Bell 430 Emergency Procedures COPY Flashcards
Bell 430 Emergency Procedures Study Aide
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This flash card study aide is provided to ease and assist in studying much more comprehensive material provided by Bell. The creator of this study aide accepts no responsibility for inaccuracies or abbreviation of procedures. This is intended to introduce the associated material and all persons using these cards should study and reference the officially distributed material from the manufacturer. It is recommended that after referencing each card, the student should independently verify the information on that card by looking it up and learning the comprehensive information from the direct source. If any inaccuracies, misleading info or typo errors are found, please notify the administrator of the study deck.
CIRCUIT BREAKERS
ACTION
A tripped circuit breaker should not be reset in flight unless deemed necessary for the safe completion of the flight.
If it is necessary it shoyld only be reset ONCE.
SINGLE ENGINE FAILURE
HOVERING IGE
INDICATIONS
- Left yaw
- ENG 1 OUT or ENG 2 OUT warning light(s) illuminated
- Rotor RPM (NR) may decrease
- RPM Caution light may illuminate with audio on below 93% RPM
- IIDS Caution displays (affected engine) illuminate
- Engine instrument displays indicate power loss
PROCEDURES
- Collective - Adjust to control rate of descent and cushion landing
- Land
- Shut down and exit helicopter
SINGLE ENGINE FAILURE
HOVERING OGE
INDICATIONS
- Left yaw
- ENG 1 OUT or ENG 2 OUT warning light(s) illuminated
- Rotor RPM (NR) may decrease
- RPM Caution light may illuminate with audio on below 93% RPM
- IIDS Caution displays (affected engine) illuminate
- Engine instrument displays indicate power loss
PROCEDURE
- Maintain heading and landing attitude
- Collective - Adjust to control rotor RPM (NR) and desired OEI power
If insufficient power exists to fly away, proceed as follows:
- Assume landing attitude
- Any forward airspeed will aid in ability to cushion landing
- Collective - Increase just prior to ground contact to cushion landing
- Shut down and exit helicopter
SINGLE ENGINE FAILURE
DURING TAKEOFF
INDICATIONS
- Left yaw
- ENG 1 OUT or ENG 2 OUT warning light(s) illuminate
- Rotor RPM (NR) may decrease
- RPM Caution light may illuminate with audio on below 93% RPM
- IIDS Caution displays (affected engine) illuminate
- Engine instrument displays indicate power loss
PROCEDURES
- Maintain control of helicopter
- Collective - Adjust to control rotor RPM (NR) and desired OEI power
- If decision is made to land, proceed as follows:
- Flare to recduce airspeed
- Assume landing attitude before touchdown
- Shut down and exit helicopter
SINGLE ENGINE FAILURE
INFLIGHT
INDICATIONS
- Left yaw
- ENG 1 OUT or ENG 2 OUT warning light(s) illuminate
- Rotor RPM (NR) may decrease
- RPM Caution light may illuminate with audio on below 93% RPM
- IIDS Caution displays (affected engine) illuminate
- Engine instrument displays indicate power loss
PROCEDURES
- Maintain control of helicopter
- Collective - Adjust to control rotor RPM (NR) and desired OEI power
- Check NR at 100%
- Aispeed - Maintaing 65 KIAS Min
- ECS - OFF
If cause of failure is known and a restart is to be attempted refer to ENGINE RESTART IN FLIGHT
If restart is not to be attempted, proceed as follows:
- Affected Engine - Throttle - Closed
- Fuel Valve Switch - Off
- GEN Switch - Off
WARNING
WITH ONE ENGINE INOPERATIVE AND FUEL INTERCONNECT VALVE OPEN, APPROXIMATELY 90 POUNDS OF FUEL IN THE TANK OF THE INOPERATIVE ENGINE WILL NOT TRANSFER AND IS NOT AVAILABLE TO OPERATIVE ENGINE.
- FUEL TANK INTCON — ON.
- BUS INTCON switch — ON.
