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HAC Study > Emergency Procedures > Flashcards

Emergency Procedures Flashcards

1
Q

Land immediately

A

Execute a landing without delay.

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2
Q

Land as soon as possible

A

Execute a landing at the first site at which a safe landing can be made.

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3
Q

Land as soon as practicable

A

Extended flight is not recommended. The landing site and duration of the flight are at the discretion of the PIC.

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4
Q

Circuit breaker handling terms:

Check

A

Visually observe circuit breaker condition. Do not change condition.

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5
Q

Circuit breaker handling terms:

Pull

A

If circuit breaker is in, pull circuit breaker out.

If circuit breaker is out, do not change condition.

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6
Q

Circuit breaker handling terms:

Reset

A

If circuit breaker is out, push circuit breaker in.

If circuit breaker is in, do not change condition.

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7
Q

Circuit breaker handling terms:

Cycle

A

If circuit breaker is in, pull circuit breaker out, then push circuit breaker back in.

If circuit breaker is out, do not change condition.

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8
Q

Circuit breaker CAUTION

A

Popped circuit breakers may be reset only once. Holding in a circuit breaker while resetting may cause electrical fire or damage to electrical equipment.

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9
Q

(For EPs) The PAC shall…

A

…complete the critical memory items that do not require releasing the flight controls.

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10
Q

(For EPs) the PNAC shall…

A
  1. Assist in ensuring the continued safe flight of the aircraft.
  2. Perform the critical memory items that do not involve the flight controls.
  3. Use the pocket checklist to complete non-critical memory items.
  4. Troubleshoot as required.
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11
Q

(For EPs) the aircrewman shall…

A
  1. Provide the pilots with verbal calls as necessary to ensure the continued safe flight of the aircraft.
  2. Complete the applicable critical memory items.
  3. Utilize the pocket checklist to complete the remaining non-critical memory items.
  4. Back up the pilots with the pocket checklist to the maximum extent possible.
  5. Assist the PNAC with troubleshooting.
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12
Q

EPs NOTE

The urgency of certain emergencies requires…

A

The urgency of certain emergencies requires immediate and instinctive action by the PAC. The most important single consideration is helicopter control. All procedures are subordinate to this requirement.

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13
Q

The following should be performed for all emergencies:

A
  1. Maintain control of the aircraft
  2. Alert the crew
  3. Determine the precise nature of the problem
  4. Complete the applicable emergency procedure or take action appropriate for the problem.
  5. Determine landing criteria and land as required
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14
Q

Due to the possibility of rapid degradation or loss of A/C control during certain emergencies, the PIC (should/shall) ensure that all aircrew are ________________ at all times during ______ or ______ operations, except when the release of the _______ is required to perform ______ Or ______ related functions.

A 
Should; 
strapped into their seats with shoulder harnesses locked; 
ground; 
flight; 
seatbelt; 
mission-; 
flight-
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15
Q

Indications of an engine failure

A

Changes in engine TQ, Ng, TGT, Np, and the ENG OUT warning light

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16
Q

Single-engine condition

A

A flight regime that permits sustained flight with One Engine Inoperative (OEI)

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17
Q

Establishing Single-engine conditions may include:

A
  1. Increasing power available (C-Pwr ON and Engine Anti-ice off)
  2. Decreasing power required (dumping fuel and jettisoning cargo)
  3. Achieving single-engine airspeed
  4. Controlling Nr
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18
Q

WARNING

A decrease in ___ will reduce the efficiency of the ____ ____, potentially resulting in an uncommanded _____ ____

A

Nr;
tail rotor;
right yaw

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19
Q

Any suspected Engine malfunction that manifests itself with fluctuations of ___, ___, and/or ___ (should/shall) be handled initially with the _____ _________ ___ ______ emergency procedure.

