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UH-60M Blackhawk - 2018 > Dash 10 - Emergency Procedures CH0 > Flashcards

Dash 10 - Emergency Procedures CH0 Flashcards

1
Q

Single-Engine Failure.

A

WARNING

Do not respond to ENG OUT warning and audio until checking TGT , NG , and NP1 and NP2 .

1. ESTABLISH SINGLE-ENGINE AIRSPEED.

2. External cargo/stores — Jettison (if required).

If continued flight is not possible:

3. LAND AS SOON AS POSSIBLE.

If continued flight is possible:

  1. LAND AS SOON AS PRACTICABLE
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2
Q

Dual Engine failure

A

WARNING

Do not respond to ENG OUT warning lights and audio until checking TGT and NR .

AUTOROTATE

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3
Q

DEC/EDECU Low Side Failure.

A

1. ESTABLISH SINGLE-ENGINE AIRSPEED.

If partial powered flight cannot be maintained:

  1. ENG POWER CONT lever (low Q /TGT engine) — LOCKOUT. Maintain Q approximately 10% below other engine.
  2. LAND AS SOON AS PRACTICABLE.

WARNING

  • NR can also decrease as a result of exceeding the Maximum Torque Available due to reaching TGT limiting, Maximum Fuel Flow, or NG limiting without an associated hardware failure (rotor droop).
  • Going to DEC/EDECU LOCKOUT to obtain additional power does not remove Maximum Fuel Flow or NG limits. NR may still decrease below normal operating range if Maximum Fuel Flow or NG limits are reached.

CAUTION

  • When engine is controlled with ENG POWER CONT lever in LOCKOUT , engine response is much faster and the TGT limiting system is inoperative. Care must be taken not to exceed TGT limits and keeping NR , NP1 and NP2 in operating range.

NOTE

  • If NR reduces from 100% to 95-96% during steady flight, check Q1 and Q2 . If Q1 and Q2 are equal and below Maximum Torque Available, attempt to increase NR with ENG SPD TRIM switch.
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4
Q

DEC/EDECU High Side Failure

A

1. ESTABLISH SINGLE-ENGINE AIRSPEED.

2. ENG POWER CONT lever (high Q /TGT engine) — Retard. Maintain Q approximately 10% below other engine.

  1. LAND AS SOON AS PRACTICABLE

If the affected engine does not respond to ENG POWER CONT lever movement in the range between FLY and IDLE , the HMU may be malfunctioning internally. If this occurs:

4. Perform EMER ENG SHUTDOWN (affected engine).

  1. Refer to single-engine failure emergency procedure.
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5
Q

NP Increasing/Decreasing (Oscillation).

A

1. ESTABLISH SINGLE-ENGINE AIRSPEED.​

  1. Slowly retard the ENG POWER CONT lever on the suspected engine.

If the oscillation stops and partial power flight cannot be maintained:

  1. Place that engine in LOCKOUT and manually control the power.
  2. LAND AS SOON AS PRACTICABLE.

If the oscillation continues:

  1. Place the ENG POWER CONT lever back to FLY and retard the ENG POWER CONT lever of the other engine.

If partial power flight cannot be maintained:

  1. Place the engine in LOCKOUT and manually control the power.
  2. LAND AS SOON AS PRACTICABLE.
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6
Q

Torque (Q) Split Between Engines 1 and 2.

A

1. ESTABLISH SINGLE-ENGINE AIRSPEED

  1. If TGT of one engine exceeds the limiter (879°C with low power engine above 50% Q or 903°C with low power engine below 50% Q), retard ENG POWER CONT lever on that engine to reduce TGT. Retard the ENG POWER CONT lever to maintain torque of the manually controlled engine at approximately 10% below the other engine.
  2. If TGT limit on either engine is not exceeded, slowly retard ENG POWER CONT lever on high Q engine and observe Q of low power engine.
  3. If Q of low power engine increases, ENG POWER CONT lever on high power engine — Retard to maintain Q approximately 10% below other engine (the high power engine has been identified as a high side failure).
  4. If Q of low power engine does not increase, or NR decreases, ENG POWER CONT lever — Return high power engine to FLY (the low power engine has been identified as a low side failure).
  5. If additional power is required, low power ENG POWER CONT lever, momentarily move to LOCKOUT and adjust to set Q approximately 10% below the other engine.
  6. LAND AS SOON AS PRACTICABLE.
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7
Q

Load Demand System Malfunction

A

On ground:

Shut down and consult maintenance.

