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TH-67 > P2 Checkride > Flashcards

P2 Checkride Flashcards

1
Q

Warning

A

AN OPERATING PROCEDURE, PRACTICE, ETC., WHICH IF NOT CORRECTLY FOLLOWED, COULD RESULT IN PERSONAL INJURY OR LOSS OF LIFE.

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2
Q

Caution

A

AN OPERATING PROCEDURE, PRACTICE, ETC., WHICH IF NOT STRICTLY OBSERVED, COULD RESULT IN DAMAGE TO OR DESTRUCTION OF EQUIPMENT.

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3
Q

Note

A

AN OPERATING PROCEDURE, CONDITION, ETC., WHICH IS ESSENTIAL TO HIGHLIGHT.

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4
Q

TOT (Turbine Outlet Temp) Limits

A

NOTE: The red warning light illuminates when either of the following conditions exceeded: 810 to 927c for 10 seconds, or higher than 927c.

[G] 100-738c CONT OP
[Y] 738-810c TAKE OFF RANGE (5min)
[R] 810c MAX
--810-843c TRANS (6sec)
(R) 927c MAX (10sec START/SHUT)
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5
Q

Torque (TQ)

A

[G] 0-85% CONT OP
[Y] >85-100% TAKE OFF (5min)
[R] 100% MAX
–100-110% TRANS (5sec) INTENTIONAL USE PROHIBITED

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6
Q

Wind Limitations

A

STARTING: 45knots MAX / 15knots GUST SPREAD
–Gust spreads are not normally reported. To obtain spread, compare minimum and maximum velocities.
<3200lbs: 35knots crosswind / 30knots tailwind
>3200: IGE Ref CH8 / OGE Calm Winds Only

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7
Q

Engine Starting Limits

A

During starting if N1 does not reach 58% in a total time of 45 seconds (or 60 seconds below 10c FAT), close throttle and press starter button until TOT is below 200c. If engine fails to start on third attempt, abort start and make an entry on DA Form 2408-13-1. Starter engage time limits above do not apply to engine starting limitations should abort start procedures become necessary.

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8
Q

Rotor Limits

A 
[R] 90% MIN
[Y] 50-60% ACCEL THROUGH THIS RANGE
[G] 90-107% NORMAL OP
[R] 107% MAX
--Power on Transient Rotor Droop Limit is 95% (5sec MAX)
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9
Q

Engine Oil Pressure

A 
[Y] 50psi MIN <78% N1
[G] 90psi MIN 78-94% N1
[G] 115psi MIN >94% N1 (double wide arc)
[R] 50psi MIN / 130psi MAX
--NOTE: During cold temperature operation the oil pressure may exceed the maximum of 130 PSI. Stabilize the engine at idle speed of 60 to 64% N1 until the engine oil temperature is above 0c and the engine oil pressure is within normal limits.
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10
Q

Gas Producer N1

A

[G] 60-105% CONT OP
[R] 105% MAX
–105-106% TRANS (15sec)
–60-64% idle

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11
Q

Land as soon as POSSIBLE

A

Land without delay to the nearest suitable area (i.e. open field) in which a safe approach and landing is reasonably assured. (The primary consideration is to ensure the survival of the occupants.)

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12
Q

Land as soon as PRACTICABLE

A

The landing site and duration of the flight are at the discretion of the pilot. Extended flight beyond the nearest approved landing area is not recommended. (The primary consideration is the urgency of the emergency.)

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13
Q

Autorotate (AUTO)

A

The term Autorotate is defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.
COLLECTIVE: ADJUST as required to maintain rotor RPM (90-107%)
PEDALS: Adjust. Crab or Slip as required.
THROTTLE: ADJUST AS NECESSARY. Close as required.
AIRSPEED: ADJUST as required.
–Max Rate Descent: 52 KIAS
–Max Glide Distance: 69 KIAS

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14
Q

Emergency Shutdown (EMER SHUT)

A

The term Emergency Shutdown is defined as engine shutdown without delay.
THROTTLE: CLOSE
FUEL VALVE SWITCH: OFF
BATT SWITCH: OFF AS DESIRED.
–Before turning the battery switch off during an in-flight emergency, the pilot should consider a “MAYDAY” call, selecting emergency on the transponder and the possible effects of total electrical failure.

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15
Q

Engine Failure - HOVER

A

AUTO

EMER SHUT: Accomplish after Landing

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16
Q

Engine Failure - CRUISE

A

AUTO

EMER SHUT: Accomplish during descent if time permits.

