SDH AS350B2 Emergency Procedures Flashcards
SDH AS350B2 Checkride Study Info
DISCLAIMER
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 and Sundance Helicopters Inc 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.
SMOKE IN CABIN
Source Not Identified
- Heating/Demisting OFF
- Electrical Master ALL OFF
- When smoke gone, set all switches to OFF (including generator), close vents
- Reset battery to ON
- Reset ALL OFF to normal
- Switch on Generator and check voltage and current
- If normal, switch on systems one by one until malfunctioning system identified
ON VEMD
When switching Electrical Master off/Emer Shed, you will lose both VEMD and may have a governor light. During the time the screens are off apply SCREEN FAILURE EP (Slow to 100kias -2kias per 1000hp). Once Master/Emer Shed is turned back on, battery back on Gen on, make sure VEMD are turned back on and then check DC parameters to assure Gen is working. If normal, complete above procedures.
On both versions if GEN does not come back on line, LAND AS SOON AS PRACTICABLE, turn off all unnecessary equip to conserve battery. Review loss of Gen EP.
SMOKE IN CABIN
Source Identified
- Shut off identified system
- If necessary use fire extinguisher
- Air cabin by opening front vent, vent ports, window
RELIGHTING ENGINE IN FLIGHT
(Usually above 13000 feet)
- -PUMPS ON
- -GENERATOR ON
- -Wait Until NG Below 30% Then Carry Out Normal Startinting Procedure
(In order to avoid jerk on re-synchronization, accelerate the engine progressively when NF approaches NR)
ABNORMAL NR/NF READINGS
If NR/NF Values Agree
NR/NF below green arc, if the values agree
Excessive power demand: Reduce collective pitch. Indicator values should rise to governed value.
Governor failure, use Gov. Failure EP
TAIL ROTOR FAILURE
In Forward Flight
Reduce power as much as possible, maintain forward speed (weathercock effect), select suitable landing area for steep approach with power setting for reasonably coordinated flight
On final, shut down engine, autorotate, touch down at lowest possible speed
HIGH ENGINE OIL TEMP
In Cruise Flight
Reduce power and set speed at 80 knots.
Temperature should fall rapidly
If not, LAND AS SOON AS POSSIBLE
FLAME OUT IN FLIGHT
SYMPTOMS
- Jerk in Yaw Axis (only in high power flight)
- Drop in Rotor RPM (Horn below 360 RPM)
- Torque at Zero
- NG Falling to Zero
- Generator Warning Light ON
- Engine Oil Pressure Warning Light ON
- ENTER AUTOROTATION!!
IN FLIGHT
Analog AStar
Reduce power
Monitor MGB P and MGB T lights, if either of those should come on perform those EP
VEMD SHIP
LAND AS SOON AS POSSIBLE
IN FLIGHT
- Test DC voltage
- Check to make sure GEN button in
- Attempt GEN RESET, if unsuccessful: Shed the least essential consumers. CONTINUE FLIGHT, watch voltage (22V minimum)
The following old EP has been deleted, but included here as a guide for battery time that MAY remain if GEN lost. Battery may fail unexpectedly if there is no GEN.
- Maximum flight time on battery: 50 minutes day, 20 minutes night
LAND AS SOON AS PRACTICABLE
Observe altitude limits if turning off booster pumps
IN FLIGHT
Disconnected in SDH ships. If illuminated, possible wire short should be investigated.
Normal EP is:
Isolate the battery (pushbutton OFF)
LAND AS SOON AS POSSIBLE
T4 INDICATOR FAILURE
Comply with NG limitations
DO NOT attempt to restart engine
GOVERNOR FAILURE
Excessive Fuel Flow Rate
NG, T4, NR, and Torque increase
- Do NOT reduce collective
- Reduce FFCL until rotor RPM in safe green arc
- Continue flight with the governor out. Any reduction of collective will cause rise in rotor RPM, which must be counteracted by reducing FFCL
- Shallow approach, 65 Knots
- Control rotor RPM 394 with FFCL
- On final slow without adjusting FFCL
- Rotor RPM will slow as collective raised for touchdown
- After TD reduce FFCL BEFORE reducing collective.
LOW ENGINE OIL PRESSURE
Oil pressure gauge in lower RED arc with NG above 85%
VEMD
- Test Warning-Caution Panel and check that ENP P light illuminates
- If ENG P light is already on, or does not illuminate when tested (presume it is on):
- LAND IMMEDIATELY: Autoration precedures apply; Shut down engine time permitting
- If ENG P light does illuminate when tested:
- LAND AS SOON AS PRACTICABLE.
- Monitor ENG P light
ANALOG
- Test Warning-Caution Panel and check that ENP P light illuminates
- If ENG P light does not illuminate when tested:
- If torquemeter is much too low, SHUT DOWN ENGINE and AUTOROTATE
- If ENG P light does illuminate when tested:
- But torquemeter is too low, LAND AS SOON AS POSSIBLE
- If torquemeter is correct, LAND AS SOON AS PRACTICABLE.