- Operating Generator — Monitor load.
NOTE
If generator load exceeds maximum limitation, shut down unnecessary equipment as required.
SINGLE ENGINE FAILURE
WARNINGS
With one engine inop. and fuel interconnect valve open, approx. 90 pounds (13.4 Gal) of fuel in the tank of the inop. engine will not transfer and is not available to operate remaining engine.
- FUEL TANK INTCON - ON
- BUS INTCON switch - ON
- Operating Generator - Monitor Load
- If Gen load exceeds max limits, shut down unecessary equip as required
- Instruments - Monitor
LAND AS SOON AS PRACTICAL
SINGLE ENGINE LANDING
- All unecessary equip. - OFF
- Seat belt and no smoking switches - ON
- ECS - OFF
- Shallow approach to running landing at approx 15 to 25 knots
NOTE:
Avoid abrubt power changes. Avoid prolonged ops at limit OEI power levels if a suitable landing area is available.
- After landing - Complete shutdown
ENGINE RESTART
IN FLIGHT
IF THE CAUSE OF ENGINE FAILURE IS OBVIOUSLY MECHANICAL, AS EVIDENCED BY ABNORMAL METALLIC OR GRINDING SOUNDS, DO NOT ATTEMPT A RESTART
(Consistent air restarts have been demonstrated at altitudes up to 15k. airstarts may be attempted at alt up to 20k)
- Airspeed 65 KIAS
AFFECTED ENGINE
- Throttle - CLOSED
- Eng Oil Temp - NORMAL RANGE
- Fuel Valve Switch - ON
- Fuel Prime Switch - ON
- FADEC Mode Switch - AUTO
- FADEC Matching Switch (collective) - TRQ
- Starter - Dry Motor engine to reduce risidual MGT to within Limits
- NG - Less Than 5%
NOTE:
If residual MGT is above 65°c at altitudes above 10k, or 150°c below 10k, complete dry motoring run as per starter limits (60sec on 60sec off), and check NG decrease below 5% before attempting restart. With either Gen operative, the Eng can be restarted regardless of Bus Intcon switch position.
- Throttle - ROTATE TO IDLE STOP
- Start Switch - PRESS: Check START advisory message illuminates
- ENG Oil Pressure - INCREASING
- MGT - INCREASING. Do not exceed start MGT limits, 10 sec above 843°c, with 1 sec MAX 927°c
- NG - STABILIZED at 61%
- ENG Oil Temp - STABILIZED
- WARNING CAUTION Messages - Extinguished
- IDLE STOP Switch - PRESS
- Throttle - ROTATE TO FULL OPEN
- GEN Switch - ON
- FUEL TANK INTCON Switch - OFF
- FUEL PRIME Switch - OFF
If restart unsuccessful, abort start and secure affedcted engine as follows:
- Throttle - CLOSED
- START DISENG Switch - PRESS TO DISENGAGE STARTER
- FUEL VALVE Switch - OFF
LAND AS SOON AS PRATICAL
DUAL
ENGINE FAILURE
INDICATIONS
- Left yaw
- Rotor RPM (NR) decreases
- RPM Caution light may illuminated with audio on below 93% RPM
- ENG 1 OUT and ENG 2 OUT warning light(s) illuminated
- Engine instrument displays indicate power loss
- IIDS Caution displays illuminated
PROCEDURES
- Collective - DOWN Enter Autorotation
- SEAT BELT / NO SMOKING switches - ON
NOTE: MAX glide distance autorotation 80 KIAS (Auto Vne). MIN rate of descent 65 KIAS. Optimum flare 65 KIAS
- Throttle - CLOSED
If cause known, Eng restart may be attempted (depending on Alt).
EXECUTE AUTOROTATION LANDING
CAUTION
IT IS RECOMMENDED THAT LEVEL TOUCHDOWN BE MADE PRIOR TO PASSING THROUGH 79% ROTOR RPM. UPON GROUND CONTACT, SMOOTH REDUCTION OF COLLECTIVE, CYCLIC NEUTRAL.