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17
Q

Engine Fire - GROUND

A

EMER SHUT

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18
Q

Engine Fire - Flight

A

If a fire is observed during flight, prevailing circumstances such as VMC, IMC, night, altitude, and landing areas available must be considered in order to determine whether to execute a power-on, or power-off landing.
–If POWER ON:
LAND AS SOON AS POSSIBLE
EMER SHUT: Accomplish after landing
–If POWER OFF
AUTO
EMER SHUT: Accomplish during descent if time permits.

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19
Q

Electrical Fire - FLIGHT

A

Prior to shutting off all electrical power, the pilot must consider the equipment that is essential to a particular flight environment that will be encountered. In the event of electrical fire or suspected electrical fire in flight:

  • BATT and MAIN GEN SWITCH: OFF
  • (IFR) STDBY GEN SWITCH: OFF
  • LAND AS SOON AS POSSIBLE
  • EMER SHUT: Accomplish after landing.
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20
Q

EQUIPMENT

A 
IAW 95-1
-Leather Boots (approved for flight)
-Flight Helmet
-Flight Suit (approved for AVN use)
-Flight Gloves
-Undergarments Cotton/Wool/Nomex or blend
ID Tags / ID Card
Hearing PRO
Timepiece with seconds
Operational Flashlight
ALSE Gear
E6B comp
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21
Q

Hover Power Check Diffs

A
  • -<5% TQ: Ensure adequate room, normal or shallower approach and landing areas with a surface.
  • -5-9% TQ: Normal approaches and takeoffs
  • -10-14% TQ: Steep approaches, instrument takeoffs and confined areas
  • -15%> TQ: No restrictions.
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22
Q

Protective Clothing and Equipment (95-1, p8-8)

A

DA PAM 670-1:
1. Identification Tags
2. Under layer clothing made of cotton, wool, nomex, or materials approved.
3. Flight Suit
4. Boots.
5. Flight Gloves.
6. Flight helmet.
All passengers will wear approved hearing protection devices, and passengers on tactical helicopters will wear protective military headgear.
*Flight approved AWL (Air worthiness letter/memo)

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23
Q

Required Pubs

A
  • OP SUP
  • OP CHECKLIST
  • FTG/CMP
  • PPC
  • FREQ CARD
  • FR FORM 1891 (ALSE)
  • FAA OP MAN
  • Log Book (2408)
  • Airworthiness Cert
  • Registration Cert
  • Mag Compass and Calibration Cards
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24
Q

VFR Wx MIN

A
  • -Destination weather must be forecast to be => VFR minimums at ETA+1hr
  • Class A: N/A
  • Class B: 3miVis, COC
  • Class C/D: 3miVis, 500 below, 1k above, 2k horizontal
  • Class E<10k: 3miVis, 500/1k/2k
  • Class E>10k: 5miVis, 1k1k1sm
  • G Day: 1/2Vis, COC // G Night: 1smVis, COC
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25
Q

Weight Balance

A

PC will ensure:

  • That a completed DD Form 365–4 is aboard the aircraft to verify that the weight and center-of-gravity will remain within allowable limits for the entire flight.
  • The accuracy of computations on the DD Form 365–4
  • That the A/C loading configuration is well within the extremes of the preprinted forms, if preprinted forms are used
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26
Q

Flight Restrictions (40-8)

A

12hr: Alcohol, Sim sickness, Immunizations, Anesthesia (local or dental).
24hr: SCUBA, Alt chamber, Plasma
48hr: Anesthesia (general)
72hr: Blood (200+cc)
6hr: Centrifuge, High G

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27
Q

Engine Oil Temp

A

0c to 107c CONT OP

107c MAX

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28
Q

Trans Oil PRESSURE

A

[G] 30 to 50 PSI CONT OP

[R] 30 PSI MIN / 70 PSI MAX

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29
Q

Trans Oil TEMP

A

[G] 15c to 110c CONT OP

[R] 110c MAX

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30
Q

Load Meter

A

[R] 70% MAX

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31
Q

Fuel Pressure

A

[R] 4.0 PSI MIN
[G] 4.0 to 30 PSI CONT OP
[R] 30 PSI MAX
[R] 8 PSI MIN Type A, A1, JP5, JP8 fuel below -18c to -32c

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32
Q

Airspeed

A

[G] 0-130kts CONT OP
[R] 130kts MAX
[B] 100kts MAX for AUTO
NOTE: AUTO above 100 KIAS will result in high rates of descent and low rotor RPM
-VNE for GWT > 3200 lbs is 78 KIAS, not to exceed placarded VNE.

