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Limits / EPs > Chapter 9 > Flashcards

Chapter 9 Flashcards

1
Q

LAND AS SOON AS POSSIBLE

A

is
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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2
Q

LAND AS SOON AS PRACTICABLE

A

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

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3
Q

AUTOROTATE

A

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

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4
Q

ESTABLISH SINGLE ENGINE AIRSPEED

A

is defined as maneuvering the aircraft to an appropriate
airspeed that will allow for continued flight under
partial power conditions to a suitable recovery area.

  1. Cyclic - Adjust as required.
  2. Collective - Adjust as required to maintain %
    RPM R within normal operating range.
  3. Establish appropriate airspeed.
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5
Q

EMER ENG SHUTDOWN

A

is defined as
engine shutdown without delay. Engine shutdown in flight
is usually not an immediate-action item unless a fire exists.
Before attempting an engine shutdown, identify the affected
engine by checking ENG OUT warnings, % RPM,
% TRQ, ENG OIL PRESS, TGT TEMP, and Ng
SPEED.

  1. ENG POWER CONT lever(s) - OFF.
  2. ENG FUEL SYS selector(s) - OFF.
  3. FUEL BOOST PUMP CONTROL
    switch(es) - OFF.
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6
Q

EMER ENG SHUTDOWN (CAUTION)

A 
I f TGT r i s e s above 538°C a f t e r
shutdown, place AIR SOURCE HEAT/
START switch as required, turn
ENGINE IGNITION switch OFF, and
press starter to motor engine for 30
seconds or until TGT decreases below
538°C.
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7
Q

LOCKOUT

A

is defined as manual control of
engine RPM while bypassing 700 ECU, or 701C
701D/CC DEC/EDECU functions. Bypass of the engine
control will be required when % RPM 1 or 2 decreases
below normal demand speed due to a malfunction of the
ECU/DEC/EDECU.

ENG POWER CONT lever - Pull down and advance
full forward while maintaining downward pressure, then
adjust to set % RPM R as required. Engine control
malfunctions can result in % RPM R increasing or
decreasing from normal demand speed. Under certain
failure conditions, % TRQ, % RPM, and Ng SPEED
may not be indicating and the possibility of the ENG OUT
warning and audio activating exists. The most reliable
indication of engine power will be TGT TEMP.

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8
Q

LOCKOUT (WARNING / CAUTION)

A 
WARNING:
Going to ECU/DEC/EDECU LOCKOUT
to obtain additional power does not
remove Maximum Fuel Flow or Ng
limits. % RPM R will decrease below
normal operating range if Maximum
Fuel Flow or Ng limits are exceeded
CAUTION:
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 % RPM R and % RPM 1 and 2
in operating range.
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9
Q

EMER APU START

A

is defined as APU
start to accomplish an emergency procedure.

  1. FUEL PUMP switch - APU BOOST.
  2. APU CONTR switch - ON.
CAUTION:
Ensure that the mask blowers are
disconnected and position the BCA MCU
control knobs to OFF prior to switching
from main power to APU power.
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10
Q

Emergency Exits (Warning)

A 
Warning:
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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11
Q

Engine Malfunctions (Warning x2)

A 
Warning:
Single engine capability must be
considered prior to movement of the
engine power control lever. Prior to
movement of either power-control lever,
it is imperative that the malfunctioning
engine and the corresponding powercontrol
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 % TRQ, Ng SPEED,
TGT TEMP, % RPM, and ENG OUT
warning appearance.

Significant rotor droop that results in the
generators dropping off line or a dual
generator or converter failure will result
in a partial power loss. This power loss
will be due to the opening of engine antiice
valves and will result in a further
reduction of maximum torque available
by 700 16% or 701C 701D/CC
18%.

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12
Q

Single Engine Failure (Warning x2)

A 
When the power available during single
engine operation is marginal or less,
consideration should be given to jettisoning
the external stores. The engine antiice
and cockpit heater switches should be
turned off as necessary to ensure maximum
power is available on the remaining
engine.

(2) Do not respond to ENG OUT warning
and audio until checking TGT TEMP, Ng
SPEED, and % RPM 1 and 2.

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13
Q

Single Engine Failure

A
  1. ESTABLISH SINGLE-ENGINE AIRSPEED.
  2. External cargo/stores - Jettison (if required).
    If continued flight is not possible:
  3. LAND AS SOON AS POSSIBLE.
    If continued flight is possible:
  4. LAND AS SOON AS PRACTICABLE
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14
Q

Engine Restart During Flight

A

After an engine failure in flight, an engine restart may
be attempted. If it can be determined 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%
TRQ on the operational engine.

