Memory EP's

Question 1

Engine Failure at High Airspeed and Low Altitude

Answer 1

*1. Cyclic — Immediately apply aft.
*2. Autorotate.
-W: Rapid cyclic movement may cause mast
bumping.

Question 2

Indications:

1. Torque Gauge Flashes twice per second.
2. TRQ Caution Light flashes twice per second.
3. Torque limit exceeded.
4. Ng, Nf, or Nr limits exceeded.

Answer 2

OVERTORQUE
If overtorque exceeding 120%:
*1. Land as soon as possible.
If overtorque less than 120%:
*2. Land as soon as practical.
OVERTEMP
*1. Land as soon as possible.
OVERSPEED
*1. Land as soon as possible.

Question 3

Indications:

1. Popping, rumbling or loud banging.
2. Abnormal vibrations.
3. Rapid rise or fluctuations in TOT.
4. Torque fluctuations with yaw kicks.
5. Ng fluctuation.
6. Loss of power.

Answer 3

COMPRESSOR STALL
*1. Collective — Lower.
*2. ENG Anti-ice switch — ON.
*3. Cabin Heat Valve — ON.
*4. Check power available.
If power is insufficient to maintain level flight:
*5. Autorotate.
*6. Twist grip — Flight Idle.
If power is sufficient to maintain level flight:
*7. Land as soon as possible.

-W: This emergency may result in engine failure.
-N0: If PA>PR to hover, a normal approach…
-N1: Power (collective) reduction will often eliminate
compressor stalls.
-N2: Power available is considered sufficient if level
flight can be maintained with Nr at 90 percent
or higher.
-N3: If some usable power exists but level flight
cannot be maintained, that power, if sufficient,
may be utilized to effect a landing or minimize
rate of descent enroute to suitable site for
autorotation.
-N4: Depending on time, altitude, and suitability of the landing site the pilot may attempt to increase the
twist grip after the compressor stall has cleared
to affect a power on landing. Increasing the twist
grip may re-aggravate the compressor stall.

Question 4

Indications:

1. Low Nr.
2. Low Nf.

Answer 4

*1. Collective — Lower as required to maintain a
minimum of 90% Nr.
*2. Twist grip — Full open.
*3. GOV RPM — Full increase.
If underspeed persists:
*4. Check power available.
If power is not sufficient:
*5. Autorotate.
If sufficient power is available:
*6. Land as soon as possible.

-W: This emergency may result in engine failure.
-N1: If the pilot inadvertently rotates the twist grip out of the FULL OPEN position, it will create conditions that resemble underspeed indications. If the aircrew determines these conditions were induced by the pilot, flight may be continued once conditions return to normal.
-N2: Power available is considered sufficient if level
flight can be maintained with Nr at 90 percent
or higher.
-N3: If some usable power exists but level flight
cannot be maintained, that power, if sufficient,
may be utilized to effect a landing or minimize
rate of descent enroute to suitable site for
autorotation.
-N4: Depending on time, altitude, and suitability of the landing site the pilot may attempt to increase the
twist grip after the compressor stall has cleared
to affect a power on landing. Increasing the twist
grip may re-aggravate the compressor stall.

Question 5

Indications:

1. Nr increase.
2. Nf increase.
3. Ng increase.
4. TOT increase.
5. Right yaw.
6. Engine noise increase.

Answer 5

Engine Overspeed (Nf) Rotor RPM (Nr)
*1. Twist grip — Reduce (to maintain Nf/Nr in
operating range).
*2. Collective/twist grip — Coordinate.
*3. Land as soon as possible.

Question 6

If TOT is fluctuating, it will be fluctuating in the same
direction as Ng due to erratic fuel scheduling.
Indications:
1. Erratic Nf /Nr.
2. Fluctuating Ng and/or TOT.

Answer 6

Fuel Control Failure
Procedures:
*1. Collective — Adjust as required to maintain Nr in
operating range.
*2. Twist grip — Adjust as required to maintain Nf in
operating range.
*3. Land as soon as possible.

-W: This emergency may result in engine failure.

Question 7

Engine Restart in Flight

Answer 7

*1. Ng — Note.
If Ng is below 12 percent:
*2. Twist grip — Close.
*3. Starter — ON.
*4. At 12 percent Ng, Twist grip — Full open.
If Ng is 12 percent or above:
*5. Starter — ON.
*6. At 58 percent Ng, starter — OFF.
If light-off occurs:
*7. Land as soon as possible.

