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NATOPS > Emergency Procedures > Flashcards

Emergency Procedures Flashcards

1
Q

Engine Malfunction in Flight

A

*1) Control Nr
*2) Contingency Power- On
*3) Single Engine Conditions- Establish
*4) Engine Anti-Ice- As required
*5) External cargo/stores/fuel- Jettison/dump as required
*6) Identify Malfunction
WARNING- Flying at airspeeds greater than 105 KIAS with one engine inoperative may result in unrecoverable decay of Nr in the event of a dual Engine Failure

WARNING- With engine anti-ice on, up to 18% torque available may be lost. Torque may be reduced as much as 49% with improperly operating engine inlet anti-ice valves

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2
Q

Engine High-Side Failure in Flight

1) TQ 10% above good engine
2) Ng is 5% above good engine
3) Np is matched within 5% of good engine
4) Nr 103% or higher

A
  • 1) Engine Malfunction In Flight EP- Perform
  • 2) PCL (malfunctioning engine)- Retard to set:
    a) TQ 10% below good engine or
    b) Matched Ng
    c) Matched TGT

CAUTION: 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 iginiter 5-second timer. The Np Overspeed/Auto-ignition system will continue cycling until Np/Nr is controlled. A yaw kick may be experience each time the engine relights.

NOTE: With high collective settings, Nr may increase slowly, making high-side failure confirmation difficult. Reducing collective will reveal increasing Nr and verify a high side failure.

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3
Q

Engine High-Side Failure on Deck

A

1) PCLs- IDLE

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4
Q

Engine Low-Side Failure

1) TQ is 10% below good engine
2) Ng is 5% below good engine
3) Np is 98% or below
4) Nr is 97% or below

A

*1) Engine Malfunction In Flight EP- Perform
CAUTION: When an engine is manually controlled using the POWER CONTROL LEVER, the engine response time is much faster and the TGT-limiting system is inoperative. Care must be taken to prevent exceeding TGT limits and keeping Nr and Np in their operating ranges; however, the Np overspeed system will still be operative

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5
Q

Engine Torque or TGT Spiking/Fluctuating

Engine TQs difference > 10%

A

*1) Engine Malfunction In Flight EP- Perform

If Fuel Contamination is suspected:
*2) Land As Soon As Possible

WARNING: PCL movement during engine fluctuations may precipitate an engine failure. Consider performing APU EMERGENCY START prior to manipulating the PCL. Maintaining a low power setting when moving the PCL will minimize the Nr decay rate if the malfunctioning engine fails

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6
Q

Compressor Stall

(Rapid Rise in TGT, Hangup or Decrease in Ng, Loss of Power, change in engine noise level from barely audible to muffled explosions)

A
  • 1) Engine Malfunction In Flight EP- Perform
  • 2) PCL (malfunctioning engine)- IDLE

WARNING: 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 experience each time the engine relights. The engine must be manually shut down.

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7
Q

Engine High-Speed Shaft Failure

DRVSHAFT FAIL #1/#2
(TQ < 10%, Np > Nr by 3%)

A
  • 1) Engine Malfunction In Flight EP- Perform
  • 2) PCL (malfunctioning engine)- OFF

WARNING: Following a high speed shaft failure, the engine 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.

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8
Q

Abort Start

1) Ng does not reach 14% in 6 seconds)
2) No Engine Oil Pressure within 30 seconds of starter initiation
3) No light off within 30 seconds of advancing PCL to IDLE
4) ENG START advisory drops out prior to 52% Ng
5) TGT reaches 851% before Idle is attained

A

*1) PCL- OFF
*2) ENGINE IGNITION switch- OFF
If engine oil pressure is indicated:
*3) Starter- Engage
4) Starter- Disengage after 30s and TGT

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9
Q

Engine Malfunction during Hover/Takeoff

A
  • 1) Control Nr
  • 2) C-Power- On

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

If able to transition to forward flight:
*4) Engine Malfunction in Flight EP perform

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10
Q

Dual Engine Failure

A
  • 1) Autorotation- Establish
  • 2) Immediate Landing/Ditching EP- Perform

If time/altitude permit
*3) Engine Air Restart EP- Perform

Warning- > 105 KIAS
Warning- RPM decay if delay in lowering collective = catastrophic failure because dynamic instability
Warning- Altitude Hold if trim not depressed

