Chapter 9 - Emergency Procedures Flashcards
Immediate Action Emergency Checks
WARNING(S)
NOTE
WARNING
- Emergency and emergency-related components may be located beyond the pilot’s maximum functional reach with shoulder harness locked, which may impede the pilot’s ability to perform emergency procedures. Pilots shall ensure their seat position with shoulder harness locked allows for manipulation of all necessary controls.
- The urgency of certain emergencies requires immediate and instinctive action by the pilot. The most important single consideration is helicopter control. All other procedures are subordinate to this requirement.
NOTE
The MASTER CAUTION should be reset after each malfunction to allow systems to respond to subsequent malfunctions. When appropriate, a check of the affected PDP for open circuit breakers should be accomplished. In some cases this may minimize or eliminate the emergency. An example of this would be an apparent failure of an instrument, whereas resetting the circuit breaker restores operation. If time permits during a critical emergency, jettison external loads, if required, and lock shoulder harnesses.
Steps that are bold and underlined** must be performed immediately in an Emergency Procedure without reference to the Checklist (CL). Additionally, steps in all **CAPS, BOLD, and UNDERLINED are referencing additional Emergency Procedures. When the situation permits, all non-underlined steps will be accomplished with the use of the CL.
Land as Soon as Possible
The term LAND AS SOON AS POSSIBLE is dened as executing a landing to the nearest suitable landing area (e.g., open eld) without delay. The primary consideration is to ensure the survival of occupants.
Land as Soon as Practicable
The term LAND AS SOON AS PRACTICABLE is dened as executing a landing at the nearest suitable airfield/heliport.
Autorotate
The term AUTOROTATE is defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.
1. Thrust** CONT lever — **Adjust as required to maintain NR.
2. Pedals** — **Adjust as required.
3. Cyclic** — **Adjust as required.
Emergency Engine Shutdown
CAUTION
NOTE
The term EMER ENG SHUTDOWN is de- fined as engine shutdown without delay. Engine shutdown in flight is usually not an immediate action item unless a fire exists. Before executing an engine shutdown, identify the affected engine by checking indications of TQ, NR, NG, PTIT, engine oil pressure, and the ENG 1(2) FAIL warning.
- When in-flight shutdown of a malfunctioning engine is anticipated positive identification of the malfunctioning engine must be accomplished to avoid shutting down the wrong engine.
- If certain DECU/ECU faults are present, engine shutdown is only possible by using the FIRE PULL handle or by manually closing the motorized gate valve at the ramp area. If either of these methods are used to perform an engine shutdown, several fault codes are likely that may preclude a normal restart unless reset.
- When moving the ECL aft of the FLT position, observe for any rapid rise in PTIT. IF PTIT begins to rise at a rate of approximately 100° C per second, immediately move the affected engine ECL to STOP and pull the FIREPULL handle. Under most circumstances, moving the ECL to STOP will arrest the increase and allow a normal shutdown.
- Under certain conditions, resetting the FIRE PULL handle may result in a residual re.
1. ENG COND Lever** — **STOP.
2. FIRE PULL handle** — **Pull as required.
3. FIRE PULL handle** — **Twist clockwise or counterclockwise as required (engine fire only).
NOTE
If a second engine start is to be attempted, wait at least 15 seconds after the NG indicates zero (0) before attempting start. This will allow sufficient time for
Abort Start
The term ABORT START is defined as engine shutdown to prevent PTIT from exceeding limits or whenever abnormal operation is indicated. If high PTIT was indicated, the engine must be motored to decrease PTIT below 260° C.
1. ENG COND Lever** — **STOP.
2. ENG START Switch** — **Motor (if high PTIT is indicated).
Engine Hot Start
ABORT START
Residual Fire During Shutdown
- ABORT START.
- FIRE PULL handle (affected engine) — Pull.
- FIRE PULL handle** — **Twist clockwise or counterclockwise as required (engine fire only).
Engine Compartment, APU, Fuselage or Electrical Fire – Ground
- EMER ENG SHUTDOWN.
