Chapter 9 - Emergency Procedures

Question 1

Anytime Wording is shown in BOLD it will be one of the following: WARNING, CAUTION, NOTE, Switch, Switch Position, Page, or Labeled Equipment.

Immediate Action Emergency Steps

WARNING

NOTE(S)

Answer 1

WARNING

In the event of a procedural difference between the written and displayed emergency procedure, the steps in this chapter take precedence.

NOTE(S)

• 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.
• When continued flight is in question, due to a loss of rotor RPM or reduction of available power (as a result of equipment malfunctions or environmental conditions), the immediate corrective action should be to adjust collective to maintain NR within limits and jettisoning of the aircraft wing stores. This should be done as the immediate means of reducing power requirement by approximately 1% torque per 200 lbs. of weight reduction.
• MSTR WARN and MSTR CAUT buttons should be reset after each malfunction to allow systems to respond to subsequent malfunctions. It is always possible that a caution light can unnecessarily illuminate. Whenever possible, check the caution or advisory message against the appropriate MPD page to verify that a malfunction has actually occurred. If time permits, during response to emergency situations, the crew must consider transmitting a Mayday call, selecting the XPNDR button on the emergency panel and locking shoulder harness.

Question 2

Land Without Delay

Answer 2

The term LAND WITHOUT DELAY is defined as a landing in which the primary consideration is continued control of the aircraft and survival of the occupants. It is meant to be more urgent than Land As Soon As Possible. The situation may not permit the aircrew to continue to maneuver the aircraft to a suitable landing area (e.g., open field). If maneuvering to an open area is not practical, then the crew must make the decision to land in an area that will have the least amount of negative impact on crew survivability. (e.g. Over dense forest, select an area with the smallest trees, in a mountainous area, choose an area with the least amount of slope).

Question 3

Land as Soon as Possible

Answer 3

The term LAND AS SOON AS POSSIBLE is 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 4

Land As Soon As Practicable

Answer 4

The term LAND AS SOON AS PRACTICABLE is defined as landing at a suitable landing area. The primary consideration is the urgency of the emergency.

Question 5

Autorotate

Answer 5

The term AUTOROTATE is defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.

Question 6

CAUTION

When Shutting Down Engines

Answer 6

CAUTION

• When shutting down an engine that has malfunctioned in flight, it is important to identify the malfunctioning engine to avoid shutting down the wrong engine.
• Monitor TGT after shutdown. If TGT rises above 540° C, or there is evidence of combustion as indicated by a rapid rise in TGT, place the ENG START switch in IGN ORIDE position and motor engine until TGT decreases below 540° C.

Question 7

Emergency Engine Shutdown

Answer 7

POWER lever (affected engine) — OFF

Question 8

Wing Stores Jettison

Answer 8

The term WING STORES JETTISON is defined as jettisoning any or all of the wing stores as appropriate using one of two methods: emergency and selective. The method to be used will be determined by the aircrew depending on the situation at the time of the emergency and the wing stores inventory.

Question 9

After Emergency Action

Answer 9

After a malfunction of equipment has occurred, appropriate emergency actions have been taken and the helicopter is on the ground, an entry will be made in the Remarks Section of DA FORM 2408-13-1 describing the malfunction. Ground and flight operations will be discontinued until corrective action has been taken.

