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Ch 9 Flashcards

1
Q

LAND AS SOON AS POSSIBLE

A

Land without delay to the nearest suitable area (i.e. open field) in which a safe approach and landing is reasonably assured. (The primary consideration is to ensure the survival of the occupants.)

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2
Q

LAND AS SOON AS PRACTICABLE

A

The landing site and duration of the flight are at the discretion of the pilot. Extended flight beyond the nearest approved landing area is not recommended. (The primary consideration is the urgency of the emergency.)

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3
Q

Define AUTOROTATE

A

The term Autorotate is defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.

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4
Q

AUTOROTATE procedure

A
  1. Collective ─ Adjust as required to maintain rotor RPM (90 to 107%).
  2. Pedals ─ Adjust. Crab or Slip as required.
  3. Throttle ─ Adjust as necessary. Close as required.
  4. Airspeed ─ Adjust as required.
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5
Q

Define EMERGENCY SHUTDOWN

A

The term Emergency Shutdown is defined as engine shutdown without delay.

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6
Q

EMERGENCY SHUTDOWN procedure

A
  1. Throttle ─ Close.
  2. Fuel Valve Switch ─ OFF.
  3. BATT Switch ─ OFF as desired. Before turning the battery switch off during an in-flight emergency, the pilot should consider a “MAYDAY” call, selecting emergency on the transponder and the possible effects of total electrical failure.
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7
Q

ENGINE FAILURE AT A HOVER

A

Autorotate

Emer Shutdown ─ Accomplish after landing.

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8
Q

ENGINE FAILURE ─ LOW ALTITUDE/LOW AIRSPEED or CRUISE

A

Autorotate.

Emer Shutdown ─ Accomplish during descent if time permits.

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9
Q

EMERGENCY EQUIPMENT

A

a. A fire extinguisher is located on the center pedestal between the pilot and the co-pilots stations.
b. A first aid kit is located in one of the pouches by the passenger seat.
c. Emergency Locator Transmitter (ELT): See Chapter 2.

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10
Q

EMERGENCY EXITS/ENTRANCE

A

Emergency exit or entrance is through either cabin or crew door. If the door(s) will not open, the windows should pop out if pressure is applied to the outer edges of the window. If the window will not pop out, kick out the plexiglass to exit the aircraft.

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11
Q

HOT START

A

During starting or shutdown, if TOT limits are exceeded, or it becomes apparent the TOT limits may be exceeded, proceed as follows:

a. Starter button ─ Press and hold until TURB OUT TEMP is less than 200 0C.
b. Throttle ─ Closed.
c. FUEL VALVE switch ─ OFF.
d. Complete shutdown.

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12
Q

ENGINE/FUSELAGE/ELECTRICAL FIRE ─ GROUND

A

Emer Shutdown.

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13
Q

ENGINE/FUSELAGE FIRE ─ FLIGHT

A

If a fire is observed during flight, prevailing circumstances such as VMC, IMC, night, altitude, and landing areas available must be considered in order to determine whether to execute a power-on, or power-off landing.

a. If power-on landing:
1. Land as soon as possible.
2. Emer Shutdown ─ Accomplish after landing.
b. If power-off landing:
1. Autorotate.
2. Emer shutdown ─ Accomplish during descent if time permits.

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14
Q

ELECTRICAL FIRE ─ FLIGHT

A

Prior to shutting off all electrical power, the pilot must consider the equipment that is essential to a particular flight environment that will be encountered. In the event of electrical fire or suspected electrical fire in flight:

a. BATT and MAIN GEN switches ─ OFF.
b. IFR STDBY GEN switch ─ OFF.
c. Land as soon as possible.
d. Emer shutdown ─ Accomplish after landing.

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15
Q

AUTOROTATIONAL AIRSPEEDS

A
  1. Airspeed for minimum rate of descent is 52 KIAS.

