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OH58D Kiowa EPs

Flash Cards for the OH58D Kiowa EPs

QuestionAnswer
XMSN Oil Pressure 70 PSI Maximum 30 to 70 PSI Normal 30 PSI Minimum
XMSN Oil Temperature 110 C Maximum 15 to 110 C Normal 15 C Minimum
Engine Oil Pressure 130 PSI Maximum 115 to 130 PSI Above 94% NG 90 to 130 PSI 78% to 94% NG 50 to 130 PSI Idle to 78% NG 50 PSI Minimum
Engine Oil Temperature 107 C Maximum 0 to 107 C Normal 0 Minimum
Fuel QTY 0 to 100 lbs Low Fuel
NG (Gas Producer) 106% 10 Second Transient 105% Maximum Continuous 63 to 105% Continuous
ENG TRQ (Engine Torque) 121 to 131% 2 Second Transient 112 to 121% 10 Second Transient 100 to 112% 30 Minute Limit 0 to 100% Continuous
Airspeed 125 KIAS Maximum VNE - Refer to Figure 5-2 0 to 125 KIAS Normal Operations
NR RPM (Rotor) Transient 107 to 125% 5 Second Transient Continuous Autorotation 107% Maximum 90% Minimum Powered Flight 107% Maximum 100% Normal 93% Minimum
NP (Power Turbine) 107 to 112% 15 Second Transient 107% Maximum 100% Normal 71 to 91% Transient Operation Only
TGT (Turbine Gas Temperature) Starting 927 C Maximum Momentary Peak 843 to 927 C 10 Second Transient Normal operation 802 to 905 C 12 Second Transient 716 to 802 C 30 Minute Limit 0 to 716 C Continuous
TRQ (Mast Torque) 100 to 116% 10 Second Transient (No more than 10 seconds accumulated per flight hour) 0 to 100% Continuous
Starter Limits External Battery Starts 40 sec ON 60 sec ON 30 sec OFF 60 sec OFF 40 sec ON 60 sec ON 30 sec OFF 60 sec OFF 40 sec ON 60 sec ON 30 min OFF (cool down) 30 min OFF (cool down)
FUEL OPERATION LIMITS Standard fuel is JP-8; no restrictions are imposed.
Maximum Gross Weight The OH-58D is restricted to a maximum gross weight of 5200 pounds.
Towing Weight Limitations The spread restraint strap must be installed at gross weights above 4100 pounds over rough terrain and above 4500 pounds over smooth, prepared surfaces.
AIRSPEED LIMITATIONS Forward Figure 5-2 Sideward and Rearward – 35 Knots; (May be reduced by lateral CG imbalances) Inlet Shields – With aft panels removed Fig 5-4, Restricted to 20 Knots when relative wind is from 45 degrees either side of the tailboom. Sideward airspeed 3
FLIGHT WITH DOORS REMOVED a. The helicopter shall not be flown with only one crew door removed. b. The helicopter shall not be flown with either avionics compartment access door removed. c. For flight with crew doors removed, maximum permissible speed (Vne) is 110 KIAS (fig. 5-2
PROHIBITED MANEUVERS Rapid full left pedal inputs at airspeeds above 90 KIAS may induce flight control changes such that the tail rotor blades may come in contact with the tailboom. This could result in separation of the aft section of the tailboom and subsequent loss of co
SLOPE LANDING OR TAKEOFF LIMITATIONS a. Nose downslope — 5°. b. Left skid, right skid, or nose upslope — Limits are dependent on lateral CG condition as determined by tables 6-3 and 6-4. For Condition A, 8°; for Conditions B & C, 5°.
ENVIRONMENTAL RESTRICTIONS a. This helicopter is restricted to visual flight conditions. b. Intentional flight into icing conditions is prohibited. c. Cover plate shall be installed for flight when MMS is removed regardless of environmental conditions. d.Use Ext Power below 17 C
WIND LIMITATIONS a. Engine starting — 45 knots maximum. b. Maximum crosswind and tailwind for hover is 35 knots, however this may be reduced by lateral CG imbalances. Lateral CG condition is determined by tables 6-3 and 6-4 and applied to wind limitations on figure 5-c.
TURBULENCE a. Intentional flight into severe or extreme turbulence is prohibited. b. Intentional flight into moderate turbulence is prohibited when the weather report or forecast is based on fixed wing aircraft above 12,500 pounds gross weight. c. Intentional flig
LAND AS SOON AS POSSIBLE defined as executing a landing at the nearest suitable landing area (e.g., open field) without delay. (Theprimary consideration.
