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PH AIRBUS H130T2 > PH AIRBUS H130T2 Emergency Procedures > Flashcards

PH AIRBUS H130T2 Emergency Procedures Flashcards

PH Study Guide for AIRBUS H130T2

1
Q

DISCLAIMER

A

This flash card study aide is provided to ease and assist in studying much more comprehensive material provided by Eurocopter / Airbus. The creator of this study aide accepts no responsibility for inaccuracies or abbreviation of procedures. This is intended to introduce the associated material and all persons using these cards should study and reference the officially distributed material from the manufacturer. It is recommended that after referencing each card, the student should independently verify the information on that card by looking it up and learning the comprehensive information from the direct source. If any inaccuracies, misleading or typo errors are found, please notify the administrator of the study deck.

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2
Q

AUDIO

WARNINGS

A

GONG

A gong is generated each time a red warning appears on the warning panel.

CONTINUOUS TONE

Two continuous tones can be heard:
310 Hz tone when NR is below 360 rpm. 285 Hz tone when maximum takeoff rating is exceeded:

  • After 1.5 sec. delay if power remains within transient range.
  • Immediately when transient power limitations are exceeded.
  • Immediately when max. transient rating is or will be exceeded during fast power increase.

Collective pitch: REDUCE to maintain NR in green arc or power within limitations.

Engine parameters: CHECK.

INTERMITTENT TONE

An intermittent tone (310 Hz) is heard when the NR is above 410 rpm.

Collective pitch: INCREASE to maintain NR in green arc.

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3
Q

ENGINE FLAME-OUT

CRUISE FLIGHT
AUTOROTATION PROCEDURE OVER LAND

A
  • Collective pitch: REDUCE (to maintain NR in green arc.)
  • IAS: 70 kt
  • Twist grip: IDLE position. (If relighting impossible or after loss of tail rotor thrust)
  • Maneuver the aircraft into the wind on final approach.
  • At height 70 ft Cyclic: FLARE.
  • At 20/25 ft and at constant attitude
  • Collective pitch: GRADUALLY INCREASE (to reduce the rate of descent and forward speed)
  • Cyclic: FORWARD (to adopt a slightly nose-up landing attitude <10°).
  • Pedal: ADJUST (to cancel any sideslip tendency)
  • Collective pitch: INCREASE (to cushion touch-down)
  • After touch-down Cyclic, collective, pedal: ADJUST to control ground run
  • Once the aircraft has stopped Collective pitch: FULL DOWN
  • Rotor brake: APPLY below 170 rotor rpm
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4
Q

AUTOROTATION

PROCEDURE

OVER WATER

A

Apply same procedure as over land, except items but maneuver to head the aircraft equally between the wind and wave direction on final approach.

Ditch with minimum forward speed
(IAS -30 kt) and rate of descent.

After touch-down

  • Collective pitch: MAINTAIN
  • Forward doors emergency handles: PULL-UP
  • Doors: JETTISON or OPEN
  • Rotor brake: APPLY

Abandon aircraft once the rotor has stopped

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5
Q

FLAME-OUT

HOVER IGE

A
  1. Collective : MAINTAIN.
  2. Pedals : CONTROL YAW.
  3. Collective: INCREASE as needed to cushion touch-down.
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6
Q

FLAME-OUT

HOVER

OGE

A
  1. Collective pitch: FULL DOWN. When NR stops decreasing
  2. Cyclic: FORWARD to gain airspeed according to available height.
  3. Autorotation procedure: APPLY.

WARNING

SAFE AUTOROTATIVE LANDING CAN NOT BE ASSURED IN CASE OF A FAILURE IN HOGE BELOW THE TOP POINT OF THE HV DIAGRAM (REFER TO SECTION 5) OR IN CONFINED AREA.

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7
Q

IN FLIGHT

RELIGHTING

AFTER

FLAME-OUT

A

According to available height and cause of flame-out

  1. Engine starting selector: OFF position.
  2. GENE: OFF.
  3. FUEL PUMP: ON.
  4. Engine starting selector: ON position. (The relighting sequence will therefore be automatically carried out as soon as N1 <10 %.)
  5. After relighting procedure
  6. GENE: ON.
  7. FUEL PUMP: OFF.

