Emergency Procedures (Mission Equipment & Flight Control/Main Rotor System Malfunctions)

Question 1

MFD Failure (NOTE)

Answer 1

In the event of a dual MFD failure, the following CDU/ADV caution segments will appear visible if the applicable condition exists: AC-ESS, ACC LOW, #1 P-SERVO, #2 P-SERVO, TR-SERV, and #2 TR-SERV ON. These are hard wired to the CDU and do not need an MFD to function.

Question 2

What are emergency action for single MFD Failure? Dual?

Answer 2

1. CDU STS key- Press
2. Verify and acknowledge system failures of MFD 1 or MFD 2 by indication of Fail (F)
3. Cycle MFD power OFF, then back ON
4. CDU STS key- Press
5. Verify system Status in CDU as Good (G)

If MFD cycling power is unsucessful:

LAND AS SOON AS PRACTICABLE

IF both MFDs have failed:

LAND AS SOON AS POSSIBLE

Question 3

What is the EP for an uncommanded nose down pitch attitude?

Answer 3

1. Cyclic - adjust as required.
2. Collective - maintain or increase.
3. Cyclic mounted stabilator slew-up switch - as required to arrest nose down pitch rate
4. MAN SLEW switch - Adjust to 0 at airspeeds above 40 KIAS and full down at airspeeds below 40 KIAS.
5. LAND AS SOON AS PRACTICABLE

Question 4

What is the EP for an uncommanded nose up pitch rate?

Answer 4

1. Cyclic - Adjust as required
2. Collective - Reduce as required
3. MAN SLEW switch - Adjust to 0 at airspeeds above 40 KIAS and full down at airspeeds below 40 KIAS.
4. LAND AS SOON AS PRACTICABLE

Question 5

What are the indications of a stabilator malfunction?

Answer 5

Beeping Tone, Stabilator Caution, and Master Caution

Question 6

What are the three Warnings associated with stabilator auto mode failure?

Answer 6

1. If acceleration is continued or collective is decreased with the stabilator in the trailing edge down position, longitudinal control will be lost. The stabilator shall be slewed to 0 above 40 KIAS and full down below 40 KIAS. If the stabilator is slewed up to 0 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 in 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 degrees in that once 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.

Question 7

What is the EP for an AUTO MODE failure?

Answer 7

1. Cyclic Mounted Stabilator Slew Up Switch - Adjust if necessary to arrest or prevent a nose down pitch rate.
2. AUTO MODE RESET switch - After establishing a comfortable airspeed, press on ONCE.

If automatic control is not regained:

3. Manually slew stabilator to 0 or 40.
4. LAND AS SOON AS PRACTICABLE

If manual control is not possible:

5. STAB POS indicator - Check and fly at or below KIAS airspeed limits shown on the placard.
6. LAND AS SOON AS PRACTICABLE

Question 8

Explain a TRIM actuator jam and the EP.

Answer 8

Both yaw and roll actuators incorporate slip clutches to allow pilot and copilot inputs if either actuator should jam. The forces required to override the clutches are 80 lbs max in yaw and 13 lbs max in roll.

LAND AS SOON AS PRACTICABLE

Question 9

Explain a pitch, roll, or yaw/trim hardover.

Answer 9

a. A pitch FPS/TRIM hardover will cause a corresponding longitudinal 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.
b. A toll FPS/TRIM hardover will be characterized by a 1/2 in. lateral stick displacement, resulting in a corresponding roll rate and a constant heading sideslip condition, caused by the yaw FPS attempting to maintain heading. This condition will be detected by the SAS/FPS computer, which will disengage the trim and FPS functions in the lateral axis and activate the FLT PATH STAB and TRIM FAIL cautions.
c. A yaw FPS/TRIM hardover is characterized by an improper motion of the pedals, resulting in about 1/4 in. 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 the trim and FPS functions in the yaw axis and activate the FLT PATH STAB and TRIM FAIL cautions.

If failure occurs:

POWER ON RESET

If failure returns, control affected axis manually.

LAND AS SOON AS POSSIBLE

Question 10

What is the WARNING associated with a FLT PATH STAB caution? NOTE?

Answer 10

WARNING: If the airspeed fault advisory light is illuminated, continued flight above 70 KIAS with the stabilator in AUTO MODE is unsafe since a loss of speed 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

Question 11

Describe a SAS failure with no Failure advisory indication.

Answer 11

Erratic electrical input to a SAS actuator can result in moderate rotor tip path oscillations that are often accompanied with pounding sounds or “knocking” which may be felt in the cyclic or pedal controls. No SAS malfunction, however, can physically drive the pilots flight controls. Failure of SAS 2 is usually but not necessarily followed by a failure/advisory indication. Failure of a SAS 1 component will not be accompanied by a failure/advisory indication as SAS 1 does not contain diagnostic capabilties.

Question 12

WARNING associated with FLT CTRL/MAIN RTR MALF? NOTE? EP?

Answer 12

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

NOTE: Blade cuff failure is typically a chord wise crack of the cuff through the blade attachment bolt holes in the upper lower ligament.

1. LAND AS SOON AS POSSIBLE
2. EMER ENG SHUTDOWN AFTER LANDING