-N1: Ng will not decrease below minimum starting
speed within 10 seconds because of rotational
inertia plus possible ram effect. The twist grip
can be left full open, since fuel flow during the
start will be on the normal start acceleration
schedule.
-N2(C): Main generator and BUS/TIE RELAY -C- may
need to be reset.

Question 8

Indications:

1. Nr decrease.
2. Nf indication higher than Nr.
3. Left yaw.
4. Loud bang/sound of overspeeding engine.
5. Low torque.

Answer 8

Main Drive Shaft Failure
*1. Autorotate.
*2. Twist grip — Adjust, if necessary, to maintain Nf
in operating range.
When on deck:
*3. Emergency shutdown — Complete.

-W1: The engine must continue to operate to provide
tail rotor drive. Tail rotor authority may be lost if
Nf is allowed to go below 80 percent.
-N1: The Nf governor should bring the Nf back to
100% with the twist grip full open.

Question 9

Indications:
1. Illumination of the ENG CHIP and CLEAR CHIP
Caution Lights.

Answer 9

Engine Chip
*1. Check for secondary indications.
If secondary indications exist:
*2. Land as soon as possible.
If no secondary indications exist, proceed as follows:
First chip light:
*3. Press CLEAR CHIP.
If ENG CHIP remains:
*4. Land as soon as possible.
If ENG CHIP extinguishes:
*5. Note time and continue flight.
Second chip light:
If within 30 minutes of the first:
*6. Land as soon as possible.
If more than 30 minutes have elapsed since the first
light:
*7. Press CLEAR CHIP and proceed as with the first
light.
Any subsequent chip light within 50 hours of first:
*8. Land as soon as possible.

Question 10

Abort Start

Answer 10

*1. Twist grip — Close.
*2. Starter — OFF after TOT stabilizes at 400 °C or
below.

Question 11

Abort Start Conditions

Answer 11

1. Battery voltage stabilized below 17V.
2. TOT fails to rise after twist grip rotated to flight
   idle and Ng fails to rise above 20 percent (igniter
   failure).
3. TOT rises more slowly than normal and Ng rises
   slowly and stabilizes (hung start).
4. TOT exceeds limits and TOT caution light flashes
   twice per second (hot start).
5. Engine Oil Pressure remains at 0 PSI.
6. Rotors not turning by 25 percent Ng.
7. Transmission Oil Pressure not indicated by 30
   percent Nr.

Question 12

1. Sharp two-rev knocking.

Answer 12

Mast Bumping
If mast bumping is suspected:
*1. Establish positive G load and/or balanced flight
(as required).
*2. Land immediately.

-N1: If mast bumping occurs while on deck,
maintenance action is required prior to flight.

Question 13

Indications:
1. Abnormal transmission temperature or
pressure indications.
2. TRANS OIL PRESS caution light.
3. TRANS OIL TEMP caution light.
4. TRANS CHIP and CLEAR CHIP caution lights
and/or:
5. Abnormal sound from the transmission area.

Answer 13

Transmission Malfunction
If failure is imminent:
*1. Land immediately.
*2. Shoulder harness — Lock.
If failure is not imminent:
3. Land as soon as possible.

-N1: Possible indications of a transmission failure may
include yaw attitude excursions with no control input,
an increase in power required for a fixed collective
setting, increased noise, or increased vibration
levels.
-N2: Transiting at a minimum power required airspeed and low altitude may permit a quick flare and immediate landing in the event of an imminent
transmission failure.

Question 14

Indications:

1. “TRANS CHIP” and “CLEAR CHIP” caution lights.

Answer 14

Transmission Chip
First TRANS CHIP caution light:
*1. Check for secondary indications.
If secondary indications exist:
*2. Transmission Malfunction Procedure – Perform.
If no secondary indicationsexist:
*3. Press CLEAR CHIP.
If TRANS CHIP caution light remains illuminated:
*4. Transmission Malfunction Procedure — Perform.
If TRANS CHIP light extinguishes:
*5. Note the time and continue flight.
Second TRANS CHIP caution light.
If within 30 minutes of the first:
*6. Transmission Malfunction Procedure — Perform.
If more than 30 minutes have elapsed since the first
TRANS CHIP caution light:
*7. Proceed as with the first TRANS CHIP caution
light.
Any subsequent TRANS CHIP caution light within 50
hours of the first:
*8. Transmission Malfunction Procedure — Perform.

