TH-73A Emergency Procedures Flashcards
Indications of an engine failure:
- NR, N2, N1, ITT, and torque rapidly decreasing.
- Left yaw.
- ENG OUT warning CAS message and aural warning.
- ROTOR LOW warning CAS message and aural warning.
ENGINE FAILURE HOVER IGE CMI
Legend: ENG OUT CAS warning message.
Cause/Remarks: This EP encompasses engine failures from a hover in ground effect up to 30 KIAS.
- Collective-Maintain initially then increase to cushion touchdown.
- Pedals-Control yaw rate.
- Cyclic-Adjust to obtain level skid attitude.
ENGINE FAILURE TAKEOFF
Legend:
ENG OUT warning CAS message
Cause/remarks:
This EP refers to engine failures after takeoff above 30 KIAS.
- Collective-Lower immediately to stop Nr decay.
- Pedals-Control yaw rate.
- Autorotative Landing-Complete.
ENGINE FAILURE HOVER OGE
Legend:
ENG OUT warning CAS message
Cause/remarks:
If altitude permits, consider increasing airspeed to at least 60 KIAS.
- Collective-Lower immediately to stop NR decay.
- Pedals-Control yaw rate.
- Cyclic-Forward to increase airspeed.
- Autorotative Landing-Complete.
ENGINE FAILURE CRUISE
Legend:
ENG OUT warning CAS message
Cause/remarks:
None.
- Collective-Lower immediately to stop NR decay.
C: Keep rotor speed between 90 and 110% NR.
- Pedals-Control yaw rate.
- Cyclic-Adjust to desired airspeed.
N: Airspeed for minimum rate of descent is 70 KIAS.
N: Airspeed for maximum glide distance is 100 KIAS.
If time and altitude permit:
4. MAYDAY-Transmit.
5.Transponder-7700.
6. Engine Restart in Flight-As required.
If engine remains off/failed:
7. Autorotative Landing-Complete.
ENGINE RESTART IN FLIGHT
Legend:
None.
Cause/remarks:
N: Engine restart has not been tested in flight.
C: When the cause of engine failure is due to mechanical failure, do not attempt a restart.
- GEN switch-OFF.
- Twist grip-OFF.
- START push-button-Press and release.
When N1 reaches 10-20%: - Twist grip-IDLE.
When starter drops out and N1 61 +/- 1%: - Twist grip-FLT.
- GEN switch-ON.
Is the autorotative landing procedure in NATOPS specific to aircraft parameters?
No, it is not. It is generic and not specific to aircraft gross weight, environmental conditions, altitude, landing surface characteristics, etc.
What NR should autorotative flare initiation begin?
101-103%
What is the recommended pitch rate and pitch limit for an autorotation?
Recommended pitch rate is 5-7 per second up to a maximum of 30 deg nose up.
What should an effective flare do?
Reduce the rate of descent to approximately 500 fpm and forward speed to approximately 30 KIAS by the time the aircraft reaches 20 to 30 ft.
What are the requirements for touchdown airspeed and rate of descent?
Acceptable touchdown speed is highly dependent on the landing surface characteristics, but must be less than 50 kts. Rate of descent at touchdown should be less than 400 fpm.
AUTOROTATIVE LANDING
Legend:
None.
Cause/remarks:
None.
At approximately 150 feet:
1. Cyclic-Flare to reduce forward airspeed.
At approximately 20-30 feet:
2. Collective-Increase to reduce rate of descent.
3. Cyclic-Forward to obtain skid level attitude.
4. Collective-Continue application to cushion touchdown.
5. Pedals-Maintain direction.
C: In case of contact on the aft portion of the landing skid, avoid counteracting the pitch down with cyclic.
- Emergency shutdown-Complete.
ENGINE OIL PRESSURE LOW
Legend:
ENG OIL PRESS caution CAS message
ENG OIL PRESS warning CAS message
Cause/remarks:
Indications:
-ENG OIL PRESS warning message with tone.
-ENG OIL PRESS caution message with tone.
-N1 decreasing
W: This emergency may result in engine failure.
Engine oil pressure below 40 psi or 40-80 psi and decreasing:
1. Reduce power.
2. Monitor engine parameters.
3. Land as soon as possible.
N: Engine oil pressure may enter the cautionary range during autorotations.
ENGINE OIL TEMPERATURE HIGH
Legend:
ENG OIL HOT warning CAS message
Cause/remarks:
Indications:
-ENG OIL HOT warning message and tone.
-Engine oil temperature above 115 deg C.
