Emergency Procedures

Question 1

All Emergencies

Answer 1

1. Maintain control of the aircraft.
2. Alert crew.
3. Determine the precise nature of the problem.
4. Complete the applicable emergency procedure or take action appropriate for the problem.
5. Determine landing criteria and land as required.

Question 2

Land Immediately

Answer 2

Execute a landing without delay.

Question 3

Land as soon as possible

Answer 3

Execute a landing at the first site at which a safe landing can be made.

Question 4

Land as soon as practicable

Answer 4

Extended flight is not recommended. The landing site and duration of flight are at the discretion of the PIC.

Question 5

Circuit breaker: Check

Answer 5

Visually observe circuit breaker condition. Do not change condition.

Question 6

Circuit breaker: Pull

Answer 6

If circuit breaker is in, pull circuit breaker out. If circuit breaker is out, do not change condition.

Question 7

Circuit breaker: Reset

Answer 7

If circuit breaker is out, push circuit breaker in. If circuit breaker is in, do not change condition. Popped circuit breakers may reset only once.

Question 8

Circuit breaker: Cycle

Answer 8

If circuit breaker is in, pull circuit breaker out, and then push circuit breaker back in. If circuit breaker is out, do not change condition.

Question 9

ENGINE MALFUNCTION IN FLIGHT

Answer 9

*1. Control Nr.
*2. CONTGCY PWR switch — ON.
*3. Single-engine conditions — Establish.
*4. ENG ANTI-ICE switches — As required.
*5. External cargo/stores/fuel —
Jettison/dump, as required.
*6. Identify malfunction.

Warnings:
1. Flying with greater than 110% torque with one engine inoperative may result in unrecoverable decay of Nr in the event of a dual-engine failure.
2. With engine anti-ice on, up to 18% torque available is lost. Torque may be reduced as much as 49% with improperly operating engine inlet anti-ice valves.

Question 10

ENGINE HIGH-SIDE FAILURE IN FLIGHT

Answer 10

*1. Engine Malfunction in Flight emergency procedure — Perform. N1, N2
*2. PCL (malfunctioning engine) — Retard to set:
a. Torque 10% below good engine, or
b. Matched Ng, or
c. Matched TGT.
3. Land as soon as practicable

Remarks:
If an Np overspeed condition is reached (120%), the overspeed system will flame out the engine and the auto-ignition system will relight the engine. If Nr is not controlled and Np accelerates back to 120%, the overspeed system will flame out the engine again and the auto-ignition system will reset the igniter 5-second timer. The Np overspeed/auto-ignition system will continue cycling until Np/Nr is controlled. A yaw kick may be experienced each time the engine relights.

Note
1. Ng does not pass through the DECU and is a highly reliable signal.
2. Torque signal may be erratic or drop off for high side conditions driven by EDECU failure.
3. With high collective settings, Nr may increase slowly, making high-side failure confirmation difficult. Reducing collective will reveal increasing Nr and verify high-side failure.

Question 11

ENGINE HIGH-SIDE FAILURE ON DECK

Answer 11

*1. PCL (malfunctioning engine) — IDLE.

Question 12

ENGINE LOW-SIDE FAILURE

Answer 12

*1. Engine Malfunction in Flight emergency procedure — Perform.
2. PCL (malfunctioning engine) — Momentarily advance to LOCKOUT, then retard to set: a. Torque 10% below good engine, or
b. Matched Ng, or
c. Matched TGT.
3. Land as soon as practicable.

Question 13

ENGINE TORQUE OR TGT SPIKING/FLUCTUATIONS

Answer 13

If an engine instrument is spiking/fluctuating and inducing secondary indications in Ng, Np, and/or Nr:
*1. Engine Malfunction in Flight emergency procedure — Perform.

If fuel contamination is suspected:
*2. Land as soon as possible.

Warnings:
1. PCL movement during engine fluctuations may precipitate an engine failure.

Note: Maintaining a low power setting when moving the PCL will minimize the Nr decay rate if the malfunctioning engine fails.

Question 14

COMPRESSOR STALL

Answer 14

*1. Engine Malfunction in Flight emergency
procedure — Perform.

*2. PCL (malfunctioning engine) — IDLE.

Remarks:
If the Ng decay relight feature attempts to relight the engine, subsequent compressor stalls may occur and damage the engine. A yaw kick may be experienced each time the engine relights. The engine must be manually shut down.