Question 10

Emergency Exit and Entrance

WARNING

NOTE

Answer 10

WARNING

• Activation of the canopy removal system when combustible fuel/vapors are present in the cockpit can result in an explosion/ fire. An explosion/fire can also occur if the aircraft has rolled on its side and fuel vapors have gathered on the ground adjacent to the canopy side panels. The crewmembers survival knife may be used to fracture the canopy side panel as an alternate means of egress.
• Continuing to twist the canopy jettison handle while pushing can cause the actuator to jam and prevent operation of the canopy severance system. If the canopy jettison does not occur on the first attempt, ensure the handle is in the 90° position, and push again. A push force of 140 - 150lb may be required to overcome the jam and initiate canopy jettison.
• In the event that canopy jettison does not occur when the canopy removal system is actuated, the personal survival knife should be used to fracture the canopy panel and permit egress.
• In all cases of canopy jettison, remain clear of canopy side panels to avoid high-velocity canopy fragments.
• If emergency egress is required before the rotor blades have stopped, ensure MSTR IGN - BATT and cyclic remains centered to prevent rotors from striking personnel/fuselage/ground.
• To prevent eye injury, pilot and CPG helmet visors should be down prior to canopy jettison. Debris may be expelled 50 feet outward.

NOTE

Only the crew station arming the STORES JETTISON panel can disarm it. Once armed, either crew station can activate jettison.

Question 11

Emergency Egress

Answer 11

1. Helmet visors — Down.
2. Area around helicopter — Clear of personnel.
3. CANOPY JETTISON handle — Turn 90°, release, then push to jettison canopy.

Question 12

Emergency Equipment Consists of

Answer 12

• Canopy Jettison System
• Stores Jettison System
• Portable fire extinguisher
• Engine and APU Fire Detection/Extinguishing System
• Two first aid kits
• Master Zeroize Switch
• CBR Blower
• Emergency Locator Transmitter
• Underwater Acoustic Beacon

Question 13

Dual Engine Failure- Low Altitude / Low Airspeed and Cruise

CAUTION

Answer 13

1. AUTOROTATE
2. CHOP button — Reset only if an engine chop warning message is present. Reset may be accomplished by either crewmember.
3. Wing Stores Jettison — As appropriate.

CAUTION

With the POWER levers in FLY, resetting the CHOP button will cause an erroneous engine 1 out and engine 2 out warning to be activated.

Question 14

Aborting Engine Start

CAUTION

Answer 14

CAUTION

Abort start for any of the following reasons:

• If it becomes apparent that TGT will exceed 851° C before N_G idle speed (63% or more) is attained.
• If TGT does not increase within 45 seconds after moving POWER lever to IDLE.
• If no NP within 45 seconds after moving POWER lever to IDLE (unless rotor is locked).
• If positive oil pressure indication does not occur within 45 seconds after moving POWER lever to IDLE.
• If ENG1 or ENG2 START advisory is removed prior to attaining 52% NG.

ABORT START PROCEDURES are as follows:

1. POWER lever — OFF.
2. ENG START switch — IGN ORIDE for 30 seconds and TGT is below 540° C.

Question 15

Single Engine Failure – Low Altitude/ Low Airspeed and Cruise

Answer 15

1. Airspeed — Adjust as appropriate.
2. Wing Stores Jettison — As appropriate.
3. LAND AS SOON AS PRACTICABLE.

Question 16

Engine 1 or 2 Overspeed – NP Failed

Collective — Adjust to maintain NR within

limits.

If condition persists:

(b) POWER lever (affected engine) — Retard

to equalize torque.

(c) LAND AS SOON AS PRACTICABLE.

High

Answer 16

1. Collective — Adjust to maintain NR within limits.

If condition persists:

2. POWER lever (affected engine) — Retard to equalize torque.
3. LAND AS SOON AS PRACTICABLE.

Question 17

Low RPM Rotor – NP Failed Low

NOTE

Answer 17

NOTE

• Advancing the POWER lever of the engine with low torque and TGT to LOCKOUT disables the automatic temperature limiting for that engine. The engine must be controlled manually to ensure that it does not exceed operating limits.
• LOCKOUT provides no increase in power if LOW ROTOR RPM warning occurs due to engine performance limiting on N_G, N_G/Mach or fuel flow.

A voice message will announce ROTOR RPM LOW. The EUFD will display LOW ROTOR RPM.