  • Approx 5000’ to restart an engine
  • Both engine inop, nose will swing left
  • Flat terrain/water = some forward airspeed with rate of descent at a minimum
  • Rough terrain = close to 0 forward airspeed
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11
Q

Single Engine Failure In Flight
(#1/#2 ENG OUT)
Ng < 55%

A

*1) Engine Malfunction In Flight EP- Perform

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12
Q

Engine Air Restart

A
  • 1) #1 and #2 FUEL BOOST pushbuttons- ON
  • 2) APU Emergency Start Procedure- Perform
  • 3) ENGINE IGNITION Switch- ON
  • 4) Fuel Selector Lever(s)- DIR or XFD
  • 5) PCL(s)- OFF
  • 6) Starter(s)- Engage, motor engine
  • 7) PCL(s)- IDLE (TGT 80 or less, if time permits)
  • 8) PCL(s)- Advance to FLY after starter dropout

WARNING- 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.

  • Single or dual-engine start may be attempted
  • Engine failure due to explosion or noise indicates damage. Attempting to restart may produce fire.
  • Alternator Failure = Ng signal unavailable. Engine start will not be possible without AC Power to the ignition exciter.
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13
Q

Unusual Vibrations on Deck

A
  • 1) Collective- Lower
  • 2) PCLs- OFF
  • 3) Rotor Brake- Apply as required
  • Rotor Brake may aggravate lead/lag tendencies
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14
Q

APU Emergency Start

A
  • 1) ECS- OFF
  • 2) AIR SOURCE ECS/START SWITCH- APU
  • 3) FUEL PUMP- APU BOOST
  • 4) APU CONTR SWITCH- ON
  • 5) APU GEN- ON
  • Do not turn off BATT or APU CONTROL if start fails
  • Fails for everything but OIL TEMP HIGH
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15
Q

Hung Droop Stops

A

*1) Reengage rotors to greater than 75% Nr

Note- While operating in cold weather, consideration should be given to turning the Blade De-ice Control Power Switch to POWER ON position. This will activate the droop-stop heaters and aid the droop stops in seating.

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16
Q

LOW ROTOR RPM

<96% Nr

A

*1) Control Nr

17
Q

Main Transmission Malfunction

A

If failure is imminent:
*1) Land Immediately
If secondaries are preset:
*2) Land as soon as possible

WARNING- Possible indications of main transmission malfunction include yaw attitude excursions with no pedal control input, an increase in power required for a fixed collective setting, failure of a main generator or hydraulic pump, increased noise, increased vibrations levels, or abnormal fumes in the cabin.

WARNING- Operation of main gearbox with no oil pressure may result in failure of the tail rotor drive takeoff pinion gear and subsequent loss of tail rotor drive

NOTE- Considerations should be given to performing the applicable steps of the Immediate Landing/Ditching EP and transiting at a minimum power airspeed and low altitude flight profile (approximately 80’ and 80 knots) to permit a quick flare followed by an immediate landing/ditching

NOTE- A loss of all main transmission lubricating oil may result in unreliable temperature indications from the main transmission temperature gauge and temperature sensor (caution light).

18
Q

Tail/Intermediate Transmission Malfunction

A

If failure is imminent:
*1) Land Immediately
If failure is not imminent
*2) Land as soon as possible

WARNING- High power settings require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure

WARNING- Consideration should be given to transiting at an altitude sufficient to enter an autorotation and performing the applicable steps of the Immediate Landing/Ditching EP.

19
Q

Input Chip Caution Light

A

*1) Main Transmission Malfunction EP- Perform

20
Q

Loss of TR Drive Altitude and Airspeed Sufficient to enter Autorotation

A
  • 1) PAC call- “Auto Auto Auto”
  • 2) Autorotation establish. Center tail rotor pedals
  • 3) Drive Failure- Verify
  • 4) Immediately Landing/Ditching EP- Perform
  • 5) PCLs- OFF when directed (prior to the flare)

WARNING- Altitude Hold will remain engaged unless deselected. If the collective trim release 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.