Question 15

ENGINE HIGH-SPEED SHAFT FAILURE

Answer 15

*1. Engine Malfunction in Flight emergency procedure — Perform. C1

*2. PCL (malfunctioning engine) — OFF.

Remarks:
Following a high-speed shaft failure, the engine will overspeed, the Np overspeed system will flame out the engine, and the auto-ignition system will activate the relight feature. The engine Np governor will eventually bring Np down toward 100%. The engine must be manually shut down to prevent further damage.

Question 16

ABORT START

Answer 16

To abort start:
*1. PCL — OFF.
*2. ENGINE IGNITION switch — OFF.

If engine oil pressure is indicated:
*3. Starter — Engage.
4. Starter — Disengage after 30 seconds and TGT below 540 °C.

Cautions:
1. During aborted starts, failure to immediately stop fuel flow may result in engine overtemperature.

Question 17

ENGINE MALFUNCTION DURING HOVER/TAKEOFF

Answer 17

*1. Control Nr.

*2. CONTGCY PWR switch — ON.

If a suitable landing site exists or unable to transition to forward flight:
*3. Set level attitude, eliminate drift, cushion
landing.

If able to transition to forward flight:
*4. Engine Malfunction in Flight emergency procedure - Perform.

Question 18

DUAL-ENGINE FAILURE

Answer 18

*1. Autorotation — Establish.
*2. Immediate Landing/Ditching emergency procedure — Perform.

If time and altitude permit:
*3. Engine Air Restart emergency procedure — Perform.

Warnings:
1. Rotor rpm decays rapidly following a dual-engine failure or the loss of the second engine after a single-engine failure. Delay in lowering the collective will result in loss of rotor rpm and may cause catastrophic failure of the rotor system due to dynamic instability at low rpm.
2. Altitude hold will remain engaged unless deselected. If the collective TRIM RLSE switch is not depressed, the AFCS will attempt to maintain aircraft altitude. AFCS commanded collective movement could result in a catastrophic loss of Nr.
3. Flying with greater than 110 percent torque with one engine inoperative, may result in unrecoverable decay of Nr in the event of a dual-engine failure. (If both engines fail, generators will drop off line at approximately 80 percent Nr, resulting in loss of both pilot and copilot mission and flight displays.)

Question 19

SINGLE-ENGINE FAILURE IN FLIGHT

Answer 19

*1. Engine Malfunction in Flight emergency
procedure — Perform.

2. Land as soon as practicable.

Consideration should be given to performing the following:
3. Engine Shutdown in Flight emergency procedure.

4. Engine Air Restart emergency procedure.
5. Single-Engine Landing emergency procedure.

Question 20

ENGINE AIR RESTART

Answer 20

*1. APU Emergency Start procedure — As required.
*2. ENGINE IGNITION switch — NORM.
*3. Fuel selector lever — DIR or XFD.
*4. PCL — OFF.
*5. Starter — Engage, motor engine.
*6. PCL — IDLE (TGT 80 °C or less, if time permits).
*7. PCL — Advance to FLY after starter dropout. W1

Warning:
1. If APU is unavailable, and a crossbleed start is necessary, maximum torque available will be reduced during the start sequence. Depending on operating conditions, level flight may not be possible. Ensure AIR SOURCE ECS/START switch is placed to ENG for crossbleed starts.

Caution:
1. For a crossbleed start, the donor engine should indicate the maximum Ng safely obtainable. Receiving engine Ng less than 24% prior to advancing PCL to IDLE may result in a hot start.

Notes:
1. In the event of an alternator failure, the Ng signal may be unavailable. Engine start will not be possible without ac power provided to the ignition exciter.

Question 21

APU EMERGENCY START

Answer 21

*1. ECS — OFF.

*2. AIR SOURCE ECS/START switch — APU.

*3. FUEL PUMP switch — APU BOOST.

*4. APU CTRL switch — ON.

*5. APU GENERATOR switch — ON.

Question 22

GROUND RESONANCE / UNUSUAL VIBRATIONS ON DECK

Answer 22

If ground resonance is encountered and a safe takeoff is possible:
*1.Takeoff immediately.
*2. Unusual Vibrations in Flight emergency procedure - Perform.

If ground resonance is not encountered, or a safe takeoff is not possible:
*3. Collective — Lower.
*4. PCLs — OFF.
*5. Rotor brake — Apply as required.