- APU switch** — **OFF.
- BATT switch — OFF.
Engine Compartment, APU, Fuselage or Electrical Fire - In-Flight Fire Procedures
- LAND AS SOON AS POSSIBLE.
- CABIN HEATER BLOWER C/B (No. 2 PDP C31) — Pull.
- Cockpit windows** — **Closed.
- SMOKE AND FUME ELIMINATION (as required).
After Landing:
- EMER ENG SHUTDOWN.
APU Fire - Flight
- APU switch** — **OFF.
- IN-FLIGHT FIRE PROCEDURES** — **Perform.
Engine Fire – Flight
- IN-FLIGHT FIRE PROCEDURES** — **Perform.
F 2. ENGINE fire** — **Confirm.
- EMER ENG SHUTDOWN (affected engine).
Electrical Fire – Flight
WARNING
NOTE
WARNING
A dual engine flameout may occur if both generator switches are turned off above 6,000 feet PA. All fuel boost pumps will be inoperative.
NOTE
LCT and DASH actuators will remain programmed at the airspeed at which the generators were turned off.
Before shutting off all electrical power, the pilot must consider the equipment that is essential to the current flight regime; e.g., MFDs will go blank, flight control systems, etc. The SFDs will be the only flight instruments available. If a landing as soon as possible cannot be made, defective circuits may be isolated by selectively turning off electrical equipment and/or pulling out circuit breakers.
- IN-FLIGHT FIRE PROCEDURES — Perform.
- A/S**—**Below 100 KCAS or Vne, whichever is slower.
- GEN 1 and GEN 2 switches — OFF.
After Landing:
- BATT switch — OFF.
Smoke and Fume Elimination
WARNING
NOTE
WARNING
The cargo ramp can be opened or closed either manually by the flight engineer using the lever on the ramp control valve or electrically by the pilot using the RAMP EMER control switch on the overhead HYD panel. If the flight engineer is unable to manually position the ramp, the pilot should attempt to check that the ramp is clear of personnel and equipment before opening or closing it. Unannounced opening and closing of the ramp may lead to injury to personnel, or damage to equipment.
NOTE
The combination of Steps 2, 3, and 4 effectively evacuates the cockpit and forward cabin of smoke and fumes above 60 KCAS. Opening the cargo loading ramp evacuates the main cabin. With items in Steps 2, 4, and 6 opened, intensification of a smoldering fire may occur. If the source of the fire cannot be determined, close the cargo loading ramp but keep the pilot’s window and the upper half of the main cabin door open. This will allow the pilots to see the instrument panels and outside references for landing.
- A/S** — **Above 60 KCAS.
- Pilot’s sliding window** — **Open.
- Helicopter attitude** — **Yaw left, one half to one ball width on the inclinometer.
- Upper half of main cabin door** — **Open.
- RAMP EMER switch** — **As required.
- Cargo loading ramp — As required.
- Copilot’s sliding window — Closed.
- NVG curtain — Open (if applicable).
Ditching – Power OFF
AUTOROTATE
Ditching – Power ON
- Land in the water away from personnel.
- EMER ENG SHUTDOWN.
Landing In Trees
Power ON:
- Approach to a hover — 5 to 10 feet above tree level.
- EMER ENG SHUTDOWN.
Power OFF:
AUTOROTATE.
Dual Engine Failure (ENG1 FAIL and ENG2 FAIL) - Cruise
CAUTION
The helicopter must be maneuvered into the Autorotational Approach Corridor prior to landing to ensure a safe outcome of the maneuver.
- AUTOROTATE.
- External cargo** — **Jettison.
- FLT DIR CPLR** — **Uncouple.
- DAFCS modes — OFF.
Single-Engine Failure Low Altitude/Low Airspeed and Cruise
NOTE
NOTE
If S/E flight can be maintained, an attempt to restart the inoperative engine may be made if there is no evidence of re or obvious mechanical damage.
1. Thrust** CONT lever — **Adjust as required to maintain NR.
- External cargo** — **Jettison as required.