A

Np, Ng, and/or TQ;
Should;
Engine Malfunction in Flight (EMIF)

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20
Q

ENGINE MALFUNCTION IN FLIGHT

A
    1. Control Nr
    1. C-pwr switch - ON
    1. Single-engine conditions- Establish
    1. ENG ANTI-ICE switches - As req’d
    1. External cargo/store/fuel - Jettison/dump, as req’d
    1. Identify Malfunction
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21
Q

ENGINE MALFUNCTION I. FLIGHT

WARNING (x2)

A
  1. Flying with greater than 110% TQ with OEI may result in unrecoverable decay of Nr in the event of a dual-engine failure.
  2. With the engine anti-ice on, up to 18% torque available is lost. TQ May be reduced by as much as 49% with improperly operating engine inlet anti-ice valves.
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22
Q

ENGINE HIGH-SIDE FAILURE IN FLIGHT indications

A

All of the following conditions exist:

  1. TQ is 10% or greater than other engine
  2. Ng is 5% or greater than other engine
  3. Np is matched within 5% of other engine
  4. Nr is at or above 103%
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23
Q

ENGINE HIGH-SIDE FAILURE IN FLIGHT

#1/#2) ENG SPEED HI (caution light

A
    1. Engine Malfunction in Flight emergency procedure - perform
    1. PCL (malfunctioning engine) - Retard to set:
      a. TQ 10% below good engine, or
      b. Matched Ng, or
      c. Matched TGT
      1. Land as soon as practicable
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24
Q

ENGINE HIGH-SIDE FAILURE IN FLIGHT

CAUTION

A

If an overspeed condition is reached (120%), the overspeed system will flame out the engine and the auto-ignition system will relight the engine. If Nr is not controlled and Np accelerated back to 120%, the overspeed system will flame out the engine again and the auto-ignition system will reset the igniter 5-sec timer. The Np overspeed/auto-ignition system will continue cycling until Np/Nr is controlled. A yaw kick may be experienced each time the engine relights.

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25
Q

ENGINE HIGH-SIDE FAILURE IN FLIGHT

NOTE

A

With high collective setting, Nr may increase slowly, making high-side failure confirmation difficult. Reducing collective will reveal increasing Nr and verify high-side failure.

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26
Q

ENGINE HIGH-SIDE FAILURE ON DECK

A

*1. PCLs- IDLE

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27
Q

ENGINE LOW-SIDE FAILURE

Indications

A

All of the following conditions exist:

  1. TQ is 10% below the good engine.
  2. Ng is 5% or less than the good engine.
  3. Np is at or below 98%
  4. Nr is at or below 97%
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28
Q

ENGINE LOW-SIDE FAILURE

ENG SPEED LO (advisory light)

A
    1. Engine malfunction in flight emergency procedure - Perform
      1. PCL (malfunctioning engine) - momentarily advance to LOCKOUT, then retard to set:
        a. TQ 10% below good engine, or
        b. Matched Ng, or
        c. Matched TGT
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29
Q

ENGINE LOW-SIDE FAILURE

CAUTION

A

When an engine is manually controlled with ENG POWER CONT lever in LOCKOUT, the engine response is much faster and the TGT-limiting system is inoperative. Care must be taken to prevent exceeding TGT limits and keeping Nr and Np in their operating ranges; however, the Np overspeed system will still be operative.

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30
Q

ENGINE TQ OR TGT SPIKING/FLUCTUATIONS

Indications

A

Difference between engine TQ is greater than 10%.

Fluctuations of Nr, TQ, Ng and other instruments in either or both engines may be indicative of water-contaminated fuel. Audible power surges may be observed before power loss.

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31
Q

ENGINE TQ OR TGT SPIKING/FLUCTUATIONS

TORQUE SPLIT (caution light)

A

If an engine instrument is spiking/fluctuating and inducing secondary indications in Ng, Np, and/or Nr:
*1. Engine Malfunction in Flight emergency procedure - Perform
If fuel contamination is suspected:
*2. Land as soon as possible

(Continue in PCL)

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32
Q

ENGINE TQ OR TGT SPIKING/FLUCTUATIONS

WARNING

A

PCL movement during engine fluctuations may precipitate an engine failure. Consider performing APU Emergency Start procedure prior to manipulating the PCL. Maintaining a low power setting when moving the PCL will minimize the Nr decay rate if the malfunctioning engine fails.

