ENGINE EPS Flashcards
LAND AS SOON AS POSSIBLE
The term Land as Soon as Possible 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.)
LAND AS SOON AS PRACTICABLE
The term LAND AS SOON AS PRACTICABLE is defined as landing at a suitable landing area. (The primary consideration is the urgency of the emergency.)
AUTOROTATE
The term AUTOROTATE is defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.
EMER ENG SHUTDOWN
The term EMER ENG SHUTDOWN 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.
- ENG POWER CONT lever(s) - OFF.
- ENG FUEL SYS selector(s) - OFF.
- FUEL BOOST PUMP CONTROL switch(es) - OFF.
If TGT is above 538°C after shutdown:
- AIR SOURCE HEAT/START switch - As required.
- ENGINE IGNITION switch - OFF.
- Starter button - Press to motor engine for 30 seconds or until TGT TEMP decreases below 538°C.
LOCKOUT
The term LOCKOUT is defined as manual control of engine RPM while bypassing 700 ECU, or 701C 701D/CC DEC 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.
ENG POWER CONT lever - Pull down and advance full forward while maintaining downward pressure, then adjust to set % RPM R as required.
LOCKOUT WARNING
Going to ECU/DEC 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.
LOCKOUT 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.
EMER APU START
The term EMER APU START is defined as APU start to accomplish an emergency procedure.
- FUEL PUMP switch - APU BOOST.
- APU CONTR switch - ON.
EMER APU START 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.
EMERGENCY EXITS 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.
EMERGENCY EQUIPMENT (PORTABLE)
Emergency equipment consists of two hand held fire extinguishers, one crash ax, and three first aid kits.
EMERGENCY EXITS
Each cockpit door is equipped with a jettison system for emergency release of the door assembly. Jettison is done by pulling a handle marked EMERGENCY EXIT PULL on the inside of the door. To release the door, the jettison handle is pulled to the rear; the door may then be jettisoned by kicking the lower forward corner of the door. If the door fails to jettison, egress aft through the cabin or through the opposite cockpit door. Cabin door window jettison. To provide emergency exit from the cabin, two jettisonable windows are installed in each cabin door. To release the windows, a handle (under a jettison lever guard) marked EMERGENCY EXIT PULL AFT, (left side; right side, PULL FWD) on the inside of the cabin door, is moved in the direction of the arrow, releasing the windows. The windows can then be pushed out.
ENGINE MALFUNCTION - PARTIAL OR COMPLETE POWER LOSS 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.
Indications of engine malfunction, either partial or complete power loss…
The indications of engine malfunction, either partial or complete power loss, may be as follows: Changes in affected engine % RPM, TGT TEMP, Ng SPEED, % TRQ, ENG OIL PRESS, %RPM R, LOW ROTOR RPM and/or ENG OUT warnings and audio, and change in engine noise. The amount of change in each depends upon the type of failure, e.g., compressor stall, as opposed to complete power loss on one or both engines.
FLIGHT CHARACTERISTICS: Dual-Engine Failure
The flight characteristics and the required crewmember control responses after a dual-engine failure are similar to those during a normal power-on descent. Full control of the helicopter can be maintained during autorotational descent. In autorotation, as airspeed increases above 70 - 80 KIAS, the rate of descent and glide distance increase significantly. As airspeed decreases below 64 KIAS, the rate of descent will increase and glide distance will decrease.
FLIGHT CHARACTERISTICS: Single-Engine Failure
When one engine has failed, the helicopter can often maintain altitude and airspeed until a suitable landing site can be selected. Whether or not this is possible becomes a function of such combined variables as aircraft weight, density altitude, height above ground, airspeed, phase of flight, single engine capability, and environmental response time and control technique may be additional factors. In addition, these factors should be taken into consideration should the functioning engine fail and a dual-engine failure results.
SINGLE ENGINE FAILURE (general) WARNING
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.
SINGLE ENGINE FAILURE WARNING
Do not respond to ENG OUT warning and audio until checking TGT TEMP, Ng SPEED, and % RPM 1 and 2.
SINGLE ENGINE FAILURE
- Collective - Adjust to maintain % RPM R.
- External cargo/stores - Jettison (if required).
- Establish single-engine airspeed.
If continued flight is not possible:
- LAND AS SOON AS POSSIBLE.
If continued flight is possible:
- LAND AS SOON AS PRACTICABLE.
ENGINE RESTART DURING FLIGHT
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.
DUAL-ENGINE FAILURE WARNING
Do not respond to ENG OUT warnings and audio until checking TGT TEMP and % RPM R.
