EP's

Question 1

The following should be performed for 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 pilot in command

Question 5

Check

Answer 5

Visually observe circuit breaker condition. Do not change condition

Question 6

Pull

Answer 6

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

Question 7

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 be reset only once.

Question 8

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.
WARNING:
-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.
-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.
*2. PCL (malfunctioning engine) — Retard to set:
a. Torque 10% below good engine, or
b. Matched Ng, or
c. Matched TGT.
Note
-Ng does not pass through the
EDECU and is a highly reliable signal.
-Torque signal may be erratic or
drop off for high side conditions
driven by EDECU failure.
-With high collective settings Nr may increase slowly, making high side failure confirmation difficult

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

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.
WARNING
-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.

Question 15

ENGINE HIGH-SPEED SHAFT FAILURE

Answer 15

*1. Engine Malfunction in Flight emergency procedure — Perform.
*2. PCL (malfunctioning engine) — OFF.

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.
CAUTION
-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
WARNING
-Delay in lowering the collective following a dual-engine failure or the loss of the second engine after a single-engine failure will result in loss of rotor rpm and may cause catastrophic failure of the rotor system due to dynamic instability at low rpm.
-If the collective TRIM REL switch is not depressed, altitude hold could result in a catastrophic loss of Nr.
-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.

Question 19

SINGLE-ENGINE FAILURE IN FLIGHT

Answer 19

*1. Engine Malfunction in Flight emergency procedure — Perform

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.
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.
CAUTION
-Receiving engine Ng less than
24% prior to advancing PCL to
IDLE may result in a hot start.
NOTE
-Failure to ensure AIR SOURCE ECS/START switch is in ENG prior to crossbleed start will result in a failed engine start.

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.
WARNING
-Ground resonance can occur rapidly (within three seconds), and produce violent lateral, vertical, and circular vibrations resulting in difficulty reaching PCLs, pilot-induced oscillations and possible dynamic rollover.
-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.
CAUTION
-Application of the rotor brake may aggravate lead/lag tendencies and cause a mechanical failure.
-Continued operations with unusual on-deck vibrations may result in rotor system damage or mechanical failures.

Question 23

HUNG DROOP STOPS

Answer 23

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

Question 24

LOW ROTOR RPM WARNING

Answer 24

*1. Control Nr.

Question 25

MAIN TRANSMISSION MALFUNCTION

Answer 25

If failure is imminent:
*1. Land immediately.
If secondary indications are present:
*2. 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 hydraulic pump, increased noise,
increased vibration levels, or abnormal fumes in the cabin.
-Operation of the main gearbox
with no oil pressure may result in
loss of tail rotor drive.
NOTE
-A minimum power airspeed and low altitude flight profile (approximately 80 feet and 80 KIAS) permits a quick flare prior to 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).

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.
WARNING
-Possible indications of tail rotor imminent failure may include tail/intermediate transmission cautions accompanied by strong medium-frequency vibrations and or hot metal
fumes or any other associated indications.
-High power settings require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure.
NOTE
-Transiting at an altitude sufficient to
enter an autorotation is recommended.
-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.

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).

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).

Question 30

TAIL ROTOR QUADRANT CAUTION

Answer 30

*1. Check for tail rotor control.
If tail rotor control is not available:
*2. Loss of Tail Rotor Control Emergency procedure - Perform
NOTE
-Removing hydraulic power with a single tail rotor cable failure will disconnect the other cable.

Question 31

LOSS OF TAIL ROTOR CONTROL

Answer 31

*1. Collective/airspeed — Adjust as required to control yaw.
WARNING
-After touchdown, rapid reduction
of collective or PCLs may cause
excessive and uncontrollable
yaw rates.
-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.
-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.
-Servo hardovers in the yaw channel may result in loss of tail rotor control
NOTE
-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 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.
WARNING
-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.
CAUTION
-Landing with the BACKUP HYD PMP 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.
NOTE:
-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.

Question 37

UTILITY HYDRAULIC CAUTIONS

Answer 37

*1. Stop dome.

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°.
WARNING
-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.
-If accelerated flight is continued
with the stabilator in the full down position, longitudinal control will be lost.
-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:
—Swimmer deployments lower than
15 feet AGL.
—Night takeoffs, approaches, and landings (except one-time landing following failure).
—Automatic approaches to a hover.
—Simulated emergency procedures,
including practice autorotations.
—Flight in known IMC

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.
*2. Stabilator — Check position visually, 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.
WARNING
-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%.
-Exceeding airspeed versus stabilator angle limits may result in unrecoverable pitch angles.
NOTE
-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.
-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 (1W)

Answer 42

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

Answer 43

*1. Land as soon as possible. Be prepared for dual-engine failure.
*2. APU Emergency Start procedure — Perform
WARNING
-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 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.
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.

Question 45

INTERNAL ENGINE FIRE

Answer 45

*1. Starter — Engage. Motor engine.

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
-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 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.
WARNING
-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%.
-Vapors from the portable fire
extinguisher agent, although
not poisonous, can cause asphyxiation by displacement of oxygen in a confined space.
-Securing all electrical power while IMC or before landing/ditching will result in losing AFCS, ICS and flight instruments.
CAUTION
-Securing Mission Power when securing unnecessary electrical equipment will prevent system damage.
NOTE
-The DIAG page may assist in identifying failing components contributing to the fire.

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.
After landing:
*8. PCLs — OFF.
*9. Rotor brake — On.
*10. Copilot collective — Stow.
*11. Pilot HCU — Stow.
After all violent motion stops:
*12. Egress.
WARNING
-After actuation, the position of the
window emergency jettison handle may cause snagging of personal survival gear, impeding egress.
-Unstrapping and attempting to egress before all violent motion or in-rushing water stops may result in injury or incapacitation.
-Jettisoning stores at descent rates greater than those listed in the NATIP may result in aircraft/rotor system impact from jettisoned stores.

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.
WARNING
-Downward travel of seat may cause injury or entrapment.
-Inflating the LPU prior to egressing the aircraft may lead to entrapment.

Question 51

DUAL-EGI FAILURE

Answer 51

*1. Backup instruments — Scan, as required.
*2. #1 and #2 EGI PWR switches — OFF, then ON.
WARNING
-Altitude changes of ±40 feet may occur with an EGI failure while in a coupled hover

Question 52

MTS UNCOMMANDED LASING

Answer 52

*1. ACI MASTER ARM — SAFE.
*2. LASER SELECT switch— SAFE.
If lasing continues:
*3. FLIR bezel key > +FLIR OFF — Select

Question 53

HELLFIRE MISSILE HANGFIRE

Answer 53

If rocket motor ignites and aircraft yaws:
*1. Adjust controls as required to maintain straight-and-level flight.
WARNING
-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
-Hung ordnance on the right side of the
helicopter shall be jettisoned prior to
landing aboard air capable ships

Question 54

SONAR CABLE ANGLE MALFUNCTION (2C, 1N)

Answer 54

*1. PAC call “CABLE, CABLE, CABLE.”
*2. CABLE ANGLE pushbutton — Off.
*3. Cable angle display — Center.
*4. SO — Fold array.
CAUTION
-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.
CAUTION
-If the 4.25° inner ring is exceeded as 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
-Disengagement of cable angle
hover for 13 seconds followed by
re-engagement will clear inertial
velocity bias.