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33
Q

COMPRESSOR STALL

Causes

A

Susceptibility to stall is influenced by blade or cane angle and airfoil shapes, which can be distorted by:

  • compressor damage
  • improper stator cane schedule
  • compressor fouling
  • loss of blade or cane material by erosion, salt encrustation, or ice ingestion.
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34
Q

COMPRESSOR STALL

Indications

A
  1. Rapid increase in TGT
  2. Hang up or rapid decrease in Ng
  3. Loss of power
  4. Change in engine noise level varying from barely audible to muffled explosions
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35
Q

COMPRESSOR STALL

A

*1. Engine Malfunction in Flight emergency procedure - Perform
*2. PCL (malfunctioning engine) - IDLE
If TGT decreases and stall clears:
3. PCL - Slowly advance to fly
If stall remains clear:
4. Land as soon as practicable. Avoid rapid collective movement.
If TGT continues to rise, Ng decreases below normal idle speed (63% or above and matched within 3%), or any other malfunction is indicated:
5. Engine Shutdown in Flight emergency procedure - Perform

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36
Q

COMPRESSOR STALL

CAUTION

A

If the Ng decay relight feature attempts to relight the engine, subsequent compressor stalls may occur and damage the engine. A yaw kick may be experienced each time the engine relights. The engine must be manually shutdown.

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37
Q

ENGINE HIGH-SPEED SHAFT FAILURE

Indications

A
  1. Np is greater than Nr by more than 3% and engine TQ is below 10%
  2. High-intensity, medium- to high-frequency vibration. A howl may accompany vibration.

Secondary indications:
3. Loss of transmission oil px and temperature

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38
Q

ENGINE HIGH-SPEED SHAFT FAILURE

DRVSHAFT FAIL (#1/#2)

A

*1. Engine Malfunction in Flight emergency procedure - Perform
*2. PCL (malfunctioning engine) - OFF
3. Land as soon as practicable
Consideration should be given to performing the following:
4. Engine Shutdown in Flight Emergency Procedure
5. Single-Engine Landing Emergency Procedure

39
Q

ENGINE HIGH-SPEED SHAFT FAILURE

CAUTION

A

Following a high-speed shaft failure, the engine will overspeed, the Np overspeed system will flame out the engine, and the auto-ignition system will activate the relight feature. The engine Np governor will eventually bring Np down toward 100%. The engine must be manually shutdown to prevent further damage.

40
Q

ENGINE HIGH-SPEED SHAFT FAILURE

NOTE

A

The engine Np sensor is unreliable with Np<20%. For this reason, any DRVSHAFT FAIL (#1/#2) should be acknowledged and ignored when engine Np<20%. No maintenance action is required when in this condition.

41
Q

LDS Malfunction on Deck Indications

PCLs in IDLE

A

Ng malfunctioning engine 3% to 4% higher than other engine.

42
Q

LDS Malfunction on Deck Indications

During Rotor Engagement

A

Engine with failed LDS will indicate highly TQ as PCLs are evenly advanced to FLY. Good engine may not indicate any TQ until its PCL is in FLY.

43
Q

LDS Malfunction on Deck Indications

PCLs in FLY, collective full down

A

Indications may range from matched TQ, 100% Np/Nr (no indications of failure), to possible 1-2% TQ split with Nr and both Nps matched 1-2% above 100%

44
Q

LDS Malfunction in Flight Indications

Initial collective increase during takeoff

A

TQ split. TQ of the engine with failed LDS will be lower than good engine.

45
Q

LDS Malfunction in Flight Indications

Stable hover

A

Matched TQs (no indications of failure)

46
Q

LDS Malfunction in Flight Indications

Collective increases (collective below approx 75% of its full up position).

A

TQ split. TQ of the engine with failed LDS will be lower than good engine.

47
Q

LDS Malfunction in Flight Indications

Collective increases (collective above approx 75% of its full up position).

A

No TQ split. Both LDS are at their maximum setting.

48
Q

LDS Malfunction in Flight Indications

Collective decreases (to positions below approx 75% of full up collective)

A

TQ split. TQ of the engine with the failed LDS will be above the good engine.

49
Q

LDS Malfunction in Flight Indications

Stable flight

A

Matched TW (no indications of failure)

50
Q

LDS Malfunction in Flight Indications

Autorotation

A

Rapid rise in Np/Nr. Engine with failed LDS may show a residue TQ of approx 12% with collective full down.

