Chapter 12 Flashcards
The following should be performed for all emergencies: (MADCD)
- Maintain aircraft control
- Alert the crew
- Determine the precise nature of the problem
- Complete the applicable emergency procedure or take action appropriate for the problem
- Determine landing criteria and land as required
Land immediately
Execute a landing without delay
Land as soon as possible
Execute a landing at the first site at which a safe landing can be made
Land as soon as practicable
Extended flight is not recommended. The landing site and duration of flight are at the discretion of the PIC.
Circuit breaker handing terms: Check / Pull / Reset / Cycle
Check — visually observe circuit breaker position. Do not change condition
Pull — If circuit breaker is in, pull CB out. If CB is out, do not change condition
Reset — If CB is out, push CB in. If CB is in, do not change condition. Popped CBs may be reset only once.
Cycle - If CB is in, pull CB out and then push CB back in. If CB is out, do not change condition.
ENGINE MALFUNCTION IN FLIGHT
*1. Control Nr
*2. CONTGCY PWR switch — ON
*3. Single-engine conditions — Establish
*4. ENG ANTI-ICE switches — As required
*5. External cargo/stores/fuel — Jettison/dump as required.
*6. Identify malfunction
WARNING (2)
1. Flying with greater than 110% torque with one engine inoperative may result in unrecoverable decay of Nr in the event of a dual engine failure.
- With engine anti-ice on, up to 18% torque available is lost. Torque may be reduced as much as 49% with improperly operating engine inlet anti-ice valves.
Amplifying Information:
Any suspected engine malfunction that manifests itself with fluctuations in Np, Nr, and/or torque should be handled initially with the Engine Malfunction in Flight emergency procedure. Following malfunction identification, refer to the appropriate emergency procedure. Establishing single-engine conditions involves placing the aircraft in the optimum configuration and flight regime to operate with OEI. This includes, but is not limited to, establishing single-engine airspeed and reducing angle of bank.
Engine high-side failure in-flight indications
All of the following conditions exist:
1. TRQ is 10% or greater than the other engine
2. Ng is 5% or greater than the other engine
3. Np is matched within 5% of the other engine
4. Nr is at or above 103%
ENGINE HIGH-SIDE FAILURE IN FLIGHT
*1. EMIF procedure — perform
*2. PCL (malfunctioning engine) — retard to set:
— TRQ 10% below good engine, or
— Matched Ng, or
— Matched TGT
3. Land as soon as practicable
ENGINE HIGH-SIDE FAILURE ON DECK
*1. PCL (malfunctioning engine) — Idle
Engine low-side failure indications
(#1/#2) ENG SPEED LOW will display when all of the following conditions exist:
- TRQ 10% below the good engine
- Ng is 5% or less than the good engine
- Np is at or below 98%
- Nr is at or below 97%
ENG SPEED LOW will display when Np is at or below 96% for greater than 2.0 seconds.
ENGINE LOW-SIDE FAILURE
*1. EMIF — Perform.
2. PCL (malfunctioning engine) — Momentarily advance to LOCKOUT, then retard to set:
- Torque 10% below good engine, or
- Matched Ng, or
- Matched TGT
3. Land as soon as practicable
ENGINE TORQUE or TGT SPIKING / FLUCTUATIONS
If and engine instrument is spiking/fluctuating and inducing secondary indications in Ng, Np, and/or Nr:
*1. EMIF — Perform.
If fuel contamination is suspected:
*2. Land as soon as possible.
SEE PCL FOR NON-CMI
WARNING: PCL movement during engine fluctuations may precipitate an engine failure.
COMPRESSOR STALL
*1. EMIF — Perform.
*2. PCL (malfunctioning engine) — IDLE.
SEE PCL FOR NON-CMI
If the Ng decay relight feature attempts to relight the engine, subsequent compressor stalls may occur. A yaw kick may be experienced each time the engine relights.
ENGINE HIGH-SPEED SHAFT FAILURE
[(#1/#2) DRVSHAFT FAIL]
*1. EMIF — Perform.
*2. PCL (malfunctioning engine) — OFF.
