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-D EPs Flashcards

1
Q

Emergency Procedures the landing criteria is defined by the following:

A

Land/Ditch Immediately

Land as soon as POSSIBLE

Land as soon as PRACTICABLE

Abort Mission

Continue flight as appropriate

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2
Q

Land/Ditch Immediately Criteria

A

− Due to the seriousness of the malfunction, the aircraft shall be landed or ditched without delay. If extreme sea/terrain conditions seriously jeopardize aircrew survivability,the aircraft may be air taxied to the nearest suitable site and landed or ditched immediately.

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3
Q

Land as soon as POSSIBLE criteria:

A

− Aircraft shall be landed at the first site at which a safe landing can be made.

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4
Q

LAND AS SOON AS PRACTICABLE Criteria:

A

Extended flight is not recommended. The landing site and duration of flight is at the discretion of the pilot in command.

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5
Q

Abort Mission Criteria

A

The aircraft shall not proceed on its assigned mission. Allows for continued flight to the DESIRED RECOVERY BASE.

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6
Q

Continue Flight as Appropriate Critera

A

Allows continuation of the mission if the failed component is not required to accomplish the mission nd air-

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7
Q

MGB Fire Symptoms:

A
  1. MGB fire warning light. illuminated
  2. Illumination of MGB related warning and caution lights 

  3. Loss of MGB oil pressure and/or rise in temperature 

  4. Drop in fuel or hydraulic pressure 

  5. Electrical system malfunctions 

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8
Q

MGB Fire

A

1: ATTEMPT TO CONFIRM PRESENCE OF FIRE (ALERT CREW)
2: LANDING/HOVER CHECKLIST - COMPLETE (200-FOOT CHECKS AT A MINIMUM BASED ON URGENCY)

IF FIRE CONFIRMED:
LAND/DITCH IMMEDIATELY
IF FIRE NOT CONFIRMED:
LAND AS SOON AS POSSIBLE

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9
Q

MBG Associated WARNING:

A

WARNING: Due to the potential for fire damage to the flight control servos and/or the associated hydraulic lines, a fire in this compartment may result in complete loss of aircraft control.

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10
Q

Engine Compartment Fire in Flight Symptoms

A
  1. FIRE warning light illuminated on the instrument panel 

    1. Red warning light illuminated on the corresponding Emergency Fuel Shutoff Lever (EFSL) 

    2. Flames and/or smoke coming from engine compartment 

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11
Q

Engine Compartment Fire in Flight

A
  1. ATTEMPT TO CONFIRM PRESENCE OF FIRE (ALERT CREW)
  2. SINGLE ENGINE FLIGHT PROFILE - ESTABLISH

IF FIRE CONFIRMED:

  1. FADEC CONTROL SWITCH (AFFECTED ENGINE)- CONFIRM; IDLE; CONFIRM OFF
  2. EMERGENCY FUEL SHUTOFF LEVER- CONFIRM; OFF
  3. BOOST PUMPS- (AFFECTED ENGINE)-OFF
  4. PRIMARY FIRE EXTINGUISHER BUTTON-(AFFECTED ENGINE)-CONFIRM; PUSH
  5. SECONDARY FIRE EXTINGUISHER BUTTON-(AFFECTED ENGINE)-PUSH
  6. LANDING HOVER CHECKLIST- COMPLETE (200 FT CHECKS AT A MINIMUM BASED ON URGENCY)

IF FIRE STILL PERSISTS:

9.LAND/DITCH IMMEDIATELY

IF FIRE NO LONGER EVIDENT:

  1. LAND AS SOON AS POSSIBLE

IF FIRE NOT CONFIRMED:

  1. LAND AS SOON AS PRACTICABLE

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12
Q

Engine Compartment Fire on Deck Systems

A
  1. FIRE warning light illuminated
  2. Possible hand or voice signals from ground crew
  3. Red warning light illuminated on the corresponding Emergency Fuel Shutoff Lever (EFSL)
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13
Q

Engine Compartment Fire on Deck

A
  1. ATTEMPT TO CONFIRM PRESENCE OF FIRE(ALERT CREW)
  2. FADEC CONTROL SWITCHES- BOTH OFF
  3. EMERGENCY FUEL SHUTOFF LEVERS- BOTH OFF
  4. BOOST PUMPS- ALL OFF

IF FIRE CONFIRMED:

