EPs

Question 1

ENGINE MALFUNCTION IN FLIGHT

Answer 1

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

Question 2

ENGINE HIGH-SIDE FAILURE IN FLIGHT

Answer 2

*1. Engine Malfunction in Flight emergency
procedure — Perform.
(N)
- 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.
*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.

Question 3

ENGINE HIGH-SIDE FAILURE ON DECK

Answer 3

*1. PCL (malfunctioning engine) — IDLE.

Question 4

ENGINE LOW-SIDE FAILURE

Answer 4

*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 5

ENGINE TORQUE OR TGT SPIKING/FLUCTUATIONS

Answer 5

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.
If engine electronic circuitry is suspected:
3. APU Emergency Start procedure — Perform.
(W)
PCL movement during engine fluctuations
may precipitate an engine failure.
(N)
Maintaining a low power setting when
moving the PCL will minimize the Nr decay
rate if the malfunctioning engine fails.
4. 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.
If fluctuations persist:
5. PCL (engine in LOCKOUT) — Retard to IDLE,
then return to FLY.
6. Repeat Steps 4 and 5 for other engine, as
required.
If an engine instrument is spiking/fluctuating with
no secondary indications:
7. Land as soon as practicable.

Question 6

COMPRESSOR STALL

Answer 6

*1. Engine Malfunction in Flight emergency
procedure — Perform.
*2. PCL (malfunctioning engine) — IDLE.
If TGT decreases and stall clears:
3. PCL — Slowly advance to FLY.
If stall remains cleared:
4. Land as soon as practicable. Avoid rapid
collective movement.
If TGT continues to rise, Ng decreases below
normal idle speed, or any other malfunction is
indicated:
5. Engine Shutdown in Flight

Question 7

ENGINE HIGH-SPEED SHAFT FAILURE

Answer 7

*1. Engine Malfunction in Flight emergency
procedure — Perform.
*2. PCL (malfunctioning engine) — OFF.
3. Land as soon as practicable.
Consideration should be given to performing the
following:
4. Engine Shutdown in Flight emergency
procedure.
5. Single-Engine Landing emergency procedure.

Question 8

ABORT START

Answer 8

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.

Question 9

ENGINE MALFUNCTION DURING HOVER/TAKEOFF

Answer 9

*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 10

DUAL-ENGINE FAILURE

Answer 10

*1. Autorotation — Establish.
*2. Immediate Landing/Ditching emergency
procedure — Perform.
If time and altitude permit:
*3. Engine Air Restart emergency procedure —
Perform.

Question 11

SINGLE-ENGINE FAILURE IN FLIGHT

Answer 11

*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 12

ENGINE AIR RESTART

Answer 12

*1. #1 and #2 FUEL BOOST pushbuttons — ON.
*2. APU Emergency Start procedure — As
required.
(N)
Failure to ensure AIR SOURCE ECS/START
switch is in ENG prior to crossbleed start
will result in a failed engine start.
*3. ENGINE IGNITION switch — NORM.
*4. Fuel selector lever — DIR or XFD.
*5. PCL — OFF.
*6. Starter — Engage, motor engine.
*7. PCL — IDLE (TGT 80 °C or less, if time
permits).
*8. PCL — Advance to FLY after starter dropout.
(W)
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.

Question 13

APU EMERGENCY START

Answer 13

*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 14

GROUND RESONANCE/UNUSUAL VIBRATIONS ON DECK

Answer 14

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.
(W)
* 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.

Question 15

HUNG DROOP STOPS

Answer 15

*1. Reengage rotor to greater than 75% Nr.
2. Slightly displace cyclic in an attempt to
dislodge the jammed droop stops.
3. BLADE DEICE POWER switch — ON, as
required.
If, after several attempts, the droop stops do not
engage:
4. Cyclic — Neutral.
5. Shut down engines.
If conditions permit:
6. Do not apply rotor brake.

Question 16

LOW ROTOR RPM WARNING

Answer 16

*1. Control Nr.
2. Determine cause of low Nr condition.

Question 17

MAIN TRANSMISSION MALFUNCTIONS

Answer 17

(W)
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.
If failure is imminent:
*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.
5. Immediate Landing/Ditching emergency
procedure — Perform, as required.
(N)
A minimum power airspeed and low altitude
flight profile (approximately 80 feet and 80
KIAS) permits a quick flare prior to ditching.
If no secondary indications are present:
6. Land as soon as practicable.
(W)
Operation of the main gearbox with no oil
pressure may result in loss of tail rotor drive.
(N)
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 18

TAIL/INTERMEDIATE TRANSMISSION MALFUNCTIONS

Answer 18

(W)
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.
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.
(W)
High power settings require maximum
performance of the tail rotor drive system
and may precipitate ultimate drive failure.
(N)
* 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 19

(#1/#2) INPUT CHIP CAUTION

Answer 19

*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.
For landing:
4. PCL (engine with affected input module) —
FLY, as required.

