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Airbus H125 Emergency Procedures
Immediate Action Procedures
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12 procedures
- 1Collective pitchSET LOW
- 2NR - MAINTAIN in the upper part of the green band
- 3AirspeedESTABLISH approximately 65 kt (120 km/h)
- 4OFF/IDLE/FLIGHT selectorOFF
- 5Re-light the engine if the cause permits; otherwise close the fuel shut-off valve and switch off the generator and alternator
- 6Electrical power master ALL-OFF switchOFF if there is a smell of burning
- 7Manoeuvre to head the helicopter into wind on final approach
- 8At approximately 65 ft (20 m)FLARE to a nose-up attitude
- 9At 20 to 25 ft (6 to 8 m) at constant attitude - gradually apply collective pitch to reduce the sink rate
- 10Resume level attitude before touch-down and cancel any side-slip tendency
- 11Gently reduce collective pitch after touch-down
- 12Note - the tail skid may touch the ground first; the rate of descent at 65 kt is 1,800 ft/min
- 1Collective pitchDO NOT REDUCE
- 2YawCONTROL
- 3Cushion touch-down by increasing collective pitch
- 4Reduce collective pitch as soon as the aircraft is on the ground
- 1Collective pitchREDUCE
- 2Cyclic - APPLY FORWARD to gain airspeed according to available height
- 3Terminate in accordance with the autorotation landing procedure (Section 3.1 para 2.1)
- 1Carry out the autorotation transition procedure (Section 3.1 para 2)
- 2Symptomsjerk in the yaw axis (only in high-power flight)
- 3Symptoms - drop in rotor speed, aural warning sounds below 360 rpm
- 4Symptomstorque at zero and Ng falling off to zero
- 5Symptomsgenerator warning light illuminates
- 6Symptomsengine oil pressure drop warning light illuminates
- 1Booster pumpsON
- 2Wait until Ng falls below 5 percent, then carry out the starting procedure
- 3GOV warning lights (red and amber)OUT
- 4Starting selectorON
- 5Check Ng increases, t4 remains below its limit, and engine oil pressure increases
- 6P.MOT (ENG.P) lightshould be out at 70 percent Ng
- 7Starter switch guardLOWER; check the GEN light is off
- 8Booster pumpOFF; PUMP and FUEL P captions extinguished
- 9Note - the normal relighting ceiling is 20,000 ft, but relighting may be attempted throughout the altitude envelope
- 10Note - if the starting cycle has to be aborted, return the start switch to the closed position and switch off the fuel pump
- 1Enter autorotation (Section 3.1 para 2.1)
- 2Fuel shut-off cockCLOSE to shut down the engine
- 3Generator and alternator (if installed)SWITCH OFF
- 4Electrical master ALL OFF switchOFF if there is a smell of burning
- 1Fuel shut-off cockCLOSE, and apply the rotor brake if necessary
- 2Booster pumpSWITCH OFF
- 3Crank the engine for 10 seconds, then switch off the battery
- 4Use the nearby extinguishers to fight the fire
- 1IGE - set the twist grip to the idling detent and cushion touch-down by pulling the collective pitch lever
- 2OGE - reduce collective pitch moderately to reduce yaw torque, and simultaneously start to pick up speed
- 3Note - loss of the tail rotor in power-on flight results in a yaw movement to the left; the extent depends on the power and speed configuration at the time of failure
- 1Power - REDUCE as much as possible and maintain forward speed for weathercock effect
- 2Select a suitable landing area for a steep approach at a power enabling reasonably coordinated flight
- 3On final approachSHUT DOWN THE ENGINE
- 4Make an autorotative landing at the lowest possible speed
- 1In flight - calmly reduce collective pitch and adjust airspeed to between 40 and 60 kt (74 to 111 km/h) in level flight
- 2Hydraulic pressureCUT OFF using the collective lever switch
- 3Expect control loads on collective pitch increase and on forward and left-hand cyclic
- 4If necessary increase IAS, but control load feedback will also increase, especially on the collective pitch
- 5Be careful not to inadvertently move the twist grip out of the Flight detent as collective load increases