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15
Q

Dual Engine Failure

A

AUTOROTATE.

Warning:
Do not respond to ENG OUT warnings
and audio until checking TGT TEMP
and % RPM R.

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16
Q

ECU/DEC/EDECU Low Side Failure

A 
1. ESTABLISH SINGLE-ENGINE AIRSPEED.
If partial powered flight cannot be maintained:
2. ENG POWER CONT lever (low % TRQ/
TGT TEMP engine) - LOCKOUT. Maintain
% TRQ approximately 10% below other
engine.
3. LAND AS SOON AS PRACTICABLE.
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17
Q

ECU/DEC/EDECU Low Side Failure (Warning / Caution / Note)

A 
Warning:
Going to ECU/DEC/EDECU LOCKOUT
to obtain additional power does not
remove Maximum Fuel Flow or Ng
limits. % RPM R will decrease below
normal operating range if Maximum
Fuel Flow or Ng limits are exceeded.
Caution:
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 % RPM R and % RPM 1
and 2 in operating range.
Note:
If %RPM R reduces from 100% to 95-96%
during steady flight, check %TRQ 1 and 2.
If %TRQ 1 and 2 are equal and below
Maximum Torque Available, attempt to
increase %RPM R with ENG RPM trim
switch.
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18
Q

ECU/DEC/EDECU High Side Failure

A
  1. ESTABLISH SINGLE-ENGINE AIRSPEED.
  2. ENG POWER CONT lever (high % TRQ/
    TGT TEMP engine) - Retard. Maintain %
    TRQ approximately 10% below other engine.
  3. 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:
  4. Perform EMER ENG SHUTDOWN (affected
    engine).
  5. Refer to single-engine failure emergency procedure
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19
Q

% RPM Increasing/Decreasing (Oscillation)

A
  1. ESTABLISH SINGLE-ENGINE AIRSPEED.
  2. Slowly retard the ENG POWER CONT lever
    on the suspected engine.
    If the oscillation stops and partial power flight cannot
    be maintained:
  3. Place that engine in LOCKOUT and manually
    control the power.
  4. LAND AS SOON AS PRACTICABLE.
    If the oscillation continues:
  5. Place the ENG POWER CONT lever back to
    FLY and retard the ENG POWER CONT
    lever of the other engine.
    If partial power flight cannot be maintained:
  6. Place the engine in LOCKOUT, manually
    control the power.
  7. LAND AS SOON AS PRACTICABLE.
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20
Q

% TRQ Split Between Engines 1 & 2

A
  1. ESTABLISH SINGLE-ENGINE AIRSPEED.
  2. If TGT TEMP of one engine exceeds the
    limiter ( 700 850°C, 701C 701D/CC
    875°C with low power engine above 50%
    TRQ or 901°C with low power engine below
    50% TRQ), retard ENG POWER CONT
    lever on that engine to reduce TGT TEMP.
    Retard the ENG POWER CONT lever to
    maintain torque of the manually controlled
    engine at approximately 10% below the other
    engine.
  3. If TGT TEMP limit on either engine is not
    exceeded, slowly retard ENG POWER
    CONT lever on high % TRQ engine and
    observe % TRQ of low power engine.
  4. If % TRQ of low power engine increases,
    ENG POWER CONT lever on high power
    engine - Retard to maintain % TRQ approximately
    10% below other engine (the high
    power engine has been identified as a high side
    failure).
  5. If % TRQ of low power engine does not
    increase, or % RPM R decreases, ENG
    POWER CONT lever - Return high power
    engine to FLY (the low power engine has been
    identified as a low side failure).
  6. If additional power is required, low power
    ENG POWER CONT lever, momentarily move to LOCKOUT and adjust to set %
    TRQ approximately 10% below the other
    engine.
  7. LAND AS SOON AS PRACTICABLE.
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21
Q

Load Demand System Malfunction

A 
On ground :
ENG POWER CONT
in IDLE
Ng 3% to 4% higher than
normal.
ENG POWER CONT
in FLY
Torque split (single engine
malfunction).
In flight :
Initial takeoff (during
collective increase).
Increased torque split (single
engine malfunction).
Low power descent
(lowering collective to
minimum)
Rapid rise in engine %RPM
and %RPM R.
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22
Q

Engine Compressor Stall

A
  1. ESTABLISH SINGLE-ENGINE AIRSPEED.
    If condition persists:
  2. ENG POWER CONT lever (affected engine)
    - Retard (TGT TEMP should decrease).
  3. ENG POWER CONT lever (affected engine)
    - FLY.
    If stall condition recurs:
  4. EMER ENG SHUTDOWN (affected engine).
  5. Refer to single-engine failure emergency procedure.
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23
Q 
#1 OIL FLTR BYPASS OR #2 OIL FLTR
BYPASS CAUTION APPEARS
A
  1. ESTABLISH SINGLE-ENGINE AIRSPEED.
  2. ENG POWER CONT lever (affected engine)
    - Retard (to reduce pressure).
  3. LAND AS SOON AS PRACTICABLE.
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24
Q

