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MH-60S EPs Flashcards

1
Q

What are the MADCD responsibilities?

A
  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.
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2
Q

What are the landing criteria?

A
  1. Land immediately: Execute a landing without delay.
  2. Land as soon as possible: Execute a landing at the first site at which a safe landing can be made.
  3. Land as soon as practicable: Extended flight is not recommended. The landing site and duration of flight are at the discretion of the Pilot In Command (PIC).
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3
Q

What are the circuit breaker handling terms?

A

Check: Visually observe circuit breaker condition. Do not change condition.
Pull: If circuit breaker is in, pull circuit breaker out. If circuit breaker is out, do not change condition.
Reset: If circuit breaker is out, push circuit breaker in. If circuit breaker is in, do not change condition.
Cycle: 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.

Only reset popped CBs once, and do not hold in CB as it may cause electrical fire.

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4
Q

What is a single engine condition?

A

A flight regime that permits sustained flight with One Engine Inoperative (OEI). Establishing single-engine conditions may include increasing power available, decreasing power required, and achieving single-engine airspeed.

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5
Q

What are the indications of an engine malfunction in flight?

A

Fluctuations in Ng, Np, or TRQ.

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6
Q

What are the steps for 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.
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7
Q

What are the NWCs for engine malfunction in flight?

A

1W: 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.

2W: 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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8
Q

What are the indications of engine high-side failure in flight?

A

(#1/#2) ENG SPEED HI
Trq is 10% 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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9
Q

What is the emergency procedure for engine high-side failure in flight?

A

*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.

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10
Q

What are the NWCs for engine high-side failure in flight?

A

1N: Ng does not pass through EDECU and is a highly reliable signal.
2N: TRQ signal may be erratic or drop-off for high-side conditions driven by EDECU failure.
3N: With high collective settings, Nr may increase slowly making high-side failure confirmation difficult.

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11
Q

What are the indications of engine high-side failure on deck? (Think a singular Caution)

A

(#1/#2) Eng Speed Hi CL.

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12
Q

What is the procedure for engine high-side failure on deck?

A
  1. PCL (malfunctioning engine) - IDLE.
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13
Q

What are the indications of engine low-side failure?

A

Torque of one engine is less than other
Nr decreases below normal selected speed
(#1/#2) ENG SPEED LOW CL [if:]
- TRQ is 10% below good engine
- Ng is 5% or less than good engine
- Np is at or below 98%
- Nr is at or below 97%.

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14
Q

What is the emergency procedure for engine low-side failure?

A

*1 Engine Malfunction in Flight emergency procedure - Perform.

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15
Q

What causes engine TRQ/TGT spiking? ( 2 Answers )

A

Failures/Malfunctions in engine electronic circuitry
Water-contaminated fuel.

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16
Q

What triggers the TQR Split CL // what is the allowable transient split // if its matched in how much time after establishing steady state collective position?

A

TORQUE SPLIT CL
Difference between engine torques is > 10%.
~ 26%
~ Within 6 seconds

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17
Q

What to do if engine TRQ/TGT is spiking?CMIs

A
  1. Engine Malfunction in Flight emergency procedure — Perform.
    If fuel contamination is suspected:
  2. Land as soon as possible.
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18
Q

What are the NWCs for engine TRQ/TGT spiking?

A

1W: PCL movement during engine fluctuations may precipitate an engine failure.
1N: Maintaining a low power setting when moving the PCL will minimize the Nr decay rate if the malfunctioning engine fails.

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19
Q

What causes compressor stall?

A

disturbance of the smooth airflow through the engine, compressor damage, loss of blade/vane material due to erosion, salt encrustation, ice ingestion.

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20
Q

What are the indications of compressor stall? ( THE actual indications in the EP)

A
  • Popping, rumbling, or loud banging
  • Rapid rise in TGT
  • Ng hangup or rapid decrease
  • Loss of power.
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21
Q

What is the procedure for compressor stall?

A

(1C) *1. Engine Malfunction in Flight emergency procedure - Perform.
*2. PCL (malfunctioning engine) - IDLE.

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22
Q

How may A Eng High Speed Shaft Failure manifest itself?

If the High-speed shaft seal breaks what other problems may manifest?

If we figure it out what can my crew do to prevent it from actually failing ?

A

as a high-intensity, medium- to high-frequency vibration that may be felt throughout the aircraft. A howl may accompany the vibration.

