Emergencies (20250402) Flashcards
CRASH CHECKS (R2) / DITCHING (same as CRASH CHECKS with subsequent actions)
- Lower Landing Gear
- Parking Brake- OFF
- Harnesses- Locked and Tight
- Cabin- Ramp and Doors Closed
- Initiate Distress Procedures (HF, V/UHF, IFF)
- Jettison- As Reqd
- Activate ELT (if operational circumstance permit)
Mk4 APU BAY FIRE ON THE GROUND (R2R)
APU BAY FIRE + Audio tone and Voice “FIRE APU” + APU FIRE button and APU START- FIRE indicator + Klaxon
COCKPIT OCCUPIED.
- ECS- MASTER switch OFF
- APU START Button- DESELECT
- APU FUEL switch- OFF
- Illuminated APU FIRE button- PRESS
- Shutdown ALL engines
- FIRE extinguisher- XFEED
- If still illuminated, press APU FIRE button
- BATT switch- OFF
- EVACUATE
CABIN OCCUPIED.
- STOP EMERGENCY switch- SELECT
- FIRE EXT button- PRESS
- EVACUATE
Mk4A APU FIRE ON THE GROUND (R2R)
APU BAY FIRE + Audio tone and Voice “FIRE APU” + APU FIRE button and APU START- FIRE indicator
- ECS- MASTER switch OFF
- APU START button- DESELECT
- APU FUEL switch- OFF
- Shutdown ALL engines
- If APU FIRE still illuminated, select FIRE extinguisher to XFEED (Fire ext automatically discharges)
- BATT switch- OFF
- EVACUATE
ENGINE BAY FIRE ON THE GROUND (R3)
ENGBAY* FIRE + Audio tone and voice “FIRE ENGINE*” + Engine condition switch fire indicator illuminated AND FIRE button illuminated
- ECS- MASTER switch- OFF
- ENG* engine condition switch- OFF
- ENG* FUEL button- DESELECT
- Illuminated FIRE button- PRESS
- Shutdown ALL engines and APU
- Select FIRE extinguisher to XFEED
- If still illuminated, press FIRE button
- BATT Switch- OFF
- EVACUATE
ENGINE FIRE POST SHUTDOWN (R3)
Visible signs of fire in engine exhaust, no cockpit warnings. Possibly rising TIT after shutdown.
- BLEED switch- to APU
- ENG* FUEL button- DESELECT
- Conduct vent run
ELECTRICAL FIRE AND SMOKE ON THE GROUND (R3)
Indicated by a smell of burning insulation and/or acrid smoke.
- ECS- MASTER switch to OFF
- Shutdown ALL engines and APU
- BATT switch- OFF
- EVACUATE
APU BAY FIRE IN FLIGHT (R3R)
APU BAY FIRE + Audio tone and voice “FIRE APU” + APU FIRE button illuminated AND APU START- FIRE indicator illuminated
- ECS- MASTER switch OFF
- APU START button- DESELECT
- APU FUEL switch- OFF
- Illuminated APU FIRE button- PRESS
- Start clock for 30 seconds
If warning clears- Land ASAP
If warning remains/reappears-
Select FIRE extinguisher to XFEED
APU FIRE button- PRESS
Start clock for 30 seconds
If warning clears- Land ASAP
If warning remains- check for positive signs of fire
If no signs of fire- Land ASAP
If signs of fire- Land Immediately
ENGINE BAY FIRE IN FLIGHT (R4)
ENGBAY* FIRE + Audio tone and voice “FIRE ENGINE” + ENG condition switch illuminated AND FIRE button illuminated
- Achieve safe OEI flight condition
- ECS- MASTER switch OFF
- ENG* condition switch- OFF
- ENG* FUEL button- OFF
- Illuminated FIRE button- PRESS
- Start clock for 30 seconds
If warning clears- Land ASAP (***)
If warning remains/reappears-
Select FIRE extinguisher to XFEED
APU FIRE button- PRESS
Start clock for 30 seconds
If warning clears- Land ASAP (***)
If warning remains- check for positive signs of fire
If no signs of fire- Land ASAP (***)
If signs of fire- Land Immediately
- If No1 or No3 shutdown, select drive to ACC or NEUT respectively
- BLEED switch- OFF
- Establish power available and OEI performance (up to Max Contingency if reqd)
[107% NgC, 125% Tq or 915C TIT]
Note 1: if the initial indications of an engine bay fire extinguish immediately after posting and there are NO positive signs of fire, suspect a hot gas leak and continue with Subsequent Actions- Without positive signs of fire
ENGINE BAY FIRE DURING TEC FLIGHT (R4R)
ENGBAY* FIRE + Audio tone and voice “FIRE ENGINE” + ENG condition switch illuminated AND FIRE button illuminated
