EP (2023 NATOPS update Flashcards
Land Immediately
Execute landing without dealy. Primary consideration is survival of the occupants
Land as Soon as Possible
Means Land at the first site at which a safe landing can be made.
Land as Soon as Practical
Means extended flight is not recommended. The landing site and duration of flight is at the discretion of the pilot in command
PEL is governed by
A PEL is described as a landing when further flight is possible but inadvisable. Such landing will be governed by the following:
1. When an indication is received by the warning lights or instruments that continued flight would jeopardize the safety of the helicopter or crew.
2. When control function is questionable or instruments fail that are essential for continued flight.
3. Any condition of uncertainty or distress.
Single or Dual Engine Failure
Ind: Reduction in Q, T5, Ng, Nf
1. Collective - Maintain at or above 90% NR.
2. Airspeed - As Required
3. Pickle - External Load as required
4. Tanks - Jettison and/or dumb as required.
5. SCL - As Required(shut off or restart, affected engine, conditions permitting)
6. Land as Soon as Practica
l**W- Jettision of fuel tanks at descent rates greater than 1500 fpm an airspeeds greater then 120KIAS may result in rotor strike.
Note:- If altitude cannot be maintained or a safe 1 or 2-engine landing is not feasible, decrease gross weight by releasing external load, dumping fuel, or jettison aux tanks is required. STOP dumping before landing.
- A roll on landing will normally decrease power required.
-Determine which engine has failed by reference to engine Q, T5, Ng, Nf, and proceed as instructed in Engine Shutdown in Flight in the section.
Engine Shutdown in Flight
CAMI:
*1. Airspeed- transition to Vend or below 85KIAS for #2 eng, as required.
*2. Speed control lever — Shut off.
*3. Fuel selector lever — Shut off.
*4. T5- monitor for post shutdown engine fire. Motor engine with starter to extinguish fire of required.
***W-* Failure to reduce airspeed below 85 KIAS when securing the No. 2engine increases the hot exhaust backflow component and likelihood of a subsequent engine compartment fire.
- If an operating engine and secured engine have the same tank selected, the operating engine may flame out if the secured engine fuel selector lever was not placed to SHUT OFF.
**N- continuous T5 above 320C indicates a post shut down fire.
Single or Dual Engine Wave-off
Executed anytime pilot feels that an approach is not within the desired parameters
CAMI:
*1. Collective- increase to arrest decent
*2. Airspeed- Vend
*3. Pickle- external load, as required
*4. Tanks- jettisoned; as required.
*5. SCL- full forward. As required
Engine Chip Locator Light
CAMI:
*1. Instruments/caution lights — Check.
If secondary indications are present (vibrations/low oil pressure/high oil temperature):
*2. Perform Single- or Dual-Engine Failure procedures.
If the chip light is not accompanied by secondary indications:
*3. Pull and reset engine chip circuit breaker.
If chip locator light returns after circuit breaker is reset:
4. Perform Single- or Dual-Engine Failure procedures
If chip locator light remains off:
5. Continue mission, monitoring engine performance closely.
***W - Level single- or dual-engine flight and/or safe single- or dual-engine hoverlandings may not be possible at certain combinations of helicopter grossweight and density altitude. Flight conditions may require that the decisionto establish single- or dual-engine flight be deferred until a safe descent is possible. Select a landing site suitable for running landing if available.
Compressor Stall
Ind:
Affected Engine: - T5 Increasing all other parameters decreasing
Normal Engines- All parameters increasing except steady Nf/Nr
CAMI:
*1. Collective — Maintain Nr.
*2. Airspeed — As required.
*3. Pickle — External load as required.
*4. Tanks — Jettison as required.
*5. Speed control levers — As required. (If compressor stall of No. 2 eng is indicated, immediately secure SCL and continue with Engine Shutdown in Flight procedures. If No. 1 or No. 3 engs, affected SCL below MIN GOV.)
***W: With a Compressor Stall in the #2 Engine any delay in shutdown of the engine can result in hot exhaust backflow into the engine compartment, creating a fire hazard.
Engine Power Loss
Indications:
2 reasons:
1. Control/Accessory malfunction: the Nf flex shaft may cause the engine to stabilize at GND idle. With no control via the speed control lever.