51
Q

ABORT START

Indications

A

Abort engine start if any of the following limits are exceeded:

  1. Ng does not reach 14% within 6 seconds after starter initiation
  2. No oil px within 30 seconds of starter initiation (do not motor engine)
  3. No light-off within 30 seconds after moving PCL to IDLE.
  4. ENG STARTER advisory disappears before reaching 52% Ng
  5. TGT is likely to exceed 851 before IDLE speed is attained
52
Q

ABORT START

A

*1. PCL - OFF
*2. Engine Ignition switch - OFF
If engine oil pressure is indicated:
*3. Starter - ENGAGE
4. Starter - DISENGAGE after 30 seconds and TGT below 540

53
Q

ABORT START

CAUTION

A

During aborted starts, failure to immediately stop fuel flow may result in engine overtemperature

54
Q

ENGINE MALFUNCTION DURING HOVER/TAKEOFF

A

*1. Control Nr
*2. C-Pwr - ON
If a suitable landing site exists or unable to transition to forward flight:
*3. Set a level attitude, eliminate drift, cushion landing.
If able to transition to forward flight:
*4. Engine Malfunction in Flight Emergency Procedure -Perform.

55
Q

DUAL-ENGINE FAILURE

A

*1. Autorotation - Establish
*2. Immediate Landing/Ditching Emergency Procedure - Perform
If time and altitude permit:
*3. Engine Air Restart Emergency Procedure - Perform

56
Q

SINGLE-ENGINE FAILURE IN FLIGHT

ENG OUT (#1/#2)

TORQUE SPLIT

A 
ENG OUT (#1/#2)
Warning light activated by VIDS when Ng decreases below 55%. In the event of an isolated Ng signal failure, the ENG OUT light illuminates with engine operating normally.

TORQUE SPLIT
Difference between engine TQs is greater than 10%

57
Q

SINGLE-ENGINE FAILURE IN FLIGHT

A

*1. Engine Malfunction in Flight Emergency Procedure - Perform
2. Land as soon as practicable
Consideration should be given to the following:
3. Engine Shutdown in Flight Emergency Procedure
4. Engine Air Restart Emergency Procedure
5. Single-engine Landing Emergency Procedure

58
Q

ENGINE AIR RESTART

A
    1. APU Emergency Start Procedure - As req’d
    1. ENGINE IGNITION switch - NORM
    1. Fuel Selector Lever(s) - DIR or XFD
    1. PCL(s) - OFF
    1. Starter(s) - Engage, motor engine.
    1. PCL(s) - IDLE (TGT 80 or less, if time permits
    1. PCLs - advance to FLY after starter dropout
59
Q

ENGINE AIR RESTART

WARNING

A

If APU is unavailable and a cross bleed start is necessary, maximum TQ available will be reduced during the start sequence. Depending on operating conditions, level flight many not be possible. Ensure AIR SOURCE ECS/START switch is placed to ENG for crossbreed starts

60
Q

ENGINE AIR RESTART

CAUTION

A

For a crossbleed start, the donor engine should indicate the maximum Ng safely obtainable. Receiving engine Ng less than 24% prior to advancing to IDLE may result in a hotstart

61
Q

ENGINE AIR RESTART

NOTE

A

Either a single- or dual-engine Restart may be attempted following dual-engine failure. Decision should be based on applicability if respective start envelopes and considerations of longer time to idle when executing a dual-engine restart

62
Q

ENGINE ANTI-ICE/START BLEED VALVE MALFUNCTION

Indications

A

Normal operation:
ENG ANTI-ICE advisory ON during start to approx 90% Ng or when switch selected ON.

