NATOPS Chapter 12 Supplemental Info HSM-50 Flashcards
PAC Emergency Responsibilities
The PAC shall complete the critical memory items that do not require releasing the flight controls.
PNAC Emergency Responsibilities
APUT
- Assist in ensuring the continued safe flight of the aircraft.
- Perform the critical memory items that do not involve the flight controls.
- Use the pocket checklist to complete non-critical memory items.
4.Troubleshoot as required.
Aircrewman Emergency Responsibilities
PCUBA
- Provide the pilots with verbal calls as necessary to ensure the continued safe flight of the aircraft.
- Complete the applicable critical memory items.
- Use the pocket checklist to complete the remaining non-critical memory items.
- Back up the pilots with the pocket checklist to the maximum extent possible. 5.AssistthePNACwithtroubleshooting.
The following (should/shall) be performed for all emergencies…
Should
MADCD
Maintain aircraft control
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
The statement about emergency urgency
The urgency of certain emergencies requires immediate and instinctive action by the PAC. The most important single consideration is helo control. All procedures are subordinate to this requirement.
Emergencies and seatbelts
Due to the possibility of rapid degradation or loss of a/c control during certain emergencies, the PIC should ensure that all aircrew are strapped into their seats with the shoulder harnesses locked at all times during ground or flight ops, except when the release of the seatbelt is required to perform mission or flight related functions
NVD emergency recommendation
In an NVD operating environment, it is recommended that the entire crew remain goggled and initiate the required immediate action procedures.
Circuit Breaker: Check
Visually observe CB condition. Do not change condition.
Circuit Breaker: Pull
If CB is in, pull CB out. If CB is out, do not change condition.
Circuit Breaker: Reset
If CB is out, push CB in. If CB is in, do not change condition. Popped CBs may be reset only once.
Caution: Holding in a CB while resetting may cause electrical fire or damage to electrical equipment
Circuit Breaker: Cycle
If CB is in, pull CB out, and then push it back in. If CB is out, do not change condition.
Caution: Holding in a CB while resetting may cause electrical fire or damage to electrical equipment
Resetting master caution
Reset MASTER CAUTION after each malfunction to allow the systems to respond to subsequent malfunctions.
Define: Single engine condition
A flight regime that permits sustained flight with one engine inop. Establishing single engine conditions may include increasing power available (C power on, anti ice off), decreasing power required (dumping, jettisoning), and achieving single engine airspeed.
Cause and indications of compressor stall
Cause: aerodynamic disturbance of airflow through engine
Indications: Rapid increase in TGT, hang up or rapid decrease in Ng, change in engine noise level from barely audible to muffled explosions.
Indication and action for an impending high speed shaft failure
High intensity, medium to high freq vibration
Consider securing engine to prevent ultimate shaft failure. Extreme care must be taken to make sure you are securing the correct engine (if you secure the wrong one, you’ll increase load and may cause the other one to fail)
When should DRVSHAFT FAIL caution be ignored?
Np less than 20%
What happens if LDS fails?
Max input to the HMU regardless of collective position.
Will result in excess power driving main rotor during auto (EDECU does not have enough down trimming authority.)
LDS Malfunction indications
When does ENG OIL HOT caution come on?
Eng oil temp above 150C
When does ENG HOT come on?
TGT above 949
When does ENG OIL PRESS HI come on?
Engine oil px at or above 120 psi
When does ENG OIL PX LOW come on?
Ng above 70% and engine oil px below 26 psi
Or
Engine oil px below 22 psi
Low ground speed or low rate of descent for ditching in water?
Minimizing rate of descent provides greatest chance of survival
Difference in yaw between practice power on auto and actual full auto?
Power on has right yaw at bottom.
Actual auto has left yaw at bottom
Conditions not to attempt a restart in
Failure accompanied by explosion, unusual noise, or damage to engine
Fire, FOD, Frozen
Single engine waveoff procedure
Increase collective to max power available
Nose on horizon
Level wings
Trade altitude for airspeed if required
Remain in ground effect until single engine climb can be executed
What may happen with low collective settings if engine anti ice/start bleed valve is hung up?
May cause flameout (hang up of variable geo vane). VG is activated by fuel pressure from HMU. Max fuel flow will be sent to actuator at low collective setting. If it’s stuck, it could flameout engine.
What may cause ground resonance?
Malfunctioning damper system, blade out of track condition
Additionally: Landing w/ lateral drift, improperly serviced landing gear, unique gross weight/CG, pilot induced oscillations
Recommendation for abnormal vibes in flight
Land as soon as practical. Fly at airspeed that minimizes vibes (80ish kts). Select biggest landing site (same as boost off).
Running landing not recommended. No hover landing recommended.
Identifying ground resonance vs other on deck vibes.
Ground resonance grow in magnitude over time.
Two categories of XMSN malfunctions
Chip and lube
Considerations for xmsn chip malfunctions
Reducing load on module (PCL to idle for input, securing main gen for accessory)
What may also be affected for a main xmsn lube issue?
