AH-64D LONGBOW (CH 9)

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Author:
max64d
ID:
4454
Filename:
AH-64D LONGBOW (CH 9)
Updated:
2010-01-18 17:35:15
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EMERGENCY PROCEDURES -10 APACHE
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CHAPTER 9
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  1. IMMEDIATE ACTION STEPS
    • • The urgency of certain emergencies requires
    • immediate and instinctive action by
    • the pilot. The most important single consideration
    • is helicopter control. All procedures
    • are subordinate to this requirement.

    • • When continued flight is in question, due to
    • a loss of rotor RPM or reduction of available
    • power (as a result of equipment malfunctions
    • or environmental conditions), the immediate
    • corrective action should be to adjust
    • collective to maintain Nr within limits
    • and jettisoning of the aircraft wing stores.
    • This should be done as the immediate
    • means of reducing power requirement by
    • approximately 1% torque per 200 lbs. of
    • weight reduction.

    • • The Master Warning and Master Caution
    • (MSTR WARN and MSTR CAUT) illuminated
    • buttons should be reset after each
    • malfunction to allow systems to respond to
    • subsequent malfunctions. It is always possible
    • that a caution light will unnecessarily illuminate.
    • Whenever possible, check the caution
    • or advisory message against the A/C
    • SYS page or DMS FAULT page to verify
    • that a malfunction has actually occurred. If
    • time permits, during response to emergency
    • situations, the crew must consider transmitting
    • a Mayday call, selecting XPNDR
    • button on emergency panel and locking
    • shoulder harness.
  2. LAND WITHOUT DELAY
    • A landing in which the primary consideration is continued control of the aircraft and survival of the occupants.
    • It is meant to be more urgent than Land As Soon As Possible.
  3. LAND AS SOON AS POSSIBLE
    • Landing at the nearest suitable landing area (e.g., open field) without delay. The
    • primary consideration is to ensure the survival of occupants.
  4. LAND AS SOON AS PRACTICABLE
    Landing at a suitable landing area. The primary consideration is the urgency of the emergency.
  5. AUTOROTATION
    Adjusting the flight controls as necessary to establish an autorotational descent and landing.
  6. EMERGENCY ENGINE SHUTDOWN
    Engine shutdown without delay.

    POWER lever (affected engine) -- OFF

    • CAUTION
    • • When shutting down an engine that has malfunctioned in flight, it is important
    • to identify the malfunctioning engine to avoid shutting down the wrong
    • engine.
    • • Monitor TGT after shutdown. If TGT rises above 540 °C, or there is evidence
    • of combustion as indicated by a rapid rise in TGT, place the engine
    • START switch in IGN OVRD position and motor engine until TGT decreases
    • below 540 °C.
  7. WARNINGS: EMERGENCY EXIT AND ENTRANCE
    • • Activation of the canopy removal system when combustible fuel/vapors are
    • present in the cockpit can result in an explosion/fire. An explosion/fire can
    • also occur if the aircraft has rolled on its side and fuel vapors have gathered
    • on the ground adjacent to the canopy side panels. The crewmembers survival
    • knife may be used to fracture the canopy side panel as an alternate
    • means of egress.

    • • Continuing to twist the canopy jettison handle while trying to push may
    • cause the actuator to jam and thereby prevent operation of the canopy severance
    • system. If the canopy jettison does not occur on the first attempt,
    • ensure the handle is in the 90° position, and push again. A push force of
    • 140 -- 150 lb may be required to overcome the jam and initiate canopy jettison.

    • •In the event that canopy jettison does not occur when the canopy removal
    • system is actuated, the personal survival knife should be used to fracture
    • the canopy panel and permit egress.

    • •In all cases of canopy jettison, remain clear of canopy side panels to avoid
    • high velocity canopy fragments.

    • •If emergency egress is required before the rotor blades have stopped,
    • ensure MSTR IGN -- BATT and cyclic remains centered to prevent rotors
    • from striking personnel/ground.
  8. EMERGENCY EGRESS
    1. Helmet visors -- Down.

    2. Area around helicopter -- Clear of personnel.

    • 3. CANOPY JETTISON handle -- Turn 90􀁱, release,
    • then push to jettison canopy.
  9. SINGLE ENGINE FAILURE
    1. WING STORES JETTISON -- As appropriate.

