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TH-67 > EPs and Limits (5s and 9s) > Flashcards

EPs and Limits (5s and 9s) Flashcards

Covers emergency procedures and limits for the TH67 from Chapters 5 and 9 of the operator's supplement.

1
Q

Warning

A

AN OPERATING PROCEDURE, PRACTICE, ETC. WHICH, IF NOT CORRECTLY FOLLOWED, COULD RESULT IN PERSONAL INJURY OR LOSS OF LIFE.

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2
Q

Caution

A

AN OPERATING PROCEDURE, PRACTICE, ETC, WHICH IF NOT STRICTLY OBSERVED COULD RESULT IN DAMAGE TO OR DESTRUCTION OF EQUIPMENT.

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3
Q

Note

A

AN OPERATING PROCEDURE, CONDITION, ETC, WHICH IS ESSENTIAL TO HIGHLIGHT.

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4
Q

Land as soon as POSSIBLE

A

LAND WITHOUT DELAY TO THE NEAREST SUITABLE AREA (IE OPEN FIELD) IN WHICH A SAFE APPROACH AND LANDING IS REASONABLY ASSURED. THE PRIMARY CONSIDERATION IS TO ENSURE THE SURVIVAL OF THE OCCUPANTS.

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5
Q

Land as soon as PRACTICABLE

A

THE LANDING SITE AND DURATION OF THE FLIGHT ARE AT THE DISCRETION OF THE PILOT. EXTENDED FLIGHT BEYOND THE NEAREST APPROVED LANDING AREA IS NOT RECOMMENDED. THE PRIMARY CONSIDERATION IS THE URGENCY OF THE EMERGENCY.

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6
Q

Autorotate

A

Adjusting the flight controls as necessary to establish an autorotational descent and landing.

  • Collective; Adjust as required to maintain rotor RPM 90-107%
  • Pedals: Adjust. Crab or Slip as required.
  • Throttle: Adjust as necessary. Close as required.
  • Airspeed: Adjust as required.
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7
Q

Emergency Shutdown

A 
Engine shutdown without delay.
Throttle: Closed
Fuel Valve Switch: Off
BATT Switch: OFF as desired.
Before turning the battery switch off during an in-flight emergency, the pilot should consider a "MAYDAY" call, selecting EMERGENCY ON THE TRANSPONDER and the possible EFFECTS OF TOTAL ELECTRICAL FAILURE.
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8
Q

Engine Failure - HOVER

A

AUTOROTATE

EMERGENCY SHUTDOWN - Accomplished after landing.

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9
Q

TORQUE GAUGE

A

CONT OP: 0%-85%
TAKEOFF(5min): >85%-100%
MAX: 100%
TRANS(5sec): 100%-110% (PROHIBITED)

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10
Q

TOT GAUGE (TURB OUT TEMP)

A 
The Red Warning light illuminates when either of the following conditions are exceeded: 810 to 927 0C for 10 Seconds, or higher than 927 0C.
[G] 100-738c CONT OP
[Y] 738-810c TAKEOFF (5min)
[R] 810c MAX
810-843c (6sec)
(R) 927c MAX (Start/Shutdown 10sec)
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11
Q

GAS PRODUCER (N1)

A

[G] 60-105% CONT OP
[R] 105% MAX
105-106% TRANS (15sec)

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12
Q

Wind Limitations

A

-STARTUP: MAX 45kts or GUST SPREAD 15kts
Gust Spreads are not normally reported. To obtain spread, compare minimum and maximum velocities.
<3200 HOVER: MAX 35kts CROSSWIND/30kts TAILWIND
>3200 HOVER: IGE refer CHP 8 / OGE CALM ONLY

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13
Q

ROTOR LIMITS

A 
[R] 90% MIN
[Y] 50-60% Accelerate through this range
[G] 90-107% NORM OP
[R] 107% MAX
Power on Transient Rotor Droop Limit is 95%
(5sec MAX).
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14
Q

N2 POWER TURBINE Indicator

A 
[R] 97% MIN
[G] 97-100% CONT OP
[R] 100% MAX
N2 75-88% (60sec MAX)
Transient Overspeed Limit 15sec MAX
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15
Q

Engine Starting Limits

A

During starting if the N1 does not reach 58% in a total time of 45 SEC (60 SEC BELOW 10c FAT), close throttle and press starter button until TOT is below 200c. If engine fails to start on THIRD attempt abort start and make an entry on DA FORM 2408-13-1
ENGINE STARTER LIMITS do not apply to ENGINE STARTING LIMITS should abort start procedures become necessary.

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16
Q

ENGINE OIL PRESSURE

A

[Y] 50 PSI MIN below 78% N1
[G] 90 PSI MIN from 78-94% N1
[G] 115 PSI MIN above 94% N1 (double wide arc)
[R] 50 PSI MIN - 130 PSI MAX
During cold temperature operation the oil pressure may exceed the maximum of 130 PSI. Stabilize the engine at idle speed of 62 to 64% until the engine oil temperature is above 0 0C and the engine oil pressure is within normal limits.

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17
Q

Engine Failure - CRUISE

A

AUTOROTATE

EMERGENCY SHUTDOWN - Accomplish during descent if time permits.