1. Collective — Adjust to maintain NR within limits.

If condition persists:

2. POWER lever (affected engine) — LOCKOUT and then retard to equalize torque output of both engines.

If manual control is not possible:

3. POWER lever (affected engine) — IDLE.
4. LAND AS SOON AS PRACTICABLE.

If continued flight is not possible, proceed as in Paragraph 9-10 f 4 SINGLE ENGINE FAILURE.

Question 18

Engine Compressor Stall​

Answer 18

1. Collective — Reduce.

If condition persists:

2. POWER lever (affected engine) — Retard.

If TGT decreases and there is no further evidence of a stall;

3. POWER lever (affected engine) — FLY.

If stall condition recurs:

4. POWER lever (affected engine) — IDLE.
5. LAND AS SOON AS PRACTICABLE.

Question 19

Loss of Tail Rotor Thrust in Cruise Flight - Continued Flight Possible

WARNING

Answer 19

WARNING

If airspeed is allowed to approach effective translational lift, the sideslip angle may become quite severe and helicopter control may be lost.

1. EMERG HYD button — Press ON
2. Airspeed — 100 KTAS minimum (until 10 to 20 ft above touchdown).
3. Wing Stores Jettison — As appropriate.
4. POWER levers — Retard as necessary (5 to 10 ft above touchdown).

Question 20

Loss of Tail Rotor Thrust in Cruise Flight - Continued Flight Not Possible

and

Loss of Tail Rotor Thrust at Low Airspeed/Hover

Answer 20

1. EMERG HYD button — Press ON
2. Collective reduce (__compromise between rate of turn and rate of descent).
3. Wing Stores Jettison — As appropriate.
4. Minimize rate of descent (10 to 20 feet above touchdown).
5. POWER levers — OFF (5 to 10 feet above touchdown).

Question 21

Tail Rotor Fixed Pitch Malfunction - In-Ground Effect

Answer 21

A fixed pitch failure may be evidenced by slow, intermittent, or no response to pedal input or no pedal movement. A left or right yaw may be apparent.

• If a failure occurs during in ground- effect hover, reaction may vary from adjusting collective and POWER levers during a left rotation to activating the CHOP button to stop a right rotation. In any case, the primary concern should be to land the aircraft with as little yaw rate as possible.
• If the aircraft has an uncontrolled turn to the left, a reduction in the POWER levers coordinated with an increase in collective may slow or stop the rotation so that a controlled power on descent to landing can be accomplished.
• If the aircraft is not turning, a slight reduction in collective pitch will begin a descent. During the descent, a slight rotation to the left may be present; increasing collective just prior to touchdown should stop the rotation.
• If the aircraft has an uncontrolled turn to the right, reduce collective to begin descent. At approximately 5 to 10 ft AGL, perform a hovering autorotation by CHOP button - Press or POWER levers - OFF.

Question 22

Tail Rotor Fixed Pitch Malfunction - Out-of-Ground Effect

Answer 22

• If little or no right rotation or if left rotation is experienced and control can be maintained, the aircraft should be accelerated into forward flight and perform approach and landing appropriate to power setting and condition of flight at time of failure.
• If the aircraft cannot be accelerated into forward flight, initiate a power-on descent. Collective should be adjusted so that an acceptable compromise between rate of turn and rate of descent is maintained. At approximately 5 to 10 ft above touchdown, perform a hovering autorotation by CHOP button - Press or POWER levers -OFF.

Question 23

Main Transmission Input Drive Clutch Failure - In Flight

Associated Indications

CAUTION

Answer 23

An input drive clutch malfunction is most likely to occur during engine start or when an engine POWER lever is advanced. Indications may include:

• Erratic torque indication on affected engine.
• Complete loss of torque indication on affected engine.
• NP of affected engine exceeding NR.

CAUTION

• When a clutch fails to disengage, damage to the affected engine will result (due to lack of oil pressure) if both engines are not shutdown simultaneously.
• When a clutch fails to engage, do not shut down both engines simultaneously. Damage may result if there is sudden engagement.

