NATOPS Ch12 Emergency Procedures Flashcards
Engine Malfunction in Flight
- Control Nr
- CONTGCY PWR switch - ON
- Single-engine conditions - Establish
- ENG ANTI-ICE switched - As required
- External cargo/stores/fuel - Jettison/dump, as required
- Identify Malfunction
WARNING
Flying with greater than 110% torque with one engine inoperative may result in unrecoverable decay of Nr in the event of a dual-engine failure
WARNING
With engine anti-ice on, up to 18% torque available is lost. Torque may be reduced as much as 49% with improperly operating engine inlet anti-ice valves
Abort Start
To abort start:
- PCL - OFF ENGINE
- IGNITION switch - OFF
If engine oil pressure is indicated:
- Starter - ENGAGE
- Starter - Disengage after 30 seconds and TGT below 540C
CAUTION
During aborted starts, failure to immediately stop fuel flow may result in engine over temperature.
Immediate Landing/Ditching (Pilot)
- Crew and passengers - Alert
- Harness - Locked
- APU Emergency Start Procedure- Perform, As Required
- External cargo/stores/fuel - Jettison/dump, as required
- Searchlight - As required
- MAYDAY/IFF - TRANSMIT/EMER
In the flare:
- Windows - Jettison/reset handle, as required
After landing:
- PCLs - OFF
- Rotor brake - ON
- Copilot collective - Stow
- Pilot HCU - Stow
After all violent motion stops:
- Egress
WARNING
After actuation, the position of the emergency jettison window lever may cause snagging of personal survival gear, impeding egress. Time permitting, reset jettison handle to the aft position pror to egress.
WARNING
Unstrapping and attempting to egress before all violent motion or in-rushing water stops may result in injury or incapacitation.
Electrical Power Failure/Dual Generator Failure
- Safe altitude and airspeed - Establish
- Stabilator - Check position visually, slew as required
- APU Emergency Start procedure - Perform
- CMPTR PWR/RESET, SAS 1, SAS 2, TRIM, AUTOPLT, STABILATOR AUTO CONTROL - ON
WARNING
Exceeding airspeed versus stabilator angle limits may result in unrecoverable pitch angles.
NOTE
The stabilator position indicator will be inoperative with no power to the ac essential bus.
Cockpit Fire/Cabin Fire
If source is known:
- Affected power switches and cbs - OFF/Pull
- Portable fire extinguisher - As required
If fire continues or source is unknown:
- Cabin/doors/vents/ECS - CLOSE/OFF, as required
- Unnecessary electrical equipment and cbs - OFF/Pull
If fire continues:
- LAND AS SOON AS POSSIBLE
WARNING
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%.
WARNING
Severity of the fire and conditions present will dictate whether an immediate landing/ditching is required.
WARNING
Vapors from the portable fire extinguisher agent, although not poisonous, can cause asphyxiation by displacement of oxygen in a confined space. The cabin should be ventilated as soon as practical.
WARNING
It may not be advisable to secure all electrical power, thus losing AFCS, ICS, and flight instruments prior to achieving VMC or landing/ditching.
CAUTION
If source of fire is unknown, consideration should be given to securing Mission Power immediately when securing unnecessary electrical equipment to prevent system damage.
NOTE
Consideration should be given to selecting the Diagnostics (DIAG) page in order to identify failing components.
What are the indiciations of a High Speed Shaft Failure?
What if theres a failure at the high speed shaft seal?
Np is greater than Nr by more than 3% and engine torque is below 10%._ May manifest itself as high-intensity, med to high-frequency vibration that may be felt throughout the aircraft. A howl may accompany the vibration.
Cockpit indications may initially remain normal; however, if the high-speed shaft seal at the input module is damaged and transmission oil is lost, secondary indications of impending failure (transmission oil pressure and temperature) may be present. Consideration should be given to securing the engine, thereby precluding catastrophic failure of the high-speed shaft
How long will the battery last after Dual Gen Failure?
When will you lose your backup Attitude indicator?