- 6Make a flat approach over a clear landing area and land with slight forward speed
- 7Shut down the engine holding the collective pitch lever on the low pitch stop
- 8Do NOT press the HYD TEST push-button - this would immediately depressurize the accumulator and the resulting control loads could be heavy
- 1Hydraulic pressure - CUT OFF using the switch on the collective pitch control lever
- 2Expect immediate load feedback, heavy at high speed: about 20 kgf collective pitch increase load, 7 to 12 kgf left-hand cyclic, 2 to 4 kgf forward cyclic, practically no load on yaw pedals in cruising flight
- 3SpeedREDUCE to 60 kt (111 km/h)
- 4Proceed as in the case of illumination of the HYD light
- 1If the source is identifiedshut off the corresponding system
- 2If necessary use the fire extinguisher
- 3Air the cabin by opening the front ventilator, the ventilation ports and the bad weather windows
- 4If the source is not identifiedshut off the heating/demisting system
- 5If the smoke does not clearswitch off the electrical master switch (ALL OFF)
- 6When the smell of smoke has cleared, set all switches OFF including generator and alternator, and close the cabin ventilators
- 7Reset the ALL OFF electrical master switch to the normal position, switch on the generator and check voltage and current
- 8If everything is normal, switch on the circuits one by one until the malfunction is identified
FLIGHT2.23.0Checklist
Airbus H125MSFS 2024 · Emergency Procedures · 12procedures · 70 steps
Autorotation Landing Following Engine Failure (Section 3.1 para 2.1)12 steps
| 01 | Collective pitchSET LOW | |
| 02 | NR - MAINTAIN in the upper part of the green band | |
| 03 | AirspeedESTABLISH approximately 65 kt (120 km/h) | |
| 04 | OFF/IDLE/FLIGHT selectorOFF | |
| 05 | Re-light the engine if the cause permits; otherwise close the fuel shut-off valve and switch off the generator and alternator | |
| 06 | Electrical power master ALL-OFF switchOFF if there is a smell of burning | |
| 07 | Manoeuvre to head the helicopter into wind on final approach | |
| 08 | At approximately 65 ft (20 m)FLARE to a nose-up attitude | |
| 09 | At 20 to 25 ft (6 to 8 m) at constant attitude - gradually apply collective pitch to reduce the sink rate | |
| 10 | Resume level attitude before touch-down and cancel any side-slip tendency | |
| 11 | Gently reduce collective pitch after touch-down | |
| 12 | Note - the tail skid may touch the ground first; the rate of descent at 65 kt is 1,800 ft/min |
Engine Failure in Hover IGE (Section 3.1 para 2.2)4 steps
| 01 | Collective pitchDO NOT REDUCE | |
| 02 | YawCONTROL | |
| 03 | Cushion touch-down by increasing collective pitch | |
| 04 | Reduce collective pitch as soon as the aircraft is on the ground |
Engine Failure in Hover OGE (Section 3.1 para 2.3)3 steps
| 01 | Collective pitchREDUCE | |
| 02 | Cyclic - APPLY FORWARD to gain airspeed according to available height | |
| 03 | Terminate in accordance with the autorotation landing procedure (Section 3.1 para 2.1) |
Engine Flame-Out in Flight (Section 3.1 para 3.1)6 steps
| 01 | Carry out the autorotation transition procedure (Section 3.1 para 2) | |
| 02 | Symptomsjerk in the yaw axis (only in high-power flight) | |
| 03 | Symptoms - drop in rotor speed, aural warning sounds below 360 rpm | |
| 04 | Symptomstorque at zero and Ng falling off to zero | |
| 05 | Symptomsgenerator warning light illuminates | |
| 06 | Symptomsengine oil pressure drop warning light illuminates |
Relighting the Engine in Flight (Section 3.1 para 3.2)10 steps
| 01 | Booster pumpsON | |
| 02 | Wait until Ng falls below 5 percent, then carry out the starting procedure | |
| 03 | GOV warning lights (red and amber)OUT | |
| 04 | Starting selectorON | |
| 05 | Check Ng increases, t4 remains below its limit, and engine oil pressure increases | |
| 06 | P.MOT (ENG.P) lightshould be out at 70 percent Ng | |
| 07 | Starter switch guardLOWER; check the GEN light is off | |
| 08 | Booster pumpOFF; PUMP and FUEL P captions extinguished | |