1. POWER lever (affected engine) — IDLE.

If N_P (affected engine) is below N_R (indicating the clutch is disengaged):

2. EMERG ENG SHUTDOWN (affected engine).
3. LAND AS SOON AS PRACTICABLE.

If N_P (affected engine) does not drop below N_R (indicating the clutch has failed to disengage):

4. LAND AS SOON AS POSSIBLE.
5. EMERG ENG(S) SHUTDOWN (both engines simultaneously).

Question 24

Main Transmission Input Drive Clutch Failure - On Ground ​

Answer 24

On Ground. (with indications that a clutch has failed to engage):

1. EMERG ENG SHUTDOWN (affected engine only).
2. Check N_G is less than 10% (affected engine).
3. Normal engine shutdown — Perform.

On Ground. (with indications that a clutch has failed to disengage):

EMERG ENG(S) SHUTDOWN (both engines simultaneously).

Question 25

Fires

WARNING

CAUTION

​NOTE

Answer 25

WARNING

Prior to moving POWER lever or pressing any ENG FIRE button, either achieve a safe single engine airspeed or prepare for a single engine landing.

CAUTION

• To prevent additional smoke and fumes from being introduced into either crewstation, during all suspected FIRE incidents, consideration should be given to power the Environmental Control System (ECS) OFF, via the aircraft UTIL page.
• Due to the sensitivity of some Line Replaceable Units (LRUs) on the AH-64E aircraft, prolonged operations with the ECS selected off may cause impending overtemperature condition damage to some avionics systems and result in failure of the Mission Processors.

NOTE

• The FIRE switches will remain illuminated until the sensors no longer detect a fire. For a crew station to discharge or reset the system, that crew station FIRE pushbutton must be armed/dearmed.
• Signals sent from the MP will automatically turn off the Air Particle Separator (APS) blower under ALL fire detection conditions. However, smoke may still be drawn into the crewstations if the crewstation blowers continue to operate. Turning the ECS off will turn off the crewstation blowers.
• The PRI bottle should be selected first; in the event of a malfunction or failure to extinguish the fire, select RES.
• If APU is running, accomplish an APU shutdown prior to evacuating the aircraft.

Question 26

Engine Fire In Flight

Answer 26

1. EMERG ENG SHUTDOWN (affected engine) — When conditions permit.
2. Illuminated ENG FIRE button — Press and RDY light illuminates.
3. FIRE DISCH button(s) — Press.
4. LAND AS SOON AS POSSIBLE.

Question 27

Engine Fire On Ground

Answer 27

1. EMERG ENG(S) SHUTDOWN.
2. Illuminated ENG FIRE button — Press and RDY light illuminates.
3. FIRE DISCH button(s) — Press.

Question 28

APU Compartment Fire On Ground

Answer 28

1. APU — OFF.
2. Illuminated APU FIRE button — Press and RDY light illuminates.
3. FIRE DISCH button(s) — Press.

Question 29

APU Compartment Fire In Flight

Answer 29

1. Illuminated APU FIRE button — Press and RDY light illuminates.
2. FIRE DISCH button(s) — Press.
3. LAND AS SOON AS POSSIBLE.

Question 30

Fuselage Fire On Ground

Answer 30

1. EMERG ENG(S) SHUTDOWN.
2. APU — OFF (If applicable).

Question 31

Electrical Fire In Flight

Answer 31

1. GEN1 and GEN2 switches — OFF.
2. LAND AS SOON AS POSSIBLE.

Question 32

Smoke and Fume Elimination

Answer 32

1. Airspeed — Slow to 20 KTAS maximum.
2. Canopy door (affected crew station) — Open to intermediate position.
3. LAND AS SOON AS POSSIBLE.