CHIP #1 ENGINE OR CHIP #2 ENGINE, #1
ENGINE OIL PRESS OR #2 ENGINE OIL PRESS,
#1 ENGINE OIL TEMP OR #2 ENGINE OIL TEMP
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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25
Q

ENGINE HIGH-SPEED SHAFT FAILURE.

A

Failure of the shaft may be complete or partial. A
partial failure may be characterized at first by nothing
more than a loud high-speed rattle and vibration coming
from the engine area. A complete failure will be accompanied
by a loud bang that will result in a sudden %
TRQ decrease to zero on the affected engine. % RPM of
affected engine will increase until overspeed system is
activated.

  1. ESTABLISH SINGLE-ENGINE AIRSPEED.
  2. EMER ENG SHUTDOWN (affected engine).
    Do not attempt to restart.
  3. Refer to single-engine failure emergency procedure
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26
Q

LIGHTNING STRIKE

A

Lightning strike may cause one or both engines to immediately
produce maximum power with no TGT limiting
or overspeed protection. 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 % RPM by sound
and feel. If practical, the pilot should reduce speed to 80
KIAS. This will reduce the criticality of having exactly
correct rotor speed 100%.

  1. ESTABLISH SINGLE-ENGINE AIRSPEED.
  2. ENG POWER CONT levers - Adjust as
    required to control % RPM.
  3. LAND AS SOON AS POSSIBLE
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27
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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28
Q

Loss of Tail Rotor Thrust in Cruise Flight

A

If autorotation entry is delayed, large sideslip angles can
develop causing low indicated airspeed with the stabilator
programming down. This will make it more difficult to
establish or maintain adequate autorotative airspeed.

1. AUTOROTATE - Maintain airspeed at or
above 80 KIAS.
2. ENG POWER CONT levers - OFF (during
deceleration when intended point of landing is
assured).
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29
Q

Loss of Tail Rotor Thrust or TAIL ROTOR
QUADRANT Caution Appears with Loss of Control
at Low Airspeed/Hover (Right Rotation)

A
  1. Collective - Reduce.
  2. ENG POWER CONT levers - OFF (5 to 10
    feet above touchdown).
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30
Q

TAIL ROTOR QUADRANT Caution Appears

in Cruise Flight.

A
  1. Collective - Adjust to determine controllability
    (Fixed Right or Left).
  2. LAND AS SOON AS PRACTICABLE.
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31
Q

TAIL ROTOR QUADRANT Caution Appears

in Cruise Flight. (Warning)

A 
Warning:
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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32
Q

Loss of Control at Low Airspeed/Hover or
TAIL ROTOR QUADRANT Caution Appears (Left
Rotation).

A 
1. ENG POWER CONT lever(s) - Retard to
decrease %RPM R below 100% and begin a
partial power descent.
2. Collective - Adjust to preserve %RPM R.
3. ENG POWER CONT levers - OFF (5 to 10
feet above touchdown).
4. Collective - Adjust for landing.
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33
Q

Loss of Control at Low Airspeed/Hover or
TAIL ROTOR QUADRANT Caution Appears (Left
Rotation). (Warning)

A

Warning:
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 RPM R, and apply
cushion for the landing.

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34
Q

Pedal Bind/Restriction or Drive With No

Accompanying Caution.

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
  5. BOOST switch - OFF.
    If normal control forces are not restored:
  6. BOOST switch - ON.
  7. Collective - Adjust to determine controllability
    for landing.
  8. LAND AS SOON AS PRACTICABLE.
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35
Q 
#1 TAIL RTR SERVO Caution Appears and
BACK-UP PUMP ON Advisory Does Not Appear or
#2 TAIL RTR SERVO ON Advisory Does Not Appear
A
  1. TAIL SERVO switch - BACKUP.
  2. BACKUP HYD PUMP switch - ON.
  3. LAND AS SOON AS PRACTICABLE
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36
Q

MAIN XMSN OIL PRESS or MAIN XMSN OIL
TEMP Caution Appears / XMSN OIL PRESS LOW /
XMSN OIL TEMP HIGH

A 
1. LAND AS SOON AS POSSIBLE.
If time permits:
2. Slow to 80 KIAS.
3. EMER APU START.
4. GENERATORS NO. 1 and NO. 2 switches -
OFF.
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37
Q

CHIP INPUT MDL LH or RH Caution Appears.