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33
Q

Power Turbine Ind (N2)

A 
[R] 97% MIN
[G] 97-100% CONT OP 
[R] 100% MAX 
N2 75-88% (60sec MAX) 
Transient Overspeed Limit 15sec MAX
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34
Q

Engine Anti-Ice

A

a. Engine anti-ice shall not be used in ambient temperatures above 4c
b. Engine anti-icing shall be ON for flight in visible moisture in temperature 4c or below.

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35
Q

Engine StartER Limits

A 
--a. If there is no rise in TOT within the first 20 seconds of energizing starter, limit starter energizing time to the following:
External Power Battery 
25 Seconds - ON 40 Seconds - ON 
30 Seconds - OFF 60 Seconds - OFF 
25 Seconds - ON 40 Seconds - ON 
30 Seconds - OFF 60 Seconds - OFF 
25 Seconds - ON 40 Seconds - ON 
30 Minutes - OFF 30 Minutes - OFF 
--b. If there is a rise in TOT within the first 20 seconds of energizing starter, limit starter energizing time to the following: 
EXTERNAL/BATTERY POWER 
1 minute ON 
1 minute OFF 
1 minute ON 
1 minute OFF 
1 minute ON 
30 minutes OFF
36
Q

Engine StartING

A

During starting if the N1 does not reach 58% in a total time of 45 SEC (60 SEC BELOW 10c FAT), close throttle and press starter button until TOT is below 200c. If engine fails to start on THIRD attempt abort start and make an entry on DA FORM 2408-13-1
ENGINE STARTER LIMITS do not apply to ENGINE STARTING LIMITS should abort start procedures become necessary.

37
Q

Load/Weight Limits

A

-a. Maximum allowable ramp weight is 3,350 lbs.
-b. Maximum allowable gross weight for hover/flight is 3,350 lbs.
-c. Minimum front seat weight is 170 lbs.
NOTE: USE BALLAST AS REQUIRED TO MAINTAIN BASIC WEIGHT CG WITHIN LIMITS.

38
Q

Aerobatic Maneuvers

A

Aerobatic maneuvers are PROHIBITED. Aerobatic flight is defined to be any INTENTIONAL maneuver involving an ABRUPT CHANGE in aircraft attitude, an ABNORMAL ATTITUDE, pitch angle > 30 degrees or roll angles > 60 degrees, or ABNORMAL acceleration not necessary for NORMAL flight.

39
Q

Engine RPM Limitations

A

WARNING: Use of the throttle to control rpm is NOT authorized/ (Refer to Chapter 9, Emergency Procedures and the USAAWC Flight Training
Guide for exceptions.)

40
Q

TOT Limit Caution

A

CAUTION: Exceeding the limits of 810c TOT or 100% torque may cause N1 topping with resultant rotor droop.

41
Q

Longitudinal Center of Gravity Limits

A

VMC Center of gravity limits are from station 106.0 to 114.2; however, the forward and aft limits are variable depending upon gross weight and aircraft configuration. (Refer to Center of Gravity vs. Gross Weight Chart in Chapter 6.)
–106.0 to 114.2

42
Q

Lateral Center of Gravity Limits

A

Lateral CG limits vary depending on longitudinal CG location. (Refer to Lateral vs. Longitudinal CG limits chart in Chapter 6)

  • -3.0 inches left of helicopter centerline.
  • -4.0 inches right of helicopter centerline.
43
Q

Flight Restrictions

A

VNE 80kts with > 85% to 100% TQ applied.

44
Q

Loss of Tail Rotor Effectiveness (LTE) CH8

A
  • -is the occurrence of an uncommanded and rapid right yaw rate which does not subside of its own accord and which, if not quickly reacted to, can result in loss of aircraft control.
    1. WeathercockStability(120-240)
  • winds weathervane a/c into relative wind
  • slow uncommanded yaw left or right
  • right yaw can develop into an LTE
    2. Vortex Ring(210-330)
  • vortex ring state develops around tail rotor
  • uncommanded pitch, roll, and yaw
  • maintaining a precise heading will be impossible
  • pilot workload high
    3. Disc Vortex(280-330)
  • main rotor tip vortices to be directed onto the tail rotor
  • tail rotor operates in an extremely turbulent environment
  • sudden uncommanded right yaw, if uncorrected, develops into spin
45
Q

LTE CH9

A

This is a situation involving a loss of effective tail rotor thrust WITHOUT a break in the drive system which CANNOT be stopped with full left pedal application. If LTE is experienced, SIMULTANEOUSLY:

  • PEDAL: FULL LEFT.
  • CYCLIC: FORWARD
  • As recovery is affected, adjust controls for normal flight.
  • If spin cannot be stopped and crash is imminent, an AUTO may be the best course of action. Maintain full left pedal until the spin stops, then adjust to maintain heading.

