Q-AIRCRAFT KEY NOTES IN ABNORMAL SITUATIONS Flashcards
“#1 BLEED HOT” and
“#2 BLEED HOT”
(Caution Lights)
Note: ECS Pack airflow is lost and cabin will
depressurize.
“CABIN PACK HOT” and
“FLT COMPT PACK HOT”
( Caution Lights )
Note: ECS Pack airflow is lost and cabin will
depressurize.
EMERGENCY OPENING OF
AIRSTAIR DOOR
(Door Fails To Open)
Note: The airstair door failure to open may be associated with a failure of IOM 1 or IOM 2.
The checklist will call to pull the air stair door circuit breaker, and then try to open the door. if this doesn’t work then it will call for turning the master off and then trying again, IF all don’t work then use the back doors
NO STARTER CUT OUT
START Light remains illuminated
Note: Engine START and SELECT lights will take approximately 15 seconds to go out
HIGH OIL PRESSURE
Continuous Oil Pressure above 72 psi
Caution: Maximum power reductionmust not exceed 20%
of previously set torque.
Note: Power reduction will be dependant on
performance, including icing, and airspeed requirements. Minimum airspeed will be appropriate to flap configuration and flight
conditions.
The checklist will call for reducing power to the affected engine and monitoring what the pressure does.
If the presaure decreases below 72psi but not below 44psi then continue the flight and have maintenance action when you land.
If the pressure stays or increases above 72psi then ENGINE FAILURE/FIRE/SHUTDOWN
HIGH OIL TEMPERATURE IN FLIGHT
107 _ C or above
Caution: Maximum power reductionmust not exceed 20%of previously set torque.
Note: Power reduction will be dependant on performance, including icing, and airspeed requirements. Minimum airspeed will be
appropriate to flap configuration and flight conditions.
The checklist will call for reducing power to the affected engine and monitoring what the pressure does for 10 minutes
IF oil temperature decreases below 107 _C:
- – Maintain power at or below the adjusted torque setting for remainder of the flight.
- – Maintenance action required prior to next flight.
IF oil temperature does not decrease or increases above 125 _C:
Affected engine:
ENGINE FAILURE/FIRE/SHUTDOWN
DUAL PROPELLER OVERSPEED
Note: During overspeed governor control, an increase in power or turbulence encountermay cause the propeller speed to temporarily exceed 1080 rpm. With Power Levers in the RATING DETENT, the
TRQ indication will be less than the displayed torque rating. Landing
Considerations:
— DO NOT retard Power Levers below FLT IDLE on
landing and during taxi, as propellers will feather.
— Anticipate greater than normal braking requirements
due to increased propeller thrust at FLT IDLE setting.
Note: During the landing roll, propellers will decrease
to approximately 500 - 550 RPMand may cause
the AC generators to drop off-line.
PROPELLER OVERSPEED
Note: If the engine is not shutdown immediately after feathering the propeller with the Alternate Feather system, the propeller may unfeather. Re-select the ALT FTHR switch to feather the propeller.
Symmetric Power levers will give approximately symmetric power.
During overspeed governor control, an increase in power or turbulence encountermay cause the propeller speed to temporarily exceed 1080 rpm.
Landing Considerations ifpropeller does not feather:
— DO NOT retard affected Power Lever below FLIGHT
IDLE on landing.
— Anticipate greater than normal braking requirements
due to increased propeller thrust at FLT IDLE setting.
“#1 PEC” or “#2 PEC”
Caution Light
Landing Considerations:
— DO NOT retard affected Power Lever below FLIGHT
IDLE on landing.
— Anticipate greater than normal braking requirements
due to increased propeller thrust at FLT IDLE setting.
LOSS OF PILOT, CO-PILOT and
STANDBY AIRSPEED and
ALTITUDE INDICATIONS
(Loss of both pitot-static probes on the right side of the
aircraft due to a suspected bird strike)
Note: “ELEVATOR FEEL”, “PITCH TRIM”, “SPLR
OUTBD” and “RUD CTRL” Caution lights will
illuminate. Elevator forces, roll rate and rudder
sensitivity may be higher or lower than usual.
LOSS OF BOTH AIRSPEED and BOTH
ALTITUDE INDICATIONS ON PILOT’s and
CO-PILOT’s PFDs
(Air Data 1 and 2 sources have failed)
Lost Services:
Autopilot and Yaw Damper
Flight Director
Note: “ELEVATOR FEEL”, “PITCH TRIM”, “SPLR
OUTBD” and “RUD CTRL” Caution lights will
illuminate. Elevator forces, roll rate and rudder
sensitivity may be higher or lower than usual.
“IAS FAIL” or “ALT FAIL”
Message on PFD
Lost Services:
Autopilot and Yaw Damper
Note: “ELEVATOR FEEL”, “PITCH TRIM”, “SPLR
OUTBD” and “RUD CTRL” Caution lights will
illuminate. Elevator forces, roll rate and rudder
sensitivity may be higher or lower than usual.