At least 1000 ft (300 m) are necessary to complete relighting procedure after flame-out.

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8
Q

COMPLETE LOSS OF TAIL ROTOR THRUST

HOVER IGE

(or OGE in HV diagram)

A

LAND IMMEDIATELY

  • Twist Grip: IDLE position.
  • Collective: INCREASE to cushion touch-down
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9
Q

COMPLETE LOSS OF TAIL ROTOR THRUST

HOVER-OGE

(Clear area, out of HV diagram)

A

LAND AS SOON AS POSSIBLE

(If a go-around was performed, carry out an autorotative landing on an area suitable for the autorotation procedure.)

Simultaneously,

  1. Collective: REDUCE depending on available height.
  2. Cyclic: FORWARD to gain speed.
  3. Airspeed: MAINTAIN Vy or higher.
  4. Collective: ADJUST to obtain minimum sideslip angle.
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10
Q

COMPLETE LOSS

OF TAIL

ROTOR THRUST

IN CRUISE FLIGHT

A

LAND AS SOON AS POSSIBLE

  1. Airspeed: MAINTAIN Vy or higher.
  2. Collective: ADJUST to obtain minimum sideslip angle.

APPROACH AND LANDING

On a suitable area for autorotative landing:

  1. Twist grip: IDLE position.
  2. Carry out an autorotative landing
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11
Q

LOSS OF

TAIL ROTOR

CONTROL

A

Symptom: jamming of pedals or loss of pedal effectiveness. These conditions make it impossible to change tail rotor thrust with the pedals

  • ADJUST to set IAS to 70 kt
  • On a suitable area for a running landing procedure:
  • Make a shallow approach with a slight left sideslip.
  • Perform a running landing, the sideslip will be reduced progressively as airspeed is reduced and collective is applied to cushion the landing.

LANDING IS MADE EASIER WITH A RH WIND COMPONENT. WHEN AIRSPEED IS LESS THAN 20 KT (37 KM/H), GO AROUND IS IMPOSSIBLE DUE TO LOSS OF VERTICAL FIN EFFICIENCY.

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12
Q

SMOKE

IN

COCKPIT

A
  • Check heating, demisting and ECS OFF
  • If Smoke Clears, CONTINUE FLIGHT
  • If smoke present
  • BATT: EMER SHED
  • Generator OFF
  • Avionics OFF
  • VENTILATE THE CABIN
  • When smoke clears, all consumers OFF
  • Battery ON
  • Generator ON (Check DC parameters)
  • If smoke does not clear, LAND AS SOON AS POSSIBLE
  • If smoke does clear, and DC parameters not correct, GEN OFF
  • Unnecessary eduip, OFF, LAND AS SOON AS PRACTICABLE
  • If DC parameters ok
  • Avionics ON
  • Minimum required consumers, ON, one by one to identify failed system and leave that one off…
  • Identify source CONTINUE FLIGHT (Caution: When BATT is set to EMER SHED position, the VEMD goes off. Apply EP for both screen failure. Note: After DC had been switched off and back on, in flight, GOV light will remain on until the next normal full engine and battery switch off on ground)
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13
Q

IF ONE OF

THE VEMD SCREENS

FAIL,

WHAT DO YOU DO?

A

Shut off power to that screen and read info from the remaining screen.

If top screen fails, the 3-parameter engine page will be displayed on lower screen

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14
Q

IF BOTH VEMD

SCREENS FAIL

WHAT DO YOU DO?

A

Reduce airspeed to 100 knots

(-2 knots per 1000 Hp)

LAND AS SOON AS PRACTICAL

Carry out a no hover landing

(NR is constant at 394)

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15
Q

NR

INDICATION

FAILURE

A

Maintain torque above 10%

NR reading given by N2 pointer

LAND AS SOON AS PRACTICAL

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16
Q

IF N2 READING IS ABNORMAL, BUT NR IN THE GREEN ARC WHEN TORQUE IS ABOVE 0% WHAT WOULD YOU DO?

A

CONTINUE FLIGHT

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17
Q

WILL THE EBCAU

BE AVAILABLE

IF THE N2

INDICATOR FAILS?