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18
Q

Hot Start

A

During starting or shutdown, if TOT limits are exceeded, or it becomes apparent the TOT limits may be exceeded, proceed as follows:

  • STARTER BUTTON: PRESS AND HOLD UNTIL TOT <200C
  • THROTTLE: CLOSED
  • FUEL VALVE SWITCH: OFF
  • COMPLETE SHUTDOWN
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19
Q

Engine Oil Temp

A

[G] 0-107c CONT OP

[R] 107c MAX

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20
Q

Emergency Equipment

A
  • A fire extinguisher is located on the center pedestal between the pilot and the co-pilots stations.
  • A first aid kit is located in one of the pouches by the passenger seat.
  • Emergency Locator Transmitter (ELT)
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21
Q

Emergency Exits/Entrance

A

Emergency exit or entrance is through either CABIN or CREW DOOR. If the door(s) will not open, the WINDOWS should pop out if pressure is applied to the outer edges of the window. If the window will not pop out, kick out the PLEXIGLASS to exit the aircraft.

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22
Q

PREFLIGHT
Engine Compartment Check
LEFTSIDE

A
  • Condition (Oil leakage)
  • Engine mounts*
  • Exhaust stack clamps*
  • Hoses and tubing*
  • Linear actuator and governor
  • Engine anti-ice and leakage
  • Tail rotor driveshaft
  • Engine cowling (secure)*
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23
Q

PREFLIGHT
Engine Compartment Check
RIGHTSIDE

A
  • Main driveshaft (K-FLEX coupling)
  • Engine mount*
  • Exhaust stack clamps*
  • Engine
  • Bleed Air Control Valve (Open)
  • Hoses and tubing*
  • Throttle linkage
  • Fuel control (pointer aligned 30 deg)
  • Engine cowl (secure)*
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24
Q

Engine Fire - GROUND

A

EMER SHUTDOWN

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25
Q

Engine Fire - FLIGHT

A

If a fire is observed during flight, prevailing circumstances such as VMC, IMC, night, altitude, and landing areas available must be considered in order to determine whether to execute a power-on, or power-off landing.

  • Power ON Landing:
    1. LAND AS SOON AS POSSIBLE
    2. EMER SHUTDOWN
  • Power OFF Landing
    1. AUTOROTATE
    2. EMER SHUTDOWN
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26
Q

Electrical Fire - FLIGHT

A

Prior to shutting off all electrical power, the pilot must consider the equipment that is essential to a particular flight environment that will be encountered. In the event of electrical fire or suspected electrical fire in flight:

  • BATT and MAIN GEN switches: OFF
  • (IFR) STNDBY GEN switch: OFF
  • LAND AS SOON AS POSSIBLE
  • EMER SHUTDOWN
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27
Q

Xmsn Oil TEMP

A

[G] 15c to 110c CONT OP

[R] 110c MAX

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28
Q

Xmsn Oil PRESSURE

A

[G] 30 to 50 PSI CONT OP

[R] 30 PSI MIN / 70 PSI MAX

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29
Q

Partial/Complete Power Loss

A
  • Do not respond to the RPM warning system by entering autorotation and reducing the throttle without first confirming engine malfunction by one or more of the other indications. Normal indications signify that the engine is functioning properly and that there is a tachometer generator failure or an open circuit to the warning system, rather than an actual engine malfunction.
  • [The indications of an engine malfunction, either a partial or a complete power loss are: LEFT YAW, DROP IN ENGINE RPM (N1 AND N2), DROP IN ROTOR RPM, LOW RPM AUDIO ALARM (STEADY TONE), ILLUMINATION OF THE LOW ROTOR RPM CAUTION LIGHT, AND CHANGE IN ENGINE NOISE. If the power loss is total, the ENGINE OUT warning light will activate and an intermittent (warbling) tone will be heard.]-
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30
Q

Engine Restart

A

[CAUTION: Do not attempt air start above 12,000 feet MSL (TURB OUT TEMP rises too fast to control).]
-After an engine failure in flight, an engine start may be attempted. Because the exact cause of engine failure cannot be determined in flight, the decision to attempt the start will depend on the altitude and time available, rate of descent, potential landing areas, and crew assistance available. 52 to 60 KIAS is recommended during the descent. Under ideal conditions, approximately one minute is required to regain powered flight from the time the attempted start is begun. If the decision is made to attempt an in-flight start:
THROTTLE: CLOSE
FUEL VALVE SWITCH: ON
ATTEMPT START
LAND AS SOON AS POSSIBLE

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31
Q

Loadmeter

A

[R] 70% Maximum

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32
Q

Fuel Pressure Gauge

A

[R] 4.0 PSI MIN
[G] 4.0-30 PSI CONT OP
[R] 30 PSI MAX
8 PSI MIN Type A, A1, JP5, JP8 fuel BELOW -18c to -32c

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33
Q

Airspeed Indicator

A

NOTE: Autorotation above 100 KIAS will result in high rates of descent and low rotor RPM
[G] 0-130kts CONT OP
[R] 130kts MAX
[Blue] 100kts MAX for AUTOROTATION
VNE >3200 pounds is 78 KIAS, not to exceed placarded VNE.