Malfunctioning:

  1. Illumination of ENG ANTI-ICE ON advisory with above 90% Ng or above 94% Ng if OAT is 15 or greater
  2. No illumination of ENG ANTI-ICE ON advisory when Ng drops below approx 88% (Ng may vary on a sliding scale)
  3. No illumination of ENG ANTI-ICE ON advisory with ENG ANTI-ICE switch selected ON
  4. No rise in TGT when ENG ANTI-ICE switch is selected ON
63
Q

APU EMERGENCY START

A
    1. ECS - OFF
    1. AIR SOURCE/ECS START switch - APU
    1. FUEL PUMP switch - APU BOOST
    1. APU CONTR switch - ON
    1. APU GENERATOR switch - ON
64
Q

Abnormal Vibrations in Flight

A 
It is recommended that a landing be made as soon as practicable. It is desirable to fly at an A/S that will minimize vibrations (typically 80kts).
Landing site order of preference:
1. Runway/pad ashore
2. Large deck/multispot ship
3. Small deck/single-spot ship

WARNING: running landing not recommended due to rotor instability and possible loss of helicopter control. Some conditions of severe vibrations may dictate a more timely approach to a no-hover landing.

65
Q

UNUSUAL VIBRATIONS ON DECK

A
    1. Collective - Lower
    1. PCLs - OFF
    1. Rotor Brake - Apply as req’d
66
Q

HUNG DROOP STOP(S)

A

*1. Reengage rotor to greater than 75% Nr
2. Slightly displace cyclic in an attempt to dislodge the jammed droop stop(s)
If after several attempts, the droop stop(s) do not engage:
3. Cyclic - neutral
4. Shut down engine(s)
If conditions permit:
5. Do not apply rotor brake

67
Q

LOW ROTOR RPM WARNING

A
    1. Control Nr

2. Determine cause of low Nr condition

68
Q

MAIN XMSN MALFUNCTION

Indications

A

WARNING
Possible indications of Main XMSN imminent failure may include:
1. Yaw attitude excursions with no control input
2. An increase in power req’d for a fixed collective setting
3. Failure of a Main Gen or Hyd Pump
4. Increased noise
5. Increased vibrations
6. Abnormal fumes in the cockpit

69
Q

MAIN XMSN MALFUNCTION

Caution lights

A

MAIN XMSN OIL HOT (separate from VIDS)

MAIN XMSN PRESS HI (px > 130psi on VIDS)

MAIN XMSN PRESS LOW (separate from VIDS)

ACCESSORY CHIP (#1/#2)

MAIN XMSN CHIP

70
Q

MAIN XMSN MALFUNCTION

Advisory lights

A

MAIN XMSN OIL HOT (oil temp > 105 on the VIDS and OIL HOT caution not activated)
MAIN XMSN PRESS HI (px btw 65 and 130psi on VIDS and PRESS HI caution not activated)
MAIN XSMN PRESS LO (px less than or equal to 30psi on VIDS, Nr >25% and PRESS LO caution not activated

71
Q

MAIN XMSN MALFUNCTION

A 
If failure is imminent:
*1. Land immediately 
If secondary indications are present:
*2. Land as soon as possible 
3. APU Emergency Start Procedure - Perform
4. No. 1 and No. 2 GEN switches - OFF, as req’d
If no secondary indications are present:
5. Land as soon as practicable
72
Q

MAIN XMSN MALFUNCTION

WARNING

A

Operation of the main gearbox with no oil px may result in failure of the tail rotor drive takeoff pinion gear and subsequent loss of tail rotor drive.

73
Q

MAIN XMSN MALFUNCTION

NOTES

A
  1. Consideration should be given to performing the applicable steps of the Immediate Landing/Ditching Emergency Procedure and transiting at a minimum power airspeed and low altitude flight profile (approx 80ft/80kias) to permit a quick flare followed by an immediate landing/Ditching
  2. A loss of all main XMSN lubricating oil may result in unreliable temperature indications from the main XMSN temp gauge and temp sensor (caution)
  3. Continued operations in the precautionary range for temp and px are acceptable provided that the ambient conditions and flight regime of the A/C correspond with guidance set forth in XMSN limits section of chapter 4
74
Q

TAIL/INTERMEDIATE XMSN MALFUNCTION

Indications of Imminent Failure

A

When tail and intermediate XMSN cautions are accompanied by:

  1. Strong medium-frequency vibrations
  2. Hot metal fumes
  3. And other associated indications

A running landing or no-hover landing should be executed as conditions dictate

75
Q

TAIL/INTERMEDIATE XMSN MALFUNCTION

INT XMSN CHIP
TAIL XMSN CHIP

INT XMSN OIL HOT
TAIL XMSN OIL HOT
(caution lights)