- Reduce power.
- Monitor engine parameters.
- Land as soon as possible.
When is the ABORT START procedure used?
The ABORT START procedure is intended for any abnormality during the start sequence, including an igniter failure, a hot start, or a hung start.
ABORT START
Legend:
ITT LIMIT warning CAS message
Cause/remarks:
-ITT fails to rise after twist grip rotated to IDLE.
-ITT rises more slowly than normal and N1 stabilizes lower than normal.
-ITT rapidly increasing through 870 deg C.
-Smoke, flames or fire from engine exhaust.
C: An excessive rise in ITT, ITT rapidly accelerating through 870 deg C, and/or low battery voltage on starter engagement, indicates an increased potential for a hot start and may require aborting the start to preclude exceeding ITT start limits.
C: Monitor engine start and if light off does not occur within 10 seconds after the twist grip is set to IDLE, abort the start.
- Twist grip-OFF.
- IGN switch-OFF.
- STARTER pushbutton-Continue to operate until ITT decreases to normal range.
- Fuel Panel switches-OFF/CLOSED.
C: Failure to utilize a GPU/battery cart on subsequent start attempts may result in a hot start.
How is a compressor stall normally recognized?
A compressor stall is normally recognized by an audible pop accompanied by a possible increase in ITT and fluctuating N1 and TRQ. The compressor stall may be transient or steady.
ENGINE COMPRESSOR STALL
Legend:
N/A
Cause/remarks:
-Loud banging or popping (similar to backfiring).
-Fluctuating N1 coupled with failure to respond to power demand.
-Reduction in torque (due to reduced airflow through engine).
-Abnormal ITT increase (due to mismatch between fuel flow and N1 speed).
Corrective action:
W:
This emergency may result in engine failure.
*1. Collective-Lower to clear the stall.
*2. Airspeed-60-70 KIAS level flight.
*3. Land as soon as possible.
N:
If some usable power exists but level flight cannot be maintained, that power may be utilized to effect a landing or minimize rate of descent enroute to a suitable site for autorotation.
How is the engine droop compensator connected to the collective lever?
The mechanical droop compensator is connected to the collective lever through a linkage incorporating a shear section.
What needs to be done if an engine droop compensator linkage binding occurs?
If engine droop compensator linkage binding occurs, an increased collective force of 8.8 pounds (4 kg) maximum will be necessary to cut the shear section.
During an engine droop compensator binding, what will happen once the shear section is cut?
When the shear section has been cut, the collective force will return to normal level but the mechanical droop compensator (MEC) will be inoperative.
The EEC mode of operation will not be affected.
Tell me about malfunction of the automatic fuel control system
If an automatic fuel control system malfunction arises in flight, the manual override system (MAN) can be used. The MAN overrides automatic control features associated with normal operation of the engine. The pilot will have to compensate for collective and pedal movements by rotating the twist grip.
Malfunction of the Fuel Control System Blurb Warning and Note
W:
-When using the MAN, the engine response is directly related to the rate at which the engine throttle is rotated. Additional care is required during engine acceleration. Monitor cockpit indicators closely to avoid the possibility of over temperature, over torque, or engine surge.
N:
-An initial dead band (no engine response) may occur while operating in MAN.
MALFUNCTION OF THE FUEL CONTROL SYSTEM (OVERSPEED)
Legend:
-ROTOR HIGH CAS warning message
Cause/remarks:
-Indications:
Uncommanded increase in engine power (N1, ITT), torque, N2, and NR.
Corrective action:
If the fuel control system malfunction causes an increased collective force in power (overspeed):
*1. Twist grip-Reduce until NR/N2 are in normal range.
W:
-N1 decreasing below 51% will cause engine flame out.
*2. Collective/Twist grip-Coordinate.
*3. Land as soon as possible.
N:
-An overspeed may result in an EEC failure.
MALFUNCTION OF THE FUEL CONTROL SYSTEM (UNDERSPEED)
Legend:
-ROTOR LOW warning CAS message
Cause/remarks:
-Uncommanded decrease in engine power (N1, ITT), torque, N2, and NR
Corrective action:
If the fuel control system malfunction causes a decrease in power (underspeed):
*1. Collective-Lower to maintain NR.
*2. MAN/NOR selector-MAN.
*3. Twist grip-Slowly rotate toward MAX, as required.
*4. Collective/Twist grip-Coordinate.
W:
-Rapid movement of the throttle in MAN may result in engine over temp, over torque, over speed or engine surge.
-N1 decreasing below 51% will cause engine flame out.
