Fam 3

Question 1

Ground resonance causes

Answer 1

1. CG of rotating blades traversing off-center (abnormal lead/lag blade condition)
2. Blade is badly out of track
3. Malfunctioning damper
4. Peculiar set of landing conditions (?)

Question 2

Ground resonance procedure

Answer 2

1. Immediately reduce collective
2. PCLs - OFF
3. rotor brake - ON
4. brakes - apply

Question 3

Hung droop stops

Answer 3

1. Reengage rotor to greater than 75% Nr

Note: when operating in cold weather, consideration should be given to turning BLADE DE-ICE control panel power to the power on position. This will activate the droop-stop heaters and aid the droop stops in seating

Question 4

When is the LOW ROTOR RPM warning activated

Answer 4

When vertical instrument is less than 96% (avoid range)

Question 5

What are some notes assoicated with the rotor brake caution EP?

Answer 5

1. Consideration should be given to performing the applicable steps of the Immediate Landing/Ditching emergency procedure
2. A minimum power airspeed and low altitude flight profile is recommended (80’/80 KIAS) to permit a quick flare followed by ditching should a fire occur
3. Secondary indications include: smoke, fire, and noises

Question 6

MAIN XMSN OIL HOT caution

Answer 6

MGB oil temp sensor activated when >/= 117°C

Question 7

MAIN XMSN PRESS HI caution

Answer 7

MGB oil px > 130 psi on vertical instruments

Question 8

MAIN XMSN PRESS LOW caution

Answer 8

Xmsn oil px sensor in #1 accessory module activated when <14psi

Question 9

1/#2 ACCESORY CHIP caution

Answer 9

Chips detected in accessory module

Question 10

MAIN XMSN CHIP caution

Answer 10

Chips detected in MGB sump

Question 11

MAIN XMSN OIL HOT advisory

Answer 11

1. Caution is NOT triggered

2. MGB oil temp is >/= 105°C on VERTICAL INSTRUMENTS

Question 12

MAIN XMSN PRESS HI advisory

Answer 12

1. Caution NOT triggered

2. MGB oil px between 65-130psi

Question 13

MAIN XMSN PRESS LO advisory

Answer 13

1. Caution NOT triggered
2. MGB oil px = 30psi on VERTICAL INSTRUMENT
3. NR >/= 25%

Question 14

Possible indications of main transmission imminent failure include

Answer 14

1. Yaw attitude excursions with no control input
2. Increased power required for a fixed collective setting
3. Failure of main generator or hydraulic pump
4. Increased noise
5. Increased vibration levels
6. Abnormal fumes in the cabin

Question 15

Main transmission 2nd warning

Answer 15

Operation of the main gearbox with no oil px may result in failure of the tail rotor drive takeoff pinion gear and subsequent loss of tail rotor drive

Question 16

Main transmission malfunction 3 notes

Answer 16

1. Consideration should be given to performing the applicable steps of the Immediate Landing/Ditching emergency procedure and transiting at a minimum power airspeed and low altitude flight profile (80’/80KIAS) to permit a quick flare followed by an immediate landing/ditching
2. A loss of all main transmission lubricating oil may result in unreliable temperature indications from the main transmission temperature gauge and temperature sensor (caution)
3. Continued operations in the precautionary range for temperature and px are acceptable provided that the ambient conditions corresponding with the guidance set forth in transmission limitations section of ch 4

Question 17

INPUT CHIP caution note

Answer 17

Consideration should be given to returning the engine PCL to fly for landing

Question 18

TAIL/INT XMSN MALFUNCTION imminent indications

Answer 18

1. Strong medium frequency vibrations
2. Hot metal fumes
3. Any other associated indications

Question 19

When does burn off feature in chip detectors deactivate?

Answer 19

At 140°C

Question 20

At what temp does INT/TAIL XMSN OIL HOT caution illuminate?

Answer 20

Temp >14°C

Question 21

What type of landing should you do if you have a TGB or IGB failure?

Answer 21

• running landing
• no hover landing

Should be executed as conditions dictate

Question 22

2 warnings with tail/int xman malf

Answer 22

1. High power settings require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure
2. 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

Question 23

What is the first indication of a loss of tail rotor control?