Question 33

Both Generators Fail/Complete Loss Of Electrical Power

Answer 33

1. GEN 1 and GEN 2 — OFF/__RESET , then ON (Pilot GEN OFF/RST panel).

If condition persists:

2. LAND AS SOON AS POSSIBLE.

Question 34

Single Generator and Single RTRU Failure

Answer 34

1. Affected GEN 1 or GEN 2 — OFF/RESET — then ON (Pilot GEN OFF/RST panel).

If condition persists:

2. LAND AS SOON AS PRACTICABLE.

Question 35

Dual TRU Failure (Transformer Rectifier 1 and Transformer Rectifier 2)

Answer 35

​LAND AS SOON AS POSSIBLE

Question 36

Hydraulic System Malfunctions

WARNING

Answer 36

WARNING

• Immediate emergency action must follow failure of both hydraulic systems. Any hesitation could result in loss of helicopter control.
• With emergency hydraulic power in use, flight control inputs and elevated G loading must be kept to an absolute minimum.
• Hydraulic power availability is a function of the frequency and magnitude of the control inputs and G loading placed on the aircraft. In static conditions the hydraulics will bleed down in approximately 6 minutes. If the controls are moved continuously at an approximate 1hz rate this may be as little as 30 to 41 seconds.
• The amount of control movement may be reduced to zero depending on the severity and location of hydraulic fluid loss within the utility hydraulic system.
• Once the EMERG HYD pushbutton is pressed ON, it must remain ON. Flight control loss will occur when emergency accumulator pressure drops to approximately 1650 psi.

Question 37

Primary Hydraulic Pressure Low and Utility Hydraulic Pressure Low.

Answer 37

The EUFD will display HYDRAULIC FAIL message.

1. EMERG HYD button — Press ON.
2. LAND WITHOUT DELAY.
3. EMERG ENG(S) SHUTDOWN.

Question 38

Primary Hydraulic Pressure Low and Utility Hydraulic Level Low.

Answer 38

In the event of a PRI HYD PSI LOW failure and UTIL HYD LVL LOW condition, hydraulic power to the Tail Rotor (T/R) servo may be lost. This may require a landing in accordance with T/R FIXED PITCH MALFUNCTION. The EUFD will display TAIL ROTOR HYD.

LAND AS SOON AS POSSIBLE

Question 39

Emergency Landing in Wooded Areas (Power OFF)

Answer 39

AUTOROTATE — Apply full collective to decay rotor RPM as helicopter settles.

Question 40

Ditching (Power ON)

WARNING

CAUTION

Answer 40

WARNING

• Activation of the canopy jettison system with the cockpit partially full or submerged full of water will generate a pressure wave that may result in crew injury and/or death.
• If the canopy jettison system has not been activated prior to ditching in water, the external water pressure may cause the canopies to implode (collapse inward) as the aircraft sinks below 2-3 meters. The cockpit will flood almost immediately and the aircraft will begin to descend rapidly in an uncontrolled manner; canopy sections may also block the egress route.

CAUTION

• If the canopy jettison system is operated underwater, the canopies are likely to implode (collapse inward) due to the external water pressure. This may hinder egress and/or block escape routes.

The decision to ditch the helicopter will be made by the crew when an emergency makes further flight unsafe.

a. Approach to hover.
b. Canopies — JETTISON prior to entering water.
c. Pilot shoulder harness — Lock.
d. CPG — Exit helicopter.
e. Hover downwind to a safe distance.
f. POWER levers — OFF.
g. Perform hovering autorotation — Apply full collective to decay RPM as helicopter settles.
h. Cyclic — Position in direction of roll.
i. Exit when main rotor has stopped.

Question 41

Ditching (Power OFF)

Answer 41

If autorotational landing over water becomes necessary:

1. AUTOROTATE — Apply full collective to decay rotor RPM as helicopter settles.
2. Canopies — JETTISON prior to entering water.
3. Cyclic — Position in direction of roll.
4. Exit when main rotor has stopped.