  1. PRI FIRE EXTINGUISHER BUTTON (AFFECTED ENGINE)- CONFIRM; PUSH
  2. SEC FIRE EXTINGUISHER BUTTON(AFFECTED ENGINE)- PUSH
  3. EMERGENCY ELECTRICAL CUTOFF- OFF
  4. ROTOR BRAKE- ON
  5. EVACUATE AIRCRAFT
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14
Q

Internal Fire (Cabin, Electrical, Avionics)

A
  1. DESIGNATE CREW MEMBER TO FIGHT FIRE
  2. AFFECTED EQUIPMENT − OFF
  3. HEAT/COOL SWITCHES − OFF
  4. RAM AIR − CLOSED
  5. CABIN SLIDING DOOR − CLOSED
  6. PILOT WINDOWS − CLOSED
  7. RACK BLOWER CIRCUIT BREAKER − PULL (for avionics rack fire only − avionics rack panel R4 #4 in HH−65, R5 #4 in MH−65) \
  8. CIRCUIT BREAKERS − PULL (for affected circuits)
  9. LANDING/HOVER CHECKLIST − COMPLETE (200−foot checks at a minimum based on urgency)If electrical or avionics fire persists:
  10. EMERGENCY ELECTRICAL CUTOFF − OFF
If electrical or avionics fire persists:
  1. LAND/DITCH IMMEDIATELYIf fire goes out:
  2. LAND AS SOON AS POSSIBLE
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15
Q

WARNINGS and NOTES associated with Internal Cabin Fire

A

WARNING:
The severity of the fire and actual flight conditions (night/instrument) will dictate the immediate procedures to be followed. It may not be advisable to secure all electrical power, thus losing AFCS and flight instruments, prior to achieving VMC.

With the Emergency Electrical Cutoff switch in the OFF position, the flotation system will not be available. Consideration should be given to activating floats prior to securing if ditching is anticipated.

NOTE:
An avionics fire will be fought by disconnecting enough camlocks on the avionics rack panel to allow access for the fire extinguisher nozzle. Short blasts are advised to preserve extinguishing agent in case of a reflash. Close rack panel and monitor for re- flash.
All communication, both internal and external, and all aircraft system lighting will be lost after activating Emergency Electrical Cut−Off switch.

Placing the Emergency Electrical Cut- off switch to OFF removes power to the tail rotor hydraulic isolation valve, closing the valve. With the 10−bladed tail rotor hub installed, this action may result in considerable feedback in the pedals.

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16
Q

Smoke and Fume Elmination

A
  1. HEAT/COOL SWITCHES − OFF 

  2. RAM AIR − OPEN 

  3. CABIN SLIDING DOOR − OPEN 

  4. PILOT WINDOWS − OPEN 

  5. LAND AS SOON AS PRACTICABLE 

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17
Q

Smoke and Fume Elimination: Warnings, Cautions and Notes

A

WARNING:
If fuel fumes are present, limit radio transmissions to a minimum. Due to antenna location, COMM 1 is the best choice.

CAUTION:
To avoid the possibility of rotor blade or structural damage, do not jettison any window or door unless deemed absolutely essential for smoke or fume removal.

NOTE:
The SEAS bottle, located in crew survival vests, may be a good source of clean air in the event of an unbreathable environment. Normally,no toxic quantities of carbon monoxide gas or other gases are present from the engine exhaust. Objectionable odors from the ECS are sometimes experienced due to internal oil leaks in the engines. These fumes may be noxious to the crew and should be entered in ALMIS. Opening the sliding door and the pilots’ windows in−flight will assist in removing objectionable fumes and odors.

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18
Q

Engine Fire Post Shutdown Symptoms:

A
  1. TOT rises rapidly or does not decrease within 10 seconds after the FADEC control switch has been placed in the OFF position
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19
Q

Engine Fire Post Shutdown

A
  1. FADEC CONTROL SWITCH − CHECK OFF 

  2. BOOST PUMPS − CHECK OFF 

    If high TOT still evident after 10 seconds:
  3. EMERGENCY FUEL SHUTOFF LEVER − SHUT OFF 

  4. CRANK BUTTON − DEPRESS UNTIL TOT DECREASES 

    If TOT continues to rise or does not decrease:
  5. EMERGENCY ELECTRICAL CUTOFF − OFF 

  6. ROTOR BRAKE − ON
  7. EVACUATE AIRCRAFT
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20
Q

ABNORMAL VIBRATIONS

severe or intolerable vibrations of unknown origin

A
  1. LANDING/HOVER CHECKLIST − COMPLETE (200−foot checks at a minimum based on urgency)
  2. LAND/DITCH IMMEDIATELY
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21
Q