- Minimise height loss
- ECS- MASTER switch OFF
- ENG* condition switch- OFF
- ENG* FUEL button- OFF
- Illuminated FIRE button- PRESS
- Start clock for 30 seconds
- Start APU
- BLEED switch- APU
- ENG 3 DRIVE button- MAIN (indicator illuminates)
- Restart ENG3 (Card 24)
If warning clears- Land ASAP (***)
If warning remains/reappears-
Select FIRE extinguisher to XFEED
APU FIRE button- PRESS
Start clock for 30 seconds
If warning clears- Land ASAP (***)
If warning remains- check for positive signs of fire
If no signs of fire- Land ASAP (***)
If signs of fire- Land Immediately
- If No1 select drive to ACC
- BLEED switch- OFF
- Establish power available and OEI performance (up to Max Contingency if reqd)
[107% NgC, 125% Tq or 915% TIT]
Considerations
To restart ENG3, see Engine Restart in Flight (Card 24)
If time permits, consider jettisoning stores and/or Fuel Dumping (Card 25)
Note 1: if the initial indications of an engine bay fire extinguish immediately after posting and there are NO positive signs of fire, suspect a hot gas leak and continue with Subsequent Actions- Without positive signs of fire
Note 2: failure to set the ENG3 DRIVE switch to MAIN prior to engine restart may inhibit drive actuation
FUMES, SMOKE AND/OR FIRE IN COCKPIT/CABIN (R5)
If smoke or fire severe- Land immediately
- ECS- MASTER switch OFF
- CREW FAN switch- OFF
- Prepare to use fire extinguishers
- Ventilate cockpit and cabin
Note: if in doubt, land as soon as possible. However, if situation deteriorates, be prepared to land immediately.
ENGINE FAILURE IN FLIGHT (R7)
ENG FAIL + Audio tone and Voice “ENGINE FAIL” + Failed engine tq reducing to 0 + [ENG* FAIL]
- Check NR and engine parameters
- Jettison external load and stores as required
- Achieve safe OEI condition or cushion touchdown
Considerations
Following an engine failure, fuel to remaining engines should be fed from separate tanks
30 seconds prior to landing:
- BLEED switch- OFF
Note: if the underlying cause of the engine failure is unknown, land as soon as practicable.
ENGINE FAILURE DURING TEC FLIGHT (R7R)
ENG FAIL + Audio tone and Voice “ENGINE FAIL” + Failed engine tq reducing to 0 + Large tq increase on live engine + [ENG* FAIL]
- Check NR and engine parameters
- Minimise height loss
- Start APU
- EMRG/NORM switch- EMRG
- BLEED switch- APU
- ECS MASTER switch- OFF
Considerations
If time permits, consider Fuel Dumping (Card 25)
If time permits, consider further engine restarts of failed engine or ENG3
DOUBLE ENGINE FAILURE IN FLIGHT (R8)
ENG FAIL + Audio tone and Voice “ENGINE FAIL” + Failed engines tq reducing to 0 + Large tq increase on live engine + [ENG* FAIL] and [ENG* FAIL]
- Check NR and engine parameters
- Jettison external load and stores as required
- Minimise height loss or cushion touchdown
Consider restarts?
YES
- Start APU
- EMRG/NORM switch- EMRG
- BLEED switch- APU
NO
- Carry out Crash Checks (Card R2)
- Land as soon as possible
Considerations
If time permits consider further restarts of failed engines
If time permits consider Fuel Dumping (Card 25)
TRIPLE ENGINE FAILURE IN FLIGHT (R8R)
ENG FAIL + Audio tone and Voice “ENGINE FAIL” + Engine tqs reducing to 0 + [ENG1 FAIL] [ENG2 FAIL] [ENG3 FAIL]
- Establish autorotation
- Carry out Crash Checks (Card R2)
Considerations
If height and time permits, attempt engine starts (see Engine Restart in Flight (Card 24))
ENGINE ELECTRONIC CONTROL UNIT FAILURE (R9)
EECU FAIL + Audio tone and Voice “WARNING” + [ENG* ECU CTRL]
Possible ENG FAIL + “ENGINE FAIL” voice warning (see Note 1)
- Check NR and engine parameters
- Achieve safe OEO flight (see Note 2)
Consideration
Consider the effect of any frozen engine on NR
Note 1: ENG FAIL warning may be illuminated, depending on the magnitude of the engine mismatch.