Question 20

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

Answer 20

*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 21

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

Answer 21

*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 22

TAIL ROTOR QUADRANT CAUTION

Answer 22

*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.
(N)
Removing hydraulic power with a single tail
rotor cable failure will disconnect the other
cable.

Question 23

LOSS OF TAIL ROTOR CONTROL

Answer 23

(W)
* 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.
*1. Collective/airspeed — Adjust as required to
control yaw.
(W)
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.
If servo hardover in the yaw channel is evident:
2. SAS/BOOST pushbutton — Off, as required.
3. TRIM pushbutton — Off, as required.
If tail rotor servo malfunction is evident:
4. TAIL SERVO switch — BKUP.
5. BACKUP HYD PMP switch — ON.
6. Backup Hydraulic Pump Fails to Operate
emergency procedure — Perform, as required.
7. External cargo/stores/fuel — Jettison/dump, as
required.
8. Land as soon as practicable.
9. APU Emergency Start procedure — Perform
prior to landing.
10. PCLs — As required.

Question 24

HYDRAULIC SYSTEM WARNING

Answer 24

*1. Land immediately.

Question 25

1 and #2 HYD PUMP Failure

Answer 25

*1. Restrict flight control movement.
*2. Land as soon as possible.

Question 26

1 PRIMARY SERVO OR #1 TRANSFER MODULE LEAK

Answer 26

*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.
(W)
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 27

2 PRIMARY SERVO OR #2 TRANSFER MODULE LEAK

Answer 27

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

Question 28

BOOST SERVO HARDOVER

Answer 28

*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.
(C)
Landing with a nose up pitch rate may cause
failure of the tail strut. Slight forward drift
not to exceed 5 KGS is acceptable.
(N)
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 29

AFCS DEGRADED CAUTION

Answer 29

*1. Safe altitude and airspeed — Establish
(waveoff/Instrument Takeoff [ITO], as
required).
2. AFCS CONTROL panel — Check status (RAD
ALT/BAR ALT hold).
3. AKNL ADVSY pushbutton — Press.
4. FAIL ADVISORY MODE RESET pushbutton
— Press.
If #1/#2 EGI FAIL advisory appears:
5. Single/Dual EGI Failure emergency procedure
— Perform, as required.
If malfunction is not eliminated:
6. CMPTR PWR/RESET pushbutton — Cycle,
as required.
If malfunction is still not eliminated:
7. Malfunctioning system — Off (if possible).

Question 30

STABILATOR AUTO MODE FAILURE

Answer 30

*1. PAC call — “STAB, STAB, STAB.”
*2. Cyclic — Arrest pitch rate.
*3. Collective — Do not reduce.
*4. STABILATOR MAN SLEW switch — Adjust to
0°.
When at a safe altitude and airspeed:
5. Stabilator circuit breakers — Reset.
a. STAB PWR (PILOT, NO. 2 DC PRI BUS,
RW 4, cb 9).
b. STAB SYS PWR (UPPER COPILOT, DC
ESNTL BUS, RW 2, cb 4).
c. STAB CTRL (PILOT, NO. 2 AC PRI BUS,
RW 4, cb 23).
d. STAB IND (AUX, ESNTL 26 VAC, RW 2,
cb 7).
e. STAB CTRL (AUX, AC ESNTL BUS, RW
1, cb 6).
6. STABILATOR AUTO CONTROL pushbutton
switch — Press on once, as required.
If automatic control is not regained and manual
mode is operable:
7. STABILATOR MAN SLEW switch — Adjust
as required.

Question 31

UNUSUAL ATTITUDE RECOVERY

Answer 31

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

Question 32

ELECTRICAL POWER FAILURE/DUAL GENERATOR FAILURE

Answer 32

*1. Safe altitude and airspeed — Establish.
*2. Stabilator — Check position visually, slew as
required.
(W)
Exceeding airspeed versus stabilator angle
limits may result in unrecoverable
pitch angles.
(N)
The stabilator position indicator will
be inoperative with no power to the
ac essential bus.
*3. APU Emergency Start procedure — Perform.
*4. CMPTR PWR/RESET, SAS 1, SAS 2, TRIM,
AUTO PLT, STABILATOR AUTO CONTROL
pushbuttons — On.
If ac electrical failure:
5. NO. 1 and NO. 2 GENERATOR switches —
RESET, then ON.
If dc electrical failure:
6. Converter circuit breakers — Cycle.
a. NO. 1 CONVERTER (COPILOT, NO. 1 AC
PRI BUS, RW 2, cb 3).
b. NO. 2 CONVERTER (PILOT, NO. 2 AC PRI
BUS, RW 1, cb 1).
If ac and/or dc electrical power is not restored:
7. Land as soon as possible.
8. Nonessential electrical equipment — Off