What lights will you have and for how long?
With ac and/or dc power failure, battery life may be no more than 11 min (day) and 9 min (night). Stab auto programming will be inoperative when ac essential bus is lost and manual slew capability will be lost when the dc essential bus is lost.
Ac and/or dc electrical failure will result in complete loss of all MD/FDs. Backup instruments will be available, but backup attitude indicator will only operate for a max of 9 min after battery depletion.
If ac power loss, lighting limited to: rotor head light, secondary lights, cabin dome lights, and utility lights. No internal lighting once battery below 35%.
With a dual-converter dc failure, the MASTER CAUTION light, warning tones, upper console lights, lower console lights and secondary/backup instrument lights will be available.
Following should be performed for all emergencies:
- Maintain control of the aircraft
- Alert crew
- Determine the precise nature of the problem.
- Complete the applicable emergency procedure or take action appropriate for the problem
- Determine landing criteria and land as required
Tail/Intermediate Transmission Malfunction
If failure is imminent:
- LAND IMMEDIATELY
If failure is not imminent:
- LAND AS SOON AS POSSIBLE
WARNING
Possible indications of tail rotor imminent failure may include tail/intermediate transmission cautions accompanied by strong medium-frequency vibrations and or hot metal fumes or any other associated indications.
WARNING
High power settings require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure.
NOTE
Transiting at an altitude sufficient to enter an autorotation is recommended.
NOTE
An INT XMSN OIL HOT or TAIL XMSN OIL HOT caution occurring simultaneously with a WCA MISCOMPARE alert may be an indication of a mission computer/backup computer card failure.
Indications of a LDS or Roll-Pin Failure while on deck
A Roll pin failure will result in maximum LDS input to the HMU, regardless of collective position. This condition may result in excess power driving the main rotor during an autorotative descent beacuse the DECU will not have enoughdown-trimming authority to reduce torque to zero.
- PCLs in IDLE - Ng of malf eng 3-4% higher Rotor
- Engagement - Eng with failed LDS will indicate higher torque as PCLs are evenly advance to FLY. Good eng may not indicate torque until PCL is in FLY
- PCLs in FLY, collective full down - May range from matched torque , 100% Np/Nr (no indications of failure), to possible 1-2% torque split with Nr and both Np’s matched 1-2% above 100%
Describe what can cause a restriction in flight controls
Can be caused by FOD, mechanical failure of tail rotor servos, or a servo hardover.
A yaw trim malfunction induced by AFCS computer can produce about 30lbs of force at pedal. An internally jammed yaw trim actuator can produce up to 80lbs of force until clutch slippage relieves this force. The pilot can override any yaw trim force by applying opposite pedal then turning trim off.
A malfunction within the yaw boost servo or tail servos can produce higher forces and affected servo must be turned off. Hardover failure of the yaw boost servo will increase control forces as much as 250lbs on the pedals.
Smoke and Fumes Elimination
- Airspeed - Adjust, as required
- Doors/windows/vents - Open
- Aircraft - Yaw, as required
Engine Low Side Failure
- EMIF ep - Perform
When an engine is manually controlled with the ENG POWER CONT lever in LOCKOUT, the engine response is much faster and the TGT-limiting system is inoperative. Care must be taken to prevent exceeding TGT limits and keeping Nr and Np in their operating ranges; however, the Np overspeed system will still be operative.
Indications of a LDS or Roll-Pin Failure while in flight
- Initial collective increase - Torque split. Torque of engine with failed LDS will be lower
- Stable hover - matched torques
- Collective increases (below approx 75% full up) - Torque split. Torque of engine with failed LDS will be lower
- Collective increases (above appox 75% full up) - No split. Both LDS are at max setting
- Collective decrease (to position below approx 75% full up) - Torque split. Torque of engine with failed LDS will be above good eng
- Stable flight - Matched torques
- Auto - Rapid Np/Nr rise. Engine with failed LDS may show a residual torque of approx 12% with collective full down
APU Emergency Start
- ECS - OFF
- AIR SOURCE ECS/START switch - APU
- FUEL PUMP switch - APU BOOST
- APU CONTR switch - ON
- APU GENERATOR switch - ON
What is required to reset the BACKUP PUMP PWR CB?