ABNORMAL VIBRATIONS(Moderate vibrations)

A
  1. CRUISEAIRSPEED−75−120 KIAS 

  2. AVOID ABRUPT MANEUVERS 

  3. LAND AS SOON AS POSSIBLE 

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22
Q

Notes for Unusual Vibes

A

An unusual vibration should be investigated to determine its cause. The perceived severity of the vibration will determine whether continued flight is appropriate. As a guide, slight vibrations would not be apparent to experienced aircrew unless their total attention was directed to the vibrations. Moderate vibration would be noticeable to experienced aircrew but it does not affect their work or concentration. Severe vibration is immediately apparent to experienced aircrew and task performance can only be completed with difficulty. Intolerable- vibrations require aircrews sole preoccupation to reduce the vibration level.

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23
Q

TGB Chip Detected Symptoms

A
  1. Illumination of the GB CHIP warning light and a TGB CHIP annunciation on the VEMD CAUTION/ FUEL page
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24
Q

TGB Chip Detected

A
  1. ESTABLISH SAFE ALTITUDE AND AIRSPEED FOR POSSIBLE LOSS OF TAIL ROTOR THRUST 

  2. LAND AS SOON AS POSSIBLE 

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25
Q

The Big 4

A
  1. Nr − MAINTAIN
  2. AIRSPEED/ALTITUDE − CONTROL AND SET LIMITS
  3. WHEELS/FLOATS − AS REQUIRED
  4. ANALYZE
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26
Q

Engine Chip Detected

A
  1. ENG No. CHIP warning light illuminated 


2. Corresponding ENGINE CHIP annunciation on the VEMD CAUTION/FUEL page 


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27
Q

Engine Chip Detected

A
  1. COMPLETE THE 􏰀BIG 4” 

  2. FADEC CONTROL SWITCH (AFFECTED ENGINE) − CONFIRM; IDLE 

  3. ENGINE − MONITOR 

    If ABNORMAL indications:
  4. ENGINE SHUTDOWN PROCEDURE − COMPLETE

If NORMAL indications:

  1. LAND AS SOON AS PRACTICABLE. (If additional power is required for landing, affected FCS may be switched to FLT position.)
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28
Q

N1 DIVERGENCE/PARTIAL POWER LOSS Symptoms

A
  1. DIF N1 Warning Light illuminated 

  2. OEI GOV mode page 

  3. N1 difference between both engines is greater than 6% 

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29
Q

N1 DIVERGENCE/PARTIAL POWER LOSS

A
  1. Complete the ‘big 4’
  2. ENGINE PARAMETERS − MONITOR
  3. LAND AS SOON AS PRACTICABLE 

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30
Q

N1 DIVERGENCE/PARTIAL POWER LOSS : NOTE

A

NOTE:
If the N1 is greater than 40%, the OEI GOV mode page will be displayed on the VEMD. If the N1 is less than 40%, the OEI mode page will be displayed.

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31
Q

MAJOR FADEC/GOVERNOR FAILURE Symptoms:

A
  1. FADEC No. 1 or 2 FAIL caution light illuminated 

  2. Red ENGINE STATUS light on the overhead quadrant illuminated 

  3. OEI GOV mode page displayed 

  4. Affected engine will not respond to collective movement due to Fuel Flow metering being frozen at the rate present when the FADEC failed 

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32
Q

MAJOR FADEC/GOVERNOR FAILURE

A
  1. COMPLETE THE “BIG 4”
  2. TRNG SWITCH − FLT
  3. FADEC BACKUP SWITCH (affected engine) − CONFIRM - BACKUP
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33
Q

MAJOR FADEC/GOVERNOR FAILURE: Note & Warning

A

NOTE:
FADEC logic is designed to cancel the Training Mode in
the event of an actual engine failure. However, if the failure is in the form of a Level 3 FADEC failure, EBCAU operation, if selected, will conflict with Training Mode logic and FADEC operation will be unpredictable.
In backup mode, FADEC will match the N1 of the affected engine to the N1 of the good engine. While N1 matching is assured, there will be some acceleration delay on the engine in backup mode.

WARNING:
With the FADEC Backup Switch in backup, N1 matching will occur without regard to the opposite engine’s current N1 setting.
The FADEC Backup Switch shall not be in the backup position when an engine is at training idle.

