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Aviation > -10 Chapter 9 Change 4 > Flashcards

-10 Chapter 9 Change 4 Flashcards

1
Q

IMMEDIATE ACTION EMERGENCY STEPS.

NOTE

A
  • The urgency of certain emergencies requires immediate and instinctive action by the pilot. The most important single consideration is helicopter control. All procedures are subordinate to this requirement. The MASTER CAUTION should be reset after each malfunction to allow systems to respond to subsequent malfunctions. **If time permits during a critical emergency, transmit MAYDAY call, set transponder to emergency, jettison external stores if required, turn off boost pumps, and lock shoulder harnesses. **
  • During emergencies where power may not be available or operating limits may be exceeded (i.e. engine failures, decreasing NR, compressor stalls high speed shaft failures) the crew should disengage the coupled flight director to ensure that aircraft remains within operating limits.
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2
Q

define LAND AS SOON AS POSSIBLE

A

defined as landing at the nearest suitable landing area (e.g., open field) without delay. (The primary consideration is to ensure the survival of occupants.)

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3
Q

define **LAND AS SOON AS PRACTICABLE **

A

defined as landing at a suitable landing area. (The primary consideration is the urgency of the emergency.)

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4
Q

define AUTOROTATE

A

defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.

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5
Q

EMER ENG SHUTDOWN

EP and Caution

A

identify the affected engine by checking ENG OUT warning lights, NP, NR, Q (torque), P (engine oil pressure), TGT, and NG.

(1. ) ENG POWER CONT lever(s) — OFF.
(2. ) ENG FUEL SYS selector(s) — OFF.
(3. ) _FUEL BOOST PUMP switch(es) — OFF. _

CAUTION

If TGT rises above 500°C after shutdown, place AIR SCE HT/START switch as required, turn ENGINE IGNITION switch OFF, and press starter to motor engine for 30 seconds or until TGT decreases below 500°C.

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6
Q

define LOCKOUT

A

defined as manual control of engine RPM while bypassing DEC/EDECU functions. Bypass of the engine control will be required when NP1 or 2 decreases below normal demand speed due to a malfunction of the DEC.

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7
Q

**LOCKOUT **

WARNING

A

Going to DEC LOCKOUT to obtain additional power does not remove Maximum Fuel Flow or NG limits. NR may still decrease below normal operating range if Maximum Fuel Flow or NG limits are reached.

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8
Q

**LOCKOUT **

CAUTION

A

When engine is controlled with ENG POWER CONT lever in LOCKOUT, engine response is much faster and TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping NR and NP 1 and 2 in operating range.

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9
Q

LOCKOUT

EP

A

ENG POWER CONT lever — Pull down and advance full forward while maintaining downward pressure, then adjust to set NR as required.

Engine control malfunctions can result in NR increasing or decreasing from normal demand speed. Under certain failure conditions, Q, NP, and NG may not be indicating and the possibility of the ENG OUT warning light and audio activating exists. The most reliable indication of engine power will be TGT.

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10
Q

**EMER APU START **

EP

A

(1. ) FUEL PUMP switch — APU BOOST.
(2. ) APU CONT switch — **ON. **

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11
Q

EMERGENCY EXITS

WARNING

A

For helicopters with a non-operational roll-trim actuator, the cyclic shall be continuously held while on the ground with rotor turning. In cases where emergency exit is required prior to rotor coasting to a stop, make sure that the cyclic stick is centered until the last crewmember can depart the cockpit. Since the main rotor shaft has a 3° forward tilt, an exit to the right rear or left rear will provide the greatest rotor clearance safety.

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12
Q

**EMERGENCY EQUIPMENT (PORTABLE) **

**Emergency equipment consists of **

A

two hand held fire extinguishers, one crash ax, and three first aid kits, as shown in Figure 9-1.

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13
Q

**ENGINE MALFUNCTION — PARTIAL OR COMPLETE POWER LOSS. **

WARNING

A

Single engine capability must be considered prior to movement of the engine power control lever. Prior to movement of either ENG POWER CONT lever, it is imperative that the malfunctioning engine and the corresponding ENG POWER CONT lever be identified. If the decision is made to shut down an engine, take at least five full seconds while retarding the ENG POWER CONT lever from FLY to IDLE, monitoring Q, NG, TGT, NP, and ENG OUT warning light on.

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14
Q

Dual-Engine Failure.

The flight characteristics and the required crewmember control responses after a dual-engine failure are similar to those during a normal power-on descent. Full control of the helicopter can be maintained during autorotational descent. In autorotation, as airspeed increases above (1)____________________________________. As airspeed decreases below (2)_____________________________________________.

A

(1) 70 - 80 KIAS, the rate of descent and glide distance increase significantly
(2) 64 KIAS, the rate of descent will increase and glide distance will decrease

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15
Q

**SINGLE-ENGINE FAILURE **

WARNING

A

Do not respond to ENG OUT warning and audio until checking TGT, NG, and NP1 and NP2.

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16
Q

SINGLE-ENGINE FAILURE

EP

A
  1. Collective — Adjust to maintain NR
    (2. ) _External cargo/stores — Jettison (if required). _
  2. _Establish single-engine airspeed. _

If continued flight is not possible:

  1. LAND AS SOON AS POSSIBLE.

If continued flight is possible:

  1. LAND AS SOON AS PRACTICABLE.
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17
Q

**ENGINE RESTART DURING FLIGHT. **

**After an engine failure in flight, an engine restart may be attempted. If it can be determined **

A

that it is reasonably safe to attempt a start, the APU should be used. Use of a crossbleed start could result in a power loss of up to 18% Q on the operational engine.