A

EBCAU may NOT be available

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18
Q

IN FLIGHT (above 117º)

A

Set airspeed to 80 knots

If temperature reduces LAND AS SOON AS PRACTICAL, Check the cooler fan

If temperature remains high, LAND AS SOON AS POSSIBLE

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19
Q

IN FLIGHT

OIL

A

Check your Caution Warning Panel (CWP) for

ENG P light.

If Illuminated,

LAND IMMEDIATELY, Autorotation procedure, Shutdown engine time permitting

If ENG P light is not illuminated, but works when tested,

LAND AS SOON AS PRACTICABLE

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20
Q

FOR LOSS OF N1, TQ, OR TOT parameters, WHAT VEMD INDICATION WILL YOU GET?

A

FLI goes off and the failed indication is displayed in a yellow arc

Failure message is displayed

LAND AS SOON AS PRACTICAL

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21
Q

N1

INDICATOR

FAILURE

A

Respect maximum TQ values

Keep TOT below 836c

LAND AS SOON AS PRACTICAL

NOTE
In this case, TOT limitations displayed are starting limitations

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22
Q

TQ INDICATOR FAILURE

A

Reduce N1 per chart

LAND AS SOON AS PRACTICAL

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23
Q

N1 AND TQ FAILURE

(GOV Warning can also cause this)

A

Keep TOT below 836c

The VEMD switches to 3-data symbology with only TOT and numeric N1 as valid parameter.