WARNING: COLLECTIVE REDUCTION will aid in arresting the yaw rate; however, if a rate of descent has been established, collective reduction may increase the rate of descent to an excessive value. The resultant large and rapid increase in collective to prevent ground or obstacle contact may further increase the yaw rate, decrease the rotor RPM and cause an over torque and/or over-temperature condition. Therefore, the decision to reduce collective must be based on the pilot assessment of the altitude available for recovery.

46
Q

Thunderstorms

A

WARNING: Avoid Flight in or near thunderstorms, especially in areas of observed or anticipated lightning discharges.

  • -To MINIMIZE the effects of thunderstorms (SPLAT)
  • Seat belts and harness tighten
  • PITOT HTR switch ON
  • Lights: full bright to minimize blinding effect of lighting
  • Avionics: reduce volume of static
  • TQ to endurance airspeed
  • -IN the thunderstorm (MMA)
  • Maintain level attitude and constant power
  • Maintain original heading, turning only when necessary
  • Airspeed and altimeter are unreliable
47
Q

Lightning Strike

A

LAND AS SOON AS POSSIBLE
EMER SHUT–Accomplish AFTER landing.

NOTE: Abnormal noises almost always accompany rotor damage, but loudness or pitch doesn’t determine degree of damage

  • -Reduce airspeed as much as practical to maintain safe flight.
  • -Avoid abrupt control inputs
48
Q

Spike Knock CH8

A
  • –a. Spike knock occurs WHEN THE ROUND PIN IN THE DRAG-PIN FITTING CONTACTS THE SIDE OF THE SQUARE HOLE OF THE PYLON STOP, which is mounted to the roof. It creates a loud noise and will occur during a rocking of the pylon. The following factors can cause spike knock: POOR EXECUTION OF AUTO LANDING, EXTREME ASYMMETRIC LOADING, LOW ROTOR RPM, LOW G MANEUVERS BELOW +.5 Gs.
  • –b. Spike knock will be MORE PREVALENT DURING ZERO GROUND RUN AUTO LANDINGS than for sliding autorotational landings and running landings.
  • –c. Spike knock in itself is not hazardous but is an indicator of a condition that could be hazardous. If spike knock is encountered, an entry must be made on the DA Form 2408-13-1 to include the flight conditions under which the spike knock occurred. An inspection will be performed by maintenance personnel before continuing.
  • –d. During landing, starting, and rotor coastdown, spike knock could also occur, especially if there are high winds and/or the elastomeric damper is deteriorated. This type of spike knock is not considered damaging to the aircraft and does not require an entry on DA Form 2408-13-1.
49
Q

Partial/Complete Power Loss

A

WARNING: Do not respond to the RPM warning system by entering autorotation and reducing the throttle without first confirming engine malfunction by one or more of the other indications. Normal indications signify that the engine is functioning properly and that there is a tachometer generator failure or an open circuit to the warning system, rather than an actual engine malfunction.

INDICATIONS of Partial/Complete Power Loss:

  • -Left Yaw
  • -Drop in engine/rotor RPM
  • -CHange in engine noise
  • -Low Rotor RPM audio & caution light
  • -ENGINE OUT audio & warning light
50
Q

Engine Restart - During Flight (TFAL)

A

CAUTION: Do not attempt air start above 12,000 MSL (TOT rises too fast to control).
–After an engine failure in flight, an engine start may be attempted. Because the exact cause of engine failure cannot be determined in flight, the decision to attempt the start will depend on the altitude and time available, rate of descent, potential landing areas, and crew assistance available. 52 to 60 KIAS is recommended during the descent. Under ideal conditions,
approximately one minute is required to regain powered flight from the time the attempted start is begun. If the decision is made to attempt an in-flight start:
THROTTLE: CLOSE
FUEL VALVE SWITCH: ON
ATTEMPT START
LAND AS SOON AS POSSIBLE

51
Q

Engine Compressor Stall (CEL)