Warnings:
1. Ground resonance can occur rapidly (within three seconds), and produce violent lateral, vertical, and circular vibrations resulting in difficulty reaching the PCLs, pilot-induced oscillations and possible dynamic rollover.
2. Failure to ensure that ground personnel are clear of the rotor arc and aircraft is free from the deck or chains may result in loss of aircraft or ground personnel.

Cautions:
1. Application of the rotor brake may aggravate lead/lag tendencies and cause a mechanical failure in engine overtemperature.
2. Continued operations with unusual on-deck vibrations may result in rotor system damage or mechanical failure.

Question 23

HUNG DROOP STOPS

Answer 23

*1. Reengage rotor to greater than 75% Nr.

Remarks:
1. While operating in cold weather, consideration should be given to turning the BLADE DEICE POWER switch to ON. This will activate the droop-stop heaters and aid the droop stops in seating.

Question 24

LOW ROTOR RPM WARNING

Answer 24

*1. Control Nr.

Question 25

MAIN TRANSMISSION MALFUNCTION

Answer 25

If failure is imminent: W1
*1. Land immediately.

If secondary indications are present:
*2. Land as soon as possible.
3. APU Emergency Start procedure — Perform.
4. No. 1 and No. 2 GENERATOR switches — OFF, as required.

If no secondary indications are present:
5. Land as soon as practicable. W2, N1, N2. N3

Warnings:
1. Possible indications of main transmission imminent failure may include: yaw attitude excursions with no control input, an increase in power required for a fixed collective setting, failure of a main generator or hydraulic pump, increased noise, increased vibration levels, or abnormal fumes in the cabin.
2. Operation of the main gearbox with no oil pressure may result in loss of tail rotor drive.

Notes:
1. A minimum power airspeed and low altitude flight profile (approximately 80 feet and 80 KIAS) permits a quick flare prior to ditching.
2. A loss of all main transmission lubricating oil may result in unreliable temperature indications from the main transmission temperature gauge and temperature sensor (caution).

Question 26

TAIL/INTERMEDIATE TRANSMISSION MALFUNCTION

Answer 26

If failure is imminent:
*1. Land immediately.

If failure is not imminent:
*2. Land as soon as possible.
3. Immediate Landing/ditching emergency procedure - Perform, as required.

Warnings:
1. Possible indications of tail rotor imminent failure may include tail/intermediate transmission cautions accompanied by strong medium-frequency vibrations and hot metal fumes or any other associated indications.
2. High power settings require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure.

Notes:
1. Transiting at an altitude sufficient to enter an autorotation is recommended.
2. An INT XMSN OIL HOT or TAIL XMSN OIL HOT caution occurring simultaneously with a WCA MISCOMPARE alert may be an indication of a mission computer/backup computer card failure.

Question 27

(#1/#2) INPUT CHIP CAUTION

Answer 27

*1. Main Transmission Malfunction emergency procedure — Perform.

If engine secondary indications are present:
2. Engine Malfunction in Flight emergency procedure — Perform.

3. PCL (engine with affected input module) — IDLE.

Question 28

LOSS OF TAIL ROTOR DRIVE ALTITUDE AND AIRSPEED SUFFICIENT TO ESTABLISH AUTOROTATION

Answer 28

*1. PAC call — “AUTO, AUTO, AUTO.”
*2. Autorotation — Establish. Center tail rotor pedals.
*3. Drive failure — Attempt to verify.
*4. Immediate Landing/Ditching emergency procedure — Perform.
*5. PCLs — OFF when directed (prior to the flare).

Remarks:
Altitude hold will remain engaged unless deselected. If the collective TRIM RLSE button is not depressed, the AFCS will attempt to maintain aircraft altitude through the collective trim servo. AFCS commanded collective movement can result in an accelerated yaw rate.

Question 29

LOSS OF TAIL ROTOR DRIVE ALTITUDE AND AIRSPEED NOT SUFFICIENT TO ESTABLISH AUTOROTATION

Answer 29

*1. PAC call — “HOVER, HOVER, HOVER.”
*2. Collective — Lower.
*3. PNAC — Hands on PCLs.
*4. PCLs — OFF when directed (approximately 20 to 30 ft).

Caution:
1. Altitude may have to be adjusted based on rate of yaw and/or turn.