2. Airspeed for maximum glide distance is 69 KIAS.

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16
Q

FUEL BOOST PUMP FAILURE

A

Warning

Operation with both fuel boost pumps inoperative is not authorized. Due to possible fuel sloshing in unusual attitudes and out of trim conditions and one or both fuel boost pumps inoperative, the unusable fuel is ten gallons.

With one or both fuel boost pumps inoperative:

NOTE

The engine will operate without boost pump pressure under 6,000 feet pressure altitude and one boost pump will supply sufficient fuel for normal engine operations under all conditions of power and altitude. Both fuel boost pumps shall be operating for all normal operations.

a. Descend to below 6,000 feet pressure altitude if possible.
b. Land as soon as practicable.

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17
Q

PARTIAL OR COMPLETE POWER LOSS

A

Warning

Do not respond to the RPM warning system by entering autorotation and reducing the throttle without first confirming engine malfunction by one or more of the other indications. Normal indications signify that the engine is functioning properly and that there is a tachometer generator failure or an open circuit to the warning system, rather than an actual engine malfunction.

The indications of an engine malfunction, either a partial or a complete power loss are: left yaw, drop in engine RPM (N1 and N2), drop in rotor RPM, low RPM audio alarm (steady tone), illumination of the LOW ROTOR RPM caution light, and change in engine noise. If the power loss is total, the ENGINE OUT warning light will activate and an intermittent (warbling) tone will be heard.

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18
Q

ENGINE RESTART ─ DURING FLIGHT

A

Caution
Do not attempt air start above 12,000 feet MSL (TURB OUT TEMP rises too fast to control).

After an engine failure in flight, an engine start may be attempted. Because the exact cause of engine failure cannot be determined in flight, the decision to attempt the start will depend on the altitude and time available, rate of descent, potential landing areas, and crew assistance available. 52 to 60 KIAS is recommended during the descent. Under ideal conditions, approximately one minute is required to regain powered flight from the time the attempted start is begun. If the decision is made to attempt an in-flight start:

Throttle ─ Close.

Fuel Valve Switch ─ On.

Attempt start.

Land as soon as possible.

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19
Q

ENGINE COMPRESSOR STALL

A

Engine compressor stall may be characterized by a sharp rumble or a series of loud sharp reports, severe engine vibration and a rapid rise in TURB OUT TEMP. Should engine compressor stall occur:

Collective ─ Reduce.

Engine Anti-ice and Heater switches ─ OFF.

Land as soon as possible.

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20
Q

Un-commanded flight control input malfunction

A

Un-commanded flight control input malfunctions may be indicated through un-commanded lateral or longitudinal cyclic movements. The magnitude of the event may range from mild to severe. The duration of the event may range from one to several seconds. These conditions should not be mistaken for hydraulic power failure. In the event of an un-commanded flight control input malfunction:

a. Collective-increse if near the ground to prevent main or tail rotor ground contact.
b. Pedal-apply in the direction of turn.
c. Direct assistance with flight control inputs to level the aircraft.
d. Land as soon as possible.

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21
Q

LOSS OF TAIL ROTOR EFFECTIVENESS

A

This is a situation involving a loss of effective tail rotor thrust without a break in the drive system which cannot be stopped with full left pedal application. If LTE is experienced, simultaneously:

  1. Pedal ─ Full Left.
  2. Cyclic ─ Forward.
  3. As recovery is affected, adjust controls for normal flight.

WARNING
Collective reduction will aid in arresting the yaw rate; however, if a rate of descent has been established, collective reduction may increase the rate of descent to an excessive value. The resultant large and rapid increase in collective to prevent ground or obstacle contact may further increase the yaw rate, decrease the rotor RPM and cause an over torque and/or over-temperature condition. Therefore, the decision to reduce collective must be based on the pilot assessment of the altitude available for recovery.