A

Engine compressor stall may be characterized by a SHARP RUMBLE or a series of LOUD SHARP REPORTS, severe ENGINE VIBRATION and a RAPID RISE in TOT. Should engine compressor stall occur:
COLLECTIVE: REDUCE
ENGINE ANTI-ICE/HEATER: OFF
LAND AS SOON AS POSSIBLE

52
Q

Engine Underspeed (CGLAE)

A

If an engine underspeed occurs, the COLLECTIVE must be adjusted DOWNWARD to maintain rotor RPM within limits. If powered flight with rotor in the green can be accomplished:

  • -LAND AS SOON AS POSSIBLE in an area that will permit a run-on landing. An engine underspeed below 90% results in rotor RPM decay below minimum safe limits. Should this occur:
  • -AUTOROTATE.
  • -EMER SHUTDOWN: Accomplish during DESCENT if time permits.
53
Q

Engine Surge

A

If surges in engine RPM are experienced:
–GOV INCR SWITCH: INCR FOR MAX RPM
–THROTTLE: ADJUST TO 97% N2
–LAND AS SOON AS POSSIBLE
If engine surges are not controlled in steps above, proceed as follows:
–AUTOROTATE when over a safe landing area
–EMER SHUT accomplish during descent if time permits

54
Q

Fuel Boost Pump Failure

A
  • -WARNING: Operation with both fuel boost pumps inoperative is NOT AUTHORIZED. Due to possible fuel sloshing in unusual attitudes and out of trim conditions and one or both fuel boost pumps inoperative, the unusable fuel is 10 gallons.
  • -NOTE: The engine will operate without boost pump pressure under 6000 feet PA and ONE boost pump will supply sufficient fuel for NORMAL engine operations under all conditions of POWER and ALTITUDE. Both fuel boost pumps shall be operating for all normal operations.
  • –Descend to below 6000 PA if possible
  • –LAND AS SOON AS PRACTICABLE
55
Q

Low Inlet Pressure / Engine Icing

A

–LOW INLET PRESSURE caution light ON
1. ENG ALT AIR SWITCH: OPEN
2. IF CAUTION LIGHT REMAINS ON, LAND AS SOON AS POSSIBLE
3. If caution light goes out, LAND AS SOON AS PRACTICABLE. Related engine parameters should be monitored frequently until landing.
–ENGINE ICING
NOTE: When anti-ice system is ON, TOT will rise for same power setting.
1. ENGINE ANTI-ICING SWITCH: ON (if conditions warrant)
2. TOT: MAINTAIN WITHIN LIMITS

56
Q

Low Engine Oil Pressure/High Engine Oil Temp

A

NOTE: If engine oil pressure is falling or low and the oil temperature is rising or high, a severe leak may be present.
–If the engine oil pressure is BELOW 50 PSI or the temperature is ABOVE 107c: LAND AS SOON AS POSSIBLE

57
Q

Air Conditioning Malfunction

A

The type of malfunction that would create a potential emergency involves a failure of the COMPRESSOR or DRIVE BELT that would cause a noticeable VIBRATION or NOISE.

  • -AIR CONDITIONING and FAN SW: OFF
  • -LAND AS SOON AS PRACTICABLE
58
Q

Loss of Tail Rotor THRUST

A

DEF:
–This involves a break in the drive system, such as a severed driveshaft, causing tail rotor to lose power.
IND:
–Pedal input has no effect.
–Nose of the helicopter turns right (left sideslip).
–Left roll of fuselage along LONG axis.
PROC:
–If safe landing area is NOT avail, CONT powered flight to a landing area at or above MIN rate of descent autorotational airspeed.
–When landing area is reached, make an AUTO landing (THROTTLE CLOSED)
–Use airspeed above minimum rate of descent airspeed.
–If run-on landing is possible, complete AUTO with touchdown airspeed as required for directional control.
–If run-on is not possible, decelerate about 75ft, so that forward groundspeed is at a minimum when the helicopter reaches 10-20ft; execute touchdown with rapid collective pull just prior to touchdown in a level attitude with minimum ground run.
NOTE: Airflow around the vertical fin may permit controlled flight at low power levels and sufficient airspeed when a suitable landing site is not avail, the touchdown shall be accomplished with the throttle in the full closed position.

