-10 Chapter 9 Change 4

Question 1

IMMEDIATE ACTION EMERGENCY STEPS.

NOTE

Answer 1

• 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. The MASTER CAUTION should be reset after each malfunction to allow systems to respond to subsequent malfunctions. **If time permits during a critical emergency, transmit MAYDAY call, set transponder to emergency, jettison external stores if required, turn off boost pumps, and lock shoulder harnesses. **
• During emergencies where power may not be available or operating limits may be exceeded (i.e. engine failures, decreasing NR, compressor stalls high speed shaft failures) the crew should disengage the coupled flight director to ensure that aircraft remains within operating limits.

Question 2

define LAND AS SOON AS POSSIBLE

Answer 2

defined as landing at the nearest suitable landing area (e.g., open field) without delay. (The primary consideration is to ensure the survival of occupants.)

Question 3

define **LAND AS SOON AS PRACTICABLE **

Answer 3

defined as landing at a suitable landing area. (The primary consideration is the urgency of the emergency.)

Question 4

define AUTOROTATE

Answer 4

defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.

Question 5

EMER ENG SHUTDOWN

EP and Caution

Answer 5

identify the affected engine by checking ENG OUT warning lights, NP, NR, Q (torque), P (engine oil pressure), TGT, and NG.

(1. ) ENG POWER CONT lever(s) — OFF.
(2. ) ENG FUEL SYS selector(s) — OFF.
(3. ) _FUEL BOOST PUMP switch(es) — OFF. _

CAUTION

If TGT rises above 500°C after shutdown, place AIR SCE HT/START switch as required, turn ENGINE IGNITION switch OFF, and press starter to motor engine for 30 seconds or until TGT decreases below 500°C.

Question 6

define LOCKOUT

Answer 6

defined as manual control of engine RPM while bypassing DEC/EDECU functions. Bypass of the engine control will be required when NP1 or 2 decreases below normal demand speed due to a malfunction of the DEC.

Question 7

**LOCKOUT **

WARNING

Answer 7

Going to DEC LOCKOUT to obtain additional power does not remove Maximum Fuel Flow or NG limits. NR may still decrease below normal operating range if Maximum Fuel Flow or NG limits are reached.

Question 8

**LOCKOUT **

CAUTION

Answer 8

When engine is controlled with ENG POWER CONT lever in LOCKOUT, engine response is much faster and TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping NR and NP 1 and 2 in operating range.

Question 9

LOCKOUT

EP

Answer 9

ENG POWER CONT lever — Pull down and advance full forward while maintaining downward pressure, then adjust to set NR as required.

Engine control malfunctions can result in NR increasing or decreasing from normal demand speed. Under certain failure conditions, Q, NP, and NG may not be indicating and the possibility of the ENG OUT warning light and audio activating exists. The most reliable indication of engine power will be TGT.

Question 10

**EMER APU START **

EP

Answer 10

(1. ) FUEL PUMP switch — APU BOOST.
(2. ) APU CONT switch — **ON. **

Question 11

EMERGENCY EXITS

WARNING

Answer 11

For helicopters with a non-operational roll-trim actuator, the cyclic shall be continuously held while on the ground with rotor turning. In cases where emergency exit is required prior to rotor coasting to a stop, make sure that the cyclic stick is centered until the last crewmember can depart the cockpit. Since the main rotor shaft has a 3° forward tilt, an exit to the right rear or left rear will provide the greatest rotor clearance safety.

Question 12

**EMERGENCY EQUIPMENT (PORTABLE) **

**Emergency equipment consists of **

Answer 12

two hand held fire extinguishers, one crash ax, and three first aid kits, as shown in Figure 9-1.

Question 13

**ENGINE MALFUNCTION — PARTIAL OR COMPLETE POWER LOSS. **

WARNING

Answer 13

Single engine capability must be considered prior to movement of the engine power control lever. Prior to movement of either ENG POWER CONT lever, it is imperative that the malfunctioning engine and the corresponding ENG POWER CONT lever be identified. If the decision is made to shut down an engine, take at least five full seconds while retarding the ENG POWER CONT lever from FLY to IDLE, monitoring Q, NG, TGT, NP, and ENG OUT warning light on.

Question 14

Dual-Engine Failure.

The flight characteristics and the required crewmember control responses after a dual-engine failure are similar to those during a normal power-on descent. Full control of the helicopter can be maintained during autorotational descent. In autorotation, as airspeed increases above (1)____________________________________. As airspeed decreases below (2)_____________________________________________.

Answer 14

(1) 70 - 80 KIAS, the rate of descent and glide distance increase significantly
(2) 64 KIAS, the rate of descent will increase and glide distance will decrease

Question 15

**SINGLE-ENGINE FAILURE **

WARNING

Answer 15

Do not respond to ENG OUT warning and audio until checking TGT, NG, and NP1 and NP2.

Question 16

SINGLE-ENGINE FAILURE

EP

Answer 16

1. Collective — Adjust to maintain NR
   (2. ) _External cargo/stores — Jettison (if required). _
2. _Establish single-engine airspeed. _

If continued flight is not possible:

4. LAND AS SOON AS POSSIBLE.

If continued flight is possible:

5. LAND AS SOON AS PRACTICABLE.

Question 17

**ENGINE RESTART DURING FLIGHT. **

**After an engine failure in flight, an engine restart may be attempted. If it can be determined **

Answer 17

that it is reasonably safe to attempt a start, the APU should be used. Use of a crossbleed start could result in a power loss of up to 18% Q on the operational engine.

Question 18

**DUAL-ENGINE FAILURE — GENERAL **

**The (1)_________and _________ (Figures 9-3 and 9-4) at which a two-engine failure occurs will dictate the action to be taken. After the failure, main rotor rpm will decay rapidly and the helicopter will (2)___________________. **

Answer 18

(1) altitude and airspeed
(2) yaw to the left

Question 19

The recommended airspeed for autorotation is (1)_____. Autorotation below (2)______ is not recommended because (3)______________________________________. Adjusting the cyclic and collective control to maintain 100% NR and (4)______ KIAS (______ KIAS high drag) will result in achieving the maximum glide distance.