  1. If spin cannot be stopped and crash is imminent, an autorotation may be the best course of action. Maintain full left pedal until the spin stops, then adjust to maintain heading.
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22
Q

ENGINE OVERSPEED

A

Engine overspeed will be indicated by a right yaw, rapid increase in both rotor and engine RPM, and an increase in engine and rotor noise. If an engine overspeed is experienced:

  1. Collective ─ Increase to load the rotor and sustain engine/rotor RPM below the maximum operating limit.
  2. Throttle ─ Adjust until normal operating RPM is attained.
  3. Land as soon as possible. Perform a power-on approach and landing by controlling the RPM manually with the throttle.

If RPM cannot be controlled by throttle adjustment:

  1. Autorotate when over a safe landing area.
  2. Emer Shutdown ─ Accomplish during descent if time permits.
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23
Q

ENGINE UNDERSPEED

A

If an engine underspeed occurs, the collective must be adjusted downward to maintain rotor RPM within limits. If powered flight with rotor in the green can be accomplished:

Land as soon as possible in an area that will permit a run-on landing. An engine underspeed below 90% results in rotor RPM decay below minimum safe limits. Should this occur:

Autorotate.

Emer Shutdown ─ Accomplish during the descent if time permits.

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24
Q

ENGINE SURGES

A

If surges in engine RPM are experienced:

a. GOV INCR switch ─ INCR for maximum RPM.
b. Throttle ─ Adjust to 97% N2.
c. Land as soon as possible.

If engine surges are not controlled in steps a. and b. above, proceed as follows:

a. Autorotate ─ When over a safe landing area.
b. Emer Shutdown ─ Accomplish during descent if time permits.

