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Bell 206 L3 > 206 L3 EP's > Flashcards

206 L3 EP's Flashcards

1
Q

Land As Soon As Possible

A

Land without delay at the nearest suitable area (i.e. open field) at which a safe approach and landing is reasonably assured.

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2
Q

Land As Soon As Practicle

A

The landing site and duration of flight are at the discretion of the pilot. Extended flight beyond the nearest approved landing area is not recommended.

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3
Q

Warning Light

ENG OUT

A

Verify engine condition. Accomplish engine failure procedure.

Gas Producer less than 55 ±3% RPM; power turbine RPM decreasing

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4
Q

Warning Light

BATTERY HOT

A

Turn BAT switch OFF and land ASAPr. If BATTERY RLY caution light illuminates, land ASAPo.

Battery overheating. Temperature 140°F (60°C) or higher.

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5
Q

Warrning Light

LITTER DOOR OPEN

A

Close door securely before flight. If light illuminates during flight, land ASAPr.

Litter door not securely latched.

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6
Q

Caution Light

ROTOR LOW RPM

(audio & light)

A

Reduce collective pitch and ensure throttle is fully open. ight and audio should cease when Nr increases above approximately 90% RPM.

Nr below 90% RPM

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7
Q

Caution Light

TRANS OIL PRESS

A

Reduce power; verify fault with gauge. Land ASAPo.

XMSN OIL pressure is below minimum.

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8
Q

Caution Light

TRANS OIL TEMP

A

Reduce power; verify fault with gage. Land ASAPo.

XMSN OIL temperature is at or above red line.

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9
Q

Caution Light

BATTERY RLY

A

If BATTERY HOT light is illuminated, land ASAPo.

Battery relay has malfunctioned to closed position with BAT switch OFF. Battery will not drop off line.

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10
Q

Caution Light

FUEL LOW

A

Verify FUEL QTY. Land ASAPr.

Approximately 50-75 LBS of fuel remain.

250 lbs/hour

4.1 lbs/minute

83 lbs/20 minutes

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11
Q

Caution Light

ENG CHIP

A

Land ASAPo

Metallic particles in engine oil.

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12
Q

Caution Light

TRANS CHIP

A

Land ASAPo.

Metallic particles in transmission oil.

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13
Q

Caution Light

FUEL FILTER

A

Land ASAPo. Clean before next flight.

A/F fuel filter clogged.

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14
Q

Caution Light

T/R CHIP

A

Land ASAPo.

Metallic particles in tail rotor gearbox.

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15
Q

Caution Light

GEN FAIL

A

GEN switch - RESET then ON.

If GEN FAIL light remains illuminated, GEN switch - OFF. Land as soon as practical.

Failure of generator.

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16
Q

Caution Light

R/FUEL PUMP

and/or

L/FUEL PUMP

A

Descend below 6,000’ PA if flight permits. Land ASAPr.

Right and/or left FUEL Pump have failed.

Warning

IF BOTH FUEL BOOST PUMPS FAIL, UNUSABLE FUEL MAY BE AS HIGH AS 160 lbs DUE TO INABILITY TO TRANSFER FUEL FROM FORWARD CELLS.

17
Q

Engine Fire

During Start Or Shutdown

A

Indications:

  1. Excessive TOT
  2. Visible smoke or fire

Procedure:

  1. Throttle - Closed.
  2. FUEL VALVE switch - OFF
  3. STARTER switch - Press to motor engine until TOT stabilizes at normal temperature.
  4. Shut down and exit helicopter.
18
Q

Engine Fire

During Flight

A

Indications:

  1. Smoke
  2. Fumes
  3. Fire

Procedure:

  1. Throttle - Closed
  2. Immediately enter autorotation.
  3. FUEL VALVE switch - OFF
  4. BAT switch - OFF
  5. GEN switch - OFF
  6. Execute autorotative descent and landing.
19
Q

Engine Failure

Hovering IGE

A

Indications:

  1. Left yaw
  2. ENG OUT warning light
  3. Engine out audio (if functional) activated when GAS Producer drops below 55% RPM.
  4. ROTOR RPM decreases with ROTOR LOW caution light and audio on when ROTOR drops below 90%.
  5. Engine instruments indicate power loss.

Procedure:

  1. Maintain heading and attitude.
  2. Collective - Adjust to control rate of descent and cushion landing. It is recommendedthat level touchdown be made prior to passing through 70% ROTOR RPM
  3. Land

4 Shut down helicopter.

20
Q

Engine Failure

OGE

A

Indications:

  1. Left yaw
  2. ENG OUT warning light
  3. Engine out audio (if functional) activated when GAS PRODUCER drops below 55% RPM.
  4. ROTOR RPM decreases with ROTOR LOW caution light and audio on when ROTOR drops below 90%.
  5. Engine instruments indicate power loss.

