Main/Tail Rotor

Question 1

1) Nr 395 rpm to less than 420 rpm
OR
1) Nr 420 rpm or greater

Answer 1

1) Reduce Nr to within limits, when able

1) Land as soon as practicable

Question 2

1) Nr HI caution light illuminated with Nr HI switch in NORM

2) Nr >= 365 rpm with the Nr HI switch in NORM

Answer 2

Nr 365 rpm System Malfunction (pg 33-34)

1) Nr switch - normal
If failure persists:
2) Airspeed - less than 135 kias
3) Angle of bank 40 degrees maximum
4) Abort mission

(Caution: extended Nr >= 365 above the best rate of climb airspeed, Vy, may cause damage to aircraft systems and has the potential to have long term fatigue effects on the main rotor system)

Question 3

1) One or both Nr gauges fluctuates abnormally or indicates zero

Answer 3

Nr Indicating System Failure (pg 34-35)

1) Monitor other Nr indicator (if operable) or N2
2) Avoid abrupt maneuvers
If one Nr gauge fails:
3) Continue flight as appropriate
If both Nr gauges fail:
3) Abort mission

(Note: the low Nr audio will still function even when the Nr indicator fails)

Question 4

1) Any ULY not attributable to mechanical failure of the tail rotor drive system

Answer 4

Uncommanded Left Yaw (pg 35-36)

1) Immediate full right pedal, maximum deflection
2) Altitude/obstacles permitting, smoothly apply forward cyclic to increase forward airspeed
3) Altitude permitting, reduce collective
4) Nr switch - HI

(Warning: rapidly lowering the collective can initiate or increase an undesirable descent rate. If a large descent rate develops close to the ground/water, the subsequent large collective increase required to arrest the descent prior to ground/water contact may aggravate or re-initiate ULY)
(Caution: gradual pedal input will not arrest increasing rates of yaw. Recovery will lag pedal input. During flight testing, up to 300 degrees of lag has been experienced between pedal application and yaw stabilization. This must not be mistaken for a loss of thrust situation)

Question 5

1) Illumination of the GB CHIP warning light and a TGB CHIP annunciation on the VEMD Caution/Fuel page

Answer 5

TGB Chip Detected (pg 37)

1) Establish safe altitude and airspeed for possible loss of tail rotor thrust
2) Land as soon as possible

Question 6

1) A loss of tail rotor thrust will result in an IMMEDIATE, rapid left yaw acceleration
2) Tail rotor pedals movable but with no apparent effect
3) Abnormal vibration or noise from the tail section
4) Illumination of the GB CHIP warning light and a TGB CHIP annunciation on the VEMD Caution/Fuel page

Answer 6

Loss of Tail Rotor Thrust While Hovering (pg 38)

1) EFSLs - both off
2) Maintain landing attitude
3) Cushion landing with collective

Question 7

1) Uncommanded yaw to the left or right (loss of thrust)
2) Tail rotor pedals movable without effect (loss of thrust)
3) Abnormal vibration or noise from the tail section (loss of thrust or fixed pitch)
4) Possible illumination of the GB CHIP warning light (loss of thrust) with a TGB CHIP annunciation on the VEMD Caution/Fuel page
5) Cannot move pedals either left or right (fixed pitch)

(Warning: if a suitable surface is not available, a power-off autorotative landing to the best available area is required)

Answer 7

Loss of Tail Rotor Thrust in Forward Flight OR Fixed Tail Rotor Pitch (pg 38-40)

1) Directional control - maintain using cyclic and collective
2) Land as soon as practicable; utilize procedure for landing with tail rotor malfunction

Question 8

Powered Landing with Tail Rotor Malfunction

Answer 8

Powered Landing with Tail Rotor Malfunction (pg 40-41)

1) Landing/Hover checklist - complete
2) Approach angle/speed - as required to maintain right yaw (left sideslip)
3) Touchdown - eliminate yaw and drift
4) Rollout - coordinate cyclic and collective to maintain directional control and reduce groundspeed
(Caution: with the collective up and little weight on the tires, light brake application may be sufficient to lock the wheels and cause tire blowout. Rapid lowering of collective after touchdown may result in uncontrollable yaw to the right)
5) Brakes - apply as required

Question 9

Autorotative Landing with Tail Rotor Malfunction

Answer 9

Autorotative Landing with Tail Rotor Malfunction (pg 41-42)

An autorotation with no tail rotor thrust will result in increasing left sideslip (right yaw) as airspeed increases above 50 kias. At 75 kias, bank angles of 10-15 degrees left wing down will be required to maintain heading. As airspeed decreases in the flare, the aircraft will yaw left with a constant collective setting. A right crosswind component of 20-45 degrees is desirable. More crosswind will increase groundspeed without alleviating the sideslip. As the collective is increased to cushion the landing, the aircraft will yaw right.

(Note: placing the engine in the IDLE position allows the option to abort the maneuver, at least until the flare)

if the engines are left at idle, the aircraft will yaw left as the collective is increased to cushion the landing and Nr droops below 345 (torque applied to the rotor). This will aggravate the left yaw already existing due to low airspeed at the end of the flare.

1) Landing/Hover checklist - complete
2) Airspeed - 75 kias
3) Collective - decrease to establish autorotation
4) FADEC control switches - idle
5) 200 ft RADALT - wheels as required
If approach is satisfactory to completion:
6) FADEC control switches - off
7) 125 ft RADALT - initiate flare, inflate floats as required
8) Assume landing attitude, eliminating drift prior to touchdown
9) Collective - cushion the landing