Question 15

Indications:
1. Nf/Nr married during shutdown.
2. Nf/Nr married above 100 percent during
autorotational flight.

Answer 15

Sprag Clutch Seizure

• 1. Ensure twist grip is full open.
• 2. Land as soon as possible.

-N1: If suspected during a practice autorotation,
execute a waveoff.

Question 16

Indications:
1. Pedal input has no effect on helicopter trim.
2. Right yaw (left sideslip).
3. Left roll of fuselage along the longitudinal axis.
4. Loud bang.
Delayed-Onset Indications:
1. High frequency vibrations.
2. Whining, grinding.
3. Yaw kicks, often during power changes.
4. Restricted or difficult movement of pedals.
5. Unusual pedal positions.

Answer 16

Complete Loss of Tail Rotor Thrust
In a hover:
*1. Twist grip — Flight idle.
*2. Cyclic — Eliminate drift.
*3. Collective — Increase to cushion landing.
Transition to forward flight or hover/air taxi:
*1. Twist grip — Flight idle.
*2. Cyclic — Eliminate sideward drift.
*3. Collective — Increase to cushion landing.
At altitude:
*4. Autorotate.
If yaw is not controllable:
*5. Twist grip — Flight idle immediately.
If yaw is controllable:
*6. Continue powered flight and set up to a suitable
landing area at or above minimum rate of descent
autorotational airspeed.
*7. Autorotate.
*8. Twist grip — Rotate to flight idle prior to
touchdown.

-W: • Autorotation may be the safest option. Attempting
to control a loss of tail rotor thrust in powered
flight requires considerable skill and may result in
loss of aircraft control.
• Airspeed indications during side-slip are
unreliable. At airspeeds below approximately
50 knots, the side-slip may suddenly become
uncontrollable, and the helicopter will begin an
unrecoverable vertical axis “flat spin”.
• If attempting to achieve higher airspeeds, care
must be taken to avoid excessive cyclic inputs
coupled with large power settings that could lead
to mast bumping or rapid nose tucking.
In the autorotation, maintain airspeed above
minimum rate of descent airspeed until flare to
avoid loss of yaw control.
• Once the engine is secured, in the absence
of torque, the lift produced by the vertical fin
may tend to yaw the nose to the left at faster
speeds. As airspeed slows and Nr decays, the
decelerating rotorhead and swashplate friction
will create additional left yaw, increasing the
chance for rollover. Depending on landing profile,
consideration should be given to leaving twist grip
open until pulling collective at the bottom of the
autorotation to allow control of yaw with twist grip.

Question 17

Indications:

1. Illumination of “T/R CHIP” caution light.
2. Illumination of “CLEAR CHIP” caution light.

Answer 17

Tail Rotor Chip Caution
*1. Land as soon as possible.

-W: • This emergency may result in Complete Loss of
Tail Rotor Thrust.
• High power settings may result in loss of
aircraft control in the event of the Loss of
Tail Rotor Thrust. Increased power settings
required to accomplish a normal approach may
ultimately precipitate the complete failure of a
malfunctioning tail rotor.

Question 18

Right Yaw Indication: Pilot unable to control right yaw
in a hover with pedal input. If power is increased, it will
aggravate the degree of yaw.
Left Yaw Indication: Pilot unable to control left yaw in
a hover with pedal input. If power is decreased, it will
aggravate the degree of yaw.

Answer 18

Fixed Pitch Pedal in a Hover — Right Yaw:
If rate of rotation is not excessive and landing surface
is smooth and firm:
*1. Collective — Decrease to effect a power-on
landing.
If rate of rotation is excessive or landing surface is
unsuitable for a power-on landing:
*2. Twist grip — Reduce as nose approaches
windline.
*3. Cyclic — Eliminate drift.
*4. Collective — Increase to cushion landing.
Fixed Pitch Pedal in a Hover— Left Yaw:
If rate of rotation is not excessive and landing surface
is smooth and firm:
*1. Collective – Decrease to affect a power-on
landing.
If rate of rotation is excessive or landing surface is
unsuitable for a power-on landing:
*2. Smoothly increase collective to stop the left yaw.
*3. When the left yaw has stopped, smoothly
decrease collective to set up for a landing.
*4. Eliminate lateral drift with cyclic as the aircraft
settles.
*5. Continue to smoothly lower collective once on
deck to control yaw and transfer aircraft weight
to the skids.