In flight:

  1. LAND AS SOON AS PRACTICABLE.
  2. Perform a normal approach, avoiding low

power autorotative descents.

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8
Q

Engine Compressor Stall.

A

1. ESTABLISH SINGLE-ENGINE AIRSPEED.

If the condition persists:

2. ENG POWER CONT lever (affected engine) — Retard (TGT should decrease).

  1. ENG POWER CONT lever (affected engine) — FLY .

If the stall condition recurs:

  1. EMER ENG SHUTDOWN (affected engine).
  2. Refer to single-engine failure emergency

procedure

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9
Q

ENG 1 OIL BYPASS or ENG 2 OIL BYPASS Caution Appears

A

1. ESTABLISH SINGLE-ENGINE AIRSPEED.

2. ENG POWER CONT lever (affected engine) — Retard (to reduce pressure).

  1. LAND AS SOON AS PRACTICABLE
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10
Q

CHIP ENG 1 or CHIP ENG 2, ENG 1 OIL PRESS or ENG 2 OIL PRESS, ENG 1 OIL HOT or ENG 2 OIL HOT Caution Appears.

A

1. ESTABLISH SINGLE-ENGINE AIRSPEED

2. ENG POWER CONT lever (affected engine) — Retard (to reduce torque).

If oil pressure is below minimum limits or if oil temperature remains above maximum limits:

  1. EMER ENG SHUTDOWN (affected engine).
  2. Refer to single-engine failure emergency procedure
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11
Q

Engine High-Speed Shaft Failure.

A

1. ESTABLISH SINGLE-ENGINE AIRSPEED.

2. EMER ENG SHUTDOWN (affected engine). Do not attempt to restart.

  1. Refer to single-engine failure emergency procedure.
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12
Q

Lightning Strike.

A

WARNING

Lightning strikes may result in loss of automatic flight control functions, engine controls, and/or electric power.

1. ESTABLISH SINGLE-ENGINE AIRSPEED.

2 ENG POWER CONT levers — Adjust (as required to control NP and NR).

3. LAND AS SOON AS POSSIBLE

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13
Q

Loss of Tail Rotor Thrust in Cruise Flight

A
  1. AUTOROTATE — Maintain airspeed at or above 80 KIAS.
  2. ENG POWER CONT levers — OFF(during deceleration when intended point of landing is assured).
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14
Q

Loss of Tail Rotor Thrust or T/R QUAD FAIL Caution Appears with Loss of Control at Low Airspeed/ Hover (Right Rotation).

A

1. Collective — Reduce.

2. ENG POWER CONT levers — OFF (5 to 10 feet above touchdown).

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15
Q

T/R QUAD FAIL Caution Appears in Cruise Flight

A

WARING

If the helicopter is shut down and/or hydraulic power is removed with one tail rotor cable failure, disconnection of the other tail rotor cable will occur when force from the boost servo cannot react against control cable quadrant spring tension. The quadrant spring will displace the cable and boost servo piston enough to unlatch the quadrant cable.

  • Loss of one tail rotor cable will be indicated by appearance of the T/R QUAD FAIL caution. No change in handling characteristics should occur if only one cable fails.
  • If both tail rotor control cables fail, a centering spring will position the tail rotor servo linkage to provide 10½ degrees of pitch. This will allow trimmed flight at about 25 KIAS up to 145 KIAS (these speeds will vary with gross weight). At airspeed below 25 and above 145 KIAS, right yaw can be controlled by reducing collective. Between 25 and 145 KIAS, left yaw can be controlled by increasing collective.

1. Collective — Adjust to determine controllability (Fixed Right or Left).

  1. LAND AS SOON AS PRACTICABLE.
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16
Q

Loss of Control at Low Airspeed/Hover or T/R QUAD FAIL Caution Appears (Left Rotation).

A

WARNING

Reducing collective in a left rotation will increase rate of turn with the ENG POWER CONT lever(s) at fly depending on the rate at which the ENG POWER CONT lever(s) are retarded. It is critical that the pilot on the controls maintain a level attitude, preserve NR , and apply cushion for the landing.

1. ENG POWER CONT lever(s) — Retard

to decrease NR below 100% and begin a partial power descent.