A

If failure is imminent:
*1. Land Immediately
If failure is not imminent:
*2. Land as soon as possible

76
Q

TAIL/INTERMEDIATE XMSN MALFUNCTION

WARNING (x2)

A
  1. High power setting require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure.
  2. Consideration should be given to transiting at an altitude sufficient to enter an autorotation and performing the applicable steps of the Immediate Landing/Ditching Emergency Procedure
77
Q

INPUT CHIP (#1/#2) CAUTION

A

*1. Main XMSN Malfunction Emergency Procedure - Perform
If secondary indications are present:
2. Engine Malfunction in Flight Emergency Procedure - Perform
3. PCL (engine with affected input module) - IDLE

78
Q

LOSS OF TAIL ROTOR DRIVE ALTITUDE AND AIRSPEED SUFFICIENT TO ESTABLISH AUTOROTATION

A
    1. PAC call - “AUTO, AUTO, AUTO.”
    1. Autorotation - Establish. Center tail rotor pedals.
    1. Drive failure - Attempt to verify.
    1. Immediate Landing/Ditching Emergency Procedure - Perform
    1. PCLs - OFF when directed (prior to flare)
79
Q

LOSS OF TAIL ROTOR DRIVE ALTITUDE AND AIRSPEED SUFFICIENT FOR AUTOROTATION

WARNING

A

Altitude hold will remain engaged unless deselected. If the collective TRIM RLSE button is not depressed, the AFCS will attempt to maintain aircraft altitude through the collective trim servo. AFCS commanded through collective movement can result in an accelerated yaw rate

80
Q

LOSS OF TAIL ROTOR DRIVE ALTITUDE AND AIRSPEED NOT SUFFICIENT TO ESTABLISH AUTOROTATION

A
    1. PAC call - “HOVER, HOVER, HOVER”
    1. Collective - Lower.
    1. PNAC - hands on PCLs
    1. PCLs - OFF when directed (approx 20-30ft)
81
Q

LOSS OF TAIL ROTOR DRIVE ALTITUDE AND AIRSPEED NOT SUFFICIENT TO ESTABLISH AUTOROTATION

CAUTION

A

Altitude may have to be adjusted based on rate of yaw and/or turn

82
Q

LOSS OF TAIL ROTOR CONTROL

Types

A
  1. Tail Rotor Control Cable Failures
  2. Tail Rotor Servo Failures
  3. Restricted Flight Controls
83
Q

LOSS OF TAIL ROTOR CONTROL

Tail Rotor Control Cable Failure

A

Loss of on T/R Control Cable indicated by TAIL ROTOR QUADRANT caution. No change in handling qualities, Land as soon as practicable.

If both Control cables fail, loss of t/r Control. T/R will assume preset spring-loaded position. For a GW of 19,500lbs, in level flight, and for flight out of ground effect this fixed pitch setting will provide balanced level flight at 25 KIAS and 145 KIAS.
Below 25kias and above 145kias A/C will yaw RIGHT. Right yaw can be controlled by reducing collective and adjusting a/s. For A/S between 25 and 145 A/C will yaw LEFT (too much thrust). Left yaw can be controlled by increasing collective and adjusting a/s.

84
Q

LOSS OF TAIL ROTOR CONTROL

Tail Rotor Servo Failure

A

Loss of both No.1 HYD pump and B/U HYD pump results in both stages of the T/R servo being unpx-ized. Yaw boost servo is still px-ized and mechanical control system still intact.

Normal yaw control available between 40 and 120 KIAS.

Lower that 40 and higher than 120, the aerodynamic loads in the T/R cannot be overcome by the yaw boost servo. As a/s decreased to 40 or increased to 120, yaw responses to pedal inputs become less effective. The pedals do not become fixed. Instead, a reduced yaw response at larger pedal inputs will be observed. Elongation and/or failure of the tail rotor cables may occur if there is no yaw response with pedal inputs.