Generators (consider securing after APU on)
Accessory module impending/actual failure indication
Impending: input chip (due to oil routing)
Actual: Loss of gen/hyd pump
XMSN oil px
Low but steady vs decreasing
Low but steady: loss of one oil pump
Decreasing: oil leak
Following a complete loss of xmsn lubrication _________ will likely fail first resulting in ___________ in as little as ___________ minutes after a catastrophic loss of lubrication.
The tail drive pinion gear
Loss of tail rotor drive
8 minutes
Tail rotor drive failures driven by complete loss of transmission oil were preceded by _______ approximately _________ prior to failure
A dramatic increase in vibes and/or noise level
One minute
What do you do with an extended transmission oil filter PDI
This PDI is in the cabin
Not an indication of loss of lube
If found in flight w/ no other indications, no EP required, appropriate mx action SHALL be taken after the last flight of the day
What kind of landing should you conduct after a tail/int xmsn malfunction?
Running or no hover
Direction of yaw following a tail rotor drive failure
Right yaw (rate depends on airspeed. Low airspeeds: more aggressive yaw. Higher airspeeds: slower but steadily increasing yaw)
How to check for loss of tail rotor drive
Input slight right pedal and look for yaw.
Aircraft will pitch up and down w/o yawing if tail rotor drive is lost due to control mixing
Three categories of loss of tail rotor control
Cable failures
Servo failures
Restricted flight controls
Cable failure indications and flight regime
TAIL ROTOR QUADRANT caution
Single failure: no change in handling quality, land as soon as practicable
Dual failure: tail rotor control lost.
At 19,500 lbs, level flight out of ground effect, at sea level, balanced level flight may be achieved at 25 and 145 KIAS
Tail Servo Failure Indications and Flight Regime
Caused by loss of both No. 1 hyd pump and B/U pump (nothing powering either T/R servo)
Yaw boost servo is still pressurized and mechanical controls still intact: allows for normal yaw control between 40 and 120 KIAS. Will become less effective outside this regime
Flying lower than 40/120 may result in elongation of cables and cable failure.
Run on above 40 KIAS is recommended
Restricted Flight control indications and flight regime
May be caused by jammed controls, mechanical failure of servos, servo hardover.
May cause yaw of varying degrees to either left or right.
Stuck left (high power) is worst because controllable airspeed will be very high or very low.
Loss of tail rotor control landing techniques
Single cable failure: running landing in anticipation of dual cable failure. Regular landing will still be possible
- max speed for ship
Dual cable failure: Run on landing at controllable airspeed (25 KIAS likely)
- ship at controllable airspeed. After coming over deck, droop rotors to reduce tail rotor requirements as you come on to deck
Servo failure: running landing at greater than 40 KIAS
- ship at max speed. Droop PCLs over deck
Restricted low (fixed pedals at low power setting): nose will yaw right in high power settings (hover). Run on landing at high airspeed will be required. Entering an auto may be required too far right.
Restricted high (fixed pedals at high power setting): nose will yaw left in high power settings. May be able to approach at slow airspeeds. Will have to droop rotors over deck.
The most important factor will be controllability checks.
Be wary of developing a right yaw at too low an airspeed. May result in losing waveoff capability and require an auto.
When nose breaks left power must be _____ to maintain straight nose attitude
Increased
When nose breaks right power must be _____ to maintain straight nose attitude
Decreased
If B/U pump fails and B/U pump CBs are out, what must you do before resetting them?
Ensure that B/U pump will not activate when CB is reset (configure to prevent B/U pump from activating or secure AC power)
Failure will damage current limiters and you will lose all loads on No. 1 primary bus
If No. 2 LDI system secures the PAS (due to #2 RSVR Low), what should you consider securing?
SAS/BOOST Pushbutton. This will prevent the servos from reenergizing in a critical flight regime should the #2 HYD PUMP caution illuminate.
How many times can you attempt to reset the STAB AUTO MODE pushbutton
Once
Identifying dual gen failure vs dual converter failure?
Stab indicator failed? —> dual gen
Master caution/console lights still on? —> dual converter
Most important consideration in a fire
Landing the helicopter safely as soon as possible
APU exhaust fires
Result of pooled fuel in combustion chamber prior to start. Often occurs after attempting restart
May result in temporary illumination of APU T handle during APU start.
Continued operation will extinguish the flame
After a water landing, the aircraft tends to ______ and _______ witching ______ (seconds/minutes)
Aircraft may maintain some buoyancy in the ______ for _______ (seconds/minutes) after water landing
Sink nose down
Roll unpredictably to either side
10 seconds
Fuel transition section
2 to 5 minutes
Where should ditching be made into a wave?
Crosswind of 25 kts or less: parallel to and near crest of swell
Crosswind of more than 25 kts: into wind on upslope of swell near the top.
How long will ADHEELS remain on and how do you activate it manually?
45 minutes
Switch on rear of lower control panel in cockpit
Can you troubleshoot a PIU in flight?
No (prohibited)
Should a freestream be attempted in IMC or at night w/ no visible horizon?
No (cut cable)