2. Collective — Adjust to preserve NR.

3. ENG POWER CONT levers — OFF (5 to 10 feet above touchdown).

4. Collective — Adjust for landing.

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17
Q

Pedal Bind/Restriction or Drive With No Accompanying Caution

A

1. Apply pedal force to oppose the drive.

  1. Check other pedals for proper operation.
  2. TAIL SERVO switch — BACKUP. If normal control authority is not restored:
  3. TAIL SERVO switch — NORMAL .
  4. SAS/BOOST switch — Off. If normal control forces are not restored:
  5. SAS/BOOST switch — ON .
  6. Collective — Adjust to determine controllability for landing.
  7. LAND AS SOON AS PRACTICABLE.
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18
Q

T/R SERVO 1 FAIL Caution Appears and BACK UP PUMP ON Advisory Does Not Appear or T/R SERVO 2 ON Advisory Does Not Appear.

A

1. TAIL SERVO switch — BACKUP.

  1. BACKUP HYD PUMP switch — ON.
  2. LAND AS SOON AS PRACTICABLE.
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19
Q

MAIN XMSN PRESS Caution Appears/MAIN XMSN OIL HOT Caution Appears

A

1. LAND AS SOON AS POSSIBLE.

If time permits:

  1. Slow to 80 KIAS.

3. EMER APU START.

  1. GENERATORS NO. 1 and NO. 2 switches — OFF .
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20
Q

CHIP L INPUT MDL or CHIP R INPUT MDL Caution Appears

A

1. ESTABLISH SINGLE-ENGINE AIRSPEED.

2. ENG POWER CONT lever (affected engine) — IDLE

3. LAND AS SOON AS POSSIBLE.

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21
Q

CHIP MAIN MDL SUMP,
CHIP L ACC MDL or CHIP R ACC MDL,
CHIP TAIL XMSN,
TAIL XMSN OIL HOT,
CHIP INT XMSN or INT XMSN OIL HOT Caution Appears.

A

LAND AS SOON AS POSSIBLE

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22
Q

Main Transmission Failure

A

WARNING

If NR decreases from 100% to 96% with an increase in Q during steady flight with no engine malfunction, the main transmission planetary carrier may have failed. During a main transmission planetary carrier failure, it may be impossible to maintain NR at 100%.

NOTE

Decreasing NR may be accompanied by a drop in transmission oil pressure of 10 psi or more, and possible unusual helicopter vibrations

1. Collective — Adjust only enough to begin a descent with power remaining applied to the main transmission throughout the descent and landing.

2. LAND AS SOON AS POSSIBLE.

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23
Q

Engine Fire in Flight

A

1. ESTABLISH SINGLE-ENGINE AIRSPEED.

2. ENG POWER CONT lever (affected engine) — OFF

3. ENG EMER OFF handle — Pull.

4 FIRE EXTGH switch — MAIN/RESERVE as required.

5. LAND AS SOON AS POSSIBLE.

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24
Q

Engine/Fuselage Fire on Ground.

A

1. ENG POWER CONT levers — OFF.

2. ENG EMER OFF handle(s) — Pull if applicable.

3. FIRE EXTGH switch — MAIN/RESERVE as required.

4. Rotor brake — As required.

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25
Q

APU Compartment Fire

A

1. APU fire T-handle — Pull.

2. FIRE EXTGH switch — MAIN/RESERVE as required

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26
Q

APU OIL HOT Caution Appears

A

APU CONT switch — OFF. Do not attempt restart until oil level has been checked.

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27
Q

Electrical Fire in Flight

A

1. BATT and GENERATORS switches — OFF.

2. LAND AS SOON AS POSSIBLE

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28
Q

Smoke and Fume Elimination

A
  1. Airspeed — 80 KIAS or less.
  2. ECS panel switches — OFF .
  3. Cabin doors and gunner’s windows — Open.
  4. Place helicopter out of trim.
  5. LAND AS SOON AS PRACTICABLE
29
Q

FUEL 1 BYPASS or FUEL 2 BYPASS Caution Appears

A
  1. ENG FUEL SYS selector on affected engine — XFD.
  2. LAND AS SOON AS PRACTICABLE
30
Q

FUEL 1 BYPASS and FUEL 2 BYPASS Cautions Appear

A

LAND AS SOON AS POSSIBLE.

31
Q

FUEL 1 LOW and FUEL 2 LOW Cautions Appear.

A

LAND AS SOON AS PRACTICABLE

32
Q

FUEL 1 PRESS LOW or FUEL 2 PRESS LOW Caution Appears.