Answer 19

(1) 80 KIAS
(2) 80 knots
(3) the deceleration does not effectively arrest the rate of descent
(4) 110 KIAS, 100 KIAS HIGH DRAG

Question 20

DURING AUTOROTATION

NR above 100% will result in (1)__________________________. At (2)_________ feet AGL, use aft cyclic to decelerate.

Ground contact should be made (3)_________________. Pitch attitudes up to (4)______ at the point of touchdown normally result in an adequate deceleration and safe landing.

Answer 20

(1) a higher rate of descent
(2) 50 to 75
(3) with some forward speed
(4) 25°

Question 21

**DUAL-ENGINE FAILURE **

WARNING

Answer 21

Do not respond to ENG OUT warning lights and audio until checking TGT and NR.

Question 22

DUAL-ENGINE FAILURE

EP

Answer 22

AUTOROTATE

Question 23

**DECREASING NR **

WARNING

WARNING

Answer 23

NR can also decrease as a result of exceeding the Maximum Torque Available due to reaching TGT limiting, Maximum Fuel Flow, or NG limiting without an associated hardware failure.

Going to DEC LOCKOUT to obtain additional power does not remove Maximum Fuel Flow or NG limits. NR may still decrease below normal operating range if Maximum Fuel Flow or NG limits are reached.

Question 24

DECREASING NR

CAUTION

NOTE

Answer 24

When engine is controlled with ENG POWER CONT lever in LOCKOUT, engine response is much faster and the TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping NR, NP1 and NP2 in operating range.

If NR reduces from 100% to 95-96% during steady flight, check Q1 and Q2. If Q1 and Q2 are equal and below Maximum Torque Available, attempt to increase NR with ENG SPD TRIM switch.

Question 25

**DECREASING NR** EP

Answer 25

## Footnote 1. _Collective — Adjust to control NR_. 1. 1. _Establish single-engine airspeed_. If single engine flight cannot be achieved or maintained: (2. ) _ENG POWER CONT lever (low Q/TGT TEMP engine) — LOCKOUT_. Maintain Q approximately 10% below other engine. 3. LAND AS SOON AS PRACTICABLE.

Question 26

**INCREASING NR ** EP

Answer 26

## Footnote (1. ) _ENG POWER CONT lever (high Q/TGT engine) — Retard._ Maintain Q approximately 10% below other engine. 2. LAND AS SOON AS PRACTICABLE. If the affected engine does not respond to ENG POWER CONT lever movement in the range between FLY and IDLE, the HMU may be malfunctioning internally. If this occurs: 3. _Establish single engine airspeed_. (4. ) Perform _EMER ENG SHUTDOWN_ (affected engine). (5. ) Refer to single-engine failure emergency procedure.

Question 27

**ENGINE COMPRESSOR STALL. ** An engine compressor stall is normally recognized by (1)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. These responses are normally accompanied by the rapid increase in TGT and fluctuations in NG, Q, and NP reading for the affected engine.

Answer 27

(1) a noticeable bang or popping noise and possible helicopter yaw.

Question 28

**ENGINE COMPRESSOR STALL ** EP

Answer 28

1. _Establish single engine airspeed._ 2. _Collective — Reduce._ If condition persists: (3. ) _ENG POWER CONT lever (affected engine)--Retard_ (TGT should decrease). (4. ) ENG POWER CONT lever (affected engine) — FLY. If stall condition recurs: (5. ) _EMER ENG SHUTDOWN_ (affected engine). (6. ) Refer to single-engine failure emergency procedure.

Question 29

**ENG 1 OIL BYPASS OR ENG 2 OIL BYPASS CAUTION APPEARS. ** EP

Answer 29

## Footnote 1. **ENG POWER CONT** lever — Retard. 2. LAND AS SOON AS PRACTICABLE.

Question 30

CHIP ENG 1 OR CHIP ENG 2, ENG 1 OIL PRESS OR ENG 2 OIL PRESS, ENG 1 OIL HOT OR ENG 2 OIL HOT CAUTION APPEARS.

Answer 30

## Footnote 1. _Establish single engine airspeed._ (2. ) **ENG POWER CONT** lever (affected engine) — Retard (to reduce torque). If oil pressure is below minimum limits or if oil temperature remains above maximum limits: (3. ) _EMER ENG SHUTDOWN_ (affected engine). (4. ) Refer to single engine failure emergency procedure.

Question 31

**ENGINE HIGH-SPEED SHAFT FAILURE** Failure of the shaft may be complete or partial. A partial failure may be characterized at first by nothing more than (1)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. A complete failure will be accompanied by a loud bang that will result in a sudden (2)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. NP of affected engine will (3)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_.

Answer 31

## Footnote (1) a loud high-speed rattle and vibration coming from the engine area (2) Q decrease to zero on the affected engine (3) increase until overspeed system is activated

Question 32

**ENGINE HIGH-SPEED SHAFT FAILURE.** EP

Answer 32

## Footnote 1. _Establish single engine airspeed_. 2. _Collective — Adjust_. (3. ) _EMER ENG SHUTDOWN_ (affected engine). Do not attempt to restart. (4.) Refer to single-engine failure emergency procedure.

Question 33

**LIGHTNING STRIKE**. WARNING

Answer 33

## Footnote Lightning strikes may result in loss of automatic flight control functions, engine controls, and/or electric power.

Question 34

## Footnote Lightning strike may cause one or both engines to (1)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. Systems instruments may also be inoperative. If this occurs, the flight crew would have to adjust to the malfunctioning engine(s) ENG POWER CONT lever(s) as required to control NP and NR by (2)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. If practical, the pilot should reduce speed to (3)\_\_\_\_\_\_\_\_\_. This will reduce the criticality of having exactly the correct rotor speed at 100%.