-N1: • Steps 2 and 3 may need to be repeated until
acceptable yaw conditions are established for
landing.
• Twist grip manipulation may be required to aid
recovery.

Question 19

Loss of Tail Rotor Effectiveness

Answer 19

*1. Pedals — Full left.
*2. Collective — Lower (as altitude permits).
*3. Airspeed — Increase.
If spin cannot be stopped:
*4. Autorotate

Question 20

High-Frequency Vibration

Answer 20

*1. ECS — OFF.
If vibrations continue:
*2. Land as soon as possible.
If vibrations cease:
*3. Land as soon as practical

-W1: • Be prepared to execute Complete Loss of Tail
Rotor Thrust procedures.
• Increased power settings required to accomplish
a normal approach may ultimately precipitate
the complete failure of a malfunctioning tail
rotor. Be prepared for uncommanded right yaw
in the event of complete loss of tail rotor thrust
during the approach. Consideration should be
given to maintaining an autorotative

Question 21

Indications:
1. Cyclic/collective control displaces to abnormal
position.
2. Pilot control of cyclic/collective is difficult or
impossible.

Answer 21

Hydraulic Power Cylinder Malfunction
*1. HYDRAULIC BOOST switch — OFF.
*2. Helicopter — Regain control.
*3. Airspeed — Adjust (to obtain most comfortable
control movement level).
*4. Land as soon as possible.

-W1: Hydraulic system will not secure if HYD BOOST
circuit breaker is out and the pilot will be unable
to maintain control of the aircraft.
-W2: In the event of a complete loss of electrical
power -B- or a loss of electrical power to
the ESS No. 2 bus (e.g., failure of the Main
Generator and Main Battery), -C- , the hydraulic
system will reenergize in the malfunction mode.
The pilot will be unable to override the hydraulic
boost solenoid.

Question 22

Indications:

1. BATTERY HOT Caution Light.

Answer 22

• 1. BAT Switch — Off.
• 2. Land as soon as possible.

-N1(C): Switching the Main Battery Off opens the
main battery relay, which causes the “STBY
BATT ON” light to illuminate. As long as the
ESS No. 1 bus is being powered normally, the
standby battery will not be depleted.

Question 23

Indications:

1. BATTERY TEMP Caution Light.

Answer 23

*1. BAT Switch — Off.
*2. Flight may be continued.
-N1(C): Switching the Main Battery Off opens the
main battery relay, which causes the “STBY
BATT ON” light to illuminate. As long as the
ESS No. 1 bus is being powered normally, the
standby battery will not be depleted.

Question 24

Indications:

1. FUEL PUMP caution light.
2. Indicated fuel pressure of zero (dual-pump failure).

Answer 24

Fuel Boost pump failure
*1. Descent — Initiate if above 6,000 feet PA and
flight permits.
*2. Fuel pressure and quantity — Note.
If both fuel boost pumps have failed (fuel pressure at
zero):
*3. Land as soon as possible.
If only one boost pump has failed (fuel pressure 4 to
30 psi):
4. Land as soon as practicable.

-W1: With one or both boost pumps inoperative, 10
gallons is unusable.
-W2: Dual boost pump failure may lead to engine
failure

Question 25

Indications:

1. A/F Caution Light.

Answer 25

Airframe Fuel Filter Caution

• 1. Land as soon as possible.
• W1: This Emergency may result in Engine Failure

Question 26

Indications:

1. Unusual fuel usage.
2. Fuel fumes in cockpit.
3. Streaming fuel.

Answer 26

Suspected Fuel Leakage
*1. Land as soon as possible.
If time and altitude permit:
*2. Transmit position and intentions.
*3. Unnecessary electrical equipment — Secure.
When on deck:
4. Emergency Shutdown — Completed.

-W1: If an air leak exists in the fuel lines between the
boost pumps and engine, turning off all electrical
power could cause an engine flameout due to a
total loss of boost pump pressure.

Question 27

Indications:

1. Fire light.
2. Smoke.
3. Flames.

Answer 27

Engine Fire in Flight
*1. Confirm existence of fire.
If fire exists:
*2. Land immediately.
*3. Emergency shutdown — Complete .
If fire not confirmed:
*4. Land as soon as possible.
*5. Emergency Shutdown — Complete after landing.

-W1: This Emergency may result in Engine Failure

Question 28

Fuselage Fire

Answer 28

• 1. Land immediately.
• 2. Emergency shutdown — Complete.