“IAS MISMATCH”
(Message on PFD)
(Air Data 1 and 2 airspeed indications do not match)
Lost Services:
Autopilot and Yaw Damper
Note: “ELEVATOR FEEL”, “PITCH TRIM”, “SPLR OUTBD” and “RUD CTRL” Caution lights will illuminate. Elevator forces, roll rate and rudder sensitivity may be higher or lower than usual.
“ALT MISMATCH”
(Message on PFD)
(Air data 1 and 2 altitude indications do not match)
Lost Services:
Autopilot and Yaw Damper
Note: “ELEVATOR FEEL”, “PITCH TRIM”, “SPLR
OUTBD” and “RUD CTRL” Caution lights will
illuminate. Elevator forces, roll rate and rudder
sensitivity may be higher or lower than usual.
“LOC MISMATCH” or “GS MISMATCH”
(Message on PFD)
(ILS 1 and 2 deviation indications do not match)
Note: If a mismatch appears between the two ILS
sources in DUAL APPR mode, the flight director
will automatically switch back to the HSI (which
may not be valid) that was in use at the
commencement of the approach.
“RA” (Message on PFD)
Both Radar Altimeters have failed
Lost Services:
Stick Pusher
EGPWS
TCAS
— Ensure required clearance from terrain, obstructions
and other aircraft ismaintained using alternate sources of available information.
“RAD ALT MISMATCH”
(Message on PFD)
(Radar Altimeter 1 and 2 indications do not match)
Note: EGPWS ”Minimums” callouts will be based on
Rad Alt 1 altitudes.
“GPS INTEG”
(Message on PFD)
(The integrity of the GPS position cannot be assured to meet minimum requirements for the particular phase of flight)
Note: “GPS INTEG” message can appear on the
ground, due to local obstructions to satellite
reception.
MAIN DC BUS FAULT
Left Main DC Bus F ault:
(“DC BUS”, “#1 DC GEN”, “STBY BATTERY” and “AUX
BATTERY” Caution Lights)
THE CHECKLIST WILL CALL FOR TURNING OFF THE AUX, STAND BY BATTERIES AND #1 DC GEN OFF AND LEAVING THEM OFF AND TRYING A BUS RESET . IF THE LIGHTS REMAIN THEN NO FURTHER ACTION. IF THE DC BUS STAYS ILLUMINATED, THEN DESCEND TO BELOW 14.000 FEET MANUALLY CONTROL THE CABIND DIIF.
Note: ECS pack airflow is lost and cabin will
depressurize.
The aircraft must then be descended below 14.000 feet and ram ventilated.
Right Main DC Bus F ault:
“DC BUS”, “#2 DC GEN”, and “MAIN BATTERY” Caution Lights
Note: ECS pack airflow is lost and cabin will
depressurize.
The aircraft must then be descended below 14.000 feet and ram ventilated.
“L AC BUS” or “R AC BUS”
(Caution Light)
Note: Affected variable AC BUS is depoweredwith loss of associated services.
Lost Services: L AC BUS R AC BUS L Aux Fuel Pump L Prop Deicing L Alpha Vane Heater L TRU L Ice Detection Sensor Pilot Windshield Heat (Norm & Warmup) L Engine Intake Heater L Pitot Static Heater Stick Pusher System R Aux Fuel Pump R Prop Deicing R Alpha Vane Heater R TRU R Ice Detection Sensor Standby Hydraulic Pump Co-pilot Windshield Heat (Norm) Pilot Side Window Heat R Engine Intake Heater R Pitot Static Heater Stick Pusher System
RUDDER JAM
Restricted Rudder Pedal Movement
Warning: Should the rudder pedal (rudder jam)
suddenly break free, do not apply rudder
pedal input in the opposite direction.
“#1 FUEL FLTR BYPASS” or
“#2 FUEL FLTR BYPASS”
(Caution Light)
Note: Monitor fuel flow, ITT, and NH . If erratic, may
indicate contamination has passed filter.
No. 1 HYDRAULIC SYSTEM FAILURE
LOSS of ALL FLUID from No. 1 HYDRAULIC SYSTEM
(“#1 ENG HYD PUMP” and “#1 HYD ISO VLV” Caution
Lights, and ENGINE 1 HYD valve CLOSED Advisory Light
and no Quantity indicated on No. 1 HYD QTY
REF SPEEDS AND LANDING DISTANCES WILL HAVE TO BE INCREASED AND CONSIDERATIONS MUST BE MAD WITH REGARDS TO DECIDING WHERE TO LAND.
Note: “#1 HYD ISOVLV” Caution Light may go out with
very low hydraulic fluid quantity in the No. 1Hydraulic system.)
Caution: Avoid pitch attitudes in excess of 6_ at touchdown.