Answer 34

## Footnote (1) immediately produce maximum power with no TGT limiting or overspeed protection (2) sound and feel (3) 80 KIAS

Question 35

**LIGHTNING STRIKE.** EP

Answer 35

## Footnote (1. ) _ENG POWER CONT levers — Adjust_ (as required to control NP and NR). 2. _LAND AS SOON AS POSSIBLE_.

Question 36

## Footnote Loss of tail rotor thrust at (1)\_\_\_\_\_\_\_\_ and at a (2)\_\_\_\_\_\_\_ will result in a rapid (3)\_\_\_\_\_\_ yaw. At higher airspeed, a (4)\_\_\_\_\_\_ yaw may develop more slowly but may continue to increase.

Answer 36

(1) low airspeed (2) hover (3) right (4) right

Question 37

**FIXED PITCH MALFUNCTIONS** Seeking a headwind or (1)\_\_\_\_\_\_\_\_\_\_ wind crosswind component may aid in maintaining heading control for landing. When altitude and time permit, every effort should be made to achieve level trimmed flight between (2)\_\_\_\_\_ KIAS.

Answer 37

(1) left quartering (2) 25-145

Question 38

**FIXED RIGHT PEDAL/DECREASED POWER ** ## Footnote Some conditions may require entry into autorotation to control yaw rate. If continued flight is possible, a shallow approach at about (1)\_\_\_\_\_\_ to a roll-on landing should be made. Attempt to land with aircraft into the wind or a (2)\_\_\_\_\_\_\_ crosswind to aid in heading control. As the touchdown point is approached, a mild deceleration should be executed at about (3)\_\_\_\_\_\_ feet to reduce airspeed to about (4)\_\_\_\_\_\_. As collective is increased to cushion touchdown, the nose of the helicopterwill turn to the right. Careful adjustment of collective and deceleration should allow a touchdown with approximate runway alignment. Upon touchdown, lower collective carefully and use brakes to control heading.

Answer 38

(1) 80 KIAS (2) left quartering (3) 15 to 25 (4) 40 KIAS

Question 39

**Loss of Tail Rotor Thrust in Cruise Flight** If autorotation entry is delayed, (a)\_\_\_\_\_\_\_\_\_\_\_\_\_ can develop causing low indicated airspeed with the (b) \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. This will make it more difficult to establish or maintain adequate autorotative airspeed. EP

Answer 39

a) large sideslip angles b) stabilator programming down 1. _Airspeed — Adjust to 80 KIAS or above_. 2. _AUTOROTATE — Maintain airspeed at or above 80 KIAS_. (3. ) _ENG POWER CONT levers — OFF (during deceleration when intended point of landing is assured)._

Question 40

**Loss of Tail Rotor Thrust or T/R QUAD FAIL Caution Appears** **with Loss of Control at Low Airspeed/Hover (Right Rotation). ** EP

Answer 40

## Footnote 1. _Collective — Reduce._ (2. ) _ENG POWER CONT levers — OFF (5 to 10 feet above touchdown)._

Question 41

**T/R QUAD FAIL Caution Appears in Cruise Flight.** WARNING

Answer 41

## Footnote If the helicopter is shut down and/or hydraulic power is removed with one tail rotor cable failure, disconnection of the other tail rotor cable will occur when force from the boost servo cannot react against control cable quadrant spring tension. The quadrant spring will displace the cable and boost servo piston enough to unlatch the quadrant cable.

Question 42

**T/R QUAD FAIL Caution Appears in Cruise Flight.** a. Loss of one tail rotor cable will be indicated by appearance of the T/R QUAD FAIL caution. No change in handling characteristics should occur if only one cable fails. b. If both tail rotor control cables fail, a centering spring will position the tail rotor servo linkage to provide 10.5 degrees of pitch. This will allow trimmed flight at about ______________________ (these speeds will vary with gross weight).

Answer 42

25 KIAS up to 145 KIAS

Question 43

**T/R QUAD FAIL Caution Appears in Cruise Flight.** EP

Answer 43

## Footnote 1. _Collective — Adjust to determine controllability (Fixed Right or Left)._ 2. LAND AS SOON AS PRACTICABLE.

Question 44

**Loss of Control at Low Airspeed/Hover or T/R QUAD FAIL Caution Appears (Left Rotation). ** WARNING

Answer 44

## Footnote Reducing collective in a left rotation will increase rate of turn with the ENG POWER CONT lever(s) at fly depending on the rate at which the ENG POWER CONT lever(s) are retarded. It is critical that the pilot on the controls maintain a level attitude, preserve NR, and apply cushion for the landing.

Question 45

**Loss of Control at Low Airspeed/Hover or T/R QUAD FAIL Caution Appears (Left Rotation). ** EP

Answer 45

## Footnote (1. ) _ENG POWER CONT lever(s) — Retard to decrease NR below 100% and begin a partial power descent._ 2. _Collective — Adjust to preserve NR_. (3. ) _ENG POWER CONT levers — OFF (5 to 10 feet above touchdown)._ 4. _Collective — Adjust for landing_.

Question 46

## Footnote **Pedal Bind/Restriction or Drive With No Accompanying Caution**. A malfunction within the yaw boost servo or tail rotor servo can produce much higher force at the pedals and the affected servo must be turned off. A hardover failure of the yaw boost servo will increase control forces as much as ____________ on the pedals.

Answer 46

250 pounds

Question 47

**Pedal Bind/Restriction or Drive With No Accompanying Caution. ** EP

Answer 47

## Footnote 1. _Apply pedal force to oppose the drive_. (2. ) Check other pedals for proper operation. (3. ) TAIL SERVO switch — BACKUP. If normal control authority is not restored: 4. TAIL SERVO switch — NORMAL. 5. SAS/BOOST switch — OFF. If normal control forces are not restored: 6. SAS/BOOST switch — ON. 7. Collective — Adjust to determine controllability for landing. 8. LAND AS SOON AS PRACTICABLE.