AFTER LANDING, COMPLETE SHUTDOWN
ENGINE
UNDERSPEED
INDICATIONS
- NG - ABRUPT DECREASE (Affected Engine)
- NP - SUBSEQUENT DECREASE (Affected Engine)
- ROTOR RPM - POSSIBLE DECREASE
- TORQUE - DECREASE (Affected Engine)
PROCEDURES
- Collective - ADJUST (Maintain 100% Rotor RPM)
- Affected Engine - IDENTIFY
- Throttle - IDLE (Affected Eng)
- ECU MODE - Manual (Affected Eng)
- Attempt - Eng Control with throttle If Successful;
- LAND AS SOON AS PRACTICAL
If Unsuccessful; Treat as SINGLE ENGINE OUT INFLIGHT
NOTE: When operating an eng. in manual mode, it is recommended the eng. power output be maintained slightly below the non-affected eng. This will allow the degraded eng. to assist the non-affected eng. in delivering power to the transmission while the non-affected eng. maintains proper rotor RPM
ECU (FADEC)
FAILURE WARNINGS
WARNING:
Within 2 to 7 seconds after illumination of ECU WARNING NR/NP may increase rapidly requiring use of collective and throttle to control NR/NP
FADEC System may fail “fixed” or fail “direct to manual”. At low power settings, FADEC failure may result in Eng and Rotor overspeed.
ECU (FADEC)
FAILURE
INDICATIONS
- FADEC FAIL Audio - ACTIVATED
- Master Warning - FLASHING
- ECU Warning - RED / Above affected torque display - FLASHING
- FADEC Mode Switch (affected Eng)(MAN) - ILLUMINATED (If FADEC failed “direct to manual”)
- FADEC Mode Switch (affected Eng)(MAN) - NOT ILLUMINATED (If FADEC failed “fixed”)
OVSPD of (NP or NG) MAY be displayed
- If FADEC Failed “FIXED” NR will remain at 100%, Eng torque and MGT will remain constant as long as collective not moved
- If FADEC Failed “DIRECT TO MANUAL” at low power settings, the NR will increase with noticible torque/MGT split between engines withing 2 to 7 seconds.
- If FADEC Failed “DIRECT TO MANUAL” at high power settings, the rotor RPM will remain constant with noticible torque/MGT split between engines. The non-affected Eng will attempt to maintain 100% NR
PROCEDURES
- During Start / Ground Operations - Throttles - OFF
- In Flight Opeartions / Adjust Collective - Maintain NR Within Limits
- Identify Affected Engine
- Affected Throttle - Roll back midway between full open and idle
- Affected Eng FADEC Mode - Switch MAN, depress, depress muting FADEC fail audio
- Throttle - Rotate slowly to a power setting slightly less than unaffected Eng
- Master Warning - RESET
- Seat Belt/ No Smoke - ON
LAND AS SOON AS PRACTICAL
Plan approach and landing for single engine power available. Single Engine Landing
NOTE:
When operating an eng. in manual mode, it is recommended the eng. power output be maintained slightly below the non-affected eng. This will allow the degraded eng. to assist the non-affected eng. in delivering power to the transmission while the non-affected eng. maintains proper rotor RPM.
In MAN mode Eng power may be limited to MCP
When FADEC is in MAN mode, the auto relight is disabled and NG and NP overspeed limiter will shut down the eng if overspeed limit is reached (OVSPD caution illuminated above NG and/or NG display).
ENGINE OVERSPEED
DRIVESHAFT FAILURE
NOTE:
FADEC overspeed protection will cut off fuel flow when NG is over 110% or NP is over 115%, then reintroduce fule flow and ignition when the NG is below 107% or the NP is below 113.