A

ESTABLISH SINGLE-ENGINE AIRSPEED.

  1. ENG POWER CONT lever (affected engine)
    - IDLE.
  2. LAND AS SOON AS POSSIBLE.
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38
Q

CHIP MAIN MDL SUMP, CHIP ACCESS
MDL LH or RH, CHIP TAIL XMSN or CHIP INT
XMSN/TAIL XMSN OIL TEMP or INT XMSN OIL
TEMP Caution Appears.

A

LAND AS SOON AS POSSIBLE.

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39
Q

Main Transmission Failure.

A

Decreasing % RPM R may be a c -
companied by a drop in transmission oil
pressure of 10 psi or more, and possible
unusual helicopter vibrations.
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.

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40
Q

Main Transmission Failure. (Warning)

A 
Warning:
If % RPM R decreases from 100% to
below 96% with an increase in torque
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
% RPM R at 100%.
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41
Q

FIRE-General (Warning)

A 
Warning:
If No. 2 dc primary bus electrical power
is not available, only the reserve fire
bottle can be discharged and fire
extinguishing capability for the #2 engine
will be lost.
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42
Q

Engine Fire In Flight.

A 
ESTABLISH SINGLE-ENGINE AIRSPEED.
2. ENG POWER CONT lever - OFF (affected
engine).
3. ENG EMER OFF handle - Pull.
4. FIRE EXTGH switch - MAIN/RESERVE as
required.
5. LAND AS SOON AS POSSIBLE.
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43
Q

Engine Fire In Flight. (Warning)

A

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

44
Q

Engine/Fuselage Fire On Ground.

A
  1. ENG POWER CONT lever(s) - OFF.
  2. ENG EMER OFF handle(s) - Pull if applicable.
  3. FIRE EXTGH switch - MAIN/RESERVE as
    required.
45
Q

APU Compartment Fire.

A
  1. APU fire T-handle - Pull.
  2. FIRE EXTGH switch - MAIN/RESERVE as
    required.
46
Q

APU OIL TEMP HI Caution Appears.

A

APU CONTR switch - OFF. Do not attempt

restart until oil level has been checked.

47
Q

Electrical Fire In Flight

A

Prior to shutting off
all electrical power, the pilot must consider the equipment
that is essential to a particular flight environment which
will be affected, e.g., flight instruments, flight controls, etc.
If a landing cannot be made as soon as possible, the affected
circuit may be isolated by selectively turning off
electrical equipment and/or pulling circuit breakers.

  1. BATT and GENERATORS switches - OFF.
  2. LAND AS SOON AS POSSIBLE
48
Q

SMOKE AND FUME ELIMINATION.

A

Smoke or fumes in the cockpit/cabin can be eliminated
as follows:
1. Airspeed - 80 KIAS or less.
2. Cabin doors and gunner’s windows - Open.
3. Place helicopter out of trim.
4. LAND AS SOON AS PRACTICABLE

49
Q

SMOKE AND FUME ELIMINATION. (Warning)

A 
Warning:
If battery overheats, do not remove battery
cover or attempt to disconnect or
remove battery. Battery fluid will cause
burns, and an overheated battery could
cause thermal burns and may explode.
50
Q

1 or #2 FUEL FLTR BYPASS Caution Appears.

A
  1. ENG FUEL SYS selector on affected engine -
    XFD.
  2. LAND AS SOON AS PRACTICABLE
51
Q 
#1 and #2 FUEL FLTR BYPASS Cautions
Appear.
A

LAND AS SOON AS POSSIBLE.

52
Q 
#1 FUEL LOW and #2 FUEL LOW Cautions
Appear.
A

LAND AS SOON AS PRACTICABLE

53
Q

1 or #2 FUEL PRESS Caution Appears.

A

a. If the caution appears, flameout is possible. Do not
make rapid collective movements. Critical situations are
those where single engine flight is not possible, and the
potential for fire resulting from a fuel leak is secondary to
engine flameout.
If the caution appears and the situation is critical:
1. ENG FUEL SYS selector on affected engine -
XFD.
2. FUEL BOOST PUMP CONTROL switch on
side being used - ON.
3. LAND AS SOON AS POSSIBLE.
4. EMER ENG SHUTDOWN after landing.
b. Non-critical situations are those where single engine
flight is possible.
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 or NO. 2 PUMP - OFF (As
applicable).
3. LAND AS SOON AS PRACTICABLE.