- FLT DIR CPLR** — **Uncouple.
- DAFCS modes** — **Off.
If continued ight is possible:
- LAND AS SOON AS PRACTICABLE.
- EMER ENG SHUTDOWN (when conditions permit).
ENG1 FADEC or ENG2 FADEC Caution
NOTE
NOTE
If the affected engine fails to respond to INC/DEC switch inputs after activation of either the ENG1 FADEC or ENG2 FADEC caution, it is possible that the associated reversionary system has also failed without activating the REV 1 FAIL or REV 2 FAIL caution. The flight crew should consider the possibility that a dual channel fixed fuel flow condition exists.
- FADEC INC/DEC switch** (affected engine) — **Match TQs as required.
- Reduce rate of Thrust CONT lever changes.
ENG1 FADEC and ENG2 FADEC Cautions
NOTE
NOTE
If one or both engines fail to respond to INC/DEC switch inputs after activation of both the ENG1 FADEC and ENG2 FADEC cautions, it is possible that the associated reversionary systems have also failed without activating the REV 1 FAIL and REV 2 FAIL cautions. The flight crew should consider the possibility that a dual channel fixed fuel flow condition exists.
- FADEC INC/DEC switches — Adjust to 100% NR, match TQs.
- Reduce rate of Thrust CONT lever changes.
- LAND AS SOON AS PRACTICABLE.
Engine Fluctuations or Excessive Torque Splits Without ENG1 FADEC or ENG2 FADEC Caution
WARNING
NOTE
WARNING
The FADEC system may fail without activating the ENG1 or ENG2 FADEC caution. This condition will be evident by power fluctuations (i.e., TQ, NG, fuel flow, NR, and PTIT indications) or excessive torque splits with a set thrust control lever position. This condition can, if not corrected, could result in one engine rolling back while the other engine carries the full load. The aircrew should be alert to the possibility of abrupt NR changes. When selecting REV on either engine, the engine in PRI will no longer be in automatic load matching (i.e., TQ, PTIT, or NG). The engine in PRI will attempt to maintain the FADEC panel selected NR.
NOTE
Average TQ is displayed on VSDs and hover pages unless an ENG FAIL warning is active or there is a TQ split of greater than 10%, in which case both engine TQs are displayed and colored appropriately. The ENGINE INSTRUMENTS page shows individual engine TQ.
The primary FADEC system may fail without activating the ENG1 or ENG2 FADEC caution. This will be indicated by power fluctuations (TQ, NG, fuel flow, NR, and PTIT indications) with a set thrust position. Proceed as follows:
- LOAD SHARE switch** — **PTIT.
If engine power fluctuations are not corrected.
- LAND AS SOON AS POSSIBLE.
After landing:
- LOAD SHARE switch — TRQ.
- No. 1 Engine FADEC switch — REV.
If engine power fluctuations are not corrected.
- No. 1 Engine FADEC switch — PRI.
- No. 2 Engine FADEC switch — REV.
If engine power fluctuations are not corrected.
- No. 2 Engine FADEC switch — PRI.
REV 1 FAIL or REV 2 FAIL Caution (with) Associated ENG1 FADEC or ENG2 FADEC Caution
If engine power is required for flight:
- LAND AS SOON AS POSSIBLE.
- EMER ENG SHUTDOWN as required.
If engine power is not required for flight:
- EMER ENG SHUTDOWN as required.
- LAND AS SOON AS PRACTICABLE.
REV 1 and REV 2 FAIL Caution(s) (with) Associated ENG1 FADEC and ENG2 FADEC Caution
- LAND AS SOON AS POSSIBLE.
- EMER ENG SHUTDOWN as required.
Engine Transmission Clutch Failure To Engage
WARNING
WARNING
Do not shutdown both engines simultaneously. Maintain NR with the engaged engine until affected engine NG reaches zero (0).
- ENG COND lever (affected engine)** — **STOP.
When NG reaches zero (0):
- ENG COND lever (engaged engine)** — **STOP.