DUAL-ENGINE FAILURE
AUTOROTATE
DECREASING % RPM R CHARACTERISTICS
If an engine control unit fails to the low side and the other engine is unable to provide sufficient torque, %RPM R will decrease.
DECREASING % RPM R WARNING
Going to ECU/DEC 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.
DECREASING % RPM R 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.
DECREASING % RPM R 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.
DECREASING % RPM R
- Collective - Adjust to control % RPM R.
- Establish a single-engine airspeed.
- ENG POWER CONT lever (low % TRQ/ TGT TEMP engine) - LOCKOUT. Maintain % TRQ approximately 10% below other engine.
- LAND AS SOON AS PRACTICABLE.
INCREASING % RPM R
% RPM R increasing will result from an engine control system failing to the high side. % RPM 1 and 2 (Np) will increase with the rotor % RPM R. Increasing the collective will probably increase the malfunctioning engine’s TGT TEMP above 900°C. If an engine control unit fails to the high side:
- ENG POWER CONT lever (high % TRQ/ TGT TEMP engine) - Retard. Maintain % TRQ approximately 10% below other engine.
- 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:
- Establish single engine airspeed.
- Perform EMER ENG SHUTDOWN (affected engine).
- Refer to single-engine failure emergency procedure.
% RPM INCREASING/DECREASING (OSCILLATION) CHARACTERISTICS.
It is possible for a malfunction to occur that can cause the affected engine to oscillate. The other engine will respond to the change in power by also oscillating, usually with smaller amplitudes. The engine oscillations will cause torque oscillations. The suggested pilot corrective action is to pull back the ENG POWER CONT lever of the suspected engine until oscillation stops. If the oscillation continues, the ENG POWER CONT lever should be returned to FLY position and the other ENG POWER CONT lever pulled back until the oscillation ceases. Once the malfunctioning engine has been identified, it should be placed in LOCKOUT and controlled manually.
% RPM INCREASING/DECREASING (OSCILLATION).
- Establish single-engine airspeed.
2. Slowly retard the ENG POWER CONT lever on the suspected engine.
If the oscillation stops:
- Place that engine in LOCKOUT and manually control the power.
- LAND AS SOON AS PRACTICABLE. If the oscillation continues:
- Place the ENG POWER CONT lever back to FLY and retard the ENG POWER CONT lever of the other engine.
- Place the engine in LOCKOUT, manually control the power.
- LAND AS SOON AS PRACTICABLE.
% TRQ SPLIT BETWEEN ENGINES 1 AND 2 CHARACTERISTICS
It is possible for a malfunction to occur that can cause a % TRQ split between engines without a significant change in % RPM R. The % TRQ split can be corrected by manual control of the ENG POWER CONT lever on the affected engine.
% TRQ SPLIT BETWEEN ENGINES 1 AND 2
1. 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.
- 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.
- 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).
- 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 beenidentified as a low side failure).
- 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.
- LAND AS SOON AS PRACTICABLE.
LOAD DEMAND SYSTEM MALFUNCTION CHARACTERISTICS
It is possible for a malfunction to occur in the load demand system, notably a shear pin/roll pin failure or LDS cable malfunction. One malfunction mode results in the maximum LDS input to the HMU regardless of collective position. This condition may result in excess power driving the rotor when in an autorotative state because the DEC will not have enough down-trimming authority toreduce torque to zero. Depending on the severity of the malfunction, the ability of the DEC to match engine torque under most flight conditions may conceal the malfunction. Detection by aircrew can be difficult, but the following indications are symptomatic of this load demand system malfunction:
LOAD DEMAND SYSTEM MALFUNCTION CORRESPONDING CONDITIONS AND INDICATIONS
CONDITION On ground: ENG POWER CONT in IDLE INDICATION: Ng 3% to 4% higher than normal. CONDITION On ground: ENG POWER CONT in FLY INDICATION: Torque split (single engine malfunction). CONDITION In flight : Initial takeoff (during collective increase). INDICATION: Increased torque split (single engine malfunction). CONDITION In flight: Low power descent (lowering collective to minimum). INDICATION: Rapid rise in engine %RPM and%RPMR .
ADDITIONAL LOAD DEMAND SYSTEM MALFUNCTION
Another malfunction mode could be a jammed or stuckcable that may result in the minimum LDS input to theHMU regardless of collective position. This condition may restrict maximum power available from the affected engine. Going to LOCKOUT will not clear this low power condition.
LOAD DEMAND SYSTEM MALFUNCTION
On ground: Shut down and consult maintenance. In flight: 1. LAND AS SOON AS PRACTICABLE. 2. Perform a normal approach, avoiding low power autorotative descents.
