EP Flashcards
ENGINE MALFUNCTION IN FLIGHT
*1. Control Nr.
Warning
Flying with greater than 110% torque with one engine inoperative may result in unrecoverable decay og Nr in the event of a dual engine failure.
- CONTGCY PWR switch - ON.
- Single engine conditions - Establish.
- ENG ANTI-ICE switches - as required.
Warning
With engine anti-ice on, up to 18% torque available is lost. Torque may be reduced as much as 49% with improperly operating engine inlet anti-ice valves.
- External cargo/stores/fuel - Jettison/dump, as required.
- Identify malfunction.
ABORT START
To abort start:
*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 C.
ENGINE MALFUNCTION DURING HOVER/TAKEOFF
*1. Control Nr.
*2. CONTGCY PWR switch - ON.
If a suitable landing site exists or unable to transition to forward flight:
*3. Set level attitude, eliminate drift, cushion landing.
If able to transition to forward flight
*4. Engine Malfunction in Flight emergency procedure - Perform.
(#1/#2) FUEL FLTR BYPASS OR (#1/#2) FUEL PRESS CAUTION
*1. Fuel selector lever (affected engine) - XFD (DIR if currently in XFD).
2. Land as soon as practicable.
If affected engine indications are abnormale:
3. Engine Malfunction in Flight Procedure - Perform.
1 and #2 FUEL FLTR BYPASS OR #1 AND #2 FUEL PRESS CAUTION
*1. Land as soon as possible.
*APU Emergency Start procedure - Perform.
Warning
Be prepared for dual-engine failure. Recommended airspeed is 80 KIAS to minimize Nr droop should dual-engine failure occur.
Note
Consideration should be given to performing applicable steps of the Immediate Landing/Ditching emergency procedure.
COMPRESSOR STALL
*1. Engine Malfunction in Flight emergency procedure - Perform.
2* PCL (malfunctioning engine) - IDLE.
If TGT decreases an stall clears:
3. PCL - slowly advance to FLY.
If stall remains cleared:
4. Land as soon as practicable. Avoid rapid collective movement.
If TGT continues to rise, Ng decreases below normal idle speed, or any other malfunction is indicated:
5. Engine Shutdown in Flight emergency procedure - perform.
ENGINE HIGH-SPEED SHAFT FAILURE
(#1/#2) DRIVESHAFT FAIL
CAUTION
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 shut down to prevent further damage.
*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.
ENGINE HIGH-SIDE FAILURE IN FLIGHT
(#1/#2) ENG SPEED HI
*1. Engine Malfunction in Flight Emergency procedure - Perform.
NOTE
Ng does not pass through the e
EDECU and is a highly reliable signal.
Torque signal may be erratic or drop off for high side conditions driven be EDECU failure.
- PCL (malfunctioning engine) - Retard to set:
a. Torque 10% below good engine, or
b. Matched Ng, or
c. Matched TGT.
- PCL (malfunctioning engine) - Retard to set:
- Land as soon as practicable.
ENGINE HIGH-SIDE FAILURE ON DECK
(#1/#2) ENG SPEED HI
*1. PCLs - IDLE.
ENGINE LOW-SIDE FAILURE
(#1/#2) ENG SPEED LOW
OR
ENG SPEED LOW
*1. Engine Malfunction in Flight Emergency procedure - Perform.
- PCL (malfunctioning engine) - momentarily advance to LOCKOUT, then retard to set:
a. Torque 10% below good engine, or
b. Matched Ng, or
c. Matched TGT. - Land as soon as practicable.
ENGINE TORQUE OR TGT SPIKING/FLUCTUATIONS
TORQUE SPLIT
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.
WARNING
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.
If engine electronic circuitry is suspected:
- PCL (malfunctioning engine) - Momentarily advance to LOCKOUT, then retard to set:
a. Torque 10% below good engine, or
b. Matched Ng, or
c. Matched TGT.
If fluctuations persist:
4. PCL (engine in LOCKOUT) - Retard to idle, then retur to FLY.
- Repeat Steps 3 and 4. for other engine, as required.
If an engine instrument is spiking/fluctuationg with no secondary indications:
- Land as soon as practicable.
DUAL-ENGINE FAILURE
- Autorotation - Establish.
