Section 3 Emergency Procedures Flashcards
(28 cards)
ENGINE FAILURE — IN FLIGHT
• INDICATIONS:
1. Left yaw.
2. ENGINE OUT message, MASTER W/C light, and RPM warning light illuminated.
3. Engine instruments indicate power loss.
4. MFD switches to ENGINE page.
5. Engine out audio activated when NG drops below 55%.
6. NR decreasing with RPM warning light and audio on when NR drops below 95%.
• PROCEDURE:
1. Maintain heading and attitude control.
2. Collective — Adjust as required to maintain 85 to 107% NR.
NOTE: 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.
NOTE: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 (paragraph 3-3-B).
5. FUEL VALVE switch — OFF.
6. At low altitude:
a. Throttle — Closed.
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 FAILURE — HOVERING
• INDICATIONS:
1. Left yaw.
2. ENGINE OUT message, MASTER W/C light, and RPM warning light illuminated.
3. Engine instruments indicate power loss.
4. MFD switches to ENGINE page.
5. Engine out audio activated when NG drops below 55%.
6. NR decreasing with RPM warning light and audio on when NR drops below 95%.
• PROCEDURE:
1. Maintain heading and attitude control.
2. Collective — Adjust to control NR and rate of descent. Increase prior to ground contact to cushion landing.
Amplitude of collective movement is a function of height above ground. Any forward airspeed will aid in ability to cushion 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.
- Increase in NP.
- 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.
- ENG ANTI ICE switch — ON.
- PART SEP switch (if installed) — ON.
- HEATER switch (if installed) — ON.
NOTE: Severity of compressor stalls will dictate if engine should be shut down 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 severe nature (one or two low intensity pops) may permit continued operation of engine at a reduced power level, avoiding condition that resulted in compressor stall.
* If pilot elects to continue flight: - Collective — Increase slowly to achieve desired power level.
- PSI — Monitor for normal response.
- Land as soon as practical
* If pilot elects to shut down the engine: - Enter autorotation.
- Throttle — Closed.
- FUEL VALVE switch — OFF.
- Collective — Adjust as required to
maintain 85 to 107% NR. - Cyclic — Adjust as required to maintain desired airspeed.
- 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 — Closed.
2. FUEL VALVE switch — OFF.
NOTE: Starter will remain engaged until MGT decreases to 150°C and then automatically disengage. Starter may be manually engaged by holding STARTER switch forward.
3. STARTER switch — Ensure starter is motoring engine until MGT stabilizes at normal temperature.
4. Shut down 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 possible.
2. Engine oil pressure above maximum or fluctuating abnormally.
a. Monitor engine oil pressure and temperature.
b. 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 FLIGHT 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 overspeeding engine and driveshaft breakage.
NOTE:Engine overspeed trip system will activate at 118.5% NP causing fuel flow to go to minimum. After initial overspeed, FADEC will adjust fuel flow to maintain engine at 100% NP.
• PROCEDURE:
1. Maintain heading and attitude control.
2. Collective — Adjust as required to maintain 85 to 107% NR.
NOTE: Minimum rate of descent airspeed is 55 KIAS. Maximum glide distance airspeed is 80 KIAS.
3. Cyclic — Adjust to obtain desired autorotative airspeed.
NOTE: To maintain tail rotor effectiveness do not shut down engine.
4. Landing — Complete autorotative landing.
5. Complete helicopter shutdown.
FADEC FAILURE
NOTE: 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 ON FLIGHT PROFILE (TAKEOFF, CLIMB, CRUISE, 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.
NOTE: 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.
4. Land as soon as practical.
5. Normal shut down if possible.
ENGINE FIRE ON GROUND
• INDICATIONS:
1. Smoke.
2. Fumes.
3. Fire.
• PROCEDURE:
1. Throttle — Closed.
2. FUEL VALVE switch — OFF.
3. GEN switch — OFF.
4. BATT switch — OFF.
5. Rotor brake (if installed) — 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.
NOTE: Do not restart engine until corrective maintenance has been performed.