59
Q

Fixed Pitch Settings

A

DEF:
–Malfunction involving loss of control in a fixed pitch setting. Whether the nose of the helicopter yaws L/R is dependent upon the amount of pedal applied at the time of malfunction.
REDUCED POWER (LOW TQ)
IND:
–The nose of the helicopter will turn right when power is applied.
PROC:
–If helicopter control can be maintained in powered flight, RUN-ON landings AS SOON AS PRACTICABLE. Use airspeed, throttle, collective to reduce sideslip angle at touchdown.
–Cannot be maintained, CLOSE THROTTLE immediately and AUTO landing.
INCREASED POWER (HIGH TQ)
IND: Nose of the helicopter turn left when power is reduced
PROC:
–Maintain control with power and airspeed (40-70kts)
–CONT flight to landing area with run-on
–Execute run-on with power and speed to minimize sideslip. Use throttle, collective, as necessary to control sideslip and heading.

60
Q

Loss of Tail Rotor COMPONENTS

A

DEF:
Severity will depend upon the amount of weight loss. Any loss of this nature will result in FORWARD CG SHIFT, REQUIRING AFT CYCLIC. Full AUTO should be accomplished with RUNON to IMPROVED or MINIMUM GROUND RUN to UNIMPROVED. LAND LEVEL.
IND:
–Varying degress of right yaw depending on power applied and airspeed.
–Forward CG shift
PROC:
–AUTO (THROTTLE CLOSED)
–Maintain airspeed above minimum.
–RunOn possible, complete AUTO with airspeed for directional control.
–RunOn NOT, decelerate at 75ft so forward groundspeed is minimum at 10-20ft, rapid collective pull prior to touchdown with minimum ground run.

61
Q

Main Drive Shaft Failure

A

A failure of the main driveshaft will be indicated by a sudden:
-Increase in engine RPM
-Decrease in rotor RPM
-Left yaw
-Activation of the low RPM audio
-Illumination of the ROTOR RPM light
A transient overspeed of N1 and N2 may occur, but will stabilize. In the event of a main driveshaft failure:
–WARNING: The engine must remain in operation to provide power to the tail rotor. Failure to maintain engine power will result in loss of aircraft control during the autorotation. Adjust throttle as required to maintain engine RPM within normal limits.
AUTOROTATE: ESTABLISH A POWER ON AUTO
EMER SHUT: ACCOMPLISH AFTER LANDING

62
Q

Clutch Fails to Disengage

A 
IND:
-the rotor RPM decaying with the engine RPM as the throttle is reduced to the engine idle position when entering an autorotational descent. TOTAL LOSS OF AUTO CAPABILITY. If a failure occurs
PROC:
-THROTTLE: OPEN
-LAND AS SOON AS POSSIBLE
63
Q

Mast Bumping

A

LAND AS SOON AS POSSIBLE

64
Q

Fire

A
  • NOTE: Although the agent contained in this extinguisher is not toxic, it may cause skin irritation. In case of contact with agent flush affected area with clean cool water.
  • CAUTION: If aircraft fire occurs on ground while using GPU, the GPU should be shutdown immediately.
  • -The safety of helicopter occupants is the primary consideration when a fire occurs.
  • -Airborne, most important single action that can be taken by the pilot is to land the helicopter.
  • -If time permits, MAYDAY
  • -On ground, engine shut down
65
Q

Hot Start

A

During starting or shutdown, if TOT limits are exceeded, or it becomes apparent the TOT limits may be exceeded, proceed as follows:

  • STARTER BUTTON: PRESS AND HOLD UNTIL TOT <200c
  • THROTTLE: CLOSED
  • FUEL VALVE SWITCH: OFF
  • COMPLETE SHUTDOWN
66
Q

Engine Fire - GROUND

A

EMER SHUTDOWN

67
Q

Engine Fire - FLIGHT

A

If a fire is observed during flight, prevailing circumstances such as VMC, IMC, night, altitude, and landing areas available must be considered in order to determine whether to execute a power-on, or power-off landing.

  • Power ON Landing:
    1. LAND AS SOON AS POSSIBLE
    2. EMER SHUTDOWN
  • Power OFF Landing
    1. AUTOROTATE
    2. EMER SHUTDOWN
68
Q

Smoke and Fume Ventilation

A

Ventilation of the cabin to protect occupants from the effects of toxic fumes, smoke, etc., shall be immediately performed as follows:
VENTS: OPEN
COCKPIT AND CABIN WINDOWS: OPEN for MAX ventilation.

