Emergency Procedures Flashcards

Question

**Electrical Fire** | (concept)

Answer 1

* Indications: loadmeter shows excessive load, Dc voltmeter shows excessive load, smoke, fumes, sparks * Prior to shutting off all electrical power, the pilot must consider the equipment that is essential to the particular flight environment that will be encountered (flight instruments and fuel boost pumps)

Answer 2

\*1. BATT switch - OFF \*4. MAIN GEN switch - OFF If fire persists: \*5. Land immediately If fire extinguishes: \*6 Land as soon as possible If electrical power is required to restore minimum equipment for continued flight, proceed as follows: 7. All circuit breakers - Pull 9. BATT switch - ON 10. MAIN GEN FIELD AND MAIN GEN RESET circuit breakers - In 11. MAIN GEN switch - Reset, then ON 15. Circuit breakers for essential equipment- In one at a time in order of importance _Note_: Ensure corresponding bus supply circuit breakers are in to provide power to desired electrical equipment. Voltmeter will not indicate battery voltage until battery bus supply and voltmeter circuit breakers are in Flight operation can be maintained without battery and generator. Instruments powered by the 28 Vdc power, however, will be inoperative.

Answer 3

**\*1. Affected equipment - Secure** **\*2. Affected circuit breakers - Pull** **If fire persists:** **\*3. Electrical Fire - Unknown Origin procedure - Execute** If fire extinguishes: 4. Land as soon as practical

Answer 4

* Indications: fumes in cockpit, smoke in cockpit, equipment failure **\*1. ECS and DEFOG blower - OFF** **\*2. Vents/windows - Open** **\*3. Slip or skid aircraft to eliminate smoke and fumes** **\*4. Land as soon as possible**

Answer 5

* With force trim and AFCS ON, the workload necessary to maintain required control is greatly reduced. The aircraft can best be flown when attitude and power adjustments are made smoothly, gradually, and in small increments. IFR speeds of 70-90 knots can easily be managed with no hydraulics if force trim and AFCS are ON. For landing with a hydraulic malfunction, the LAT mode of the AFCS shall be disengaged. _Note_: Odd or unusual stick forces will be felt in a boost-off situation. Because of excessive foreces required for control manipulation, a shallow approach with a sliding landing is recommended

Answer 6

* Indicaitons: HYDRAULIC PRESSURE light, increased force required for control movement, feedback in control **\*1. Airspeed - Adjust (to obtain most comfortable control movement level)** **\*2. HYDRAULIC BOOST switch - Check ON** **\*3. HYD BOOST circuit breaker - Pull** If system is restored: 4. Land as soon as practical If system is not restored: 5. HYD BOOST circuit breaker - In 6. HYDRAULIC BOOST switch - OFF 7. FORCE TRIM - ON 10. Land as soon as practical

Answer 7

* Indications: Cyclic/collective control displaces to abnormal position, pilot control of cyclic/collective is difficult or impossible **\*1. HYDRAULIC BOOST switch - OFF** Warning: Hydraulic system will not secure if HYD BOOST circuit breaker is out **\*2. Helicopter - Regain control** **\*3. Airspeed - Adjust (to obtain most comfortable control movenment level)** **\*4. Land as soon as possible** **Warning**: In the event of a complete loss of electrical power, the hydraulic system will reeenergize in the malfunction mode. The pilot will be unable to override the hydraulic boost solenoid

Answer 8

* Too fast to count and may be manifested as a buzz in the pedals. * May come from the engine or accessory gearbox components, improper drive shaft alignment, malfunctioning couplings, dry or excessively worn bearings, or an out-of-track or damaged tail rotor * If associated with a malfunctioning tail rotor, the time from onset of vibration to complete loss of tail rotor thrust may be extremely limited. Recognition of suspected failure of the tail rotor drive system relies heavily on pilot judgment. Indications of impending failure include, but are not limited to, sudden increase in amplitude of vibrations, unusual noises and T/R CHIP caution light **\*1. ECS - OFF** **If vibrations continue:** **\*2. Land as soon as possible** **Warning**: Be prepared to execute Complete Loss of Tail Rotor Thrust procedures. Increased power settings required to accomplish a normal approach may ultimately precipitate the complete failure of a malfunctioning tail rotor. Be prepared for uncommanded right yaw in the event of complete loss of tial rotor thrust during the approach. Consideration should be given to maintaining an autorotative profile or low-powered approach. **If vibrations cease:** **\*3. Land as soon as practical**

