Single Engine Failures

Question 1

You are downwind at 100KIAS, 2400ft when you notice a PWR Class A, yaw to the right and a change to the sound on ENG 2, what are your initial actions?

Answer 1

• “PWR class A”
• C (lower) - A (3ºNU) - S (N/R) - T
• Maintain downwind
• R/T to RWY landing
• NFP —> Checklist out

Question 2

Explain you actions for an ENG failure below 15ft AGL:

Answer 2

Collective - Maintain
Attitude - Landing attitude
Collective - Cushion

Question 3

Explain you actions for a ENG failure between 15 and 30ft AGL:

Answer 3

Collective - Reduce (Minimise Nr loss)
Attitude - Landing attitude
Collective - Cushion

Question 4

You have just started a standard departure when the NFP says “PWR class A, Nr low”. You have not reached ETL yet, what are your actions?

Answer 4

Collective - Maintain
Attitude - Set hovering taxi attitude (4º NU, for flat RLDG)
Collective - Cushion

Question 5

You are flying a standard takeoff, have set an accelerative attitude and passed F1 but are yet to reach flyaway, when your NFP says “PWR Class A”, what are your actions?

Answer 5

After F1, before flyaway:

Collective - Lower until VV is at 5º pitch bar
Attitude - Simultaneously set 4ºNU (speed stable)
Collective - Intercept normal flared RLDG

Question 6

You are flying an approach and have not yet called committed when you feel a jerk to the right and see a “PWR Class A” on your MFD, what are your actions?

Answer 6

Collective - Pull until top of MCP
Attitude - Set 3/4ºNU (or as req for speed stable)
Am I clear of obstacles or not? If not then
Collective - Deselect INT/SUP as req THEN bleed to 315RRPM in SUP
Airspeed - 75 KIAS unless obstacles then 50KIAS
Stores - Jet as req
Once clear of obstacles
Collective - Reselect MCP —> reselect INT/SUP

Question 7

You are flying an approach, you are committed to the ground when you feel a jerk to the right and see a “PWR Class A” on your MFD, what are your actions?

Answer 7

Collective - Maintain approach angle
Attitude - 3-4ºNU IOT speed stable
Flare - IOT achieve a flared RLDG
Collective - Cushion using SUP

Question 8

Under what circumstances would a pilot elect to fly a flat or flared rolling landing for a deliberate OEI approach?

Answer 8

Flared: Is the best mix between reduced ground roll when landing on mixed surfaces and less time at high power settings
Flat: Allows landing in DVE compromised environments and never exposes the aircraft to high power settings at the cost of significantly increased ground roll

Question 9

What are the options available to the crew if an engine failure occurs whilst the aircraft is hovering BELOW the HHP?

Answer 9

If landing area only available below the aircraft: (most likely tactical scenario)
- Vertical descent is the only option available

If landing area available ahead of the aircraft:
- Lower the nose to create some translational left before flaring to land

Question 10

You are flying a standard departure and have accelerated past ETL and set an accelerative attitude but have not yet reached F1 when you have an ENG failure, what are your actions?

Answer 10

Between ETL and F1:

Collective - Lower to maintain Nr
Attitude - Raise to set decelerative (for flared RLDG)
Collective - Cushion

Question 11

What are the two possible situations presented to the crew if an engine failure occurs whilst the aircraft is hovering ABOVE the HHP?

Answer 11

Above HHP clean (HHPC) but below the HHP stores (HHPS)
- Recovery actions require immediate jettison

Above HHPS
- Aircraft is flyaway capable without stores jettison

Question 12

You are hovering at 180ftAGL, between HHPC and HHPS, when you are alerted to a PWR class A, what are your actions to recover the aircraft?

Answer 12

J - Immediate jettison via COL switch (press and hold 1 for 1 second)
A - 25ºND
C - Check down COL
A - Anticipate F1, set 0-1ºND
S - Confirm stores released
T - TRG mode/SLOW OFF

Assess, do I need more performance? If yes:
C - Increase COL until NR 315
A - Lower attitude, intercept Vx as req

Once clear of obstacles
C - Adjust out of SUP as req
A - Lower attitude, intercept Vy as req

Question 13

You are hovering at 250ftAGL above the HHPS, when you are alerted to a PWR class A, what are your actions to recover the aircraft?

Answer 13

J - Nil requirement for jettison
A - 25ºND
C - Check down COL
A - Anticipate F1, set 0-1ºND
S - Assess, should stores be released?
T - TRG mode/SLOW OFF

Assess, do I need more performance? If yes:
C - Jet stores, Increase COL until NR 315
A - Lower attitude, intercept Vx as req

Once clear of obstacles
C - Adjust out of SUP as req
A - Lower attitude, intercept Vy as req

Question 14

You are hovering at 100ftAGL within the H/V curve, with the only landing site being directly below you, what are your actions to land the aircraft?

Answer 14

J - Jettison (as req)
C - Lower, regain Nr
NR - Raise, establish 315RRPM
C - Cushion

Question 15

You are hovering at 100ftAGL within the H/V curve, infront of you is a large clear area, what are your actions to land the aircraft?

Answer 15

J - Jettison (as req)
A - Lower, gain IAS
C - Lower, regain Nr
F - Flared ATT RLDG
C - Cushion

Question 16

You have just set 3ºNU @75KIAS on upwind after having called flyaway when the NFP alerts you to a PWR class A and associated indications for an engine failure, what are your actions?

Answer 16

C - Check down due Nr
A - Speed stable or anticipate Vx
C - SUP set, 315Nr
S - Does perf require jettison?
A - Vx/Vy when able
C - Lower our of SUP

Question 17

You are the flying pilot when you notice and “OIL P” 1 Class A, what are your actions?

Answer 17

ENG 1 Oil Pressure”

A - 75KIAS attitude

“Boldface complete, safe H/H/AS”

Question 18

On downwind you can hear loud popping and banging noises over your right shoulder, what is the most likely emergency and what are your actions?

Answer 18

“Suspected compressor stall, ENG 2”

C - Reduce
A - 75KIAS attitude

“Boldface complete, safe H/H/AS”

Question 19

You are the flying pilot when Nr starts to unexpectedly rise as noise from the engines increases, what are your actions?

Answer 19

“Increasing Nr”

C - Increase, Nr within limits
A - 75KIAS attitude
S - Stores jettison?

“Nr within limits, passing X,000ft, PAN call due airspace, this is a LASA Practical EMERG ”

Question 20

You are flying along and notice an “ENG.CHIP” class B on the MFD, what are your initial actions?

Answer 20

“ENG Chip”

A - 75KIAS attitude
“BF complete, safe height, HDG, airspeed”

Question 21

You are flying along when you notice “OSPD 2” on the MFD, what are your initial actions?

Answer 21

“Engine 2 shutdown due overspeed”

C - Nr within limits
A - 75KIAS attitude
S - Stores jettison?
“Boldface complete, continued flight possible”

Question 22

What does a “OSPD 1/2” Class A mean? (2)

Answer 22

• You are now OEI, the respective engine has been automatically shutdown due to overspeed
• The other engine no longer has overspeed protection

Question 23

The engine overspeed due to drive shaft failure presents itself in two different ways depending on if the aircraft was in a high or low power setting, what are they?

Answer 23

High power: NF for the respective engine will exceed 378 and the ENG will be auto shutdown, the pilot will see the “O.SPD” Class A
Low power: NF will be captured before 378 by the overspeed system, NG, NF, Oil T/Ps all look normal however the ENG will produce no TQ. The pilot will be presented a “PWR” Class A due TQ split