*5. Land as soon as possible.
What is the only situation in which it is possible to get the Electronic Engine Control Degraded (EEC DEGRADED) caution CAS message?
It is only possible to get this CAS message on the ground with NR below 20%.
ENGINE RBG CHIP
Legend:
-ENG RGB CHIP caution CAS message
Cause/remarks:
Indications:
-ENG RGB caution CAS message
Corrective action:
*1. Reduce power.
*2. Check for secondary indications.
If secondary indications exist:
*3. Land as soon as possible.
The use of CHIP BURNER switch when the relative oil pressure is below limits is prohibited.
If no secondary indications:
*4. CHIP BURNER switch-Activate and release.
If the message does not extinguish or on the 4th ENG RGB CHIP message:
*5. Land as soon as possible.
N:
-The CHIP BURNER switch shall not be used to suppress a chip caution light when the aircraft is on the ground.
-The CHIP BURNER can be activated 3 times per flight.
ENGINE AGB CHIP
Legend:
-ENG AGB CHIP caution CAS message
Cause/remarks:
Indications:
-ENG AGB CHIP caution CAS message
Corrective action:
*1. Reduce power.
*2. Land as soon as possible.
N:
-CHIP BURNER is not available with an ENG AGB CHIP.
What are the causes/remarks for a rotor underspeed?
Indications:
-ROTOR LOW warning.
-NR 75-76%.
What are the causes/remarks of a rotor overspeed?
Indications:
-ROTOR HIGH warning.
-NR exceeding 108%.
What are the three general types of the most common transmission system (main and tail rotor gearbox) failures?
- Lubrication system failure (oil pump, ducts, nozzles, etc.)
- Transmission component failure (gears, bearings, etc.)
- Accessory component failure (hydraulic pumps, coolers, etc.)
What crew sensory perceptions play an important role in the diagnosis of impending transmission system failures?
- Abnormal mechanical noise.
- Heavy vibration levels.
- The smell of hot metal fumes.
TRANSMISSION MALFUNCTION
Legend:
-N/A
Cause/remarks:
-Indications:
1. XMSN OIL PRESS warning CAS message.
2. Transmission oil pressure below 30 psi.
3. XMSN OIL HOT warning CAS message.
4. Transmission oil temperature above 115 degrees C.
5. XMSN CHIP caution CAS message.
Corrective action:
W:
-Possible indications of imminent transmission failure may include: yaw attitude excursions with no control input, an increase in power required for a fixed collective setting, increased noise, increased vibrations, or abnormal fumes.
If failure is imminent:
*1. Land immediately.
If failure is not imminent:
*2. Reduce power.
*3. Monitor transmission parameters.
*4. Land as soon as possible.
N:
Transiting at a minimum power required airspeed and low altitude may permit a quick flare and immediate landing in the event of an imminent transmission failure.
TRANSMISSION CHIP
Legend:
-XMSN CHIP cautions CAS message
Cause/remarks:
Indications:
-XMSN CHIP caution CAS message.
Corrective action:
If XMSN CHIP message is illuminated:
*1.Check for secondary indications.
If secondary conditions exist:
*2. Transmission Malfunction emergency procedure-Perform.
The use of CHIP BURNER switch when the relative oil pressure is below limits is prohibited.
If no secondary indications:
*3. CHIP BURNER switch-Activate and release.
If the message does not extinguish or on the 4th XSMN CHIP message:
*4.Transmission Malfunction emergency procedure-Perform.
N:
-The CHIP BURNER switch shall not be used to suppress a chip caution light when the aircraft is on the ground.
-The CHIP BURNER can be activated 3 times per flight.
What two things may a tail rotor failure result in?
A complete loss of tail rotor control or in a jamming of the tail rotor pitch.
Tell me about a complete loss of tail rotor control.
A tail rotor drive failure in a loss of yaw control with a consequent yaw to the right, which increases in rapidity at low forward airspeeds and high torque levels.
A tail rotor drive failure may be accompanied by noise, vibration, or oscillation in the tail section.
The vertical fin produces an anti-torque component which is a function of the forward speed and which assists in controlling the helicopter in low torque conditions.
The action to be taken depends upon whether the helicopter is in hover or in forward flight. In both cases, the landing should be made at the lowest possible power or even with the engine out.
While a tail rotor drive failure in hovering is immediately detected, the same failure may be less evident in the cruise.
LOSS OF TAIL ROTOR THRUST IN A HOVER
Corrective action:
*1. Twist grip-IDLE.