Answer 9

* Involves a break in the drive system, such as a severed driveshaft, or damage to/loss of the tail rotor, where thrust produced is minimal or nonexistent * Indications: Pedal input has no effect on helicopter trim, right yaw (left sideslip), left roll of fuselage along the longitudinal axis, loud bang * Delayed-onset indications: high frequency vibrations, whining, grinding, yaw kicks (often during power changes), restricted or difficult movement of pedals, unusual pedal positions **In a hover:** **\*1. Twist grip - Close** **\*2. Cyclic - Eliminate drift** **\*3. Collective - Increase to cushion landing** **Transition to forward flight or hover-air taxi:** **\*1. Twist grip - Close** **\*2. Cyclic Eliminate sideward drift** **\*3. Collective - Increase to cushion landing** **At altitude:** **\*1. Collective - Reduce to minimize yaw** **\*2. Cyclic - Adjust for best airspeed to control yaw** **Warning**: Airspeed indications during side-slip are unreliable. At airspeeds below approx. 50 knots, the sideslip may suddenly become uncontrollable, and the helicopter will begin an unrecoverable vertical axis "flat spin." If attempting to achieve higher airspeeds, care must be taken to avoid excessive cyclic inputs coupled with large power settings that could lead to mast bumping or rapid nose tucking. Note: Depending on the nature of the failure and degree of damage, airspeeds between 50-72 KIAS may provide the best opportunity to maintain level flight. Due to yaw stiffness provided by the vertical fin at higher airspeeds, it may be possible to continue at faster airspeeds in cruise or descent depending on power requirements. A non-typical nose down attitude may be required to achieve a desired airspeed due to increased drag on the tail. Turns to the right may provide greater controllability of airspeed and potentially minimize altitude loss. Banking to the left will aid in counteracting torque. If yaw is not controllable: \*3. Autorotate \*4. Twist grip - Clsoed prior to flare **If yaw is controllable:** **\*5. Continue powered flight and set up to a suitable landing area at or above minimum rate of descent autorotational airspeed** **\*6. Autorotate** **\*7. Twist grip - Closed prior to flare** **Warning**: In the autorotation, maintain airspeed above minimum rate of descent airspeed until flare to avoid loss of yaw control. Once the engine is secured, in the absence of torque, the lift produced by the vertical fin may ten to yaw the nose to the left at faster speeds. As airspeed slows and Nr decays, the decelerating rotorhead and swashplate friction will create additional left yaw, increasing the chance for rollover. Depending on landing profile, consideratoin should be given to leaving twist grip open until pulling collective at the bottom of the autorotatoin to allow control of yaw with twist grip.

Answer 10

* Probable causes: pedals locked in fixed position because of FOD, control linkage failure during a right-pedal applied situation * Helicopter reaction: pilot will be unable to control right yaw with pedal input. If power is increased, it will tend to aggravate the degree of yaw or sideslip In a hover: \*1. Collective - Decrease to effect a power-on landing If rate of rotation is excessive or landing surface is unsuitable for a power-on landing: \*2. Twist grip - Reduce as nose approaches windline \*3. Cyclic - Eliminate drift \*4. Collective - Increase to cushion landing At altitude: 1. Maintain airspeed and engine rpm to streamline the aircraft 2. Plan an approach to a smooth level surface into the wind or with a slight left crosswing if possible 3. Establish a shallow approach, maintaining 60 KIAS until on final Note: In such an approach profile, it isnot unusual for the nose to be yawed slightly to the left 4. At 50-75 ft AGL and when the landing area can be made, start a slow deceleration to arrive over the intended landing point with minimum forward speed required for directional control 5. At approximately 2-3 ft skid height, increase collective to slow the rate of descent and coordinate twist grip to maintain nose alignment Warning: If necessary, a waveoff should be made early in the approach, using cyclic to increase forward airspeed. if it becomes necessary to use large collective inputs to wave off near the deck, thenose will yaw right and possible enter uncontrolled flight. _Note_: If nose swings right after touchdown, follow the turn with cyclic to prevent the aircraft from rolling over.