INDICATIONS:
- NP - Rapid increase (affected engine)
- OVSPD Caution message - Illuinates (affected engine)
- A/RLT - Illuminates
- NG - Decrease (affected engine)
- Torque - Decrease (affected engine)
PROCEDURES:
- Throttle - Closed (affected engine)
- FUEL VALVE Switch - Off (affected engine)
Then treat as single engine failure in flight
LAND AS SOON AS PRACTICAL
ENGINE
COMPRESSOR
STALL
INDICATIONS
- Engine Pops
- MGT - High, or erratic
- NP and NG - Decreasing, or erratic
- Torque - Oscillating
PROCEDURES
- Collective - Reduce power, maintain slow cruise flight
- MGT and NG - Check for normal indications
- ECS Switch - ON
- ENG ANTI ICE Switch - ON (affected engine)
- SEAT BELT and NO SMOKE Switch - ON
IF PILOT ELECTS TO CONTINUE FLIGHT
- Collective - Reduce power, maintain slow cruise flight
- MGT and NG - Monitor for normal indications
LAND AS SOON AS PRACTICAL
IF PILOT ELECTS TO SHUT DOWN ENGINE
- Throttle (affected engine) - CLOSED
- FUEL VALVE Switch (affected engine) - OFF
Treat as single engine failure
LAND AS SOON AS PRACTICAL
ENGINE HOT START
/ SHUTDOWN
INDICATIONS
A Hot Start is caused by an excessive amount of fuel for a given airflow in the combustion chamber. Internal and external damage can result
- Flanes emitting from exhaust
- Excessive MGT indication
PROCEDURES
ABORT START OF AFFECTED ENGINE AS FOLLOWS
- Throttle - CLOSED
- FUEL VALVE Switch - OFF
- FUEL PRIME Switch - OFF
- Starter - Continue engagement (Crank) until MGT decreases below 150°c
- Complete Shutdown
- Exit Helicopter - Check for damage
If MGT limits for starting were exceeded, MX and Inspection
HIGH ENGINE
OIL TEMPERATURE
INDICATIONS
- On IIDS, ENG OIL temp above 107°c.
PROCEDURES
- Reduce power on affected engine
- Monitor ENG OIL temp and pressure
If ENG OIL rtemp remains above limit, or dashes “—” displayed for ENG OIL temp, or abnormal ENG OIL pressure, proceed as follows
- Shut down the affedcted engine
- LAND AS SOON AS PRACTICAL
ENGINE FIRE
ON GROUND
INDICATIONS
- FIRE ENG 1 and/or FIRE ENG 2 warning light(s) illuminated
- Visible smoke or fire
- Excessive MGT
PROCEDURES
- Both throttles - CLOSED
- Rotor brake - ON
- Battery switch - OFF
- All personell exit helicopter
NOTE:
Arming the fire extinguisher will close the affected fuel valve
- Fire extinguisher ARM switch (affected engine) - ARM
- Fire extinguisher AGENT RLS switch - Activate BLT 1 and BLT 2 as required
ENGINE FIRE
IN FLIGHT
LAND AS SOON AS POSSIBLE
INDICATIONS
- Smoke, fumes, fire
- FIRE ENG 1 and/or FIRE ENG 2 warning lights(s) illuminated
PROCEDURES
- Initiate emergency descent if practical
SHUT DOWN AFFECTED ENGINE AS FOLLOWS
- Throttle - CLOSED
- Fire extinguiser ARM switch - ARM
NOTE: Arming the fire extinguisher will close the affected fuel valve
- AGENT RLSE switch - Activate BLT 1 or BLT 2 as required
- AGENT RLSE switch - Select remaining bottle if required
- FUEL VALVE switch - OFF (affected engine)
- BUS INTCON switch - As desired
- SEAT BELT and NO SMOKE switch - ON
LAND AS SOON AS POSSIBLE
USE APPLICABLE SINGLE ENG LANDING PROCEDURE IF NEEDED
CABIN SMOKE / FUMES
INDICATIONS
- Effects of toxic fumes, smoke, loss of visibility
PROCEDURES
