Emergency Procedures

Question 1

Dual Engine Fire In Flight

Answer 1

INDICATIONS:

1. Smoke.
2. Fumes.
3. Fire.
4. FIRE PULL and FIRE ENG warning lights and aural alert.

PROCEDURES:

• 1. Flight controls — ADJUST (to establish autorotation).
• 2. Wing stores — JETTISON (as appropriate).
• 3. Throttles — CLOSE.
• 4. FIRE 1 PULL handle — PULL.
• 5. FIRE EXT switch — MAIN.
• 6. FUEL ENG 1 and ENG 2 switches — OFF.
• 7. FIRE 1 PULL handle — PUSH IN.
• 8. FIRE 2 PULL handle — PULL.
• 9. FIRE EXT switch — RESERVE.
     
     10. Autorotative landing — ACCOMPLISH.

Question 2

Emergency Shutdown

Answer 2

• 1. Throttles — CLOSE.
• 2. Rotor brake — ENGAGE.
• 3. Batteries — OFF.
     
     4. Exit helicopter.

[CAUTION]
An emergency engine shutdown occurs when the engine is shut down from a high power setting (above 90 percent Ng) without performing a 2-minute
cooldown. If a normal engine cooldown was not possible, the engine can be restarted if:

— The reason for shutdown is known and restarting will not causeengine damage.

— The engine is motored to cool MGT to 150 °C and restart is initiatedwithin 5 minutes after shutdown.

— The engine is allowed to cool for 4 hours if restart cannot be initiatedwithin 5 minutes after shutdown.

Question 3

HOT START

Answer 3

INDICATION (affected engine):
1. MGT reaches 867 °C before starter cutout.

PROCEDURES:
*1. Throttle (affected engine) — CLOSE.

CAUTION Do not secure the affected engine FUEL switch. The starter would be disabled and preclude motoring of the engine.

*2. START switch (affected engine) — ENGAGE. Motor affected engine for approximately 20 seconds or until MGT decreases below 150 °C.

CAUTION
Observe starter limits.
3. Helicopter — SHUT DOWN.

Question 4

ENGINE FIRE ON START

Answer 4

INDICATIONS:

1. FIRE PULL warning light and aural alert.
2. Smoke.
3. Fire.

PROCEDURES:

• 1. Throttles — CLOSE.
• 2. START switch — OFF.
• 3. FIRE PULL handle (affected engine) — PULL.
• 4. FIRE EXT switch — MAIN/RESERVE. If fire indications persist, switch the extinguisher to RESERVE.
     5. Helicopter — SHUT DOWN.
     6. Exit helicopter.

Question 5

HYDRAULIC #1 FAILURE

Answer 5

INDICATIONS:

1. Grinding or howling noise from pump.
2. Fluctuating or low hydraulic system pressure.
3. MASTER CAUTION light.
4. NO. 1 HYD TEMP/PRESS caution light and aural alert.
5. High tail rotor pedal force.
6. YAW SCAS disengaged.

Note
Control feedback may be evident during abrupt maneuvers.

Question 6

HYDRAULIC #2 FAILURE

Answer 6

INDICATIONS:

1. Grinding or howling noise from pump.
2. Fluctuating or low hydraulic system pressure.
3. MASTER CAUTION light.
4. No. 2 HYD TEMP/PRESS caution light and aural alert.
5. PITCH and ROLL SCAS disengaged.
6. VSS erratic or disengaged.
7. XMSN OIL COOLER caution light and aural alert; GRBX OIL temperature if the OIL COOLER switch isin the SEC position.

CAUTION
The GRBX OIL temperature will rise very rapidly (approximately 28°C perminute) without cooling air through the heat exchanger.

Question 7

ROTOR BRAKE PRESSURIZES IN-FLIGHT

Answer 7

INDICATIONS:

1. MASTER CAUTION light.
2. ROTOR BRAKE warning light and aural alert.
3. Rotor brake handle out of down position.
4. Decrease in rotor rpm.
5. RPM warning light and aural alert.

PROCEDURES:

*1. Rotor brake handle — FULL DOWN.
If warning light(s) extinguish, continue flight.

If warning light(s) remains illuminated:

*2. HYD switch — SYS 2 OFF

Note
With hydraulic system No. 2 off, VSS and SCAS pitch and roll channels will be inoperative.

• 3. Rotor rpm — MONITOR.
     
     4. Land as soon as possible.

Question 8

SCAS FAILURE

Answer 8

INDICATIONS:

1. Reduction in helicopter stability in affected axis(es).
2. Increase in pilot workload to maintain desired attitude.
3. Larger attitude deviations than experienced with an operable SCAS.
4. Possible sudden roll, pitch, or yaw rates separately.

PROCEDURES:

*1. SCAS (affected channels) — OFF.

Note
When the affected SCAS channel is disengaged, the SCAS actuator will return to the centered position almost instantaneously; this coupled with a
simultaneous pilot input to stop the attitude excursion could also result in a greater than expected helicopter response in the opposite direction. If affected channel(s) cannot be identified or excessive aircraft attitude rates develop:

*2. SAS REL switch — PRESS.

