Ch 8

Question 1

Overhead circuit breakers and switches ─ Check and set as follows:

Answer 1

(1) Circuit breakers ─ In.
(2) Heater switch ─ Off.
(3) Avionics Switches ─ Set as follows:
(a) Master ─ Off.
(b) Bypass ─ Off.
(4) Pilots Attitude Indicator switch ─ Off.
6) Anti-collision light switch ─ On.
(7) Position light switch ─ As required.
(8) Defog blower switch ─ Off.
(9) Pilots pitot heat switch ─ Off.
(10) MAIN GEN switch ─ Off.
(11) Battery switch ─ Off.

Question 2

Pedestal circuit breakers and switches ─ Check and set as follows:

Answer 2

(1) Circuit Breakers – In.

Note

During daylight operations, turn instrument light rheostat off, to avoid accidentally dimming and rendering caution panel lights invisible.

(2) Instrument light rheostat – As required.
(3) Air Conditioner – Off.

Question 3

Engine and transmission instruments ─ Check

Answer 3

Check static indications and range markings.

Question 4

Miscellaneous control panel switches

Answer 4

Check engine anti-ice switch OFF and HYDR SYSTEM switch ON.

Question 5

Flight controls - check

Answer 5

Release friction; check freedom of movement through full travel. Adjust cyclic to neutral, collective to flat pitch position, and pedals to neutral.

Question 6

Throttle - Check

Answer 6

Check for freedom of full travel and IDLE REL operation. Check copilot throttle. Ensure throttle is full closed.

Question 7

Preliminary HYDR SYSTEM check

Answer 7

HYDR SYSTEM switch OFF, check for any unusual feedback, then ON.

Question 8

Heat and anti-ice systems ─ Check if use is anticipated.

Answer 8

Observe TURB OUT TEMP rise with HEATER and ENGINE ANTI-ICING switch ON. Observe loadmeter increase with PITOT HEATER Switch(es) and DEFOG BLOWER switch ON. All indications should return to normal when the switches are turned OFF.

Question 9

HYDR SYSTEM ─ Check as follows:

Answer 9

NOTE

The Hydraulic Systems Check is to determine proper operation of the hydraulic actuators for each flight control system. If abnormal forces, unequal forces, control binding or motoring are encountered, it may be an indication of a malfunctioning control actuator.

(2) HYDR SYSTEM switch ─ OFF.
(3) Check normal operation of cyclic control by moving cyclic in an “X” pattern right forward to left aft, then left forward to right aft (approximately one inch). Center cyclic.
(4) Collective ─ Check for normal operations by increasing collective control slightly (1 to 2 inches). Repeat 2 to 3 times if required. Return to full down position.
(5) HYDR SYSTEM switch ─ ON.

Question 10

Engine deceleration check ─ Complete (if required).

Answer 10

An engine deceleration check will be performed using the co-pilot’s throttle if power off maneuvers are to be performed.

(1) N2 ─ 100%, stabilize 15 seconds
(2) Throttle ─ Idle. Simultaneously start a time count.
(3) Stop time as N1 passes through 65%.

NOTE

Multiple attempts may be required before proficiency is obtained in timing the deceleration.

(4) Check deceleration time. Minimum allowable time is 2 seconds. If necessary, make two checks to confirm the time. If deceleration time is not 2 seconds or more, turn off the generator and complete another deceleration check.
(5) If deceleration time is not 2 seconds or more, the aircraft shall not be flown. Make appropriate entries on DA Form 2408-13-1.

Question 11

Flight controls ─ set

Answer 11

Cyclic centered, pedals neutral, collective full down.

Question 12

SPIKE KNOCK

Answer 12

a. Spike knock occurs when the round pin in the drag-pin fitting contacts the side of the square hole of the pylon stop, which is mounted to the roof. It creates a loud noise and will occur during a rocking of the pylon. The following factors can cause spike knock: low rotor RPM, extreme asymmetric loading, poor execution of an autorotational landing and low “G” maneuvers below +.5 Gs.
b. Spike knock will be more prevalent during zero ground run autorotational landings than for sliding autorotational landings and running landings.
c. Spike knock in itself is not hazardous but is an indicator of a condition that could be hazardous. If spike knock is encountered, an entry must be made on the DA Form 2408-13-1 to include the flight conditions under which the spike knock occurred. An inspection will be performed by maintenance personnel before continuing.
d. During landing, starting, and rotor coastdown, spike knock could also occur, especially if there are high winds and/or the elastomeric damper is deteriorated. This type of spike knock is not considered damaging to the aircraft and does not require an entry on DA Form 2408-13-1.

Question 13

BEFORE TAKEOFF

Answer 13

a. RPM ─ 100%.
b. Systems ─ Check.
c. Avionics ─ As required.
d. Crew, passengers, mission equipment ─ Check.

Question 14

BEFORE LANDING

Answer 14

Crew, passengers, mission equipment ─ Check.

Question 15

AFTER LANDING

Answer 15

a. Transponder ─ As required.

b. Landing Light ─ As required.

Question 16

Ch 8 LOSS OF TAILROTOR EFFECTIVENESS

Answer 16

Loss of the tail rotor effectiveness (LTE) is the occurrence of an uncommanded and rapid right yaw rate which does not subside of its own accord and which, if not quickly reacted to, can result in loss of aircraft control.

Question 17

CH 8 LTE note

Answer 17

NOTE

The pilot must anticipate these variations, concentrate on flying the aircraft, and not allow a yaw rate to build.

Question 18

CH 8 LIGHTNING STRIKES

Answer 18

If lightning strike occurs, or is expected, the following precautions are recommended to minimize further risk.

1. Reduce airspeed as much as practical to maintain safe flight.
2. Avoid abrupt control inputs.

Question 19

LIGHTNING STRIKES WARNING

Answer 19

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

Question 20

LIGHTNING STRIKES NOTE

Answer 20

Abnormal operating noises almost always accompany rotor damage, but loudness or pitch is not valid indications of the degree of damage sustained.

Question 21

CH 8 MAST BUMPING

Answer 21

Mast bumping (flapping-stop contact) is the main yoke contacting the mast and may occur during slope landings, rotor startup/coastdown, or when the flight envelope is exceeded.

Question 22

CH 8 THUNDERSTORMS

Answer 22

a. To minimize the effects of thunderstorms: (SPLAT)

1. Seat belts and harnesses tightened.
2. PITOT HTR switch(es) - ON.
3. Lights - Adjust interior lights to full bright at night to minimize blinding effect of lightning.
4. Avionics - Reduce volume on any equipment affected by static.
5. Torque to a value corresponding to maximum endurance airspeed.

b. In the thunderstorm: (MMA)

1. Maintain a level attitude and constant power setting.
2. Maintain original heading, turning only when necessary.
3. Altimeter and airspeed indicator will be unreliable, fluctuations of airspeed and several hundred feet is not uncommon.