Answer 11

* Probably causes: pedals locked in fixed position because of FOD, control linkage failure during a left-pedal applied situation * Helicoper reaction: pilot iwll be unable to control left yaw with pedal input. If power is decreased, it will tend to aggravate the degree of yaw or sideslip **In a hover:** **If rate of rotation os not excessive and landing surface is smooth and firm:** **\*1. Collective - Decrease to effect a power-on landing** **If rate of rotation is excessive or landing surface is unsuitable for a power-on landing:** **\*2. Twist grip - SLowly reduce while increasing collective to stop rotation.** **\*3. Collective - Coordinate with twist grip to maintain heading and allow aircraft to settle** At altitude: 1. Maintain airspeed and engine rpm to streamline the aircraft. 2. Plan an approach to a smooth, level surface into the wind or with a slight left crosswind if possible. 3. Establish a normal approach and maintain 60 KIAS during the initial part of the approach. 4. On final approach, maintain engine rpm within limits and begin a slow deceleration in order to arrive at a point approximately 2 feet above the intended touchdown area as effective translational lift is lost. 5. Apply collective pitch to slow the rate of descent and align the helicopter with the intended landing path. If the aircraft is not aligned after pitch application, adjust the twist grip to help further with the alignment. Allow the aircraft to touch down at near zero groundspeed maintaining alignment with the twist grip. _Note_: In a fixed−pitch left−pedal situation, it may be possible for the pilot to slow the aircraft to a hover and effect such a recovery.

Answer 12

**\*1. Pedals — Maintain full left pedal.** **\*2. Collective — Reduce (as altitude permits).** **\*3. Cyclic — Forward to increase airspeed.** **If spin cannot be stopped:** **\*4. Autorotative landing — Execute.**

Answer 13

If N_g or TOT falls to zero or fails to rise and fall with corresponding power changes: 1. Monitor other engine instruments. 2. Avoid high power settings. 3. Land as soon as practical. _Note_: Failure of the Ng tachometer generator is usually accompanied by actuation of the ENG OUT warning horn and caution light.

Answer 14

* If the torquemeter needle is unusually low or falls to zero with a corresponding digital readout, it is probable that thetorque line has ruptured. Loss of engine oil will be kept to a minimum by a restrictor fitting in the system. **\*1. Monitor engine instruments.** **\*2. Land as soon as possible.** * The torquemeter incorporates a transducer between the wet line and the gauge. If the needle falls to zero and the digital readout is extinguished, the cause is a loss of electrical power to the indicator. 1. Monitor engine instruments 2. Check TRQ circuit breaker — In 3. Land as soon as practical _Note_: Some minortorque fluctuation is normal and should not be cause for concern.

Answer 15

**On ground:** **The engine shall be shut down if transmission oil pressure exceeds 70 psi or engine oil pressure exceeds 150 psi.** **Airborne:** **If either gauge fluctuates erratically, engine oil pressure does not indicate within normal range, or transmission oil pressure is not within 30 to 70 psi:** **\*1. Land as soon as possible.** **Warning**: With suspected transmission malfunctions, the pilot should make an approach with minimum power change to minimize changes to transmission torque. _Note_: Check the transmission oil pressure with the twist grip full open. Illumination of the TRANS OIL PRESS caution light is common, while the twist grip is at flight idle, after power off maneuvers; however, the gauge should indicate positive transmission oil pressure. There is no detrimental effect to the transmission system with oil pressure between 50 to 70 psi with transmission temperature within limits. Pressure indications between 50 to 70 psi shall be documented on a MAF upon completion of flight.