Question 33

(#1/#2) FUEL FLTR BYPASS CAUTION

Answer 33

If #1 FUEL FLTR BYPASS or #2 FUEL FLTR
BYPASS caution appears:
*1. Fuel selector lever (affected engine) — XFD
(DIR if currently in XFD).
2. #1 and #2 FUEL BOOST pushbuttons — ON.
3. Land as soon as practicable.
(N)
Prolonged crossfeed operation will cause
fuel quantity splits.
If #1 FUEL FLTR BYPASS and #2 FUEL FLTR
BYPASS cautions appear when in DIR/DIR:
*1. #1 and #2 FUEL BOOST pushbuttons — ON.
*2. Land as soon as possible. Be prepared for
dual-engine failure.
3. Immediate Landing/Ditching emergency
procedure — Perform, as required.
If #1 FUEL FLTR BYPASS and #2 FUEL FLTR
BYPASS cautions appear when in XFD/DIR:
*1. Fuel selector levers — SELECT OPPOSITE
POSITIONS.
*2. #1 and #2 FUEL BOOST pushbuttons — ON.
*3. Land as soon as possible. Be prepared for
dual-engine failure.

Question 34

(#1/#2) FUEL PRESS CAUTION

Answer 34

(W)
Rapid collective movements with a FUEL
PRESS caution may cause engine flameout.
If #1 FUEL PRESS or #2 FUEL PRESS caution
appears:
*1. Fuel selector lever (affected engine) — XFD
(DIR if currently in XFD).
If FUEL PRESS caution disappears:
2. Land as soon as practicable.
(N)
Prolonged crossfeed operation will
cause fuel quantity splits.
If FUEL PRESS caution remains:
3. Fuel selector lever (affected engine) — DIR.
4. #1 and #2 FUEL BOOST pushbuttons — ON.
5. Land as soon as practicable.
If #1 FUEL PRESS and #2 FUEL PRESS cautions
appear when in DIR/DIR:
*1. #1 and #2 FUEL BOOST pushbuttons — ON.
*2. Land as soon as possible. Be prepared for
dual-engine failure.
3. Immediate Landing/Ditching emergency
procedure — Perform, as required.
If #1 FUEL PRESS and #2 FUEL PRESS cautions
appear when in XFD/DIR:
*1. Fuel selector levers — Select opposite
positions.
If #1 FUEL PRESS and #2 FUEL PRESS cautions
remain:
*1. #1 and #2 FUEL BOOST pushbuttons — ON.
*2. Land as soon as possible. Be prepared for
dual-engine failure.
3. Immediate Landing/Ditching emergency
procedure — Perform, as required.
If #1 FUEL PRESS and #2 FUEL PRESS cautions
disappear:
1. Land as soon as practicable.

Question 35

UNCOMMANDED FUEL DUMPING

Answer 35

*1. FUEL PUMP circuit breakers — Pull.
a. FUEL PUMP NO. 1 (CABIN, NO. 1 AC PRI
BUS, RW 8, cb 1).
b. FUEL PUMP NO. 2 (CABIN, NO. 2 AC PRI
BUS, RW 1, cb 2).

Question 36

EXTERNAL ENGINE FIRE

Answer 36

*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.
On ground:
9. Fire extinguisher — Discharge into engine
compartment.

Question 37

INTERNAL ENGINE FIRE

Answer 37

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

Question 38

APU FIRE

Answer 38

*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.
7. FUEL PUMP switch — OFF.
8. APU CTRL switch — OFF.

Question 39

COCKPIT FIRE/CABIN FIRE

Answer 39

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.
(N)
The DIAG page may assist in identifying
failing components contributing to the fire.
If fire continues:
*5. Land as soon as possible.
(W)
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%.
6. Stabilator — Manually slew to zero.
7. NO. 1 and NO. 2 GENERATOR switches —
OFF, as required.
8. BATT switch — OFF, as required.
If fire is extinguished:
9. Smoke and Fumes Elimination emergency
procedure — Perform.
10. Land as soon as practicable.

Question 40

SMOKE AND FUMES ELIMINATION

Answer 40

*1. Airspeed — Adjust, as required.
*2. Doors/windows/vents — Open.
*3. Aircraft — Yaw, as required.

Question 41

IMMEDIATE LANDING/DITCHING (PILOT)

Answer 41

*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. Armor wings — Stow, as required.
*8. Windows — Jettison/reset handle, as required.
(W)
After actuation, the position of the
window emergency jettison handle may
cause snagging of personal survival
gear, impeding egress.
After landing:
*9. PCLs — OFF.
*10. Rotor brake — On.
*11. Copilot collective — Stow.
After all violent motion stops:
*12. Egress.
(W)
Unstrapping and attempting to egress before
all violent motion or in-rushing water stops
may result in injury or incapacitation.

Question 42

UNDERWATER EGRESS

Answer 42

*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.

Question 43

DUAL-EGI FAILURE

Answer 43

*1. Backup instruments — Scan, as required.
*2. #1 and #2 EGI PWR switches — OFF, then
ON.
3. If IMC, transition to VMC.
4. Mission display — Ensure dual in-flight
alignment has commenced.
If IMC and neither EGI will align:
5. Land as soon as possible.
If VMC and neither EGI will align:
6. Land as soon as practicable.