CAUTION
If the BACK UP PUMP PWR circuit breaker is out and a condition exists that requires the backup pump to operate, then either the hydraulic system must be configured so that the backup pump will not activate upon resetting the cb, or ac power must be secured prior to resetting the circuit breaker. Damage to the current limiters may occur and will be indicated by a loss of all loads on No 1 ac primary bus.
Engine Torque or TGT Spiking/Fluctuations
If an engine instrument is spiking/fluctuating and inducing secondary indications in Ng. Np, and/or Nr:
- EMIF ep - Perform
If fuel contamination is suspected:
- LAND AS SOON AS POSSIBLE
WARNING
PCL movement during engine fluctuations may precipitate an engine failure.
NOTE
Maintaining a low power setting when moving the PCL will minimize the Nr decay rate if the malfunctioning engine fails.
What is single engine condition and how do you achieve it?
A flight regime that permits sustained flight with OEI. Establishing single-engine conditions may include increasing power available (turning C-power on and engine anti-ice off), decreasing power required (dumping fuel and jettisoning cargo), and achieving single-engine airspeed.
Cargo Hook Emergency Release
WARNING
Activating the cyclic EMER REL pushbutton prior to ensuring all crewmembers are clear of the cargo hook area may cause injury to crewmembers.
*1. Cyclic EMER REL pushbutton
Engine Malfunction During Hover/Takeoff
*1. Control Nr.
*2. CONTGCY PWR switch — ON.
If a suitable landing site exists or unable to
transition to forward flight:
*3. Set level attitude, eliminate drift, cushion
landing.
If able to transition to forward flight:
*4. Engine Malfunction in Flight emergency
procedure — Perform.
Loss of Tail Rotor Control
*1. Collective/airspeed — Adjust as required to
control yaw.
WARNING
After touchdown, rapid reduction
of collective or PCLs may cause
excessive and uncontrollable
yaw rates.
WARNING
If an uncontrolled right yaw develops
at too low of an airspeed, loss
of waveoff capability may result.
Increasing collective may increase
the yaw to unrecoverable rates.
Performing Loss Of Tail Rotor
Drive (Altitude And Airspeed Not
Sufficient To Establish Autorotation)
procedure may be require
WARNING
If the tail rotor control cables are
damaged, the hydraulic transients
associated with switching the TAIL
SERVO switch from NORM to BKUP
may cause catastrophic damage
to the tail rotor controls.
WARNING
Servo hardovers in the yaw
channel may result
NOTE
A momentary uncommanded
right yaw will occur when the
tail rotor servo switches from
normal to backup in a hover.
The rate and magnitude will
primarily depend on power
required and wind direction
and magnitude.
Unusual Attitude Recovery
- Level wings
- Nose on horizon
- Center ball
- Stop rate of climb/descent
- Control airspeed
Unusual attitudes are considered to be at attitudes of over 30° pitch and/or 60° bank. During all unusual attitude recoveries, the nose-low attitude is the desired condition from which to complete all recoveries.
Describe what happens when you have a failed Tail Rotor Cable (or two)
If one cable fails, receive TAIL ROTOR QUADRANT caution–no change in handling.
If both fail, tail rotor control lost. Gross weight - 19,500lbs, level flight and out of ground effect, the setting will provide balanced level flight at about 25 and 145 KIAS.
Below 25 and above 145, the tail rotor does not produce enough thrust to counteract main rotor head torque, causing yaw right (reduce collective and/or adjust airspeed to correct).
For airspeeds between 25-145, the tail rotor provides too much thrust for a given torque setting, causing yaw left. (increase collective and/or adjust airspeed to correct)
Engine High Side Failure in Flight
*1. Engine Malfunction in Flight emergency
procedure — Perform.
