Chapter 12

Question 1

The following should be performed for all emergencies: (MADCD)

Answer 1

1. Maintain aircraft control
2. Alert the crew
3. Determine the precise nature of the problem
4. Complete the applicable emergency procedure or take action appropriate for the problem
5. Determine landing criteria and land as required

Question 2

Land immediately

Answer 2

Execute a landing without delay

Question 3

Land as soon as possible

Answer 3

Execute a landing at the first site at which a safe landing can be made

Question 4

Land as soon as practicable

Answer 4

Extended flight is not recommended. The landing site and duration of flight are at the discretion of the PIC.

Question 5

Circuit breaker handing terms: Check / Pull / Reset / Cycle

Answer 5

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.

Question 6

ENGINE MALFUNCTION IN FLIGHT

Answer 6

*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.

2. 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.

Question 7

Engine high-side failure in-flight indications

Answer 7

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%

Question 8

ENGINE HIGH-SIDE FAILURE IN FLIGHT

Answer 8

*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

Question 9

ENGINE HIGH-SIDE FAILURE ON DECK

Answer 9

*1. PCL (malfunctioning engine) — Idle

Question 10

Engine low-side failure indications

Answer 10

(#1/#2) ENG SPEED LOW will display when all of the following conditions exist:

1. TRQ 10% below the good engine
2. Ng is 5% or less than the good engine
3. Np is at or below 98%
4. Nr is at or below 97%

ENG SPEED LOW will display when Np is at or below 96% for greater than 2.0 seconds.

Question 11

ENGINE LOW-SIDE FAILURE

Answer 11

*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

Question 12

ENGINE TORQUE or TGT SPIKING / FLUCTUATIONS

Answer 12

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.

Question 13

COMPRESSOR STALL

Answer 13

*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.

Question 14

ENGINE HIGH-SPEED SHAFT FAILURE
[(#1/#2) DRVSHAFT FAIL]

Answer 14

*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%

Question 15

Abort engine start if any of the following limits are exceeded:

Answer 15

1. Ng does not reach 14% within 6 seconds after starter initiation
2. No oil px within 30 seconds after starter initiation
3. No light-off within 30 seconds after moving PCL to IDLE
4. ENG STARTER advisory disappears before reaching 52% Ng
5. TGT is likely to exceed 851C before idle speed is attained

Question 16

ABORT START

Answer 16

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

Question 17

ENGINE MALFUNCTION DURING HOVER / TAKEOFF

Answer 17

*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.

Question 18

DUAL ENGINE FAILURE

Answer 18

*1. Autorotation — Establish.
*2. Immediate Landing / Ditching emergency procedure — Perform.

If time and altitude permit:
*3. Engine Air Restart emergency procedure — Perform.

Question 19

SINGLE-ENGINE FAILURE IN FLIGHT

Answer 19

*1. EMIF — Perform.

SEE PCL FOR NON-CMI

(#1/#2) ENG OUT activated by the vertical instrument when Ng decreases below 55%.

Question 20

ENGINE AIR RESTART

Answer 20

*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.

Question 21

APU EMERGENCY START

Answer 21

*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.

Question 22

GROUND RESONANCE

Answer 22

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.

Question 23

HUNG DROOP STOPS

Answer 23

*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.

Question 24

LOW ROTOR RPM WARNING

Answer 24

*1. Control Nr.

Warning light is activated by the vertical instrument when Nr is less than 96%.

Question 25

WARNING: Possible indications of main transmission imminent failure may include…

Answer 25

- 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

Question 26

Main transmission malfunction CAUTIONS / ADVISORIES

Answer 26

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

Question 27

MAIN TRANSMISSION MALFUNCTION

Answer 27

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.

Question 28

TAIL / INTERMEDIATE TRANSMISSION MALFUNCTION

Answer 28

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.

Question 29

WARNING: Possible indications of tail rotor imminent failure may include…

Answer 29

Tail / intermediate transmission cautions accompanied by strong medium-frequency vibrations and or hot metal fumes or any other associated indications.

Question 30

Tail / Intermediate Transmission Malfunction CAUTIONS

Answer 30

[INT XMSN CHIP] [TAIL XMSN CHIP] [INT XMSN OIL HOT] [TAIL XMSN OIL HOT]

Question 31

(#1/#2) INPUT CHIP CAUTION

Answer 31

*1. Main Transmission Malfunction emergency procedure — Perform. SEE PCL for NON-CMI

Question 32

LOSS OF TAIL ROTOR DRIVE ALTITUDE AND AIRSPEED _SUFFICIENT_ TO ESTABLISH AUTOROTATION

Answer 32

*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).

Question 33

LOSS OF TAIL ROTOR DRIVE ALTITUDE AND AIRSPEED _NOT SUFFICIENT_ TO ESTABLISH AUTOROTATION

Answer 33

*1. PAC call — “HOVER, HOVER, HOVER” *2. Collective — Lower. *3. PNAC — Hands on the PCLs. *4. PCLs — OFF when directed (approx. 20-30 ft.)

Question 34

TAIL ROTOR QUADRANT CAUTION

Answer 34

*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

Question 35

LOSS OF TAIL ROTOR CONTROL

Answer 35

*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.

Question 36

HYDRAULIC SYSTEM WARNING

Answer 36

*1. Land immediately.

Question 37

#1 AND #2 HYD PUMP FAILURE

Answer 37

*1. Restrict flight control movement. *2. Land as soon as possible.

Question 38

#1 PRIMARY SERVO or #1 TRANSFER MODULE LEAK

Answer 38

*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.

Question 39

#2 PRIMARY SERVO or #2 TRANSFER MODULE LEAK

Answer 39

*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.