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25
LOW INLET PRESSURE
LOW INLET PRESSURE caution light ON 1. ENGINE ALTERNATE AIR SWITCH ─ OPEN. 2. If caution light remains ON, Land As Soon As Possible. 3. If caution light goes out, Land As Soon As Practicable. Related engine parameters should be monitored frequently until landing.
26
ENGINE ICING
NOTE When anti-ice system is ON, TOT will rise for same power setting. 1. ENGINE ANTI-ICING switch ─ ON (if conditions warrant). 2. TURB OUT TEMP ─ Maintain within limits.
27
LOW ENGINE OIL PRESSURE/HIGH ENGINE OIL TEMPERATURE
If the engine oil pressure is below 50 PSI or the temperature is above 107 C ─ Land as soon as possible. NOTE If engine oil pressure is falling or low and the oil temperature is rising or high, a severe leak may be present.
28
AIR CONDITIONING MALFUNCTION
The type of malfunction that would create a potential emergency involves a failure of the compressor or drive belt that would cause a noticeable vibration or noise. Air Conditioning and Fan switch ─ OFF. Land as soon as practicable.
29
SMOKE AND FUME ELIMINATION
Ventilation of the cabin to protect occupants from the effects of toxic fumes, smoke, etc., shall be immediately performed as follows: a. VENTS ─ Open. b. COCKPIT AND CABIN WINDOWS ─ Open for maximum ventilation.
30
CLUTCH FAILS TO DISENGAGE
A clutch failing to disengage in flight will be indicated by the rotor RPM decaying with the engine RPM as the throttle is reduced to the engine idle position when entering an autorotational descent. This condition results in total loss of autorotational capability. If a failure occurs: a. Throttle ─ Open. b. Land as soon as possible.
31
MAIN DRIVE SHAFT FAILURE
A failure of the main driveshaft will be indicated by a sudden increase in engine RPM, decrease in rotor RPM, a left yaw, activation of the low RPM audio, and illumination of the ROTOR RPM light. A transient overspeed of N1 and N2 may occur, but will stabilize. In the event of a main driveshaft failure: WARNING The engine must remain in operation to provide power to the tail rotor. Failure to maintain engine power will result in loss of aircraft control during the autorotation. Adjust throttle as required to maintain engine RPM within normal limits. a. Autorotate ─ Establish a Power On autorotation. b. Emer Shutdown ─ Accomplish after landing.
32
VFR, A+ GENERATOR FAILURE ─ NO OUTPUT
a. A no-output malfunction of the generator will be indicated by a zero indication on the DC Load Meter and an illumination of the MAIN GEN FAIL caution light. An attempt may be made to put the generator back on line by accomplishing the following: 1. GEN FIELD, and GEN RESET Circuit Breakers ─ Check In. 2. MAIN GEN switch ─ Reset then MAIN GEN. (Do not hold the switch in the RESET position.) b. If the generator is not restored, or if it goes off line again: 1. MAIN GEN switch ─ Off. 2. Turn OFF all unnecessary electrical equipment. 3. Land as soon as practicable.
33
FLIGHT CONTROL MALFUNCTIONS
Failure of components within the flight control system may be indicated through varying degrees of feedback, binding, resistance, or sloppiness. These conditions should not be mistaken for hydraulic power failure. In the event of a flight control malfunction: a. Land as soon as possible. b. Emer Shutdown ─ Accomplish after landing.
34
HYDRAULIC POWER FAILURE
a. The first indication of hydraulic boost failure will be an increase in the force required for control movement; feedback forces will be noticed as well as rate limiting. Control motions will result in normal flight reactions in all respects, except for the increase in force required for control movement. In the event of hydraulic power failure, proceed as follows: 1. Airspeed ─ Adjust as necessary to attain the most comfortable level of control movements. 2. HYD BOOST circuit breaker ─ Out. Check for restoration of hydraulic power. b. If hydraulic power is not restored. 1. HYD BOOST circuit breaker ─ In. WARNING Do not return the HYDR SYSTEM switch to the ON position for the remainder of the flight. This prevents any possibility of a surge in hydraulic pressure and the resulting loss of control. 2. HYDR SYSTEM switch ─ OFF. 3. Land as soon as practicable at an area that will permit a run-on landing.
35
LANDING IN TREES
A landing in trees should be made when no other landing area is available. In addition to accomplishing engine malfunction emergency procedures, select a landing area containing the least number of trees of minimum height. Autorotate with the throttle closed using the following procedures: a. Airspeed ─ Minimum at treetop level. b. Descend ─ Vertically into trees. c. Collective ─ Apply remaining collective prior to blades entering trees.
36
LIGHTNING STRIKE