SEE PCL FOR NON-CMI
Np > Nr by more than 3% and engine torque is < 10%
Following a high-speed shaft failure, the engine will overspeed, the Np overspeed will flame out the engine and the auto-ignition system will activate the relight feature. Np governor will eventually bring Np down toward 100%
Abort engine start if any of the following limits are exceeded:
- Ng does not reach 14% within 6 seconds after starter initiation
- No oil px within 30 seconds after starter initiation
- No light-off within 30 seconds after moving PCL to IDLE
- ENG STARTER advisory disappears before reaching 52% Ng
- TGT is likely to exceed 851C before idle speed is attained
ABORT START
To abort start:
*1. PCL — OFF
*2. ENGINE IGNITION switch — OFF
If engine oil pressure is indicated:
*3. Starter — Engage.
SEE PCL FOR NON-CMI
ENGINE MALFUNCTION DURING HOVER / TAKEOFF
*1. Control Nr.
*2. CONTGCY PWR switch — ON
If a suitable landing site exists or unable to transition to forward flight:
*3. Set level attitude, eliminate drift, cushion landing
If able to transition to forward flight:
*4. EMIF — Perform.
DUAL ENGINE FAILURE
*1. Autorotation — Establish.
*2. Immediate Landing / Ditching emergency procedure — Perform.
If time and altitude permit:
*3. Engine Air Restart emergency procedure — Perform.
SINGLE-ENGINE FAILURE IN FLIGHT
*1. EMIF — Perform.
SEE PCL FOR NON-CMI
(#1/#2) ENG OUT activated by the vertical instrument when Ng decreases below 55%.
ENGINE AIR RESTART
*1. APU Emergency Start procedure — Perform.
*2. ENGINE IGNITION switch — NORM.
*3. Fuel selector levers — DIR or XFD.
*4. PCL — OFF.
*5. Starter — Engage, motor engine.
*6. PCL — IDLE (TGT 80C or less, if time permits)
*7. PCL — Advance to FLY after starter dropout.
WARNING: If APU is unavailable, and a cross bleed start is necessary, maximum torque available will be reduced during start sequence. Depending on operating conditions, level flight may not be possible.
CAUTION: Receiving engine Ng less than 24% prior to advancing PCL to IDLE may result in a hot start.
APU EMERGENCY START
*1. ECS — OFF.
*2. AIR SOURCE ECS/START switch — APU.
*3. FUEL PUMP switch — APU BOOST.
*4. APU CTRL switch — ON.
*5. APU GENERATOR — ON.
GROUND RESONANCE
If a safe takeoff is possible:
*1. Takeoff immediately.
If a safe takeoff is NOT possible:
*2. PCLs — OFF
*3. Rotor brake — Apply
See PCL for non-CMIs
WARNING: Ground resonance can occur rapidly (within 3 seconds), and produce violent lateral, vertical, and circular vibrations resulting in difficulty reaching PCLs, pilot-induced oscillations and possible dynamic rollover.
CAUTION: If ground resonance is encountered and an immediate takeoff is not possible, priority shall be given to immediate reduction of main rotor speed.
HUNG DROOP STOPS
*1. Reengage rotor to greater than 75% Nr.
SEE PCL for NON-CMI
While operating in cold weather, turning the BLADE DEICE POWER switch to ON activates the droop-stop heaters which will aid the droop stops in seating.
LOW ROTOR RPM WARNING
*1. Control Nr.
Warning light is activated by the vertical instrument when Nr is less than 96%.
WARNING: Possible indications of main transmission imminent failure may include…
- Yaw attitude excursions with no control input
- An increase in power required for a fixed collective setting
- Failure of a main generator or hydraulic pump
- Increased noise
- Increased vibration levels
- Abnormal fumes in the cabin
Main transmission malfunction CAUTIONS / ADVISORIES
MAIN XMSN OIL HOT caution — 117C, oil temp sensor activated
MAIN XMSN OIL HOT advisory — >105C on vertical instrument
MAIN XMSN PRESS HI caution — >130psi on vertical instrument
MAIN XMSN PRESS HI advisory — oil px between 65-130psi on vertical instruments
MAIN XMSN PRESS LOW caution — 14psi, oil px low sensor activated
MAIN XMSN PRESS LOW advisory — < 30psi on vertical instruments, Nr > 25%
(#1/#2) ACCESSORY CHIP
MAIN XMSN CHIP
MAIN TRANSMISSION MALFUNCTION
If failure is imminent:
*1. Land immediately.
If secondary indications are present:
*2. Land as soon as possible.