LAND AS SOON AS PRACTICAL

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24
Q

TOT INDICATOR FAILURE

A

Respect N1 and TQ indications Switch off heating and demisting or ECS

LAND AS SOON AS PRACTICAL

If on the ground,

DO NOT attempt to start

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25
DURING START
* START SELECTOR - OFF * EMERG FUEL SHUT OFF HANDLE - AFT * FUEL PUMP - OFF * CRANK - 10 SEC * BATT - OFF * ROTOR BRAKE - APPLY (170 RPM) * EVACUATE - FIGHT FIRE
26
IN FLIGHT
**LAND IMMEDIATELY** ## Footnote * COLLECTIVE - REDUCE * IAS - 70 KIAS * AUTOROTATE * EMERG SHUT OFF HANDLE - AFT * FUEL PUMP - CHECK OFF * START SELECTOR - OFF * (After Landing) * BATT - OFF * ROTOR BRAKE - APPLY (170 RPM) * EVACUATE - FIGHT FIRE
27
DURING START
**ABORT START** Engine starting selector: **OFF position immediately**.
28
IN FLIGHT
RED GOV LIGHT (Yellow GOV light also comes on) Major governor failure, emergency mode self-engages Avoid abrubt collective changes Maintain N1 above 80% below Hp 20000 **LAND AS SOON AS PRACTICAL** (Once on ground reduce collective slowly to avoid over-speed)
29
DURING START
SOLID YELLOW DO NOT START THE ENGINE Report Issue To Maintenance (Flashing Yellow Light on start-up, at idle, or shut-down: Abort startup, report to maintenance)
30
IN FLIGHT
**FLASHING** **LAND AS SOON AS PRACTICAL** **SOLID** Avoid abrupt power changes Maintain speed below power off VnE **LAND AS SOON AS PRACTICAL** *Caution:* This failure can lead to a constant NR of 394 rpm. In this case tail rotor control margins are reduced. Avoid hover with wind from left side and lateral flight to the left.
31
IN FLIGHT
OIL PRESSURE ALSO LOW - **LAND IMMEDIATELY** (Autorotation Procedure, Shut Down Engine Time Permitting) OIL PRESSURE NORMAL - **LAND AS SOON AS PRATICAL**
32
IN FLIGHT
INCREASE TWIST GRIP TO FLIGHT DETENT ## Footnote **CONTINUE FLIGHT**
33
IN FLIGHT
**LAND AS SOON AS POSSIBLE** REDUCE POWER BE PREPARED FOR FLAME OUT
34
IN FLIGHT
**LAND AS SOON AS POSSIBLE** ## Footnote REDUCE POWER to Vy (70 KIAS) (Main Gear Box Pressure Has Fallen below 1 Bar) If a safe landing is not possible, continue flight to the nearest appropriate landing site
35
IN FLIGHT
Set Speed To Vy (70 KIAS) If light goes out **LAND AS SOON AS PRACTICABLE** If light stays on **LAND AS SOON AS POSSIBLE** (Main Gear Box Oil Over 115c)
36
IN FLIGHT
**LAND AS SOON AS POSSIBLE** REDUCE POWER MONITOR MGB TEMP and MGB P
37
IN FLIGHT
AVOID PROLONGED HOVERING **CONTINUE FLIGHT**
38
WHAT ARE THE HYDRAULIC PRESSURES?
Below 20 bar HYD light Above 35 bar fluid routed back into sytem
39
IN FLIGHT
**LAND AS SOON AS PRACTICAL** * KEEP AIRCRAFT AT MORE OR LESS LEVEL ATTITUDE * AVOID ABRUPT MANEUVERS * MAINTAIN ANGLE OF BANK LOWER THAN 30º * MAINTAIN IAS BELLOW 110 (or VNE IF LOWER) * NORMAL APPROACH AND LANDING REAR, BELT DRIVEN, LOWER, HYDRAULIC SYSTEM HAS FAILED. FRONT, GEAR DRIVEN, UPPER HYDRAULIC SYSTEM IS STILL EFFECTIVE. Under high load factor, servocontrol reversibility can be encountered
40
IN FLIGHT
**LAND AS SOON AS PRACTICAL** * KEEP AIRCRAFT AT MORE OR LESS LEVEL ATTITUDE * AVOID ABRUPT MANEUVERS * MAINTAIN ANGLE OF BANK LOWER THAN 30º * MAINTAIN IAS BELLOW 110 (or VNE IF LOWER) * NORMAL APPROACH AND LANDING FRONT, GEAR DRIVEN, UPPER, HYDRAULIC SYSTEM HAS FAILED. REAR, BELT DRIVEN, LOWER HYDRAULIC SYSTEM IS STILL EFFECTIVE. Under high load factor, servocontrol reversibility can be encountered
41
IN FLIGHT
Seized servo rotary distribution valve **LAND AS SOON AS PRACTICAL**
42
IN FLIGHT BAT TEMP
If disconnected (replaced with Lead Acid). If illuminated, possible wire short should be investigated. Normal EP is: Isolate the battery (BATT SHED) **LAND AS SOON AS POSSIBLE**
43
IN FLIGHT
Check that battery button is ON Watch voltage on VEMD **CONTINUE FLIGHT** If voltage bad **LAND AS SOON AS PRACTICAL** **(Also reference GEN EP procedure)**
44
IN FLIGHT