21
Q

Loss of TR Drive Altitude and Airspeed Insufficient to enter Autorotation

A
  • 1) PAC call- “Hover Hover Hover”
  • 2) Collective- Lower
  • 3) PNAC- Hands on PCL
  • 4) PCLs- OFF when directed (approximately 20 to 30’)

CAUTION- Altitude may have to be adjusted based on rate of yaw and/or turn

22
Q

Loss of TR control

A

*1) Collective/Airspeed- Adjust as required to control yaw

WARNING- Following the appearance of the #1 TAIL RTR SERVO without the associated BACKUP PUMP ON and #2 TAIL ROTOR SERVO ON advisories, the aircraft will demonstrate normal yaw responses in flight regimes that do not require excessive tail rotor performance; however, at speeds slower than 40 KIAS, more pronounced effects of loss of tail rotor control may become apparent.

warning- Servo hardovers in yaw channel may result in loss of TR control. Consideration should be given to securing the SAS/BOOST and/or TRIM.

WARNING- After touchdown, rapid reduction of collective or PCLs may cause excessive and uncontrollable yaw rates

WARNING- If the tail rotor control cables are damaged, the hydraulic transients associated with switching the tail rotor from NORM to BACK UP may cause catastrophic damage to the tail rotor cables.

note- A momentary uncommanded right yaw will occur when the tail rotor servo switches from normal to backup in a hover.

23
Q

HYD SYSTEM WARNING

A

*1) Land Immediately

24
Q

1 and #2 Hyd Pump Fail

A
  • 1) Restrict Flight Control Movement

* 2) Land as soon as possible

25
Q

1 Primary Servo or #1 Transfer Module Leak

(#1 RSVR LOW)
(#1 HYD PUMP)
(BACKUP PUMP ON)

A

1*) SERVO switch- 1st OFF
*2) Land as soon as practicable

If BACKUP RSVR LOW caution also appears or backup pump fails:
*3) Land as soon as possible

If #2 PRI SERVO caution and/or HYD warning lgiht appears:
*4) Land Immediately

CAUTION- Switching the BACKUP Pump to OFF with weight on wheels and the #1 HYD PUMP caution light illuminated will result in loss of tail rotor control when the backup pump secures

26
Q

2 Primary Servo or #2 Transfer Module Leak

(#2 RSVR LOW)
(#2 HYD PUMP)
(BACKUP PUMP ON)

A

1*) SERVO switch- 2nd OFF
*2) Land as soon as practicable

If BACKUP RSVR LOW caution also appears or backup pump fails:
*3) Land as soon as possible

If #1 PRI SERVO caution and/or HYD warning lgiht appears:
*4) Land Immediately

NOTE- Be prepared fro loss of pilot-assist servos

27
Q

Boost Servo Hardover

A

*1) SAS/BOOST pushbutton- OFF

CAUTION- Up to 75 lbs of left pedal force will be required when hovering with boost servos off with starboard crosswinds. This value is significantly reduced with port crosswinds.

CAUTION- Landings with BOOST SERO 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 facility.

CAUTION- Landing with aft cyclic movement corresponding with a nose up pitch rate has a significant effect on the instantaneous descent rate of the tailwheel and may cause an overload that ultimately contributes to the failure of the tail strut. If sufficient space and a suitable landing site exists, a landing may be conducted with slight forwards drift not to exceed 5 KGS.

28
Q

AFCS DEGRADED

A

*1) Safe altitude/airspeed- establish (waveoff/ITO as required)

NOTE- If the AFCS DEGRADED caution appears during a night/IMC coupled hover or automatic approach, consideration may be given to continuing hover/approach if not disoriented or unstable.

29
Q

Stabilator Auto Mode Failure

indication, action x2, collective, coordination, re engagement

A
  • 1) PAC call- “STAB STAB STAB”
  • 2) Cyclic- Arrest pitch rate
  • 3) Collective- Do not reduce
  • 4) MAN SLEW switch- Adjust to 0

WARNING- It is possible for the stabilator to fail without illumination of the stabilator caution light and the associated aural warnings tone. In this case, the first indication of failure will be an uncommanded pitch change.