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18
Q

**DUAL-ENGINE FAILURE — GENERAL **

**The (1)_________and _________ (Figures 9-3 and 9-4) at which a two-engine failure occurs will dictate the action to be taken. After the failure, main rotor rpm will decay rapidly and the helicopter will (2)___________________. **

A

(1) altitude and airspeed
(2) yaw to the left

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19
Q

The recommended airspeed for autorotation is (1)_____. Autorotation below (2)______ is not recommended because (3)______________________________________. Adjusting the cyclic and collective control to maintain 100% NR and (4)______ KIAS (______ KIAS high drag) will result in achieving the maximum glide distance.

A

(1) 80 KIAS
(2) 80 knots
(3) the deceleration does not effectively arrest the rate of descent
(4) 110 KIAS, 100 KIAS HIGH DRAG

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20
Q

DURING AUTOROTATION

NR above 100% will result in (1)__________________________. At (2)_________ feet AGL, use aft cyclic to decelerate.

Ground contact should be made (3)_________________. Pitch attitudes up to (4)______ at the point of touchdown normally result in an adequate deceleration and safe landing.

A

(1) a higher rate of descent
(2) 50 to 75
(3) with some forward speed
(4) 25°

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21
Q

**DUAL-ENGINE FAILURE **

WARNING

A

Do not respond to ENG OUT warning lights and audio until checking TGT and NR.

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22
Q

DUAL-ENGINE FAILURE

EP

A

AUTOROTATE

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23
Q

**DECREASING NR **

WARNING

WARNING

A

NR can also decrease as a result of exceeding the Maximum Torque Available due to reaching TGT limiting, Maximum Fuel Flow, or NG limiting without an associated hardware failure.

Going to DEC LOCKOUT to obtain additional power does not remove Maximum Fuel Flow or NG limits. NR may still decrease below normal operating range if Maximum Fuel Flow or NG limits are reached.

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24
Q

DECREASING NR

CAUTION

NOTE

A

When engine is controlled with ENG POWER CONT lever in LOCKOUT, engine response is much faster and the TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping NR, NP1 and NP2 in operating range.

If NR reduces from 100% to 95-96% during steady flight, check Q1 and Q2. If Q1 and Q2 are equal and below Maximum Torque Available, attempt to increase NR with ENG SPD TRIM switch.

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25
Q

DECREASING NR

EP

A

  1. Collective — Adjust to control NR.
    1. Establish single-engine airspeed.

If single engine flight cannot be achieved or maintained:

(2. ) ENG POWER CONT lever (low Q/TGT TEMP engine) — LOCKOUT. Maintain Q approximately 10% below other engine.
3. LAND AS SOON AS PRACTICABLE.

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26
Q

**INCREASING NR **

EP

A

(1. ) ENG POWER CONT lever (high Q/TGT engine) — Retard. Maintain Q approximately 10% below other engine.
2. LAND AS SOON AS PRACTICABLE.

If the affected engine does not respond to ENG POWER CONT lever movement in the range between FLY and IDLE, the HMU may be malfunctioning internally.

If this occurs:

  1. Establish single engine airspeed.
    (4. ) Perform EMER ENG SHUTDOWN (affected engine).
    (5. ) Refer to single-engine failure emergency procedure.
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27
Q

**ENGINE COMPRESSOR STALL. **

An engine compressor stall is normally recognized by (1)__________________________________. These responses are normally accompanied by the rapid increase in TGT and fluctuations in NG, Q, and NP reading for the affected engine.

A

(1) a noticeable bang or popping noise and possible helicopter yaw.

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28
Q

**ENGINE COMPRESSOR STALL **

EP

A
  1. Establish single engine airspeed.
  2. Collective — Reduce.

If condition persists:

(3. ) ENG POWER CONT lever (affected engine)–Retard (TGT should decrease).
(4. ) ENG POWER CONT lever (affected engine) — FLY.

If stall condition recurs:

(5. ) EMER ENG SHUTDOWN (affected engine).
(6. ) Refer to single-engine failure emergency procedure.

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29
Q

**ENG 1 OIL BYPASS OR ENG 2 OIL BYPASS CAUTION APPEARS. **

EP

A

  1. ENG POWER CONT lever — Retard.
  2. LAND AS SOON AS PRACTICABLE.
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30
Q

CHIP ENG 1 OR CHIP ENG 2,

ENG 1 OIL PRESS OR ENG 2 OIL PRESS,

ENG 1 OIL HOT OR ENG 2 OIL HOT

CAUTION APPEARS.

A

  1. Establish single engine airspeed.
    (2. ) ENG POWER CONT lever (affected engine) — Retard (to reduce torque).

If oil pressure is below minimum limits or if oil temperature remains above maximum limits:

(3. ) EMER ENG SHUTDOWN (affected engine).
(4. ) Refer to single engine failure emergency procedure.

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31
Q

ENGINE HIGH-SPEED SHAFT FAILURE

Failure of the shaft may be complete or partial. A partial failure may be characterized at first by nothing more than (1)____________________________________. A complete failure will be accompanied by a loud bang that will result in a sudden (2)___________________________________. NP of affected engine will (3)__________________________________.

A

(1) a loud high-speed rattle and vibration coming from the engine area
(2) Q decrease to zero on the affected engine
(3) increase until overspeed system is activated

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32
Q

ENGINE HIGH-SPEED SHAFT FAILURE.

EP

A

  1. Establish single engine airspeed.
  2. Collective — Adjust.
    (3. ) EMER ENG SHUTDOWN (affected engine).

Do not attempt to restart.

(4.) Refer to single-engine failure emergency procedure.

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33
Q

LIGHTNING STRIKE.