Answer 16

**If either oil temperature gauge indicator exceeds red line limitations:** **\*1. Land as soon as possible. ** **If either oil temperature gauge fluctuates or falls to zero:** **\*2. Land as soon as practical.**

Answer 17

* If the tachometer indications fluctuate erratically or peg and all other instruments and lights are normal, **land as soon ** * **as practical**, utilizing the remaining engine and performance instruments to monitor flight performance.

Answer 18

* If the airspeed, vertical speed, or altimeter fluctuates erratically or gives apparently false indications while power and attitude instruments are normal ** \*1. PITOT HEAT switch(es) — HEAT.** **If icing conditions are present:** **\*3. Icing procedures — Execute.** **If icing conditions are not present:** **\*4. Land as soon as practical.**

Answer 19

* If the directional or attitude gyro precesses or otherwise malfunctions, shift the scan to the standby compass(directional gyro malfunction) or to a partial panel scan utilizing other flight instruments to maintain heading,airspeed, and altitude (attitude gyro malfunction). * If IFR, attempt to reestablish VMC conditions. Remain VFR andcontinue the flight. Report the discrepancy upon return to base. **Warning**: TH−57B control/trim characteristics prohibit safe instrument flight.

Answer 20

* If the fuel quantity indicator drops to zero or fluctuates, utilize elapsed time to judge available remaining fuel. **Land as soon as practical.**

Answer 21

**\*1. Collective — Reduce (to minimum pitch).** **\*2. Airspeed — 130 KIAS (122 KIAS Maximum with AFCS on).** _Note_: During recovery, Nr may tend to overspeed.

Answer 22

The primary requirements when lost are as follows: 1. Confess. 2. Climb. 3. Conserve. 4. Communicate. 5. Conform. 6. Consult local area maps for landmarks. 7. Land if necessary and ask available persons for information.

Answer 23

If inadvertent IMC flight should occur while in a formation flight and the lead aircraft is lost from sight or upon command of the lead, immediately take the following action (Figure 14-1): 1. Aircraft numbers two and four will commence a standard rate turn away from the flight. They will call passing through 90° of turn and will turn 170°. 2. Aircraft number three will climb 500 feet on the present heading. After completing the climb, the aircraft will reverse heading 170° away from the flight leader. When aircraft number four reports passing through the 90°, upon completing the reversal turn, descend to the initial altitude. 3. The flight leader, upon receiving the radio call of aircraft number two passing through 90° of turn, will reverse course 180° on the same side as aircraft number two. 4. It is essential that all aircraft maintain the airspeed of the flight when the dispersal was commenced. The flight will regroup when in a clear area.

Answer 24

* Operation of the engine during icing conditions could result in ice formations on the compressor front support. If icewere allowed to build up, airflow to the engine would be affected and engine performance decreased. * The anti−ice system in this helicopter is to be used as a preventative measure only. Once ice has accumulated, the anti−ice system cannot be used as a corrective measure (will not deice). * Intentional flight in any known icing condition (\<4 °C in visible moisture) is prohibited. **\*1. ENG ANTI−ICING — ON.** **\*2. PITOT HEAT switches — HEAT.** **\*4. Descend or climb to a warmer temperature or vacate clouds/moisture.** **If unable to get clear of icing conditions:** **\*5. Land as soon as possible.** **Warning**: Monitor engine instruments and be prepared for partial or complete power loss.