- Immediate Landing/Ditching emergency procedure - perform.
If time and altitude permits:
*3. Engine Air Restart emergency procedure - Perform.
SINGLE-ENGINE FAILURE IN FLIGHT
(#1/#2) ENG OUT
AND
TORQUE SPLIT
*1. Engine Malfunction in Flighetform. emergency procedure - 2. Land as soon as practicable. Consideration should be given to performing the following: 3. Engine Shutdown in Flight emergency procedure. 4. Engine Air Restart procedure. emergency 5. Single-Engine Landing emergency procedure.
ENGINE AIR RESTART
*1. APU Emergency Start procedure - As required.
*2. ENGINE IGNITION switch - NORM.
*3. Fuel selector lever - DIR or XFD
*4. PCL - OFF.
*5. Starter - Engage, motor engine.
“6. PCL - IDLE (TGT 80 °C or less, if time
permits).
*7. PCL) - Advance to FLY after starter
dropout.
WARNING
If APU is unavailable, and a crossbleed start is necessary, maximum torque available will be reduced during the start sequence. Depending on operating conditions, level SOURCE
APU EMERGENCY START
*1. ECS OFF. *2. AIR SOURCE ECS/START switch APU. *3. FUEL PUMP switch - APU BOOST. *4. APU CTRL switch - ON. *5. APU GENERATOR switch - ON.
EXTERNAL ENGINE FIRE
*1. Confirm fire.
*2. Engine Malfunction in Flight
emergency procedure - Perform.
*3. PCL (affected engine) - OFF.
*4. Engine T-handle (affected engine) - Pull.
*5. FIRE EXTGH switch MAIN
(RESERVE if required or ac power is
off).
If airborne and fire continues:
*6. Land immediately.
If fire appears extinguished:
*7. Land as soon as possible.
8. Single-Engine
Landing emergency procedure - Perform.
9. Fire extinguisher
- Discharge into
engine compartment.
INTERNAL ENGINE FIRE
*1. Starter - Engage. Motor engine.
2. Portable fire extinguisher - As required
3. Starter - Secure (once TGT
decreases below 540 °C).
APU FIRE
FIRE
*1. APU T-handle - Pull.
*2. Confirm fire.
*3. FIRE EXTGH switch - RESERVE
(MAIN if required and available).
If airborne and fire continues:
*4. Land immediately.
If fire appears extinguished:
*5. Land as soon as possible.
If on ground:
*6. Fire extinguisher - As required.
7. FUEL PUMP switch - OFF.
8. APU CTRL switch - OFF
COCKPIT FIRE/CABIN FIRE
If source is known:
*1. Affected power switches and circuit breakers - OFF/Pull.
*2. Portable fire extinguisher - As required.
If fire continues or source is unknown:
*3. Cabin/doors/vents/ECS
Close/OFF, as required.
*4. Unnecessary electrical equipment and circuit breakers - OFF/Pull.
If fire continues:
*5. Land as soon as possible.
WARNING
Loss of electrical power to the engine will result in engine anti-ice activation regardless of ENG ANTI-ICE or DE-ICE MASTER switch position, reducing maximum torque available by up to 18%. With a malfunctioning inlet anti-ice valve, torque available can be reduced by as much as 49%. 6. Stabilator - Manually slew to zero. 7. NO. 1 and NO. 2 GENERATOR switches - OFF, as required. 8. BATT switch - OFF, as required. If fire is extinguished: 9. Smoke and Fumes Elimination emergency procedure - Perform. 10. Land as soon as practicable.
SMOKE AND FUMES ELEMINATION
- Airspeed - Adjust, as required.
- Doors/windows/vents - Open
- Aircraft - Yaw, as required.
HYDRAULIC SYSTEM WARNING
HYD
*1. Land immediately.
1 AND #2 HYD PUMP FAILURE
#1 HYD PUMP AND #2 HYD PUMP AND #1+#2 HYD PUMP FAIL AND BACK UP PUMP ON
- Restrict flight control movement.
* 2. Land as soon as possible.
BOOST SERVO HARDOVER
*1. PAC call -
“BOOST. BOOST. BOOST”
*2. SAS/BOOST pushbutton - Off.