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34
Q

MINOR FADEC/GOVERNOR FAILURE Symptom

A

GOV caution light illuminated

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35
Q

MINOR FADEC/GOVERNOR FAILURE

A
  1. Complete the ‘Big 4’

2. Abort Mission

36
Q

MINOR FADEC/GOVERNOR FAILURE: Warning

A

WARNING:
A minor FADEC failure involving a loss of DECU cross-talk communication (i.e. “BALAN.A” fault) may result in Nr decreasing&stabilizing below the Continuous Operating Range (<345 RPM). Collective reduction may not return the Nr to normal parameters, but both engines should produce sufficient power to maintain level flight. Corrective action should be based on a careful analysis of TORQUE, N1 and TOT and not solely upon Nr. Consideration should be given to placing the Nr Switch to HI and performing a running landing.

37
Q

LUBRICATION SYSTEM FAILURE Symptoms

A
  1. ENG No. OIL P warning light illuminated 

    1. Engine oil pressure fluctuates, increases or decreases abnormally 

    2. Red engine status light illuminated on the overhead control quadrant 

    3. Engine oil pressure less than 25 psi 

38
Q

LUBRICATION SYSTEM FAILURE

A
  1. COMPLETE THE 􏰀BIG 4”

2. ENGINE SHUTDOWN PROCEDURE − COMPLETE

39
Q

Cautions and notes are associated with the lubrication system failure

A

CAUTION:
A combination of the engine oil pressure gauge decreasing or reading zero AND illumination of the OIL P warning light shall not be treated as an indicating malfunction, but rather as a lubrication system failure. Pilots shall not wait for additional symptoms before completing the engine shutdown procedure.

NOTE:
Oil pump failure resulting in the above symptoms may be preceded by an initial increase in oil pressure above 100 psi, accompanied by a CHECK CDU annunciation.

40
Q

ENGINE OIL COOLER FAN FAILURE Symptoms

A
  1. OIL TEMP warning light illuminated 


2. Abnormal rise in engine oil temperature 


41
Q

ENGINE OIL COOLER FAN FAILURE

A

If BOTH engines are overheated:

  1. CRUISE AIRSPEED − 120 KIAS MIN 

  2. LAND AS SOON AS PRACTICABLE
  3. SHUT DOWN ENGINES AS SOON AS

POSSIBLE 

If ONE engine is overheated:

  1. CRUISE AIRSPEED − 75 KIAS MIN 

  2. FADEC CONTROL SWITCH (affected engine) − CONFIRM; IDLE 

  3. ENGINE OIL TEMPERATURE − MONITOR 

  4. LAND AS SOON AS PRACTICABLE (If additional power is required for landing, affected FCS may be switched to flight position.) 

42
Q

DUAL AC BUS FAILURE Symptoms

A
  1. AFCS pitch and roll channels disengaged
  2. Pilot and copilot ADI, attitude, and heading gyros failed
  3. Loss of cockpit instrument lighting 4. Loss of all AC powered equipment
43
Q

DUAL AC BUS FAILURE

A
  1. FLIGHT CONTROLS − STABILIZE AIRCRAFT 

44
Q

Warnings and notes associated with the dual AC bus failure

A

WARNING:
Resetting AC system circuit breakers carries a significant risk of igniting an in−flight electrical fire if a wiring failure exists.

NOTE:
If the two AC power systems did not fail concurrently, begin by attempting to recover the LAST system to fail. If unsuccessful, then attempt to recover the first system to fail. If the order of failure is unknown, proceed in the order listed below (No. 1 system then No. 2 system).
The attitude gyro may not be immediately oper- able, depending on how long the AC bus was failed. 


45
Q

BATTERY OVER TEMPERATURE/THERMAL RUNAWAY Symptoms

A
  1. BATT TEMP warning light illuminated
  2. Smoke and/or fumes from radome or vent
  3. Noises from radome
46
Q

BATTERY OVER TEMPERATURE/THERMAL RUNAWAY

A
  1. BATT RELAY SWITCHES − BOTH OFF (To prevent the battery from receiving further charge) 

  2. LAND AS SOON AS PRACTICABLE 

47
Q

Warnings , cautions, and notes are associated with the Battery Over temp/thermal runaway

A

WARNING:

Securing the BATT RELAY switches WILL NOT stop or reverse a battery over temperature/thermal runaway.
CO2 should never be directed into the battery compartment to effect cooling or displace the explosive gases. The static electricity generated by CO2 could cause the hydrogen/oxygen gases in the compartment to explode. 