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34
Q

Engine Compressor Stall

A

Engine compressor stall may be characterized by a sharp rumble or a series of loud sharp reports, severe engine vibration and a rapid rise in TURB OUT TEMP. Should engine compressor stall occur:
COLLECTIVE: REDUCE
ENGINE ANTI-ICE/HEATER: OFF
LAND AS SOON AS POSSIBLE

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35
Q

Fuel Quantity

A

[R] Empty
84.1 GAL Total
82.6 GAL Usable
12 GAL Low Fuel

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36
Q

N2 Overspeed Chart

A

N2 transient overspeed limit is 15 seconds maximum. Shaded area represents allowable overspeed.
0% TQ 107% RPM
85% TQ 104% RPM
100% TQ 103% RPM

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37
Q

TOT LIMIT - CAUTION

A

Exceeding the limits of 810c TOT or 100% TQ may cause N1 topping with resultant rotor droop.

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38
Q

Engine RPM Limits - WARNING

A

Use of the throttle to control RPM is not authorized. (Refer to Chapter 9, Emergency Procedures and the USAAWC Flight Training Guide for exceptions.)

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39
Q

SPIKE KNOCK

A
  • –a. Spike knock occurs when the round pin in the drag-pin fitting contacts the side of the square hole of the pylon stop, which is mounted to the roof. It creates a loud noise and will occur during a rocking of the pylon. The following factors can cause spike knock: low rotor RPM, extreme asymmetric loading, poor execution of an autorotational landing and low “G” maneuvers below +.5 Gs.
  • –b. Spike knock will be more prevalent during zero ground run autorotational landings than for sliding autorotational landings and running landings.
  • –c. Spike knock in itself is not hazardous but is an indicator of a condition that could be hazardous. If spike knock is encountered, an entry must be made on the DA Form 2408-13-1 to include the flight conditions under which the spike knock occurred. An inspection will be performed by maintenance personnel before continuing.
  • –d. During landing, starting, and rotor coastdown, spike knock could also occur, especially if there are high winds and/or the elastomeric damper is deteriorated. This type of spike knock is not considered damaging to the aircraft and does not require an entry on DA Form 2408-13-1.
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40
Q

Engine Overspeed

A

Will be indicated by right yaw, rapid increase in both rotor and engine RPM, and an increase in engine and rotor noise. If an engine overspeed is experienced:
-COLLECTIVE: INCREASE to load the rotor and sustain RPM below the max op limit.
-THROTTLE: ADJUST until normal operating RPM is attained.
-LAND AS SOON AS POSSIBLE Perform a power-on approach and landing by controlling the RPM manually with the throttle.
If RPM cannot be controlled by throttle adjustment:
-AUTOROTATE when over a safe landing area.
-EMER SHUDTDOWN: Accomplish during descent if time permits.

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41
Q

Engine Underspeed

A

If an engine underspeed occurs, the collective must be adjusted downward to maintain rotor RPM within limits. If powered flight with rotor in the green can be accomplished:
LAND AS SOON AS POSSIBLE in an area that will permit a run-on landing. An engine underspeed below 90% results in rotor RPM decay below minimum safe limits. Should this occur:
AUTOROTATE.
EMER SHUTDOWN: Accomplish during descent if time permits.

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42
Q

Longitudinal CG Limits

A

-a. VMC Center of gravity limits are from station 106.0 to 114.2; however, the forward and aft limits are variable depending upon gross weight and aircraft configuration. Refer to Center of Gravity vs. Gross Weight Chart in Chapter 6.
NOTE: Station 0 (datum) is located 55.16 inches forward of forward jack point centerline.
-b. IMC Longitudinal CG limits are from station 106 to 110 at GW of 2400 pounds to 3200 pounds and 106.9 to 110.0 at gross weights above 3200 pounds. Refer to Chapter 6.
-c. DOOR(S) OFF
(1) No change from basic CG with only the aft cabin doors off. (2) With one or both forward doors off, the LONG CG limits are the same as with doors on. (3) Actual weight change shall be determined after doors, etc., have been removed and ballast readjusted, if necessary, to return basic weight center of gravity to within allowable limits.

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43
Q

Lateral CG Limits

A

NOTE: Lateral CG limits vary depending on longitudinal CG location. Refer to Lateral vs. Longitudinal CG limits chart in CH 6.

  • a. 3.0 inches left of helicopter centerline
  • b. 4.0 inches right of helicopter centerline.
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44
Q

VMC Weight Limits

A

-a. Maximum allowable ramp weight is 3,350 lbs.
-b. Maximum allowable gross weight for hover/flight is 3,350 lbs.
-c. Minimum front seat weight is 170 lbs.
NOTE: USE BALLAST AS REQUIRED TO MAINTAIN BASIC WEIGHT CG WITHIN LIMITS.

45
Q

Engine Surge

A

If surges in engine RPM are experienced:
GOV INCR SWITCH: INCR FOR MAX RPM
THROTTLE: ADJUST TO 97% N2
LAND AS SOON AS POSSIBLE
If engine surges are not controlled in steps above, proceed as follows:
AUTOROTATE when over a safe landing area
EMER SHUT accomplish during descent if time permits

46
Q

Fuel (Boost) Pump Failure

A

–WARNING: Operation with both fuel boost pumps inoperative is not authorized. Due to possible fuel sloshing in unusual attitudes and out of trim conditions and one or both fuel boost pumps inoperative, the UNUSABLE FUEL is 10 gallons.
–NOTE: The engine will operate without boost pump pressure under 6,000 feet pressure altitude and one boost pump will supply sufficient fuel for normal engine operations under all conditions of power and altitude. Both fuel boost pumps shall be operating for all normal operations.
DESCEND TO BELOW 6000 FT PA IF POSSIBLE
LAND AS SOON AS PRACTICABLE

47
Q

Fuel (Boost) Pump Limitations

A

FUEL BOOST PUMPS SHALL BE ON DURING NORMAL OPERATIONS.