54
Q

1 or #2 FUEL PRESS 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.
55
Q

1 and #2 FUEL PRESS Cautions Appear (Warning)

A 
If both the #1 and #2 FUEL PRESS cautions
appear, flameout is possible. Do not
make rapid collective movements. Landing
the aircraft as soon as possible is
crucial. The possibilility of a fuel leak
may result in a fire; therefore, both
engines should be shut down immediately
after landing.
56
Q

1 and #2 FUEL PRESS Cautions Appear.

A
  1. LAND AS SOON AS POSSIBLE.

2. EMER ENG SHUTDOWN after landing.

57
Q

9.26.1 #1 and #2 Generator Failure (#1 and #2

CONV and AC ESS BUS OFF Cautions Appear). (Warning)

A 
Warning: 
Following the loss of DC PRI 1 and 2 bus
power, both engine anti-ice valves will
open, resulting in a further reduction of
maximum torque available by 700
16% or 701C 701D/CC 18%.
58
Q 
#1 and #2 Generator Failure (#1 and #2
CONV and AC ESS BUS OFF Cautions Appear).
A
  1. SAS 1 switch - Press off.
  2. Airspeed - Adjust (80 KIAS or less).
  3. GENERATORS NO. 1 and NO. 2 switches -
    RESET; then ON.
    If cautions still appear:
  4. GENERATORS NO. 1 and NO. 2 switches -
    OFF.
  5. If MCUs are in use: BCA MCU control knobs
    (pilot, copilot, and crewmembers) - OFF.
  6. EMER APU START.
  7. SAS 1 switch - ON.
  8. LAND AS SOON AS PRACTICABLE
59
Q

1 or #2 GEN Caution Appears (Caution)

A 
Caution:
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.
60
Q

1 or #2 GEN Caution Appears.

A
  1. Affected GENERATORS switch - RESET;
    then ON.
    If caution still appears:
  2. Affected GENERATORS switch - OFF.
61
Q

1 and #2 CONV Cautions Appear (Warning)

A 
Following the loss of DC PRI 1 and 2 bus
power, both engine anti-ice valves will
open, resulting in a further reduction of
maximum torque available by 700
16% or 701C 701D/CC 18%.
62
Q

1 and #2 CONV Cautions Appear.

A
  1. Unnecessary dc electrical equipment - OFF.
    NOTE
    When only battery power is available, NICAD
    battery life is about 22 minutes day
    and 14 minutes night for a battery 80%
    charged. SLAB battery life is about 38
    minutes day and 24 minutes night for a battery
    80% charged.
  2. LAND AS SOON AS PRACTICABLE.
63
Q

BATTERY FAULT Caution Appears.

A 
1. BATT switch - OFF; then ON. If BATTERY
FAULT caution appears, cycle BATT switch
no more than two times.
If caution still appears:
2. BATT switch - OFF.
64
Q

BATT LOW CHARGE Caution Appears.

A

If caution appears after ac power is applied:
1. BATT switch - OFF; then ON. About 30
minutes may be required to recharge battery.
If caution appears in flight:
2. BATT switch - OFF, to conserve remaining
battery charge.

65
Q

LFT or RT PITOT HEAT and MASTER Cautions

Appear or Are Flashing. (Caution x2)

A 
Caution:
(1) LFT or RT PITOT HEAT and MASTER
cautions appearing, with the PITOT
HEAT switch in the OFF position,
indicates complete failure of 5 Vdc power
in the corresponding left or right relay
panel. Do not fly the helicopter.
(2) Flashing LFT or RT PITOT HEAT and
MASTER cautions indicates a failure of a
5 Vdc power supply in the corresponding
solid state left or right relay panel. Do
not fly the helicopter.
66
Q

LFT or RT PITOT HEAT and MASTER Cautions

Appear or Are Flashing.

A

If LFT or RT PITOT HEAT and MASTER cautions
are flashing:
1. LAND AS SOON AS PRACTICABLE.
If LFT or RT PITOT HEAT and MASTER cautions
appear steady:
1. Turn off applicable PITOT HEAT switch.
If caution disappears, then applicable pitot heat has
failed:
2. Exit icing conditions.
If LFT or RT PITOT HEAT and MASTER cautions
still appear:
3. Set PITOT HEAT switch as needed.
4. LAND AS SOON AS POSSIBLE.

67
Q

1 HYD PUMP Caution Appears

A
  1. TAIL SERVO switch - BACKUP; then
    NORMAL.
  2. LAND AS SOON AS PRACTICABLE.
68
Q

2 HYD PUMP Caution Appears.

A
  1. POWER ON RESET switches - Simultaneously
    press, then release.
  2. LAND AS SOON AS PRACTICABLE.
69
Q

1 and #2 HYD PUMP Cautions Appear.