WARNING

A

Lightning strikes may result in loss of automatic flight control functions, engine controls, and/or electric power.

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34
Q

Lightning strike may cause one or both engines to (1)______________________________. Systems instruments may also be inoperative. If this occurs, the flight crew would have to adjust to the malfunctioning engine(s) ENG POWER CONT lever(s) as required to control NP and NR by (2)__________________. If practical, the pilot should reduce speed to (3)_________. This will reduce the criticality of having exactly the correct rotor speed at 100%.

A

(1) immediately produce maximum power with no TGT limiting or overspeed protection
(2) sound and feel
(3) 80 KIAS

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35
Q

LIGHTNING STRIKE.

EP

A

(1. ) ENG POWER CONT levers — Adjust (as required to control NP and NR).
2. LAND AS SOON AS POSSIBLE.

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36
Q

Loss of tail rotor thrust at (1)________ and at a (2)_______ will result in a rapid (3)______ yaw. At higher airspeed, a (4)______ yaw may develop more slowly but may continue to increase.

A

(1) low airspeed
(2) hover
(3) right
(4) right

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37
Q

FIXED PITCH MALFUNCTIONS

Seeking a headwind or (1)__________ wind crosswind component may aid in maintaining heading control for landing.

When altitude and time permit, every effort should be made to achieve level trimmed flight between (2)_____ KIAS.

A

(1) left quartering
(2) 25-145

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38
Q

**FIXED RIGHT PEDAL/DECREASED POWER **

Some conditions may require entry into autorotation to control yaw rate. If continued flight is possible, a shallow approach at about (1)______ to a roll-on landing should be made. Attempt to land with aircraft into the wind or a (2)_______ crosswind to aid in heading control. As the touchdown point is approached, a mild deceleration should be executed at about (3)______ feet to reduce airspeed to about (4)______. As collective is increased to cushion touchdown, the nose of the helicopterwill turn to the right. Careful adjustment of collective and deceleration should allow a touchdown with approximate runway alignment. Upon touchdown, lower collective carefully and use brakes to control heading.

A

(1) 80 KIAS
(2) left quartering
(3) 15 to 25
(4) 40 KIAS

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39
Q

Loss of Tail Rotor Thrust in Cruise Flight

If autorotation entry is delayed, (a)_____________ can develop causing low indicated airspeed with the (b) ___________________. This will make it more difficult to establish or maintain adequate autorotative airspeed.

EP

A

a) large sideslip angles
b) stabilator programming down
1. Airspeed — Adjust to 80 KIAS or above.
2. AUTOROTATE — Maintain airspeed at or above 80 KIAS.
(3. ) ENG POWER CONT levers — OFF (during deceleration when intended point of landing is assured).

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40
Q

Loss of Tail Rotor Thrust or T/R QUAD FAIL Caution Appears

**with Loss of Control at Low Airspeed/Hover (Right Rotation). **

EP

A

  1. Collective — Reduce.
    (2. ) ENG POWER CONT levers — OFF (5 to 10 feet above touchdown).
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41
Q

T/R QUAD FAIL Caution Appears in Cruise Flight.

WARNING

A

If the helicopter is shut down and/or hydraulic power is removed with one tail rotor cable failure, disconnection of the other tail rotor cable will occur when force from the boost servo cannot react against control cable quadrant spring tension. The quadrant spring will displace the cable and boost servo piston enough to unlatch the quadrant cable.

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42
Q

T/R QUAD FAIL Caution Appears in Cruise Flight.

a. Loss of one tail rotor cable will be indicated by appearance of the T/R QUAD FAIL caution. No change in handling characteristics should occur if only one cable fails.
b. If both tail rotor control cables fail, a centering spring will position the tail rotor servo linkage to provide 10.5 degrees of pitch. This will allow trimmed flight at about ______________________ (these speeds will vary with gross weight).

A

25 KIAS up to 145 KIAS

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43
Q

T/R QUAD FAIL Caution Appears in Cruise Flight.

EP

A

  1. Collective — Adjust to determine controllability (Fixed Right or Left).
  2. LAND AS SOON AS PRACTICABLE.
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44
Q

**Loss of Control at Low Airspeed/Hover or T/R QUAD FAIL Caution Appears (Left Rotation). **

WARNING

A

Reducing collective in a left rotation will increase rate of turn with the ENG POWER CONT lever(s) at fly depending on the rate at which the ENG POWER CONT lever(s) are retarded. It is critical that the pilot on the controls maintain a level attitude, preserve NR, and apply cushion for the landing.

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45
Q

**Loss of Control at Low Airspeed/Hover or T/R QUAD FAIL Caution Appears (Left Rotation). **

EP

A

(1. ) ENG POWER CONT lever(s) — Retard to decrease NR below 100% and begin a partial power descent.
2. Collective — Adjust to preserve NR.
(3. ) ENG POWER CONT levers — OFF (5 to 10 feet above touchdown).
4. Collective — Adjust for landing.

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46
Q

Pedal Bind/Restriction or Drive With No Accompanying Caution.

A malfunction within the yaw boost servo or tail rotor servo can produce much higher force at the pedals and the affected servo must be turned off. A hardover failure of the yaw boost servo will increase control forces as much as ____________ on the pedals.

A

250 pounds

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47
Q

**Pedal Bind/Restriction or Drive With No Accompanying Caution. **

EP

A

  1. Apply pedal force to oppose the drive.
    (2. ) Check other pedals for proper operation.
    (3. ) TAIL SERVO switch — BACKUP.

If normal control authority is not restored:
4. TAIL SERVO switch — NORMAL.