Land as soon as possible. Emer Shutdown ─ Accomplish after landing.
37
DITCHING ─ POWER ON
If ditching becomes necessary, with power available accomplish an approach to a hover above the water and: a. Doors ─ Open. b. Crew (except pilot) and passengers ─ Exit. c. Hover a safe distance away from personnel. d. Autorotate. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll, then apply cyclic in direction of the roll. e. Pilot ─ Exit when the main rotor stops.
38
DITCHING ─ POWER OFF
If an engine failure occurs over water and ditching is imminent, accomplish engine failure emergency procedures and proceed as follows: a. AUTOROTATE. Decelerate to minimum forward speed as the helicopter nears the water. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll, then apply cyclic in the direction of the roll. b. Doors ─ Open. c. Crew and passengers ─ Exit when the main rotor stops.
39
MAST BUMPING
Land as soon as possible.
40
ENG OUT (WARNING LIGHT (RED))
Engine power failure (N1) less than 55% +/- 3. Attempt restart if time and conditions permit.
41
BATTERY HOT (WARNING LIGHT (RED))
Land as soon as possible.
42
ROTOR LOW RPM (CAUTION LIGHT (AMBER))
Rotor RPM is below normal (approximately 90%).Reduce collective pitch and ensure throttle is full open.
43
TRANS OIL PRESS (CAUTION LIGHT (AMBER))
Main transmission pressure is below minimum. Check gauge. Land as soon as possible.
44
TRANS OIL TEMP (CAUTION LIGHT (AMBER))
Main transmission oil temperature is above 110 C, check gauge. Reducing power may help alleviate the condition. Check transmission oil pressure. Land as soon as possible.
45
BATTERY TEMP (CAUTION LIGHT (AMBER))
Land as soon as possible.
46
ENGINE CHIP (CAUTION LIGHT (AMBER))
Metallic particles in engine oil. Land as soon as possible.
47
TRANS CHIP (CAUTION LIGHT (AMBER))
Metallic particles in transmission oil. Land as soon as possible.
48
T/R CHIP (CAUTION LIGHT (AMBER))
Metallic particles in tail rotor gearbox oil. Land as soon as possible.
49
A/F FUEL FILTER (CAUTION LIGHT (AMBER))
Airframe fuel filter impending bypass. Land as soon as practicable. Clean before next flight.
50
FUEL PUMP (CAUTION LIGHT (AMBER))
See emergency procedure. Warning Operation with both fuel boost pumps inoperative is not authorized. Due to possible fuel sloshing in unusual attitudes and out of trim conditions and one or both fuel boost pumps inoperative, the unusable fuel is ten gallons. With one or both fuel boost pumps inoperative: NOTE The engine will operate without boost pump pressure under 6,000 feet pressure altitude and one boost pump will supply sufficient fuel for normal engine operations under all conditions of power and altitude. Both fuel boost pumps shall be operating for all normal operations. a. Descend to below 6,000 feet pressure altitude if possible. b. Land as soon as practicable.
51
MAIN GEN FAIL (CAUTION LIGHT (AMBER))
See emergency procedure. a. A no-output malfunction of the generator will be indicated by a zero indication on the DC Load Meter and an illumination of the MAIN GEN FAIL caution light. An attempt may be made to put the generator back on line by accomplishing the following: 1. GEN FIELD, and GEN RESET Circuit Breakers ─ Check In. 2. MAIN GEN switch ─ Reset then MAIN GEN. (Do not hold the switch in the RESET position.) b. If the generator is not restored, or if it goes off line again: 1. MAIN GEN switch ─ Off. 2. Turn OFF all unnecessary electrical equipment. 3. Land as soon as practicable.
52
(I) STBY GEN FAIL (CAUTION LIGHT (AMBER))
See emergency procedure.
53
(I) STBY BATT ON (CAUTION LIGHT (AMBER))
Indicates STBY ATT switch has been left on after helicopter power has been turned off. Turn Standby Attitude switch OFF to avoid depleting the standby battery.
54
HEATER OVERTEMP (CAUTION LIGHT (AMBER))
Indicates excessive heat(220 F) in HEATER. switch ─ OFF. If light does not extinguish: Land as soon as practicable.
55
FUEL LOW (CAUTION LIGHT (AMBER))
Plan landing, approximately 12 gallons of fuel remains.
56
(I) BATTERY RELAY (CAUTION LIGHT (AMBER))
Illumination is normal during engine starting. At other times when BATT switch is in BATT, continued illumination indicates a fault in battery relay or protection circuits. With the BATTERY RELAY light illuminated IMC flight is prohibited. If light remains illuminated after BATT switch is turned OFF relay has failed in closed position. Manually disconnect battery.
57
LOW INLET PRESSURE (CAUTION LIGHT (AMBER))
See emergency procedure. LOW INLET PRESSURE caution light ON 1. ENGINE ALTERNATE AIR SWITCH ─ OPEN. 2. If caution light remains ON, Land As Soon As Possible. 3. If caution light goes out, Land As Soon As Practicable. Related engine parameters should be monitored frequently until landing.
58
SPARE (CAUTION LIGHT (AMBER))