Engine Oil Low Quantity/High Temperature Or Low Pressure
If engine power is required for flight:
LAND AS SOON AS POSSIBLE.
If engine power is not required for flight:
- EMER ENG SHUTDOWN (affected engine).
- LAND AS SOON AS PRACTICABLE.
ENG1 CHIPS or ENG2 CHIPS Caution
CAUTION
NOTE
CAUTION
The crew should be aware that another chip in that system (i.e., a No. 1 ENG XMSN chip) will not activate another caution (ENG1 CHIPS) if ENG1 CHIPS has already been activated. Nor will a No. 2 ENG XMSN chip activate another caution (ENG2 CHIPS) if the ENG2 CHIPS has already been activated. The system will not trigger another MASTER CAUTION as long as the caution remains active in the list. The crew will monitor the MAINTENANCE PANEL and the POWER TRAIN page as well as the affected engine/transmission for abnormal temperatures, pressures and/or vibrations.
NOTE
If an ENG1 or ENG2 CHIPS caution activates, the crew will conrm the location of the chip (ENG chip or ENG XMSN chip) by referencing the POWER TRAIN page and the MAINTENANCE PANEL.
If engine power is required for ight:
LAND AS SOON AS POSSIBLE.
If engine power is not required for ight:
- EMER ENG SHUTDOWN (affected engine).
- LAND AS SOON AS PRACTICABLE.
ENG1 XMSN or ENG2 XMSN Warning
- EMER ENG SHUTDOWN (affected engine).
F 2. Affected ENG XMSN** — **Check. The flight engineer will visually check the affected engine and engine transmission for fire.
- LAND AS SOON AS POSSIBLE.
Transmission Chip Caution/Indicators
CAUTION
CAUTION
If a XMSN CHIPS caution activates, the crew will confirm the location of the chip by referencing the POWER TRAIN page and/or the MAINTENANCE PANEL. The crew should be aware that another chip for the system, whether it is a FWD, AFT, COMB or AFT SHAFT, once it has been activated, will not trigger another MASTER CAUTION or XMSN CHIPS caution as long as the caution remains active in the list. The crew will monitor the MAINTENANCE PANEL as well as the affected transmission for abnormal temperatures, pressures and/or vibrations.
XMSN CHIPS Caution (FWD, COMB, AFT, or AFT Shaft)
LAND AS SOON AS POSSIBLE.
Transmission Debris Screen Caution/Latches
CAUTION
NOTE
CAUTION
When any debris screen latches and the MASTER CAUTION is reset and acknowledged, and remains active in the WCA list, another debris screen latch will not trigger another MASTER CAUTION or reactivate the debris screen caution. If the debris screen does not reset and continued flight is required, the crew will confirm the location of the debris and monitor the POWER TRAIN page as well as the MAINTENANCE PANEL and the affected transmission for abnormal temperatures, pressures and/or vibrations.
Trouble developing in any of the five transmissions may be indicated by a XMSN DEBRIS or LH or RH COMB DEBRIS caution, a DEBRIS indication on the POWER TRAIN page, and/or activation of a DEBRIS indication on the MAINTENANCE PANEL. If a DEBRIS caution activates and/or a DEBRIS SCREEN indicator activates proceed as follows:
NOTE
Each debris screen may be reset no more than once during the ight.
FWD, COMB (LH or RH), or AFT DEBRIS SCREEN indicator:
F 1. RESET/GND/TEST switch** — **RESET.
If indicator does not reset or trips again:
- LAND AS SOON AS POSSIBLE.
ENG1 or ENG2 XMSN DEBRIS SCREEN indicator:
F 1. RESET/GND/TEST switch** — **RESET.
If indicator does not reset and engine power is required:
- LAND AS SOON AS POSSIBLE.
If indicator does not reset or trips again and engine power is not required:
- EMER ENG SHUTDOWN (affected engine).
- LAND AS SOON AS PRACTICABLE.
