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HAC STUDY > Emergency Procedures > Flashcards

Emergency Procedures Flashcards

1
Q

Engine Malfunction in Flight

A
  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

W: flying with greater than 110% torque with one engine inoperative may result in unrecoverable decay in Nr in the event of a dual engine failure.

W: 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.

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2
Q

Eng High Side Failure in Flight

A
  1. EMIF EP - Perform
  2. PCL (Malfunctioning Engine) - Retard to set:
    a. Torque 10% below good engine, or
    b. Matched Ng
    c. Matched TGT

C: if an Np overspeed condition is reached 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 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.

N: 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.

All of the following conditions exist:
TRQ is 10% or greater than other engine.
Ng is 5% or greater than other engine.
Np is matched within 5% of other engine.
Nr is at or above 103%.
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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

A
  1. EMIF EP - Perform

C: When an engine is manually controlled with the PCL in LOCKOUT, the engine response 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.

All of the following conditions exist:
TRQ is 10% below the good engine
Ng is 5% or less than the good engine
Np is at or below 98%
Nr is at or below 97%
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5
Q

Engine Torque or TGT Spiking/Fluctuations

A

If an engine instrument is spiking/fluctuating and inducing secondary indications in Ng, Np and Nr:
1. EMIF - Perform

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

W: PCL movement during engine fluctuations may precipitate an engine failure. Consider performing APU Emergency Start procedure 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.

Difference between engine torques is greater than 10%

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6
Q

Compressor Stall

A
  1. EMIF EP - Perform
  2. PCL (Malfunctioning Engine) - IDLE

C: 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.

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7
Q

Engine High Speed Shaft Failure

A
  1. EMIF EP - Perform
  2. PCL (Malfunctioning Engine) - OFF

C: 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 down Np down toward 100%. The engine must be manually shut down to prevent further damage.

N: the engine Np sensor is unreliable with Np < 20%. For this reason any DRVSHAFT FAIL (#1/#2) should be acknowledged and ignored when Engine Np <20%. No maintenance action is required when in this condition.

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8
Q

Abort Start

A
  1. PCL - OFF
  2. Engine Ignition Switch - OFF

If oil pressure is indicated:
3. Starter - Engage

Ng does not reach 14% within 6 seconds after started initiation.
No oil pressure within 30 seconds after started initiation (do not motor engine)
No light off within 30 seconds after moving PCL to IDLE
ENG STARTER advisory disappears before reaching 52%
TGT is likely to exceed 851c before idle speed is attained

C: during aborted starts, failure to immediately stop fuel flow may result in engine overtemperature.

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9
Q

LDS Malfunction

A

ON DECK
—————-
PCLs Idle: Ng of malf eng 3% to 4% higher than other eng.

During rotor engagement: Eng w/ failed LDS indicates higher TRQ as PCLs are advanced to fly. Good engine may not indicate any TRQ until it’s PCL is in FLY.

PCLs in FLY, collective full down: indications may range from matched TRQ, 100% Np/Nr (no indications of failure), to possible 1 to 2% TRQ split with Nr and both Nps matched 1 to 2% above 100%.

IN FLIGHT
——————
Initial Collective Increase during Takeoff: TRQ Split. TRQ of the engine with the failed LDS will be lower than the good engine.

Stable Hover: Matched TRQs

Collective Increases (below 75% of full up position): TRQ Split. TRQ of bad engine will be lower.

Collective Increases (above 75% of full up): no TRQ Split, both LDS are at max setting.

Collective Decreases (to below 75% full up): TRQ Split. TRQ of bad engine higher.

Stable Flight: Matched TRQs

Autorotation: Rapid Np/Nr rise. Bad engine may show residual TRQ of apprx 12% with collective full down.

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10
Q

Engine Malfunction During Hover/Takeoff

A
  1. Control Nr
  2. C-PWR switch - ON

If a suitable landing site exists or unable to transition to forward flight.

  1. Set level attitude, eliminate drift, cushion landing.

If able to transition to forward flight.