LAND AS SOON AS PRACTICABLE is defined as executing a landing at a suitable landing area. (The primary consideration is the urgency of theemergency.)
AUTOROTATE is defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.
EMER SHUTDOWN 1. Throttle — Close. 2. FUEL VALVE handle — OFF. Complete loss of DC power will result in a loss of rotor RPM indications. 3. BATT switches — OFF.
FADEC MANUAL OPERATION 1. Throttle — Adjust not lower than index mark. 2. AUTO/MAN switch — MAN. 3. Collective — Adjust to maintain RPM within limits. 4. Throttle and collective — Adjust to maintain RPM within limits. 5. LAND AS SOON AS PRACTICABLE. If engine RPM cannot be
The 11 Warnings ENGINE OUT LOW RPM ROTOR LOW FUEL PRES FADEC FAIL HIGH RPM XMSN OVER TRQ ENG OVER TRQ TGT OVER TEMP ENG OVER SPD CHECK THROTTLE LOW ALTITUDE
Engine Malfunction Indications left yaw, a drop in engine RPM (NG) and (NP), a drop in rotor RPM (NR), LOW RPM ROTOR warning message on MFD, low RPM audio, ENGINE OUT warning message on MFD, engine out audio alarm, and a change in engine noise.
MINIMUM RATE OF DESCENT – POWER OFF 55 knots and 100% NR (standard day/sea level).
MAXIMUM GLIDE DISTANCE – POWER OFF 80 knots and 100% NR (standard day/sea level)
ENGINE FAILURE – HOVER 1. AUTOROTATE. 2. EMER SHUTDOWN — After Landing
ENGINE FAILURE – LOW ALTITUDE/LOW AIRSPEED DURING TAKEOFF OR CRUISE 1. AUTOROTATE. 2. EMER SHUTDOWN. — After Landing.
ENGINE RESTART – DURING FLIGHT (FADEC AUTOMATIC MODE) 1. Establish autorotational descent. 2. LAND AS SOON AS POSSIBLE — After the engine is started and powered flight is reestablished, perform a power-on approach and landing without delay.
ENGINE COMPRESSOR STALL 1. Collective — Reduce. 2. ENG ANTI ICE and HTR switches — ON. 3. LAND AS SOON AS POSSIBLE.
ENGINE OVERSPEED 1. Collective — Increase to load the rotor and sustain engine/rotor RPM below the maximum operating limit. 2. FADEC MANUAL Operation — Perform.
ENGINE UNDERSPEED 1. Collective — Adjust to establish rotor RPM within limits. 2. Throttle — Check open. 3. RPM ± trim switch — Increase (+). If underspeed condition still exists: 4. FADEC MANUAL Operation — Perform.
FADEC FAILURE FADEC MANUAL OPERATION — Perform
FADEC FAILURE CAUSES (Fixed Fuel Flow) (1) ECU critical hardware failures. (2) Dual NG or NP sensor failures. (3) Failure of the PLA potentiometer(s). (4) Failure of the HMU metering valve stepper motor. FADEC FAILURE CAUSES (Fail to Manual Mode)
(EBF SWITCH) FILTER SEGMENT LIGHT ILLUMINATION — INTERMITTENT OR STEADY 1. Filter bypass door — Open, if desired. 2. LAND AS SOON AS PRACTICABLE. If a high TGT or other abnormal engine parameter is associated with the FILTER segment light illumination: 3. Filter bypass door — Open. 4. LAND AS SOON AS POSSIBLE
MAIN DRIVESHAFT FAILURE 1. AUTOROTATE — Throttle full open. If FADEC failure is annunciated: 2. Throttle — Reduce to idle detent. 3. AUTO/MAN switch — MAN. 4. Throttle — Adjust to maintain 100% NP, if time permits. After landing: 5. EMER SHUTDOWN.
CLUTCH FAILS TO DISENGAGE 1. Throttle — Open. 2. LAND AS SOON AS POSSIBLE
CLUTCH FAILS TO RE-ENGAGE 1. AUTOROTATE. 2. EMER SHUTDOWN.
ABORT START/HOT START/RESIDUAL FIRE 1. Throttle — Close. 2. START switch — ON and hold until TGT is less than 200 °C.
ENGINE/FUSELAGE FIRE – LOW/CRUISE ALTITUDE a. If power-on landing: 1. LAND AS SOON AS POSSIBLE. 2. EMER SHUTDOWN after landing. b. If power-off landing: 1. AUTOROTATE. 2. EMER SHUTDOWN. Accomplish during descent if time permits.
ELECTRICAL FIRE – FLIGHT 1. AC and DC GEN switches — OFF. 2. LAND AS SOON AS POSSIBLE. 3. EMER SHUTDOWN after landing.