CAUTION:
If BATT TEMP warning light goes out, BATT RELAY switches should be left off unless battery power is absolutely needed. The following procedures shall be followed even if the light goes out.

NOTE:

In the event of dual DC generator failure, the T/R cannot power either main DC bus with the battery switches secured.
With the 10−bladed tail rotor hub installed, a No. 2 DC generator failure with the No. 2 BATT RELAY switch in the OFF position will create a SEC HYD ISOLATE condition and result in considerable feedback in the pedals

48
Q

Audio System Failure Symptoms

A
  1. Complete loss of audio (all stations)

  2. All ICS and transmit functions inoperative
  3. Constant squeal or hum heard in headset
49
Q

Audio System Failure

A
  1. PILOT AND COPILOT AUDIO BYPASS SWITCHES − BYPASS
50
Q

NOSEWHEEL SHIMMY DAMPER FAILURE Symptoms

A

Lateral vibration when performing run on/off maneuvers and during high speed taxiing. These vibrations may be quite violent.

51
Q

NOSEWHEEL SHIMMY DAMPER FAILURE

A
  1. LIFT AIRCRAFT OFF GROUND IMMEDIATELY OR REDUCE TAXI SPEED 

52
Q

Heater Overheat

A
  1. HEATER O/HEAT warning light illuminated 


2. ECS circuit breaker popped on copilots forward panel 


53
Q

Heater Overheat

A
  1. HEAT SWITCH − OFF
54
Q

MAIN GEARBOX FAILURE IMMINENT Symptoms

A
  1. Loss of XMSN lubrication OR illumination of a GB CHIP warning light with an MGB CHIP annunciation on the VEMD CAUTION/FUEL page in conjunction with any one of the following:
    - Yaw kicks
-Abnormal transmission noises
    - Unusually high power requirements
  2. LOSS of XMSN lubrication AND illumination of a GB CHIP warning light with an MGB CHIP annunciation on the VEMD CAUTION/FUEL page.
55
Q

MAIN GEARBOX FAILURE IMMINENT

A
  1. LANDING/HOVER CHECKLIST − COMPLETE (200−foot checks at a minimum based on urgency) 

  2. LAND/DITCH IMMEDIATELY (POWER ON) 

56
Q

MAIN GEARBOX MALFUNCTION Symptoms

A

Any ONE of the following:

1. Loss of MGB Oil Pressure and/or a complete loss of MGB lubrication

  1. GB CHIP warning light illuminated with an MGB CHIP annunciation on the VEMD CAUTION/FUEL page
  2. Abnormal transmission noises
57
Q

MAIN GEARBOX MALFUNCTION

A
  1. MONITOR FOR SECONDARY INDICATIONS 

  2. FLY AT MINIMUM SAFE ALTITUDE 

  3. AVOID HIGH POWER MANEUVERS 

  4. LAND AS SOON AS PRACTICABLE 

58
Q

Notes associated with MGB Mailfunction

A

NOTE:

While serious, a single malfunction does not indicate that a Main Gearbox failure is imminent. Flight without Main Gearbox oil lubrication should be sustainable for approximately 25 minutes. In the event of high temperature indications, minimize hovering and ground operations due to loss of cooling airflow.

In order to determine whether or not power requirements have increased for a MGB problem, the pilot should note flight regime, airspeed and current power setting at the onset of the malfunction to establish a baseline for later comparison. 


59
Q

HOIST CABLE FOULED/DAMAGED

A
  1. Hoist cable becomes fouled or caught on deck or ground items
  2. Hoist cable visibly damaged (e.g., kinked, bird- caged, broken or deformed strands)
60
Q

HOIST CABLE FOULED/DAMAGED

A

If injury or damage is imminent:

  1. ACTIVATE HOIST SHEAR SWITCH WHILE ANNOUNCING “SHEAR, SHEAR, SHEAR.” (PAC/SP/FM)

If conditions permit:

  1. PAY OUT SLACK IN CABLE
  2. ADVISE PILOT
  3. DIRECT THE VESSEL’S CREW TO FREE THE CABLE
  4. IF UNABLE TO FREE THE CABLE OR THE CABLE IS DAMAGED, AND SITUATION PERMITS, WRAP THE AREA TO BE CUT WITH ANY SUITABLE TAPE(TO PREVENT FRAYING) USE CUTTERS AND SEVER THE CABLE
  5. IF MISSION URGENCY DICTATES A CONTINUED HOIST, ASSEMBLE THE QUICK SPLICE AND COMPLETE THE HOIST WITH REMAINING CABLE LENGTH
61
Q

The following are notes and warnings associated with the Hoist cable fouled/damaged EP

A

NOTE:

When a hoisting device is on the deck and connected to the hoist hook, or is being delivered/retrieved through any obstacles aboard the vessel that represent possible snag hazards, you are considered to be 􏰀committed” to the hoist. When using a trail line, you are not committed until the device is in a situation as described above due to the weak link which is designed to part if an excessive force is applied.