Note 2: Use of TDP, TUP, HOV and HOV TRM is prohibited.
Note 3: Parameters other than Tq/NF indicate that engine is responding to power demands (via collective) ie collective following mode.
Note 4: When the ENG* engine condition switch is selected to OFF or GI following an EECU fail, the CDS tq limits may not adjust to OEI condition and an incorrect [ENG* OVTRQ] may display above 112% Tq. However, Max Contingency power still remains available if required.
ENGINE OIL LOW PRESSURE (R9R)
ENG* LO PRESS + Audio tone and voice “WARNING” + Possible [ENG* LOPRESS] with audio and CAUTION.
- Check oil pressure and temperature on affected engine
- If abnormal, achieve safe OEI… go to subsequent actions
- if normal go to subsequent actions.
CAUTION Power available on driving engines may be restricted until BLEED switch is selected OFF
Consideration
30 seconds prior to landing
- BLEED switch- OFF
MAIN GEARBOX OIL PRESSURE LOW (R10)
- GEN 2 switch- OFF (See note 1)
(Subsequent actions turn into a Land ASA possible)
Subsequent actions (for relevance to the notes)
- Start APU
- EMRG/NORM switch- EMRG (see Note 2 & 3)
- Monitor loads on SMD display (see Note 4)
- Monitor MGB oil temperatures and pressures (see Note 5)
- Land as soon as possible (see WARNINGS)
WARNING 1 Max run dry time is 30 minutes. If any mechanical noise, vibration or burning smell, land immediately
WARNING 2 Max run dry time is for min power flight, time at higher power settings must be minimized.
Note 1: with GEN 2 switch OFF, [AC GEN 2] displays, GEN 2 - FAIL, APU generator FAIL and AC BUS- CPLD indicators illuminate.
Note 2: All services are supplied by No1 GEN and APU.
Note 3: if CPLD extinguishes, refer to AC MAIN* Busbar Failure (Card Y11)
Note 4: load above max continuous rating (yellow band), manually shed system within 5 minutes with most demanding systems first
Note 5: in the event of double pump failure or loss of oil, a false indication of temperature will result.
MAIN GEARBOX OIL TEMPERATURE HIGH (R10R)
MGB OIL HOT + Audio tone and voice “WARNING” + [MGB1 HOT] and [MGB2 HOT]
- Achieve safe flight condition (50-95kts will provide optimum cooling)
WARNING 1 Max run dry time is 30 minutes. If any mechanical noise, vibration or burning smell, land immediately
WARNING 2 Max run dry time is for min power flight, time at higher power settings must be minimized.
Note 1: if Oil temperature is >150C, a red F will be displayed.
Notes 2-4 are the same as 2-4 in MGB LOPRESS (R10)
ROTOR RPM LIMITS (R11R)
ROTOR RPM + Audio tone + Voice “”ROTOR ROTOR” or “ROTOR HIGH” or “OVERSPEED”
- Check rotor speed
- Adjust collective to maintain rotor RPM within limits
Note 1: Power on audio: “ROTOR HIGH” >105% and “ROTOR ROTOR” <100%
Note 2: Power off audio: “OVERSPEED >116.5%, “ROTOR HIGH” >110.5% and “ROTOR ROTOR” <94.5%
Note 3: AMS may generate erroneous rotor speed audio warnings and IDU NR Indications; cross check IDU with ISIS rotor speeds to confirm validity.
ROTOR DE-ICING - FAILURE OF RIPS (R12)
ROTOR DE-ICE + Audio tone and voice “WARNING” + [RIPU FAIL]
- Check prevailing icing conditions
WARNING 1: DO NOT CYCLE ANTI ICE - ROTOR master switch OFF then ON as it may lead to double generator shutdown.