SEE PCL for NON-CMI
WARNING: Operation of the main gearbox with no oil pressure may result in loss of tail rotor drive.
TAIL / INTERMEDIATE TRANSMISSION MALFUNCTION
If failure is imminent:
*1. Land immediately.
If failure is not imminent:
*2. Land as soon as possible.
SEE PCL for NON-CMI
WARNING: High power settings require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure.
WARNING: Possible indications of tail rotor imminent failure may include…
Tail / intermediate transmission cautions accompanied by strong medium-frequency vibrations and or hot metal fumes or any other associated indications.
Tail / Intermediate Transmission Malfunction CAUTIONS
[INT XMSN CHIP]
[TAIL XMSN CHIP]
[INT XMSN OIL HOT]
[TAIL XMSN OIL HOT]
(#1/#2) INPUT CHIP CAUTION
*1. Main Transmission Malfunction emergency procedure — Perform.
SEE PCL for NON-CMI
LOSS OF TAIL ROTOR DRIVE ALTITUDE AND AIRSPEED SUFFICIENT TO ESTABLISH AUTOROTATION
*1. PAC call — “AUTO, AUTO, AUTO”
*2. Autorotation — Establish. Center tail rotor pedals.
*3. Drive failure — Attempt to verify.
*4. Immediate Landing/Ditching emergency procedure — Perform.
*5. PCLs — OFF when directed (prior to the flare).
LOSS OF TAIL ROTOR DRIVE ALTITUDE AND AIRSPEED NOT SUFFICIENT TO ESTABLISH AUTOROTATION
*1. PAC call — “HOVER, HOVER, HOVER”
*2. Collective — Lower.
*3. PNAC — Hands on the PCLs.
*4. PCLs — OFF when directed (approx. 20-30 ft.)
TAIL ROTOR QUADRANT CAUTION
*1. Check for tail rotor control.
If tail rotor control is not available:
*2. Loss of Tail Rotor Control Emergency procedure — Perform.
SEE PCL for NON-CMI
LOSS OF TAIL ROTOR CONTROL
*1. Collective / airspeed — Adjust as required to control yaw.
SEE PCL for NON-CMI
WARNING: After touchdown, rapid reduction of collective or PCLs may cause excessive and uncontrollable yaw rates.
WARNING: If an uncontrolled right yaw develops at too low of an airspeed, loss of wave off capability may result. Increasing collective may increase the yaw to unrecoverable rates. Performing Loss Of Tail Rotor Drive (not sufficient) procedure may be required.
HYDRAULIC SYSTEM WARNING
*1. Land immediately.
1 AND #2 HYD PUMP FAILURE
*1. Restrict flight control movement.
*2. Land as soon as possible.
1 PRIMARY SERVO or #1 TRANSFER MODULE LEAK
*1. SERVO switch — 1ST OFF.
*2. Land as soon as practicable.
If the BACK UP RSVR LOW caution also appears or the backup pump fails:
*3. Land as soon as possible. Be prepared for loss of tail rotor control.
If the #2 PRI SERVO PRESS caution and/or HYD warning appears:
*4. Land immediately.
WARNING: Failure to ensure BACKUP HYD PMP switch is in AUTO or ON position prior to landing with a #1 RSVR LOW or #1 HYD PUMP caution present will result in loss of tail rotor directional control when the weight on wheels switch is activated.
2 PRIMARY SERVO or #2 TRANSFER MODULE LEAK
*1. SERVO switch — 2ND OFF.
*2. Land as soon as practicable.
If the BACK UP RSVR LOW caution also appears or backup pump fails:
*3. Land as soon as possible. Be prepared for loss of the pilot-assist servos.
If the #1 PRI SERVO PRESS caution and/or HYD warning appears:
*4. Land immediately.
CAUTION: Landing with the BACKUP HYD PMP switch in OFF position with a #2 HYD PUMP caution will result in loss of pilot assist servos when the weight on wheels switch is activated.
BOOST SERVO HARDOVER
*1. PAC CALL — “BOOST, BOOST, BOOST”
*2. SAS/BOOST pushbutton — OFF.
SEE PCL for NON-CMI
Landings with boost servos off on all single spot air-capable ships should only be attempted if there is no larger landing platform (LPD or larger) or shore base available.
Up to 75lbs of left pedal force will be required when hovering with boost servos off with starboard crosswinds.