  1. SAS/BOOST switch — OFF.

If normal control forces are not restored:

  1. SAS/BOOST switch — ON.
  2. Collective — Adjust to determine controllability for landing.
  3. LAND AS SOON AS PRACTICABLE.
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48
Q

**T/R SERVO 1 FAIL Caution Appears and BACK UP PUMP ON Advisory Does Not Appear **

**or T/R SERVO 2 ON Advisory Does Not Appear. **

Automatic switch over did not take place. Loss of both the No. 1 hydraulic pump and backup pump results in (1)_________________. The yaw boost servo is still pressurized and the mechanical control system is still intact allowing (2)_______________________. Because of the limited yaw control range available, a roll- on landing at (3)___________________ is required.

A

(1) both stages of the tail-rotor servo being unpressurized
(2) limited tail-rotor control
(3) 40 KIAS or above

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49
Q

T/R SERVO 1 FAIL Caution Appears and BACK UP PUMP ON Advisory Does Not Appear

**or T/R SERVO 2 ON Advisory Does Not Appear. **

EP

A

(1. ) TAIL SERVO switch — BACKUP.
(2. ) BACKUP HYD PUMP switch — ON.

  1. LAND AS SOON AS PRACTICABLE.
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50
Q

MAIN XMSN PRESS Caution Appears/

**MAIN XMSN OIL HOT Caution Appears. **

Loss of cooling oil supply will lead to electrical and/or mechanical failure of (1)_______________. If the malfunction is such that oil pressure decays slowly, the (2)___________ may fail before MAIN XMSN PRESS caution appears.

A

(1) main generators
(2) generators

51
Q

MAIN XMSN PRESS Caution Appears/

**MAIN XMSN OIL HOT Caution Appears. **

EP

A

  1. LAND AS SOON AS POSSIBLE.

If time permits:

  1. Slow to 80 KIAS.
    (3. ) EMER APU START.
    (4. ) GENERATORS NO. 1 and NO. 2 switches — OFF.
52
Q

CHIP L INPUT MDL or CHIP R INPUT MDL Caution Appears.

EP

A

  1. Establish single engine airspeed.
    (2. ) ENG POWER CONT lever (affected engine) — IDLE.
  2. LAND AS SOON AS POSSIBLE.
53
Q

**CHIP MAIN MDL SUMP, CHIP L ACC MDL or CHIP R ACC MDL, CHIP TAIL XMSN, TAIL XMSN OIL HOT, CHIP INT XMSN or INT XMSN OIL HOT Caution Appears. **

EP

A

LAND AS SOON AS POSSIBLE.

54
Q

**Main Transmission Failure. **

WARNING

A

If NR decreases from 100% to 96% with an increase in Q during steady flight with no engine malfunction, the main transmission planetary carrier may have failed. During a main transmission planetary carrier failure, it may be impossible to maintain NR at 100%.

55
Q

Main Transmission Failure.

NOTE

A

Decreasing NR may be accompanied by a drop in transmission oil pressure of 10 psi or more, and possible unusual helicopter vibrations.

56
Q

**Main Transmission Failure. **

EP

A

  1. Collective — Adjust only enough to begin a descent with power remaining applied to the main transmission throughout the descent and landing.
  2. LAND AS SOON AS POSSIBLE.
57
Q

FIRE.

WARNING

A

If AC electrical power is not available, only the reserve fire bottle can be discharged and fire extinguishing capability for the #2 engine will be lost.

58
Q

Engine/Fuselage Fire On Ground.

EP

A

(1. ) ENG POWER CONT levers — OFF.
(2. ) ENG EMER OFF handle — Pull if applicable.
(3. ) FIRE EXTGH switch — MAIN/RESERVE as required.
(4. ) Rotor Brake — As required.

59
Q

**APU Compartment Fire. **

EP

A

(1. ) APU fire T-handle — Pull.
(2. ) FIRE EXTGH switch — MAIN/RESERVE as required.

60
Q

APU OIL HOT Caution Appears.

EP

A

APU CONT switch — OFF. Do not attempt restart until oil level has been checked.

61
Q

**Engine Fire In Flight. **

WARNING

A

Attempt to visually confirm fire before engine shutdown or discharging extinguishing agent.

62
Q

Engine Fire In Flight.

EP

A

  1. Establish single engine airspeed.
    (2. ) ENG POWER CONT lever (affected engine)— OFF.

(3. ) ENG EMER OFF handle — Pull.
(4. ) FIRE EXTGH switch — MAIN/RESERVE as required.
5. LAND AS SOON AS POSSIBLE.

63
Q

**Electrical Fire In Flight. **

EP

A

(1. ) BATT and GENERATORS switches — OFF.
2. LAND AS SOON AS POSSIBLE.

64
Q

**SMOKE AND FUME ELIMINATION. **

EP

A

  1. Airspeed — 80 KIAS or less.
    (2. ) HH−60M ECS panel switches — OFF.
  2. Cabin doors and gunner’s windows — Open.
  3. Place helicopter out of trim.
  4. LAND AS SOON AS PRACTICABLE.
65
Q

**FUEL 1 BYPASS or FUEL 2 BYPASS Caution Appears. **

EP

A

(1. ) ENG FUEL SYS selector on affected engine — XFD.
2. LAND AS SOON AS PRACTICABLE.

66
Q

FUEL 1 BYPASS and FUEL 2 BYPASS Cautions Appear.

EP

A

LAND AS SOON AS POSSIBLE.

67
Q

**FUEL 1 LOW and FUEL 2 LOW Cautions Appear. **

EP

A

LAND AS SOON AS PRACTICABLE.