Question 30

LOSS OF TAIL ROTOR CONTROL

Answer 30

W2, W3, W4
*1. Collective/airspeed — Adjust as required to control yaw. W5

Warnings:
1. Servo hardovers in the yaw channel may result in loss of tail rotor control.
2. After touchdown, rapid reduction of collective or PCLs may cause excessive and uncontrollable yaw rates.
3. If an uncontrolled right yaw develops at too low of an airspeed, loss of waveoff capability may result. Increasing collective may increase the yaw to unrecoverable rates. Performing Loss Of Tail Rotor Drive (Altitude And Airspeed Not Sufficient To Establish Autorotation) procedure may be required.
4. If the tail rotor control cables are damaged, the hydraulic transients associated with switching the TAIL SERVO switch from NORM to BKUP may cause catastrophic damage to the tail rotor controls.

Note:
1. A momentary uncommanded right yaw will occur when the tail rotor servo switches from normal to backup in a hover. The rate and magnitude will primarily depend on power required and wind direction and magnitude.

Question 31

TAIL ROTOR QUADRANT CAUTION

Answer 31

*1. Check for tail rotor control.

If tail rotor control is not available:
*2. Loss of Tail Rotor Control Emergency procedure
— Perform.

If tail rotor control is available:
3. Land as soon as practicable.

Note:
1. Removing hydraulic power with a single tail rotor cable failure will disconnect the other cable.

Question 32

HYDRAULIC SYSTEM WARNING

Answer 32

*1. Land immediately.

Question 33

1 AND #2 HYD PUMP FAILURE

Answer 33

*1. Restrict flight control movement.

*2. Land as soon as possible.

Question 34

1 PRIMARY SERVO OR #1 TRANSFER MODULE LEAK

Answer 34

*1. SERVO switch — 1ST OFF.
*2. Land as soon as practicable.

If the BACK UP RSVR LOW caution also appears or the backup pump fails:
*3. Land as soon as possible. Be prepared for loss of tail rotor control.

If the #2 PRI SERVO PRESS caution and/or HYD warning appears:
*4. Land immediately. W1

Warning:
1. Failure to ensure BACKUP HYD PMP switch is in AUTO or ON position prior to landing with a #1 RSVR LOW or #1 HYD PUMP caution present will result in loss of tail rotor directional control when the weight on wheels switch is activated.

Question 35

2 PRIMARY SERVO OR #2 TRANSFER MODULE LEAK

Answer 35

*1. SERVO switch — 2ND OFF.
*2. Land as soon as practicable.

If the BACK UP RSVR LOW caution also appears or backup pump fails:
*3. Land as soon as possible. Be prepared for loss of the pilot-assist servos.

If the #1 PRI SERVO PRESS caution and/or HYD warning appears:
*4. Land immediately. N2

Caution:
1. Landing with the BACKUP PUMP switch in OFF position with a # 2 HYD PUMP caution will result in loss of pilot assist servos when the weight on wheels switch is activated.

Question 36

BOOST SERVO HARDOVER

Answer 36

*1. PAC call — “BOOST, BOOST, BOOST”.

*2. SAS/BOOST pushbutton — Off.

3. Minimize flight control movements.
4. Land as soon as practicable.
5. Make a shallow approach to a hover, maximum 15 knots crosswind. Taxi no more than necessary. C1, C2

Note:
1. Up to 75 pounds of left pedal force will be required when hovering with boost servos off with starboard crosswinds. This value is significantly reduced with port crosswinds.

Remarks:
Landings with boost servos off on all single spot air-capable ships should only be attempted if there is no large landing platform (LPD or larger) or shore base available.

Question 37

UTILITY PUMP CAUTIONS

Answer 37

*1. Stop dome.

Caution:
1. Utility hydraulic pump with low or no hydraulic fluid shall be secured to prevent damage to the pump.

Question 38

AFCS DEGRADED CAUTION

Answer 38

*1. Safe altitude and airspeed — Establish (waveoff/Instrument Takeoff [ITO], as required).

Question 39

STABILATOR AUTO MODE FAILURE

Answer 39

*1. PAC call — “STAB, STAB, STAB”.
*2. Cyclic — Arrest pitch rate.
*3. Collective — Do not reduce.
*4. STABILATOR MAN SLEW switch — Adjust to 0°.

Warnings:
1. The stabilator may fail without illumination of the associated caution and aural warning tone. Initial indication of failure may be an uncommanded pitch change during accelerated or decelerated flight.
2. If accelerated flight is continued with the stabilator in the full down position, longitudinal control will be lost.
3. A combination of high airspeed/low altitude coupled with a runaway down stabilator will necessitate immediate pilot action to maintain control of the aircraft.