Affected engine: All parameters decreasing. As long as the affected engine is producing any usable torque. Nf will remained matched with Nf/Nr. If Q drops to 0, Nf will likely split off and decay.Normal engines: all parameters increasing {NRM}
2. Fuel contamination/fuel starvation(engine flameout)Affected engine: all parameters decreaseNormal engine: [NRM}
CAMI:
*1. Collective- Maint Nr
*2. Airspeed — As required. Below 85kias if the #2 engine is affected to reduce blowback
*3. Pickle — External load as required.
*4. Tanks — Jettison as required.
*5. Speed control levers — As required.
*6. Continue to use affected engine if engine is producing some torque and all engine parameters are within limits.
***W: if the #2 Engine is operating at a Low power setting and Ng is 75% hot exhaust gas my backflow into the engine compartment creating a fire hazard.
Engine Overspeed
Ind:
1. Fuel system malfunctions
Affected Engine: All parameters will increase, WF may jump to 1700pph or more
Normal: All parameters decreasing except Nf which may remain the same or possible increase with the overspeeding engine.
CAMI:
*1. Collective — Maintain Nr.
*2. Airspeed — As required. Below 85Kias if the #2 engine is affected.
*3. Pickle — External load as required.
*4. Tanks — Jettison as required.
*5. Speed control levers — As required. Attempt to regain control of affected engine power by retarding affected engine speed control lever below MIN GOV.
***W: If the No. 2 engine speed control lever is at or below MIN GOV and the Ng is less than 75 percent, hot exhaust gas may backflow into the engine compartment, creating a fire hazard.
- N- if the #2 Engine is affected and dual-engine flight can be maintained, consideration should be given to securing the #2 engine
*N- following an Nf flex shaft failure, the SCL will act as a direct throttle in the transition section, providing full control of engine power. Control may or may not be regained with a fuel control malfunction
Power Train Failure
Ind:
2 places
1. Failure between power turbine and NGB
Affected Engine:
a. Nf and Q sudden decrease to 0
b. Ng and T5 increase until overspeed system actuation then decrease to flight idle
c. Grinding/howling
- Failure in transmission system:
a. Ng and T5 decrease
b. NF- may increase to overspeed actuation then decreases with NG stabilizing at flight Idle
c. Q- decrease 0
CAMI:
*1. Collective — Maintain Nr.
*2. Airspeed — As required.
*3. Pickle — External load as required.
*4. Tanks — Jettison as required.
*5. Speed control levers — As required (secure engine(s))
*6. Closely monitor flight controls and hydraulic system pressure and quantities.
**C- Damage may occur if attempting to restart affected engine
Three Eng Failure (Hover and Takeoff)
CAMI:
*1. Collective — Reduce (if altitude permits, to maintain Nr).
*2. Airspeed — As required.
*3. Pickle — External load as required.
*4. Tanks — Jettison as required.
*5. Speed control levers — As required.
*6. Collective — Increase (cushion landing).
Aircrew:
*1. Emergency Landing Checklist -Execute
Three Eng Failure (Cruise)
CAMI:
*1. Collective — Reduce (to maintain Nr at 95 percent to 100 percent).
*2. Airspeed — As required (maximum glide distance airspeed provides improved flare effectiveness).
*3. Pickle — External load as required.
*4. Tanks — Jettison as required.
*5. Speed control levers — As required.
*6. Execute autorotative landing (Figure 12-9).
Aircrew:
*1. Emergency Landing Checklist- Execute.
*W:-Allowing airspeed to decrease below 40 KIAS will cause rapid increase in rate of descent.- Nr will decay rapidly when collective is applied in recover.
- If landing gear cannot be retracted, water landing with the landing gear in the down position may increase the risk of losing control of the aircraft especially in rough water.
MGB Failure
IND:
:1. Abnormal noise coming from MGB
2. yaw kicks
3. torque fluctuations
4. unusually high power setting for a given flight condition
CAMI:
*1. Instruments Caution Lights check
*2. Land Immediately
Aircrew:
*1. Emergency Landing Checklist- Execute.
***W: An increase in Q for a given flight conditions is an indication of a MGB impending failure
MGB Chip Locator Light
Ind:
Chip detected accompanied by Main GB chip locator LT, progressive failure of the MGB may be occurring.
