FAM 6N Flashcards
Night Considerations: altitude changes
Any changes in altitude while the aircraft is not under positive IFR control or in an airfield traffic pattern shall be verbalized to the crew. Execute Night/IMC Descent Over Water Procedures per NATOPS ch. 7
Who is required for night/IMC flights?
Aircrewman shall be required for all night flights, flights in IMC, overwater training, and flights with personnel in the cabin area other than temporary flight orders or mh60r qualified aircrewman
One aircrewman shall be required for all SACT events
Two event specific aircrewman shall be required for all TACFORM and CAL/LZ evolutions
Night currency requirements?
Pilots shall not fly at night as PIC unless they are night current. To be considered night current, a pilot shall have flown a minimum of 2.0 night hours within the preceding 45 days
What should you do for night environmental planning?
Deriving illumination for planning and briefing night operations shall be done in accordance with (a.) SUMO, which is included in JMPS, is also authorized for environmental planning
What are night time minimum altitudes?
Over water, unaided, at night = 150’AGL min
Over water, AIDED, at night = 100’AGL min
Required IMC Equipment (16 IMC; 18 IMC over water)
- both FDs
- both cockpit MDs or 2/3 MDs if qualified AW aboard. The WCA page shall be functional
- both EGIs. Valid attitude data shall be provided by both and valid heading data by at least one.
- One ADC, providing pitot-static information on both FDs
- slip/skid indicators on both FDs
- standby magnetic compass with current calibration card
- primary (MC) and backup (BC) mission computers
- radar altimeter, providing information on both FDs
- digital clock
- pitot heat
- windshield wipers
- all backup flight instruments (airspeed indicator, barometric altimeter, and attitude gyro)
- instrument, navigation, and cockpit lighting
- Comms equipment (1. VHF/UHF radio; 2. ICS all crew members; 3. IFF transponder, as required by ATC)
- TACAN or VOR
- SAS 2, Trim, autopilot
- LAWS (over water)
- Altitude hold (over water)
When flying at night time in NS Mayport airspace, what should you have your DH set to?
200’AGL so you don’t overfly the buildings too low
What should you have your DH set to for night time over water flight?
If you are flying below 500’AGL, set DH no lower than 10% less of current/planned altitude. (i.e. you want to fly at 300’AGL, DH shall not be set lower than 270’AGL)
Each pilot’s DH should be set to an altitude determined y the crew that best facilitates CRM.
Each crew member shall be verbalized to the crew their DH settings and activation of warning tones
In addition to night/IMC descent procedures, what should all crew members do?
Acknowledge when an altitude warning system aural tone is activated
(this is NOT expected when operating in a traffic pattern)
ALDIS lamp signals
On the ground
- steady green
- flashing green
- steady red
- flashing red
- flashing white
- alternating red and green
- red pyrotechnic (red flare)
- cleared for T/O
- cleared to taxi
- stop
- taxi clear of landing area (runway) in use
- return to starting point on airport
- general warning signal - exercise extreme caution
- N/A
ALDIS lamp signals
In flight
- steady green
- flashing green
- steady red
- flashing red
- flashing white
- alternating red and green
- red pyrotechnic (red flare)
- cleared to land
- return for landing (to be followed by steady green at proper time)
- give way to other aircraft and continue circling
- airport unsafe - do not land
- N/A
- general warning signal - exercise extreme caution
- notwithstanding any previous instructions, do not land for the time being
ALDIS lamp signals
Ground vehicles
- steady green
- flashing green
- steady red
- flashing red
- flashing white
- alternating red and green
- red pyrotechnic (red flare)
- cleared to cross runway
- N/A
- stop (hold short of runway)
- N/A
- Return to place of origin
- general warning signal - exercise extreme caution
- N/A
Rotating beacon/ALDIS lamp signals for Helicopter and VSTOL Ops
- start engines
- engages rotors
- launch
- recovery
- disengage rotors
- shutdown
- start engines = red
- engage rotors = amber
- launch = green
- recovery = green
- disengage rotors = amber
- shutdown = red
FRPs are ______ to perform a warerwash following the ______ of one engine waterwash evolution under __________.
Qualified,
Satisfactory completion,
The direction of a HAC
Unless otherwise directed by mx control, all aircraft shall:
taxi through the wash rack in the following instances:
- after the last flight of the day for that aircraft
- after each flight where over water hovering was performed
- after shipboard operations
Waterwash aircraft lighting configuration
Day: flashing, bright, upper (smacks), rotor head off
Night: flashing, dim, upper (smacks), rotor head off
Waterwash inject water/cleaner hand signals (day, night)
Day: make gun signal
Night: use daytime hand signal with white thunderstorm utility light on
Night: flashlight is an affirmative signal
What are the 3 ways to provide anti-ice
- engine anti-ice/start bleed valve
- engine inlet anti-ice valve
- envying oil pumping through the scroll vanes
When is engine anti-ice valve open?
- when engine is starting
- when less than 90%Ng to prevent compressor instability
- when greater than 90%Ng it will close unless engine anti-ice is selected ON
What are indications of a malfunctioning anti-ice/start bleed valve?