*2. Cyclic-Eliminate drift.
*3. Collective-Increase to cushion the landing.
C: A slight rotation to the right can be expected on touchdown.
LOSS OF TAIL ROTOR THRUST IN CRUISE FLIGHT
Cause/remarks:
Significant residual torque may exist if the twist grip is left in IDLE. The precise moment appropriate for moving the twist grip to OFF is at the discretion of the crew.
Corrective action:
*1.Collective-Lower to eliminate yaw.
*2. Airspeed-Adjust to reach a suitable landing site.
N: An increase in power necessitates an increase in speed to prevent the helicopter from excessive yaw.
*3. Autorotate.
*4. Twist grip- OFF prior to touchdown.
Tell me about jamming of Tail Rotor Pitch.
This condition produces an inability to change tail rotor thrust with pedals.
Indications:
- Helicopter response - No yaw response when pedals are moved.
- Pedals - Locked.
C: IF the pedals cannot be moved with a moderate amount of force, do not apply excessive force since a more serious malfunction could result.
N: IF helicopter is in a trimmed flight condition when malfunction occurs, TQ and airspeed should be noted and helicopter flown to a suitable landing area. Combinations of torque and airspeed will yaw attitude and these should be adjusted to land the helicopter.
Tell me about Fixed Pitch Hovering
Do not close engine throttle unless a severe right yaw occurs.
If fixed tail rotor pitch is encountered during hovering, landing can be accomplished with greater safety under power-controlled flight rather than closing engine throttle and entering autorotations.
Tell me about Fixed Pitch in Flight.
Fixed tail rotor pitch is described in 2 general ways: stuck left (high power) or stuck right (low power). Although not specifically stated, a stuck neutral position occurs with the tail rotor providing proper thrust for a HIGE main rotor torque setting (I.e. 5 ft hover possible with no yaw). An aircraft with a left yaw in a 5 ft hover has excessive tail rotor thrust for this flight condition (stuck left-high power). An aircraft with a right yaw in a 5 ft hover has insufficient tail rotor thrust for this flight condition.
In all conditions, flying at minimum power required airspeed will yield a nose in the furthest left position possible. The nose will yaw further left in a stuck left condition. Increasing torque from here will cause the nose to move right until the torque on the main rotor is equivalent to the tail rotor thrust (anti-torque) where the aircraft will have no yaw and ball centered. Increasing collective behind this torque will cause the nose to yaw right of center. A controllability check at straight and level flight at altitude should be conducted to determine the degree and severity of the fixed pitch condition in level flight. Note torque required to eliminate yaw. In any case, execute a shallow approach to a sliding landing below 30 KGS or hover landing to the runway. If unable to slow below 30 KGS in case of a more severe stuck right-low power condition, the twist grip may be coordinated with collective to continue deceleration below 30 KGS and maintain nose alignment for touchdown. In case of a more severe stuck left-high power condition, an approach to a hover may not eliminate the left yaw.
TAIL ROTOR CHIP
Legend:
T/R BOX CHIP CAS caution message
Cause/remarks:
Indications:
-TR BOX CHIP CAS caution message
Corrective action:
W:
-Be prepared for a complete loss of tail rotor thrust.
-High power settings may result in tail rotor gearbox failure.
*1. Reduce power.
*2. CHIP BURNER switch-Activate and release.
If the message does not extinguish or on the 4th TR BOX CHIP message:
*3. Land as soon as possible.
Note:
-The CHIP BURNER switch shall not be used to suppress a chip caution light when the aircraft is on the ground.
-The CHIP BURNER switch can be activated 3 times per flight.
Hydraulic System Emergency blurb
The helicopter is equipped with two independent hydraulic systems for cyclic and collective pitch control.
Either system can deliver adequate power to control the helicopter.
The tail rotor pedals are boosted by system N1 only.
HYDRAULIC SYSTEM NO.1 OR NO. 2 PRESSURE LOSS
Legend:
1 (2) SERVO caution
OR
1-2 SERVO caution
Cause/remarks:
Indications:
-1 SERVO or 2 SERVO caution.
-Hydraulic pressure of the affected system below 1200 psi.
Corrective action:
*1.Establish VMC.
*2.Avoid rapid movement of flight controls.
C:
-Pull-up manuevers and bank angles beyond 25 degrees may result in excessive flight control loads.
*3.Airspeed-Reduce smoothly below 90 KIAS.
*4.Affected SERVO switch-OFF.
*5.Land as soon as possible.