-W1: Fire extinguisher fluid vapors are dangerous;
fire extinguisher use should be limited to a
well-ventilated area. A moving TH-57 with the
cabin vents and windows open is considered to
be a well-ventilated area.

-N1: A sideslip may be desirable to keep the flame
from spreading.

Question 29

Unknown origin
Indications:
1. Smoke.
2. Fumes.
3. Sparks.
4. Loadmeter shows excessive load.
5. Dc voltmeter shows a decrease in voltage.

Answer 29

Electrical Fire – Unknown Origin
*1. BAT switch — OFF.
*2. -C- STBY GEN switch — OFF.
*3. -C- If in VMC, STBY ATT IND switch — OFF.
*4. MAIN GEN switch — OFF.
If fire persists:
*5. Land immediately.
*6. Emergency Shutdown — Complete.
If fire extinguishes:
*7. Land as soon as possible.

Question 30

Known origin
Indications:
1. Smoke.
2. Fumes.
3. Sparks.
4. Loadmeter shows excessive load.
5. Dc voltmeter shows a decrease in voltage.

Answer 30

Electrical Fire – Known Origin
*1. Affected equipment — Secure.
*2. Affected circuit breakers — Pull.
If fire persists:
*3. Electrical Fire — Unknown Origin procedure —
Execute.
If fire extinguishes:
*4. Land as soon as practicable.

Question 31

Indications:

1. Fumes in cockpit.
2. Smoke in cockpit.

Answer 31

Smoke and Fume Elimination
*1. ECS and DEFOG blower — OFF.
*2. Vents/windows — Open.
If fire persists:
*3. Slip or skid aircraft to eliminate smoke and fumes.
If source of the smoke and/or fumes cannot be
identified:
*4. Land as soon as possible.

Question 32

Indications:

1. TOT rises above 400 °C.
2. Flames or smoke coming from engine.

Answer 32

Post Shutdown Fire (Internal)

• 1. Starter — Engage.
• 2. Fuel valve — OFF.
• 3. Igniter circuit breaker — Pull.
• 4. Starter — Secure after fire is extinguished.

Question 33

Immediate Landing/Ditching
• Jettisoning the left cabin door in forward flight
may cause catastrophic damage to the tail rotor.
• Failure to remain strapped in the aircraft until
all violent motion stops may result in injury or
incapacitation.

Answer 33

Immediate Landing/Ditching
*1. Crew and Passengers — Alert.
*2. Harness — Lock.
*3. Mayday — Transmit.
*4. Transponder — Emergency.
*5. Doors — Open/Jettison — As required.
After landing:
*6. Emergency Engine Shutdown — Execute.
If water landing:
*7. Underwater Egress — Execute.

Question 34

Underwater Egress
• Inflation of LPU inside of aircraft will impede
egress.
• Failure to jettison doors prior to water entry may
prevent opening of doors until cabin fills with
water. Cabin misalignment due to water landing
may also prevent opening of doors.
• Failure to disconnect ICS cords may impede
egress.

Answer 34

*1. SEBD — Don, as required.
*2. Communication cords — Disconnect.
*3. Doors — Open/Jettison.
*4. Place hand on known reference point.
Once all violent motion has stopped:
*5. Shoulder harness/lapbelt — Release.
*6. Exit helicopter
After Egress:
*7. Swim clear and inflate LPU.

Question 35

Emergency Shutdown
Indications:
1. Fire warning light illuminated.
2. Smoke.
3. Fuel fumes.
4. Fire.
5. Indication from ground personnel.
6. Grinding noises or apparent drive train damage.

Answer 35

*1. Twist grip — Close.
*2. Fuel valve — OFF.
*3. BAT switch — OFF.
*4. -(C)- STBY ATT IND switch — OFF.
*5. -(C)- Rotor brake — Engage immediately.
*6. Helicopter — Egress, as required. Use fire bottle
or get clear of the aircraft as applicable..

Question 36

Indications:

1. OAT less than 4 degrees C, and
2. Visible moisture.

Answer 36

ICING
*1. ENG ANTI-ICING — ON.
*2. PITOT HEAT switches — HEAT.
*3. -(C)- Alternate static source knob — As required.
*4. Descend or climb to a warmer temperature or
vacate clouds/moisture.
If unable to get clear of icing conditions:
*5. Land as soon as possible.