- Declare and emergency
- Start descent to suitable landing area
- ECS switch - OFF
- Overhead vent - OPEN
- Side windows - OPEN
- Side vents - OPEN
- SEAT BELT and NO SMOKE switch - ON
Evaluate if it is a EXCESSIVE ELECTRICAL LOAD / ELECTRICAL FIRE / ENGINE FIRE / BAGGAGE COMPARTMENT FIRE
If source is identified and smoke / fumes still persist
LAND AS SOON AS POSSIBLE
If source is identified and smoke / fumes clear
LAND AS SOON AS PRACTICAL
If source is not identified
LAND AS SOON AS POSSIBLE
BAGGAGE COMPARTMENT
FIRE
IN FLIGHT
LAND AS SOON AS POSSIBLE
INDICATIONS
- Visible smoke, fumes, fire
- BAG FIRE warning light - Illuminated
PROCEDURES
- Land as soon as possible and inspect baggage compartment for evidence of fire
ELECTRICAL
FIRE
IN FLIGHT
INDICATIONS
- Visible smoke, fumes, fire
- Possible indication of abnormal amps
- Possible popped circuit breakers
PROCEDURES
- Ventilate cabin if neccessary
- Begin descent
NOTE
LAND AS SOON AS POSSIBLE
Maintain safe flight conditions. If source can be identified, remove electrical power from affected equip, by switching it off or by pulling the circuit breaker.
IIDS NOTE
Each IIDS is powered by two cicuit breakers (one each on the EMER BUS 1 and EMER BUS 2), and if the source IS an IIDS then BOTH circuit breakers for the affected IIDS must be pulled.
If the source of the smoke/fire can not be identified, carry out the following (crew intcom will be lost, along with multiple systems, when either GEN is shut off):
- DO NOT DPRESS BUS INTCON
- EMER BUS 1 PWR circuit breaker - PULL
- EMER BUS 2 PWR circuit breaker - PULL
- ESS BUS PWR circuit breaker - PULL
- GEN 2 switch - OFF (Loss of EMER BUS 2, ESS BUS 2 and NON-ESS BUS 2)
IF SMOKE DISSAPATES
- EMER BUS 1 PWR circuit breaker - RESET
- LAND AS SOON AS POSSIBLE
IF SMOKE CONTINUES
- GEN 2 switch - ON
- GEN 1 switch - OFF
- Select AP 2 after AP self test complete
- EMER BUS 2 PWR circuit breaker - RESET
- LAND AS SOON AS POSSIBLE (Loss of EMER BUS 1, ESS BUS 1 and NON-ESS BUS 1)
If unable to land immediately, continue with procedure, as time and opportunity permit: Reset remainder EMER BUS circuit breaker. If smoke reappears, pull that circuit breaker
Reset EMER BUS PWR circuit breaker. If smoke reappears, PULL that circuit breaker
(These cicuit breakers have yellow collars)
LAND / SHUT DOWN / EXIT
TAIL ROTOR FAILURE
AT HOVER
PROCEDURES
- In the event of rapid uncontrollable yawing - CLOSE both throttles
- PERFORM HOVER AUTOROTATION
In the event of a fixed pitch failure
- Collective - Gradually reduce to accomplish a power-on touchdown
TAIL ROTOR FAILURE
INFLIGHT
COMPLETE LOSS OF TAIL ROTOR THRUST
INDICATIONS
Tail rotor quits turning, no thrust delivered by tail rotor.
- Result in nose RIGHT yaw
- Collective - LOWER and enter into autorotation if neccessary to control heading
Its possible that a stabilized powered flight condition can be achieved if loss of tail rotor thrust occurred at cruise airspeed. Once stabilized in autorotation, some power may be applied (altitude permitting) to determine if powered flight is possible. If any adverse yawing is again experienced, reenter autorotation and continue descent to landing.