68
Q

**FUEL 1 PRESS LOW or FUEL 2 PRESS LOW Caution Appears. **

WARNING

A

Consideration must be given to any suspected fuel system compromise. If a compromise is suspected, the pilot must make every attempt to avoid or reduce the possibility of an ignition source. A fuel leak occurring in the oil cooler access area may result in fuel and/or fumes accumulating in or around the APU/engine compartments. In such cases, APU/engine operation may result in fire.

69
Q

FUEL 1 PRESS LOW or FUEL 2 PRESS LOW Caution Appears.

If the caution appears, (1)___________ is possible. Do not make rapid (2)________________. Critical situations are those where (3)_____________________ is not possible, and the potential for fire resulting from a fuel leak is secondary to engine flameout.

A

(1) flameout
(2) collective movements
(3) single engine flight

70
Q

**FUEL 1 PRESS LOW or FUEL 2 PRESS LOW Caution Appears. **

EP (critical)

A

If the caution appears and the situation is critical:

(1. ) ENG FUEL SYS selector on affected engine — XFD.
(2. ) FUEL BOOST PUMP switch on side being used — ON.
3. LAND AS SOON AS POSSIBLE.
(4. ) EMER ENG SHUTDOWN after landing.

71
Q

FUEL 1 PRESS LOW or FUEL 2 PRESS LOW Caution Appears.

EP (not critical)

A

If the caution appears, and the situation is not critical:

  1. ENG FUEL SYS selector on affected engine — XFD.
  2. FUEL BOOST PUMP CONTROL switches — NO. 1 PUMP and NO. 2 PUMP — OFF (As applicable).
  3. LAND AS SOON AS PRACTICABLE.
72
Q

FUEL 1 PRESS LOW and FUEL 2 PRESS LOW Cautions Appear.

EP

A

  1. LAND AS SOON AS POSSIBLE.
    (2. ) EMER ENG SHUTDOWN after landing.
73
Q

**GEN 1 FAIL and GEN 2 FAIL (No. 1 & No. 2 CONV and AC REF BUS DEGRAD) Cautions Appear. **

NOTE

A

Limited AC power is available when the APU generator is the sole source of AC power. To prevent overloading the APU generator the pilot should give consideration to turning off mission equipment such as windshield anti-ice systems, environmental control systems, Micro Climate Units and accessories connected to the AC and DC utility receptacles. If the APU Generator Control Unit (GCU) detects an overload, the APU generator will be taken off-line and the APU GEN ON advisory light will extinguish. In this case, the pilot must turn off mission equipment as stated above and reset the APU generator using the GENERATORS APU switch.

74
Q

**GEN 1 FAIL and GEN 2 FAIL (No. 1 & No. 2 CONV and AC REF BUS DEGRAD) Cautions Appear. **

A dual generator failure will result in loss of all ac powered systems, including (1)____________________________. The stabilator will revert to manual mode and can be controlled via the number (2)____________________. The #1 FM and VHF-AM radios will still be available under battery power as will the pilot’s (3)_________________________.

A

(1) both FCCs (SAS 1, SAS 2, TRIM, FPS)
(2) 1 stabilator actuator.
(3) FMS, pilot’s inboard MFD, #2 EGI, VOR/ILS, IFF and the RAD ALT

75
Q

GEN 1 FAIL and GEN 2 FAIL (No. 1 & No. 2 CONV and AC REF BUS DEGRAD) Cautions Appear.

EP

A
  1. Airspeed — Adjust (80 KIAS or less).
    (2. ) GENERATORS NO. 1 and NO. 2 switches — RESET; then ON

If electrical power is not restored:

(3. ) GENERATORS NO. 1 and NO. 2 switches — OFF.
(4. ) MCUs and ECS — OFF prior to EMER APU START.
(5. ) _EMER APU START. _
6. LAND AS SOON AS PRACTICABLE.
(7. ) If APU GEN ON advisory light extinguishes, ensure MCUs and ECS — OFF prior to resetting the APU generator.

76
Q

**GEN 1 FAIL or GEN 2 FAIL Caution Appears. **

CAUTION

A

When the #1 AC generator is failed, and the backup pump circuit breaker is out, turn off ac electrical power before resetting the backup pump power circuit breaker, to avoid damaging the current limiters.

77
Q

**GEN 1 FAIL or GEN 2 FAIL Caution Appears. **

EP

A

(1.) Affected GENERATORS switch — RESET; then ON.

If caution remains:

(2.) Affected GENERATORS switch — OFF.

78
Q

**CONV 1 FAIL and CONV 2 FAIL Cautions Appear. **

EP and NOTE

A

(1. ) Unnecessary dc electrical equipment — OFF.
2. LAND AS SOON AS PRACTICABLE.

NOTE

When only battery power is available, 80% charged batteries will provide 12 minutes of power at night assuming all dc electrical equipment is left on and used, including the search light. The battery life will be increased by turning off unnecessary equipment.

79
Q

**CONV 1 FAIL or CONV 2 FAIL Caution Appears. **

With a single converter failure all electrical power will be provided by the remaining system. No action is necessary. However do not (1)_______________________________________ This will cause the battery bus tie connector to close resulting in (2)_________________________________.

A

(1) turn off the battery switch corresponding to the failed converter.
(2) loss of the associated battery bus and DC essential bus

80
Q

HYD PUMP 1 FAIL Caution Appears.

EP

A

(1. ) TAIL SERVO switch — BACKUP; then NORMAL.
2. LAND AS SOON AS PRACTICABLE.

81
Q

**HYD PUMP 2 FAIL Caution Appears. **

EP

A

(1. ) AUTO FLIGHT CONTROL panel FAILURE RESET CPTR 1 and/or CPTR 2 switches — Press then release.
2. LAND AS SOON AS PRACTICABLE.

