EPs Flashcards
Engine Failure in Flight
Indications:
1. Nr decrease
2. Rapid settling
3. Left yaw
4. ROTOR LOW RPM caution light and audio
5. ENGINE OUT caution light and audio
6. GEN FAIL (B) or MAIN GEN FAIL (C) caution light
Note:
- The best glide airspeed is 72 KIAS. The minimum rate of descent airspeed is 50 KIAS. Do not exceed 100 KIAS in sustained autorotation.
- If time and altitude permit, engine air restart may be attempted. The decision to attempt a restart is the pilots responsibility and is dependent upon the pilots experience and operating altitude.
- All autorotative landings should be made into the wind to a suitable landing site.
- Autorotate
- Shoulder Harness - Lock
If time and altitude permit: - Mayday - Transmit
- Transponder - Emergency
- Engine Restart in Flight Procedure - as required
Engine Failure at High Airspeed and Low Altitude
- Cyclic - Immediately apply aft
Warning: Rapid cyclic movement may cause mast bumping.
- Autorotate
Overtorque
Indications:
1. Torque guage flashes twice per second.
2. TRQ caution light flashes twice per second.
3. Torque limit exceeded.
If overtorque exceeding 120%:
1. Land as soon as possible.
If overtorque of 120% or less:
2. Land as soon as practicable.
Overtemp
Indications:
1. TOT gauge flashes twice per second.
2. TOT caution light flashes twice per second.
3. TOT limit exceeded.
- Land as soon as possible.
Overspeed
Indications:
Ng, Nf, Nr limits exceeded
- Land as soon as possible
Compressor Stall
Indications:
1. Popping, rumbling, or loud banging.
2. Abnormal vibrations.
3. Rapid rise or flictuations in TOT.
4. Torque fluctuations with yaw kicks.
5. Ng fluctuation.
6. Loss of power.
Note (outside of EP): Bleed valve flutter is a mild pop or series of pops and may occur while opening the twist grip. The bleed valve flutter may cause slight momentary TOT or torque changes. Any additional indications should be reason to classify this as a compressor stall.
Warning: This emergency may result in engine failure.
- Collective - Lower
Note: Power (collective) reduction will often eliminate compressor stalls.
- ENG anti ice switch - ON
- Cabin heat valve - ON
- Check power available
Note: Power available is considered sufficient if level flight can be maintained with Nr at 90% or higher without re-aggravating the compressor stall.
If power is insufficient to maintain level flight:
5. Autorotate
6. Twist grip - Flight idle
Note: If some usable power exists but level flight cannot be maintained, that power, if sufficient, may be utilized to effect a landing or minimize rate of descent enroute to suitable site for autorotation.
- Land as soon as possible.
Note: If power available exceeds power required to hover in ground effect, a normal approach to a hover can be executed. If power available is less than power required to hover, but level flight can be maintaiend, fly to a safe landing area and execute a no-hover landing or sliding landing. Terrain permitting, a sliding landing requires the least amount of power.
Note: Depending on time, altitude, and suitability of the landing site the pilot may attempt to increase the twist grip after the compressor stall has cleared to effect a power on landing. Increasing the twist grip may re-aggravate the compressor stall.
Underspeeding Nf/Nr
Indications:
1. Low Nr
2. Low Nf
Warning: This emergency may result in engine failure.
- Collective - Lower as required to maintain a minimum of 90% Nr.
- Twist grip - Full open.
- GOV RPM - Full increase.
If underspeed persists:
4. Check power available.
Note: Power available is considered to be sufficient if level flight can be maintained with Nr at 90% or higher.
If power is not sufficient:
5. Autorotate.
Note: If some usable power exists but level flight cannot be maintained, that power, if sufficient, may be utilized to effect a landing or minimize rate of descent en route to a more suitable site for autorotation.
If sufficient power is available:
6. Land as soon as possible.
Note: If power available exceeds power required to hover in ground effect, a normal approach to a hover can be executed. If power available is less than power required to hover, but level flight can be maintained, fly to a safe landing area and execute a no-hover landing or sliding landing. Terrain permitting, a sliding landing requires the least amount of power.
Engine Overspeed (Nf) Rotor RPM (Nr)
Indications:
1. Nr increase.
2. Nf increase.
3. Ng increase
4. TOT increase.
5. Right yaw.
6. Engine noise increase.
- Twist grip - Reduce (to maintain Nf/Nr in operating range)
- Collective/twist grip - Coordinate
- Land as soon as possible
Fuel Control Failure
Indications:
If TOT is fluctuating, it will be fluctuating in the same direction as Ng due to erratic fuel scheduling.
1. Erratic Nf/Nr
2. Fluctuating Ng and/or TOT
Procedures:
1. Collective - Adjust as required to maintain Nr in operating range
2. Twist grip - Adjust as required to maintain Nf in operating range
3. Land as soon as possible
Warning: This emergency may result in engine failure.
Engine Restart in Flight
- Ng - Note.