WARNING 2: if it is not possible to vacate icing conditions, Tq rises could be significant
WARNING 3 if operational conditions require RIPS, a reset may be attempted but the APU must be started with EMRG/NORM switch to EMRG and AC BUS to SPLIT before cycling ANTI ICE - ROTOR master switch OFF then ON.
See cards for Notes.
TAIL ROTOR DRIVE FAILURE- IN THE HOVER (R13)
Rapid yaw to the right
Loss of yaw control
Possible noise and vibration from the tail section
- Reduce collective pitch
- Stop any drift with cyclic
- Immediately after touchdown, shutdown engines
or
- If height/time permit, enter autorotation
- Carry out Crash Checks (R2)
- Shutdown engines
- Conduct EOL
TAIL ROTOR DRIVE FAILURE- IN FORWARD FLIGHT (R13)
Rapid yaw to the right
Loss of yaw control
Possible noise and vibration from the tail section
- Establish autorotation @ 80kts
- Carry out Crash Checks (R2
- Shutdown engines
- Conduct EOL
TAIL ROTOR CONTROL JAM/FAILURE - IN THE HOVER (R13)
Aircraft yaws left or right
Loss of yaw control
- Lower collective
- Stop any drift using cyclic
- Immediately after touchdown, shutdown engines
TAIL ROTOR CONTROL JAM/FAILURE- IN FORWARD FLIGHT (R13R)
Loss of yaw control/undemanded yaw
No response to pedal input/pedals jammed
Possible increase in collective control forces in association with above symptoms
- Change power/speed to control yaw
- If yawing right, LOWER collective
- If yawing left, RAISE collective
- Use lateral cyclic if reqd to reduce yaw (X-controlling)
- If collective forces increase, place feet on pedals (see CAUTION)
CAUTION: Significantly increased collective control forces may make collective control difficult. Placing feet on pedals will free the collective but collective movement will move the pedals.
-Sustained level flight achievable?
YES - Continue to subsequent actions
NO
AIRCRAFT DESCENDING
- Very low tail rotor thrust
- Immediate autorotation may be required
- If possible, fly at 80kts, cross controlling to reach a suitable landing area
- Enter autorotation (see Note 1)
- Carry out Crash Checks (R2)
- Shutdown engines
- Carry out EOL
Note 1: A low powered steep descent at 80kts may be achievable instead of full autorotation and EOL. To reduce touchdown speed and RoD, use a cyclic led deceleration from approx 100ft AGL.
or
AIRCRAFT CLIMBING
- Very high tail rotor thrust
- Reduce speed until descending
- Reduce NR to aid descent
- Descend with high tq/low airspeed (beware vortex ring, wind from right may assist)
- Land as soon as possible.
See cards as very in depth Set up and approach notes and WARNINGS
DOUBLE AC GENERATOR FAILURE (R14R)
AC ELEC FAIL + Audio tone and Voice “WARNING” + [AC GEN 1 FAIL] [AC GEN 2 FAIL] and [APU GEN OFF] + GEN 1 - FAIL, GEN 2- FAIL, APU generator - FAIL indicators.
Probable loss of IDUs (except IDU 3&5), ACSR and ASE
Possible engine(s) run down due to booster pump pressure loss
- Check NR on CDS or ISIS
- Achieve safe flight configuration (ACSR off envelope)
- Start APU
- AC BUS- SPLIT
- ANTI ICE- ROTOR master switch- OFF
- Attempt to reset main generators (two attempts permissible) - OFF then ON
- Check electrical panel indicators for successful reset (IDUs may take 30 secs to recover)
- If unsuccessful, select failed generator(s)- OFF
- Re-engage ASE
WARNING: Due to the associated loss of booster pump pressure, there is a possibility that engines may suffer a run down. In this event, the engine(s) are to be shutdown and booster pump pressure re-established before attempting a restart. If booster pump pressure is re-established before engine shutdown, an overtemp is likely to occur.
Considerations
When achieving a safe flight configuration, flying at Min Pwr Speed (70-80kts) is recommended due to possibility of engine run down.
With AC bus selected to SPLIT, a subsequent GEN 1/GEN 2 failure will result in the loss of the associated AC MAIN busbar.
AC bus may be reselected to CPLD to restore full electrical services. APU ON with EMRG selected provides protection from subsequent AC GEN failure.