  1. EMIF EP - Perform
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11
Q

Dual Engine Failure

A
  1. Autorotation - Establish
  2. Immediate Landing/ditching Emergency Procedure - Perform

If time and altitude permit:
3. Eng Air Restart Emer Proc - Perform

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12
Q

Single engine out in flight

A
  1. EMIF- Perform

Difference between torques >10%

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13
Q

Engine Air Restart

A
  1. APU emergency start procedure- as required
  2. Engine ignition switch- norm
  3. Fuel selector levers- DIR or XFD
  4. PCLs- Off
  5. Starter- Engage, motor engine
  6. PCLs- Idle (TGT 80c or less if time permits)
  7. PCLs- advance to fly after started 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.

CAUTION: For a crossbleed start the donor engine should indicate the max Ng safely obtainable. Receiving Ng less than 24% prior to advancing PCL to Idle may result in a hot start.

NOTE: Either a single or a dual engine restart may be attempted following a dual engine failure. Decision should be based on applicability of respective start envelopes and considerations of longer time to Idle when executing a dual engine restart.

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14
Q

APU Emergency Start

A
  1. ECS- Off
  2. Air source ECS/start switch- APU
  3. Fuel pump switch- APU boost
  4. APU contr switch- On
  5. APU generator switch- On
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15
Q

UNUSUAL VIBRATIONS ON DECK

A
  1. Collective- Lower
  2. PCLs- Off
  3. Rotor break- Apply as required

CAUTION: Application of the rotor break may aggravate lead/lag tendencies and cause a mechanical failure

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16
Q

HUNG DROOP STOPS

A
  1. Reengage rotors to greater than 75% Nr

NOTE: While operating in cold weather, consideration should be give to turning the BLADE DEICE Control label POWER switch to the POWER ON position. This will activate the droop stop heaters and aid the droop stops in seating.

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17
Q

LOW ROTOR RPM

A
  1. Control Nr

Activated when Nr vertical instrument is less than 96%

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18
Q

MAIN TRANSMISSION MALFUNCTION

A

If Failure is imminent

  1. Land immediately

If secondary indications exist

  1. Land as soon as possible

WARNING: 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 hyd pump, increase noise, increased vibration levels or abnormal fumes in the cabin.

WARNING: operation of the main gearbox with no oil pressure may result in failure of the tail rotor driveshaft takeoff pinion gear and subsequent loss of tail rotor drive.

NOTE: consideration should be given to performing the applicable steps of the immediate landing/ditching EP and transiting at a minimum power airspeed and low altitude profile (80’ and 80kts) to permit a quick flare followed by immediate landing/ditching.

  • a loss of all main transmission lubricating oil may result in unreliable temperature indications from the main transmission temperature gauge and temperature sensor (caution)
  • continued operation in the precautionary range for temperature and pressure are acceptable provided that the ambient conditions and flight regime of the aircraft correspond with the guidance set forth in the limitations section of chapter 4.
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19
Q

TAIL/INTERMEDIATE TRANSMISSION MALFUNCTION

A

If Failure is imminent

  1. Land immediately

If Failure is not imminent

  1. Land as soon a possible

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

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20
Q

INPUT CHIP (#1/#2) CAUTION

A
  1. MAIN TRANSMISSION MALFUNCTION EP- Perform

NOTE: Consideration should be given to returning the engine PCL to fly for landing.

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21
Q

LOSS OF TAIL ROTOR DRIVE

SUFFICIENT ALT/AS TO ESTABLISH AUTOROTATION

A
  1. PAC call- AUTO AUTO AUTO
  2. Autorotarion- establish, center tail rotor pedals.
  3. Drive Failure- attempt to verify
  4. Immediate 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 RLSE switch 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.

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22
Q

LOSS OF TAIL ROTOR DRIVE

ALT/AS INSUFFICIENT TO ESTABLISH AUTOROTATION

A
  1. PAC call- HOVER HOVER HOVER
  2. Collective- Lower
  3. PNAC- Hands On PCLs
  4. PCLs- OFF when directed (approximately 20-30’)

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

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23
Q

LOSS OF TAIL ROTOR CONTROL

A
  1. Collective/airspeed- adjust as req to control yaw

WARNING: Following the appearance of the #1 TAIL RTR SERVO caution without the associated #2 TAIL RTR SERVO ON advisories, the aircraft will demonstrate normal yaw responses at in Flight regimes that do not require excessive tail rotor performance; however, at slower air speeds, below approximately 40 knots more pronounced effects of loss of tail rotor control may become more apparent.