48
Q

Engine Anti-Ice Limits

A

a. Engine anti-ice shall not be used in ambient temperatures above 4c
b. Engine anti-icing shall be ON for flight in visible moisture in temperature 4c or below.

49
Q

Low Inlet Pressure

A

CAUTION: Takeoff with LOW INLET PRESSURE caution light illuminated is PROHIBITED.

50
Q

Engine STARTER Limits

A 
--a. If there is no rise in TOT within the first 20 seconds of energizing starter, limit starter energizing time to the following:
External Power          Battery
25 Seconds - ON      40 Seconds - ON
30 Seconds - OFF     60 Seconds - OFF
25 Seconds - ON      40 Seconds - ON
30 Seconds - OFF     60 Seconds - OFF
25 Seconds - ON      40 Seconds - ON
30 Minutes - OFF 30 Minutes - OFF
--b. If there is a rise in TOT within the first 20 seconds of energizing starter, limit starter energizing time to the following:
EXTERNAL/BATTERY POWER
1 minute ON
1 minute OFF
1 minute ON
1 minute OFF
1 minute ON
30 minutes OFF
51
Q

Air Conditioning Malfunction

A

The type of malfunction that would create a potential emergency involves a failure of the compressor or drive belt that would cause a noticeable VIBRATION or NOISE.
AIR CONDITIONING FAN SWITCH ─ OFF.
LAND AS SOON AS PRACTICABLE

52
Q

Low Oil Pressure/High Oil Temp

A

If the engine oil pressure is below 50 PSI or the temperature is above 107c ─ LAND AS SOON AS POSSIBLE
–NOTE: If engine oil pressure is falling or low and the oil temperature is rising or high, a severe leak may be present.

53
Q

Low Inlet Pressure/Engine Icing

A

–LOW INLET PRESSURE caution light ON
1. ENG ALT AIR SWITCH: OPEN
2. IF CAUTION LIGHT REMAINS ON, LAND AS SOON AS POSSIBLE
3. If caution light goes out, LAND AS SOON AS PRACTICABLE. Related engine parameters should be monitored frequently until landing.
–ENGINE ICING
NOTE: When anti-ice system is ON, TOT will rise for same power setting.
1. ENGINE ANTI-ICING SWITCH: ON (if conditions warrant)
2. TOT: MAINTAIN WITHIN LIMITS

54
Q

Low G Maneuvers

A

Flight at less than +0.5g is prohibited.

55
Q

Main Drive Shaft Failure

A

A failure of the main driveshaft will be indicated by a sudden increase in engine RPM, decrease in rotor RPM, a left yaw, activation of the low RPM audio, and illumination of the ROTOR RPM light. A transient overspeed of N1 and N2 may occur, but will stabilize. In the event of a main driveshaft failure:
–WARNING: The engine must remain in operation to provide power to the tail rotor. Failure to maintain engine power will result in loss of aircraft control during the autorotation. Adjust throttle as required to maintain engine RPM within normal limits.
AUTOROTATE: ESTABLISH A POWER ON AUTO
EMER SHUT: ACCOMPLISH AFTER LANDING

56
Q

Clutch Fails to Disengage

A

A clutch failing to disengage in flight will be indicated by the rotor RPM decaying with the engine RPM as the throttle is reduced to the engine idle position when entering an autorotational descent. This condition results in total loss of autorotational capability. If a failure occurs:
THROTTLE: OPEN
LAND AS SOON AS POSSIBLE

57
Q

Smoke and Fume Elimination

A

Ventilation of the cabin to protect occupants from the effects of toxic fumes, smoke, etc., shall be immediately performed as follows:
VENTS: OPEN
COCKPIT AND CABIN WINDOWS: OPEN for MAX ventilation.

58
Q

Un-Commanded Flight Control Input Malfunction

A

Un-commanded flight control input malfunctions may be indicated through un-commanded LATERAL or LONGITUDINAL cyclic movements. The magnitude of the event may range from MILD to SEVERE. The duration of the event may range from ONE to SEVERAL seconds. These conditions should not be mistaken for hydraulic power failure. In the even of an un-commanded flight control input malfunction:

  • -COLLECTIVE: INCREASE IF NEAR THE GROUND to prevent main or tail rotor ground contact.
  • -PEDAL: APPLY IN THE DIRECTION OF TURN
  • -DIRECT ASSISTANCE WITH FLIGHT CONTROL INPUTS TO LEVEL THE AIRCRAFT
  • -LAND AS SOON AS POSSIBLE
59
Q

VMC Airspeed Limits

A

NOTE: All airspeed values are Indicated Airspeed (IAS), except when Calibrated Airspeed (CAS) is specifically stated.
–At 3,000 POUNDS GROSS WEIGHT AND BELOW:
VMC VNE 130 KIAS sea level to 3,000 feet density altitude. Decrease VNE 3.5 KIAS per 1,000 feet above 3,000 feet density altitude. Maximum density altitude - 20,000 feet.
–ABOVE 3,000 POUNDS GROSS WEIGHT:
VMC VNE 122 knots sea level to 3,000 feet density altitude. Decrease VNE 7.0 KIAS per 1,000 feet above 3,000 feet density altitude. Maximum density altitude - 13,500 feet.
–VNE for internal GW above 3200 lbs is 78 KIAS, not to exceed placarded VNE .