A

WARNING

Consideration must be given to any suspected fuel system compromise. If a compromise is suspected, the pilot must make every attempt to avoid or reduce the possibility of an ignition source. A fuel leak occurring in the oil cooler access area may result in fuel and/or fumes accumulating in or around the APU/engine compartments. In such cases, APU/engine operation may result in fire.

  • If the caution appears, flameout is possible. Do not make rapid collective movements. Critical situations are those where single engine flight is not possible, and the potential for fire resulting from a fuel leak is secondary to engine flameout

If the caution appears and the situation is critical:

1. ENG FUEL SYS selector on affected engine — XFD

2. FUEL BOOST PUMP switch on side being used — ON .

3. LAND AS SOON AS POSSIBLE.

4. EMER ENG SHUTDOWN after landing.

  • Non-critical situations are those where single

engine flight is possible.

If the caution appears, and the situation is not critical:

  1. ENG FUEL SYS selector on affected engine — XFD .
  2. FUEL BOOST PUMP switches — NO. 1 PUMP and NO. 2 PUMP — OFF (As applicable).
  3. LAND AS SOON AS PRACTICABLE
33
Q

FUEL 1 PRESS LOW and FUEL 2 PRESS LOW Cautions Appear.

A

WARNING

If both the FUEL 1 PRESS LOW and FUEL 2 PRESS LOW cautions appear, flameout is possible. Do not make rapid collective movements. Landing the aircraft as soon as possible is crucial. The possibility of a fuel leak may result in a fire; therefore, both engines should be shut down immediately after landing.

1. LAND AS SOON AS POSSIBLE.

2. EMER ENG SHUTDOWN after landing.

34
Q

GEN 1 FAIL and GEN 2 FAIL (NO. 1 and NO. 2 CONV and AC REF BUS DEGRAD) Cautions Appear

A

NOTE

Limited AC power is available when the APU generator is the sole source of AC power. To prevent overloading the APU generator the pilot should give consideration to turning off mission equipment, such as windshield anti-ice systems, environmental control systems, micro climate units and accessories, connected to the AC and DC utility receptacles. If the APU Generator Control Unit (GCU) detects an overload, the APU generator will be taken off-line and the APU GEN ON advisory will extinguish. In this case, the pilot must turn off mission equipment as stated above and reset the APU generator using the GENERATORS APU switch.

  1. Airspeed — Adjust (80 KIAS or less).
  2. GENERATORS NO. 1 and NO. 2 switches — RESET ; then ON .

If electrical power is not restored:

  1. GENERATORS NO. 1 and NO. 2 switches — OFF .
  2. MCUs and ECS — OFF prior to EMER APU START .

5. EMER APU START.

  1. LAND AS SOON AS PRACTICABLE.
  2. If APU GEN ON advisory extinguishes, ensure MCUs and ECS — OFF prior to resetting the APU generator.
35
Q

GEN 1 FAIL or GEN 2 FAIL Caution Appears.

A

CAUTION

When the #1 AC generator is failed, and the backup pump circuit breaker is out, turn off ac electrical power before resetting the backup pump power circuit breaker, to avoid damaging the current limiters.

  1. Affected GENERATORS switch — RESET; then ON.

If caution remains:

  1. Affected GENERATORS switch — OFF
36
Q

CONV 1 FAIL and CONV 2 FAIL Cautions Appear.

A
  1. Unnecessary dc electrical equipment — Off.

NOTE

When only battery power is available, 80% charged batteries will provide 12 minutes of power at night assuming all dc electrical equipment is left on and used. The battery life will be increased by turning off unnecessary equipment.

  1. LAND AS SOON AS PRACTICABLE.
37
Q

CONV 1 FAIL or CONV 2 FAIL Caution Appears.

A

NOTE

ESIS airspeed and altitude data were X’ed out momentarily and then recovered after an induced Number 2 converter failure.

With a single converter failure all electrical power will be provided by the remaining system. No action is necessary. However do not turn off the battery switch corresponding to the failed converter. This will cause the battery bus tie connector to close resulting in loss of the associated battery bus and DC essential bus

38
Q

HYD PUMP 1 FAIL Caution Appears.

A
  1. TAIL SERVO switch — BACKUP; then NORMAL.
  2. LAND AS SOON AS PRACTICABLE.
39
Q

HYD PUMP 2 FAIL Caution Appears.