DO NOT select Power Levers below Flight Idle until indicated airspeed is below 150 kts. Excessive application of emergency braking can
result in skidding and tire failure.
Lost Services:
Flap
Normal/Anti-Skid Brakes
Inbd Roll Spoiler / ElevatorNo. 1 / RudderNo. 1System
“#1 ENG HYD PUMP”
(Caution Light)
(No Pressure Indicated in the No. 1 Hydraulic System)
Note: Hydraulic pressure will be indicated in the No.3
system and the “#1 HYD ISO VLV” Caution Light
may be illuminated until normal pressure is
restored in the No. 1 Hydraulic system
Caution: With #1 ENG HYD PUMP caution light
illuminated, DO NOT select PTU CNTRL switch
Landing Considerations:
— Flap extension and retraction is slower than normal.
No. 2 HYDRAULIC SYSTEM FAILURE
LOSS of ALL FLUID from No. 2 HYDRAULIC SYSTEM
(“#2 ENG HYD PUMP” and “#2 HYD ISO VLV” Caution
Lights, and ENGINE 2 HYD valve CLOSED Advisory Light
and no Quantity indicated on No. 2 HYD QTY
REF SPEEDS AND LANDING DISTANCES WILL HAVE TO INCREASE AND CONSIDERED WHEN THINKING ABOUT WHERE TO LAND.
THIS WILL LEAD TO A MANUAL GEAR EXTENSION
Note: “#2 HYD ISOVLV” Caution Light may go out with
very low hydraulic fluid quantity in the No. 2
Hydraulic system.
Lost Services:
Normal Gear Extension and Retraction
Nosewheel Steering
Emerg Brakes (when Park Brake pressure depleted)
OutbdRollSpoiler/ElevatorNo.2/RudderNo.2System
“#2 ENG HYD PUMP”
(Caution Light)
(No Pressure Indicated in the No. 2 Hydraulic System)
Note: Hydraulic pressure will be indicated in the No.3
system and the “#2 HYD ISO VLV” Caution Light
may be illuminated until normal pressure is
restored in the No. 2 Hydraulic system.
“MISTRIM [TRIM L WING DN]” or
“MISTRIM [TRIM R WING DN]”
(Message on PFD)
(Autopilot is holding a roll force)
Caution: Prior to disengaging the autopilot, firmly hold the
controlwheel and be prepared for a control force
in roll.
“MISTRIM [TRIM NOSE DOWN]” or
“MISTRIM [TRIM NOSE UP]”
(Message on PFD)
(Autopilot is holding a pitch force)
Caution: Prior to disengaging the autopilot, firmly hold the
controlwheel and be prepared for a control force
in pitch.
“FD ADC DATA INVLD”
Message on PFD
(Selected air data source to FD is invalid or mismatched)
Lost Services:
Autopilot and Yaw Damper
Note: “ELEVATOR FEEL”, “PITCH TRIM”, “SPLR
OUTBD” and “RUD CTRL” Caution lights will be
illuminated. Elevator forces, roll rate and rudder
sensitivity may be higher or lower than normal.
“FD ATT DATA INVLD”
Message on PF
(Selected attitude data input to FD is invalid or mismatched)
Lost Services:
Autopilot and Yaw Damper
Note: “ELEVATOR FEEL” Caution light will be
illuminated. Elevator forces may be higher or
lower than normal.
“FD HDG DATA INVLD”
Message on PF
(Selected heading data input to FD is invalid or mismatched)
Lost Services:
Autopilot and Yaw Damper
“FD NAV DATA INVLD”
Message on PFD
(Selected navigation data input to FD is invalid or mismatched)
“CAT II FAIL”
Message on PFD
(Required input for a CAT II ILS approach is invalid or mismatched)
Note: If a mismatch appears between the two HSI
sources in DUAL APPR mode, the flight director
will automatically switch back to the HSI (which
may not be valid) that was in use at the
commencement of the approach.
“CHECK PFD1” or “CHECK PFD2”
Message on PFD
(Critical data on the indicated PFD may be displayed incorrectly)
“ATT FAIL”
Message on PFD
(Source of pitch and roll data to PFD has failed)
Lost Services:
Autopilot and Yaw Damper
Note: “ELEVATOR FEEL” Caution light will illuminate.
Elevator forces may be higher or lower than
usual.
“HDG FAIL”
Message on PFD
(Source of heading data to PFD has failed)
Lost Services:
Autopilot and Yaw Damper
Note: If amalfunction of the flux valve is the cause of the
heading failure, the SLAVE advisory light, on the
AHRS controller, will also illuminate.
“IVSI FAIL”
Message on PFD
Lost Services:
Autopilot and Yaw Damper
Note: “ELEVATOR FEEL” Caution light will illuminate.
Elevator forces may be higher or lower than usual. A valid air data input to the selected AHRS is required for IVSI computation.