Note:
In Manual mode, the following are not recommended (NFASS):
-Swimmer deployments lower than 15’ AGL
-Night takeoffs, approaches, and landings (except for one-time landing following failure)
-Automatic approach to a hover
-Simulated EPs, to include practice autorotations
-Flight into known IMC

Remarks:
With the stabilator fixed at or near 0°, nose-high attitudes may occur at slow speeds.

Question 40

UNUSUAL ATTITUDE RECOVERY

Answer 40

*1. Level wings.
*2. Nose on horizon.
*3. Center ball.
*4. Stop rate of climb/descent.
*5. Control airspeed.

Question 41

ELECTRICAL POWER FAILURE/DUAL GENERATOR FAILURE

Answer 41

*1. Safe altitude and airspeed — Establish. W4, N2
*2. Stabilator — Check position, slew as required.
*3. APU Emergency Start procedure — Perform.
*4. CMPTR PWR/RESET, SAS 1, SAS 2, TRIM, AUTO PLT, STABILATOR AUTO CONTROL pushbuttons — On.

Warnings:
1. Loss of electrical power to the engine will result in engine anti-ice activation regardless of ENGINE ANTI-ICE or DE-ICE MASTER switch position, reducing maximum torque available by up to 18%. With a malfunctioning inlet anti-ice valve, torque available can be reduced by as much as 49%.
2. Exceeding airspeed versus stabilator angle limits may result in unrecoverable pitch angles.

Notes:
1. The capability of slewing the stabilator is retained via the dc essential bus using battery power. Travel is limited to 35° if full down or 30° if full up when a power failure occurs.
2. The stabilator position indicator will be inoperative with no power to the ac essential bus.

Question 42

(#1/#2) FUEL FLTR BYPASS OR (#1/#2) FUEL PRESS CAUTION

Answer 42

*1. Fuel selector lever (affected engine) — XFD (DIR if currently in XFD).

2. Land as soon as practicable.

Warnings:
1. Intermittent appearance of a FUEL PRESS caution may be an indication of air leaking into the fuel supply lines, which could cause momentary fluctuation in engine power or flameout.

Question 43

1 AND #2 FUEL FLTR BYPASS OR #1 AND #2 FUEL PRESS CAUTIONS

Answer 43

*1. Land as soon as possible. Be prepared for dual-engine failure.

*2. APU Emergency Start procedure — Perform. W2.

Warning:
1. Intermittent appearance of a FUEL PRESS caution may be an indication of air leaking into the fuel supply lines, which could cause momentary fluctuation in engine power or flameout.

Remarks:
80 KIAS is recommended to minimize Nr droop should dual-engine failure occur.

Question 44

EXTERNAL ENGINE FIRE

Answer 44

*1. Confirm fire.
*2. Engine Malfunction in Flight emergency procedure — Perform.
*3. PCL (affected engine) — OFF.
*4. Engine T-handle (affected engine) — Pull.
*5. FIRE EXTGH switch — MAIN (RESERVE if required or ac power is off).

If airborne and fire continues:
*6. Land immediately.

If fire appears extinguished:
*7. Land as soon as possible.
8. Single-Engine Landing emergency procedure — Perform.
9. Fire extinguisher — Discharge into engine compartment.

Warnings:
1. HF transmissions, sunlight filtered through smoke, haze, water, or at sunrise or sunset may trigger the fire detectors and cause a false fire indication.

Question 45

INTERNAL ENGINE FIRE

Answer 45

*1. Starter — Engage. Motor engine.

2. Portable fire extinguisher — As required.
3. Starter — Secure (once TGT decreases below 540 °C).

Question 46

APU FIRE

Answer 46

*1. APU T-handle — Pull.
*2. Confirm fire.
*3. FIRE EXTGH switch — RESERVE (MAIN if required and available).

If airborne and fire continues:
*4. Land immediately.

If fire appears extinguished:
*5. Land as soon as possible.

If on ground:
*6. Fire extinguisher — As required.

Note:
1. HF transmissions, Sunlight filtered through smoke, haze, water, or at sunrise or sunset may trigger the fire detectors and cause a false fire indication.
2. temporary illumination of the APU T-handle during APU start for approximately 3 seconds may be a false indication of an APU fire.