    2. LAND AS SOON AS PRACTICABLE.
  10. ENGINE RESTART DURING FLIGHT
    • WARNING
    • • A failed engine should not be restarted unless it can be determined
    • that it is reasonably safe to do so.
    • • When attempting to restart ENG1 following a single engine failure, a malfunctioning
    • crossfeed valve could cause the remaining engine (ENG2) to fail.
    • NOTE
    • • After an engine failure in flight, an engine restart may be attempted.
    • • Inflight restarts do not need to utilize a warm start procedure.
  11. DUAL ENGINE FAILURE
    1. AUTOROTATE.

    • 2. CHOP button -- Reset only if an engine chop warning message is present. Reset may be accomplished
    • by either crewmember.

    3. WING STORES JETTISON -- As appropriate.


    • CAUTION
    • With the POWER levers in FLY, resetting the CHOP button will cause an erroneous engine 1 out and engine 2 out warning to be activated.
  12. ENGINE 1 OR 2 OVERSPEED -- NP FAILED HIGH
    1. Collective -- Adjust to maintain NR within limits.

    If condition persists:

    2. POWER lever (affected engine) -- Retard to equalize torque.

    3. LAND AS SOON AS PRACTICABLE.
  13. LOW RPM ROTOR -- NP FAILED LOW
    1. Collective -- Adjust to maintain NR within limits.

    If condition persists:

    • 2. POWER lever (affected engine) -- LOCKOUT and then retard to equalize torque output of both
    • engines.

    If manual control is not possible:

    3. POWER lever (affected engine) -- IDLE.

    4. LAND AS SOON AS PRACTICABLE.
  14. ENGINE COMPRESSOR STALL
    1. Collective -- Reduce.

    If condition persists:

    2. POWER lever (affected engine) -- Retard.

    • If TGT decreases and there is no further evidence
    • of a stall;

    3. POWER lever (affected engine) -- FLY.

    If stall condition recurs:

    4. POWER lever (affected engine) -- IDLE.

    5. LAND AS SOON AS PRACTICABLE.
  15. Loss of Tail Rotor Thrust in Cruise Flight (Continued flight is possible).
    1. Airspeed -- 100 KTAS minimum (until 10 to 20 ft above touchdown).

    2. WING STORES JETTISON -- as appropriate.

    3. POWER levers -- Retard as necessary (5 to 10 ft above touchdown).
  16. Loss of Tail Rotor Thrust in Cruise Flight (Continued flight is not possible).
    1. Collective reduce (compromise between rate of turn and rate of descent).

    2. Wing Stores Jettison -- as appropriate.

    3. Minimize rate of descent (10 to 20 feet above touchdown).

    4. POWER levers -- OFF (5 to 10 feet above touchdown).
  17. Loss of Tail Rotor Thrust at Low Airspeed/Hover.
    1. Collective -- Reduce (compromise between rate of turn and rate of descent).

    2. Wing Stores Jettison -- (As appropriate).

    3. Minimize Rate of Descent -- (10 to 20 ft above touchdown).

    4. POWER Levers -- OFF (5 to 10 feet above touchdown).
  18. Main Transmission Input Drive Clutch Failure.

    An input drive clutch malfunction is most likely to occur
    during engine start or when an engine POWER lever is
    advanced. Indications may include:

    • Erratic torque indication on affected engine.

    • Complete loss of torque indication on affected engine.

    • NP of affected engine exceeding NR.

    CAUTION
    • When a clutch fails to disengage, damage to the affected engine will result
    (due to lack of oil pressure) if both engines are not shutdown simultaneously.

    • When a clutch fails to engage, do not shut down both engines simultaneously.
    Damage may result if there is sudden engagement.
    a. In Flight.

    1. POWER lever (affected engine) -- IDLE.

    • If NP (affected engine) is below NR (indicating the clutch is
    • disengaged).

    2. EMER ENG SHUTDOWN (affected engine).

    3. LAND AS SOON AS PRACTICABLE.

    • If NP (affected engine) does not drop below NR (indicating
    • the clutch has failed to disengage).

    4. LAND AS SOON AS POSSIBLE.

    5. EMER ENG(S) SHUTDOWN (both engines simultaneously)



    • b. On Ground. (with indications that a clutch has
    • failed to engage).

    1. EMER ENG SHUTDOWN (affected engine only).

    2. Check NG is less then 10% (affected engine).

    3. Normal engine shutdown -- Perform.

    • c. On Ground. (with indications that a clutch has
    • failed to disengage).

    EMER ENG(S) SHUTDOWN (both engines simultaneously).

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