If Ng is below 12 %:
Note: Ng will not decrease below minimum starting speed within 10 seconds because of rotational inertia plus possible ram effect. The twist grip can be left full open, since fuel flow during the start will be on the normal start acceleration schedule.
- Twist grip - Close
- Starter - On
- At 12 % Ng, twist grip - full open.
If Ng is 12 % or above:
5. Starter - On
If light off occurs:
6. At 58 % Ng, starter - Off
7. Land as soon as possible
Note: Main generator and BUS/TIE RELAY (C) may beed to be reset.
Main Drive Shaft Failure
Indications:
1. Nr decrease
2. Nf indication higher than Nr
3. Left yaw
4. Loud bang/sound of overspeeding engine
5. Low torque
- Autorotate
- Twist grip - Adjust, if necessary, to maintain Nf in operating range.
Warning: The engine must continue to operate to provide tail rotor drive. Tail rotor authority may be lost if Nf is allowed to go below 80 %.
Note: The Nf governor should bring the Nf back to 100% with the twist grip full open.
When on deck:
3. Emergency shutdown - Complete
Engine Chip
Indications:
1. Illumination of the ENG CHIP and CLEAR CHIP caution lights.
Warning: This emergency may result in engine failure.
- Check for secondary indications.
If secondary indications exist:
2. Land as soon as possible.
If no secondary indications exist, proceed as follows:
First Chip light:
3. Press CLEAR CHIP
If ENG CHIP remains:
4. Land as soon as possible.
If ENG CHIP Extinguishes:
5. Note time and continue flight.
Second Chip Light:
If within 30 minutes of the fitst:
6. Land as soon as possible.
If more than 30 minutes have elapsed since the first light:
7. Proceed as with the first light.
Any subsequent ENG CHIP caution light within 50 hours of the first:
8. Land as soon as possible.
Abort Start
Abort start under the following conditions:
1. Battery voltage stabilized below 17V.
2. TOT fails to rise after twist grip is rotated to flight idle and Ng fails to rise above 20% (igniter failure).
3. TOT rises more slowly than normal and Ng rises slowly and stabilizes (Hung Start).
4. TOT exceeds limits and TOT caution light flashes twice per second (Hot Start)
5. Engine oil pressure remains at 0 psi.
6. Rotors not turning by 25% Ng.
7. Transmission oil pressure not indicated by 30% Nr
Caution (outside EP): An excessive rise in TOT, TOT rapidly accelerating through 840 degrees, and/or the battery voltage stabilized below 17 volts on starter engagement particularly when combine, indicates an increased potential for a hot start and may necessitate aborting the start to preclude an overtemp.
- Twist grip - Close
If light off occurred:
2. Starter - Off after TOT stabilizes at 400 degrees C or below.
If light off did not occur:
3. Motor engine for a minimum of 10 seconds.
Caution:
Failure to use a GPU/Battery cart on subsequent attempts may result in a hot start.
Caution:
Following an aborted start, care must be taken to remove any residual fuel in the combustion chamber. Failure to do so may result in a hot start.
Mast Bumping
Indications:
1. Sharp two-rev knocking
If mast bumping is suspected:
1. Establish positive G load and/or balanced flight (as req)
2. Land immediately
Note: If mast bumping occurs while on deck, maintenance action is required prior to flight.
Transmission Malfunction
Indications:
1. Abnormal tranmission temperature or pressure indications.
2. TRANS OIL PRESS caution light.
3. TRANS OIL TEMP caution light.
4. TRANS CHIP and CLEAR CHIP caution lights
and/or:
5. Abnormal sound from the transmission area.
If failure is imminent:
Warning: Possible indications of an imminent transmission failure may include yaw attitude excursions with no control input, an increase in power required for a fixed collective setting, increased noise, or increased vibration levels.
- Land immediately
- Shoulder harness - Lock
If failure is not imminent
3. Land as soon as possible
Note: Transiting as a minimum power required airspeed and low altitude may permit a quick flare and immediate landing in the event of an imminent transmission failure.
Transmission Chip
Indications:
1. TRANS CHIP and CLEAR CHIP caution lights.
First TRANS CHIP caution light:
1. Check for secondary indications.
If secondary indications exist:
2. Transmission Malfunction Procedure - Perform
If no secondary indications exist:
3. Press CLEAR CHIP
If TRANS CHIP caution light remains illuminated:
4. Transmission Malfunction Procedure - Perform
If TRANS CHIP light extinguishes:
5. Note the time and continue flight.
Second TRANS CHIP caution light.
If within 30 minutes of the first:
6. Transmission Malfunction Procedure - Perform
If more than 30 minutes have elapsed since the first TRANS CHIP caution light:
7. Proceed as with the first TRANs CHIP caution light
Any subsequent TRANS CHIP caution light within 50 hours of the first:
8. Transmission Malfunction Procedure - Perform
Sprag Clutch Slippage
Indications:
When the twist grip is increased to full open, the pilot may experience the following:
1. Nf indication higher than Nr.
2. Low torque indication.
3. Ng and TOT indications lower than normal and not responsive to collective.
- Autorotate
- Twist grip - FLT IDLE
If time and altitude permit:
3. Twist grip - Smoothly rotate to full open
If Nf/Nr are married:
4. Collective - Increase
Note: Multiple attempts to reengage the sprag clutch are permitted dependent on time and altitude.