  • After touchdown, rapid reduction of collective or PCLs may cause excessive and uncontrollable yaw rates.
  • if the tail rotor control cables are damaged, the hydraulic transients associated with switching the tail rotor servo from NORM to BACKUP may cause catastrophic damage to the tail rotor controls.

-Servo hardovers in the yaw Channel may result in loss of tail rotor control. Consideration should be given to securing the SAS/BOOST and/or TRIM as necessary.
NOTE: A momentary uncommanded right yaw will occur when the tail rotor servo switches from NORM to BACKUP in a hover. The rate and magnitude will primarily depend on power required and wind direction and magnitude.

24
Q

Tail Rotor Quadrant Caution

A

1: Check for tail rotor control

If tail rotor control is not available

2: loss of tail rotor control EP- Perform

25
Q

HYDRAULIC SYSTEM WARNING

A
  1. Land Immediately
26
Q

1 and #2 HYD PUMP FAILURE

A
  1. Restrict flight control movements

2. Land as soon as possible

27
Q

1 PRIMARY SERVO OR #1 TRANSFER MODULE LEAK

WHAT LIGHTS WILL YOU SEE

A

1 Res low, #1 Hyd pump, BU Pump on

  1. Servo switch- 1st off
  2. Land as soon as practicable

If the BU RSVR LOW caution also appears or the BU pump fails

  1. Land as soon a possible

If the #2 PRI SERVO caution and/or HYD warning appears

  1. Land immediately

NOTE: Be prepared for a loss of tail rotor control

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

28
Q

2 PRI SERVO or #2 TRANSFER MODULE LEAK

WHAT LIGHTS WILL YOU SEE?

A

2 Res low, #2 Hyd pump, BU Pump on

  1. Servo switch- 2nd off
  2. Land as soon as practicable

If the BU RSVR LOW caution also appears or the BU pump fails

  1. Land as soon a possible

If the #1 PRI SERVO caution and/or HYD warning appears

  1. Land immediately

WARNING: Failure to ensure BACKUP HYD PUMP switch is in AUTO or ON position prior to landing with a #2 RSVR LOW or #2 HYD PUMP caution will result in loss of pilot assist servos when the weight on wheels switch is activated.

NOTE: Be prepared for a loss of pilot assist servos

29
Q

BOOST SERVO HARDOVER

A
  1. PAC call- BOOST BOOST BOOST

2. SAS/BOOST pb- OFF

30
Q

Utility pump caution

A
  1. Stop dome

CAUTION: utility hyd pump with little to no hyd fluid shall be secured to prevent damage to the pump.

31
Q

AFCS DEGRADED

A
  1. Safe altitude/airspeed - establish (waveoff ITO, as required)
32
Q

STAB AUTO MODE FAILURE

A
  1. PAC call- STAB STAB STAB
  2. Cyclic- arrest pitch rate
  3. Collective- do not reduce
  4. Man slew switch- adjust to 0

NOTE: In manual mode the following are not recommended:

  • Swimmer deployments lower than than 15’ AGL
  • Night takeoffs/approaches/landings (except one-time landing after failure)
  • Automatic approaches to a hover
  • Simulated Emergency procedures, including practice autorotations
  • Flight in known IMC
STAB AIRSPEED LIMITS
0     150kts
10   100kts
20    80kts
30    60kts
40    45kts

WARNING: It is possible for the stab to fail without illumination of the stab caution or the associated aural warning tone. In this case, the first indication of a failure will be an uncommanded pitch change.

  • reengagent of the automatic mode after a shutdown results in the automatic mode operating for one second. If a hardover signal to one actuator was the cause of the initial shutdown, and reengagement is attempted, the actuator will move before another disengagement is commanded. In this case subsequent reengagement shall not be attempted since it may result in additional stab movement. If acceleration is continued with the stab in the full down position, longitudinal Control will be lost. The stab shall be slewed to 0 as airspeed is increased above 40kts.
  • With large fixed stab angles, reduction in collective pitch results in increased aft cyclic Requirements. Collection reduction during recovery from a trailing edge down stab flight condition should be minimal. If the stab becomes fixed at or near 0, nose high attitudes may occur at slow air speeds.
  • A combination of high airspeed/low altitude coupled with a runaway down stab (indicated by a significant uncommanded nose 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.
  • 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 stab to 0 immediately to gain control of the aircraft. If acceleration is continued with the stab in the full down position, longitudinal Control will be lost.
  • Without stab auto mode, careful crew coordination to manually slew the stab is required to avoid undesirable and potentially dangerous flight regimes and/or aircraft attitudes.
33
Q