60
Q

VMC Altitude Limits

A

–3,000 POUNDS GROSS WEIGHT AND BELOW
Maximum operating: VFR 20,000 feet pressure altitude. IFR 14,000 feet pressure altitude.
–ABOVE 3,000 POUNDS GROSS WEIGHT
Maximum operating: VFR 13,500 feet pressure altitude. IFR 8,000 feet pressure altitude.

61
Q

Flight Restriction for High Power

A

VNE 80kts with > 85% to 100% TQ applied.

62
Q

Slope Limits

A

Slope operations shall be limited to slopes of 8 degrees or less.
–CAUTION: Caution is to be exercised for slopes greater than 5 degrees since rigging, loading, terrain, and wind conditions may alter the slope landing capability.

63
Q

VFR Generator Failure

A
  • -A no-output malfunction of the generator will be indicated by a zero indication on the DC Load Meter and an illumination of the MAIN GEN FAIL caution light. An attempt may be made to put the generator back on line by accomplishing the following:
    1. GEN FIELD, and GEN RESET Circuit breakers: CHECK IN
    2. MAIN GEN SW: RESET THEN MAIN GEN
  • -If the generator is not restored, or if it goes off again:
    1. MAIN GEN SW: OFF
    2. Turn OFF all unnecessary elec equip
    3. LAND AS SOON AS PRACTICABLE
64
Q

Flight Control Malfunction

A

Failure of components within the flight control system may be indicated through varying degrees of feedback, binding, resistance, or sloppiness. These conditions should not be mistaken for hydraulic power failure. In the event of a flight control malfunction:
LAND AS SOON AS POSSIBLE
EMER SHUT: accomplish after landing

65
Q

Autorotate - steady state

A

Rotor rpm within limits

Aircraft is at correct airspeed

Descending normal rate

In position to terminate in intended landing area.

66
Q

Aerobatic Flight Maneuvers

A

Aerobatic maneuvers are prohibited. Aerobatic flight is defined to be any INTENTIONAL maneuver involving an ABRUPT CHANGE IN AIRCRAFT ATTITUDE, an ABNORMAL ATTITUDE, PITCH angle >30 degrees or ROLL angles >60 degrees, or ABNORMAL ACCELERATION not necessary for normal flight.

67
Q

Lightning Strike

A

LAND AS SOON AS POSSIBLE
EMER SHUT-Accomplish AFTER landing

WARNING: Avoid Flight in or near thunderstorms, especially in areas of observed or anticipated lightning discharges.
NOTE: Abnormal operating noises almost always accompany rotor damage, but loudness or pitch is not valid indications of the degree of damage sustained.
–Reduce airspeed as much as practical to maintain safe flight.
–Avoid abrupt control inputs.

68
Q

HYD. Power Failure

A

The first indication of hydraulic boost failure will be an INCREASE IN THE FORCE required for control movement; FEEDBACK forces will be noticed as well as rate limiting. Control motions will result in normal flight reactions in all respects, except for the increase in force required for control movement. In the event of hydraulic power failure, proceed as follows:
–Airspeed: Adjust as necessary to attain the most comfortable level of control movements.
–HYD BOOST circuit breaker: Out. Check for restoration of HYD power
If HYD power is not restored:
–HYD BOOST circuit breaker: IN
–HYD SYSTEM switch: OFF
–LAND AS SOON AS PRACTICABLE in an area that will permit run on landing.

WARNING: Do not return the HYDR SYSTEM switch to the ON position for the remainder of the flight. This prevents any possibility of a surge in hydraulic pressure and the resulting loss of control.

69
Q

Hypoxia

A

Hypoxia results when the body lacks O2. Deficiency in the blood cells and tissues significant enough to cause impairment of function.
HYPOXIC-Not enough O2 in air
HYPEMIC-Reduction in carrying capacity/absorbtion, loss of blood.
STAGNANT-Not enough circulation/blood flow.
HISTOTOXIC-Alcohol, poison, drugs, etc.