Question 37

Indications:

1. Erratic gauge fluctuations, or
2. Engine oil pressure not within normal range, or
3. Transmission oil pressure not 30 to 70 psi.

Answer 37

Engine or Transmission Oil Pressures
If engine oil is exhibiting abnormal indications:
*1. Land as soon as possible.

If transmission oil is exhibiting abnormal indications:
*2. Transmission malfunction procedure- perform
-W1: Excessive power changes may expedite engine
or transmission failure.
-N1: Illumination of the TRANS OIL PRESS caution
light is common, while the twist grip is at flight
idle; however, the gauge should indicate positive
transmission oil pressure.

Question 38

Indications:

1. Temperature limit exceeded, or
2. Gauge fluctuates, or
3. Gauge indicates zero.

Answer 38

Engine or Transmission Oil Temperature Malfunction
If engine oil temperature gauge indicator exceeds red line limitations:
*1. Land as soon as possible.

If transmission oil temp exceeds red line limitations:
*2. Transmission malfunction procedure- perform
If either oil temperature gauge fluctuates or falls to zero:
*2. Land as soon as practical

Question 39

Indications:
1. Airspeed, vertical speed, or altimeter fluctuates
erratically or gives false indications, and
2. Power and attitude instruments are normal

Answer 39

Pitot-Static Instruments
*1. PITOT HEAT switch(es) — HEAT.
If pitot heat does not remedy the situation, accomplish
the following:
*2. -(C)- Alternate static source knob — Pull.
If icing conditions are present:
*3. Icing procedures — Execute.
If icing conditions are not present:
*4. Land as soon as practicable.

Question 40

Indications:
1. Progressively increasing two-per-revolution
vibrations.
2. Loss of longitudinal control and severe feedback
in the cyclic.
3. Violent vertical nose oscillations independent of
cyclic position.

Answer 40

Rotor Blade Stall

• 1. Severity of maneuver — Decrease.
• 2. Collective — Lower.
• 3. Airspeed — Decrease.
• 4. Altitude — Descend, if flight permits.
• 5. Rotor rpm — Increase.

-W1: Entry into severe blade stall can result in
structural damage to the helicopter which could
lead to loss of aircraft, injury, or death.

Question 41

Causes:
1. Rates of descent greater than 800 fpm at
airspeeds less than 40 KIAS.
2. High, steep, downwind approaches.
Indications:
1. Rapid descent rate increase.
2. Increase in overall vibration level.
3. Loss of control effectiveness.

Answer 41

Vortex Ring State
*1. Controls — As required to clear vortex ring state..
If impact is imminent:
*2. Level skids to conform to terrain.

Question 42

Indications:
1. Uncommanded descent with torque at maximum
available.
2. Rotor droop.
3. Loss of tail rotor authority.

Answer 42

Power Required Exceeds Power Available
*1. Collective — Lower as required to maintain a
minimum of 90% Nr.
*2. Twist grip — Full open.
*3. Angle of bank — Level wings.
*4. Airspeed — 50 KIAS (minimum power required
airspeed).
*5. Jettison — As required.
If impact is imminent:
*6. Level skids to conform to terrain.
*7. Cushion the landing.

Question 43

Indications:
1. Excessive roll rates about a pivot point when lift
approximately equals weight.
2. Lateral control becomes sluggish or ineffective.
3. Cyclic contacts lateral stop.

Answer 43

Dynamic Rollover

• 1. Collective — Lower to stop the roll.
• 2. Cyclic — Neutral.

-W1: • With one skid on the ground and thrust
approximately equal to the weight, if the lateral
control becomes sluggish or ineffectual, contacts
the lateral stop, or if bank angle or roll rates
become excessive (15° or 10° per second
respectively), the aircraft may roll over on its side.
• Failure to keep the aircraft in trim during takeoff
or landing could result in dynamic rollover.

Question 44

Indications:

1. Uncommanded right roll.
2. Reduced cyclic effectiveness.

Answer 44

Uncommanded Right Roll During Flight Below 1g
*1. Cyclic — Immediately apply aft to establish
positive g load on rotor, then center laterally.
When main rotor returns to a positive thrust condition:
*2. Controls — As required to regain balanced flight.
If mast bumping has occurred:
*3. Land immediately.

Question 45

Emergency Descent

Answer 45

Procedures:
*1. Collective — Lower (to minimum pitch).
*2. Airspeed — 130 KIAS (122 KIAS Maximum with
FCS on).