1 PRIMARY SERVO OR #1 TRANSFER MODULE LEAK
AND
AND
BACK UP PUMP ON
*1. SERVO switch - 1ST OFF.
*2. Land as soon as practicable.
If the BACKUP RSVR LOW caution also
appears or the backup pump fails:
*3. Land as soon as possible.
Note
Be prepared for loss of tail
rotor control.
If the #2 PRI SERVO PRESS caution
and/or HYD warning appears:
*4. Land immediately.
2 PRIMARY SERVO OR #2 TRANSFER MODULE LEAK
#2 RSVR LOW AND #2 HYD PUMP AND BACK UP PUMP ON
*1. SERVO switch - 2ND OFF.
*2. Land as soon as practicable.
Note
Failure to ensure BACKUP PUMP
switch is in AUTO or ON position
prior to landing with a #2 HYD PUMP
caution present will result in loss of
pilot assist servos when the weight
on wheels switch is activated.
If the BACKUP RSVR LOW caution also
appears or backup pump fails:
*3. Land as soon as possible.
Note
Be prepared for loss of the
pilot-assist servos.
If the #1 PRI SERVO PRESS caution
and/or HYD warning appears:
*4. Land immediately.
UTILITY PUMP CAUTIONS
UTILITY HYD PUMP
UTILITY HYD
PUMP HOT
UTILITY HYD
RSVR LOW
*1. Stop dome.
2. UTILITY HYD PUMP switch - OFF.
3. Raise/seat dome using AUX ELEC
raise.
4. Land as soon as practicable.
Main transmission malfunction
Possible indications of main transmission imminent failure may include: yaw attitude excursions with no control input, an increase in power required for a fixed collective setting, failure of a main generator or hydraulic pump, increased noise, increased vibration levels, or abnormal fumes in the cabin.
MADCD
The following should be performed for all emergencies:
- Maintain control of the aircraft.
- Alert crew.
- Determine the precise nature of the problem.
- Complete the applicable emergency procedure or take action appropriate for the problem.
- Determine landing criteria and land as required.
Landing critias
Land immediately:
Execute a landing without delay.
Land as soon as possible:
Execute a landing at the first site at which a safe landing can be made.
Land as soon as practicable:
Extended flight is not recommended. The landing site and duration of flight are at the discretion of the PIC.
Warning diffinition
Explanatory information about
an operating procedure, practice,
Or condition, etc., that may result in injury, death, or loss of aircraft if not
carefully observed or followed.
Caution diffinition
Explanatory information about an operating procedure, practice, or
condition, etc., that may result in damage to equipment if not carefully
observed or followed.
Note diffinition
Explanatory information about an operating procedure, practice, or
condition, etc., that must be emphasized.
GROUND RESONANCE/UNUSUAL VIBRATIONS ON DECK
If ground resonance is encountered and a safe takeoff is possible: *1. Takeoff immediately. *2. Unusual Vibrations in emergency procedure - Perform If ground resonance is not encountered, or a safe takeoff is not possible: *3. Collective - Lower. *4. PCLS - OFF. *5. Rotor brake : Apply as required. Flight WARNING • Ground resonance can occur rapidly (within three seconds), and produce violent lateral, vertical, and circular vibrations resulting in difficulty reaching PCs, pilot-induced oscillations and possible dynamic rollover. • Failure to ensure that ground personnel are clear of the rotor arc and aircraft is free from the deck or chains may result in loss of aircraft or ground personnel.
TAIL/INTERMEDIATE TRANSMISSION MALFUNCTION
Warnings
WARNING High power settings require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure.
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.
Loss of tail rotor control
Warnings
WARNING • Following the appearance of the #1 TAIL RTR SERVO caution without the associated BACK UP 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 slower airspeeds, below approximately 40 KIAS, more pronounced effects of loss of tail rotor control may become more apparent.
After touchdown, rapid
reduction of collective or
PCs may cause excessive
and uncontrollable yaw rates.
• If an uncontrolled right yaw develops at too low of an airspeed, loss of waveoff capability may result. Increasing collective may increase the yaw to unrecoverable rates Performing Loss Of Tail Rotor Drive (Altitude And Airspeed Not Sufficient To Establish Autorotation) procedure may be required.