Question 48

**T/R SERVO 1 FAIL Caution Appears and BACK UP PUMP ON Advisory Does Not Appear ** **or T/R SERVO 2 ON Advisory Does Not Appear. ** Automatic switch over did not take place. Loss of both the No. 1 hydraulic pump and backup pump results in (1)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. The yaw boost servo is still pressurized and the mechanical control system is still intact allowing (2)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. Because of the limited yaw control range available, a roll- on landing at (3)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ is required.

Answer 48

## Footnote (1) both stages of the tail-rotor servo being unpressurized (2) limited tail-rotor control (3) 40 KIAS or above

Question 49

**T/R SERVO 1 FAIL Caution Appears and BACK UP PUMP ON Advisory Does Not Appear** **or T/R SERVO 2 ON Advisory Does Not Appear. ** EP

Answer 49

## Footnote (1. ) _TAIL SERVO switch — BACKUP._ (2. ) BACKUP HYD PUMP switch — ON. 3. LAND AS SOON AS PRACTICABLE.

Question 50

**MAIN XMSN PRESS Caution Appears/** **MAIN XMSN OIL HOT Caution Appears. ** Loss of cooling oil supply will lead to electrical and/or mechanical failure of (1)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. If the malfunction is such that oil pressure decays slowly, the (2)\_\_\_\_\_\_\_\_\_\_\_ may fail before MAIN XMSN PRESS caution appears.

Answer 50

(1) main generators (2) generators

Question 51

**MAIN XMSN PRESS Caution Appears/** **MAIN XMSN OIL HOT Caution Appears. ** EP

Answer 51

## Footnote 1. _LAND AS SOON AS POSSIBLE._ If time permits: 2. Slow to 80 KIAS. (3. ) _EMER APU START._ (4. ) GENERATORS NO. 1 and NO. 2 switches — OFF.

Question 52

**CHIP L INPUT MDL or CHIP R INPUT MDL Caution Appears.** EP

Answer 52

## Footnote 1. _Establish single engine airspeed._ (2. ) _ENG POWER CONT lever (affected engine) — IDLE._ 3. _LAND AS SOON AS POSSIBLE._

Question 53

**CHIP MAIN MDL SUMP, CHIP L ACC MDL or CHIP R ACC MDL, CHIP TAIL XMSN, TAIL XMSN OIL HOT, CHIP INT XMSN or INT XMSN OIL HOT Caution Appears. ** EP

Answer 53

_LAND AS SOON AS POSSIBLE._

Question 54

**Main Transmission Failure. ** WARNING

Answer 54

## Footnote If NR decreases from 100% to 96% with an increase in Q during steady flight with no engine malfunction, the main transmission planetary carrier may have failed. During a main transmission planetary carrier failure, it may be impossible to maintain NR at 100%.

Question 55

**Main Transmission Failure.** NOTE

Answer 55

## Footnote Decreasing NR may be accompanied by a drop in transmission oil pressure of 10 psi or more, and possible unusual helicopter vibrations.

Question 56

**Main Transmission Failure. ** EP

Answer 56

## Footnote 1. _Collective — Adjust only enough to begin a descent with power remaining applied to the main transmission throughout the descent and landing._ 2. _LAND AS SOON AS POSSIBLE._

Question 57

**FIRE.** WARNING

Answer 57

## Footnote If AC electrical power is not available, only the reserve fire bottle can be discharged and fire extinguishing capability for the #2 engine will be lost.

Question 58

**Engine/Fuselage Fire On Ground.** EP

Answer 58

## Footnote (1. ) _ENG POWER CONT levers — OFF._ (2. ) _ENG EMER OFF handle — Pull if applicable._ (3. ) _FIRE EXTGH switch — MAIN/RESERVE as required._ (4. ) _Rotor Brake — As required._

Question 59

**APU Compartment Fire. ** EP

Answer 59

## Footnote (1. ) _APU fire T-handle — Pull._ (2. ) _FIRE EXTGH switch — MAIN/RESERVE as required._

Question 60

**APU OIL HOT Caution Appears.** EP

Answer 60

## Footnote APU CONT switch — OFF. Do not attempt restart until oil level has been checked.

Question 61

**Engine Fire In Flight. ** WARNING

Answer 61

## Footnote Attempt to visually confirm fire before engine shutdown or discharging extinguishing agent.

Question 62

**Engine Fire In Flight.** EP

Answer 62

## Footnote 1. _Establish single engine airspeed._ (2. ) _ENG POWER CONT lever (affected engine)— OFF._ (3. ) _ENG EMER OFF handle — Pull._ (4. ) _FIRE EXTGH switch — MAIN/RESERVE as required._ 5. _LAND AS SOON AS POSSIBLE._

Question 63

**Electrical Fire In Flight. ** EP

Answer 63

## Footnote (1. ) _BATT and GENERATORS switches — OFF._ 2. _LAND AS SOON AS POSSIBLE._

Question 64

**SMOKE AND FUME ELIMINATION. ** EP

Answer 64

## Footnote 1. Airspeed — 80 KIAS or less. (2. ) HH−60M ECS panel switches — OFF. 3. Cabin doors and gunner’s windows — Open. 4. Place helicopter out of trim. 5. LAND AS SOON AS PRACTICABLE.

Question 65

**FUEL 1 BYPASS or FUEL 2 BYPASS Caution Appears. ** EP

Answer 65

## Footnote (1. ) ENG FUEL SYS selector on affected engine — XFD. 2. LAND AS SOON AS PRACTICABLE.

Question 66

**FUEL 1 BYPASS and FUEL 2 BYPASS Cautions Appear.** EP

Answer 66

_LAND AS SOON AS POSSIBLE._

Question 67

**FUEL 1 LOW and FUEL 2 LOW Cautions Appear. ** EP

Answer 67

LAND AS SOON AS PRACTICABLE.