XMSN PRESS LO Cautions
If the XMSN PRESS LO caution activates, perform the following:
AFT XMSN PRESS LO or AFT SHAFT PRESS LO (confirm AFT SHAFT with ight engineer):
LAND AS SOON AS POSSIBLE.
ENG1 XMSN PRESS LO or ENG2 XMSN PRESS LO
Engine power is required:
LAND AS SOON AS POSSIBLE.
Engine power is not required:
- EMER ENG SHUTDOWN (affected engine).
- LAND AS SOON AS PRACTICABLE.
FWD XMSN PRESS LO or COMB XMSN PRESS LO:
- Altitude — Descend to minimum safe altitude.
- A/S — 100 KCAS or Vne, whichever is slower.
- LAND AS SOON AS PRACTICABLE.
XMSN PRESS LO and XMSN AUX PRESS LO Cautions (Same Transmission)
LAND AS SOON AS POSSIBLE.
XMSN AUX PRESS LO Caution
If the XMSN AUX PRESS LO caution activates, perform the following:
MAIN XMSN (FWD, COMB or AFT):
Main transmission oil pressure and temperature are abnormal:
LAND AS SOON AS POSSIBLE.
Main transmission oil pressure and temperature are normal:
LAND AS SOON AS PRACTICABLE.
XMSN OIL HOT Caution
If the XMSN OIL HOT caution activates, perform the following:
FWD or COMB:
LAND AS SOON AS POSSIBLE.
AFT:
- LAND AS SOON AS POSSIBLE.
- Electrical load** — **Reduce as much as possible.
ENG1 XMSN OIL HOT or ENG2 XMSN OIL HOT
Engine power is required:
LAND AS SOON AS POSSIBLE.
Engine power is not required:
- EMER ENG SHUTDOWN (affected engine).
- LAND AS SOON AS PRACTICABLE.
Fuel Venting
Fuel venting from either main tank vent indicates a possibility of fuel cell over pressurization. Should venting occur:
- AUX FUEL PUMP switch(es) (affected
side) or ERFS II/RSERFSpump
switch(es) (if installed)** — **OFF.
When 1,000 pounds of fuel remains:
- AUX FUEL PUMP switch(es) (affected side) or ERFS II/RSERFS (if installed) — ON (monitor fuel quantity).
When tank quantity reaches 1,600 pounds:
- AUX FUEL PUMP switch(es) (affected side) or ERFS II/RSERFS pump switch(es) (if installed) — OFF.
- Repeat Steps 2 and 3 until auxiliary tanks are empty.
ENG1 FUEL PRESS LO or ENG2 FUEL PRESS LO Caution
If both main tank fuel pumps fail, fuel will be drawn from the main tanks as long as the helicopter is operated below 6,000 feet pressure altitude. If the ENG1 FUEL PRESS LO or ENG2 FUEL PRESS LO caution activates:
- XFEED Switch — OPEN (above 6,000 feet PA).
- FUEL PUMP(S) Circuit Breakers — Check in.
Pump(s) are operational:
- XFEED Switch — CLOSE.
Pump(s) are not operational:
- FUEL PUMP Switch(es) (inoperative pump(s)). — OFF.
L FUEL LVL or R FUEL LVL and ENG1 FUEL PRESS LO or ENG2 FUEL PRESS LO (Opposite Sides) Cautions (L FUEL LVL and ENG2 FUEL PRESS LO or R FUEL LVL and ENG1 FUEL PRESS LO).
WARNING
WARNING
Failure of main tank fuel boost pumps with the crossfeed open and a fuel low condition may result in a dual engine flameout. Nose low attitudes should be avoided. Nose low attitudes in excess of 5° may cause fuel starvation prior to the fuel low caution activating.
- XFEED** **switch** — **CLOSE.
- LAND AS SOON AS POSSIBLE.
1 HYD FLT CONTR and/or #2 HYD FLT CONTR Caution(s)
- PWR XFER 1 and 2 switches** — **ON.
- LAND AS SOON AS POSSIBLE.
F 3. MAINTENANCE PANEL — Monitor.