Unknown malfunction: Land as soon as possible.
59
ENGINE ANTI-ICE (ADVISORY LIGHT (GREEN))
NOTE When Anti-ice system is on, TOT will rise for same power setting. ENGINE ANTI-ICING switch in ON position. Verify switch position is as desired.
60
ANT. TUNE (ADVISORY LIGHT (GREEN))
Wait till light extinguishes before talking.
61
Complete Loss of T/R thrust - Indications
a. This situation involves a break in the drive system, such as a severed driveshaft, causing the tail rotor to lose power. b. Indications: 1. Pedal input has no effect on helicopter trim. WARNING Degree of roll and side-slip may be varied by varying throttle and/or collective. (At airspeeds below approximately 50 knots, the side-slip may become uncontrollable, and the helicopter will begin to spin on the vertical axis.) 2. Nose of the helicopter turns to right (left sideslip). 3. Left roll of fuselage along the longitudinal axis.
62
Complete Loss of T/R thrust - Procedures
c. Procedures: 1. If safe landing area is not immediately available, continue powered flight to suitable landing area at or above minimum rate of descent autorotational airspeed. 2. When landing area is reached, make an autorotational landing (THROTTLE CLOSED). 3. Use airspeed above minimum rate of descent airspeed. NOTE Airflow around the vertical fin may permit controlled flight at low power levels and sufficient airspeed when a suitable landing site is not available; however, the touchdown shall be accomplished with the throttle in the full closed position. 4. If run-on landing is possible, complete autorotation with touchdown airspeed as required for directional control. 5. If a run-on landing is not possible, start to decelerate from about 75 feet altitude, so that forward groundspeed is at a minimum when the helicopter reaches 10 to 20 feet; execute the touchdown with a rapid collective pull just prior to touchdown in a level attitude with minimum ground run. 6. Hover – Perform hovering autorotation.
63
LOSS OF TAIL ROTOR COMPONENTS - Indications
a. The severity of this situation is dependent upon the amount of weight lost. Any loss of this nature will result in a forward center of gravity shift, requiring aft cyclic. A full autorotational descent and landing should be accomplished with a run-on type termination if to an improved surface, or minimum ground run if to an unimproved surface. Landing should be accomplished in a level attitude. b. Indications: 1. Varying degrees of right yaw depending on power applied and airspeed at the time of failure. 2. Forward CG shift.
64
LOSS OF TAIL ROTOR COMPONENTS - Procedures
c. Procedures: 1. Enter autorotative descent (THROTTLE CLOSED). 2. Maintain airspeed above minimum rate of descent airspeed. 3. If run-on landing is possible, complete autorotation with touchdown airspeed as required for directional control. 4. If run-on landing is not possible, start to decelerate from about 75 feet altitude, so that forward groundspeed is at a minimum when the helicopter reaches 10 to 20 feet; execute the touchdown with a rapid collective pull just prior to touchdown in a level attitude with minimum ground run.
65
FIXED PITCH SETTINGS Reduced power (low torque)
This is a malfunction involving a loss of control resulting in a fixed pitch setting. Whether the nose of the helicopter yaws left or right is dependent upon the amount of pedal applied at the time of malfunction. Regardless of pedal setting at the time of malfunction, a varying amount of tail rotor thrust will be delivered at all times during flight. a. Reduced power (low torque). 1. Indications: The nose of the helicopter will turn right when power is applied. 2. Procedure: (a) If helicopter control can be maintained in powered flight, the best solution is to maintain control with power and accomplish a run-on landing as soon as practicable. Use airspeed, throttle, and collective to reduce the sideslip angle at touchdown. (b) If helicopter control cannot be maintained, close the throttle immediately and accomplish an autorotational landing.
66
FIXED PITCH SETTINGS Increased power (high torque)
b. Increased power (high torque). 1. Indications: The nose of the helicopter will turn left when power is reduced. 2. Procedures: (a) Maintain control with power and airspeed. (Between 40 and 70 knots.) (b) Continue powered flight to a suitable landing area where a run-on landing can be accomplished. (c) Execute a run-on landing with power and a touchdown speed which will minimize sideslip. Use throttle and collective, as necessary, to control sideslip and heading at touchdown.
67
FIXED PITCH SETTINGS Hover
c. Hover. 1. Indication: Helicopter heading cannot be controlled with pedals. 2. Procedures: Fixed pedal ─ Land.

Creek (7 decks)

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