WARNING- Re engagement of the automatic mode after a shutdown results in the automatic mode operating for 1 second. If a hardover signal to one actuator was the cause of the initial shutdown, and re engagement is attempted, the actuator will move before another disengagement is commanded. In this case, subsequent attempts shall not be attempted since it may result in additional stabilator movement. If acceleration is continued with the stabilator in the full down position, longitudinal control will be lost. The stabilator shall be slewed to 0 as airspeed increases over 40.

WARNING- With large fixed stabilator angles, reduction in collective pitch results in increased aft cyclic requirements. Collective reduction during recovery from a trailing edge down stabilator flight condition should be minimal. If the stabilator becomes fixed at or near 0, nose-high attitudes may occur at slow speeds.

WARNING- A combination of high airspeed/low altitude coupled with a runaway down stabilator (as indicated by a significant uncommanded nose-down pitch change) will necessitate immediate pilot action to maintain control of the aircraft. Primary consideration is to disengage the automatic mode by activating manual mode slewing as required.

WARNING- At high airspeeds, immediate recognition and flight control input are essential to avoid an unrecoverable attitude. It is essential for the PNAC to slew the stabilator to 0 immediately to gain control of the aircraft. If acceleration is continued with the stabilator in the full down position, longitudinal control will be lost.

WARING- Without stabilator auto mode, careful aircrew coordination to manually slew the stabilator is required to avoid undesirable and potential dangerous flight regimes and/or aircraft attitudes.

In Manual Mode, the following are not recommended:

1) Swimmer deployments lower than 15’ AGL
2) Night takeoffs, approaches, and landings (except one time landing following failure)
3) Automatic Approaches to a hover
4) Flight into known IMC
5) Simulated EP’s including Practice Autos

30
Q

Unusual Attitude Recovery

30 deg pitch
(60 deg bank)

A
  • 1) Level the Wings
  • 2) Nose of Horizon
  • 3) Center the Ball
  • 4) Stop rate of climb/descent
  • 5) Control Airspeed
31
Q

Total AC Power Failure/Dual Gen Failure

stab stab stab ice ice IMC

A
  • 1) Safe Altitude/Airspeed- Establish
  • 2) Stabilator- Check position, slew as required
  • 3) APU Emergency Start procedure- Perform

WARNING- Ensure airspeed versus stabilator angle limits are not exceeded. Stabilator automatic mode is inoperative

NOTE- Stabilator Position Indicator will be inoperative with no power to the ac essential bus. Attempt to check visually.

Note- The capability of slewing the stabilator is retained via the dc essential bus using battery power. Travel is limited to 35 deg if full down and 20 deg if full up when power failure occurs.

Note- 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%.

Warning- Without electrical power to the dc Primary buses, the engine and inlet anti-ice valves are automatically opened. With an improperly operating engine inlet anti-ice system, a loss of up to 49% power available per engine is lost

Warning- During an emergency where generators are secured intentionally or inadvertently, severe repercussions could result. In any case, actual flight conditions will dictate the immediate procedure to be followed. It may not be advisable to secure electrical power, which will result in the loss of AFCS, normal ICS, and flight and missions displays, prior to achieving VMC or landing/ditching.

32
Q 
#1 or #2 Fuel Pressure Caution Light
(6)
A

If #1 or #2 Fuel Pressure Caution Light:
*1) Fuel Selector Lever (affected engine)- XFD (DIR if currently XFD)

If #1 and #2 Fuel Pressure Caution Light in DIR/DIR:

  • 1) #1 and #2 Fuel BOOST Pushbuttons- ON
  • 2) Land as soon as possible. Be prepared for a dual engine failure.

If #1 and #2 Fuel Pressure Caution Light in DIR/XFD:
*1) Fuel Selector Levers- Select opposite positions

If cautions remain:

  • 1) #1 and #2 FUEL BOOST Pushbuttons- ON
  • 2) Land as soon as possible

NOTE- Recommended airspeed is 80 KIAS to minimize Nr droop should dual-engine failure occur

NOTE- Consideration should be given to performing applicable steps of Immediate landing/Ditching EP

NOTE- Prolonged crossfeed operations will cause fuel quantity splits

Note- #1/#2 FUEL PRESS caution will appear if a low fuel pressure condition exists. Illumination of this caution indicates either a possible malfunction of the engine driven fuel boost pump or an air leak in the system.