XMSN problems because I`m loosing oil PX from it

Secure that respective Engine.

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23
Q

What is the procedure for engine high-speed shaft failure?

A

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

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24
Q

What causes load demand system malfunction?

A

Roll-pin failure
LDS Cable Malfunction.

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25
Q

What are the LDS malfunction indications on deck?

A

PCLs in IDLE: Ng of malfunctioning engine 3% to 4% higher than other engine.
During rotor engagement: Engine with the failed LDS will indicate a higher torque.

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26
Q

What are the LDS malfunction indications in flight?

A

Initial collective increase during takeoff: Torque split.
Stable hover: Matched torques (no indications of failure).
Collective increases (below approx 75%): Torque split.

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27
Q

What are the abort start indications?

A

Abort engine start if any of the following limits are exceeded:

  1. N g does not reach 14% within 6
    seconds after starter initiation.
  2. No oil pressure within 30 seconds after starter initiation (do not motor engine).
  3. No light-off within 30 seconds after moving PCL to IDLE.
  4. ENG STARTER advisory disappears before reaching 52% N g .
  5. TGT is likely to exceed 851 °C before idle speed is attained.
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28
Q

What is the procedure to abort start?

A

To abort start:
*1. PCL - OFF.
*2. ENGINE IGNITION switch - OFF.
If engine oil pressure is indicated:
*3. Starter - ENGAGE.

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29
Q

What is the caution during abort start?

A

Failure to immediately stop fuel flow may result in engine overtemperature.

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30
Q

What are the steps for engine malfunction during hover/takeoff?

A
  1. Control Nr.
  2. CONTGCY PWR switch - ON.
    If a suitable landing site exists:
  3. Set level attitude, eliminate drift, cushion landing.
    If able to transition to forward flight:
  4. Engine Malfunction in Flight emergency procedure - Perform.
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31
Q

What are the indications of dual-engine failure?

A

Nr rapid decay
Left Yaw.

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32
Q

What is the procedure for dual-engine failure?

A

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

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

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33
Q

What are the NWCs for dual-engine failure?

A

(1W) 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.

(2W) If the collective TRIM REL switch is not depressed, altitude hold could result in a catastrophic loss of N r .

(3W) Flying with greater than 110% torque with one engine inoperative, may result in unrecoverable decay of N r in the event of a dual-engine failure.

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34
Q

What are the indications of single engine failure in flight?

A
  1. Left yaw
  2. Nr decreases
  3. (#1/#2) ENG OUT CL (<55% Ng)
  4. Explosion/Unusual Noise
  5. TORQUE SPLIT CL.
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35
Q

What is the procedure for single-engine failure in flight?

A
  1. Engine Malfunction in Flight emergency procedure - Perform.
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36
Q

What are the considerations for attempting a engine air restart?

A

No fire, FOD, mechanical failure

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37
Q

What is the procedure for engine air restart?

A

(1C/1N) 1. #1 and #2 FUEL BOOST pushbuttons-ON
2. APU Emergency Start Procedure-as required
3. Engine ignition switch-NORM
4. Fuel selector lever(s)-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.

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38
Q

What are the NWCs for engine air restart?

A

1C: For a crossbleed start, the donor engine should indicate the maximum Ng safely obtainable.

1W: f 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.

1N: Failure to ensure AIR SOURCE ECS/START switch is placed to ENG for crossbleed starts will result in failed engine start.

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39
Q

Is the APU self contained?

A

the APU does not have a containment device.

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40
Q

What should be done if a safe takeoff is possible during ground resonance?

A

Take off immediately.

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41
Q

What should be done if a safe takeoff is not possible during ground resonance?

A
  1. PCLs - OFF
  2. Rotor brake - Apply.
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42
Q

What should be done during unusual vibrations on deck?

A
  1. Collective - Lower.
  2. PCLs - OFF.
  3. Rotor brake - Apply as required.
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43
Q

What are the NWC for Unusual Vibration?

A

Application of the rotor brake may aggravate lead/lag tendencies and cause a mechanical failure.

• Continued operations with unusual on-deck vibrationsmay result in rotor system damage or mechanical failures.

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44
Q

What should be done if hung droop stops are encountered? (CMI for EP)

A

Reengage rotor to greater than 75% Nr.