82
Q

**HYD PUMP 1 FAIL and HYD PUMP 2 FAIL Cautions Appear. **

EP

A

LAND AS SOON AS POSSIBLE. Restrict control movement to moderate rates.

83
Q

HYD PUMP 1 FAIL or HYD PUMP 2 FAIL Caution Appears and BACK UP PUMP ON Advisory Does Not Appear.

a. Loss of both the No. 1 hydraulic pump and backup pump results in
b. Loss of both the No. 2 hydraulic pump and the backup pump results in

A

a. Loss of both the No. 1 hydraulic pump and backup pump results in both stages of the tail rotor servo being unpressurized. The yaw boost servo is still pressurized and the mechanical control system is still intact allowing limited tail rotor control. Because of the limited yaw control range available, a roll-on landing 40 KIAS or above is required.
b. Loss of both the No. 2 hydraulic pump and the backup pump results in the loss of pilot-assist servos. Boost should be turned off if the backup pump cannot be regained.

84
Q

**HYD PUMP 1 FAIL or HYD PUMP 2 FAIL Caution Appears and BACK UP PUMP ON Advisory Does Not Appear. **

EP

A

  1. Airspeed — Adjust to a comfortable airspeed.
    (2. ) BACKUP HYD PUMP switch — ON.

If BACKUP PUMP ON advisory still does not appear:

(3. ) FPS and SAS/BOOST switches — Press off (switch lights off, for HYD PUMP 2 FAIL caution).
4. LAND AS SOON AS POSSIBLE.

85
Q

**PRI SERVO 1 FAIL or PRI SERVO 2 FAIL Caution Appears. **

Marginal info and EP

A

Appearance of PRI SERVO 1 FAIL or PRI SERVO 2 FAIL caution can be caused by inadvertently placing the SERVO OFF switch in 1ST STG or 2ND STG position.

(1. ) SERVO OFF switch — Check centered.
(2. ) If the caution appears with the SERVO OFF switch centered, move the SERVO OFF switch to turn off the malfunctioning servo.
3. LAND AS SOON AS POSSIBLE.

86
Q

RSVR 1 LOW and HYD PUMP 1 Cautions Appear With BACK UP PUMP ON Advisory Appearing.

EP &

WARNING

A
  1. LAND AS SOON AS PRACTICABLE.

If the BACK UP RSVR LOW caution also appears:

(2. ) _SERVO OFF switch — 1ST STG. _
3. _LAND AS SOON AS POSSIBLE. _

WARNING: If PRI SERVO 2 FAIL caution appears, establish landing attitude, minimize control inputs, and begin a descent.

87
Q

RSVR 2 LOW and HYD PUMP 2 FAIL Cautions Appear With BACK UP PUMP ON Advisory Appearing.

EP & WARNING

A

(1. ) AUTO FLIGHT CONTROL panel FAILURE RESET switches — Press then release.
2. LAND AS SOON AS PRACTICABLE.

If BACK UP RSVR LOW caution also appears:

(3. ) SERVO OFF switch — 2ND STG.
4. LAND AS SOON AS POSSIBLE.

WARNING: If PRI SERVO 1 FAIL caution appears, establish landing attitude, minimize control inputs, and begin a descent.

88
Q

RSVR 2 LOW Caution Appears.

Marginal info, EP, and NOTE

A

Pilot assist servos will be isolated; if they remain isolated, proceed as follows:

(1. ) SAS/BOOST switch — Off.
(2. ) FPS switch — Verify off.
3. LAND AS SOON AS PRACTICABLE.

NOTE: Because the logic module will close the valve supplying pressure to the pilot-assist servos, BOOST SERVO OFF, SAS OFF, and AFCS FAIL cautions will appear.

89
Q

Collective Boost Servo Hardover/Power Piston Failure.

Hardover failure of the collective boost servo will increase control forces (as much as (1)__________________) in the collective. The increased control forces can be immediately eliminated by shutting off the boost servo. Resulting control loads will be the same as for in-flight boost servo off.

A

(1.) 150 pounds

90
Q

**Collective Boost Servo Hardover/Power Piston Failure. **

EP

A

(1. ) SAS/BOOST switch — Off.
(2. ) FPS switch — Off.
3. LAND AS SOON AS PRACTICABLE.

91
Q

**Pitch Boost Servo Hardover. **

Hardover failure of the pitch boost servo will increase the longitudinal cyclic control forces (approximately (1)___________). The increased control forces can be immediately eliminated by shutting off SAS/BOOST.

A

(1) 20 pounds

92
Q

**Pitch Boost Servo Hardover. **

EP

A

  1. SAS/BOOST and FPS switches — Off.
  2. LAND AS SOON AS PRACTICABLE.
93
Q

**BOOST SERVO OFF Caution Appears. **

Appearance of the BOOST SERVO OFF caution with no other cautions appearing indicates a (1)_______________________________. Control forces in the affected axis will be similar to flight with boost off.

A

(1) pilot valve jam in either the collective or yaw boost servo

94
Q

BOOST SERVO OFF Caution Appears.

EP

A

(1. ) SAS/BOOST switch — Off.
(2. ) FPS switch — Off.
3. LAND AS SOON AS PRACTICABLE.

95
Q

**Emergency Landing In Wooded Areas — Power Off. **

EP

A

  1. AUTOROTATE. Decelerate helicopter to stop all forward speed at treetop level.
  2. Collective adjust to maximum before main rotor contacts tree branches.
96
Q

**Ditching — Power On. **

Marginal info, EP, & WARNING

A
  1. Approach to a hover.
  2. Cockpit doors jettison and cabin doors open prior to entering water.
  3. Pilot shoulder harness — Lock.