N:
-Tail rotor pedals are not boosted when the hydraulic system No. 1 fails.
-Rapid power changes with 1 SERVO off can result in an excessive yaw that may not be controlled with unboosted pedals.
-Unboosted pedals may be insufficient to counteract right yaw with strong right crosswinds.
Main Rotor Servo Valve Jamming Blurb
The jamming of a servo valve of main rotor servo actuators can be detected only during the system check on ground before take-off when hydraulic systems are alternatively deactivated. Jamming of a servo valve on one of the main rotor servo actuators is detectable in flight by:
1.A force increase on the cyclic stick and collective lever.
2.A helicopter response which is not fully consistent with the control input during a maneuver.
Automatic Flight Control System Emergencies Blurb
N:
-The Helipilot indicators normally refer to Helipilot 1. Turning SAS 1 off, the Helipilot indicators will automatically switch to Helipilot 2.
-Helipilot 2 pitch and roll linear actuator positions may be observed by pressing the SAS 2 PUSH push button on the Helipilot control panel.
-Following one of the two Helipilot failures, cyclic four way trim switch and Autotrim are inoperative.
BATTERY TEMPERATURE HIGH
Legend:
BATTERY HOT warning CAS message
Cause/remarks:
-BATT HOT warning CAS message
-Battery temperature exceeding limits.
Corrective action:
*1. BAT switch-OFF.
*2. Land as soon as possible.
EMERGENCY DC BUS FAILURE
Legend:
1 INV OFF caution
1 SAS OFF caution
1 VG caution
XFER PUMP caution
FUEL LOW caution
ADSB FAIL caution
Cause/remarks:
1. 1 INV OFF caution.
2. 1 SAS OFF caution.
3. 1 VG caution.
4. XFER PUMP caution.
5. FUEL LOW caution.
6. ADSB FAIL caution.
7. Torque indication failed.
8. Fuel Quantity indication failed.
9. Force Trim (magnetic brakes) failed, but no FT OFF advisory.
10. ICS failed with ACP in NORM.
11. Higher indicated ITT.
Corrective action:
If the EMER BUS circuit breaker has tripped, it may be reset (one attempt only) to potentially regain the Emergency Bus. If the Emergency Bus is regained, flight may be continued.
*1.Land as soon as possible.
C:
-ITT reference signal lost. Reduce ITT limit by 30 degrees C.
N:
-ICS operation may be restored with ACP switched in BK-UP or EMER.
FUEL PUMP 1 AND/OR FUEL PUMP 2 FAILURE
Legend:
-1 (2) FUEL PUMP caution.
Cause/remarks:
Indications:
-1 (2) FUEL PUMP caution.
-1-2 FUEL PUMP caution.
Corrective action:
If both pumps fail with 0 psi:
*1. Land as soon as possible.
N:
-Any flight time with both fuel pumps OFF or failed must be reported to maintenance. Ground operations with both fuel pumps OFF or failed need not be restricted.
Transfer Pump Failure Blurb
The CAS caution message will illuminate if the right lower tank is empty or the transfer pump has failed. Once the fuel quantity is less than 120 kg, the right hand fuel quantity indication will have a yellow box and ‘X’ through the number.
ENGINE FIRE IN FLIGHT
Legend:
-ENG FIRE warning CAS message’
Cause/remarks:
Indications:
-ENG FIRE warning CAS message
-Flames.
-Smoke.
Corrective action:
W:
-This emergency may result in engine failure.
*1.Confirm fire.
If fire is confirmed:
*2.Land immediately.
If fire is not confirmed:
*3.Land as soon as possible.
While on deck:
*4.Emergency shutdown-Complete.
Cockpit/Cabin Fire in Flight Blurb
An in-flight fire has no single set of detailed procedures that can address all the fire scenarios that are possible in flight. The most urgent action is to get the aircraft on ground as soon as possible with a reasonable degree of safety. Charging of EKB/tablets is a potential electrical source for a cockpit/cabin fire. Any evidence of tablet abnormal operation or overheating shall result in tablet disconnect from the power cord and tablet powering down.
COCKPIT/CABIN FIRE IN FLIGHT
*1.Air Conditioner/Vent/Heater switches-OFF.
*2.Vent knob-Push.
*3.Airspeed-Adjust, as required.
*4.Doors/Windows-Close.
If electrical source suspected:
*5.Unnecessary electrical equipment-Secure.
*6.Fire extinguisher-As required.
If fire persists:
*7.Land immediately.
C:
-If the fire is not completely extinguished, increasing ventilation may aggravate the problem.