UTILITY HYDRAULIC CAUTIONS
[UTILITY HYD PUMP]
[UTILITY HYD PUMP HOT]
[UTILITY HYD RSVR LOW]
*1. Stop dome.
SEE PCL for NON-CMI
AFCS DEGRADED CAUTION
*1. Safe altitude and airspeed — Establish (wave off / ITO as required).
SEE PCL for NON-CMI
STABILATOR AUTO MODE FAILURE
*1. PAC call — “STAB, STAB, STAB”
*2. Cyclic — Arrest pitch rate.
*3. Collective — Do not reduce.
*4. STABILATOR MAN SLEW switch — Adjust to 0.
SEE PCL for NON-CMI
WARNING: The stab may fail without illumination of the associated caution and aural warning tone. Initial indication of failure may be an uncommanded pitch change during accelerated or decelerated flight.
WARNING: A combination of high airspeed / low altitude coupled with a runaway down stabilator will necessitate immediate pilot action to maintain control of the aircraft.
WARNING: If accelerated flight is continued with the stabilator in the full down position, longitudinal control will be lost.
(Stabilator) In manual mode, the following are not recommended:
— Swimmer deployments lower than 15’ AGL
— Night takeoffs, approaches, and landings (except one-time landing following failure)
— Automatic approaches to a hover
— Simulated emergency procedures, including practice autorotations
— Flight in known IMC
Stab angle (trailing edge down) airspeed limits
0 — 150 KIAS
10 — 100 KIAS
20 — 80 KIAS
30 — 60 KIAS
40 — 45 KIAS
UNUSUAL ATTITUDE RECOVERY
*1. Level wings.
*2. Nose on horizon.
*3. Center ball.
*4. Stop rate of climb / descent.
*5. Control airspeed.
Unusual attitudes are considered to be attitudes of over 30deg pitch and/or 60deg AOB.
ELECTRICAL POWER FAIL / DUAL GENERATOR FAILURE
*1. Safe altitude and airspeed — Establish.
*2. Stabilator — Check position visually, slew as required.
*3. APU Emergency Start procedure — Perform.
*4. CMPTR PWR/RESET, SAS 1, SAS 2, TRIM, AUTO PLT, STABILATOR AUTO CONTROL pushbuttons — On.
SEE PCL for NON-CMI
WARNING: Loss of electrical power to the engine will result in engine anti-ice activation regardless of ENG ANTI-ICE or DE-ICE MASTER switch position, reducing maximum torque available by up to 18%. With a malfunctioning inlet anti-ice valve, torque available can be reduced as much as 49%.
Note: The capability of slewing the stabilator is retained via the DC ESNTL BUS using battery power. Travel is limited to 35deg if full down or 30deg if full up when a power failure occurs.
(#1/#2) FUEL FLTR BYPASS or (#1/#2) FUEL PRESS CAUTION
*1. Fuel selector lever (affected engine) — XFD (DIR if currently in XFD)
SEE PCL for NON-CMI
WARNING: Intermittent appearance of a FUEL PRESS caution may be an indication of air leaking into the fuel supply lines, which could cause momentary fluctuation in engine power or flameout.
1 AND #2 FUEL FLTR BYPASS or #1 AND #2 FUEL PRESS CAUTIONS
*1. Land as soon as possible. Be prepared for dual-engine failure.
*2. APU Emergency Start procedure — Perform.
WARNING: Intermittent appearance of a FUEL PRESS caution may be an indication of air leaking into the fuel supply lines, which could cause momentary fluctuation in engine power or flameout.
EXTERNAL ENGINE FIRE
*1. Confirm fire.
*2. EMIF — Perform.
*3. PCL (affected engine) — OFF.
*4. Engine T-handle (affected engine) — Pull.
*5. FIRE EXTGH switch — MAIN (RESERVE if required or ac power is off).
If airborne and fire continues:
*6. Land immediately.
If fire appears extinguished:
*7. Land as soon as possible.
SEE PCL for NON-CMI
Note: HF transmissions, sunlight filtered through smoke, haze, water, or at sunrise or sunset may trigger the fire detectors and cause a false fire indication.
INTERNAL ENGINE FIRE
*1. Starter — Engage. Motor engine.
SEE PCL for NON-CMI
An internal engine fire is indicated by a rise in TGT above 540 C after engine shutdown.
APU FIRE
*1. APU T-Handle — Pull.