69
Q

Un-Commanded Flight Control Input

A

Un-commanded flight control input malfunctions may be indicated through un-commanded LATERAL or LONGITUDINAL cyclic movements. The magnitude of the event may range from MILD to SEVERE. The duration of the event may range from ONE to SEVERAL seconds. These conditions should not be mistaken for hydraulic power failure. In the even of an un-commanded flight control input malfunction:

  • -COLLECTIVE: INCREASE IF NEAR THE GROUND to prevent main or tail rotor ground contact.
  • -PEDAL: APPLY IN THE DIRECTION OF TURN
  • -DIRECT ASSISTANCE WITH FLIGHT CONTROL INPUTS TO LEVEL THE AIRCRAFT
  • -LAND AS SOON AS POSSIBLE
70
Q

HYD Power Failure

A

The first indication of hydraulic boost failure will be an INCREASE IN THE FORCE required for control movement; FEEDBACK forces will be noticed as well as rate limiting. Control motions will result in normal flight reactions in all respects, except for the increase in force required for control movement. In the event of hydraulic power failure, proceed as follows:
–Airspeed: Adjust as necessary to attain the most comfortable level of control movements.
–HYD BOOST circuit breaker: Out. Check for restoration of HYD power
If HYD power is not restored:
–HYD BOOST circuit breaker: IN
–HYD SYSTEM switch: OFF
–LAND AS SOON AS PRACTICABLE in an area that will permit run on landing.

WARNING: Do not return the HYDR SYSTEM switch to the ON position for the remainder of the flight. This prevents any possibility of a surge in hydraulic pressure and the resulting loss of control.

71
Q

Landing In Trees

A

A landing in trees should be made when no other landing area is available. In addition to accomplishing engine malfunction emergency procedures, select a landing area containing the least number of trees of minimum height. AUTO with the THROT CLOSED using the following procedures:

  • -AIRSPEED: MINIMUM at treetop level.
  • -DESCEND VERTICALLY INTO TREES
  • -COLLECTIVE: APPLY remaining prior to blades entering trees.
72
Q

Ditching - POWER ON

A

If ditching becomes necessary, with power available accomplish an approach to a hover above the water and:

  • -Doors: Open
  • -Crew (except pilot) and passengers: Exit
  • -Hover: a safe distance away from personnel.
  • -AUTO: Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll, then apply cyclic in direction of the roll.
  • -Pilot: Exit when the main rotor stops.
73
Q

Ditching - POWER OFF

A

If an engine failure occurs over water and ditching is imminent, accomplish engine failure emergency procedures and proceed as follows:

  • -AUTOROTATE: Decelerate to minimum forward speed as the helicopter nears the water. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll, then apply cyclic in the direction of the roll.
  • -Doors: Open
  • -Crew and passengers: Exit when the main rotor stops.
74
Q

Flight Control Malfunction

A

Failure of components within the flight control system may be indicated through varying degrees of feedback, binding, resistance, or sloppiness. These conditions should not be mistaken for hydraulic power failure. In the event of a flight control malfunction:
LAND AS SOON AS POSSIBLE
EMER SHUT: accomplish after landing

75
Q

Stress

A 
The body's non-specific response to any demand placed upon it.
TYPE:
-Psychosocial (life events, job, illness, family)
-Environmental (hot, cold, altitude, speed)
-Cognitive (mental)
-Physiological (self -imposed)
DEATH (Self-imposed):
-Drugs
-Exhaustion
-Alcohol
-Tobacco
-Hypoglycemia
76
Q

Fatigue

A

Fatigue is the state of feeling tired, weary, or sleepy that results from prolonged mental or physicalwork, extended periods of anxiety, exposure to harsh environments, or loss of sleep. Boring or monotonoustasks can increase fatigue.
–Acute
Errors, Inattention, Distractability, Accuracy and control, irritability, etc.
–Chronic
Insomnia, depressed, irritability, weight loss, poor judgment, slowed reaction time
–Motivational Exhaustion/Burnout
shut down of various functions of the body.

77
Q

Hypoxia

A

Hypoxia results when the body lacks O2. Deficiency in the blood cells and tissues significant enough to cause impairment of function.
HYPOXIC-Not enough O2 in air
HYPEMIC-Reduction in carrying capacity/absorbtion, loss of blood.
STAGNANT-Not enough circulation/blood flow.
HISTOTOXIC-Alcohol, poison, drugs, etc.

