or erratic MGT
3. Decreasing or erratic Ng or Np
4. PSI oscillations
PROCEDURE:
1. Collective - Reduce Power, maintain slow cruise flight
2. PSI - Check for normal indications
3. ENG ANTI ICE switch - On
4. PART SEP switch (if installed) - On
5. Heater switch (if installed) - On
(Severity of compressor stall will dictate if engine should be shutdown and treated as an engine failure. Violent stalls can cause damage to engine and drive system components, and must be handled as an emergency condition. Stalls of a less sever nature (one or two low intensity pops) may permit continued operation of engine at reduced power level, avoiding condition that resulted in compressor stall.)
If pilot elects to continue flight:
6. Collective - Increase slowly to achieve desired power level.
7. PSI - Monitor for normal response
8. Land as soon as practical.
If pilot elects to shutdown engine:
9. Enter autorotation
10. Throttle - Off
11. FUEL VALVE switch - Off
12. Collective - Adjust as required to maintain 85 to 107% Nr.
13. Cyclic - Adjust as required to maintain desired airspeed
14. Prepare for power-Off landing
ENGINE HOT START/SHUTDOWN
INDICATIONS:
1. PSI needle increases rapidly
2. Excessive MGT
3. Visible smoke or fire
PROCEDURE:
1. Throttle - Off
2. FUEL VALVE switch - Off
(Starter will remain engaged until MGT decreases to 150 °C and then automatically disengage. Starter may be manually engaged by holding STARTER switch forward.)
- Starter switch - Ensure starter is motoring engine until MGT Stabilizes at normal temperature.
- Shutdown helicopter
ENGINE OIL PRESSURE LOW, HIGH, OR FLUCTUATING
INDICATIONS:
1. Engine oil pressure below minimum
2. Engine oil pressure above maximum or fluctuating abnormally.
PROCEDURE:
1. Engine oil pressure below minimum
a. Monitor engine oil pressure and temperature
b. Land as soon as practical
2. Engine oil pressure above maximum or fluctuating abnormally.
a. Monitor engine oil pressure and temperature
b. Land as soon as practical
ENGINE OIL TEMPERATURE HIGH
INDICATIONS:
1. Engine oil temperature increasing above normal.
2. Engine oil temperature above maximum
PROCEDURE:
1. Land as soon as practical
DRIVESHAFT FAILURE
WARNING!
FAILURE OF MAIN DRIVESHAFT TO TRANSMISSION WILL RESULT IN COMPLETE LOSS OF POWER TO MAIN ROTOR. ALTHOUGH COCKPIT INDICATIONS FOR A DRIVESHAFT FAILURE ARE SIMILAR TO AN ENGINE OVERSPEED, IT IS IMPERATIVE THAT AUTOROTATIVE FLGHT PROCEDURES BE ESTABLISHED IMMEDIATELY. FAILURE TO REACT IMMEDIATELY TO LOW RPM AUDIO, RPM LIGHT AND NP/NR TACHOMETER CAN RESULT IN LOSS OF CONTROL.
INDICATIONS:
1. Left yaw
2. Rapid decrease in Nr
3. Rapid increase in Np
4. Low RPM audio
5. Illumination of RPM light
6. MFD switches to ENGINE page
7. Possible increase in noise level due to over speeding engine and driveshaft breakage.
(Engine OVERSPEED trip system will activate at 118% Np causing fuel flow to go to minimum. After initial overspeed, FADEC will Adjust flow to maintain engine at 100% Np.)
PROCEDURE:
1. Maintain heading and altitude control
2. Collective - Adjust as required to maintain 85 to 107% Nr.
(Minimum rate of descent airspeed is 55 KIAS. Maximum glide distance airspeed is 80 KIAS.)
3. Cyclic - Adjust to obtain desired autorotative airspeed.
(To maintain tail rotor effectiveness do not shutdown engine.)
4. Landing - Complete autorotative landing
5. Complete helicopter shutdown
FADEC FAILURE
(Takeoff power may not be available in the MAN mode. Maximum continuous power will be available for all ambient conditions.)
INDICATIONS:
1. FADEC fail audio activated
2. FADEC FAIL warning message illuminated
3. FADEC MANUAL caution message illuminated
4. RESTART FAULT advisory message illuminated
5. FADEC MODE switch MAN light illuminated
PROCEDURE: WARNING!
(Dependent of flight profile (takeoff, climb, or descent) and power setting at time of failure, the transition to manual mode may result in an Nr/Np overspeed or underspeed within 2 to 7 seconds after the FADEC FAIL WARNING, requiring positive movements of collective and throttle to control Nr.)
1. Throttle - if time permits, match throttle bezel position to NG indication.
2. Nr/Np - Maintain 95 to 100% with collective and throttle.
3. FADEC MODE switch - depress one time, muting FADEC fail audio. Auto relight message illuminates.
(Depressing FADEC MODE switch one time, will only mute FADEC fail audio and activate ignition. This step should not be accomplished until pilot is firmly established in MAN control.)