*2. Confirm fire.
*3. FIRE EXTGH switch — RESERVE (MAIN if required and available).
If airborne and fire continues:
*4. Land immediately.
If fire appears extinguished:
*5. Land as soon as possible.
If on ground:
*6. Fire extinguisher — As required
SEE PCL for NON-CMI
COCKPIT FIRE / CABIN FIRE
If source is known:
*1. Affected power switches and circuit breakers — OFF / Pull.
*2. Portable fire extinguisher — As required.
If the fire continues or source is unknown:
*3. Cabin/doors/vents/ECS — Close / OFF, as required.
*4. Unnecessary electrical equipment and circuit breakers — OFF / Pull.
If fire continues:
*5. Land as soon as possible.
SEE PCL for NON-CMI
WARNING: Vapors from the portable fire extinguisher agent, although not poisonous, can cause asphyxiation by displacement of oxygen in a confined space.
WARNING: Securing all electrical power while IMC or before landing/ditching will result in losing AFCS, ICS and flight instruments.
SMOKE AND FUMES ELIMINATION
*1. Airspeed — Adjust, as required.
*2. Doors/windows/vents — Open.
*3. Aircraft — Yaw, as required.
IMMEDIATE LANDING/DITCHING
*1. Crew and passengers — Alert.
*2. Harness — Locked.
*3. APU Emergency Start procedure — Perform, as required.
*4. External cargo/stores/fuel — Jettison/dump, as required.
*5. Searchlight — As required.
*6. Mayday/IFF — Transmit/EMER
In the flare:
*7. Windows — Jettison/reset handle, as required.
After landing:
*8. PCLs — OFF.
*9. Rotor brake — ON.
*10. Copilot collective — Stow.
*11. Pilot HCU — Stow.
After all violent motion stops:
*12. Egress.
WARNING: After actuation, the position of the window emergency jettison handle may cause snagging of personal survival gear, impeding egress.
WARNING: Unstrapping and attempting to egress before all violent motion or in-rushing water stops may result in injury or incapacitation.
UNDERWATER EGRESS
*1. Emergency breathing device — As required.
*2. Cords — Disconnect.
*3. Door/window — Open/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: Downward travel of seat may cause injury or entrapment.
WARNING: Inflating the LPU prior to egressing the aircraft may lead to entrapment.
CARGO HOOK EMERGENCY RELEASE
*1. Cyclic EMER REL pushbutton — Press.
CAUTION: Pressing the cyclic EMER REL with SONAR ARMING armed, CARGO HOOK CTRL armed, RSQ HOIST PWR/ARMED armed, and the RAST MASTER ON will fire the respective CADs.
DUAL-EGI FAILURE
*1. Backup instruments — Scan, as required.
*2. #1 and #2 EGI PWR switches — OFF, then ON.
SEE PCL for NON-CMI
WARNING: Altitude changes of +/- 40’ may occur with an EGI failure while in a coupled hover.
MTS UNCOMMANDED LASING
*1. ACI MASTER ARM — SAFE.
*2. LASER SELECT switch — SAFE.
If lasing continues:
*3. FLIR bezel key > +FLIR OFF — Select.
SEE PCL for NON-CMI
HELLFIRE MISSILE HANGFIRE
If rocket motor ignites and aircraft yaws:
*1. Adjust controls as required to maintain straight-and-level flight
SEE PCL for NON-CMI
ALL STORES JETTISON
*1. ALL STORE JETT — Press.
SEE PCL for NON-CMI
ROCKET HANGFIRE
*1. Point weapon in a safe direction.
*2. Safe weapon.
A. +1760 OFF — Select.
B. ACI MASTER ARM — SAFE.
SEE PCL for NON-CMI
Rocket pods shall be jettisoned prior to landing aboard any air-capable ship.
SONAR CABLE ANGLE MALFUNCTION
*1. PAC call “CABLE, CABLE, CABLE”
*2. CABLE ANGLE pushbutton — Off.
*3. Cable angle display — Center.
*4. SO — Fold array.
WARNING: If the 8.5deg outer ring is reached while the TA is leaving the water, there is a significantly increased risk of the TA striking the aircraft, including the rotor blades, which may result in aircrew injury and/or death.
WARNING: If the 4.5deg inner ring is exceeded as the TA is leaving the water during raise operations, there is an increased risk of the TA striking the aircraft which may result in equipment damage.