*2. PCL (malfunctioning engine) — Retard to
set:
a. Torque 10% below good engine, or
b. Matched Ng, or
c. Matched TGT.
NOTE
Ng does not pass through the
EDECU and is a highly reliable
signal.
NOTE
Torque signal may be erratic or
drop off for high side conditions
driven by EDECU failure.
What are the indiciations of a compressor stall?
Rapid increase in TGT, hangup or rapid decrease in Ng, loss of power, or a change in engine noise level varying from barely audible to muffled explosions.
How long will you remain upright/afloat after a ditch?
When ditching what should you aim for?
After water landing, aircraft tends to sink nose down and roll unpredictably to either side within 10 sec. Ac may maintain buoyancy for 2-5 min.
Ditching should be made into prevailing winds and into or just past the crest on the backside of a wave. It is recommended that the aircraft ditch parallel to and near the crest of a swell if there is a crosswind of 25 knots or less.
If there is a strong crosswind, ditch into the wind, making contact on the upslope of the swell near the top
Utility Pump Caution
- Stop dome
CAUTION
Utility hydraulic pump with low or no hydraulic fluid shall be secured to prevent damage to the pump.
Hydraulic System Warning
- LAND IMMEDIATELY
The HYD warning will occur as a result of several compounded hydraulic malfunctions. The order in which the hydraulic emergency will present itself should allow the pilot early indications of the impending failure.
Tail Rotor Quadrant Caution
*1. Check for tail rotor control.
If tail rotor control is not available:
*2. Loss of Tail Rotor Control Emergency procedure
— Perform.
NOTE
Removing hydraulic power with a single
tail rotor cable failure will disconnect
the other cable.
If Tail Rotor Control Not Available:
- Loss of Tail Rotor Control Emergency Procedure - Perform
What are the Stabilator airspeed Limits?
0° – 150 KIAS
10° – 100 KIAS
20° – 80 KIAS
30° – 60 KIAS
40° – 45 KIAS
Boost Servo Hardover
*1. PAC call — “BOOST, BOOST, BOOST”.
*2. SAS/BOOST pushbutton — Off.
NOTE
Up to 75 pounds of left pedal force will be
required when hovering with boost servos
off with starboard crosswinds. This value is
significantly reduced with port crosswinds.
Underwater Egress
*1. Emergency Breathing Device — As required.
*2. Cords — Disconnect.
*3. Door/window — Open/jettison.
*4. Place hand on known reference point.
*5. Harness — Release.
*6. Exit helicopter.
After egress:
*7. Swim clear of helicopter and inflate LPU.
WARNING
Downward travel of seat may
cause injury or entrapment.
WARNING
Inflating the LPU prior to
egressing the aircraft may
lead to entrapment.
Hellfire Missile Hangfire
If rocket motor ignites and aircraft yaws:
- Adjust controls as required to maintain straight and level flight.
WARNING
The Hellfire missile thermal battery produces voltage for up to 30 min after the Hellfire missile squib is automatically fired during the launch sequence. If continued flight is possible, the aircraft should remain airborne with the HF missile pointed in a safe direction for minimum of 30 min to allow the thermal battery to become inert.
CAUTION
Personnel should not handle hung ordnance for at least 30 min after attempted launch.
NOTE
Normal rocket motor burn time is less than 3 seconds. A rocket motor failure may case the motor to slow burn or smolder and smoke for more than 3 seconds.
NOTE
The missile thermal battery does not provide the voltage for the rocket motor fire train. Aircraft power via the Signal Data Converter (AH SDC) is required to fire the rocket motor squibs. If motor squibs have not fired in 1.5 sec after launch attempt, the missile Safe and Arm Device (SAD) will mechanically return to the safe condition. This will disconnect the firing circuit from rocket motor squibs.
What could cause an APU fire indication?
APU fires are most commonly the result of pooled fuel in the combustion chamber prior to start (wet start). Since the exhause fire is confined to exhaust section, fire extinguishing system without an illuminated APU T-handle may be ineffective.