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45
Q

What caution light indicates low Rotor RPM / at what percentage does it display?

A

Low Rotor RPM CL (Nr < 96%).

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46
Q

What should be done if main transmission failure is imminent?

A

LAND IMMEDIATELY.

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47
Q

What should be done if secondary indications of main transmission malfunction are present?

A

LAND AS SOON AS POSSIBLE.

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48
Q

What should be done if tail/intermediate transmission failure is imminent?

A

Land immediately.

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49
Q

What should be done if tail/intermediate transmission failure is not imminent?

A

Land as soon as possible.

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50
Q

What are causes of loss of T/R drive?

A

Failure of T/R gearbox, intermediate gearbox, or T/R driveshaft.

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51
Q

What are indications of loss of T/R drive?

A

Right yaw, nose pitch up, aircraft settling.

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52
Q

What should be done if loss of T/R drive with sufficient altitude and airspeed occurs? CMI

A
  1. PAC call - ‘AUTO, AUTO, AUTO’
  2. Autorotation - Establish.
  3. Drive failure - Attempt to verify.
  4. Immediate Landing/Ditching EP - Perform.
  5. PCLs - OFF when directed.
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53
Q

What should be done if loss of T/R drive with insufficient altitude and airspeed occurs?

A
  1. PAC call - ‘HOVER, HOVER, HOVER’
  2. Collective - Lower.
  3. PNAC - Hands on PCLs.
  4. PCLs - OFF when directed.
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54
Q

What are causes of loss of tail rotor control?

A

Cable failures, servo failures, restricted flight controls.

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55
Q

What turns on the T/R quadrant Light?

A

One or both cables leading to T/R quadrant are broken.

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56
Q

TAIL ROTOR QUADRANT CAUTION CMIs

A

*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.

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57
Q

What speeds allow us to maintain your control with a tail servo malfunction

A

Yaw is controllable between 40 and 120 KIAS.

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58
Q

What should be done if loss of tail rotor control occurs?CMI

A

Collective/airspeed - adjust as required to control yaw.

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59
Q

What should be considered if servo hardovers occur in the yaw channel?

A

Securing the SAS/BOOST and/or TRIM as necessary.

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60
Q

What does the HYD warning indicate?

A

Land immediately.

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61
Q

What are the indications of #1 and #2 HYD PUMP failure?

A

1 HYD PUMP FAIL, #2 HYD PUMP FAIL, #1/#2 HYD PUMP FAIL, BACK UP PUMP ON.

62
Q

What should be done in case of #1 and #2 HYD PUMP failure?

A

Restrict flight control movement and land as soon as possible.

63
Q

What are the indications of #1 Primary Servo or #1 Transfer Module leak?

A

1 RSVR LOW, #1 HYD PUMP, BACK UP PUMP ON.

64
Q

What actions should be taken for #1 Primary Servo or #1 Transfer Module leak?

A
  1. Servo Switch-1st off. 2. Land as soon as practicable. If BACK UP RSVR LOW caution appears or backup pump fails: 3. Land as soon as possible. Be prepared for loss of tail rotor control. If #2 PRI SERVO caution and/or HYD warning appears: 4. Land Immediately.
65
Q

What is the NWC for #1 Primary Servo or #1 Transfer Module leak?

A

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

66
Q

What are the indications of #2 Primary Servo or #2 Transfer Module leak?

A

2 RSVR LOW, #2 HYD PUMP, BACK UP PUMP ON.

67
Q

What actions should be taken for #2 Primary Servo or #2 Transfer Module leak?

A

1) SERVO switch — 2ND OFF. 2) Land as soon as practicable. If BACKUP RSVR LOW caution appears or backup pump fails: 3) Land as soon as possible. Be prepared for loss of pilot-assist servos. If #1 PRI SERVO caution and/or HYD warning appears: 4) Land immediately.

68
Q

What is the NWC for #2 Primary Servo or #2 Transfer Module leak?

A

1C: Failure to ensure BACKUP HYD PMP switch is in AUTO or ON position prior to landing with a #2 HYD PUMP caution present will result in loss of pilot assist servos when the weight on wheels switch is activated.

69
Q

What are the indications of Boost Servo Hardover?

A

High cockpit control forces.

70
Q

What actions should be taken for Boost Servo Hardover?