| 09 | Note - the normal relighting ceiling is 20,000 ft, but relighting may be attempted throughout the altitude envelope | |
| 10 | Note - if the starting cycle has to be aborted, return the start switch to the closed position and switch off the fuel pump |
Engine Fire in Flight (Section 3.1 para 4.2)4 steps
| 01 | Enter autorotation (Section 3.1 para 2.1) | |
| 02 | Fuel shut-off cockCLOSE to shut down the engine | |
| 03 | Generator and alternator (if installed)SWITCH OFF | |
| 04 | Electrical master ALL OFF switchOFF if there is a smell of burning |
Fire During Engine Start (Section 3.1 para 4.1)4 steps
| 01 | Fuel shut-off cockCLOSE, and apply the rotor brake if necessary | |
| 02 | Booster pumpSWITCH OFF | |
| 03 | Crank the engine for 10 seconds, then switch off the battery | |
| 04 | Use the nearby extinguishers to fight the fire |
Tail Rotor Drive Failure in Hover or at Low Speed (Section 3.1 para 6.1.1)3 steps
| 01 | IGE - set the twist grip to the idling detent and cushion touch-down by pulling the collective pitch lever | |
| 02 | OGE - reduce collective pitch moderately to reduce yaw torque, and simultaneously start to pick up speed | |
| 03 | Note - loss of the tail rotor in power-on flight results in a yaw movement to the left; the extent depends on the power and speed configuration at the time of failure |
Tail Rotor Drive Failure in Forward Flight (Section 3.1 para 6.1.2)4 steps
| 01 | Power - REDUCE as much as possible and maintain forward speed for weathercock effect | |
| 02 | Select a suitable landing area for a steep approach at a power enabling reasonably coordinated flight | |
| 03 | On final approachSHUT DOWN THE ENGINE | |
| 04 | Make an autorotative landing at the lowest possible speed |
Hydraulic / Servo-Control System Failure - HYDR Light (Section 3.3)8 steps
| 01 | In flight - calmly reduce collective pitch and adjust airspeed to between 40 and 60 kt (74 to 111 km/h) in level flight | |
| 02 | Hydraulic pressureCUT OFF using the collective lever switch | |
| 03 | Expect control loads on collective pitch increase and on forward and left-hand cyclic | |
| 04 | If necessary increase IAS, but control load feedback will also increase, especially on the collective pitch | |
| 05 | Be careful not to inadvertently move the twist grip out of the Flight detent as collective load increases | |
| 06 | Make a flat approach over a clear landing area and land with slight forward speed | |
| 07 | Shut down the engine holding the collective pitch lever on the low pitch stop | |
| 08 | Do NOT press the HYD TEST push-button - this would immediately depressurize the accumulator and the resulting control loads could be heavy |
Main Servo-Control Slide-Valve Seizure (Section 3.2 para 5.2)4 steps
| 01 | Hydraulic pressure - CUT OFF using the switch on the collective pitch control lever | |
| 02 | Expect immediate load feedback, heavy at high speed: about 20 kgf collective pitch increase load, 7 to 12 kgf left-hand cyclic, 2 to 4 kgf forward cyclic, practically no load on yaw pedals in cruising flight | |
| 03 | SpeedREDUCE to 60 kt (111 km/h) | |
| 04 | Proceed as in the case of illumination of the HYD light |
Smoke in the Cabin (Section 3.1 para 5)8 steps
| 01 | If the source is identifiedshut off the corresponding system | |
| 02 | If necessary use the fire extinguisher | |
| 03 | Air the cabin by opening the front ventilator, the ventilation ports and the bad weather windows | |
| 04 | If the source is not identifiedshut off the heating/demisting system | |
| 05 | If the smoke does not clearswitch off the electrical master switch (ALL OFF) | |
| 06 | When the smell of smoke has cleared, set all switches OFF including generator and alternator, and close the cabin ventilators | |
| 07 | Reset the ALL OFF electrical master switch to the normal position, switch on the generator and check voltage and current | |
| 08 | If everything is normal, switch on the circuits one by one until the malfunction is identified |