Ground Emergencies Flashcards
Abort Start Procedures
In the AUTO start mode, if a no start is detected or if a hung
or hot start is projected, the PMU should terminate the start
sequence. However, the engine start should be aborted manually in the following situations
Manual Abort Start situations
• ITT rate of increase appears likely to exceed 1000 °C
(hot start) tell maintenance time and degree of overtemp
• Normal N1 increase is halted (hung start)
• No rise of ITT is evident within 10 seconds after fuel
fuel flow indications (no start)
• BAT BUS annunciator illuminates during the start
sequence
• PCL is moved or the ST READY annunciator extinguishes during the start sequence
If start is initiated with PCL in OFF position, how do you abort?
select auto/reset on STARTER switch
If start is initiated with PCL out of OFF but not past IDLE gate, how do you abort?
either select auto/reset or bring PCL bank to OFF
If start is initiated with PCL past IDLE gate, how do you abort?
bring the PCL back to off
Cautions with Motoring Run Procedure
- if start used external power is aborted (PMU or manual) do not attempt subsequent starts
- Repeated PMU aborted starts attempts are indicative of engine malfunction
During ground starts, what parameters could cause the PMU to abort?
weak battery, high OAT, high pre-start ITT, high density altitude, tailwind
If battery start is aborted (PMU/manual) do you connect external power?
Yes, and attempt restart if no engine malfunctions are evident and no limits exceeded
Motoring Run Procedure
Perform after an aborted start, to clear engine of residual fuel/ lower ITT
- PCL - OFF
- IGNITION switch - NORM
- Propeller area - Clear
- STARTER switch-MANUAL for 20 seconds
- STARTER switch - NORM
Is the starter switch spring loaded from manual to norm?
No
Motor Run starter delay cycle to cool engine
30 sec, 2 min, 5 min, 30 min
FIRE WARNING ON GROUND
- Primary indication is FIRE light with MASTER WARNING with other indications (visual, high ITT, Fluctuating/ high fuel flow)
- Any indication of FIRE shutdown, Emergency ground egress
EMERGENCY ENGINE SHUTDOWN ON THE
GROUND
- PCL - OFF
- FIREWALL SHUTOFF HANDLE - PULL
- Emergency ground egress - As required
5 situations to EMERGENCY ENGINE SHUTDOWN ON THE GROUND
engine fire, prop strike, or chip light; if the aircraft appears likely to depart the prepared surface; or should any other serious ground emergency occur
EMERGENCY GROUND EGRESS
- ISS mode selector – SOLO
- Seat safety pin – Install (BOTH)
- PARKING BRAKE – As required
- Canopy – Open
IF CANOPY CANNOT BE OPENED OR SITUATION
REQUIRES RIGHT SIDE EGRESS: - CFS handle – Rotate and pull (BOTH)
- Release restraints
- BAT, GEN, and AUX BAT switches – OFF
- Evacuate aircraft
Why confirm ISS SOLO during Emergency ground egress?
could lead to inadvertent ejection of one or both seats
Why confirm ejection pin being in?
during egress inadvertent activation of handle could lead to ejection seat activating leading to serious injury/ death
If canopy can’t open CFS system fails in Emergency ground egress fails?
Ejection is only option, assume body position.
How to prevent injury if using CFS?
ensure O2 mask is on and visor down
TAKEOFF EMERGENCIES decision factors
● Runway length and condition, terminal weather conditions and area traffic.
● If any system emergency affecting safety of flight is
experienced prior to liftoff, the takeoff should be aborted.
ABORT
- PCL – IDLE
* 2. BRAKES – AS REQUIRED
After Max braking following an Abort, what are the considerations
Hot brakes could occur from max braking, don’t taxi or park in congested areas until brakes cool, DON’T set parking brake
BARRIER ENGAGEMENT
Don’t call to raise barriers and steer around it, to include departing prepared surface or ejection before entering barrier (so to speak)
Warnings with Barriers
- Significant aircraft damage can be anticipated when engaging a raised web barrier and webbing may preclude normal canopy opening.
- If contact with a lowered BAK-15 is imminent, discontinue braking before reaching lowered barrier, then recommence once past
barrier. In the unlikely event that webbing catches on aircraft, there may be unexpected directional control problems.