CAMI:
*1. Instruments Caution Lights Check
*2. If verified by secondary indactions- Land immediately
*3. If not verified by secondary indications - Land as Soon as Possible. When flying over water return to nearest ship or shore at a reduced airspeed and low altitude. Altitude should be sufficient to permit for a quick flare if an en route water landing is necessary.
Aircrew:
*1. Emergency Landing Checklist- Execute.
*N: There is a 30 sec time delay relay incorporated into the main lubrication sump and aux lubrication sump chip detector system. Then Main GB chip detector on the chip locator panel in the cabin is not affected by the 30 second time delay.
MGB Oil System Failure
A. MGB OIL PRESS caution light and complete loss of oil Pressure = Loss of MGB primary means of lubrication In this case:
*1. Airspeed — Vend
*2. Altitude — Reduce.
*3. Land as soon as possible. Duration of flight not to exceed 30 minutes.
Aircrew:
*1. Emergency Landing Checklist-Execute
B. MGB OIL PRESS & MGB AUX LUBE caution light and MGB oil pressure drops rapidly or decreases below minimum = MGB has lost all means of lubrication In this case:
*1. Land immediately
.If an immediate landing cannot be made (due to flight conditions, such aas IFR or high altitude), perform the following:
1. Airspeed- 80KIAS, MIN maneuvering
2. Retard #2 eng to GND IDLE.
3. Commence power on descent
4. Land immediately using #2 engine if necessary during landing.
***W- Loss fo MGB oil pressure accompainied by an increase in noise, vibrations, yaw kicks, or power surges indicates MGB seizure is imminent.
FWU Failure
IND:
1. Nf exceeds Nr with no usable torque transmitted to MGB.
2. Q dropping to 0
3. slight to modereate left yaw as the FWU slips.
4. Locked: Nf not splitting of from Nf upon retarding affected SCL to MIN GOV
CAMI:
*1. Collective - Maintain Nr
*2. Airspeed - As required (Vend). Below 85 KIAS if #2 eng affected to reduce backflow.
*3. Pickle- External Load (as required)
*4. Tanks - Jettision as required
*5. SCL- Affected Engine to MIN GOV
*6. If FWU lockup is suspected:
a. #2 engine - maintain Ng above 75% to reduce the possibility of backflow to ensure engine lubrication.
b. #1 or #3 engine- Maintain the affected engine at or above ground idle to ensure engine lubrication.
***W: If the No.2 Engine SCL is at or below MIN GOV and the Ng is less than 75%, hot exhaust gas may backflow into the engine compartment creating a fire hazard.
N: If a FWU slippage has occurred and dual-engine flight can be maintained, consideration should be given to securing the No. 2 Engine.
NGB Failure
IND:
1. abnormal noise or change in noise frequency.
2. malfunction that would cause binding will cause high engine torque.
3. a malfunction that would cause a no-load condition on the engine should produce a tendency for the engine to Overspeed
CAMI:
*1. Instruments and caution lights- Check
*2. Collective - Maintain Nr
*3. Airspeed - As required
*4. Pickle- External Load (as required)
*5. Tanks - Jettision as required
*6. SCL- As required (affected engine(s) shutoff)
7. Continue with Engine Shutdown in Flight
8. Land as Soon as Practical
NGB Chip Locator
Ind: Chip locator CL & #1/#3 NGB Chip Light
CAMI:
*1. Instruments and caution lights - Check
*2. If malfunction verified or chip locator light does not extinguish - Perform Nose Gearbox Failure procedures.
*N: An increase in torque for a given flight condition is a positive sight of NGB internal binding or restriction.
NGB Oil System Failure
IND:
1. NGB oil Temp on the gauge
2. OIL TEMP and pressure CL
CAMI:
*1. Instruments and caution lights - Check
*2 Perform Nose Gearbox Failure procedures
AGB FAILURE
IND:
1. Abnormal noise= check all instruments and electrical operations [1&3 gen; 2&U hyd]
2. Landing gear-extend
3. Land as Soon as Possible
AGB Chip Light
- Instrument CL - check
- Malf verified or chip light does not extinguish - LND ASAP
- If Chip light extinguishes - CTN mission and monitor closely
Note- AGB failure will result in a loss of 2, U, Eng start pump, AFCS and associated systems, & #1&3 Gen.