Note: following the loss of both AC Generators and with APU GEN - EMRG, rotor speed audio warnings will trigger at AEO limits regardless of flight condition. During autorotation this will cause ”ROTOR HIGH” audio warnings and aircrew should use CDS displayed NR indications as their primary reference.
SEVERE VIBRATION (R16)
Severe vibration is considered to be a vibration at a very high magnitude, which may make reading the instruments and crew communication difficult
On the ground (wheels in contact)
- If possible:
- Lower collective to MPOG (relax grip and release trim) (see Notes 1, 3 & 4)
Or
- If conditions dictate (eg deck landing)
- Take off immediately, follow in flight advice (see WARNING 1 and Note 6)
Vibration Remains- Shutdown immediately
Vibration eliminated- Continue Sortie (see Note 7)
In Flight
- Relax grip on flying controls to minimise the possibility of bio-mechanical feed back (see Notes 1, 2 & 3)
- Turn into wind if possible (see Note 5)
- Establish steady level flight at 60-100kts
Vibration acceptable- (subsequent actions) Fly within ACSR OFF/degraded flight envelope
- Land as soon as practicable
Vibration unacceptable- Disengage ASE (if acceptable continue as above)
- Re-engage ASE, If possible select ACSR OFF and pull ACSR c/b (DC MAIN 1 - C2) (if acceptable continue as above)
- Land as soon as possible (see WARNING 2)
- Shutdown immediately
WARNING 1 To maximise controllability, ensure ASE is engaged before take-off initiated.
WARNING 2 If vibration significantly increases, land immediately.
Consideration
Prompt selection of the CVM MARK flags CVM and MADRAS for post event analysis.
Note 1: Release grip such that corrective control movements generated by the AFCS are unrestricted. Remain attentive to monitor for runaway.
Note 2: Potential sources leading to vibration in flight due to bio-mechanical feedback include natural turbulence, rapid cyclic and/or collective reversals.
Note 3: If available, hand over control may be an effective alternative.
Note 4: Potential sources leading to vibration on the ground due to bio-mechanical feedback include disturbance during light ground contact, including running over rough ground.
Note 5: Turning into wind may eliminate or reduce the vibration when in low speed flight or hover.
Note 6: The vibration may continue until a stable flight condition has been reached and the in flight drills completed.
Note 7: The sortie may be continued at the discretion of the operator and in consideration of the sortie/undertaking/location.
FLYING CONTROL MALFUNCTION (R16R)
Lack of correct response to flying control inputs
Increased control forces or restriction in control movement
Is flight path controllable?
Yes - Subsequent actions
No
- Check for hydraulic system faults or anomalies (see WARNINGS 1 & 2)
- Select Hyd O/R* (affected/suspect system) (see WARNINGS 1 & 2
Fault clears - Land as soon as possible
Fault remains
- Deselect Hyd O/R*
- Select opposite Hyd O/R*
Fault clears - Land as soon as possible
Fault remains
- Deselect Hyd O/R*
- Attempt to make control inputs in other axis in order to minimise flight path disturbance
- Land as soon as possible/Land immediately (see WARNING 3)
WARNING 1: Selecting the unaffected hydraulic system O/R button will result in complete control failure of one or more main/tail rotor servo actuators. Flight path control IS NOT POSSIBLE following the complete failure of a main rotor servo actuator.
WARNING 2: If the symptoms are aggravated when Hyd O/R button selected, immediately deselect the Hyd O/R button.
WARNING 3: In extreme cases, the flight path may not be controllable and an uncontrolled landing/ditching may result.
See cards for Subsequent actions, Considerations and Notes.
POST LIGHTNING STRIKE PROCEDURES (R17R)
Possible flash and electrical arcing
Loss of electrical systems/Possible aircraft damage
- Achieve safe flight condition within ACSR OFF/Degraded flight envelope
- Check for dangerous indications
- Check intercom system, crew and pax
WARNING: A lightning strike on the aircraft may result in the simultaneous notion of loaded CMDS countermeasures and/or EEDs
CAUTION: Following a lightning strike to the aircraft, the aircraft is to be landed as soon as possible using gentle manoeuvres. Continued flight at high speeds and aggressive aircraft manoeuvres could further damage the aircraft and therefore must be avoided.