Question 68

**FUEL 1 PRESS LOW or FUEL 2 PRESS LOW Caution Appears. ** WARNING

Answer 68

## Footnote Consideration must be given to any suspected fuel system compromise. If a compromise is suspected, the pilot must make every attempt to avoid or reduce the possibility of an ignition source. A fuel leak occurring in the oil cooler access area may result in fuel and/or fumes accumulating in or around the APU/engine compartments. In such cases, APU/engine operation may result in fire.

Question 69

**FUEL 1 PRESS LOW or FUEL 2 PRESS LOW Caution Appears.** If the caution appears, (1)\_\_\_\_\_\_\_\_\_\_\_ is possible. Do not make rapid (2)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. Critical situations are those where (3)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ is not possible, and the potential for fire resulting from a fuel leak is secondary to engine flameout.

Answer 69

## Footnote (1) flameout (2) collective movements (3) single engine flight

Question 70

**FUEL 1 PRESS LOW or FUEL 2 PRESS LOW Caution Appears. ** EP (critical)

Answer 70

If the caution appears and the situation is critical: (1. ) _ENG FUEL SYS selector on affected engine — XFD._ (2. ) _FUEL BOOST PUMP switch on side being used — ON._ 3. _LAND AS SOON AS POSSIBLE._ (4. ) _EMER ENG SHUTDOWN after landing._

Question 71

**FUEL 1 PRESS LOW or FUEL 2 PRESS LOW Caution Appears.** EP (not critical)

Answer 71

## Footnote If the caution appears, and the situation is not critical: 1. ENG FUEL SYS selector on affected engine — XFD. 2. FUEL BOOST PUMP CONTROL switches — NO. 1 PUMP and NO. 2 PUMP — OFF (As applicable). 3. LAND AS SOON AS PRACTICABLE.

Question 72

**FUEL 1 PRESS LOW and FUEL 2 PRESS LOW Cautions Appear.** EP

Answer 72

## Footnote 1. _LAND AS SOON AS POSSIBLE_. (2. ) _EMER ENG SHUTDOWN after landing_.

Question 73

**GEN 1 FAIL and GEN 2 FAIL (No. 1 & No. 2 CONV and AC REF BUS DEGRAD) Cautions Appear. ** NOTE

Answer 73

Limited AC power is available when the APU generator is the sole source of AC power. To prevent overloading the APU generator the pilot should give consideration to turning off mission equipment such as windshield anti-ice systems, environmental control systems, Micro Climate Units and accessories connected to the AC and DC utility receptacles. If the APU Generator Control Unit (GCU) detects an overload, the APU generator will be taken off-line and the APU GEN ON advisory light will extinguish. In this case, the pilot must turn off mission equipment as stated above and reset the APU generator using the GENERATORS APU switch.

Question 74

**GEN 1 FAIL and GEN 2 FAIL (No. 1 & No. 2 CONV and AC REF BUS DEGRAD) Cautions Appear. ** A dual generator failure will result in loss of all ac powered systems, including (1)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. The stabilator will revert to manual mode and can be controlled via the number (2)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. The #1 FM and VHF-AM radios will still be available under battery power as will the pilot’s (3)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_.

Answer 74

## Footnote (1) both FCCs (SAS 1, SAS 2, TRIM, FPS) (2) 1 stabilator actuator. (3) FMS, pilot’s inboard MFD, #2 EGI, VOR/ILS, IFF and the RAD ALT

Question 75

**GEN 1 FAIL and GEN 2 FAIL (No. 1 & No. 2 CONV and AC REF BUS DEGRAD) Cautions Appear.** EP

Answer 75

1. Airspeed — Adjust (80 KIAS or less). (2. ) GENERATORS NO. 1 and NO. 2 switches — RESET; then ON If electrical power is not restored: (3. ) GENERATORS NO. 1 and NO. 2 switches — OFF. (4. ) MCUs and ECS — OFF prior to EMER APU START. (5. ) _EMER APU START. _ 6. LAND AS SOON AS PRACTICABLE. (7. ) If APU GEN ON advisory light extinguishes, ensure MCUs and ECS — OFF prior to resetting the APU generator.

Question 76

**GEN 1 FAIL or GEN 2 FAIL Caution Appears. ** CAUTION

Answer 76

## Footnote When the #1 AC generator is failed, and the backup pump circuit breaker is out, turn off ac electrical power before resetting the backup pump power circuit breaker, to avoid damaging the current limiters.

Question 77

**GEN 1 FAIL or GEN 2 FAIL Caution Appears. ** EP

Answer 77

## Footnote (1.) Affected GENERATORS switch — RESET; then ON. If caution remains: (2.) Affected GENERATORS switch — OFF.

Question 78

**CONV 1 FAIL and CONV 2 FAIL Cautions Appear. ** EP and NOTE

Answer 78

(1. ) Unnecessary dc electrical equipment — OFF. 2. LAND AS SOON AS PRACTICABLE. NOTE When only battery power is available, 80% charged batteries will provide 12 minutes of power at night assuming all dc electrical equipment is left on and used, including the search light. The battery life will be increased by turning off unnecessary equipment.

Question 79

**CONV 1 FAIL or CONV 2 FAIL Caution Appears. ** With a single converter failure all electrical power will be provided by the remaining system. No action is necessary. However do not (1)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ This will cause the battery bus tie connector to close resulting in (2)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_.

Answer 79

## Footnote (1) turn off the battery switch corresponding to the failed converter. (2) loss of the associated battery bus and DC essential bus

Question 80

**HYD PUMP 1 FAIL Caution Appears.** EP

Answer 80

## Footnote (1. ) TAIL SERVO switch — BACKUP; then NORMAL. 2. LAND AS SOON AS PRACTICABLE.

Question 81

**HYD PUMP 2 FAIL Caution Appears. ** EP

Answer 81

## Footnote (1. ) AUTO FLIGHT CONTROL panel FAILURE RESET CPTR 1 and/or CPTR 2 switches — Press then release. 2. LAND AS SOON AS PRACTICABLE.