MGB to AGB Drive Shaft Failure
Ind: Loss of all AGB driven system is indicated and malfunction was not preceded by loss of AGB oil pressure, nor chip
CAMI:
*1. APP — START.
*2. Land as soon as possible.
*Note: Failure of the main gearbox to accessory drive shaft will result in the loss ofsecond stage, utility, engine start pumps, AFCS and associated systems, andthe No. 1 and No. 3 generators.
IGB or TGB Failure or Chip Light
IND:
1. Combo of chip light and corresponding OIL PRESS cl confirm an impending failure
2. Flt indications: 1. heading control difficulty 2. yaw kicks 3. high vibs 4. unusual or loud grinding noises from the tail section.
CAMI:Any combo of lights or indications:
*1. Land Immediately
Aircrew:
*1. Emergency Landing Checklist Execute
If single caution light without any additional indication of failure:
1. Land as Soon as Possible
Hyd System Fluid Quantity Low
- 1st Stg and any other- Land as Soon as Possible
- 2 and U- land as soon as Practical
- Any Single- Land as Soon as Practical
Utility Hyd System Failure
IND:
(1) The UTIL HYD PRESS gauge on the instrument panel, redlined at 2,600 psi minimum or 3,300 maximum
(2) the UTILITY PRESS caution light that goes on when hydraulic pressure drops below 1,500 psi
(3) the UTILITY OIL HOT caution light that goes on when the hydraulic fluid temperature rises to 107 °C
(4) the UTILITY QTY T/R caution light that goes on when reservoir quantitydrops to an unsatisfactory level.
CAMI:
*1. Landing gear — Extend.
*2. Land as soon as possible.
***W-Extended flight with utility hydraulic system failure is not recommended due to possible loss of 1st Stg hyd system and subsequent loss of tail rotor control.
**CAUT: Should utility hydraulic failure occur with ramp at or below level position,ramp to ground contact may occur during landing.
1/2 Stg Hyd System Failure
Ind:
1. 1st and 2nd gauge redlines at 2600 or 3300 psi
2. 1 STG PRESS M/R T/R and 2 STG PRESS M/R illums when press drops below 2000 psi
3. 2 STG OIL HOT cl goes on when temperature exceeds 107
4. 1 STG QTY M/R T/R AND 2 STG QTY M/R cl goes on
CAMI:
*1. Airspeed - 80 to 100KIAS, minimize manuevering
*2. Land as Soon as Possible
***W:
-Failure of 1st and 2nd stage of flight control system will result in loss of control of the helo.
-Rapid or abrupt movement of flight controls with only one primary flight control hydraulic system operating can result in control restrictions due to a reduction of pressure in operating system.
*N:
-Do not turn a flight control system off if a constant abnormally high pressure is indicated. Land as Soon as Practical.
- In case of loss of pressure in 1 or 2 stg hyd system, check that both collective flight control servo switches are on.
Restriction or Binding of the Flight Controls
CAMI:
*1. Check for any cockpit obstructions of the flight controls
*2. Airspeed - 80-100KIAS
*3. Minimize flight control input
*4. Land As Soon as Possible
Primary Tandem Servo Malfunction
IND: 1 STG M/R BYPASS or 2 STG M/R T/R BYPASS caution lights.
***W: When the 1 STG M/R SERVO BYPASS cl is observed after a utility hydraulic system failure, securing 1 stage flight control system will result in loss of tail rotor control. There are no interlocks to prevent turning off pressure to 1st or 2nd stage hydraulic systems when a servo in the other stage is in bypass. Turning off pressures to the nonbypassed stage results in loss of control of the servo.Do not turn off the corresponding servo system unless there is a definite restriction of controls
CAMI:
*1. Airspeed - 80-100KIAS, minimize Maneuvering
*2. Land as Soon as Possible
Tail Rotor Tandem Servo Malfunction
IND:
1 STG T/R SERVO BYPASS or 2 STG T/R SERVO BYPASS caution lights.Do not turn off the corresponding servo system unless there is a definite restriction of controls
CAMI:
*1. Airspeed - 80-100 KIAS, minimizing maneuvering.
*2. Land as Soon as Possible