During final stages of approach, a mild flare should be executed and all the power to the rotor should be off. Maintain helicopter in mild flare and use collective smoothly to execute a soft, slightly nose high landing. Landing of the aft portion of the skids will tend to correct the side drift. This technique will, in most cases, result in a run on type landing.
FIXED PITCH
FAILURES:
LEFT PEDAL
LEFT PEDAL APPLIED
These failures are characterized by either a lack of directional response when a pedal is pushed or by locked pedals. If a pedal cannot be moved with a moderate amount of force, do not attempt to apply maximum effort since a more serious malfunction could result.
If tail rotor pitch becomes fixed at a high power condition (left pedal applied), helicopter will yaw left when power is reduced. Power should be reapplied and air speed adjusted to a value where a comfortable yaw angle can be maintained. If air speed is increased the verticle fin will become more effective and an increased left yaw (direct from RFM, I think it’s typo and they meant right) will develop. To accomplish landing, establish a power-on approach with sufficiently low air speed (zero is neccessary) to attain a rate of descent with a comfortable sideslip angle.
As collective increased just before touchdown, left yaw will decrease.
RIGHT PEDAL APPLIED
If tail rotor pitch becomes fixed during cruise flight or reduced power situation (right pedal applied), helicoper will yaw right when power is increased. For either of these situations, a low power run-on type landing can be performed. Reduce throttle to maintain heading when adding collective to cushion landing. If right yaw becomes excessive, roll throttles off completely. (First 10% of throttle movement will be ineffective in yaw control).
FIXED PITCH FAILURES
RIGHT PEDAL
RIGHT PEDAL APPLIED
If tail rotor pitch becomes fixed during cruise flight or reduced power situation (right pedal applied), helicopter will yaw right when power is increased. For either of these situations, a
low power run-on type landing can be performed. Reduce throttles to maintain heading when adding collective to cushion landing. If right yaw becomes excessive, roll off throttles completely. (First 10% of throttle movement will be ineffective in yaw control)
HYDRAULIC SYSTEM
FAILURE
INDICATIONS
- Grinding or howling noise from pump.
- Fluctuating or low hydraulic pressure on affected system.
- 1 HYD/HYD 2 caution message illuminated.
- PAGE 2 caution message illuminated (if system temperature is high).
- High tail rotor pedal force (if system 1 failed).
CAUTION
CYCLIC AND COLLECTIVE RATE LIMITING AND/OR CONTROL FEEDBACK MAY BE EVIDENT DURING ABRUPT MANEUVERS
PROCEDURES
- Airspeed — 100 to 120 KIAS.
- HYD PRESS and TEMP — Check.
- HYD SYS switch (Affected system) — OFF.
SEAT BELT and NO SMOKE switch — ON.
LAND AS SOON AS POSSIBLE
NOTE
If hydraulic system 1 fails, it is recommended that a hover or very slow run-on type landing into wind (apparent forward groundspeed of a walk) be made due to increased tail rotor pedal forces. Any landing should be with little or no lateral
speed to preclude side loading of the landing gear.
HYDRAULIC SYSTEM
SERVOACTUATOR
MALFUNCTION
Hydraulic system consists of two completely independent power control subsystems. If an actuator servo valve malfunction occurs, such as a jammed valve caused by foreign material, emergency servo valve bypass is actuated
through pilot control inputs to maintain hydraulic powered flight control. However, pilot control force required to accomplish bypass operation in affected actuator will be higher than normal and should cue pilot that a hydraulic malfunction has occurred. This increase in force will be noted only in control axis powered by malfunctioning actuator. Hydraulic pressure will remain normal.
INDICATIONS
- Erratic control response.
- Intermittent uncommanded control inputs.
- Abnormally high control forces in a single axis.
PROCEDURES
CAUTION: DO NOT TURN OFF EITHER HYDRAULIC SYSTEM.
- Airspeed — 100 to 120 KIAS.
- SEAT BELT and NO SMOKE switch — ON.