STAGES:

  • Indifferent (98-90%)[0-10,000ft] vision decrease 4k
  • Compensatory (89-80%)[10-15kft] judgement, drowsy, coordination.
  • Disturbance( (79-70%)[15-20kft] impaired speech, vision, brain, sensation, coordination, etc.
  • Critical (69-60%)[20kft+] pass out, death, nervous system failure.
70
Q

Landing in Trees

A

A landing in trees should be made when no other landing area is available. In addition to accomplishing engine malfunction emergency procedures, select a landing area containing the least number of trees of minimum height. AUTO with the THROT CLOSED using the following procedures:

  • -AIRSPEED: MINIMUM at treetop level.
  • -DESCEND VERTICALLY INTO TREES
  • -COLLECTIVE: APPLY remaining prior to blades entering trees.
71
Q

Ditching - Power On

A

If ditching becomes necessary, with power available accomplish an approach to a hover above the water and:

  • -Doors: Open
  • -Crew (except pilot) and passengers: Exit
  • -Hover: a safe distance away from personnel.
  • -AUTO: Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll, then apply cyclic in direction of the roll.
  • -Pilot: Exit when the main rotor stops.
72
Q

Ditching - Power Off

A

If an engine failure occurs over water and ditching is imminent, accomplish engine failure emergency procedures and proceed as follows:

  • -AUTOROTATE: Decelerate to minimum forward speed as the helicopter nears the water. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll, then apply cyclic in the direction of the roll.
  • -Doors: Open
  • -Crew and passengers: Exit when the main rotor stops.
73
Q

Loss of Tail Rotor Effectiveness (LTE)

A

This is a situation involving a loss of effective tail rotor thrust WITHOUT a break in the drive system which CANNOT be stopped with full left pedal application. If LTE is experienced, SIMULTANEOUSLY:

  • PEDAL: FULL LEFT.
  • CYCLIC: FORWARD
  • As recovery is affected, adjust controls for normal flight.
  • If spin cannot be stopped and crash is imminent, an AUTO may be the best course of action. Maintain full left pedal until the spin stops, then adjust to maintain heading.

WARNING: COLLECTIVE REDUCTION will aid in arresting the yaw rate; however, if a rate of descent has been established, collective reduction may increase the rate of descent to an excessive value. The resultant large and rapid increase in collective to prevent ground or obstacle contact may further increase the yaw rate, decrease the rotor RPM and cause an over torque and/or over-temperature condition. Therefore, the decision to reduce collective must be based on the pilot assessment of the altitude available for recovery.

74
Q

Mast Bumping

A

LAND AS SOON AS POSSIBLE

Mast bumping (flapping-stop contact) is the MAIN YOKE contacting the mast and may occur during SLOPE LANDINGS, ROTOR startup/coastdown, or when the FLIGHT ENVELOPE IS EXCEEDED. If bumping occurs during a SLOPE LANDING, REPOSITION the CYCLIC to stop the bumping, REESTABLISH A HOVER, and LAND on LESS SLOPING ground. If bumping occurs during STARTUP or SHUTDOWN, move CYCLIC to MINIMIZE or ELIMINATE bumping. If the FLIGHT ENVELOPE is inadvertently EXCEEDED, causing a LOW “G” condition and RIGHT ROLL, move CYCLIC AFT to return rotor to a POSITIVE THRUST condition, then ROLL LEVEL, continuing flight if mast bumping has NOT occurred. As COLLECTIVE PITCH is REDUCED after engine failure or loss of tail rotor thrust the CYCLIC must be positioned to maintain POSITIVE “G” forces during AUTO. Touchdown should be accomplished PRIOR to excessive rotor RPM decay. After landing, an entry in DA Form 2408-13-1 is required for appropriate maintenance inspection.

75
Q

Control Movements

A

Abrupt control movements, including rapid and repetitive anti-torque pedals reversals are prohibited to avoid excessive stresses in the structure. This restriction in no way limits normal control application.

CAUTION: For gross weights greater than 3000 LBS and density altitudes >Sea Level, the directional control margin may be significantly reduced while hovering in winds from the right >20 knots or for right sideward flight at speeds >20 knots.

76
Q

Spatial D

A

Physiologic factor that contributes most often to aircraft mishaps. Correct orientation relies upon effective perception, integration, and interpretation of multiple sensory systems all operating in concert. These include the visual (most significant component in flight as it is in our conscious prominence and the majority of flight information is acquired visually), vestibular (inner ear organs of equilibrium that provide instantaneous but subconscious signals of angular and linear acceleration),auditory, and somatosensory (receptors in the skin, muscles, tendons, and joints).

77
Q

WARNING (RED) LIGHT SEGMENTS

A
  • -ENG OUT: Engine power failure (N1) less than 55% +/-3. Attempt restart if timer and conditions permit.
  • -BATTERY HOT: LAND AS SOON AS POSSIBLE
78
Q

ROTOR LOW RPM (Caution Light)

A

Rotor RPM is below normal (approximately 90%).Reduce collective pitch and ensure throttle is full open.

79
Q

TRANS OIL PRESS (Caution Light)

A

Main transmission pressure is below minimum. Check gauge. LAND AS SOON AS POSSIBLE.

80
Q

TRANS OIL TEMP (Caution Light)

A

Main transmission oil temperature is above 110c, check gauge. Reducing power may help alleviate the condition. Check transmission oil pressure. LAND AS SOON AS POSSIBLE

81
Q

BATTERY TEMP (Caution Light)

A

LAND AS SOON AS POSSIBLE

82
Q

ENGINE CHIP (Caution Light)

A

Metallic particles in engine oil. LAND AS SOON AS POSSIBLE

83
Q

TRANS CHIP (Caution Light)

A

Metallic particles in transmission oil. LAND AS SOON AS POSSIBLE.

84
Q

T/R CHIP (Caution Light)

A

Metallic particles in tail rotor gearbox oil. LAND AS SOON AS POSSIBLE.