WARNING:

If the hoist cable is damaged (i.e., kinked, bird- caged, strands broken or deformed), the cable shall not be used for hoisting, nor shall the dam- aged portion be retrieved into the hoist assembly. Use of the quick−splice should be considered.

62
Q

HOIST FAILURE Syptoms

A
  1. Hoist fails to respond to flight mechanic inputs
63
Q

HOIST FAILURE

A
  1. ADVISE THE PILOT “COMMITTED” OR “NOT COMMITTED”

If not committed:

  1. ABORT THE HOIST

If committed:

  1. CHECK THE CABLE AND DRUM FOR FOULING
  2. ACTIVATE EMERGENCY HOIST POWER AND CONTINUE THE HOIST

If hoist power is not restored:

  1. ACTIVATE MANUAL OVERRIDE AND CONTINUE THE HOIST
64
Q

The following notes and cautions are associated with the Hoist Failure EP

A

NOTE:

A secondary hydraulic system low fluid level will cause the normal electrical power to be removed from the hoist.
When a survivor or rescue swimmer is attached to the hoist, on scene conditions will dictate possible courses of action. Refer to rescue swimmer emergencies in this section.

CAUTION:

During manual override operations; hoist limit switches are inoperable, and STEP 1 VALVE shall be closed when the rescue device is in the cabin to prevent hoist creep.

65
Q

Hoist Boom Failure

A
  1. HOIST MASTER SWITCH − CHECK CREW POSITION 

  2. HOIST ACT CONTROL AND HOIST ACT POWER CIRCUIT BREAKERS (2) − PULL, RESET (cabin overhead panel − R1 #1 R2 #2) 

    If boom still does not respond to electrical control inputs:
  3. HOIST ACT CIRCUIT BREAKERS (2) − PULL 

  4. HOIST OPERATOR PENDANT − DISCONNECT 

  5. MANUAL CRANK − INSTALL 

  6. MANUALLY CRANK BOOM TO STOWED POSITION 

  7. MANUAL CRANK − REMOVE 

    If unable to move boom:
  8. CONTINUE FLIGHT AS APPROPRIATE (Observe hatch/door speed limits, if applicable.)
66
Q

Hoist Boom Failure

A
  1. Hoist boom does not respond to electrical control inputs
67
Q

Notes related to Hoist Boom Failure

A

The BOOM STOW and HOIST IN/OUT switches work independently of each other. The BOOM STOW switch will operate regard- less of MASTER or EMERGENCY switch positions, as long as the No. 1 MAIN DC BUS is powered.

68
Q

HOIST ELECTRICAL RUNAWAY Symptom

A
  1. Hoist cable extends/retracts without crew input
69
Q

HOIST ELECTRICAL RUNAWAY

A
  1. SECURE HOIST POWER AT THE HOIST CONTROL PANEL ONLY 

  2. ADVISE THE PILOT 􏰀COMMITTED” OR 􏰀NOT COMMITTED” 

    If committed to the hoist or mission urgency dictates:
  3. ACTIVATE MANUAL OVERRIDE AND CONTINUE THE HOIST

If not committed to the hoist:

  1. ABORT THE HOIST
70
Q

The following warnings and cautions are associated with the Hoist Electrical Runaway EP…

A

WARNING:

DO NOT SECURE the cockpit hoist master switch as all shear capabilities will be lost.

CAUTION:

During manual override operations; hoist limit switches are inoperable, and STEP 1 VALVE shall be closed when the rescue device is in the cabin to prevent hoist creep.