- Monitor ENG P light
NR (ROTOR RPM) INDICATOR FAILURE
Maintain engine torque above 10%: NR reading is then given by the NF pointer
LAND AS SOON AS PRACTICABLE
BLEED VALVE ON NG INDICATOR
When bleed valve closes, flag disappears (normally open when shutdown, and during start procedure and low power)
If flag is on above specified range your maximum available engine power is reduced (especially in cold weather)
If flag doesn’t come on below specified range engine surging may result. Avoid sudden power variations
Push horn button ON
Check that battery button is ON
Watch voltage (minimum 22V)
CONTINUE FLIGHT
VEMD SCREEN FAILURES
FAILURE OF ONE SCREEN
Turn failed screen OFF. Read all available data on the remaining screen
Data is available using the SCROLL button either on VEMD or the collective.
FAILURE OF BOTH SCREENS
Can be a single failure when BAT/EPU and GENE or EMER SW (fire and smoke detection procedure) are in OFF position.
- To avoid power overlimit*
- Reduce power limit to 100 kts - 2 kt per 1000 ft Hp*
LAND AS SOON AS PRACTICABLE
Carry out a no hover landing
IN FLIGHT
Analog:
Reduce engine power
If light goes out
CONTINUE FLIGHT at reduced power
If remains on
LAND AS SOON AS POSSIBLE
VEMD:
Reduce Engine Power
If light goes out
LAND AS SOON AS PRACTICABLE
If light stay on
LAND AS SOON AS POSSIBLE
If experiencing NG oscillations
LAND IMMEDIATELY
(Autorotation procedures apply)
LIST OF FUNCTION WHICH MUST REMAIN ON WHEN FLYING ON BATTERY ONLY
DAY
- Battery
- Fuel Pumps
- VHF
- Radio-Nav
NIGHT
- Day equipment plus:
- Instrument lighting
- Attitude Indicator
- Position Lights
- Anticollision lights
LOW FUEL PRESSURE
Failure is confirmed by
F. FILT light
If no light, gauge is faulty and flight may be continued
TAIL ROTOR CONTROL FAILURE
- Set IAS to 70 knots level flight
- Press the hydraulics button. After 5 seconds, reactivate hydraulics button
- Shallow approach with slight slip to left. Run on landing. Left slip will reduce as power is applied.
IN FLIGHT
Fuel pressure below 0.2 bar on either, or both pumps
Check fuel pressure, if normal, only one pump is faulty CONTINUE FLIGHT
If pressure at zero, both pumps faulty, CONTINUE FLIGHT below 5000’
IN FLIGHT
CONTINUE FLIGHT
Avoid prolonged hovering
TAIL ROTOR DRIVE FAILURE
Symptom
Will result in left yaw, extent will depend on power and speed at time of failure.
NO FUEL PRESSURE
Failure is confirmed by FUEL P light
If no light, gauge is faulty, continue flight
IN FLIGHT
VEMD
Check engine oil pressure, if pressure is low, or zero, LAND IMMEDIATELY, autorotation procedures apply. Shut down engine time permitting
If engine oil pressure ok,
LAND AS SOON AS PRACTICABLE
ANALOG
REDUCE POWER
Check engine oil pressure, if pressure is low, or zero, check torquemeter, if also very low SHUT DOWN ENGINE, AUTOROTATE
If torquemeter ok, but engine oil pressure low,
LAND IMMEDIATELY
If engine oil pressure and torquemeter ok,
LAND AS SOON AS POSSIBLE
IN FLIGHT
LOSS OF HYDRAULIC PRESSURE (Less than 30 bar)
(Accompanied by HORN / or GONG in VEMD Ship)
In Flight: Reduce collective, set IAS between 40 and 60 knots, level flight
Cut off hydraulic actuator on collective (Control loads are felt: on collective increase, and on forward and LH cyclic.)
LAND AS SOON AS POSSIBLE
Shallow approach, running landing at approx. 10 knots slightly to the right
After landing, lock collective, shut down engine
DO NOT HOVER!
DO NOT DEPRESS HYD TEST
In Hover IGE: Land normally, lock collective, shut down engine.
IGE HOVER AUTOROTATION
- Do Not Reduce Collective Pitch
- Control Yaw
- Cushion Touchdown by Increasing Collective
- Reduce Collective As Soon As Aircraft Is On The Ground
IN FLIGHT
Reduce Power
LAND AS SOON AS POSSIBLE
IN FLIGHT
VEMD SHIP
Slow to Vy (55 KIAS), if light goes out
LAND AS SOON AS PRACTICABLE
if light stays on
LAND AS SOON AS POSSIBLE
Analog AStar
Test the warning panel to check MGB P light. If the light does not come on, reduce power
LAND AS SOON AS POSSIBLE
If MGB P light does come on, land, check oil level. If oil level normal, fly to the nearest base
NG INDICATOR FAILURE
If NG indicator fails, do not exceed the maximum torque value, and keep the T4 temperature below
- OAT less than 15c T4 - 730c
- OAT more than 15c T4 - 750c
IN FLIGHT
Reduce airspeed (120 knots maximum)
Visually check that doors are closed
Land and check doors, or CONTINUE FLIGHT at reduced airspeed
Shallow approach, low sink rate
HORN ACTION
CONTINOUS
REDUCE COLLECTIVE PITCH!