ENGINE OIL TEMPERATURE HIGH
• INDICATIONS:
1. Engine oil temperature increasing above normal.
2. Engine oil maximum.
• PROCEDURE:
1. Land as soon as practical.
CABIN SMOKE OR FUMES
• INDICATIONS:
1. Smoke.
2. Fumes.
• PROCEDURE:
1. In flight — Start descent.
2. AIR COND BLO switch (if installed) — OFF.
3. HEATER switch (if installed) — 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 and/ 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.
NOTE: Maintain safe flight condition and land as soon as possible.
3. 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.
4. If source of the smoke or fire cannot be positively identified:
GEN switch — OFF.
Land as soon as practical.
If smoke/fumes do not decrease:
5. Airspeed — 60 knots or less.
6. BATT switch — OFF.
7. FUEL BOOST/XFR LEFT circuit breaker switch — LEFT (on).
If smoke/fumes do not decrease:
8. Land as soon as possible.
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, 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.
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 A 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 occurs, 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 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.
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.
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.
LOSS OF HYDRAULIC PRESSURE
• INDICATIONS:
1. HYDRAULIC SYS caution message 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.
• 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.
FLIGHT CONTROL ACTUATOR MALFUNCTION
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.
Once the hydraulic boost is OFF, the forces on the affected flight control will be similar to the “normal” hydraulic off forces.
• INDICATIONS:
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.
• 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.
GENERATOR FAILURE
• INDICATIONS:
1. GEN FAIL message illuminated.
2. Amps indicates 0.
3. Voltmeter — Approximately 24 volts.
• PROCEDURE:
1. GENERATOR and GENERATOR
FIELD 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 18 minutes of power for basic helicopter (30 minutes with optional 28 amp-hour battery).
EXCESSIVE ELECTRICAL LOAD
• INDICATIONS:
1. Amps indicates excessive load.
2. Smoke or fumes.
• PROCEDURE:
1. Vents/side windows — Open as required; ventilate cabin.
2. Begin descent.
3. GEN switch — OFF.
4. Land as soon as practical.
If smoke/fumes do not decrease:
5. Airspeed — 60 knots or less.
6. BATT switch — OFF.
7. FUEL BOOST/XFR LEFT circuit breaker switch — LEFT (on).
If smoke/fumes do not decrease:
8. Land as soon as possible.
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, 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.
MFD/PFD FAILURE
If either display fails, the operating display should revert to reversionary mode within approximately 5 seconds. If not, then do the following:
• INDICATIONS:
1. MFD or PFD fails.
2. Reversionary mode is not displayed
on operating display within 5 seconds.
• PROCEDURE:
1. DU BACKUP button — Press.
2. Operating display will immediately revert to reversionary mode.
3. Land as soon as practical.
ADC FAILURE
• INDICATIONS:
1. PFD airspeed indicator — AIRSPEED FAIL message and a red X displayed.
2. PFD altimeter — ALTITUDE FAIL message and a red X displayed.
3. PFD vertical speed indicator — VERT SPEED FAIL message and a red X displayed.
4. PFD OAT indicator — OAT message and a red X displayed.
5. PEDAL STOP message displayed.
• PROCEDURE:
1. Use standby airspeed and altimeter indicators.
2. Airspeed — Reduce below 60 KIAS.
3. ADC circuit breaker — Check in.
4. Land as soon as practical.
GIA 1 FAILURE
• INDICATIONS:
1. MASTER W/C light and audio.
2. Red X across COM 1/NAV 1.
3. Loss of GPS 1.
• PROCEDURE:
1. Use alternate COM/NAV as required.
NOTE: Secondary failures may not be displayed. Refer to Table 3-4.
GIA 2 FAILURE
• INDICATIONS:
1. MASTER W/C light and audio.
2. PEDAL STOP caution — If speed is above 55 knots.
3. Red X across COM 2/NAV 2.
4. Loss of GPS 2.
• PROCEDURE:
1. Airspeed — 60 knots or less.
2. Use alternate COM/NAV as required.
NOTE: Secondary failures may not be displayed. Refer to Table 3-4.
NOTE: Forward fuel tank display selection is not functional.