Question 82

**HYD PUMP 1 FAIL and HYD PUMP 2 FAIL Cautions Appear. ** EP

Answer 82

## Footnote _LAND AS SOON AS POSSIBLE._ Restrict control movement to moderate rates.

Question 83

**HYD PUMP 1 FAIL or HYD PUMP 2 FAIL Caution Appears and BACK UP PUMP ON Advisory Does Not Appear.** a. Loss of both the No. 1 hydraulic pump and backup pump results in b. Loss of both the No. 2 hydraulic pump and the backup pump results in

Answer 83

a. Loss of both the No. 1 hydraulic pump and backup pump results in both stages of the tail rotor servo being unpressurized. The yaw boost servo is still pressurized and the mechanical control system is still intact allowing limited tail rotor control. Because of the limited yaw control range available, a roll-on landing 40 KIAS or above is required. b. Loss of both the No. 2 hydraulic pump and the backup pump results in the loss of pilot-assist servos. Boost should be turned off if the backup pump cannot be regained.

Question 84

**HYD PUMP 1 FAIL or HYD PUMP 2 FAIL Caution Appears and BACK UP PUMP ON Advisory Does Not Appear. ** EP

Answer 84

## Footnote 1. _Airspeed — Adjust_ to a comfortable airspeed. (2. ) _BACKUP HYD PUMP switch — ON_. If BACKUP PUMP ON advisory still does not appear: (3. ) _FPS and SAS/BOOST switches — Press off (switch lights off, for HYD PUMP 2 FAIL caution)._ 4. _LAND AS SOON AS POSSIBLE._

Question 85

**PRI SERVO 1 FAIL or PRI SERVO 2 FAIL Caution Appears. ** Marginal info and EP

Answer 85

Appearance of PRI SERVO 1 FAIL or PRI SERVO 2 FAIL caution can be caused by inadvertently placing the SERVO OFF switch in 1ST STG or 2ND STG position. (1. ) _SERVO OFF switch — Check centered._ (2. ) _If the caution appears with the SERVO OFF switch centered, move the SERVO OFF switch to turn off the malfunctioning servo._ 3. _LAND AS SOON AS POSSIBLE._

Question 86

**RSVR 1 LOW and HYD PUMP 1 Cautions Appear With BACK UP PUMP ON Advisory Appearing.** EP & WARNING

Answer 86

1. LAND AS SOON AS PRACTICABLE. If the BACK UP RSVR LOW caution also appears: (2. ) _SERVO OFF switch — 1ST STG. _ 3. _LAND AS SOON AS POSSIBLE. _ WARNING: If PRI SERVO 2 FAIL caution appears, establish landing attitude, minimize control inputs, and begin a descent.

Question 87

**RSVR 2 LOW and HYD PUMP 2 FAIL Cautions Appear With BACK UP PUMP ON Advisory Appearing.** EP & WARNING

Answer 87

(1. ) AUTO FLIGHT CONTROL panel FAILURE RESET switches — Press then release. 2. LAND AS SOON AS PRACTICABLE. If BACK UP RSVR LOW caution also appears: (3. ) _SERVO OFF switch — 2ND STG._ 4. _LAND AS SOON AS POSSIBLE._ WARNING: If PRI SERVO 1 FAIL caution appears, establish landing attitude, minimize control inputs, and begin a descent.

Question 88

**RSVR 2 LOW Caution Appears.** Marginal info, EP, and NOTE

Answer 88

Pilot assist servos will be isolated; if they remain isolated, proceed as follows: (1. ) SAS/BOOST switch — Off. (2. ) FPS switch — Verify off. 3. LAND AS SOON AS PRACTICABLE. NOTE: Because the logic module will close the valve supplying pressure to the pilot-assist servos, BOOST SERVO OFF, SAS OFF, and AFCS FAIL cautions will appear.

Question 89

**Collective Boost Servo Hardover/Power Piston Failure.** Hardover failure of the collective boost servo will increase control forces (as much as (1)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_) in the collective. The increased control forces can be immediately eliminated by shutting off the boost servo. Resulting control loads will be the same as for in-flight boost servo off.

Answer 89

(1.) 150 pounds

Question 90

**Collective Boost Servo Hardover/Power Piston Failure. ** EP

Answer 90

## Footnote (1. ) _SAS/BOOST switch — Off_. (2. ) FPS switch — Off. 3. LAND AS SOON AS PRACTICABLE.

Question 91

**Pitch Boost Servo Hardover. ** Hardover failure of the pitch boost servo will increase the longitudinal cyclic control forces (approximately (1)\_\_\_\_\_\_\_\_\_\_\_). The increased control forces can be immediately eliminated by shutting off SAS/BOOST.

Answer 91

(1) 20 pounds

Question 92

**Pitch Boost Servo Hardover. ** EP

Answer 92

## Footnote 1. SAS/BOOST and FPS switches — Off. 2. LAND AS SOON AS PRACTICABLE.

Question 93

**BOOST SERVO OFF Caution Appears. ** Appearance of the BOOST SERVO OFF caution with no other cautions appearing indicates a (1)\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_. Control forces in the affected axis will be similar to flight with boost off.

Answer 93

## Footnote (1) pilot valve jam in either the collective or yaw boost servo

Question 94

**BOOST SERVO OFF Caution Appears.** EP

Answer 94

## Footnote (1. ) _SAS/BOOST switch — Off._ (2. ) FPS switch — Off. 3. LAND AS SOON AS PRACTICABLE.

Question 95

**Emergency Landing In Wooded Areas — Power Off. ** EP

Answer 95

## Footnote 1. _AUTOROTATE._ Decelerate helicopter to stop all forward speed at treetop level. 2. _Collective adjust_ to maximum before main rotor contacts tree branches.