Procedure:

  1. Maintain heading and attitude.

Note

ROTOR RPM maintained at high end of operating range will provide maximum rotor energy to accomplish landing, but will cause an increased rate of descent.

  1. Collective - Adjust as required to maintain 90 to 107% ROTOR RPM.

CAUTION

Avoid large forward cyclic inputs until collective is fully down and rotor decay has ceased.

Note

Max airspeed for steady autorotation is 100 KIAS (115 MPH). Autorotation above this speed results in high rates of descent and low ROTOR RPM. A blue radila is installed on the airsped indicator as a reminder of this condition.

Airspeed for minimum rate of descent is 52 KIAS.

Airspeed for max glide is 69 KIAS.

Nominal autorotative A/S is 61 KIAS.

  1. Cyclic - Adjust to obtain desired A/S
  2. Attempt engine restart if ample altitude remains.
  3. FUEL VALVE switch - OFF
  4. At low altitude:

a. Throttle - Closed
b. Flare to lose A/S
7. Apply collective pitch as flare effect decreases to further reduce forward speed and cushion landing.

CAUTION

It is recommended that level touchdown be made prior to passing through 70% ROTOR RPM. Upon ground contact, collective pitch shall be reduced smoothly while maintainingcyclic in neutral or centered position. Excessive ground run with collective up, or any tendency to float for long distance prior to ground contact should be avoided.

  1. Shut down helicopter.
21
Q

Engine Restart

A

Procedure:

  1. Maintain control of helicopter.
  2. Collective - adjust to maintain 90 to 107% ROTOR RPM
  3. Throttle - Closed
  4. 52 KIAS
  5. FUEL VALVE switch - ON
  6. STARTER Switch - Press to engage.

CAUTION

If start is not initiated before GAS PRODUCER decreases below 30% RPM (approximately 10 seconds) after engine failure), throttle shall be modulated during start to prevent exceeding TOT limit.

  1. Throttle - Idle

Note

If TOT gage has a red triangle at 826°C refer to BHT-206L3-FMS-17 for alternate TOT.

  1. TOT Monitor range 716 to 768°
  2. Throttle - Advance smoothly to fully open position.

If a restart is unsuccessful, abort start and secure engine as follows:

  1. Throttle - Closed
  2. FUEL VALVE switch - OFF
  3. Accomplish autorotative descent and landing.
22
Q

Engine Overspeed

A

Indications:

  1. Increase in ROTOR RPM (Nr).
  2. Increase in POWER TURBINE (N2) RPM.
  3. Increase in GAS PRODUCER (N1) RPM.
  4. Increase in TORQUE.

*PROCEDURE:

  1. Throttle - Retard.
  2. N1 RPM or N2 RPM - Stabilized with throttle control.
  3. TOT - Monitor for normal operation.
  4. Collective - Adjust as required to maintain 90 TO 107% ROTOR RPM.
  5. Cyclic - Adjust as required to maintain desired AIRSPEED.
  6. Prepare for power-off landing.

CAUTION

If RPM and TOT cannot be maintained, the engine must be shut down.

23
Q

Engine Underspeed

A

Indications:

  1. Abrupt decrease in N2 RPM.
  2. Subsequent decrease in N2 RPM.
  3. Possible decrease in ROTOR RPM.
  4. Decrease in TORQUE.

Procedure:

  1. Collective - Adjust as required to maintain 90 to 107% ROTOR RPM.
  2. Throttle - Idle stop.
  3. Establish autorotative glide.
  4. Prepare for power-off landing.
24
Q

Engine Compressor Stalls

A

Indications:

  1. Engine pops.
  2. High or erratic TOT
  3. Decreasing or erratic N1 or N2
  4. Torque oscillations

Procedure:

  1. Collective - Reduce power, maintain slow cruise flight.
  2. TOT and N1 - Check for normal indications.
  3. Engine ANTI-ICING switch - ON

Note

The severity of the compressor stalls will dictate if the engine should be shut down and treated as an engine failure. Violent stalls can cause damage to the 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 the engine at a reduced power level, avoiding the condition that resulted in the compressor stall.

If pilot elects to continue flight:

  1. Collective - Increase slowly to achieve desired power level.
  2. TOT and N1 - Monitor for normal response.
  3. Land ASAPr

If pilot elects to shut down engine:

  1. Throttle - Closed
  2. FUEL VALVE switch - OFF
  3. Collective - Adjust as required to maintain 90 to 107% Nr
  4. Cyclic - Adjust as required to maintain desired A/S
  5. Prepare for power-off landing.
25
Q

Engine Oil Pressure Low, High, or Fluctuating

A

If engine oil pressure is below minimum or above maximum, Land ASAPo.