UNUSUAL ATTITUDE RECOVERY

A
  1. Level wings
  2. Nose on horizon
  3. Center ball
  4. Stop rates of climb/descent
  5. Control airspeed
34
Q

ELECTRICAL POWER FAILURE/DUAL GENERATOR FAILURE

A
  1. Safe altitude and airspeed- establish
  2. Stab- check position, slew as required
  3. APU Emergency start procedure- Perform
  4. CMPTR PWR, SAS 1, SAS 2, TRIM, AUTO PILOT, STAB AUTO CTRL- on

WARNING: Ensure airspeed vs stab angles limits are not exceeded. Stab auto mode is inoperative.

NOTE: The stab position indicator will be inoperative with no power to the AC essential bus. Attempt to check visually.

NOTE: The capability of slewing the stab is retained via the DC battery essential bus using battery power. Travel is limited to 35 if full down and 30 if full up when a power failure occurs.
-Loss of electrical power to the engine will result in engine anti ice activation regardless of engine anti ice or DEICE MASTER switch position, reducing max torque available by up to 18%. With a malfunctioning inlet anti ice valve, torque available may be reduced by as much as 49%.

35
Q

1 or #2 FUEL FILTER BYPASS OR FUEL PRESS CAUTIONS

A
  1. Fuel selector lever (affected engine)- XFD (DIR if currently in XFD)

WARNING: Low fuel pressure from the respective engine driven boost pump. 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.

36
Q

1 and #2 FUEL FILTER BYPASS OR FUEL PRESS CAUTIONS

A
  1. Land as soon as possible
  2. APU Emergency start procedure- Perform

WARNING: Be prepared for dual engine failure. Recommended airspeed is 80kts to minimize Nr droop should dual engine failure occur.

NOTE: Consideration should be given to performing the applicable steps of the immediate landing/ditching emergency procedure.

WARNING: Intermittent appearance of a FUEL PRESS caution may be an indication of air leaking into the fuel supply lines which may cause momentary fluctuations in engine power and flameout.

37
Q

EXTERNAL ENGINE FIRE

A
  1. Confirm fire
  2. EMIF- Perform
  3. PCL (affected engine)- Off
  4. Engine T-handle (affected engine)- pull
  5. Fire extinguisher switch- main (reserve if required or no AC power)

If airborne and fire continues

  1. Land immediately

If fire appears to be extinguished

  1. Land as soon as possible

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

38
Q

INTERNAL ENGINE FIRE

A
  1. Starter- engage, motor engine

An internal engine fire is indicated by a rise in TGT above 540 after engine shutdown

39
Q

APU FIRE

A
  1. APU T-handle- pull
  2. Confirm fire
  3. Fire extinguisher switch- Reserve (Main if required and available)

If airborne and fire continues

  1. Land Immediately

If fire appears to be extinguished

  1. Land as soon as possible

If on ground

  1. Fire extinguisher- As required

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

40
Q

COCKPIT FIRE/CABIN FIRE

A

If source is known

  1. Affected power switches and CBs- Off/pull
  2. Portable fire extinguisher- as required

If fire continues or source is unknown

  1. Cabin/doors/vents/ECS- close/off as required
  2. Unnecessary electrical equipment and CBs- Off/pull

If fire continues

5.Land as soon as possible

WARNING: loss of electrical power to the engine will result in engine anti ice activation regardless of the position of the anti ice/deice master switches reducing maximum torque available by up to 18%. With an improperly operating engine inlet anti ice valve torque available can be reduced by as much as 49%.

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

  • Vapors from the portable fire extinguisher, although not poisonous can cause asphyxiation by displacement of oxygen in a confined space. The cabin should be ventilated as soon as practical.
  • It may not be advisable to secure all electrical power, thus losing AFCS, ICS and flight instruments prior to achieving VMC or landing/ditching.