Question 96

**Ditching — Power On. ** Marginal info, EP, & WARNING

Answer 96

1. Approach to a hover. 2. Cockpit doors jettison and cabin doors open prior to entering water. 3. Pilot shoulder harness — Lock. WARNING: Do not inflate personal flotation equipment inside helicopter. 4. Survival gear — Deploy (if applicable). 5. Personnel, except pilot, exit helicopter. 6. Fly helicopter downwind a safe distance and hover. 7. ENG POWER CONT levers — OFF. 8. Perform hovering autorotation, apply full collective to decay rotor rpm as helicopter settles. 9. Position cyclic in direction of roll. 10. Exit when main rotor has stopped.

Question 97

**Ditching — Power Off. ** EP

Answer 97

1. _AUTOROTATE._ 2. Cockpit doors jettison and cabin doors open prior to entering the water. 3. Apply full collective to decay rotor rpm as helicopter settles. 4. Position cyclic in direction of roll. 5. Exit when main rotor has stopped.

Question 98

**FLIGHT CONTROL/MAIN-ROTOR SYSTEM MALFUNCTIONS. ** EP

Answer 98

1. _LAND AS SOON AS POSSIBLE._ (2. ) _EMER ENG(S) SHUTDOWN after landing._ (3. ) _Rotor Brake — As required._

Question 99

**ROTOR BRAKE ON Advisory Appears in Flight. ** EP

Answer 99

May indicate rotor brake pressure is applied to the rotor brake. 1. Rotor brake handle — Check in detent and gage pressure at zero. 2. Check for secondary indications of brake pad dragging (smoke, smell, noise, etc.). If secondary indications present: 3. _LAND AS SOON AS POSSIBLE. _ If no secondary indications present: 4. LAND AS SOON AS PRACTICABLE.

Question 100

**SAS Failure With No Failure/Advisory Indication.** EP

Answer 100

If the helicopter experiences erratic motion of the rotor tip path without failure/advisory indication: (1.) SAS1 switch — Off. If condition persists: (2. ) SAS1 switch — ON. (3. ) SAS2 switch — Off. If malfunction still persists: (4. ) SAS1 switch — Off. (FPS will automatically disengage). (5. ) FPS switch — Verify off.

Question 101

**SAS OFF Caution Appears. ** EP

Answer 101

## Footnote (1. ) SAS1 and SAS2 switches — Off. (2. ) FPS switch — Off. 3. LAND AS SOON AS PRACTICABLE.

Question 102

**STABILATOR MALFUNCTION — AUTO MODE FAILURE. ** ## Footnote An Auto Mode Failure will normally result in the stabilator failing in place. The indications to the pilots of the failure are a beeping audio warning, and MASTER CAUTION and STAB MANUAL MODE caution appearing when the automatic mode fails. The position of failure may vary from the ideal programmed position by 10° at 30 KIAS to 4° at 150 KIAS. If an approach is made with the stabilator fixed at 0°, the pitch attitude may be (1)\_\_\_\_\_\_\_\_\_\_\_\_ than normal in the (2)\_\_\_\_\_\_\_\_\_\_KIAS range.

Answer 102

(1) 4° to 5° higher (2) 20 to 40 KIAS

Question 103

**STABILATOR MALFUNCTION — AUTO MODE FAILURE. ** WARNING

Answer 103

If acceleration is continued or collective is decreased with the stabilator in a trailing edge down position, longitudinal control will be lost. The stabilator shall be slewed to 0° above 40 KIAS and full- down when airspeed is less than 40 KIAS. If the stabilator is slewed up to the 0° position and the AUTO CONTROL RESET switch is pressed during acceleration, the helicopter may pitch to a nose down attitude.

Question 104

**STABILATOR MALFUNCTION — AUTO MODE FAILURE.** EP

Answer 104

1. _Cyclic mounted stabilator slew-up switch — Adjust if necessary_ to arrest or prevent nose down pitch rate. (2. ) _AUTO CONTROL RESET switch — Press ON once after establishing a comfortable airspeed._ If automatic control is not regained: (3. ) Manually slew stabilator — Adjust to 0° for flight above 40 KIAS or full down when airspeed is below 40 KIAS. The preferred method of manually slewing the stabilator up is to use the cyclic mounted stabilator slew-up switch. 4. LAND AS SOON AS PRACTICABLE. If manual control is not possible, the airspeed limit indication will show the adjusted airspeed limit with a red arc. 5. Airspeed indicator — Check and fly at or below red arc shown on the indicator. 6. LAND AS SOON AS PRACTICABLE.

Question 105

## Footnote **UNCOMMANDED NOSE UP PITCH ATTITUDE CHANGE. ** At airspeeds above (1)\_\_\_\_\_\_\_\_, a collective reduction of approximately (2)\_\_\_\_\_\_\_\_, simultaneously with forward cyclic will arrest the nose up pitch rate. If these control corrections are delayed and/or a large nose up attitude results, a moderate roll to the nearest horizon will assist in returning the helicopter to level flight.

Answer 105

(1) 140 KIAS (2) 3 inches

Question 106

**If an uncommanded nose down pitch attitude occurs: ** EP

Answer 106

1. _Cyclic — Adjust as required._ 2. _Collective — Maintain or increase._ 3. _Cyclic mounted stabilator slew-up switch — Adjust as required_ to arrest nose down pitch rate. (4. ) MAN SLEW switch — Adjust to 0° at airspeeds above 40 KIAS and full down at airspeeds below 40 KIAS. 5. LAND AS SOON AS PRACTICABLE.

Question 107

**If an uncommanded nose up pitch attitude occurs: ** EP

Answer 107

## Footnote 1. _Cyclic — Adjust as required._ 2. _Collective — Reduce as required. _ (3. ) MAN SLEW switch — Adjust to 0° at airspeeds above 40 KIAS and full down at airspeeds below 40 KIAS. 4. LAND AS SOON AS PRACTICABLE.