If sprag clutch continues to slip:
5. Autorotate
6. Twist grip - closed
If sprag clutch reengages:
7. Land as soon as possible
Caution: After completing the autorotative landing, ensure the twist grip is secured. Failure to do so may result in sudden reengagement of the sprag clutch, causing severe damage to the drive system.
Complete Loss of Tail Rotor Thrust
Indications:
1. Pedal input has no effect on helicopter trim.
2. Right yaw (left slideslip)
3. Left roll of fuselage along the longitudinal axis.
4. Loud bang.
Delayed Onset Indications:
1. High frequency vibrations.
2. Whining, grinding.
3. Yaw kicks, often during power changes.
4. Restricted or difficult movement of pedals.
5. Unusual pedal positions.
6. T/R chip and clear chip caution lights.
In a hover:
1. Twist grip - Flight idle
2. Cyclic - Eliminate drift
3. Collective - Increase to cushion landing
Transition to forward flight or hover/air taxi:
1. Twist grip - flight idle
2. Cyclic - Eliminate sideward drift
3. Collective - Increase to cushion landing
At Altitude:
4. Collective - Lower to control yaw
If yaw is not controllable:
5. Autorotate
6. Twist grip - Flight Idle
If yaw is controllable:
7. Continue powered flight and set up to a suitable landing area at or above minimum rate of descent autorotational airspeed.
Warning: Autoration may be the safest option. Attempting to control a loss of tail rotor thrust in powered flight requires considerable skill and may result in loss of aircraft control.
Warning: Airspeed indications during side-slip are unreliable. At airspeeds below approximately 50 Knots, the side-slip may suddenly become uncontrollable, and the helicopter will begin an unrecoverable vertical axis “flat spin”
Warning: If attempting to achieve higher airspeeds, care must be taken to avoid excessive cyclic inputs coupled with large power settings that could lead to mast bumping or rapid nose tucking.
Note: Depending on the nature of the failure and degree of damage, airspeeds between 50 -72 KIAS may provide the best opportunity to maintain level flight.
Note: A non-typical nosedown attitude may be required to achieve a desired airspeed due to increased drag on the tail.
Note: Turns to the right may provide greater controllability of airspeed and potentially minimize altitude loss.
Note: Banking to the left will aid in counteracting torque.
- Autorotate
- Twist grip - Rotate to flight idle prior to touchdown
Warning: In the autorotation, maintain airspeed above minimum rate of descent airspeed until flare to avoid loss of yaw control.
Warning: With the engine at flight idle, in the absence of torque, the lift produced by the vertical fin may tend to yaw the nose to the left at faster speeds. As airspeed slows and Nr decays, the decelerating rotorhead and swashplate friction will create additional left yaw, increase the chance for rollover. Depending on landing profile, consideration should be given to leaving twist grip open until pulling collective at the bottom of the autorotation to allow control of yaw with twist grip.
Tail Rotor Chip Caution
Indications:
1. Illumination of T/R CHIP caution light.
2. Illumination of CLEAR CHIP caution light.
- Land as soon as possible.
Warning: This emergency may result in complete loss of tail rotor thrust.
Note: An autorotative profile or low-powered approach minimizes stress on the tail rotor.
Fixed Pitch in a Hover
Right yaw indication: Pilot unable to control right yaw in a hover with pedal pedal input. If power is increased, it will aggravate the degree of yaw.
Left yaw indication: Pilot unable to control left yaw in a hover with pedal input. If power is decreased, it will aggravate the degree of yaw.
Fixed Pitch Pedal in a Hover - Right Yaw:
If rate of rotation is not excessive and landing surface is smooth and firm:
1. Collective - decrease to affect a power on landing.
If rate of rotation is excessive or landing surface is unsuitable for power on landing:
2. Twist grip - Reduce as nose approaches windline.
3. Cyclic - Eliminate drift
4. Collective - Increase to cushion landing
Fixed Pitch in a Hover - Left Yaw:
If rate or rotation is not excessive and landing surface is smooth and firm:
1, Collective - Decrease to affect a power on landing
If rate of rotation is excessive or landing surface is unsuitable for power on landing:
2. Smoothly increase collective to stop the left yaw
3. When the left yaw has stopped, smoothly decrease collective to set up for a landing
Note: Steps 2 and 3 may need to be repeated until acceptable conditions are established for landing.
Note: Twist grip manipulation may be required to aid recovery.
- Eliminate lateral drift with cyclic as the aircraft settles
- Continue to smoothly lower collective once on deck to control yaw and transfer aircraft weight to the skids