LAND AS SOON AS POSSIBLE
ELECTRICAL SYSTEM
NOTES
NOTE
Following generator 2 failure, switching BUS INTCON to ON will allow generator 1 to charge the battery.
NOTE
Values of amperage between 150 and 180 amps are displayed with amber background. Values between 180 and
400 amps are displayed with a red background. IIDS cannot display values above 400 amps and will display white dashes. GEN caution light is displayed when voltage drops
to less than 25 Vdc. Isolation of electrical buses is
provided in event of an excessive load (Bus interconnect relay is inhibited from closing).
SINGLE GENERATOR
FAILURE
INDICATIONS
- On IIDS page 1, the following cautions may appear separately or in combination:
- 1 GEN or GEN 2 (Affected generator)
- Page 2 BATT RLY
- Failure of all electrical equipment powered from the NON-ESS BUS of af fected generator.
- On IIDS page 2, the following combinations of cautions and information may appear:
- BATT RLY
- GEN (Affected generator)
- 0 VOLTS
- 0 AMPS
- Or*
- GEN (Affected generator)
- 0 VOLTS
- – – AMPS (White dashes indicative of high load outside measuring band.)
- Or*
- GEN (Affected generator)
- 0 VOLTS
- XXX AMPS (XXX = amperage value between 0 and 400 amps.)
PROCEDURES
- Switch to IIDS page 2.
- Confirm affected generator amps meter indicates 0.
- If amps meter indicates a value above 0 or displays white dashes;
- GEN switch — OFF (affected generator).
- If the load of the affected generator DOES NOT reduce to zero;
- GEN FIELD circuit breaker — PULL (affected generator).
- If smoke and/or fumes are present, refer to SMOKE OR FUMES IN CABIN procedure (paragraph 3-4-B).
- If the load of the affected generator DOES
NOT reduce to zero;
- Do not depress BUS INTCON switch (possibility of electrical short).
LAND AS SOON AS POSSIBLE
GENERATOR RESET PROCEDURE
- If the load of the affected generator reduces to zero;
- GEN switch (affected generator) — RESET, then on.
- If generator does not reset;
- GEN switch — OFF.
- BUS INTCON switch — Press to restore power to affected bus.
- BUS INT caution message — Illuminated.
CAUTION
IF BUS INT CAUTION MESSAGE DOES NOT ILLUMINATE, DO NOT MAKE FURTHER ATTEMPTS TO INTERCONNECT.
If switching BUS INTCON ON causes remaining generator to fail, depress BUS DISCON switch ON, confirm BUS INT caution extinguished, switch last failed generator to RESET, then ON. Do not depress BUS INTCON.
GEN load display — Monitor load on remaining generator.
LAND AS SOON AS PRACTICAL
NOTE
If load exceeds maximum generator limitation, press BUS DISCON switch. Power to all equipment on NON-ESS
BUS of affected generator will be turned off. Load shedding may also be accomplished by selectively pulling circuit breakers of undesired equipment.
DUAL GENERATOR
FAILURE
INDICATIONS
- 1 GEN 2 warning messages illuminated.
- BATT RLY caution message illuminated.
- 1 A/ICE 2 advisory messages illuminate.
- Loss of power to NON-ESS BUS 1, NON-ESS BUS 2, ESS BUS 1, and ESS BUS 2 equipment.
PROCEDURES
- GEN switches — RESET, then on. If power is not restored;
- GEN switches — OFF.
- BUS DISCON switch — ON.
- BUS INT caution message — Extinguished.
- Land within 30 minutes.
CAUTION
ONLY EQUIPMENT ON EMERG BUS 1 AND EMERG BUS 2 ARE POWERED BY BATTERY. PROLONGED FLIGHT WILL DEPLETE BATTERY.
NOTE
BUS INTCON switch may be pressed to restore power to ESS BUS 1, ESS BUS 2, NON-ESS BUS 1, and NONESS BUS 2 if necessary.