Answer 23

Uncommanded yaw of helicopter (left or right)

Question 24

Control cable failures

Answer 24

1. Typically indicated by TAIL ROTOR QUADRANT caution
2. With 19,500#, in HOGE, level flight can be achieved between 25-145 KIAS (outside this range helo tends to yaw right. Reduce collective or adj airspeed to return to the control range)

Question 25

Boost servo failure

Answer 25

1. If #1 hyd pump and backup pump fail, the T/R servos aren't being pressurized at all....HOWEVER, yaw boost servo IS still pressurized 2. Normal yaw control is 40-120kias. Outside that range, aero loads > yaw servo 3. Roll on landing at >40 Kias is recommended

Question 26

Restricted flight controls

Answer 26

1. Yaw trim malfunction = 30# 2. Jammed yaw trim actuator = 80# 3. yaw boost servo hardover = 250#

Question 27

Loss of tail rotor control 2 warnings

Answer 27

1. Servo hardcovers in the yaw channel may result in loss of tail control. Consideration should be given to securing the SAS/BOOST and/or TRIM as necessary 2. If the tail rotor control cables are damaged, the hydraulic transients associated with switching the tail rotor servo from NORM to BKUP may cause cstostraupuic damage to the tail rotor controls

Question 28

Loss of tail rotor control 4 notes

Answer 28

1. A momentary uncommanded right yaw will occur when the tail rotor service switches from norm to bkup in a hover. The rate and magnitude will primarily depend on power required and wind direction/magnitude 2. Following the appearance of the #1 TAIL RTR SERVO caution without the associated BKUP 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 approx. 40 kias, more pronounced effects of loss of rail rotor control may be apparent. 3. After touchdown, rapid reduction of the collective or PCLs may cause excessive and uncontrollable yaw rates 4. If an uncontrollable right yaw is developed at too low of an airspeed, loss of waveoff capability may result. Increasing collective may increase yaw to unrecoverable rates. Performing loss of tail rotor drive altitude and airspeed not sufficient to establish autorotation procedures may be required

Question 29

LTA causes and id

Answer 29

- Pr>Pa - high, humid, hot, heavy - sluggish left pedal - Nr droop causes Q to increase witch causes Pa to drop (t/r can't produce enough thrust to equalize the high torque) - helo snaps right

Question 30

LTE causes and id

Answer 30

- WIND RELATED/environmental factors - low airspeed with high pwr - Nr, GW, DA

Question 31

LTE/LTA recovery

Answer 31

1. Lower collective (reduce torque and arrest right yaw) 2. Fwd cyclic (increase airspeed, this reduces thrust required) 3. FULL left pedal

Question 32

LTE wind zones

Answer 32

060-120 = aoa reduction 120-240 = weather vaning 210-330 = t/r vrs 280-330 = main rotor disc vortex

Question 33

Loss of tail rotor drive

Answer 33

Nose WILL yaw right regardless of airspeed

Question 34

Loss of tail rotor drive alt/as sufficient game plan and 2 warnings

Answer 34

Every effort should be made to establish autorotstive glide at or above min rate of descent airspeed (about 75 kias) 1. Attempting to continue flight with uncontrolled yaw rates and forward speed will result in total loss of aircraft control regardless of PAC inputs 2. Altitude hold will remain engaged unless deselected. If the collective TRIM RLSE button is not depressed the AFCS will attempt to maintain aircraft attitude through the collective trim servo. AFCS commanded collective movement can result in an accelerated yaw rate

Question 35

Loss of tailnrotor drive alt and a/s NOT sufficient game plan and caution

Answer 35

Every effort should be made to establish an autorotative glide at or above min rate of descent (75 kias) IMMEDIATE collective reduction to control yaw is required Rate of rotation is directly proportional to the main rotor torque Caution: altitude may have ti be adjusted based on rate of yaw and/or turn

Question 36

TAIL ROTOR QUADRANT caution

Answer 36

Tailnrotor quadrant light = one OR both cables are broken If you still have yaw control it means only one broke. Caution: if the helicopter is shutdown and/or hydraulic power is removed with one tail rotor cable failure, disconnect of the other tail rotor cable will occur when force from the boost servo cannot react against control cable quadrant spring tension. The quadrant spring will displace the cable and servo piston enough to unlatch the quadrant cable