If fire extinguishes:
*8.Land as soon as possible.
When on deck:
*9.Emergency shutdown-Complete.
SMOKE/FUME ELIMINATION
*1.VENT CKPT switch-ON.
*2.Vent knob-Pull.
*3.Airspeed-Adjust, as required.
*4.Doors/Windows-Open.
If smoke/fumes persist:
*5.Slip or skid aircraft to eliminate smoke and fumes.
*6.Land immediately.
*7.Emergency Shutdown-Complete.
If smoke/fumes extinguish:
*8.Land as soon as possible.
EMERGENCY SHUTDOWN
Cause/remarks:
Indications:
-ENG FIRE warning light.
-Smoke, fuel, fumes, fire.
-Indication from ground personnel.
-Grinding noise or apparent drive train damage.
Corrective action:
1.Twist grip-OFF.
‘2.Fuel Panel switches-OFF/CLOSED.
*3.Rotor brake-ON.
*4.GEN switch-OFF.
*5.BAT switch-OFF.
When rotor stops:
*6.Helicopter-Egress.
IMMEDIATE LANDING/DITCHING
Cause/remarks:
W:
-Jettisoning the left cockpit door in forward flight may cause catastrophic damage to the tail rotor.
-Failure to remain strapped in the aircraft until all violent motion stops may result in injury or incapacitation.
Corrective action:
*1.Crew and passengers-Alert.
*2.Mayday-Transmit.
*3.Transponder-7700.
*4.Doors-Open/Jettison-As required.
*5.Landing light/Search light-As required.
When on deck:
*6.Emergency shutdown-Complete.
If water landing:
*7.Underwater egress-Execute.
UNDERWATER EGRESS
Cause/remarks:
W:
-Inflation of LPU inside of aircraft will impede egress.
-Failure to jettison doors prior to water entry may prevent opening of doors until cabin fills with water. Cabin misalignment due to water landing may also prevent opening of doors.
-Failure to disconnect ICS cords may impede egress.
Corrective action:
*1.SEBD-Don, as required.
*2.Communication cords-Disconnect.
*3.Doors-Open/jettison.
*4.Place hand on known reference point.
Once all violent motion has stopped:
*5.Harness-Release.
*6.Exit helicopter.
After egress:
*7.Swim clear and inflate LPU.
Lightning Strike Blurb
When flying in proximity of thunderstorms, the helicopter may be struck lightning. If it is suspected that the helicopter has been struck by lightning, proceed with EP.
If it suspected that the pilot side Pitot System has been damaged by lightning, proceed as per STATIC PORT OBSTRUCTION procedure.
If it suspected that the helicopter has been struck by lightning this must be noted in the helicopter log book.
LIGHTNING STRIKE
Corrective action:
*1.Airspeed-Reduce below 80 KIAS.
*2.Maneuver smoothly.
*3.Land as soon as possible
HOIST LOAD JETTISON
Legend:
-HOIST CUT ARM CAS caution message
Cause/remarks:
-N/A
Corrective action:
*1.HOIST CUT push button guard-Lift.
Verify HOIST CUT ARMD CAS message appears.
*2.HOIST CUT push button-Press.
N:
-Cut cable as close to hoist as possible.
RESCUE HOIST FAILURE
Legend:
-HOIST CABLE LKD caution
Cause/remarks:
Indications:
-HOIST CABL LKD caution.
-HOIST control switches on the pilot/copilot cyclics and operator’s HOIST thumb wheel inoperative.
Corrective action:
*1.Cease hoisting.
W:
-If for any reason hoist stops during raising or lowering operations, do not attempt to free it by actuating the controller. Continued operation may cause total cable failure.
HOIST CABLE FOULED
Legend:
-HOIST CABLE caution
Cause/remarks:
Hoist cable and/or load fouled on part of aircraft, obstruction or terrain.
Corrective action:
*1.Pay out cable and attempt to free hang up.
ROTOR BRAKE ON
Legend:
-RTR BRK ON warning
Cause/remarks:
Indication:
-ROTOR BRAKE ON warning.
Corrective action:
In flight:
*1.Rotor brake lever-Verify OFF.
*2.Land immediately.
On the ground:
*3.Rotor brake lever-Verify OFF.
*4.Emergency shutdown-Complete.
LOSS OF TORQUE SENSOR POWER
Cause/remarks:
In any condition different from autorotation:
-0% TRQ indication (PFD and MFD)
-Disregard TRQ instruments indications.
Corrective action:
*1.Land as soon as possible.