A
  1. AUTO FLIGHT CONTROL panel FAILURE RESET CPTR 1 and/or CPTR 2 switches — Press then release.
  2. LAND AS SOON AS PRACTICABLE.
40
Q

HYD PUMP 1 FAIL and HYD PUMP 2 FAIL Cautions Appear

A

LAND AS SOON AS POSSIBLE. Restrict control movement to moderate rates.

41
Q

HYD PUMP 1 FAIL or HYD PUMP 2 FAIL Caution Appears and BACK UP PUMP ON Advisory Does Not Appear.

A

1. Airspeed — Adjust to a comfortable airspeed.

2. BACKUP HYD PUMP switch — ON .

  • If BACK UP PUMP ON advisory appears:
    3. Refer to HYD PUMP 1 FAIL or HYD PUMP 2 FAIL caution appears emergency procedure.
  • If BACK UP PUMP ON advisory still does not appear:

4. FPS and SAS/BOOST switches — Press off (switch lights off, for HYD PUMP 2 FAIL caution).

5. LAND AS SOON AS POSSIBLE

42
Q

PRI SERVO 1 FAIL or PRI SERVO 2 FAIL Caution Appears

A

1. SERVO OFF switch — Check centered.

2. If the caution appears with the SERVO OFF switch centered, move the SERVO OFF switch to turn off the malfunctioning servo.

3. LAND AS SOON AS POSSIBLE

43
Q

RSVR 1 LOW and HYD PUMP 1 Cautions Appear With BACK UP PUMP ON Advisory Appearing

A
  1. LAND AS SOON AS PRACTICABLE.

If the BACK UP RSVR LOW caution also appears:

2. SERVO OFF switch — 1ST STG .

WARNING

If PRI SERVO 2 FAIL caution appears, establish landing attitude, minimize control inputs, and begin a descent.

3. LAND AS SOON AS POSSIBLE.

44
Q

RSVR 2 LOW and HYD PUMP 2 FAIL Cautions Appear With BACK UP PUMP ON Advisory Appearing.

A
  1. AUTO FLIGHT CONTROL panel CPTR 1 and/or CPTR 2 switches (if illuminated) — Press to reset FCC.
  2. LAND AS SOON AS PRACTICABLE.

If BACK UP RSVR LOW caution also appears:

3. SERVO OFF switch — 2ND STG.

WARNING

If PRI SERVO 1 FAIL caution appears, establish landing attitude, minimize control inputs, and begin a descent

  1. LAND AS SOON AS POSSIBLE.
45
Q

RSVR 2 LOW Caution Appears

A

Pilot assist servos will be isolated; if they remain isolated, proceed as follows:

  1. SAS/BOOST switch — Off.
  2. FPS switch — Verify off.
  3. LAND AS SOON AS PRACTICABLE

NOTE

Because the logic module will close the valve supplying pressure to the pilot-assist servos, BOOST SERVO OFF and SAS OFF cautions will appear.

46
Q

Collective Boost Servo Hardover/Power Piston Failure

A

1. SAS/BOOST switch — Off.

  1. FPS switch — Off.
  2. LAND AS SOON AS PRACTICABLE
47
Q

Pitch Boost Servo Hardover

A
  1. SAS/BOOST and FPS switches — Off.
  2. LAND AS SOON AS PRACTICABLE
48
Q

BOOST SERVO OFF Caution Appears

A

1. SAS/BOOST switch — Off.

  1. FPS switch — Off.
  2. LAND AS SOON AS PRACTICABLE
49
Q

Emergency Landing In Wooded Areas — Power Off

A

1. AUTOROTATE. Decelerate helicopter to stop all forward speed at treetop level.

2. Collective adjust to maximum before main rotor contacts tree branches.

50
Q

Ditching — Power On

A
  1. Approach to a hover.
  2. Cockpit doors jettison and cabin doors open prior to entering water.
  3. Pilot shoulder harness — Lock.

WARNING

Do not inflate personal flotation equipment inside helicopter.

  1. Survival gear — Deploy (if applicable).
  2. Personnel, except pilot, exit helicopter.
  3. Fly helicopter downwind a safe distance and hover.
  4. ENG POWER CONT levers — OFF .
  5. Perform hovering autorotation, apply full collective to decay rotor rpm as helicopter settles.
  6. Position cyclic in direction of roll.
  7. Exit when main rotor has stopped.
51
Q

Ditching — Power Off

A

1. AUTOROTATE.

  1. Cockpit doors jettison and cabin doors open prior to entering water.
  2. Apply full collective to decay rotor rpm as helicopter settles.
  3. Position cyclic in direction of roll.
  4. Exit when main rotor has stopped.
52
Q

If the main rotor system malfunctions:

A

WARNING

Danger exists that the main rotor system could collapse or separate from the helicopter after landing. Exit when main rotor has stopped.