85
Q

A/F FUEL FILTER (Caution Light)

A

Airframe fuel filter impending bypass. Land as soon as practicable. Clean before next flight.

86
Q

(I) STBY BATT ON (Caution Light)

A

Indicates STBY ATT switch has been left on after helicopter power has been turned off. Turn Standby Attitude switch OFF to avoid depleting the standby bettery.

87
Q

HEATER OVERTEMP (Caution Light)

A

Indicates excessive heat (220f) in HEATER. switch oFF. If light does not extinguish: Land as soon as practicable.

88
Q

FUEL LOW (Caution Light)

A

Plan landing, approximately 12 gallons of fuel remain.

89
Q

(I) BATTERY RELAY (Caution Light)

A

Illumination is normal during engine starting. At other times when BATT switch is in BATT, continued illumination indicates a fault in battery relay or protection circuits. With the BATTERY RELAY light illuminated IMC flight is prohibited. If light remains illuminated after BATT switch is turned OFF relay has failed in closed position. Manually disconnect battery.

90
Q

SPARE (Caution Light)

A

Unknown Malfunction: LAND AS SOON AS POSSIBLE

91
Q

ADVISORY (Green) LIGHTS

A
  • ENGINE ANTI-ICE: Engine anti-icing switch in ON position. Verify switch position as desired.
  • ANT. TUNE: Wait till light extinguishes before talking.
92
Q

Settling With Power

A

Helicopter settles in its own downwash, requiring
–300fpm near-vertical descent
–Less than ETL airspeed
–20 to 100% engine power, low rotor RPM
CONDITIONS CONDUCIVE:
–Steep approach at high rate of descent.
–Downwind approach
–formation flight approach (turb from preceding a/c)
–hovering above max ceiling
–masking/unmasking
–not maintaining constant altitude control during OGE hover
RECOVERY:
–Forward airspeed
–descend shallower than 30 degree approaches

93
Q

Retreating Blade Stall

A 
Retreating blade of a helicopter will eventually stall in excessive flight speeds.
--high gross weight
--low rotor RPM
--high density altitude
--High G maneuvers
--Turbulent air
RECOVERY:
--reduce collective
--reduce airspeed
--descend to lower altitude if possible
--increase rotor RPM to normal limits
--reduce the severity of the maneuver
94
Q

Dynamic Rollover

A

A helicopter is susceptible to a lateral-rolling tendency called dynamic rollover. Dynamic rollover can occur on level ground as well as during a slope or crosswind landing and takeoff. Three conditions are required for dynamic rollover:
–pivot point
skid, wheel, tiedown, fixed, etc
–rolling motion
as roll rate increases, critical angle is reduced
–exceed critical angle
CG pivot point

95
Q

Vestibular Illusions

A

SOMATOGYRAL: False sensation of rotation (sustained angular velocity [prolonged rotation])

  • -Leans: Undetected or long rolls over corrected rolls
  • -Graveyard Spiral: Continued spiral until no motion perceived, when spin has stopped, pilot renters spin
  • -Coriolis: Pilot makes a head turn away from plane of rotation, tumbling sensation,

SOMATOGRAVIC: changes in gravity or linear acceleration, otolith organ

  • -G Excess: change in direction of the net G force, sensation of body tilt
  • -Elevator: Increase in G forces eyes down, Decrease in G forces eyes up.
96
Q

Loss T/R Thrust

A

This situation involves a break in the drive system, such as a severed driveshaft, causing the tail rotor to lose power.
-Pedal input has no effect on helicopter trim.
WARNING: Degree of roll and side-slip may be varied by varying throttle and/or collective. (At airspeeds below approximately 50 knots, the side-slip may become uncontrollable, and the helicopter will begin to spin on the vertical axis.)
-Nose of the helicopter turns to right (left sideslip).
-Left roll of fuselage along the longitudinal axis.

PROCEDURES:

  • -If SAFE LANDING AREA is NOT immediately available, CONTINUE powered flight to suitable landing area at or ABOVE MINIMUM rate of descent autorotational airspeed.
  • -When landing area is reached, make an autorotational landing (THROTTLE CLOSED).
  • -Use airspeed ABOVE minimum rate of descent airspeed.
  • -If run-on landing is possible, complete autorotation with touchdown airspeed as required for directional control.
  • -If a run-on landing is not possible, start to DECELERATE from about 75 feet altitude, so that forward groundspeed is at a minimum when the helicopter reaches 10 to 20 feet; execute the touchdown with a rapid collective pull just prior to touchdown in a level attitude with minimum ground run.

NOTE: Airflow around the vertical fin may permit controlled flight at low power levels and sufficient airspeed when a suitable landing site is not available; however, the touchdown shall be accomplished with the throttle in the full closed position.

97
Q

Loss of T/R Components

A

The severity of this situation is dependent upon the amount of weight lost. Any loss of this nature will result in a forward center of gravity shift, requiring aft cyclic. A full autorotational descent and landing should be accomplished with a run-on type termination if to an improved surface, or minimum ground run if to an unimproved surface. Landing should be accomplished in a level attitude.
INDICATIONS:
-Varying degrees of right yaw depending on power applied and airspeed at the time of failure.
-Forward CG shift
PROCEDURES:
–AUTO (Throttle Closed)
–Maintain airspeed above minimum
–If run-on landing is possible, complete autorotation with touchdown airspeed as required for directional control.
–If run-on landing is not possible, start to decelerate from about 75 feet altitude, so that forward groundspeed is at a minimum when the helicopter reaches 10 to 20 feet; execute the touchdown with a rapid collective pull just prior to touchdown in a level attitude with minimum ground run.