Answer 25

* A safe autorotative approach and landing is dependent upon variables such as pilot capability, density altitude, airspeed, gross weight, proximity of suitable landing area, and wind direction and velocity. This does not preclude operation in the restricted height velocity area during emergencies or pressing operational requirements. * Heading is maintained by applying right pedal to decrease the tail rotor thrust. Autorotative rotor rpm will vary with ambient temperature, pressure altitude, g loading, and gross weight. High gross weights, increased g loads, and higher altitudes and temperature will cause increased rotor rpm that can be controlled by increasing collective. Do not exceed 100 KIAS in sustained autorotation. _Note_: Avoid abrupt control movement during high speed autorotation to prevent overcontrolling. * Any increase of rotor rpm, above that specified for maximum glide, will result in increased rate of descent. At an altitude of 75 to 100 feet, a flare should be established by moving the cyclic stick aft. This will decrease both airspeed and rate of descent and cause an increase in rotor rpm that is dependent upon the rate at which the flare is executed. * Increased rotor rpm is desirable because more energy will then be available to the main rotor when collective is applied. Sites for autorotative landings should be hard, flat, smooth surfaces clear of approach and rollout obstructions. During landing, the helicopter should be held in skids−level attitude. After touchdown, decrease collective slowly to full down. _Note_: The best glide airspeed is 72 KIAS. The minimum rate of descent airspeed is 50 KIAS. **\*1. Autorotate.** **\*a. Autorotation — Establish.** **\*(1) Collective — Full down immediately.** **\*(2) Pedals — Center ball.** **\*(3) Airspeed — 50 KIAS minimum rate of descent, 72 KIAS maximum glide range.** **\*(4) Nr — Maintain between 90 to 107 percent (94 to 95 percent optimum).** **\*(5) Heading — Turn into wind or toward best landing area.** **\*b. Autorotative landing — Execute.** **\*(1) Cyclic — Flare as required (to reduce rate of descent and groundspeed).** **\*(2) Collective — Increase as required (to cushion landing).** **\*(3) Cyclic — Level skids prior to touchdown.**

Answer 26

* An autorotation into a heavily wooded area should be accomplished by executing a normal autorotation and full flare. * The flare should be executed so as to reach a zero rate of descent and zero groundspeed as close to the top of the trees as possible. As the helicopter settles, increase collective to maximum. **\*1. Autorotate.** **\*2. Shoulder harness — Lock.** **If time and altitude permit:** **\*3. Mayday — Transmit.** **\*4. Transponder — Emergency.** **\*5. Twist grip — Close.** **\*6. Battery — OFF.**

Answer 27

Once the decision has been made to ditch: 1. Passengers and crew — Alert. 2. Shoulder harness — Locked. 3. Mayday — Transmit. 4. Transponder — Emergency. 5. Perform normal approach to hover/taxi 3 to 5 feet above the water. 6. Doors — Jettison. 7. Nonessential personnel — Execute emergency egress. 8. Helicopter — Move to a safe distance away. 9. Vertical landing — Perform. 10. Twist grip — Close. 11. Collective — Increase slowly to maximum pitch. 12. Cyclic — Maintain helicopter upright as long as possible. 13. Emergency egress — Execute. 14. Lifevest — Inflate (when well clear of helicopter).

Answer 28

**\*1. Autorotate.** **\*2. Shoulder harness — Lock.** **If time and altitude permit:** **\*3. Mayday — Transmit.** **\*4. Transponder — Emergency.** **\*5. Doors — Jettison.** **Warning**: Do not abandon helicopter until rotor blades have stopped. Do not inflate lifevest until well clear of the helicopter. **\*6. Underwater egress — Execute.**

Answer 29

**\*1. HABD — As required.** **\*2. ICS cords — Disconnect.** **\*3. Doors — Jettison.** **\*4. Place hand on known reference point.** **\*5. Harness — Release.** **\*6. Exit helicopter.** **After egress:** **\*7. Swim clear of helicopter and inflate LPU.** **Warning**: Do not inflate LPU until outside helicopter. Water pressure may prevent opening the doors until the cabin fills with water. Failure to disconnect ICS cords can impede egress. If entanglement or disorientation delays egress, hold onto a reference point with one hand. Using the other hand, place HABD in your mouth, clear water from your mouthpiece, and continue with egress. To prevent injury while ascending to the surface and breathing from the HABD, continually exhale to vent the expanding air from your lungs. Orientation of the HABD is critical. It must angle away from the crewmember’s head. Otherwise, during a crash, the head may impact the HABD, causing serious injury and/or incapacitation. _Note_: If time does not permit placing HABD in your mouth before submerging, attempt emergency egress while holding your breath.

Emergency Procedures Flashcards

(53 cards)