WARNING: Do not inflate personal flotation equipment inside helicopter.

  1. Survival gear — Deploy (if applicable).
  2. Personnel, except pilot, exit helicopter.
  3. Fly helicopter downwind a safe distance and hover.
  4. ENG POWER CONT levers — OFF.
  5. Perform hovering autorotation, apply full collective to decay rotor rpm as helicopter settles.
  6. Position cyclic in direction of roll.
  7. Exit when main rotor has stopped.
97
Q

**Ditching — Power Off. **

EP

A
  1. AUTOROTATE.
  2. Cockpit doors jettison and cabin doors open prior to entering the water.
  3. Apply full collective to decay rotor rpm as helicopter settles.
  4. Position cyclic in direction of roll.
  5. Exit when main rotor has stopped.
98
Q

**FLIGHT CONTROL/MAIN-ROTOR SYSTEM MALFUNCTIONS. **

EP

A
  1. LAND AS SOON AS POSSIBLE.
    (2. ) EMER ENG(S) SHUTDOWN after landing.
    (3. ) Rotor Brake — As required.
99
Q

**ROTOR BRAKE ON Advisory Appears in Flight. **

EP

A

May indicate rotor brake pressure is applied to the rotor brake.

  1. Rotor brake handle — Check in detent and gage pressure at zero.
  2. Check for secondary indications of brake pad dragging (smoke, smell, noise, etc.).

If secondary indications present:

  1. _LAND AS SOON AS POSSIBLE. _

If no secondary indications present:

  1. LAND AS SOON AS PRACTICABLE.
100
Q

SAS Failure With No Failure/Advisory Indication.

EP

A

If the helicopter experiences erratic motion of the rotor tip path without failure/advisory indication:

(1.) SAS1 switch — Off.

If condition persists:

(2. ) SAS1 switch — ON.
(3. ) SAS2 switch — Off.

If malfunction still persists:

(4. ) SAS1 switch — Off. (FPS will automatically disengage).
(5. ) FPS switch — Verify off.

101
Q

**SAS OFF Caution Appears. **

EP

A

(1. ) SAS1 and SAS2 switches — Off.
(2. ) FPS switch — Off.
3. LAND AS SOON AS PRACTICABLE.

102
Q

**STABILATOR MALFUNCTION — AUTO MODE FAILURE. **

An Auto Mode Failure will normally result in the stabilator failing in place. The indications to the pilots of the failure are a beeping audio warning, and MASTER CAUTION and STAB MANUAL MODE caution appearing when the automatic mode fails. The position of failure may vary from the ideal programmed position by 10° at 30 KIAS to 4° at 150 KIAS. If an approach is made with the stabilator fixed at 0°, the pitch attitude may be (1)____________ than normal in the (2)__________KIAS range.

A

(1) 4° to 5° higher
(2) 20 to 40 KIAS

103
Q

**STABILATOR MALFUNCTION — AUTO MODE FAILURE. **

WARNING

A

If acceleration is continued or collective is decreased with the stabilator in a trailing edge down position, longitudinal control will be lost. The stabilator shall be slewed to 0° above 40 KIAS and full- down when airspeed is less than 40 KIAS. If the stabilator is slewed up to the 0° position and the AUTO CONTROL RESET switch is pressed during acceleration, the helicopter may pitch to a nose down attitude.

104
Q

STABILATOR MALFUNCTION — AUTO MODE FAILURE.

EP

A
  1. Cyclic mounted stabilator slew-up switch — Adjust if necessary to arrest or prevent nose down pitch rate.
    (2. ) AUTO CONTROL RESET switch — Press ON once after establishing a comfortable airspeed.

If automatic control is not regained:

(3. ) Manually slew stabilator — Adjust to 0° for flight above 40 KIAS or full down when airspeed is below 40 KIAS. The preferred method of manually slewing the stabilator up is to use the cyclic mounted stabilator slew-up switch.
4. LAND AS SOON AS PRACTICABLE.

If manual control is not possible, the airspeed limit indication will show the adjusted airspeed limit with a red arc.

  1. Airspeed indicator — Check and fly at or below red arc shown on the indicator.
  2. LAND AS SOON AS PRACTICABLE.
105
Q

**UNCOMMANDED NOSE UP PITCH ATTITUDE CHANGE. **

At airspeeds above (1)________, a collective reduction of approximately (2)________, simultaneously with forward cyclic will arrest the nose up pitch rate. If these control corrections are delayed and/or a large nose up attitude results, a moderate roll to the nearest horizon will assist in returning the helicopter to level flight.

A

(1) 140 KIAS
(2) 3 inches

106
Q

**If an uncommanded nose down pitch attitude occurs: **

EP

A
  1. Cyclic — Adjust as required.
  2. Collective — Maintain or increase.
  3. Cyclic mounted stabilator slew-up switch — Adjust as required to arrest nose down pitch rate.
    (4. ) MAN SLEW switch — Adjust to 0° at airspeeds above 40 KIAS and full down at airspeeds below 40 KIAS.
  4. LAND AS SOON AS PRACTICABLE.
107
Q

**If an uncommanded nose up pitch attitude occurs: **

EP

A

  1. Cyclic — Adjust as required.
  2. _Collective — Reduce as required. _
    (3. ) MAN SLEW switch — Adjust to 0° at airspeeds above 40 KIAS and full down at airspeeds below 40 KIAS.
  3. LAND AS SOON AS PRACTICABLE.
108
Q

STABILATOR DEGRADED ADVISORY APPEARS.