WARNING:
Pressing the SAS REL switch will disengage all SCAS channels. The aircraft will simultaneously display unstable tendencies about the pitch, roll,
and yaw axes. Although control of the aircraft can be maintained and safe flight continued, the unstable condition will be aggravated by overcontrolling the aircraft or making large control inputs which could lead to out-of-control flight.

*3. Airspeed — REDUCE (as necessary to maintain controllability).

Note
Airspeed may be adjusted as necessary, however, use caution at higher airspeeds. The decreased aircraft stability and increased control response during SCAS-OFF flight will result in increasingly higher pilot workloads as airspeed increases. Experience has shown that flight below 100 KIAS while avoiding large control inputs will provide an acceptable pilot workload level.

4. Unaffected SCAS channel(s) — REENGAGE (as required).

Note
The affected SCAS channel(s) may be identified by separately engaging each SCAS channel and observing the previously experienced malfunction
indications. In flight, SCAS channel engagement will most likely be attempted with the SCAS rate gyros in a non-nulled condition (i.e., engagement with the NO-GO lights illuminated). In this condition, the actuator will normally make an abrupt input to the flight controls at the moment of engagement.
Attempt to minimize control inputs while reengaging SCAS channels.

5. Land as soon as practicable.

Question 9

Loss of Tail Rotor Thrust or Components In Flight

Answer 9

INDICATIONS:

1. Uncontrollable right yaw.
2. Left roll.
3. Possible nose down pitch. If the loss of thrust is due to the loss of tail rotor components, there may be nosedown tucking and possible high-frequency airframe and/or pedal vibrations.

PROCEDURES:

*1. Flight controls — ADJUST (collective full down, cyclic as appropriate in an attempt to regain controlled flight).

WARNING
Failure to immediately reduce collective can result in sustained right yaw rates of 120-180 degrees per second, thus making a successful autorotation
extremely difficult, as the aircraft may enter the shaded portion of the HV diagram.
*2. Wing stores — JETTISON (as appropriate).

Note
If time and altitude permit, a combination of collective, cyclic, and throttle manipulations may be made in an attempt to reduce rate of descent and extend range.

When committed to landing:
3. Autorotative landing — ACCOMPLISH.

Question 10

Complete Loss of Tail Rotor Thrust or Components IN A HOVER

Answer 10

INDICATIONS:

1. Uncontrollable yaw.
2. Possible nose tuck.
3. High frequency vibrations.

PROCEDURES:

• 1. Throttles — IDLE.
• 2. Autorotative landing — ACCOMPLISH.

Question 11

Engine Np Underspeed

Answer 11

INDICATIONS:

1. Left Yaw (collective position dependant).
2. Nr/Np decrease from normal engine indications if power demand exceeds single-engine limit.
3. MGT decrease.
4. Ng decrease.
5. Torque split.
6. Possible rotor RPM warning light and aural alert.

Question 12

SINGLE ENGINE FAILURE IN FLIGHT

Answer 12

INDICATIONS:

1. Smoke.
2. Fumes.
3. Fire.
4. FIRE PULL and FIRE ENG warning lights and aural alert (affected engine).
5. Smoke trail observed during yaw maneuver.

PROCEDURES:

• 1. Flight controls — ADJUST (to establish single engine parameters).
• 2. Wing stores — JETTISON (as appropriate).
• 3. Throttle (affected engine) — CLOSE.
• 4. FIRE PULL handle (affected engine) — PULL.
• 5. FIRE EXT switch — MAIN/RESERVE. If fire indications persist, switch extinguisher to RESERVE.
     
     6. ENG FUEL switch (affected engine) — OFF.
     7. FUEL CROSS FEED switch — AUTO.

WARNING
If the FUEL LOW caution light is illuminated, the fuel crossfeed valve will open and the fuel boost pumps will activate, pressurizing the fuel system.

8. FUEL TANK INTCON switch — OPEN.
9. Land as soon as possible.

If fire persists:

10. Land immediately.

Question 13

Engine-Driven Suction Fuel Pump Failure

Answer 13

INDICATIONS:

1. NO. 1 or NO. 2 FUEL PRESS light with MASTER CAUTION light and aural alert.
2. Engine instruments decrease (affected engine).
3. Rotor rpm decreases

PROCEDURES:

• 1. FUEL CROSS FEED switch — OPEN.
     
     2. FUEL TANK INTCON switch — VERIFY OPEN.
     3. FUEL PRESS light (affected engine) — CHECK.

CAUTION
Do not make rapid collective movements. Flight above 10,000-foot pressure altitude shall not be attempted.

4. Land as soon as practicable.

If affected engine has flamed out:

5. Single engine failure in flight procedures — EXECUTE.

Question 14

AUTOROTATION

Answer 14

• 1. Flight controls — ADJUST (to maintain Nr and desired airspeed).
• 2. Wing stores — JETTISON (as appropriate).
• 3. Throttles — CLOSE.

Note
Regardless of sink rate at touchdown, damage will be minimized when in a level attitude.

If time and altitude permit:

4. FUEL ENG 1 and ENG 2 — OFF.

After touchdown:

5. Helicopter — SHUT DOWN.

Note
The best glide airspeed is 99 KIAS. The minimum rate-of-descent airspeed is 66 KIAS. Do not exceed 120 KIAS during autorotation. Best NR airspeed is 60-80 KIAS.