Most cases, continue operation will extinguish the flame
What will cause you to lose Coupler Approach functionality with regards to the EGIs?
Loss of either EGI attitude data or the CPLR fail advisory light will result in AFCS degradation. This includes loss of all approach coupler functionality and, depending on the nature of the failure, loss or degradation of autopilot functions.
Loss of heading and velocity data from EGI 2 will result in loss of approach coupler functionality.
What are the Criteria for executing an Abort Start?
Abort engine start if any of the following limits are exceeded:
- Ng does not reach 14% within 6 sec after starter initiation
- No oil pressure within 30 sec after starter initiation (do not motor engine)
- No light-off within 30 sec after moving PCL to IDLE
- ENG STARTER advisory disappears before reaching 52% Ng
- TGT is likely to exceed 851°C before idle speed is attained
Ground Resonance/Unusual Vibrations on Deck
If ground resonance is encountered and a safe takeoff
is possible:
*1. Takeoff immediately.
*2. Unusual Vibrations in Flight emergency
procedure — Perform.
If ground resonance is not encountered, or a safe
takeoff is not possible:
*3. Collective — Lower.
*4. PCLs — OFF.
*5. Rotor brake — Apply as required.
WARNING
Ground resonance can occur rapidly (within
three seconds), and produce violent lateral,
vertical, and circular vibrations resulting
in difficulty reaching PCLs, pilot-induced
oscillations and possible dynamic rollover.
WARNING
Failure to ensure that ground personnel are
clear of the rotor arc and aircraft is free
from the deck or chains may result in loss
of aircraft or ground personnel.
Dual-EGI Failure
*1. Backup instruments — Scan, as required.
*2. #1 and #2 EGI PWR switches — OFF, then ON.1. Backup instruments - Scan, as required
WARNING
Altitude changes of ±40 feet
may occur with an EGI failure
while in a coupled hover.
(non memory below)
If IMC, transition to VMC
- IMC and wont align - LAND AS SOON AS POSSIBLE
- VMC and wont align - LAND AS SOON AS PRACTICABLE
Internal Engine Fire
- Starter - Engage, motor engine
An internal engine fire is indicated by a rise in TGT above 540°C after engine shutdown.
Low Rotor RPM
- Control Nr
Warning light is activated by the vertical instrument when Nr is less than 96%
Engine Air Restart
- APU Emergency Start procedure - As required
- ENGINE IGNITION switch - NORM
- Fuel Selector Lever(s) - DIR or XFD
- PCL(s) - OFF
- Starter(s) - Engage, motor engine
- PCL(s) - IDLE (TGT 80°C or less, if time permits)
- PCL(s) - Advance to FLY after starter dropout
WARNING
If APU is unavailable, and a crossbleed start is necessary, maximum torque available will be reduced during the start sequence. Depending on operating conditions, level flight may not be possible. Ensure AIR SOURCE ECS/START switch is placed to ENG for crossbleed starts.
CAUTION
For a crossbleed start, the donor engine should indicate the maximum Ng safely obtainable. Receiving engine Ng less than 24% prior to advancing PCL to IDLE may result in a hot start.
NOTE
Either a single- or dual-engine restart may be attempted following dual-engine failure. Decision should be based on applicability of respective start envelopes and considerations of longer time to idle when executing a dual-engine restart.
NOTE
In the event of an alternator failure, the Ng signal may be unavailable. Engine start will not be possible without ac power provided to the ignition exciter.
Engine High Side Failure on Deck
- PCLs - IDLE
What are the types of loss of tail rotor control?
Generally grouped into three categories:
- Tail rotor control cable failures
- Tail rotor servo failures
- Restriced flight controls
2 Primary Servo or #2 Transfer Module Leak
*1. SERVO switch — 2ND OFF.
*2. Land as soon as practicable.
backup pump fails:
*3. Land as soon as possible. Be prepared for loss
of the pilot-assist servos.
If the #1 PRI SERVO PRESS caution and/or HYD
warning appears:
*4. Land immediately.