71
Q

LOST COMMUNICATIONS DURING HOISTING OPERATIONS Symptom

A
  1. Pilot and/or flight mechanic unable to listen and/or talk during a hoist
72
Q

LOST COMMUNICATIONS DURING HOISTING OPERATIONS

A

1.FLIGHT MECH − TAP THE PILOT AND GIVE HOLD SIGNAL (closed fist) 

2.ADVISE THE PILOT 􏰀COMMITTED” OR 􏰀NOT COMMITTED” 

If not committed:

  1. ABORT HOIST

If committed:

  1. FLIGHT MECH − ENSURE HOT MIC IS SELECTED, HELMETS PROPERLY CONNECTED; ATTEMPT HOT MIC ICS COMMS

If communications are not restored:

  1. PRESS PUSH−TO−TALK SWITCH; ATTEMPT NORMAL COMMS

If communications are still not restored:

  1. AUDIO CONTROL PANEL − SELECT ALTN AND ATTEMPT COMMS (ALL CALL and HOT MIC are inoperative in ALTN)

If communications are still not restored and you are committed to hoist, or mission urgency dictates:

  1. COMMUNICATE BY VOCAL COMMANDS AND CONTINUE HOIST
73
Q

The following note is associated with the Lost Comms during Hoisting EP

A

Extreme conditions, such as confined areas or no reference hoists, may require going directly to VOCAL COMMANDS at the first sign of an ICS failure. During VOCAL COMMANDS, pilot reception may be improved if the pilot keys ICS or selects HOT MIC.

74
Q

LOST SWIMMER

A

Corrective Action − DAY:
1. MARK POSITION 

2. TRANSITION AND ESTABLISH RIGHT ORBIT 

3. LOOK AND LISTEN FOR RS SIGNAL 

4. WHEN VISUAL − RESUME HOVER POSITION 

If these procedures fail to relocate RS:
5. COMPLETE LEAVING RESCUE SWIMMER ON SCENE PROCEDURE

Corrective Action − NIGHT:

  1. MARK POSITION 

  2. FLASH LANDING/HOVER LIGHT 

  3. LOOK AND LISTEN FOR RS SIGNAL 

  4. WHEN VISUAL − CEASE FLASHING LIGHT 

    If these procedures fail to relocate RS:
  5. COMPLETE LEAVING RESCUE SWIMMER ON SCENE PROCEDURE.
75
Q

EMERGENCY RECOVERY OF RESCUE SWIMMER

A
  1. RESCUE BASKET − IF RIGGED AND EMPTY

2. BARE HOIST HOOK − IF BASKET NOT READILY AVAILABLE

76
Q

The following notes are associated with the Emergency Recovery of Rescue Swimmer EP

A

NOTE:

A rescue brief is not required if the IN TROUBLE, NEED ASSISTANCE signal is observed to allow for the most expeditious recovery of the RS.
If two or more rescue swimmers are in the water and the rescue basket is sent down, the rescue swimmers may disconnect the rescue basket and connect to the hoist hook utilizing the lifting V−ring on the RS harness.

77
Q

LEAVING RESCUE SWIMMER ON SCENE

A
  1. MARK AND RECORD POSITION

  2. DEPLOY LIGHTED RAFT 

  3. DEPLOY DMB 

  4. NOTIFY OPCEN OR OTHER RESCUE RESOURCE
78
Q

The following note is associated with the leaving rescue swimmer on scene EP

A

The abandoned rescue swimmer’s, and survivor’s, survivability is enhanced by providing any extra equipment possible (e.g., LR−1 raft, hypothermia bags, EMT kit, that can be left on scene as the aircraft departs).

79
Q

DITCHING/EGRESS
(IMMEDIATE EMERGENCY LANDING/DITCHING ) Potential Symptoms

A
  1. Severe vibrations of unknown origin
  2. Insufficient power or control authority to maintain flight
  3. Other confirmed emergency procedure leading to land/ditch immediately
80
Q

DITCHING/EGRESS
(IMMEDIATE EMERGENCY LANDING/DITCHING )

A
  1. CREW AND PASSENGERS − ALERTED 

  2. WHEELS/FLOATS − AS REQUIRED 

  3. LAND/DITCH AIRCRAFT 

  4. EFSLS − BOTH OFF (after landing/water entry) 

  5. EMERGENCY ELECTRICAL CUTOFF − AS REQUIRED 

  6. ROTOR BRAKE (land only) 

  7. EMERGENCY EGRESS PROCEDURE − EXECUTE 

81
Q

The following warnings and notes are associated with the immediate emergeny ditching EP

A

WARNING:

During Emergency Ditching procedures, consideration should be given to jettisoning any mission equipment that may potentially cause an aircraft egress hazard.