Question 47

COCKPIT FIRE/CABIN FIRE

Answer 47

If source is known:
*1. Affected power switches and circuit breakers — OFF/Pull.
*2. Portable fire extinguisher — As required.

If fire continues or source is unknown:
*3. Cabin/doors/vents/ECS — Close/OFF, as required.
*4. Unnecessary electrical equipment and circuit breakers — OFF/Pull.

If fire continues:
*5. Land as soon as possible. W4

Continue with PCL

Warnings:
1. Vapors from the portable fire extinguisher agent, although not poisonous, can cause asphyxiation by displacement of oxygen in a confined space. The cabin should be ventilated as soon as practical.
2. Securing all electrical power while IMC or before landing/ditching will result in losing AFCS, ICS, and flight instruments.
3. Loss of electrical power to the engine will result in engine anti-ice activation regardless of ENG ANTI-ICE or DE-ICE MASTER switch position, reducing maximum torque available by up to 18%. With a malfunctioning inlet anti-ice valve, torque available can be reduced by as much as 49%.

Caution:
1. Securing Mission Power when securing unnecessary electrical equipment will prevent system damage.

Note:
1. The DIAG page may assist in identifying failing components contributing to the fire.

Remarks:
Severity of the fire and conditions present will dictate whether an immediate landing/ditching is required.

Question 48

SMOKE AND FUMES ELIMINATION

Answer 48

*1. Airspeed — Adjust, as required.

*2. Doors/windows/vents — Open.

*3. Aircraft — Yaw, as required.

Question 49

IMMEDIATE LANDING/DITCHING (PILOT)

Answer 49

*1. Crew and passengers — Alert.
*2. Harness — Locked.
*3. APU Emergency Start procedure - Perform, as required.
*4. External cargo/stores/fuel — Jettison/dump, as required.
*5. Searchlight — As required.
*6. Mayday/IFF — TRANSMIT/EMER.

In the flare:
*7. Windows — Jettison/reset handle, as required. W2
After landing:
*8. PCLs — OFF.
*9. Rotor brake — On.
*10. Copilot collective — Stow.
*11. Pilot HCU — Stow.
After all violent motion stops:
*12. Egress. W3

Warning:
1. Jettisoning stores at descent rates greater than those listed in the NATIP may result in aircraft/rotor system impact from jettisoned stores.
2. After actuation, the position of the window emergency jettison lever may cause snagging of personal survival gear, impeding egress.
3. Unstrapping or attempting to egress before all violent motion or in-rushing water stops may result in injury or incapacitation.

Question 50

UNDERWATER EGRESS

Answer 50

*1. Emergency Breathing Device — As required.
*2. Cords — Disconnect.
*3. Door/window — Open/jettison.
*4. Place hand on known reference point.
*5. Harness — Release.
*6. Exit helicopter.

After egress:
*7. Swim clear of helicopter and inflate LPU.

Warnings:
1. Downward travel of seat may cause injury or entrapment.
2. Inflating the LPU prior to egressing the aircraft may lead to entrapment.

Remarks:
- Water pressure may prevent opening the emergency egress windows until the cabin fills with water. The windows should be jettisoned prior to water entry to optimize the ability of the crew to safely egress.
- Failure to disconnect ICS cord can impede egress. Personal gear may snag during egress, notably on collectives, HCUs, parking brake and RAST release handles, PCLs/Fuel Selectors/Fire T-Handles, or extended window emergency jettison handles.
- If entanglement or disorientation delays egress, hold onto a reference point with one hand. Using the other hand, place the Emergency Breathing Device second stage regulator in your mouth, clear water from your mouthpiece, and continue with egress.

Question 51

CARGO HOOK EMERGENCY RELEASE

Answer 51

*1. Cyclic EMER REL — Press.

Warning:
1. Activating the cyclic EMER REL pushbutton prior to ensuring all crewmembers are clear of cargo hook area may cause injury to crewmembers.

Caution:
1. Pressing the cyclic EMER REL pushbutton with SONAR ARMING armed, CARGO HOOK CTRL armed, RSQ HOIST PWR/ARMED armed, and the RAST MASTER ON will fire the respective CADs.

Question 52

RAST MESSENGER JETTISON

Answer 52

*1. Cyclic EMER REL — Press.

Caution:
1. Pressing the cyclic EMER REL pushbutton with SONAR ARMING armed, CARGO HOOK CTRL armed, RSQ HOIST PWR/ARMED armed, and the RAST MASTER ON will fire the respective CADs.