1. LAND AS SOON AS POSSIBLE.

2. EMER ENG(S) SHUTDOWN after landing.

3. Rotor brake — As required

53
Q

ROTOR BRAKE ON Advisory Appears in Flight

A
  1. Rotor brake handle — Check in detent and gage pressure at zero.
  2. Check for secondary indications of brake pad dragging (smoke, smell, noise, etc.).

If secondary indications present:

3. LAND AS SOON AS POSSIBLE.

If no secondary indications present:

  1. LAND AS SOON AS PRACTICABLE.
54
Q

AFCS FAIL Caution Appears

A
  1. FAILURE RESET CPTR 1 and/or CPTR 2

switches (if illuminated) — Press to reset FCC.

If operation is not restored:

NOTE

Loss of FCC #1 will result in loss of SAS1 . Loss of FCC #2 will result in loss of SAS2 , TRIM , and coupled flight director.

  1. Malfunctioning system — Off (if possible).
55
Q

SAS Failure With No Failure/Advisory Indication.

A

If the helicopter experiences erratic motion of the rotor tip path without failure/advisory indication:

  1. SAS1 switch — Off.

If condition persists:

  1. SAS1 switch — ON .
  2. SAS2 switch — Off.

If malfunction still persists:

  1. SAS1 switch — Off. (FPS will automatically disengage).
  2. FPS switch — Verify off.
56
Q

SAS OFF Caution Appears

A
  1. SAS1 and SAS2 switches — Off.
  2. FPS switch — Off.
  3. LAND AS SOON AS PRACTICABLE
57
Q

Collective, Pitch, Roll or Yaw Trim Hardover.

A

This condition will be detected by FCC #2, which will disengage FPS and trim in the affected axis and cause the AFCS FAIL and TRIM FAIL cautions to appear.

If failure occurs:

FAILURE RESET CPTR 1 and/or CPTR 2 switches (if illuminated) — Press to reset FCC.

If failure returns:

Control affected axis manually.

58
Q

Trim Actuator Jammed

A

LAND AS SOON AS PRACTICABLE.

59
Q

Active Vibration Control System Malfunction.

A

If a failure or degraded indication is present with increased vibrations, do the following:

  1. VIB CONT switch — OFF .

If vibrations decrease:

  1. Leave VIB CONT switch off and continue the flight.

If vibrations increase:

  1. Turn VIB CONT switch ON and continue the flight.

NOTE

  • Reducing airspeed may reduce vibrations.
  • Abnormal vibrations not affected by the VIB CONT switch position or associated with an AVCS failure may require more immediate action.
60
Q

Stabilator Malfunction — Auto Mode Failure

A

WARNING

If acceleration is continued or collective is decreased with the stabilator in a trailing edge down position, longitudinal control will be lost. The stabilator shall be slewed to 0° above 40 KIAS and full-down when airspeed is less than 40 KIAS. If the stabilator is slewed up to the 0° position and the AUTO CONTROL RESET switch is pressed during acceleration, the helicopter may pitch to a nose down attitude.

If an AUTO mode failure occurs:

NOTE

Use of cyclic mounted stabilator slew-up switch should be announced to the crew to minimize cockpit confusion.

1. Cyclic mounted stabilator slew-up switch — Adjust as required to arrest or prevent nose down pitch rate.

2. AUTO CONTROL RESET switch — Press ON once after establishing a comfortable airspeed.

If automatic control is not regained:

  1. Manually slew stabilator — Adjust to 0° for flight above 40 KIAS or full down when airspeed is below 40 KIAS. The preferred method of manually slewing the stabilator up is to use the cyclic mounted stabilator slew-up switch.
  2. LAND AS SOON AS PRACTICABLE.

If manual control is not possible, the airspeed limit indication will show the adjusted airspeed limit with a red arc.

  1. Airspeed indicator — Check and fly at or below red arc shown on the indicator.
  2. LAND AS SOON AS PRACTICABLE.
61
Q

Uncommanded Nose Down/Up Pitch Attitude Change.