CAUTION
Landing with the BACKUP HYD PMP switch
in OFF position with a #2 HYD PUMP caution
will result in loss of pilot assist servos when
the weight on wheels switch is activated.
Input Chip
- Main Transmission Malfunction ep - Perform
AFCS Degraded
- Safe altitude and airspeed - Establish (waveoff/ITO, as required)
NOTE
If that AFCS DEGRADED caution appears during a night/IMC coupled hover or automatic approach consideration may be given to coninuing hover/approach if not disoriented or unstable.
Hung Droop Stops
- Reengage rotor to greater than 75% Nr
NOTE
While operating in cold weather, consideration should be given to turning the BLADE DE-ICE control panel POWER switch to the POWER ON position. This will activate the droop-stop heaters and aid the droop stops in seating.
APU Fire
- APU T-handle - Pull
- Confirm fire
- FIRE EXTGH switch - RESERVE (MAIN if required and available)
If airborne and fire continues:
- LAND IMMEDIATELY
If fire appears extinguished:
- LAND AS SOON AS POSSIBLE
If on ground:
- Fire extinguisher - As required
NOTE
HF transmissions, sunlight filtered through smoke, haze , water, or at sunrise or sunset may trigger the fire detectors and cause a false fire indication.
What are the indications of a Malfunctioning Anti-Ice/Start Bleed Valve?
A malfunctioning anti-ice start/bleed valve is indicated by any of the following:
- Illumination of the ENG ANTI-ICE ON advisory with above 90% Ng or above 94% Ng if OAT is 15º or greater.
- No illumination of the ENG ANTI-ICE ON advisory when Ng drops below approximately 88% Ng.
- No illumination of the ENG ANTI-ICE ON advisory when the ENG ANTI-ICE switch is selected ON.
- No rise in TGT when ENG ANTI-ICE switch is selected ON. (Should rise 30-100°)
Single-Engine Failure in Flight
- EMIF ep - Perform
ENG OUT Warning light is activated by the vertical insturment when Ng decreases below 55%. In the event of an isolated Ng signal failure, the ENG OUT light will be illuminated with the engine operateing normally. TORQUE SPLIT Warning light is illuminated when Difference between engine torques is greater than 10%
1 or #2 Fuel Filter Bypass or #1 or #2 Fuel Pressure Caution
- Fuel selector lever (affected engine) - XFD (DIR if currently in XFD)
WARNING
Low fuel pressure from the respective engine-driven boost pump. Intermittent appearance of a FUEL PRESS caution may be an indication of air leaking into the fuel supply lines, which could cause momentary fluctuation in engine power or flameout.
Engine High Speed Shaft Failure
CAUTION
Following a high-speed shaft failure, the engine will overspeed, the Np overspeed system will flame out the engine, and the auto-ignition system will activate the relight feature. The engine Np governor will eventually bring Np down toward 100%. The engine must be manually shut down to prevent damage.
- EMIF ep - Perform
- PCL (malfunctioning engine) - OFF
NOTE
The Engine Np sensor is unreliable with Np <20%. For this reason any (#1/#2) DRVSHAFT FAIL should be acknowledged and ignored when Engine Np <20%. No maintenance action is required when in this condition. (During engine water washes)
Whats the Warning associated with Ice Accumulation?
WARNING
Ice accumulation resulting in a 20% torque increase indicates that normal autorotational rotor rpm may not be attainable should dual-engine failure occur.
How can you help align an EGI in flight?
Once aircraft attitude is valid, benign maneuvering (30-90 heading changes using 10-20 AOB) will aid an IF alignment.
1 Primary Servo or #1 Transfer Module Leak
*1. SERVO switch — 1ST OFF.
*2. Land as soon as practicable.
If the BACK UP RSVR LOW caution also appears or
the backup pump fails:
*3. Land as soon as possible. Be prepared for loss of tail rotor control.
If the #2 PRI SERVO PRESS caution and/or HYD warning appears:
*4. Land immediately.