CAUTION: If source of fire is unknown, Consideration should be given to securing mission power immediately when securing unnecessary electrical equipment to prevent system damage.

NOTE: Consideration should be given to selecting the DIAG page in order to identify failing components.

41
Q

SMOKE AND FUME ELIMINATION

A
  1. Airspeed- adjust, as required
  2. Doors/windows/vents- Open
  3. Aircraft- Yaw, as required
42
Q

Immediate landing/ditching

A
  1. Crew/pax- alert
  2. Shoulder harness- lock
  3. External cargo/stores/fuel- jettison/dump, as required
  4. Searchlight- as required
  5. Mayday/IFF- Transmit/Emergency

In the flare

  1. Windows- jettison, as required

After landing

  1. PCLs- Off
  2. Rotor break- on
  3. Copilot collective- stow
  4. Pilot HCU- stow

After all violent motion stops

  1. Egress
43
Q

Underwater Egress

A
  1. EBD- as required
  2. Cord(s)- disconnect
  3. Door/window- open/jettison
  4. Place hand on known reference point
  5. Harness- release
  6. Exit helicopter

After egress

  1. Swim clear of helicopter and inflate LPU
44
Q

CARGO HOOK EMERGENCY RELEASE

RAST MESSENGER JETTISON

A
  1. CYCLIC EMER REL- PRESS
45
Q

Dual EGI Failure

A

1: Backup Instruments- Scan, as required
2: #1 and #2 EGI power switches- Off then on

46
Q

MTS UNCOMMANDED LASING

A
  1. ACI MASTER ARM SWITCH- SAFE
  2. LASER SELECT SWITCH- SAFE

If lasing continues:

  1. FLIR BEZEL KEY> +FLIR OFF- SELECT
47
Q

ALL STORES JETTISON

A

ALL STOR JETT- PRESS

48
Q

ROCKET HANGFIRE

ROCKET MISFIRE

A

1: POINT WEAPON IN A SAFE DIRECTION

2: SAFE WEAPON
A. +1760- OFF
B. ACI MASTER ARM- SAFE

49
Q

HELLFIRE MISSILE HANGFIRE

A

If rocket motor ignites and aircraft yaws

  1. Adjust controls as required to maintain straight and level flight.
50
Q

SONAR EMERGENCIES

A

The following should be performed for all sonar malfunctions, error codes or cautions lights:

  1. ALERT CREW
  2. EXECUTE REELING MACHINE MALFUNCTION EP
  3. COMPLETE THE SONAR TROUBLESHOOTING CHECKLIST
51
Q

REELING MACHINE MALFUNCTION EP

A
  1. RM MODE: Press

If dome does not stop:

  1. RMCU ENABLE/DISABLE: DISABLE

If dome does not stop:

  1. UTIL HYD PUMP SWITCH: OFF
  2. IDENTIFY MALFUNCTION
52
Q

Fuel Problem

> 700lbs at land, 800 day/VMC ship
1000 night/VMC ship, >1200 night/IMC ship or hung dome

A

1: turn to landing area
2: climb @ 70kts to 2000’ then 120kts to destination
3: configure A/C (anti ice off, ecs off, radalt off, buoys/ammo jettison)
4: communicate to ship/ATC
5: refine with blue pages and check winds

53
Q

Fuel Emergency

> 600lbs arriving at landing area

A

1: turn to landing area
2: climb @ 70kts to 2000’ then 120 to destination
3: configure aircraft (anti-ice, ecs, radalt, jettison sonobuoys/ammunition, SINGLE UP as req)
4: communicate (7700, declare emergency, tell ship to close position
5: refine in blue pages and assess diverts
6: immediate landing/ditching checklist
7: restart engine no later than 600lbs remaining

Fuel required= (fuel burn x distance)/(airspeed+-wind and ship speed)

54
Q

Ground Resonance/Unusual Vibrations on Deck

A

If ground resonance is encountered and a safe takeoff is possible:

1: Takeoff Immediately
2: Unusual Vibrations in Flight EP-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

55
Q

Sonar cable angle malfunction

A

PAC calls- Cable Cable Cable
Cable Angle Button- press off
Cable angle display- center
SO- fold array

HAC STUDY (14 decks)

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