Reduce speed and level
If hydraulic light on, use HYDRAULIC OUT EP
If down collective shuts off horn then the malfunction is low rotor RPM, usually engine failure
Check engine parameters by applying collective pitch very gradually
Avoid large attitude changes
Remaining fuel approx. 15.8 Gal
Approx 18 minutes flying time at MCP
TAIL ROTOR FAILURE
In Hover or Low Airspeed
IGE: Reduce collective and land before yaw rate is too high!
OGE: Reduce collective moderately to reduce torque and pick up forward speed
TORQUEMETER FAILURE
HORN ACTION
INTERMITTENT
NR is above 410 RPM: Slightly increase collective pitch in order not to exceed 430 RPM
(Recuce cyclic back pressure if applicable)
DURING START
- Close fuel shut off cock and apply rotor brake
- Booster pumps OFF
- CRANK for 10 seconds
- Use fire extinguisher
Check pitot button ON
Monitor airspeed indicator
ABNORMAL NR/NF READINGS
Different NR/NF Values
- NR reading exceeds NF:
- NR gauge is incorrect, maintain torque above 10% and LAND AS SOON AS PRATICAL.
- Use NF gauge for NR
- NF reading exceeds NR
- On ground during startup: Reduce FFCL to check for possible freewheel slippage.
- In flight: NR reading is probably incorrect, see above procedure.
OGE HOVER AUTO
- Reduce Collective Pitch
- Forward Cyclic to Gain Airspeed (dependant on height above ground)
- Attempt Remaining Autorotation Steps
AUTOROTATION
(Following Engine Failure)
- Set Low Collective Pitch
- Monitor and Control Rotor RPM
- Establish Approx. 65 Knot Airspeed
- Move FFCL to Shutdown Position
- Close Fuel Shut Off (If not relighting)
- SWITCH OFF: Pumps, Generator, Electrical “All Off” switch (If smell of burning)
- Maneuver into wind on final
- At Approx. 65’ AGL Begin Flare
- At 20-25’ AGL gradual up collective
- Resume Level Attitude Before Touchdown, no Side Slip
- Gentle Down Collective After Touchdown
HIGH ENGINE OIL TEMP
In Hover, or Low Speed
- Land if possible
- Stop engine, check if cooling fan operating
- If landing impossible:
- Increase speed and reduce power
- Fly at approx. 80 knots. Temperature should fall rapidly.
- If it does not, LAND AS SOON AS POSSIBLE
IN FLIGHT
- Enter autorotation!
- Close fuel shut off, shut down engine
- Pumps, Generator OFF
- If smell of burning, Electrical Master ALL OFF
(Before autorotation make best effort to confirm actual fire!)
YAW SERVO-CONTROL SLIDE -VALVE SEIZURE
(Hydraulics)
In Hover: If no movement about the yaw axis, LAND NORMALLY
If rotating about the yaw axis, cut off hydraulic actuator on collective
In Cruise Flight: Reduce speed, side slip if necessary cut off hydraulic actuator on collective
GOVERNOR FAILURE
Large Drop In Fuel Flow Rate
Same symptoms as engine failure, but after a few seconds NG stabilizes at low RPM (less than 70%)
- Establish autorotation, then advance FFCL into emergency sector, NG and T4 should rise
- Control engine speed to 70% NG
- If necessary raise collective to bring rotor RPM to 350
- Increase FFCL until rotor RPM is approx. 380
- Trim collective pitch and FFCL to hold level flight at this rotor RPM
- Shallow approach, 65 Knots,
- Control rotor RPM 394 with FFCL,
- On final slow without adjusting FFCL, rotor RPM will slow as collective raised for touchdown.
- After TD reduce FFCL BEFORE reducing collective.
IN FLIGHT
LAND AS SOON AS POSSIBLE
Further take off prohibited. Checks in Turbomeca Maintenance Manual must be performed
MAIN SERVO CONTROL SLIDE-VALVE SEIZURE
(Hydraulics)
Cut off hydraulic actuator on collective. (If at high speed there will be high load feedback)
Reduce speed to 60 knots and proceed with HYDRAULIC OUT EP and landing.
HORN
AUDIO WARNINGS
Analog AStar
Continuous
NR below 360 (250-360)
Hydraulic Pressure - Below 30 Bar
During Normal Test
Intermittent
NR above 410
VEMD SHIP
**GONG**: A gong is generated each time a RED warning appears on the warning panel.
CONTINUOUS TONE:
Two tones can be heard:
When NR is below 360 rpm
When take-off limitations are exceeded
After a 1.5 sec. delay if power remains within transient limitations.
Immediately when transient power limitations are or may be exceeded during fast power increases.
INTERMITTENT TONE:
An intermittent tone is heard when the NR is above 410 rpm.
GOVERNOR FAILURE
Surging
RPM hunting, torque and T4 indications, jerks in yaw axis
- Change collective pitch
- If surging persists while fuel pressure and engine oil pressure are OK, reduce FFCL slightly to leave in the governed range
- If surging still persists, LAND AS SOON AS POSSIBLE and shut down the engine