STAGES:

  • Indifferent (98-90%)[0-10,000ft] vision decrease 4k
  • Compensatory (89-80%)[10-15kft] judgement, drowsy, coordination.
  • Disturbance( (79-70%)[15-20kft] impaired speech, vision, brain, sensation, coordination, etc.
  • Critical (69-60%)[20kft+] pass out, death, nervous system failure.
78
Q

Transverse Flow Effect

A

In forward flight, air passing through the rear portion of the rotor disk has a greater downwash angle than air passing through the forward portion.
–Downward flow at the rear of the rotor disk causes a reduced AOA, resulting in less lift.
–The front portion of the disk produces an increased AOA and more lift because airflow is more horizontal.
–These differences in lift between the fore and aft portions of the rotor disk are called transverse flow effect
This effect causes unequal drag in the fore and aft portions of the rotor disk and results in vibration easily recognizable by the aviator. It occurs between 10 and 20 knots. Transverse flow effect is most noticeable during takeoff and, to a lesser degree, during deceleration for landing. Gyroscopic precession causes the effects to be manifested 90 degrees in the direction of rotation, resulting in a right rolling motion.

79
Q

Dissymmetry of Lift

A

–Unequal lift produced by advancing and retreating sections of blade
–Blade flapping compensates
–Cyclic feathering
NO LIFT AREAS:
-Reverse Flow
-Negative Stall
-Negative Lift

80
Q

Effective Translational Lift (ETL)

A

–Occurs at about 16-24 knots
–Rotor outruns the re-circulation of old vortexes and begins to work in relatively undisturbed air.
–Continuously flies into undisturbed air.
Increased efficiency of rotor system.

81
Q

Settling With Power

A

Helicopter settles in its own downwash, requiring
–300fpm near-vertical descent
–Less than ETL airspeed
–20 to 100% engine power, low rotor RPM
CONDITIONS CONDUCIVE:
–Steep approach at high rate of descent.
–Downwind approach
–formation flight approach (turb from preceding a/c)
–hovering above max ceiling
–masking/unmasking
–not maintaining constant altitude control during OGE hover
RECOVERY:
–Forward airspeed
–descend shallower than 30 degree approaches

82
Q

Dynamic Rollover

A 
A helicopter is susceptible to a lateral-rolling tendency called dynamic rollover. Dynamic rollover can occur on level ground as well as during a slope or crosswind landing and takeoff. Three conditions are required for dynamic rollover:
--pivot point
   right skid downslope
--rolling motion
   left pedal inputs, lateral loading
--exceed critical angle
   crosswind and high roll rates
PHYSICAL FACTORS (MAST-C):
-Main Rotor Thrust
-Aircraft CG/Low fuel
-Sloped landing area
-Tail-rotor thrust
-Crosswind
HUMAN FACTORS:
-Failure to make timely control movements
-Loss of visual reference points
-Inexperience
-Inattention
83
Q

Airflow During Hover (IGE/OGE)

A
  • -Lift produced by downward airflow from rotor system (induced flow) equals total weight.
  • -Two airflow types: Induced flow / Wing tip vorticies
  • -Ground effect increased efficiency of the rotor system caused by interference of the airflow when near the ground

IGE: ground surface to one rotor diameter height
–Less induced flow and drag, less power, ground pushes air out for recirculation
OGE: airflow larger, more induced flow and drag, larger angle of incidence

AOA SAME

84
Q

Retreating Blade Stall

A

–Retreating blade eventually stalls in high speed flight because of the high AoA needed to compensate for dissymmetry of lift
–Decreasing velocity of airflow on the retreating blade demands a higher AoA to generate the same lift as the advancing blade.
The stall will begin at the tip of the blade and advance inboard.
CONDITIONS:
1. High Gross Weight
2. High Density Altitude
3. High “G” Maneuvers
4. Low Rotor RPM (rotor droop)
5. Turbulent Air
CORRECTIONS:
1. Reduce airspeed
2. Reduce collective
3. Reduce altitude
4. Reduce severity of the maneuver
5. Increase Rotor RPM to normal limits

85
Q

Engine Overspeed

A

Will be indicated by right yaw, rapid increase in both rotor and engine RPM, and an increase in engine and rotor noise. If an engine overspeed is experienced:
-COLLECTIVE: INCREASE to load the rotor and sustain RPM below the max op limit.
-THROTTLE: ADJUST until normal operating RPM is attained.
-LAND AS SOON AS POSSIBLE Perform a power-on approach and landing by controlling the RPM manually with the throttle.
If RPM cannot be controlled by throttle adjustment:
-AUTOROTATE when over a safe landing area.
-EMER SHUDTDOWN: Accomplish during descent if time permits.

86
Q

Altitude

A

<3000: VFR 20k PA / IFR 14k PA
>3000: VFR 13,5k PA / 8k PA
Prolonged operation of standby gen as primary power <50 knots is prohibited.

TH-67 (3 decks)

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