Question 53

DUAL-EGI FAILURE

Answer 53

*1. Backup instruments — Scan, as required.
*2. #1 and #2 EGI PWR switches — OFF, then ON.

Warning:
1. Altitude changes of ±40 feet may occur with an EGI failure while in a coupled hover.

Question 54

MTS UNCOMMANDED LASING

Answer 54

*1. ACI MASTER ARM — SAFE.

*2. LASER SELECT switch— SAFE.

If lasing continues:
*3. FLIR bezel key > +FLIR OFF — Select.

Question 55

HELLFIRE MISSILE HANGFIRE

Answer 55

If rocket motor ignites and aircraft yaws:
*1. Adjust controls as required to maintain straight-and-level flight.

Warnings:
1. If hung ordnance is recovered, failure of EOD personnel to wait 30 minutes to handle ordnance following an attempted launch may result in burns from the surface of the missile near the thermal battery location.

Note
1. A rocket motor failure may cause the motor to slow burn or smolder and smoke for more than 3 seconds.

Question 56

ALL STORES JETTISON

Answer 56

*1. ALL STORE JETT — Press.

2. Verify store separation. N8, N9

Warning:
1. A catastrophic PIU failure with stores/ordnance on the corresponding weapon station may result in uncommanded jettison of that station’s stores/ordnance. Indications of catastrophic failure may be smoke, fumes or electrical fire.

Notes:
1. ALL STORE JETT does not jettison CMDS stores. CMDS stores can only be jettisoned by selective jettison.
2. All Emergency Jettison panel functions operate normally when running any SIM mode.
3. For weapon stations, a successful all stores jettison will be indicated by the stores being removed from the ORD CTRL page and STOR INV TABLE window within approximately 3 seconds.
4. The sonobuoy inventory table will not update following sonobuoy jettison.
5. With the exception of sonobuoys, when the LIB PIU circuit breaker is pulled, ALL STORE JETT is function regardless of the PIC circuit breaker position.
6. With the RIB PIU circuit breaker pulled, emergency jettison of the external fuel tanks is available regardless of fuel state.

Remarks:
-In the event of a total electrical failure, all stores jettison is inoperative. All stores jettison is not available with weight on wheels. All stores jettison operates regardless of the status (ARM or SAFE) of the ACI MASTER ARM pushbutton.All pylon-loaded weapons will be disarmed before jettison.
- Emergency jettison of auxiliary fuel tanks via the ALL STORE JETT pushbutton is inhibited when less than 40 gallons (approximately 272 pounds) remain in tank.
- Minimum pressure to jettison a full sonobuoy launcher is 1,100 psi. If sonobuoy launcher pressure is less than 1,100 psi, the last sonobuoys in sequence may not jettison, with system securing at 250 psi to ensure safe separation of launched sonobuoys.

Question 57

ROCKET HANGFIRE

Answer 57

*1. Point weapon in a safe direction. N1

*2. Safe weapon.
a. +1760 OFF — Select.
b. ACI MASTER ARM — SAFE.

Note:
1. Normal rocket motor burn time is less than 1.1 seconds. If burning continues for greater than 1.1 seconds, then sympathetic ignition of adjacent rocket motors has occurred.

Question 58

ROCKET MISFIRE

Answer 58

*1. Point weapon in a safe direction.

*2. Safe weapon.
a. +1760 OFF — Select.
b. ACI MASTER ARM — SAFE.

Question 59

Sonar Angle Cable Malfunction

Answer 59

*1. PAC call “CABLE, CABLE, CABLE”.
*2. CABLE ANGLE pushbutton - Off. N1
*3. Cable angle display - Center.
*4. SO - Fold array.

Warning:
1. If the 8.5 outer ring is reached while the TA is leaving the water, there is a significantly increased risk of the TA striking the aircraft, including the rotor blades, which may result in aircrew injury and/or death.
2. If the 4.25 inner ring is reached while the TA is leaving the water during raise operations, there is an increased risk of the TA striking the aircraft which may result in equipment damage.

Note:
1. Disengagement of cable angle hover for 13 seconds followed by re-engagement will clear inertial velocity bias.

Question 60

Sonar emergencies

Answer 60

The following should be performed for all sonar malfunctions, caution lights, or error codes.

1. Alert crew.
2. Execute Reeling Machine Malfunction emergency procedure.
3. Complete the Sonar Troubleshooting checklist.