WARNING
Failure to ensure BACKUP HYD PMP
switch is in AUTO or ON position
prior to landing with a #1 RSVR
LOW or #1 HYD PUMP caution
present will result in loss of tail rotor
directional control when the weight
on wheels switch is activated.
1 and #2 Hyd Pump Failure
- Restrict flight control movement
- LAND AS SOON AS POSSIBLE
What do you lose if you are flying with a Malfunctioning WoW switch?
How can you fix this?
NOTE
Flying with malfunctioning WOW switch will disable WOW functions including emergency jettison circuitry, RADALT/BARALT hold, LAWS, LOW ROTOR RPM. and ENG OUT warning lights.
Pulling the WOW circuit breaker will extinguish the WOW advisory light and restore some in-flight fucntions; however, the LOW ROTOR RPM and ENG OUT will still be disabled and jettison circuitry will not be restored
External Engine Fire
*1. Confirm fire.
*2. Engine Malfunction in Flight emergency
procedure — Perform.
*3. PCL (affected engine) — OFF.
*4. Engine T-handle (affected engine) — Pull.
*5. FIRE EXTGH switch — MAIN (RESERVE if
required or ac power is off).
If airborne and fire continues:
*6. Land immediately.
If fire appears extinguished:
*7. Land as soon as possible.
Note
HF transmissions, sunlight
filtered through smoke,
haze, water, or at sunrise
or sunset may trigger the
fire detectors and cause a
false fire indication.
Dual-Engine Failure
- Autorotation - Establish
- Immediate Landing/Ditching ep - Perform
If time and altitude permit:
- Engine Air Restart ep - Perform
When will you get ATT Miscompare, and when will it assume a failed EGI?
What do you lose if you lose an EGI, what if you’re in a hover?
ATT miscompare or fail advisory when variation of 3° or more (pitch or roll axis). If deviation >6° (CPLR fail light) the AFCS will assume EGI has failed.
Coupler operations will be unavailable if the ATT of CPLR fail advisories are present (APPR/HVR/DEPART will disengage). All other auto pilot functions are lost
The aircraft may develop a slow pitch, roll, and/or yaw rate. If you lose a single EGI in a coupled hover, significant altitude incursions while the altitude hold transitions from a buffered vertical acceleration to a raw reference signal.
Engine Low Side Failure (conditions)
All of the following conditions will exist:
- TRQ is 10% below the good engine
- Ng is 5% or less than the good engine
- NP is at or below 98%
- Nr is at or below 97%
Describe what happens when both of your tail rotor servos are unpressurized
Loss of both the No 1 hyd pump and backup pump results in both stages of tail rotor servo being unpressurized.
Yaw boost servo is still pressurized and mechanical control system is intact. Normal yaw control is available between approx 40-120 KIAS.
At airpseeds lower than 40 and higher than 120 KIAS, loads on tail rotor cannot be overcome by the yaw boost servo. As airspeed reaches limits, pedal inputs become less effective. Elongation and/or failure of the cables may occur if there is no yaw response.
If airspeed decreases below 40 KIAS, loss of tail rotor control will likely occur.
Unusual Attitude Definition
Considered to be pitch attitudes in excess of 30° and/or roll attitudes in excess of 60°
Stabilator Auto Mode Failure
- PAC call - “STAB, STAB, STAB”
- Cyclic - Arrest pitch rate
- Collective - Do not reduce
- MAN SLEW switch - Adjust to 0
WARNING
The stabilator may fail without illumination of the associated caution and auralwarning tone. Initial indication of failure may be an uncommanded pitch change during accelerated or decelerated flight.
WARNING
If accelerated flight is continued with the stabilator in the full down position, longitudinal control will be lost
WARNING
With the stab fixed at or near 0˚, nose high attitudes may occur at slow speeds.
WARNING
A combination of high airspeed/low altitude coupled with a runaway down stab will necessity immediate pilot action to maintain control of the aircraft.