When the emergency flotation gear is activated a burning electrical smell, accompanied by possible residual gas, may be detected in the cock- pit and should not be confused with a possible electrical malfunction/fire.

NOTE:

In a dual engine ditching situation, the PIC should con- sider dropping off passengers, crew, raft, and survival gear prior to ditching. If the aircraft is then ditched down- wind of their position, the crew may be able to assist. Slight collective loading may decrease rotor deceleration time. The helicopter floats with the tail rotor partially Submerged.

Failure to jettison the cockpit doors prior to water entry will preclude opening them by normal means (using door handle) due to blockage by the flotation bags. However, the doors can still be jettisoned by following proper jettison procedures. The doors should not, how- ever, be opened by normal means prior to water entry as they may puncture the flotation bags.

82
Q

EMERGENCY DITCHING/LANDING PROCEDURE

A
  1. CREW AND PASSENGERS − ALERTED 

  2. DISTRESS − TRANSMIT 

  3. PERSONAL EQUIPMENT − CHECKED 

  4. LANDING/HOVER CHECKLIST − COMPLETE 

    If DUAL ENGINE:
  5. DOORS − JETTISON IN A HOVER 

  6. FLOATS − INFLATE IN A HOVER 

    If SINGLE ENGINE:
  7. DOORS − JETTISON IN A CLIMB @ 70 KIAS IF ABLE; OTHERWISE @ 200 FEET @ 70 KIAS, STRAIGHT AND LEVEL 

  8. PRIOR TO WATER ENTRY − FLOATS INFLATE 

  9. ENTER WATER IN A LEVEL ATTITUDE 

  10. FADEC CONTROL SWITCHES − OFF 

  11. ROTOR − ALLOW TO COAST DOWN 

  12. EGRESS HELICOPTER WHEN ROTOR STOPS 

83
Q

EMERGENCY EGRESS PROCEDURES

A
  1. WAIT FOR ALL VIOLENT MOTION TO STOP
  2. REFERENCE POINT − HOLD 

  3. EMERGENCY RELEASE HANDLE − JETTISON 

  4. CORDS − DISCONNECT 

  5. SEATBELT/HARNESS − RELEASE AND MAINTAIN REFERENCE 

  6. EGRESS 

  7. VEST − INFLATE WHEN CLEAR OF AIRCRAFT 

84
Q

The following warnings and notes are associated with the Emergency Egress EP

A

WARNING:

Failure to maintain a handhold on a Reference Point until clear of the aircraft could result in disorientation and
failure to exit the aircraft. In the event of an inverted egress, release of the 5 point harness may prove difficult due to load imparted in the 5 point harness.

Appropriate reference points for egress include fixed and familiar points that allow the pilot or crew member to proceed to an unblocked exit. Due to possible darkness during night or underwater egress, these reference points should be easily identifiable without visual reference. Aircraft positioning or damage from impact may impede the desired egress route. For this reason, pilots and crew members should mentally rehearse reference points for several escape routes.
If fuel or oil cover the water surface, do not ignite signal devices.

If the forward ball end of the gas strut on the cockpit door does not release from its mount when the jettison handle is activated, the door will not jettison properly. If necessary, physically re- move it prior to pushing out on the door.

To ensure proper jettisoning of the cockpit door, pressure should be applied above the upper hinge attachment point on the forward door frame.

NOTE

Consideration should be given to a post egress muster location in the event of an aircraft mishap. Onboard a ship, crew members should assist passengers and move toward the forward part of the ship, if possible, and report the condition of all passengers and crew members to the bridge. On land and in water, the crew should muster upwind whenever possible.

Land/Water (Upright) − Wait until all buffeting stops (recommended 8−10 seconds).
Water (Inverted) − Take normal breath and wait until completely immersed (recommended 8−10 seconds).

Sudden immersion in cold water may make it difficult to hold breath for even a short period.

85
Q

MALFUNCTIONING CABIN SLIDING DOOR Symptoms

A
  1. Cabin sliding door does not fully open or will not secure in the closed position
86
Q

MALFUNCTIONING CABIN SLIDING DOOR

A
  1. FLIGHT MECHANIC − REMAIN SECURED TO AIRCRAFT 

87
Q

The following warning is associated with the Malfunctioning sliding door EP

A

WARNING:

A malfunctioning sliding door may present an egress hazard. Over−water operations below 200 feet should not be conducted with a malfunctioning door.

EPs (1 decks)

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