CHECK GEN SWITCH ON - **TURN ON** IF GEN SWITCH ON - **CHECK GENE RESET circuit breaker not popped** **If popped, RESET** IF LIGHT GOES OUT **CONTINUE FLIGHT** IF LIGHT STAYS ON **GEN Switch RESET (down)** IF LIGHT GOES OUT **CONTINUE FLIGHT** IF LIGHT STAYS ON UNNECESSART EQUIP. - **OFF** **Monitor voltage on VEMD** **LAND AS SOON AS PRACTICAL** * (If the battery fails, the VEMD will go out and NR/N2 indication is lost. Apply the procedure for failure of both VEMD scereens) * Avoid autoraotation, perform a shallow approach and a cautious landing **FORMERLY THE TIMES BELOW WERE INCLUDED.** **THEY HAVE BEEN DELETED FROMTHE EP BECAUSE IT HAS BEEN SHOWN THESES TIMES ARE UNRELIABLE AND CAN BE MUCH SHORTER** * Maximum flight time on battery: DAY - 50 min (1 VHF 1 VOR) * NIGHT - 20 min (above + instrument lights and external lights)
45
IN FLIGHT
**LAND AS SOON AS POSSIBLE** * 15.8 GAL FUEL REMAINING * APPROX. 15 MIN FLIGHT TIME AT MCP * WITH CRASH RESISTANT FUEL TANK APPROX 18 GAL REMAINING * APPROX 18 MIN REMAINING * AVOID LARGE ATTITUDE CHANGES
46
IN FLIGHT
**LAND AS SOON AS POSSIBLE** Reduce power Turn on fuel pump ***Low approach, be prepared for engine flame out***
47
IN FLIGHT
Fuel filter pre-clogging level 2 reached. **LAND AS SOON AS PRACTICAL** **If N1 oscillations occur:** **LAND IMMEDIATELY**
48
FLASHING DURING START, IDLE, or SHUTDOWN
Fuel filter pre-clogging level 1 reached. One flight of 3 hours maximum flight time can be performed before maintenance action
49
IN FLIGHT
Main servo maximum load reached or Maximum rotor head stress reached REDUCE POWER REDUCE SPEED OR LOAD FACTOR
50
IN FLIGHT
PITOT NOT OPERATING MONITOR AIRSPEED INDICATOR CONTINUE FLIGHT NOTE: If PITOT on ground (N1 \<60%), check that PITOT switch in right cargo hold is in AUTO position.
51
IN FLIGHT
CHECK HORN **ON** IF ON, AURAL WARNING FAILURE **CONTINUE FLIGHT**
52
IN FLIGHT
**LAND AS SOON AS PRACTICAL** REDUCE AIRSPEED TO 70 KIAS Low sink rate
53
IN FLIGHT
One or both instrument lighting circuits not operative The dome light can be used as an additional instrument panel lighting **CONTINUE FLIGHT**
54
IN FLIGHT
**Temperature in Heating ducts above 90°C** ## Footnote TURN **OFF** TEMP BUTTON ON ECS PANEL CHECK P2 or P2S AFTER 1 MINUTE IF LIGHT GOES OUT **CONTINUE FLIGHT** IF LIGHT STILL ON **CLOSE** MANUAL P2 VALVE **CONTINUE FLIGHT** IF VISIBILITY DEGRADES **LAND AS SOON AS POSSIBLE**
55
ROTOR BRAKE INOP
WAIT FOR ROTOR COMES TO A STANDSTILL BEFORE LEAVING THE AIRCRAFT
56
BLEED VALVE MALFUNCTION
**LAND AS SOON AS PRACTICAL** ## Footnote Bleed valvle failure results in yellow GOV light * If the flag does not disappear at high power settings, maximum available engine power is reduced, specifically by cold weather. * If the flag does not re-appear at low power settings, the engine may surge. **AVOID ABRUPT POWER SETTINGS**
57
AVCS FAIL ## Footnote Continuously on
AVCS, **OFF** After 30 seconds AVCS, **ON** If FAIL message clears **CONTINUE FLIGHT** If FAIL message stays lit, **TURN OFF** **CONTINUE FLIGHT**
58
CAN A RUN ON LANDING BE PERFORMED IN CASE OF A TAIL ROTOR FAILURE?
NO ## Footnote **Autorotation Only**
59
WHEN THE BATTERY AND GENERATOR ARE OFF, DOES THE VEMD WORK?
NO
60
EECU SYSTEM FAILURES 3 LEVELS
*LEVEL 1* - **FLASHING YELLOW GOV LIGHT** Reset EECU if before start In flight, continue to nearest maintenance center Applicable maintenance before next flight *LEVEL 2* - **SOLID YELLOW GOV LIGHT** Avoid operating at engine or torque limits, cautious flight **LAND AS SOON AS PRACTICAL** **DO NOT START ENGINE** * Applicable maintenance before next flight* * LEVEL 3* - **RED GOV LIGHT** (Total EECU failure, metering valve frozen. EBCAU has taken over During start: **IMMEDIATELY SHUT DOWN** Avoid operating at engine or torque limits, *cautious flight* **LAND AS SOON AS PRACTICAL**
61
EBCAU (STANDS FOR)
Emergency Backup Control Ancillary Unit
62
WHEN EBCAU ENGAGED WHAT FUNCTIONS ARE PROVIDED?
* N2 control between 388 and 400 rpm * Anti-surge protection when N1 above 80% * Back up valve return to neutral position after untimely back-up system activation
63
CAN PILOT PERFORM AN EBCAU CHECK DURING FLIGHT OR ON THE GROUND?
NO
64
IS THE OVERHEAD FUEL CUT-OFF LEVER SAFETEY WIRED?
No, a plastic cover protects it

PH AIRBUS H130T2 (3 decks)

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