Define “single-engine condition”
A flight regime that permits sustained flight with One Engine Inoperative (OEI)
The engine Np sensor is unreliable with Np less than _______.
20%
An impending high-speed shaft failure may manifest itself as…
A high-intensity, medium- to high-frequency vibration may be felt throughout the aircraft. A howl may accompany the vibration.
Intensity of vibes and howl may vary with collective or PCL movement as a result of loading and unloading the high-speed shaft.
Secondary indications of impending high-speed shaft failure
Transmission oil pressure and temperature if the high-speed shaft seal at the input module is damaged and xmsn oil is lost
In the event a fly-away is attempted and is unsuccessful, the PAC should announce their intentions and flare to target a touchdown speed of approx. ___________ (no wind conditions).
15-20 KGS
Note: An INT XMSN OIL HOT or TAIL XMSN OIL HOT caution occurring simultaneously with a WCA miscompare alert may be an indication of a ___________________.
Mission computer / backup computer card failure
Indications of water contaminated fuel
Fluctuations of Nr, torque, Ng, and other engine instruments on either or both engines may be indicative of water contaminated fuel. Audible power surges may be observed before power loss.
Compressor Stall indications
- Rapid increase in TGT
- Hangup or rapid decrease in Ng
- Loss of power
- Change in engine noise level varying from barely audible to muffled explosions
Engine Np sensor is unreliable with Np < ______.
20%
Two types of LDS malfunctions
- Roll-pin failure — results in max LDS input to HMU, regardless of collective position.
- Jammed or stuck cable — results in minimum LDS input to HMU regardless of collective position.
LDS Malfunction indications at the following conditions:
- IDLE
- Rotor engagement
- Takeoff
- Collective decrease
- Stable Flight
- Autorotation
- IDLE — Ng of malfunctioning engine 3-4% higher than good engine
- Rotor engagement — Failed LDS engine indicates higher torque as PCLs advance to FLY
- Takeoff — Failed LDS engine torque < than good engine
- Collective decrease — Failed LDS engine torque > than good engine
- Autorotation — Failed LDS engine residual torque of 12%
In the event a fly-away is attempted and is unsuccessful, the PAC should announce intentions and flare to target a touchdown speed of approx. _____________.
15-20 KGS
minimizing rate of descent will provide a greater chance of survival than attempting to achieve 0 KGS
Landing site selection for ‘Abnormal Vibrations in Flight’
- Runway / pad ashore
- Large deck / multi-spot ship
- Small deck / single-spot ship
Airspeed to minimize vibrations in flight
80 KIAS
Airspeed to minimize AVCS vibrations
120-130 KIAS
Two categories of Main Transmission Malfunctions
- Chip — indicated in one of the modules and consideration should be given to reducing load on that module.
- Lubrication — low, steady oil px may indicate single pump failure. Continually decreasing pressure may indicate a leak.
Tail drive pinion failure
Previous events of a complete loss of lubrication of the main gearbox have shown that the tail drive pinion will likely fail first, resulting in a loss of tail rotor drive in as little as 8 minutes after a catastrophic loss of lubrication.
Drive failures were preceded by a dramatic increase in vibrations and/or noise level, approximately one minute prior to failure.
Landings with boost servos off on all single-spot air-capable ships should only be attempted if…
If there is no larger landing platform (LPD or larger) or shore base available.
The most effective method to arrest the nose down pitching moment of a runaway down stab is…
Aft cyclic with constant collective
If accelerated flight is continued with the stab in the full down position ________________ will be lost.
Longitudinal control
The backup attitude indicator will only operate for a maximum of _____________ after battery depletion.
9 minutes
Where should you attempt to ditch the aircraft overwater in an immediate vs. planned ditching?
Immediate — into the prevailing winds and into or just past the crest on the backside of a wave.
Planned — parallel to and near the crest of the swell if there is a crosswind of 25 knots or less. In a strong crosswind, ditch into the wind, making contact on the upslope of the swell near the top.
UNUSUAL VIBRATIONS ON DECK
*1. Collective — Lower.
*2. PCLs — OFF.
*3. Rotor brake — Apply as required.
CAUTION: Application of the rotor brake may aggravate lead/lag tendencies and cause a mechanical failure.
CAUTION: Continued operations with unusual on-deck vibrations may result in rotor system damage or mechanical failure.