If engine oil pressure fluctuates but does not exceed a limit, monitor engine oil pressure and temp and Land ASAPr.

26
Q

Engine Oil Temp High

A

Land ASAPo.

27
Q

Hydraulic System Failure

A

Indications:

  1. Grinding or howling noise from pump.
  2. Increase in force to move flight controls.
  3. Feedback forces may be evident during flight control movement.
  4. Cyclic and collective movements are rate limited.

Procedure:

  1. Reduce AIRSPEED to 61 to 69 KIAS (70 to 60 MPH).
  2. HYDR SYSTEM circuit breaker - Out. If power not restored, push breaker in.
  3. HYDRAULIC SYSTEM switch - ON; OFF if power not restored.
  4. Land as soon as practical.
  5. A run-on landing at approximately 9 KIAS (10 MPH) is recommended.
28
Q

Tail Rotor Failures

A

There is no single emergency procedure for all types of antitorque malfunctions. The key to successful handling of a tail rotor emergency lies in the pilot’s ability to quickly recognize the type of malfunction that has occurred.

29
Q

Complete Loss Of Tail Rotor Thrust

A

This is a situation involving a break in the drive system (e.g., severed driveshaft), wherein the tail rotor stops turning and delivers no thrust.

Indications:

  1. Uncontrollable yawing to the right (left side slip).
  2. Nose down tucking.
  3. Possible roll of the fuselage.

Note

The severity of the initial reaction of the helicopter will be affected by A/S, cabin loading, C of G, power being used, and density altitude.

Procedure:

Hovering - Chop throttle and perform a hovering autorotation. A slight rotation can be expected on touchdown.

In-flight - Reduce throttle to idle, immediately enter autorotation, and maintain a minimum A/S of 52 KIAS during descent.

Note

The large vertical fin may permit controlled flight at low power levels and sufficient A/S when a suitable landing site is not available. During the final stages of the approach, a mild flare should be executed, making sure that 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.

30
Q

Fixed Pitch Failures

A

This is a situation involving the inability to change the tail rotor thrust (blade angle) with the pedals due to a mechanical problem with the anti-torque system.

Indications:

  1. Lack of directional response.
  2. Locked pedals.

NOTE

If the pedals cannot be moved with a moderate amount of force, do not attempt to apply a maximum effort, since a more serious malfunction condition could result. If the helicopter is in a trimmed condition when the malfunction is discovered, the TRQ and A/S should be noted and the aircraft flown to a suitable landing area. Combinations of TORQUE, ROTOR RPM, and AIRSPEED will correct or aggravate a yaw attitude, and these are what will be used to land the helicopter.

Procedure:

HOVERING

Do not chop 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 chopping throttle and entering autorotation.

IN-FLIGHT - LEFT PEDAL APPLIED

In a high power condition, the helicopter will yaw to the 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, the 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 N2 RPM 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, the helicopter will yaw to the 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 the landing. If right yaw becomes excessive, roll off the throttle completely.

31
Q

Generator Failure

A

Indications:

  1. GEN FAIL caution light illuminated.
  2. DC loadmeter indicates 0% LOAD.

Procedure:

  1. Check GEN FIELD and GEN RESET circuit breakers in.
  2. Place GEN switch to RESET position, then return to GEN position.
  3. If power not restored, place GEN switch to OFF; land as soon as practical.
32
Q

Excessive Electrical Load

A

Indications:

  1. DC loadmeter indicates excessive loads.
  2. Smoke or fumes.

Procedure:

  1. GEN switch - OFF
  2. Bat switch - OFF
  3. LEFT FUEL BOOST circuit breaker - Check in.

Warning

Altitude must be reduced below 6,000’ PA prior to battery depletion. Unusable fuel may be as high as 160 lbs after battery is depleted due to inability to transfer fuel from the forward cells.

Note

With all electrical equipment OFF, the battery, when 60% charged, will operate the left fuel boost pump approximately 3 hours to transfer fuel from the forward fuel cells and maintain the helicopter within CG limits.

For night operation, approximately one hour of battery power will be available.

  1. Land ASAPr
33
Q

Fuel Transfer Failure

A

Applicable to helicopters equipped with FUEL QTY switch.

A fuel transfer failure will result in trapped fuel in the forward cells and reduce usable fuel by the amount remaining in the forward cells.

Indications:

At total FUEL QTY of approximately 407 lbs and below, FUEL QTY in forward cells remains constant.

Procedure:

  1. Determine FUEL QTY in forward cell.
  2. Subtract quantity of fuel trapped in forward cells from total to determine usable fuel remaining.
  3. Plan landing accordingly.

Bell 206 L3 (3 decks)

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