A
  1. PAC call - ‘BOOST, BOOST, BOOST’. 2. SAS/BOOST pushbutton - OFF.
71
Q

What is the NWC for Boost Servo Hardover?

A

1C: Landing with nose up pitch rate may cause failure of the tail strut. Slight forward drift not to exceed 5KGS is acceptable. 1N: 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.

72
Q

What does AFCS DEGRADED indicate?

A

1N: Safe altitude and airspeed - Establish (waveoff/Instrument Takeoff [ITO], as required).

73
Q

What are the indications of Stabilator Auto Mode Failure?

A

Nose Down Pitching moment, STABILATOR CL.

74
Q

What actions should be taken for Stabilator 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°.
75
Q

What are the NWCs for Stabilator Auto Mode Failure?

A

1W: It is possible for the stabilator to fail without illumination of the stabilator caution light and associated aural warning tone. In this case, the first indication of failure may be an uncommanded pitch change during accelerated and unaccelerated flight. 2W: If accelerated flight is continued with the stab in the full down position, longitudinal control will be lost. 3W: With the stab fixed at or near 0, nose-high attitudes may occur at slow speeds.

76
Q

What is the definition of Unusual Attitude?

A

30 pitch and/or 60 bank (but 45 max per Ch. 4).

77
Q

What are the steps for Unusual Attitude Recovery?

A
  1. Level wings. 2. Nose on horizon. 3. Center ball. 4. Stop rate of climb/descent. 5. Control airspeed.
78
Q

What are the indications of Electrical Power Failure/Dual Gen Failure?

A

Complete loss of all mission and flight displays.

79
Q

What actions should be taken for Electrical Power Failure/Dual Gen Failure?

A
  1. Safe altitude and airspeed - establish. 2. Stabilator - check position, slew as required. 3. APU Emergency Start Procedure - Perform. 4. CMPTR POWER / RESET, SAS1, SAS2, TRIM, AUTOPILOT, STABILATOR AUTO CONTROL PBs - ON.
80
Q

What are the NWCs for Electrical Power Failure/Dual Gen Failure?

A

1W: 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%. 1N: 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. 2W: Exceeding airspeed versus stabilator angle limits may result in unrecoverable pitch angles. 2N: The stabilator position indicator will be inoperative with no power to the ac essential bus. Attempt to check visually.

81
Q

1/#2 FUEL FLTR BYPASS Caution Procedure

A

If #1 FUEL FLTR BYPASS or #2 FUEL FLTR BYPASS caution appears:
1. Fuel Selector Lever (affected engine) - XFD (DIR if currently in XFD)

(1N) [see PCL]

82
Q

1/#2 FUEL FLTR BYPASS Caution in DIR/DIR

A

If #1 FUEL FLTR BYPASS and #2 FUEL FLTR BYPASS caution appears when in DIR/DIR:
1. #1/#2 Fuel Boost Pushbuttons - ON
2. Land as soon as possible. Be prepared for dual-engine failure.

83
Q

1/#2 FUEL FLTR BYPASS Caution in XFD/DIR

A

If #1 FUEL FLTR BYPASS and #2 FUEL FLTR BYPASS caution appears when in XFD/DIR:
1. Fuel Selector levers - SELECT OPPOSITE POSITIONS
2. #1/#2 Fuel boost Pushbuttons - ON
3. Land as soon as possible. Be prepared for dual engine failure.

84
Q

1/#2 Fuel Fltr Bypass CL NWCs

A

1N: Prolonged crossfeed operations will cause fuel qty splits.

85
Q

Fuel Pressure Caution Procedure

A

If #1 or #2 fuel pressure caution appears:
1. Fuel selector lever (affected engine) - XFD (DIR if currently in XFD)

[see PCL]

86
Q

Fuel Pressure Caution in DIR/DIR

A

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.

87
Q

Fuel Pressure Caution in XFD/DIR

A

If #1 and #2 fuel press cautions when in XFD/DIR:
1. Fuel selector levers - select opposite positions.

88
Q

Fuel Pressure Caution Follow-up

A

If cautions remain:
1. #1 and #2 fuel boost pushbuttons - ON
2. Land as soon as possible. Be prepared for dual engine failure.

89
Q

Fuel Pressure CL NWCs

A

1W: Intermittent appearance of a 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.
2W: Rapid collective movements with a fuel pressure caution may cause engine flameout.
1N: Prolonged crossfeed operations will cause fuel qty splits.