A

LAND AS SOON AS POSSIBLE. Restrict

control movement to moderate rates.

70
Q 
#1 or #2 HYD PUMP 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 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 at approximately 40 KIAS is
required. Loss of both the No. 2 hydraulic pump and the
backup pump results in the loss of pilot-assist servos.

  1. Airspeed - Adjust to a comfortable airspeed.
  2. BACKUP HYD PUMP switch - ON.
    If BACK-UP PUMP ON advisory appears:
  3. Refer to #1 HYD PUMP or #2 HYD PUMP
    caution appears emergency procedure.
    If BACK-UP PUMP ON advisory still does not
    appear:
  4. FPS and BOOST switches - Off (for #2 HYD
    PUMP caution).
  5. LAND AS SOON AS POSSIBLE.
71
Q

1 or #2 PRI SERVO PRESS Caution Appears.

A

Appearance of #1 or #2 PRI SERVO PRESS
caution can be caused by inadvertently placing the SVO
OFF switch on either collective control head in 1ST STG
or 2ND STG position. Before initiating emergency procedure
action, the pilots should check that both SVO OFF
switches are centered.
1. SVO OFF switches - Check both are centered.
2. If the caution appears with the SVO OFF
switch centered, move the SVO OFF switch to
turn off the malfunctioning servo.
3. LAND AS SOON AS POSSIBLE.

72
Q 
#1 RSVR LOW and #1 HYD PUMP Cautions
Appear With BACK-UP PUMP ON Advisory Appearing.
A
  1. LAND AS SOON AS PRACTICABLE.
    If the BACK-UP RSVR LOW caution also appears:
  2. SVO OFF switch - 1ST STG.
  3. LAND AS SOON AS POSSIBLE.
73
Q 
#1 RSVR LOW and #1 HYD PUMP Cautions
Appear With BACK-UP PUMP ON Advisory Appearing. (Warning)
A 
Warning:
If #2 PRI SERVO PRESS caution appears,
establish landing attitude,
minimize control inputs, and begin a
descent.
74
Q 
#2 RSVR LOW and #2 HYD PUMP Cautions
Appear With BACK-UP PUMP ON Advisory Appearing.
A 
1. POWER ON RESET s w i t c h e s -
Simultaneously press then release.
2. LAND AS SOON AS PRACTICABLE.
If BACK-UP RSVR LOW caution also appears:
3. SVO OFF switch - 2ND STG.
4. LAND AS SOON AS POSSIBLE.
75
Q 
#2 RSVR LOW and #2 HYD PUMP Cautions
Appear With BACK-UP PUMP ON Advisory Appearing. (Warning)
A

If #1 PRI SERVO PRESS caution appears,
establish landing attitude,
minimize control inputs, and begin a
descent.

76
Q

2 RSVR LOW Caution Appears.

A 
Pilot assist servos will be isolated; if they remain
isolated, proceed as follows:
1. BOOST - Off.
2. FPS - Off.
3. LAND AS SOON AS PRACTICABLE.
77
Q

2 RSVR LOW Caution Appears. (Note)

A 
Note:
Because the logic module will close the
valve supplying pressure to the pilot-assist
servos, BOOST SERVO OFF, SAS OFF,
and TRIM FAIL cautions will appear.
78
Q

Collective Boost Servo Hardover/Power

Piston Failure.

A

Hardover failure of the collective boost
servo will increase control forces (as much as 150 pounds)
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.
1. BOOST switch - Off.
2. LAND AS SOON AS PRACTICABLE.

79
Q

Pitch Boost Servo Hardover

A

Hardover
failure of the pitch boost servo will increase the
longitudinal cyclic control forces (approximately 20
pounds). The increased control forces can be immediately
eliminated by shutting off SAS.
1. SAS (1 and 2) and FPS switches - Off.
2. LAND AS SOON AS PRACTICABLE.

80
Q

BOOST SERVO OFF Caution Appears

A

Appearance of the BOOST SERVO OFF caution with no
other cautions appearing indicates a pilot valve jam in
either the collective or yaw boost servo. Control forces in
the affected axis will be similar to flight with boost off.

  1. BOOST switch - Off.
  2. LAND AS SOON AS PRACTICABLE.
81
Q

Emergency Landing In Wooded Areas -

Power Off.