UTIL HYD SYS Caution
NOTE
Depending upon the nature and location of the system failure, it may not be possible to operate the following items of equipment: APU, engine starters, ramp and cargo door, wheel brakes, swivel locks, power steering, cargo hooks, PTUs and winch/hoist. The RAMP PWR switch will isolate the ramp and cargo door hydraulic system, and the PWR STEER switch will isolate the wheel brakes, swivel locks and power steering hydraulic system. If any of the isolated systems need to be activated after landing, the applicable switch may be set back to ON after landing if required. Should a failure occur in any of these subsystems:
NOTE
A thermal switch turns the heater blower on if temperature rises above 29º C and may cause hydraulic mist to enter the cockpit through the ventilation system. To turn the blower off, place the heater switch to HTR ON.
Fluid loss is evident:
- Isolation switch** (affected subsystem) — **OFF.
- LAND AS SOON AS POSSIBLE.
High fluid temperature is evident:
LAND AS SOON AS POSSIBLE.
Fluid loss is not evident:
- APU — Start.
- LAND AS SOON AS PRACTICABLE.
F 3. MAINTENANCE PANEL — Monitor.
If temps or pressure are abnormal or an abnormal vibration occurs:
LAND AS SOON AS POSSIBLE.
HYD PUMP FAULT Indicating Light
- LAND AS SOON AS PRACTICABLE.
F 2. MAINTENANCE PANEL — Monitor.
If temperatures or pressure are abnormal or an abnormal vibration occurs:
LAND AS SOON AS POSSIBLE.
FWD LCTA FAIL and/or AFT LCTA FAIL Caution(s)
NOTE
NOTE
- Prior to responding to any LCT failure emergency procedure, cycle the cyclic trim AUTO/MANUAL switch one time to ensure that the LCT failure still exists. It is possible that the LCT failure was caused by a momentary fault and has been corrected.
- Should both ADCs fail, the CHECK LCTS advisory will be inoperative. Therefore, the POWER TRAIN page should be accessed and the LCT’s indications monitored.
If in AUTO mode:
- A/S** — **Adjust.
- CYCLIC TRIM circuit breakers — In.
- CYCLIC TRIM switch — MANUAL.
- FWD and AFT CYCLIC TRIM switches —
Adjust for A/S.
If LCT operation is not indicated:
- FWD and AFT CYCLIC TRIM switches — RET for 30 seconds before landing.
If in MANUAL mode:
- A/S** — **Adjust.
- CYCLIC TRIM circuit breakers — In.
- CYCLIC TRIM switch — AUTO.
If LCT operation is not indicated:
- CYCLIC TRIM switch — MANUAL.
- FWD and AFT CYCLIC TRIM switches — RET for 30 seconds before landing.
Single AFCS Failure - Both Selected
NOTE
- A/S — Below 100 KCAS or Vne, whichever
is slower.
- Altitude — Adjust as required.
NOTE
A hardover in the opposite direction may occur when the malfunctioning AFCS is turned off and the functioning AFCS reacts on the ight controls.
- AFCS SEL switch — Isolate defective system (select the No. 1 AFCS; if not isolated, select the No. 2 AFCS).
If system is not isolated:
- AFCS SEL switch — OFF.
Dual AFCS Failure
- AFCS SEL switch** — **OFF.
If IMC:
- Exit IMC as soon as practicable.
Altitude Hold Failure
- Thrust** CONT lever — **Adjust as required.
- FLT DIR CPLR — Uncouple (or deselect vertical modes).
- DAFCS Altitude Modes — Off.
Thrust Cockpit-Control Driver Actuator (CCDA) Failure
If IMC:
- Thrust** CONT Lever — **Adjust (slip if required).
- MFD-FD Select Page — Deselect Vertical Mode.
If VMC:
- Thrust** CONT Lever — **Adjust (slip if required).
- A/S — Below 100 KCAS or Vne, whichever is slower.
- AFCS SEL Switch — OFF then BOTH.