A fully charged battery provides sufficient electrical power for
approximately 30 minutes of emergency equipment operation, respecting the following limitation:
- Pitot and static vent heaters — Switch off copilot system within the first 5 minutes, operate pilot system for maximum of 7 ½ minutes.
- VHF COMM 1 — Transmission limited to
- 1 minute per 10 minutes of operation.
FUEL SYSTEM
NOTES
Fuel system malfunctions which cause illumination of a warning, caution, or advisory messages are presented in tables 3-1, 3-2, and 3-3. These include low engine fuel pump pressure, low fuel quantity, and malfunctions of fuel filter, fuel valve, and fuel interconnect valve. Other malfunctions which may not be indicated initially by a caution or warning message are presented below.
FUEL SYSTEM MALFUNCTION BREAKAWAY VALVE
A breakaway valve is installed between each wing fuel cell and its adjoining underseat fuel cell. Valve should be open at all times, but it is designed to close if the wing separates from fuselage during an accident, thus minimizing fuel spillage.
In event of a malfunction causing a breakaway valve to close, fuel will be trapped in respective wing fuel cell causing a shift in lateral center of gravity as operations continue. Range would be reduced accordingly, and fuel transfer would adversely affect lateral CG.
INDICATIONS
- Imbalance in left and right fuel quantity indications as fuel is consumed.
- Lateral CG imbalance, becoming more pronounced as fuel is consumed. CG shifts toward the side with the lowest indicated fuel quantity.
- Higher than normal fuel consumption rate.
- Premature illumination of fuel LOW QTY caution message on affected side.
PROCEDURES
WARNING
OPENING FUEL TANK INTERCONNECT VALVE MAY MAKE LATERAL CG IMBALANCE WORSE.
NOTE
Opening fuel interconnect valve to provide fuel for engine on affected
side is at discretion of pilot. Factors to be considered are leak rate, time
remaining to landing site, increased total loss of fuel due to transfer, and single engine (OEI ) operating capability.
LAND AS SOON AS PRACTICAL
FUEL
DRAIN VALVE LEAK
INDICATIONS
- Imbalance in left and right fuel quantity indications as fuel is consumed.
- Lateral CG imbalance becomes more pronounced as fuel is consumed. CG shifts toward the side with the highest indicated fuel quantity.
- Higher than normal fuel consumption rate.
- Premature illumination of fuel LOW QTY caution message on affected side.
PROCEDURES
NOTE
Opening fuel interconnect valve to provide fuel for engine on affected side is at discretion of pilot. Factors to be considered are leak rate, time remaining to landing site, increased total loss of fuel due to transfer and single engine (OEI ) operating
capability.
LAND AS SOON AS POSSIBLE
FUEL QUANTITY INDICATOR MALFUNCTION
INDICATIONS
- Difference in left and right fuel quantity indications.
- Disagreement between digital totalizer indication and sum of left, right and auxiliary fuel (if installed) quantity indications.
NOTE
Fuel LOW QTY caution messages operate independently from fuel quantity indicating system and would not be affected by an indicator malfunction.
- LAND AS SOON AS PRACTICAL to verify fuel quantity.
EMERGENCY FUEL SHUTOFF
INDICATIONS
- Engine(s) continue to operate after shutdown procedures are accomplished
PROCEDURES
- Engine oil level access door — Open.
- Fuel shutoff lever (red) — Turn.
AUTOMATIC FLIGHT
CONTROLS SYSTEM
The automatic flight control system (AFCS) can be affected by malfunctions of the following: vertical gyros, yaw rate gyros,
inverters, accelerometers, or other electrical malfunctions. Failure of the No. 1 hydraulic system will render AFCS yaw axis inoperative but will not affect pitch, roll, SCAS, or AP mode functions. Failure of No. 2 hydraulic system will not affect AFCS.
For Emergency/Malfunction Procedures of the AFCS refer to BHT-430-FMS-15, FMS-24, FMS-29, FMS-30, and FMS-34.