A
  1. AUTOROTATE. Decelerate helicopter to stop
    all forward speed at treetop level.
  2. Collective adjust to maximum before main rotor
    contacts tree branches.
82
Q

Ditching - Power On

A
  1. Approach to a hover.
  2. Cockpit doors jettison and cabin doors open
    prior to entering water.
  3. Pilot shoulder harness - Lock.
  4. Survival gear - Deploy.
  5. Personnel, except pilot, exit helicopter.
  6. Fly helicopter downwind a safe distance and
    hover.
  7. ENG POWER CONT levers - OFF.
  8. Perform hovering autorotation, apply full collective
    to decay rotor RPM as helicopter
    settles.
  9. Position cyclic in direction of roll.
  10. Exit when main rotor has stopped
83
Q

Ditching - Power Off.

A
  1. AUTOROTATE.
  2. Cockpit doors jettison and cabin doors open
    prior to entering 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
84
Q

FLIGHT CONTROL/MAIN ROTOR SYSTEM

MALFUNCTIONS. (Note / Warning)

A

Note:
Blade cuff failure is typically a cord wise
crack of the cuff through the blade attachment
bolt holes on the upper or lower ligament.

Warning:
Danger exists that the main rotor system
could collapse or separate from the
aircraft after landing. Exit when main
rotor has stopped.
85
Q

FLIGHT CONTROL/MAIN ROTOR SYSTEM

MALFUNCTIONS.

A
  1. LAND AS SOON AS POSSIBLE.

2. EMER ENG(S) SHUTDOWN after landing.

86
Q

SAS Failure With No Failure Advisory

Indication.

A 
tip path without failure/advisory indication:
1. SAS 1 switch - Off.
If condition persists:
2. SAS 1 switch - ON.
3. SAS 2 switch - Off.
If malfunction still persists:
4. SAS 1 and FPS switches - Off.
87
Q

SAS 2 Failure Advisory Light On

A

POWER ON RESET s w i t c h e s -

Simultaneously press and then release

88
Q

SAS OFF Caution Appears.

A
  1. SAS 1 and SAS 2 switches - Off.
  2. FPS switch - Off.
  3. LAND AS SOON AS PRACTICABLE
89
Q

FLT PATH STAB Caution Appears

A
  1. EH SYSTEMS SELECT - DG/VG.
  2. POWER ON RESET s w i t c h e s -
    Simultaneously press and then release.
    If failure returns, control affected axis manually.
    If the airspeed fault light remains illuminated on the
    AFCS panel:
  3. Manually slew stabilator - Adjust to 0° if
    above 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.
90
Q

FLT PATH STAB Caution Appears (Warning / Note)

A 
Warning:
If the airspeed fault advisory light is illuminated,
continued flight above 70 KIAS
with the stabilator in the AUTO
MODE is unsafe since a loss of the airspeed
signal from the remaining airspeed
sensor would result in the stabilator
slewing full-down.

Note:
Use of the cyclic mounted stabilator slew-up
switch should be announced to the crew to
minimize cockpit confusion.

91
Q

Pitch FPS Trim Hardover

A

attitude and a corresponding longitudinal cyclic
movement of about 1⁄2 inch. This condition will be
detected by the SAS/FPS computer which will disengage
FPS and trim functions in the pitch axis and activate the
FLT PATH STAB and TRIM FAIL cautions

If failure occurs:
1. POWER ON RESET s w i t c h e s -
Simultaneously press and then release.
If failure returns, control affected axis manually.
2. LAND AS SOON AS PRACTICABLE.
92
Q

Roll FPS/Trim Hardover

A

A roll FPS/trim hardover will be characterized by a
1⁄2 inch lateral stick displacement, resulting in a corresponding
roll rate and a constant heading sideslip condition,
caused by the yaw FPS attempting to maintain heading.
The SAS/FPS computer will detect the hardover
condition and disengage lateral trim and activate the FLT
PATH STAB and TRIM FAIL cautions

If failure occurs:
1. POWER ON RESET s w i t c h e s -
Simultaneously press and then release.
If failure returns, control affected axis manually.
2. LAND AS SOON AS PRACTICABLE.
93
Q

Yaw FPS/Trim Hardover

A

A yaw FPS/trim hardover is characterized by an
improper motion of the pedals, resulting in about 1⁄4 inch
of pedal motion followed by a corresponding change in
helicopter heading trim. This condition will be detected by
the SAS/FPS computer, which will disengage trim and
FPS functions in the yaw axis and activate the FLT
PATH STAB and TRIM FAIL cautions

If failure occurs:
1. POWER ON RESET s w i t c h e s -
Simultaneously press and then release.
If failure returns, control affected axis manually.
2. LAND AS SOON AS PRACTICABLE.
94
Q

Trim Actuator Jammed

A

Both yaw and roll
trim actuators incorporate slip clutches to allow pilot and
copilot inputs if either actuator should jam. The forces
required to override the clutches are 80-pounds maximum
in yaw and 13-pounds maximum in roll.
LAND AS SOON AS PRACTICABLE.