98
Q

Transverse Flow Effect

A

In forward flight, air passing through the rear portion of the rotor disk has a greater downwash angle than air passing through the forward portion.
–Downward flow at the rear of the rotor disk causes a reduced AOA, resulting in less lift.
–The front portion of the disk produces an increased AOA and more lift because airflow is more horizontal.
–These differences in lift between the fore and aft portions of the rotor disk are called transverse flow effect
This effect causes unequal drag in the fore and aft portions of the rotor disk and results in vibration easily recognizable by the aviator. It occurs between 10 and 20 knots. Transverse flow effect is most noticeable during takeoff and, to a lesser degree, during deceleration for landing. Gyroscopic precession causes the effects to be manifested 90 degrees in the direction of rotation, resulting in a right rolling motion.

99
Q

Effective Transnational Lift (ETL)

A

–Occurs at about 16-24 knots
–Rotor outruns the re-circulation of old vortexes and begins to work in relatively undisturbed air.
–Continuously flies into undisturbed air.
Increased efficiency of rotor system.

100
Q

Airflow IGE/OGE

A

IGE:
–Rotor efficiency is increased by ground effect to a height of about one rotor diameter (measured from the ground to the rotor disk)
–Induce flow decrease, This increase in AOA requires a reduced blade pitch angle. This reduces the power required to hover IGE
OGE:
–power required to hover remains nearly constant
–Induce flow increased, decrease in AOA
–increase blade pitch angle creates more drag and more power

101
Q

Dissymmetry of Lift

A
  • -Unequal lift produced by advancing and retreating sections of blade
  • -Blade flapping compensates
  • -Cyclic feathering
102
Q

Self Imposed Stresses

A
  • -Tobacco (increases carbon monoxide bound with hemoglobin. loss of 20% of night vision at sea level. 5k ft physiologic altitude at sea level.
  • -Alcohol creates histotoxic hypoxia. 2k ft above sea level for every ounce. Can impair blood production
  • -Physical Activity (greater demand of O2 can rapidly onset hypoxia
  • -Physical fitness
  • -Diet and Nutrition
103
Q

Fatigue

A

Fatigue is the state of feeling tired, weary, or sleepy that results from prolonged mental or physicalwork, extended periods of anxiety, exposure to harsh environments, or loss of sleep. Boring or monotonoustasks can increase fatigue.
–Acute
Errors, Inattention, Distractability, Accuracy and control, irritability, etc.
–Chronic
Insomnia, depressed, irritability, weight loss, poor judgment, slowed reaction time
–Motivational Exhaustion/Burnout
shut down of various functions of the body.

104
Q

VFR Wx Minimum

A
  • -Destination weather must be forecast to be => VFR minimums at ETA+1hr
  • Class A: N/A
  • Class B: 3miVis, COC
  • Class C/D: 3miVis, 500 below, 1k above, 2k horizontal
  • Class E<10k: 3miVis, 500/1k/2k
  • Class E>10k: 5miVis, 1k1k1sm
105
Q

Fixed Pitch Settings Definition

A

This malfunction involving a LOSS OF CONTROL IN A FIXED PITCH SETTING. Whether the nose of the helicopter yaws left or right is dependent upon the amount of pedal applied at the time of malfunction. Regardless of pedal setting at the time of malfunction, a varying amount of tail rotor thrust will be delivered at all times during flight.

106
Q

Fixed Pitch Low Torque

A

a. Reduce Power (Low TQ)

IND: The nose of the helicopter will turn RIGHT when power is APPLIED.

  • -If helicopter control CAN be maintained in powered flight, the best solution is to maintain control with power and accomplish a RUN-ON LANDING AS SOON AS PRACTICABLE. Use AIRSPEED, THROTTLE, and COLLECTIVE to reduce the sideslip angle at touchdown.
  • -If helicopter control CANNOT be maintained, CLOSE THROTTLE immediately and accomplish an AUTO landing.
107
Q

Fixed Pitch High Torque

A

b. Increased Power (High TQ)

IND: The nose of the helicopter will turn LEFT when power is REDUCED.

  • -Maintain control with POWER and AIRSPEED. (Between 40-70kts)
  • -Continue powered flight to a suitable landing area where a RUN-ON landing can be accomplished.
  • -Execute a run-on landing with power and touchdown speed which will minimize sideslip. Use THROTTLE and COLLECTIVE, as necessary, to control sideslip and heading at touchdown.
108
Q

Loss Tailrotor Effectiveness (LTE) Ch 8

A
  • Loss of the tail rotor effectiveness (LTE) is the occurrence of an uncommanded and rapid right yaw rate which does not subside of its own accord and which, if not quickly reacted to, can result in loss of aircraft control.
  • Correct and timely pilot response to an uncommanded right yaw is critical. If the response is incorrect or slow, the yaw rate may rapidly increase to a point where recovery may not be possible.

TH-67 (3 decks)

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