Question 108

**STABILATOR DEGRADED ADVISORY APPEARS.** The STAB DEGRADED advisory indicates that the stabilator control has reverted to a condition of reduced functionality in either speed or control. Full stabilator range of motion may not be available. Exercise caution when operating at ________________________ which may require the stabilator to go beyond its available range.

Answer 108

high speed or low power descents

Question 109

**STAB UNLOCKED Caution Appears. ** EP

Answer 109

In flight — _LAND AS SOON AS POSSIBLE._

Question 110

**INTEGRATED AVIONICS SYSTEM MALFUNCTIONS. ** EP

Answer 110

## Footnote The following component failures will result in — _LAND AS SOON AS POSSIBLE_ a. Loss of two data concentrator units. b. Loss of four MFDs. The following component failures will result in — LAND AS SOON AS PRACTICABLE. a. Loss of one data concentrator unit or: b. Loss of two EGIs or: c. Loss of up to three MFDs or: d. Loss of two ADCs or: e. Loss of two FMSs.

Question 111

**Single EGI Failure** EP

Answer 111

1. Manually control helicopter attitude/flight path. (2. ) ATT REV and HDG REV on reversionary panel — Press. (3. ) Check FMS EGI page to verify that function- ing EGI is being used as the navigation source. (4. ) Failed EGI switch — OFF, then ON. (5. ) Check FMS INITIALIZATION page 2 for INU-ALN indication. If successful: (6.) An in-air GPS aided alignment will be done in approximately 2 minutes. To improve the quality of the alignment, make a 90° heading change during the first minute if possible. If unsuccessful: (7.) EGI switch — OFF.

Question 112

**Dual EGI Failure** EP

Answer 112

1. _Transition to ESIS display._ (2. ) EGI switches — OFF, then ON. If successful, an EGI inflight alignment will automatically be done. 3. LAND AS SOON AS PRACTICABLE.

Question 113

**FLT DIR FAIL, FD COUPLE FAIL Cautions Appear. ** EP

Answer 113

1. _Check FD/DCP to verify which flight director modes are functioning._ (2. ) FAILURE RESET CPTR 1 and/or CPTR 2 — Press to clear flight director cautions. (3. ) Check AFCS and FCC status page. Clear BITE codes if necessary. (4. ) Reengage affected mode when able. 5. Fly affected axis manually if not restored.

Question 114

**Coupled Flight Director Malfunction.** EP

Answer 114

(1.) RMT SBY switch — Press to disengage FD modes. If coupled FD does not disengage: (2.) CPLD switch — Press to decouple FD. If coupled FD does not disengage: (3.) FPS and TRIM switches — Off. After FD is uncoupled: (4.) FPS and TRIM switches — ON.

Question 115

**DISPLAY MALFUNCTIONS (MFD or FMS).** EP

Answer 115

(1. ) If MFD is faulty, cycle MFD mode select switch to OFF, then back to ON. (2. ) If FMS is faulty, pull the appropriate CDU circuit breakers on the No. 1 dc primary bus or No. 2 dc essential bus, wait 10 seconds, then reset circuit breakers.

Question 116

If an MFD does not fail but appears to be degraded, check the MFD status display while on the ground (MFD status page is disabled in flight).

Answer 116

## Footnote 1. VID BRT and VID CONT down switches — Press simultaneously to access MFD status display. Check for any indications in red. 2. Degraded MFD — OFF for 10 seconds, then on to reset the display. 3. Record the malfunctions in the helicopter log- book at the end of the mission.

Question 117

**Digital Intercommunications Malfunctions** EP

Answer 117

## Footnote 1. If ICS Lock-up occurs, perform the following: Reset by cycling power to the ICU. Pull and reset the Circuit Breakers for the ICS ICU on the NO. 2 DC ESNTL BUS and the ICS SEC on the NO. 1DC PRI BUS; they must both be pulled and then reset (CBs out at the same time).

Question 118

**EMERGENCY JETTISONING. ** EP

Answer 118

CARGO REL or HOOK EMER REL switch — Press.

Question 119

**Hoist Cable Cut.** NOTE & EP

Answer 119

On either pilot's or crew panel: ## Footnote NOTE: Crew’s hoist control panel ARM-TEST switch must be in ARM to cut cable from either position. CABLE CUT button — Press.

Question 120

**Hoist Runaway. ** EP

Answer 120

## Footnote (1.) _Pilot’s hoist control panel PILOT OVERRIDE switch UP or DOWN to control, as required._ If control is not possible: (2.) _Pilot’s hoist panel HOIST POWER switch — OFF._

Question 121

**Loss of NO. 1 or NO. 2 Generator During Blade Deice Operation. ** EP

Answer 121

## Footnote Pilot not on the controls: (1. ) _EMER APU START . _ (2. ) _BLADE DE-ICE POWER switch — OFF then ON._

Question 122

**LITTER LIFT RUNAWAY. ** EP

Answer 122

## Footnote From any one of the four cabin medical control panels: 1. _EMERGENCY STOP switch — STOP. _ If litter continues to runaway: (2.) _Cockpit AUX SW panel MED INT switch — OFF._ After stopping the runaway: 3. Pull the appropriate bad litter lift system control FWD and AFT LIFT MOT circuit breaker on the medical interior circuit breaker panel. 4. Do not use bad litter lift system.

Question 123

**FLIR SYSTEMS MALFUNCTIONS. ** **MODE PROBLEM, CAGE PROBLEM, GIMBAL RACHETING, IMAGE DISTORTION, MISC. ** EP

Answer 123

## Footnote (1. ) FLIR control panel POWER switch — OFF. Wait three minutes then, ON. (2. ) Perform BIT/FIT check. Allow 3 to 4 minutes for FLIR to complete BIT/FIT check. If FLIR problem is not solved: (3. ) Press STOW FLIR control panel POWER button. (4. ) FLIR control panel POWER switch — OFF.