4 indications:
- ENG ANTI-ICE ON advisory and Ng > 90-94%Ng
- ENG ANTI-ICE ON advisory does not illuminate when Ng < 88%
- ENG ANTI-ICE ON advisory does not illuminate when engine anti-ice switch is in on selections
- No rise in TG when engine anti-ice is selected on (should rise 30-100 degrees C)
With engine anti-ice on, what happens to torque available?
maximum torque available is reduced by up to 18% per engine (because TGT and engine limits are are his sooner?
What does the engine inlet anti-ice valve do?
It routes bleed air into the engine airframe/cowling
What does the engine anti-ice/starter bleed valve do?
It routes bleed air into the swirl vanes and IGVs
Does the pilot have control over the engine inlet anti-ice valve?
No, it is controlled by the Freon bellows valve which has a gas that compresses and expands based on OAT.
Additionally there is an inlet thermal switch after the freon bellows valve that indicates if the valve is open or closed… at 93 degrees C, this switch causes the #1/#2 INLET ANTI-ICE ON advisory to illuminate
What are the temperatures associated with the freon filled bellows valve?
- at <4 degrees C, the valve is fully open
- between 4 and 13 degrees C, the valve is variably open
- at >13 degrees C, the valve is fully closed
When does #1/#2 INLET ANTI-ICE ON advisory appear?
When thermal switch is heated to >93 degrees C
Closed/Open conditions of inlet anti-ice valve
- # 1 and #2 ENG ANTI-ICE - OFF = valve energized closed
- # 1 and #2 ENG ANTI-ICE - ON = valve variably open based on OAT
- # 1 and #2 ENG ANTI-ICE - OFF….DE-ICE MASTER - ON = variably open based on OAT
- De-energized OPEN & NOOOOO DC PRI Bus power = bleed air entry is controlled by freon-filled bellows that react to ambient temp
Warning associated with engine inlet anti-ice valve
Illumination of the INLET ANTI-ICE ON light when OAT is above 13 degrees C is an indication of a faulty engine inlet anti-ice modulating valve. The resultant loss of power could be a maximum of 49% when the engine anti-ice system is activated
Where does the air heated by the oil pumping through the scroll vanes go?
the air heated by the scroll vanes is vented overboard through the IPS and does NOT provide protection to the air entering the compressor section of the engine
Engine anti-ice/start bleed valve malfunction
non-memory
N: loss of electrical power to the engine will result in engine anti-ice activation regardless of engine anti-ice or DE-ICE MASTER switch position, reducing max torque available by up to 18%. With a malfunctioning inlet anti-ice valve, torque available can be reduced by as much as 49%
W: a malfunctioning engine anti-ice/start bleed valve may cause engine flameout during flight when the collective is full down, such as during quick stops and autorotative flight
Single EGI Failure
non-memory
Cause: SELECTED EGI FAIL advisory will only display if the EGI primary select mode is in manual, and the manually-selected EGI fails. Depending on the nature of the EGI failure, indications may include:
- MASTER CAUTION caution
- AFCS DEGRADED caution
- ATT, CPLR, CORD, AUG, A/S, & HDG fail advisories (on the cubes)
- equipment status table NO-GO status for the NAV subsystem
N: Do not initiate a TEST > AUTO or TEST > MANUAL via the DIAG page for troubleshooting EGI issues. It will cause an EGI to freeze and require EGI battery removal to clear the problem
W1: altitude changes of +/- 40 ft may occur with an EGI failure while in a coupled hover
W2: Pulling CBs for the working EGI will result in a. dual EGI failure
Dual EGI Failure
- Backup instruments - scan as required
- # 1 and #2 EGI power switches - OFF then ON
N: do not initiate a manual or auto test via the DIAG page for troubleshooting EGI issues. It will cause the EGI to freeze and require maintenance to remove the batteries to clear the problem
Minimum A/C equipment for night flight over water
- LAWS (low altitude warning system)
2. Altitude hold (RADALT or BARALT)
Night/IMC Descent over water notes and warning
W: Failure to follow night/IMC descent procedures over water may lead to a loss of situational awareness and result in water impact
N1: Prior to commencing night/IMC descents over water, BARALT should be synced to the RADALT
N2: descents should be commenced and conducted in a wings-level attitude when circumstances allow
N3: altitude hold shall be used in level flight at 500’AGL and below
N4: LAWS tones shall be verbally acknowledged by pilot and copilot
Night/IMC descent over water procedure (descent portion)
- PAC reports “on instruments” and states leaving altitude, intended altitude, and variable LAWS index position (i.e. set below the intended altitude)
- PNAC acknowledges descent commencement, intended, and LAWS variable index position
- AW acknowledges the intended altitude (during the descent, the AW should monitor the altitude via the NAV PARAMETERS table or the altitude display to the maximum extent permitted by the tactical situation)
Night/IMC descent over water procedure (level off portion)
- as the helicopter nears the intended altitude, the PNAC reports 200ft and 100ft prior
- when level, the PAC reports “level” and “altitude hold engaged”
Instrument takeoff
- trimmed for level flight
- 5 degrees down +/-2 until no earlier that 20’AGL
- 500 fpm climb