90
Q

Uncommanded Fuel Dumping Procedure

A
  1. FUEL PUMP cbs - PULL
    a. FUEL PUMP NO. 1 (CABIN, NO. 1 AC PRI, RW 8, cb1)
    b. FUEL PUMP NO. 2 (CABIN, NO. 2 AC PRI, RW 1, cb2)
91
Q

External Engine Fire Procedure

A
  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.

[see PCL]

92
Q

External Engine Fire NWCs

A

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

93
Q

Internal Engine Fire Procedure

A

If TGT > 540 °C post shutdown:
1. Starter - Engage. Motor engine.

[see PCL]

94
Q

APU Fire Procedure

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 ground:
  6. Fire extinguisher - as required.

[see PCL]

95
Q

APU Fire NWCs

A

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

96
Q

Cockpit / Cabin Fire Indications

A

Avionics fire clues: Appearance of a caution associated with the source.
Appearance of an advisory associated with the source (‘DEVICE’ FAIL, I/O, or HOT).
Disappearance of an advisory associated with the source.
Miscompare alerts.
Circuit breaker(s) popping.
Loss of navigational/system information or displayed data (selected source x’ed out/blanked).

97
Q

Cockpit Fire/Cabin Fire Procedure (Known Source)

A

If source is known:
1. Affected power switches and cbs - OFF/Pull.
2. Portable Fire Extinguisher - As required.

98
Q

Cockpit Fire/Cabin Fire Procedure (Unknown Source)

A

If fire continues or source is unknown:
3. Cabin/doors/vents/ECS - CLOSE/OFF, as required.
4. Unnecessary electrical equipment and cbs - OFF/Pull.
If fire continues:
5. Land as soon as possible.

(4W)

99
Q

Cockpit Fire / Cabin Fire NWCs

A

2W: 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.
3W: It may not be advisable to secure all electrical power, thus losing AFCS, ICS, and flight instruments prior to achieving VMC or landing/ditching.
1C: If source of fire is unknown, consideration should be given to securing Mission Power immediately when securing unnecessary electrical equipment to prevent system damage.
1N: Consideration should be given to selecting the Diagnostics (DIAG) page in order to identify failing components.
4W: 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%.

100
Q

Smoke and Fume Elimination Procedure

A
  1. Airspeed - Adjust, as required.
  2. Doors/windows/vents - Open.
  3. Aircraft - Yaw, as required.
101
Q

Immediate Landing/Ditching - Step 1

A

Crew and passengers - alert

102
Q

Immediate Landing/Ditching - Step 2

A

Shoulder harness - locked

103
Q

Immediate Landing/Ditching - Step 3

A

APU Emergency Start Procedure - Perform, as required.

104
Q

Immediate Landing/Ditching - Step 4

A

External cargo/stores/fuel - jettison/dump, as required

105
Q

Immediate Landing/Ditching - Step 5

A

Searchlight - as required

106
Q

Immediate Landing/Ditching - Step 6

A

MAYDAY/IFF - TRANSMIT/EMER

107
Q

Immediate Landing/Ditching - Step 7 (In the flare)

A

Armor wings - Stow, as required

108
Q

Immediate Landing/Ditching - Step 8 (In the flare)

A

Windows - Jettison/reset handle, as required

109
Q

Immediate Landing/Ditching - Step 9 (After landing)

A

PCLs - OFF

110
Q

Immediate Landing/Ditching - Step 10 (After landing)

A

Rotor Brake - ON

111
Q

Immediate Landing/Ditching - Step 11 (After landing)

A

Copilot collective - Stow

112
Q

Immediate Landing/Ditching - Step 12 (After all violent motion stops)

A

Egress

113
Q

Immediate Landing / Ditching NWC 1

A

Stores jettisoned at descent rates greater than those listed in the NATIP have not been tested. Aircraft/rotor system impact from jettisoned stores may be possible.