Question 42

BUCS Fail

WARNING

Answer 42

WARNING

• Activation of one of the BUCS FAIL cautions inflight shall signal a flight control emergency. It can mean either a failure within the system or a mistrack between the crew station controls. The CPG should only activate the BUCS trigger select if the pilot is incapable of maintaining control of the aircraft.
• If BUCS has been activated, attempt to land as far away from any known transmitters as practical.

1. LAND AS SOON AS POSSIBLE.
2. APU** — **ON.
3. EMERG ENG(S) SHUTDOWN.

Question 43

BUCS​ On

Answer 43

1. LAND AS SOON AS POSSIBLE.
2. APU** — **ON.
3. EMERG ENG(S) SHUTDOWN.

Question 44

Main Rotor Components

WARNING

Answer 44

WARNING

Danger exists that the main rotor system could collapse or separate from the aircraft after landing. A decision must be made whether occupant egress occurs before or after the rotor has stopped.

1. LAND AS SOON AS POSSIBLE.
2. EMERG ENG(S) SHUTDOWN.

Question 45

EGI In-Flight Misalignment

CAUTION

NOTE

Answer 45

CAUTION

• In flight, depending on airspeed, an uncommanded scheduling down of the stabilator can generate significant aircraft pitch changes and decelerative forces. The instinctive aft cyclic input applied will begin to slow the aircraft. However, a reduction in collective generates an additional pitch down moment which aggravates the situation and should be avoided.
• The GPS system may give erroneous results at any time due to normal GPS signals, jamming, and spoofing operations. An erroneous GPS system will eventually cause undetectable EGI failures when using standard operating methods. Verify proper EGI operation using the TSD UTIL page, position checks, and attitude displays against external objects and back-up instruments. During GPS failures, some satellites may be unboxed or position, airspeed, and/or position confidence may be excessively high or changing quickly.
• Following the EGI alignment verifications, the automated EGI switchover function is still operable. However, the Velocity Error comparison of both EGIs is no longer taken into consideration by the navigation system in determining an EGI switchover.
• Should both EGIs become unaligned, only position updates can be attempted in flight. This procedure does not realign the EGIs, but only allows pilot identification of and delay of an erroneous EGI output to other systems (such as SAS). If unable to update position, the pilot shall decelerate the aircraft to 80 KTAS or less, monitor the stabilator on the ENG SYS page on the MPD, and land as soon as practicable. Perform an On-ground Manual Reset and Alignment Procedure (Paragraph 8-18) of the EGI.

NOTE

• Dual inflight EGI alignments are prohibited.
• Single inflight alignments are authorized on the secondary EGI, however, level unaccelerated flight with a constant heading must be maintained.
• Inflight misalignment of an EGI will be indicated by a position confidence error of 1.85K and erratically climbing and/or descending of EGI present position information on the TSD page is more than 1 NM in error and growing. In the event of an EGI misalignment perform the following.

1. Position update — Perform. Monitor POSITION CONFIDENCE.

If misalignment continues:

2. Airspeed — Adjust to 80 KTAS or less.
3. Stabilator — Monitor position. Manually control as required.
4. LAND AS SOON AS PRACTICABLE.

Question 46

Stabilization Equipment Malfunction

Answer 46

1. FMC release button — Press.
2. FMC — Re-engage unaffected FMC axes (A/C UTIL page).

Question 47

All Armament Wing Stores

Answer 47

1. Airspeed — 130 KTAS maximum.
2. Collective JETT button — Press.

Question 48

PNVS Failure

Answer 48

NVS select switch (Pilot) - ​TADS

Question 49

Single MP Operations

Answer 49

1. NVS SELECT switch — Reselect (PNVS or TADS).

or

2. Crewmember (not on controls) — Assume control.

Question 50

Dual MP Failure

Answer 50

​LAND AS SOON AS POSSIBLE

Question 51

Dual MP Overheat

Answer 51

1. On Ground - Shut down aircraft
2. In Flight - LAND AS SOON AS POSSIBLE