The STAB DEGRADED advisory indicates that the stabilator control has reverted to a condition of reduced functionality in either speed or control. Full stabilator range of motion may not be available. Exercise caution when operating at ________________________ which may require the stabilator to go beyond its available range.

A

high speed or low power descents

109
Q

**STAB UNLOCKED Caution Appears. **

EP

A

In flight — LAND AS SOON AS POSSIBLE.

110
Q

**INTEGRATED AVIONICS SYSTEM MALFUNCTIONS. **

EP

A

The following component failures will result in — LAND AS SOON AS POSSIBLE

a. Loss of two data concentrator units.
b. Loss of four MFDs.

The following component failures will result in — LAND AS SOON AS PRACTICABLE.

a. Loss of one data concentrator unit or:
b. Loss of two EGIs or:
c. Loss of up to three MFDs or:
d. Loss of two ADCs or:
e. Loss of two FMSs.

111
Q

Single EGI Failure

EP

A
  1. Manually control helicopter attitude/flight path.
    (2. ) ATT REV and HDG REV on reversionary panel — Press.
    (3. ) Check FMS EGI page to verify that function- ing EGI is being used as the navigation source.
    (4. ) Failed EGI switch — OFF, then ON.
    (5. ) Check FMS INITIALIZATION page 2 for INU-ALN indication.

If successful:

(6.) An in-air GPS aided alignment will be done in approximately 2 minutes. To improve the quality of the alignment, make a 90° heading change during the first minute if possible.

If unsuccessful:

(7.) EGI switch — OFF.

112
Q

Dual EGI Failure

EP

A
  1. Transition to ESIS display.
    (2. ) EGI switches — OFF, then ON. If successful, an EGI inflight alignment will automatically be done.
  2. LAND AS SOON AS PRACTICABLE.
113
Q

**FLT DIR FAIL, FD COUPLE FAIL Cautions Appear. **

EP

A
  1. Check FD/DCP to verify which flight director modes are functioning.
    (2. ) FAILURE RESET CPTR 1 and/or CPTR 2 — Press to clear flight director cautions.
    (3. ) Check AFCS and FCC status page. Clear BITE codes if necessary.

(4. ) Reengage affected mode when able.
5. Fly affected axis manually if not restored.

114
Q

Coupled Flight Director Malfunction.

EP

A

(1.) RMT SBY switch — Press to disengage FD modes.

If coupled FD does not disengage:

(2.) CPLD switch — Press to decouple FD.

If coupled FD does not disengage:

(3.) FPS and TRIM switches — Off.

After FD is uncoupled:

(4.) FPS and TRIM switches — ON.

115
Q

DISPLAY MALFUNCTIONS (MFD or FMS).

EP

A

(1. ) If MFD is faulty, cycle MFD mode select switch to OFF, then back to ON.
(2. ) If FMS is faulty, pull the appropriate CDU circuit breakers on the No. 1 dc primary bus or No. 2 dc essential bus, wait 10 seconds, then reset circuit breakers.

116
Q

If an MFD does not fail but appears to be degraded, check the MFD status display while on the ground (MFD status page is disabled in flight).

A

  1. VID BRT and VID CONT down switches — Press simultaneously to access MFD status display.

Check for any indications in red.

  1. Degraded MFD — OFF for 10 seconds, then on to reset the display.
  2. Record the malfunctions in the helicopter log- book at the end of the mission.
117
Q

Digital Intercommunications Malfunctions

EP

A

  1. If ICS Lock-up occurs, perform the following: Reset by cycling power to the ICU. Pull and reset the Circuit Breakers for the ICS ICU on the NO. 2 DC ESNTL BUS and the ICS SEC on the NO. 1DC PRI BUS; they must both be pulled and then reset (CBs out at the same time).
118
Q

**EMERGENCY JETTISONING. **

EP

A

CARGO REL or HOOK EMER REL switch — Press.

119
Q

Hoist Cable Cut.

NOTE & EP

A

On either pilot’s or crew panel:

NOTE: Crew’s hoist control panel ARM-TEST switch must be in ARM to cut cable from either position.

CABLE CUT button — Press.

120
Q

**Hoist Runaway. **

EP

A

(1.) Pilot’s hoist control panel PILOT OVERRIDE switch UP or DOWN to control, as required.

If control is not possible:

(2.) Pilot’s hoist panel HOIST POWER switch — OFF.

121
Q

**Loss of NO. 1 or NO. 2 Generator During Blade Deice Operation. **

EP

A

Pilot not on the controls:

(1. ) _EMER APU START . _
(2. ) BLADE DE-ICE POWER switch — OFF then ON.

122
Q

**LITTER LIFT RUNAWAY. **

EP

A

From any one of the four cabin medical control panels:

  1. _EMERGENCY STOP switch — STOP. _

If litter continues to runaway:

(2.) Cockpit AUX SW panel MED INT switch — OFF.

After stopping the runaway:

  1. Pull the appropriate bad litter lift system control FWD and AFT LIFT MOT circuit breaker on the medical interior circuit breaker panel.
  2. Do not use bad litter lift system.
123
Q

**FLIR SYSTEMS MALFUNCTIONS. **

**MODE PROBLEM, CAGE PROBLEM, GIMBAL RACHETING, IMAGE DISTORTION, MISC. **

EP

A

(1. ) FLIR control panel POWER switch — OFF. Wait three minutes then, ON.
(2. ) Perform BIT/FIT check. Allow 3 to 4 minutes for FLIR to complete BIT/FIT check.

If FLIR problem is not solved:

(3. ) Press STOW FLIR control panel POWER button.
(4. ) FLIR control panel POWER switch — OFF.

124
Q
A

Aviation (13 decks)

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