A ROLL-ON LANDING ABOVE 40 KIAS IS RECOMMENDED FOR THIS CATEGORY OF FAILURE.

85
Q

LOSS OF TAIL ROTOR CONTROL

Restricted Flight Controls

A

Varying degrees of restrictions or binding in Flight Controls. Ex: jammed flight controls due to FOD, mechanical failure of the t/r servos, or a servo hardover.

Yaw trim malfunction (AFCS computer caused) = approx 30lbs of pedal force
Internally jammed yaw trim actuator = approx 80lbs of force. Pilot can override any yaw trim force by applying opposite pedal and turning off trim.

Malfunction of yaw boost servo or tail servos can produce higher forces at the pedals. Affected servo must be turned off.

Hardover failure of yaw boost servos will increase forces as much as 250lbs on the pedals.

In any case, the pitch of the tail rotor may become fixed.

86
Q

LOSS OF TAIL ROTOR CONTROL

A
    1. Collective/airspeed - adjust as req’d to control yaw
      1. If hydraulic malfunction is evident:
        a. TAIL SERVO switch - BKUP
        b. BACKUP HYD PMP switch - check ON
        c. BACKUP HYD PMP Fails to Operate Emergency Procedure - Perform, as req’d
      2. External cargo/stores/fuel - jettison/dump, as req’d
      3. Land as soon as practicable
      4. APU Emergency Start Procedure - perform
      5. PCLs - as req’d
87
Q

LOSS OF TAIL ROTOR CONTROL

WARNING (x4)

A
  1. Servo hardovers in the yaw channel may result in loss of tail rotor control. Consideration should be given to securing the SAS/BOOST and/or TRIM as necessary
  2. Following the appearance of the #1 TAIL RTR SERVO caution without the associated BACKUP PUMP ON and #2 TAIL RTR SERVO ON advisories, the aircraft will demonstrate normal yaw responses in Flight regimes that do not require excessive tail rotor performance; however, at airspeeds below approx 40 KIAS, more pronounced effects of loss of tail rotor control may become more apparent.
  3. After touchdown, rapid reduction of collectives or PCLs may cause excessive and uncontrollable yaw rates
  4. If the tail rotor cables are damaged, the hydraulic transients associated with switching the tail Rotor Servo from NORM to BACKUP may cause catastrophic damage to the tail rotor controls
88
Q

HYD WARNING

A

*1. Land immediately

89
Q

1 AND #2 HYD PUMP FAILURE

#1 HYD PUMP (caution)
And 
#2 HYP PUMP (caution)
And 
#1+#2 HYD PUMP FAIL (caution)
And 
BACKUP PUMP ON (green advisory)
A
    1. Restrict flight control movement

* 2. Land as soon as possible

90
Q

1 TAIL ROTOR SERVO LEAK

Associated caution/advisory lights

(No.1 HYD system malfunction)

A

1 RSVR LOW (caution)

BACKUP PUMP ON (green advisory)

91
Q

1 PRIMRY SERVO OR #1 TRANSFER MODULE LEAK

Associated cautions/advisory lights

A

1 RSVR LOW (caution)

BACKUP PUMP ON (advisory)

92
Q

1 PRIMRY SERVO OR #1 TRANSFER MODULE LEAK

A

*1. SERVO switch - 1ST OFF
*2. Land as soon as practicable
If BACKUP RSVR LOW caution also appears or the B/U Pump fails:
*3. Land as soon as possible
If the #2 PRI SERVO caution and/or HYD warning appears:
*4. Land immediately

93
Q

1 PRIMRY SERVO OR #1 TRANSFER MODULE LEAK

WARNING/NOTE

A

WARNING: failure to ensure BACKUP HYD PUMP switch is in AUTO or ON prior to landing with a #1 RSVR LOW or #1 HYD PUMP caution present will result in loss of tail rotor directional control when the weight on wheels switch is activated

NOTE: be prepared for a loss of tail rotor control

94
Q

1 TAIL ROTOR SERVO MALFUNCTION

Associated caution/advisory lights

A

1 TAIL RTR SERVO (caution)

BACKUP PUMP ON (green advisory)

Low px at 1st stage px switch on tail rotor servo.

HAC Study (1 decks)

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