95
Q

STABILATOR MALFUNCTION - AUTO MODE

FAILURE. (Warning x3)

A

Warning:
(1) 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 fulldown
when airspeed is 40 KIAS or less.
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.

(2) Pressing the AUTO CONTROL RESET
switch after a failure occurs results in the
automatic mode coming on for one
second. If a hardover signal to one
actuator is present, the stabilator could
move approximately 4° to 5° in that one
second before another auto mode failure
occurs. Subsequent reset attempts could
result in the stabilator moving to an
unsafe position.

(3) If the stabilator AUTO mode repeatedly
disengages during a flight, flight above 70
KIAS is prohibited with the stabilator in
AUTO mode.

96
Q

STABILATOR MALFUNCTION - AUTO MODE

FAILURE.

A

If an AUTO Mode Failure Occurs:
1. Cyclic mounted stabilator slew-up switch -
Adjust as required to arrest or prevent nose
down pitch rate.
2. AUTO CONTROL 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 40 KIAS or less. 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:
5. STAB POS indicator - Check and fly at or
below KIAS LIMIT shown on placard.
6. LAND AS SOON AS PRACTICABLE.

97
Q

Uncommanded Nose Down Pitch Attitude

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° a t
    airspeeds above 40 KIAS and full down at
    airspeeds 40 KIAS or less.
  5. LAND AS SOON AS PRACTICABLE.
98
Q

Uncommanded Nose Up Pitch Attitude

A
  1. Cyclic - Adjust as required.
  2. Collective - Reduce as required.
  3. MAN SLEW switch - Adjust to 0° a t
    airspeeds above 40 KIAS and full down at
    airspeeds 40 KIAS or less.
  4. LAND AS SOON AS PRACTICABLE.
99
Q

ATTITUDE HEADING REFERENCE SYSTEM

(AHRS) HEADING DEVIATIONS.

A

If HSI deviation of more than 10° occurs between the
HSI and the standby magnetic compass:
1. Set the AHRU Control Unit to DG mode.
2. Manually update the HSI heading using the
standby compass.
3. LAND AS SOON AS PRACTICABLE.

100
Q

EMERGENCY JETTISONING

A

When conditions exist which require the jettisoning of
external loads to ensure continued flight or execution of
emergency procedures, the crew should jettison the load as
follows:
CARGO REL or HOOK EMER REL switch
- Press.

101
Q

MR DE-ICE FAULT, MR DE-ICE FAIL, or TR

DE-ICE FAIL Caution Appears.

A

a. If the MR DE-ICE FAULT caution appears, the
system will continue to function in a degraded mode. The
pilot must be aware of vibration levels and % TRQ
requirements, which could be a result of ice buildup.
b. If the MR DE-ICE FAIL caution appears, the main
rotor de-ice will automatically turn off. Tail rotor de-ice
will remain on.
c. If the TR DE-ICE FAIL caution appears, tail rotor
de-ice will automatically turn off. Main rotor de-ice will
remain on.

  1. Icing conditions - Exit.
  2. BLADE DE-ICE POWER switch - OFF,
    when out of icing conditions.
    If vibrations increase:
  3. LAND AS SOON AS POSSIBLE
102
Q

PWR MAIN RTR and/or PWR TAIL RTR

Monitor Light On.

A

If a PWR monitor light is illuminated with BLADE
DE-ICE POWER switch ON to stop power from being
applied to blades:
1. Icing conditions - EXIT.
2. BLADE DE-ICE POWER switch - OFF.
If a PWR monitor light is still illuminated with
BLADE DE-ICE POWER switch OFF:
3. GENERATORS NO. 1 or NO. 2 switch -
OFF.
4. APU generator switch - OFF (if in use).
5. LAND AS SOON AS PRACTICABLE.

103
Q

Ice Rate Meter or DCIU Fail or Inaccurate

A 
1. BLADE DE-ICE MODE switch - MANUAL
as required.
If vibration levels increase or %TRQ required
increases above 14%:
2. BLADE DE-ICE MODE switch - Select
higher setting.
If ice buildup continues:
3. LAND AS SOON AS PRACTICABLE.
104
Q

Loss of NO. 1 or NO. 2 Generator During

Blade De-ice Operation. (Caution)

A

Ensure that the mask blowers are
disconnected and position the BCA MCU
control knobs to OFF prior to switching
from main power to APU power.

105
Q

Loss of NO. 1 or NO. 2 Generator During

Blade De-ice Operation

A
  1. EMER APU START.
  2. BLADE DE-ICE POWER switch - OFF then
    ON.

Limits / EPs (4 decks)

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