Warning- Intermittent appearance of FUEL PRESS caution may be an indication of air leaking into the fuel supply lines, which can cause momentary fluctuation in engine power or flameout. If a FUEL PRESS caution appears, flameout is possible. Do not make rapid collective movements.

Notes- Loss of engine due to low fuel pressure is a greater hazard than pressurizing a leak and creating a fire hazard.

33
Q 
#1 or #2 Fuel Filter Caution Light
(3)
A

If #1 or #2 Fuel Filter Caution Light:
*1) Fuel Selector Lever (affected engine)- XFD (DIR if currently XFD)

If #1 and #2 Fuel Filter Caution Light in DIR/DIR:

  • 1) #1 and #2 Fuel BOOST Pushbuttons- ON
  • 2) Land as soon as possible. Be prepared for a dual engine failure.

If #1 and #2 Fuel Filter Caution Light in DIR/XFD:

  • 1) Fuel Selector Levers- Select opposite positions
  • 2) #1 and #2 FUEL BOOST Pushbuttons- ON
  • 3) Land as soon as possible
34
Q

External Engine Fire

A
  • 1) Confirm Fire
  • 2) Engine Malfunction in Flight EP- Perform
  • 3) PCL (affected engine)- OFF
  • 4) T-Handle (affected engine)- PULL
  • 5) FIRE EXTGH switch- MAIN (RESERVE if required and available)

If airborne and fire continues:
*6) Land Immediately

If Fire appears extinguished:
*7) Land as soon as possible

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

35
Q

Internal Engine Fire

>540 deg on shutdown

A
  • 1) Starter- engage, motor engine
    2) Portable Fire Extinguisher- As required
    3) Starter- Secure (once TGT decreases below 540 deg)
36
Q

APU Fire

A
  • 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 the ground
*6) Fire Extinguisher- as required

Warning- Severity of the and conditions present will dictate whether an immediate landing/ditching is required

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

37
Q

Cockpit/Cabin Fire

A

If source is known:

  • 1) Affected power switches and cbs- Secure
  • 2) Portable Fire Extinguisher- As required

If source is unknown:

  • 3) Cabin/doors/vents/ECS- CLOSE/OFF, as required
  • 4) Unnecessary Electrical Equipment and cbs- Secure

If fire continues:
*5) Land as soon as possible

NOTE- Consideration should be given to selecting DIAG page in order to identify failing components

CAUTION- If source of fire is unknown, consideration should be given to securing mission power immediately when securing unnecessary electrical equipment to prevent damage to the system

NOTE- 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%

Warning- Severity of the and conditions present will dictate whether an immediate landing/ditching is required

Warning- Vapors

Warning- It may not be advisable to secure all electrical power, thus losing AFCS, ICS, and flight instruments prior to achieving VMC or landings/ditching

38
Q

Smoke/Fume Elimination

A
  • 1) Airspeed- adjust, as required
  • 2) Doors/windows- Open
  • 3) Aircraft- Yaw, as required
39
Q

Immediate Landing/Ditching

A
  • 1) Crew/Passengers- Alert
  • 2) Shoulder Harness- Lock
  • 3) External cargo/stores/fuel- Jettison/Dump, as required
  • 4) Searchlight- As required
  • 5) MAYDAY/IFF- Transmit/EMER

In the Flare:

  • 6) Armor Wings- Stow, as required
  • 7) Windows- Jettison, as required

After Landing:

  • 8) PCLs- OFF
  • 9) Rotor brake- ON
  • 10) Copilot Collective- Stow
  • 11) Egress

CAUTION- Time permitting, consideration should be given to executing APU emergency Start Procedure to maintain electrical and hydraulic power upon rotor disengagement.

WARNING- After actuation, the position of the jettison window lever may cause snaggin of personal survival gear, impeding egress. Time permitting, reset jettison handle to the aft position prior to the egress.

WARNING- Failure to remain strapped in aircraft until all violent motion or in-rushing water stops may result in injury or incapacitation.

NATOPS (2 decks)

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