- Land as soon as practical
- Normal shutdown if possible
ENGINE FIRE ON GROUND
INDICATIONS:
1. Smoke
2. Fumes
3. Fire
PROCEDURE:
1. Throttle - Off
2. FUEL VALVE switch- Off
3. GEN switch - Off
4. BATT switch - Off
5. Rotor break - engage
6. Exit helicopter
ENGINE FIRE DURING FLIGHT
INDICATIONS:
1. Smoke
2. Fumes
3. Fire
PROCEDURE:
1. In flight - immediately enter autorotation
2. Throttle - closed
3. FUEL VALVE switch - Off
4. If time permits, FUEL BOOST/XFR circuit breaker switches - Off
5. Execute autorotative descent and landing
6. BATT switch - Off
(Do not restart engine engine until corrective maintenance has been preformed.)
Cabin smoke or fumes
INDICATIONS:
1. Smoke
2. Fumes
PROCEDURE:
1. In flight - start descent
2. Air conditioning blo switch - Off
3. Heater switch - Off
4. All vents - Open
5. Side windows - Open
If time and altitude permits:
6. Source - Attempt to identify and secure
7. If source is identified and smoke and/or fumes still persist - land as soon as possible
8. If source is identified and smoke/or fumes are cleared - land as soon as practical
Electrical fire
INDICATIONS:
1. Smoke fumes or fire
2. Possible indication of abnormal amps
PROCEDURE:
1. Vents/side windows - open, as required; ventilate cabin
2. Begin descent
(Maintain safe flight conditions and land as soon as possible)
If source of smoke or fire can be positively identified, remove electrical power from the affected equipment by switching it off via switch or circuit breaker.
If source of the smoke or fire cannot be positively identified:
3. GEN switch - Off
4. Land as soon as practical
If smoke/fumes do not decrease:
5. Airspeed - 60 KIAS or less
6. BATT switch - Off
7. FUEL BOOST/XFR left circuit breaker switch - left (on)
8. Land as soon as possible
Battery info and notes
WARNING!
PRIOR TO BATTERY DEPLETION, ALTITUDE MUST BE REDUCED BELOW 8000’ Hp (JET A) or 4000’ 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, only standby airspeed and altimeter will be available.
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 amp-hour battery).
Note:
Pedal stop disengages with loss of electrical power.
When throttle is repositioned to the idle stop (during engine shutdown), the PMA will go offline and the engine may flame out.
Tail Rotor (General)
There is no single emergency procedure for all types of anti-torque malfunctions. One key to a pilot successfully handling a tail rotor emergency lies in the ability to quickly recognize the type of malfunction that has occurred.
Complete loss of tail rotor thrust
This is a situation involving a break in drive system (e.g. severed driveshaft), wherein tail rotor stops turning and delivers no thrust.
INDICATIONS:
1. Uncontrollable yawing to right (left side slip)
2. Nose down tucking.
3. Possible roll of fuselage
Note:
Severity of initial reaction of helicopter will be affected by airspeed, CG, power being used, and Hd.
PROCEDURE: Hovering
Close throttle and perform a hovering autorotation landing. A slight rotation can be expected on touchdown.
In flight
Reduce throttle to idle, immediately enter autorotation, and maintain a minimum airspeed of 55 KIAS during descent.
Note:
When a suitable landing site is not available, vertical fin may permit controlled flight at low power levels and sufficient airspeed. During final stages of approach, a mild flare should be executed, making sure all power to rotor is off. Maintain helicopter in a slight flare and smoothly use collective to execute a soft, slightly nose-high landing. Landing on aft portion of skids will tend to correct side drift. This technique will, in most cases, result in a run-On type landing.
Caution
In run-On type landing after touching down, do not use cyclic to reduce forward speed.
Fixed pitch failures
This is a situation involving inability to change tail rotor thrust (blade angle) with anti-torque pedals.
INDICATIONS:
1. Lack of directional response
2. Locked pedals
Note:
If pedals cannot be moved with a moderate amount of force, do not attempt to apply a maximum effort, since a more serious malfunction could result. If helicopter is in a trimmed condition when malfunction occurred, Q and airspeed should be noted and helicopter flown to a suitable landing area. Certain combinations of Q, Nr, and airspeed will correct a yaw attitude, and these combinations should be used to land the helicopter.
PROCEDURE:
Note:
Pull pedal stop emergency release to ensure pedal stop is retracted.
Hovering
Do not close throttle unless a severe right yaw occurs. If pedals lock in any position at a hover, landing from a hover can be accomplished with greater safety under power-controlled flight rather than by closing throttle and entering autorotation.
I 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, established a power-on approach with sufficiently low airspeed (zero if necessary) to attain a rate of descent with a comfortable side slip angle. (A decrease in Np decreases tail rotor thrust.) As collective is increased just before touchdown, left yaw will be reduced.
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 ya becomes excessive, close throttle completely.