A

If an uncommanded nose down pitch attitude occurs:

1. Cyclic — Adjust as required.

2. Collective — Maintain or increase.

3. Cyclic mounted stabilator slew-up switch — Adjust as required to arrest nose down pitch rate.

  1. MAN SLEW switch — Adjust to 0° at airspeeds above 40 KIAS and full down at airspeeds below 40 KIAS.
  2. LAND AS SOON AS PRACTICABLE.

If an uncommanded nose up pitch attitude occurs:

1. Cyclic — Adjust as required.

2. Collective — Reduce as required.

  1. MAN SLEW switch — Adjust to 0° at airspeeds above 40 KIAS and full down at airspeeds below 40 KIAS.
  2. LAND AS SOON AS PRACTICABLE.
62
Q

STAB UNLOCKED Caution Appears

A

In flight — LAND AS SOON AS POSSIBLE

63
Q

Integrated Avionics System Malfunctions

The following component failures will result in — LAND AS SOON AS POSSIBLE

A
  1. Loss of two data concentrator units.
  2. Loss of four MFDs.
64
Q

Integrated Avionics System Malfunctions

The following component failures will result in — LAND

AS SOON AS PRACTICABLE.

A
  1. Loss of one data concentrator unit or:
  2. Loss of two EGIs or:
  3. Loss of up to three MFDs or:
  4. Loss of two ADCs or:
  5. Loss of two FMSs.
65
Q

Single EGI Failure

A
  1. Manually control helicopter attitude/flight path.
  2. ATT REV and HDG REV on reversionary panel — Press.
  3. Check FMS EGI page to verify that functioning EGI is being used as the navigation source.
  4. Failed EGI switch — OFF , then ON .
  5. Check FMS INITIALIZATION page 2 for INU-ALN indication.

If successful:

  1. An in-air GPS aided alignment will be done in approximately 2 minutes. To improve the quality of the alignment, make a 90° heading change during the first minute if possible.

If unsuccessful:

  1. EGI switch — OFF
66
Q

Dual EGI Failure

A

1. Transition to ESIS display.

  1. EGI switches — OFF , then ON . If successful, an EGI inflight alignment will automatically be done.
  2. LAND AS SOON AS PRACTICABLE
67
Q

FLT DIR FAIL, FD COUPLE FAIL Cautions Appear

A

1. Check FD/DCP to verify which flight director modes are functioning.

  1. FAILURE RESET CPTR 1 and/or CPTR 2 — Press to clear flight director cautions.
  2. Check AFCS and FCC status page. Clear BITE codes if necessary.
  3. Reengage affected mode when able.
  4. Fly affected axis manually if not restored.
68
Q

Coupled Flight Director Malfunction.

A
  1. RMT SBY switch — Press to disengage FD modes.

If coupled FD does not disengage:

  1. CPLD switch — Press to uncouple FD.

If coupled FD does not disengage:

  1. FPS and TRIM switches — Off.

After FD is uncoupled:

  1. FPS and TRIM switches — ON.
69
Q

MFD or FMS Lockup or Display Blanking

A

CAUTION

Do not attempt to pull out and/or reset circuit breakers while in flight.

  1. If MFD is faulty, cycle MFD mode select switch to OFF, then back to ON.
  2. If FMS is faulty and ESH 1 and 2 are operational, pull the appropriate CDU circuit breakers on the No. 1 dc primary bus or No. 2 dc essential bus, wait 10 seconds, then reset circuit breakers.
  3. If FMS Boot Screen is displayed with software version and date along with NO ETHERNET COMM WITH BC, then an Ethernet Switching Hub (ESH) is malfunctioning and the Bus Controller must be moved to the side of the operational ESH.

Failure of an ESH will cause the follow-on cascade failures (without pilot action):

(a) . Flight director will fail.
(b) . FMS backup bus controller will revert to startup screen.
(c) . Failed FMS onside collective grip radio selector will be inoperative.
(d) . Failed FMS onside MFD will not display flight plan information.
(e) . Failed FMS onside MFD will not display steering cues on ADI.
(f) . Loss of IDM communication — ESH 2 only.

Upon identifying the failure:

NOTE

Collective grip radio selector will not be recovered and only one FMS will be operational. Pulling out a CDU circuit breaker will not recover the failed FMS.

  1. Emergency Control Panel — FMS 1 or FMS 2 (as required).
  2. FMS reversionary — As required.

UH-60M Blackhawk - 2018 (20 decks)

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