Question 40

BOOST SERVO HARDOVER

Answer 40

*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.

Question 41

UTILITY HYDRAULIC CAUTIONS

Answer 41

[UTILITY HYD PUMP] [UTILITY HYD PUMP HOT] [UTILITY HYD RSVR LOW] *1. Stop dome. SEE PCL for NON-CMI

Question 42

AFCS DEGRADED CAUTION

Answer 42

*1. Safe altitude and airspeed — Establish (wave off / ITO as required). SEE PCL for NON-CMI

Question 43

STABILATOR AUTO MODE FAILURE

Answer 43

*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.

Question 44

(Stabilator) In manual mode, the following are not recommended:

Answer 44

— 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

Question 45

Stab angle (trailing edge down) airspeed limits

Answer 45

0 — 150 KIAS 10 — 100 KIAS 20 — 80 KIAS 30 — 60 KIAS 40 — 45 KIAS

Question 46

UNUSUAL ATTITUDE RECOVERY

Answer 46

*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.

Question 47

ELECTRICAL POWER FAIL / DUAL GENERATOR FAILURE

Answer 47

*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.

Question 48

(#1/#2) FUEL FLTR BYPASS or (#1/#2) FUEL PRESS CAUTION

Answer 48

*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.

Question 49

#1 AND #2 FUEL FLTR BYPASS or #1 AND #2 FUEL PRESS CAUTIONS

Answer 49

*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.

Question 50

EXTERNAL ENGINE FIRE

Answer 50

*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.

Question 51

INTERNAL ENGINE FIRE

Answer 51

*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.

Question 52

APU FIRE

Answer 52

*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

Question 53

COCKPIT FIRE / CABIN FIRE

Answer 53

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.

Question 54

SMOKE AND FUMES ELIMINATION

Answer 54

*1. Airspeed — Adjust, as required. *2. Doors/windows/vents — Open. *3. Aircraft — Yaw, as required.

Question 55

IMMEDIATE LANDING/DITCHING

Answer 55

*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.

Question 56

UNDERWATER EGRESS

Answer 56

*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.

Question 57

CARGO HOOK EMERGENCY RELEASE

Answer 57

*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.

Question 58

DUAL-EGI FAILURE

Answer 58

*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.

Question 59

MTS UNCOMMANDED LASING

Answer 59

*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

Question 60

HELLFIRE MISSILE HANGFIRE

Answer 60

If rocket motor ignites and aircraft yaws: *1. Adjust controls as required to maintain straight-and-level flight SEE PCL for NON-CMI

Question 61

ALL STORES JETTISON

Answer 61

*1. ALL STORE JETT — Press. SEE PCL for NON-CMI

Question 62

ROCKET HANGFIRE

Answer 62

*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.

Question 63

SONAR CABLE ANGLE MALFUNCTION

Answer 63

*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.

Question 64

Define “single-engine condition”

Answer 64

A flight regime that permits sustained flight with One Engine Inoperative (OEI)

Question 65

The engine Np sensor is unreliable with Np less than _______.

Answer 65

20%

Question 66

An impending high-speed shaft failure may manifest itself as…

Answer 66

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.

Question 67

Secondary indications of impending high-speed shaft failure

Answer 67

Transmission oil pressure and temperature if the high-speed shaft seal at the input module is damaged and xmsn oil is lost

Question 68

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).

Answer 68

15-20 KGS

Question 69

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 ___________________.

Answer 69

Mission computer / backup computer card failure

Question 70

Indications of water contaminated fuel

Answer 70

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.

Question 71

Compressor Stall indications

Answer 71

- 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

Question 72

Engine Np sensor is unreliable with Np < ______.

Answer 72

20%

Question 73

Two types of LDS malfunctions

Answer 73

1. _Roll-pin failure_ — results in max LDS input to HMU, regardless of collective position. 2. _Jammed or stuck cable_ — results in minimum LDS input to HMU regardless of collective position.

Question 74

LDS Malfunction indications at the following conditions: - IDLE - Rotor engagement - Takeoff - Collective decrease - Stable Flight - Autorotation

Answer 74

- 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%

Question 75

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. _____________.

Answer 75

15-20 KGS **minimizing rate of descent will provide a greater chance of survival than attempting to achieve 0 KGS**

Question 76

Landing site selection for ‘Abnormal Vibrations in Flight’

Answer 76

1. Runway / pad ashore 2. Large deck / multi-spot ship 3. Small deck / single-spot ship

Question 77

Airspeed to minimize vibrations in flight

Answer 77

80 KIAS

Question 78

Airspeed to minimize AVCS vibrations

Answer 78

120-130 KIAS

Question 79

Two categories of Main Transmission Malfunctions

Answer 79

1. Chip — indicated in one of the modules and consideration should be given to reducing load on that module. 2. Lubrication — low, steady oil px may indicate single pump failure. Continually decreasing pressure may indicate a leak.

Question 80

Tail drive pinion failure

Answer 80

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.

Question 81

Landings with boost servos off on all single-spot air-capable ships should only be attempted if…

Answer 81

If there is no larger landing platform (LPD or larger) or shore base available.

Question 82

The most effective method to arrest the nose down pitching moment of a runaway down stab is…

Answer 82

Aft cyclic with constant collective

Question 83

If accelerated flight is continued with the stab in the full down position ________________ will be lost.

Answer 83

Longitudinal control

Question 84

The backup attitude indicator will only operate for a maximum of _____________ after battery depletion.

Answer 84

9 minutes

Question 85

Where should you attempt to ditch the aircraft overwater in an immediate vs. planned ditching?

Answer 85

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.

Question 86

UNUSUAL VIBRATIONS ON DECK

Answer 86

*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.