If the Thrust CCDA is restored:
FLT DIR CPLR — As required.
If the Thrust CCDA is not restored:
- MFD-FD Select Page — Deselect Vertical
Mode.
- FLT DIR CPLR — As required.
1 GEN FAIL or #2 GEN FAIL Caution
If bus tie does not exist:
- GEN switch** — **OFF/RESET, then ON.
If the power is not restored:
- LAND AS SOON AS POSSIBLE.
If bus tie does exist:
- GEN switch — OFF/RESET, then ON.
If power is not restored:
- Electrical Load — Reduce as required.
- LAND AS SOON AS PRACTICABLE.
1 GEN FAIL and #2 GEN FAIL Cautions (Dual Generator Failure)
If both generators fail, perform the following:
- LAND AS SOON AS POSSIBLE.
- APU** — **Start.
- APU GEN switch** — **ON.
If unable to land and power is not restored, proceed as follows:
- A/S — Below 100 KCAS or Vne, whichever is slower.
- Altitude — Below 6,000 feet PA.
- AFCS — OFF.
- PDPs — Check circuit breakers and place gang bars down.
- Each GEN switch — OFF/RESET, then ON.
1 RECT OFF or #2 RECT OFF Caution
NOTE
NOTE
If a DC bus-tie does not occur (#2 RECT OFF), power to open the cargo hooks in normal mode is not available and the associated hydraulic cooler fan will not function.
Other cautions to look for when determining whether a bus tie exists are the ENG1 or ENG2 FUEL PRESS LO cautions (if the XFEED valves are closed) and the AFCS1 FAIL or AFCS2 FAIL (both on the failed RECT side). If any of these lights activate along with their associated RECT caution, or any system is lost, a bus tie does not exist.
DC bus tie has not occurred:
- LAND AS SOON AS POSSIBLE.
- PDPs — Check.
DC bus tie has occurred (only the #1 RECT OFF or #2 RECT OFF caution will be active):
- PDPs — Check.
- Electrical Load — Reduce as required.
- LAND AS SOON AS PRACTICABLE.
1 RECT OFF and #2 RECT OFF Cautions
WARNING
WARNING
If both transformer rectiers have failed, the main tank boost pumps will be inoperative. If flight is conducted above 6,000 feet PA, a descent below 6,000 feet PA must be initiated as soon as possible to avoid a dual engine flameout. If applicable, airspeed should be reduced to 100 KCAS or Vne, whichever is slower. LCT and DASH actuators will remain programmed at the airspeed at which the transformer rectifiers failed.
If both transformer rectiers fail, perform the following:
LAND AS SOON AS POSSIBLE.
If unable to land, proceed as follows:
- A/S — Below 100 KCAS or Vne, whichever is slower.
- Altitude — Below 6,000 feet PA.
- AFCS — OFF.
- PDPs — No. 1 and No. 2 DC CROSS-TIE circuit breakers – Out.
- PDPs — No. 1 and No. 2 XFMR RECT circuit breakers – In.
- DC equipment — OFF or pull out circuit breakers on essential, switched battery, and battery buses.
CDU1 and CDU2 FAIL Advisories
- Pull appropriate CDU1 and CDU2 circuit breakers.
- Wait 15 seconds, then reset the CDU1 and CDU2 circuit breakers.
If CDU1 and CDU2 still indicate a failure:
- LAND AS SOON AS POSSIBLE.
Weapon Malfunction - Misfire
NOTE
F 1. Weapon** — **Point at** **safe** **area.
F 2. Bolt** — **Retract, ensure cartridge ejects.
F 3. If cartridge does not eject — Perform remedial action IAW appropriate TM.
NOTE
Keep cartridge separate from other ammunition until it has been determined whether the cartridge or the firing mechanism was at fault. If the cartridge was at fault, it will be retained separate from other cartridges until disposed of. If examination reveals that the firing mechanism was at fault, the cartridge may be reloaded and fired.
Weapon Malfunction - Runaway Gun
F Break the ammunition feed belt.