SMOKE AND FUME ELIMINATION 1. VENT PULL knobs — PULL. 2. R and L DEFOG BLWR switches — ON. 3. COMPT BLWR switch — ON.
FUEL BOOST PUMP FAILURE 1. FUEL BOOST switch — OFF. 2. Descend below 8,000 feet PA. 3. LAND AS SOON AS PRACTICABLE.
COMPLETE LOSS OF ELECTRICAL POWER 1. LAND AS SOON AS POSSIBLE. If RPM cannot be controlled manually: 2. AUTOROTATE when over a safe landing area. 3. EMER SHUTDOWN. Accomplish during descent if time permits.
BATTERY POWER ONLY In the event of aircraft battery power only, the crew must turn off equipment to extend battery power.
DC GENERATOR FAILURE – NO OUTPUT 1. DC GEN FIELD and DC GEN RESET circuit breakers — Check/Place In. 2. DC GEN switch — RESET then DC GEN. If generator output is not restored, or if generator goes off line again: 3. DC GEN switch — OFF. 4. LAND AS SOON AS PRACTICABLE.
AC GEN FAIL CAUTION MESSAGE In the event of AC generator failure: 1. AC GEN switch — OFF, then AC GEN. If generator output is not restored or generator fails again: 2. AC GEN switch — OFF. 3. LAND AS SOON AS PRACTICABLE.
INV FAIL CAUTION MESSAGE With inverter power off, all AC powered equipment to include instrument lighting, and SCAS will be lost at NP speeds below 91%.
RECT FAIL CAUTION MESSAGE With a TRU failure, during some flight operations, a DC GEN overload may occur. Monitor the DC GEN load on the MPD and turn off equipment as necessary.
AUDIO DISTRIBUTION UNIT (ADU) FAILURE In the event of ADU failure: 1. Transmit and receive on FM-1. 2. LAND AS SOON AS PRACTICABLE.
EGI FAILURE 1. EGI DC cir brkr — Out. 2. EGI DC cir brkr—In. 3. Last known present pos—Enter. 4. If in flight — Input aircraft heading. 5. Execute a MANUAL EGI alignment. If not restored or fails again: 6. EGI DC circuit breaker — Out. 7. LAND AS SOON AS PRACT
GPS DIVERGENT 1. INS mode — Select. Compare position to a known waypoint ASAP If position error is evident: 2. Manual update If position error is not observed: 3. GPS — Select. If position error is observed: 4. INS — Reselect and continue flight operations.
MPD WARNING LIGHT ILLUMINATION IN FLIGHT 1. BIT RST switch — RST. If WRN illuminates again: 2. BIT check — Accomplish. If an error code displays: 3. LAND AS SOON AS PRACTICABLE.
AIR DATA SYSTEM FAILURE LAND AS SOON AS PRACTICABLE.
LOW HYD PRESS CAUTION MESSAGE LAND AS SOON AS PRACTICABLE.
HYDRAULIC POWER FAILURE 1. Airspeed — Adjust to attain the most comfortable level of control. 2. HYD SYS cir brkr — Out; check for restoration. If not restored: 3. HYD SYS cir brkr — In. 4. HYD SYS switch — OFF. 5. LAND AS SOON AS PRACTICABLE run-on landing slightly above
FLIGHT CONTROL MALFUNCTIONS 1. LAND AS SOON AS POSSIBLE. 2. EMER SHUTDOWN after landing.
STABILITY AND CONTROL AUGMENTATION SYSTEM (SCAS) FAILURE 1. Affected SCAS channel — Attempt to reengage. If SCAS cannot be reengaged: 2. LAND AS SOON AS PRACTICABLE.
LIGHTNING STRIKE LAND AS SOON AS POSSIBLE.
IN-FLIGHT WIRE STRIKE LAND AS SOON AS POSSIBLE.
MISSILE UNLATCHED 1. Avoid nose low attitudes and excessive bankangles. 2. LAND AS SOON AS PRACTICABLE.
MISFIRE – 2.75-INCH ROCKET 1. Position the aircraft so that rocket is orienteddownrange for a period of 10 minutes. 2. Upon landing the aircraft — Notify explosive ordnance disposal.
ROCKET/MISSILE – HANGFIRE In the event of missile hangfire proceed as follows: 1. JETTISON switch(es) — Activate. (Only in event of residual fire.) 2. LAND AS SOON AS POSSIBLE.
RUNAWAY GUN 1. Orient gun in a safe direction. 2. MASTER switch — STBY. 3. Allow gun to fire out. 4. Gun switch — SAFE.
Created by: 100000207634919