NOTE
In manual mode, the following are not recommended:
- Swimmer deployments lower than 15 ft AGL
- Night takeoffs approaches, and landings other than the one time
- Auto approaches to a hover
- Sim ep procedures including practice autos
- Flight in known IMC
FLIR Uncommanded Lasing
- ACI MASTER ARM - SAFE
- LASER SELECT - SAFE
If lasing continues:
- FLIR - OFF
Loss of Tail Rotor Drive
Altitude and Airspeed Not Sufficient to Establish Autorotation
- PAC call - “HOVER, HOVER, HOVER”
- Collective - Lower
- PNAC - Hands on PCLs
- PCLs - OFF, when directed (approximately 20-30 ft)
CAUTION
Altitude may have to be adjusted based on rate of yaw and/or turn.
1 and #2 Fuel Filter Bypass
- LAND AS SOON AS POSSIBLE
- APU Emergency Start procedure - Perform
WARNING
Be prepared for dual-engine failure. Recommended airspeed is 80 KIAS to minimize Nr droop should dual-engine failure occur.
NOTE
Consideration should be given to performing applicable steps of the Immediate Landing/Ditching ep.
WARNING
Intermittent appearance of FUEL PRESS caution may be an inidation of air leaking into the fuel supply lines, which could cause momentary fulctuation in engine power or flameout.
Loss of Tail Rotor Drive
(Altitude and Airspeed Sufficient to Establish Autorotation)
- PAC call - “AUTO, AUTO, AUTO”
- Autorotation - Establish. Center tail rotor pedals.
- Drive failure - Attempt to verify
- Immediate Landing/Ditching ep - Perform
- PCLs - OFF, when directed (prior to the flare)
WARNING
Altitude hold will remain engaged unless deselected. If the collective TRIM RLSE button is not depressed, the AFCS will attempt to maintain aircraft altitude through the collective trim servo. AFCS commanded collective movement can result in an accelerated yaw rate.
Engine High Side Failure in Flight (conditions)
All of the following conditions exist:
- TRQ is 10% or greater than other engine
- Ng is 5% or greater than other engine
- Np is matched within 5% of other engine
- Nr is at or above 103%
Compressor Stall
- EMIF ep - Perform
- PCL (malfunctioning engine) - IDLE
CAUTION
If the Ng decay relight feature attempts to relight the engine, subsequent compressor stalls may occur and damage the engine. A yaw kick may be experienced each time the engine relights. The engine must be manually shut down.
Main Transmission Malfunction
WARNING
Possible indications of main transmission imminent failure may include: yaw attitude excursion with no control input, an increase in power required for fixed collective setting, failure of a main generator or hydraulic pump, increased noise, increased vibration levels, or abnormal fumes in the cabin.
If failure is imminent:
- LAND IMMEDIATELY
If secondary indications are present:
- LAND AS SOON AS POSSIBLE
WARNING
Operation of the main gearbox with no oil pressure may result in failure of the tail rotor drive takeoff pinion gear and subsequent loss of tail rotor drive.
NOTE
Consideration should be given to performing the applicable steps of the Immediate Landing/Ditching ep and transiting at a minimum power airspeed and low altitude flight profile (approx 80 ft/80 KIAS) to permit a quick flare followed by an immediate landing/ditching.
NOTE
A loss of all main transmission libracating oil may result in unrelable temp indications from the main transmission temp guage and temp sensor (caution)
NOTE
Continued operations in the precautionary range for temp and pressure are acceptable provided that the ambient conditions and flight regime of the aircraft correspond with the guidance set forth in the transmission limitations.
Ground resonance/unusual vibrations on deck
If ground resonance is encountered and a safe takeoff is possible: 1. Takeoff immediately
2. Unusual vibration in flight emergency procedure — perform.
If ground resonance is not encountered OR a safe take off is not possible:
3. Collective lower
4. PCLs — off
5. Rotor brake — apply as required
Sonar cable angle malfunction
- PAC call “cable cable cable”
- Cable angle PB — off
- Cable angle display — center
- SO — fold array
Note: disengagement of cable angle hover for 13 seconds followed by reengagement will clear inertial velocity bias