114
Q

Immediate Landing / Ditching NWC 2

A

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

115
Q

Immediate Landing / Ditching NWC 3

A

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

116
Q

Underwater Egress - Step 1

A

Emergency Breathing Device - as required

117
Q

Underwater Egress - Step 2

A

Cord(s) - disconnect

118
Q

Underwater Egress - Step 3

A

Door/window - open/jettison

119
Q

Underwater Egress - Step 4

A

Place hand on known reference point

120
Q

Underwater Egress - Step 5

A

Harness - release

121
Q

Underwater Egress - Step 6

A

Exit helicopter

122
Q

Underwater Egress - Step 7 (After egress)

A

Swim clear of helicopter and inflate LPU

123
Q

Underwater Egress NWC 1

A

The downward stroke of the seat will change the frame of reference needed for egress. Extended handles, windows, and controls will not be located in the same relative position. Keep legs clear from under seat area. Downward travel of seat may cause injury or entrapment.

124
Q

Underwater Egress NWC 2

A

Do not inflate LPU until outside helicopter.

125
Q

Cargo Hook Emergency Release - Step 1

A

Cyclic EMER REL button - press

126
Q

Cargo Hook Emergency Release NWC 1

A

Pressing the cyclic EMER REL pushbutton with the CARGO HOOK CTRL armed and RSQ HOIST PWR/ARMED armed will fire the respective CADs.

127
Q

Cargo Hook Emergency Release NWC 2

A

Failure to ensure all crew members are clear of cargo hook area prior to activating the EMER REL button may cause injury to crewmembers.

128
Q

Dual-EGI Failure Indications

A

MASTER CAUTION, AFCS DEGRADED, ATT, CPLR, CORD, AUG, A/S, EGI FAIL, HDG FAIL advisories

129
Q

Dual EGI Failure - Step 1

A

Backup instruments - Scan, as required

130
Q

Dual EGI Failure - Step 2

A

1/#2 EGI PWR Switches - OFF, then ON

131
Q

Dual EGI Failure NWC 1

A

Altitude Changes of +/- 40 ft may occur with an EGI failure while in a coupled hover.

132
Q

MTS Uncommanded Lasing - Step 1

A

ACI MASTER ARM - Safe

133
Q

MTS Uncommanded Lasing - Step 2

A

LASER SELECT Switch - Safe

134
Q

MTS Uncommanded Lasing - Step 3 (If lasing continues)

A

FLIR bezel key > +FLIR OFF — Select.

135
Q

Hellfire Missile Hangfire - Step 1

A

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

136
Q

Hellfire Missile Hangfire NWC 1

A

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

137
Q

Hellfire Missile Hangfire NWC 2

A

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

138
Q

20mm Gun System Stoppage and/or Failure to Fire - Step 1

A

Point weapon in a safe direction. If stoppage occurs with a hot gun, point weapon in a safe direction for a minimum of 10 minutes to guard against cook-off.

139
Q

20mm Gun System Stoppage and/or Failure to Fire NWC 1

A

When more than 150 rounds have been fired in a 2-minute period the weapon is considered a ‘hot gun.’

140
Q

20mm Gun System Runaway Gun and/or IZLID 1000P-W Uncommanded Lasing - Step 1

A

Point weapon in a safe direction.

141
Q

20mm Gun System Runaway Gun and/or IZLID 1000P-W Uncommanded Lasing - Step 2

A

ACI MASTER ARM - Safe

142
Q

Rocket Hangfire - Step 1

A

Point weapon in a safe direction.

143
Q

Rocket Hangfire - Step 2

A

Safe weapon.

144
Q

Rocket Hangfire NWC 1

A

Normal rocket motor burn time is less than 1.1 seconds. If motor burns for greater than 1.1 seconds, sympathetic ignition of rocket motors has occurred.

145
Q

When can I legally igonore (#1/#2) DRVSHAFT FAIL caution

A

with Np less than 20% because the Nr sensor is unrealiable in that case.

146
Q

APU EMERGENCY START (CMI)

A

*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.

147
Q

(W) MAIN TRANSMISSION MALFUNCTIONS

A

1W-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.

2W-Operation of the main gearbox with no oil pressure may result in loss of tail rotor drive. If extended flight is necessary, a low power required landing is recommended.

148
Q

MAIN TRANSMISSION MALFUNCTIONS (NOTES)

A

(1N)- A minimum power airspeed and low altitude flight profile (approximately 80 feet and 80 KIAS) permits a quick flare prior to ditching.

(2N)- A loss of all main transmission lubricating oil may result in unreliable temperature indications from the main transmission temperature gauge and temperature sensor.

149
Q

NWC for TAIL ROTOR QUADRANT CAUTION

A

NOTE

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

150
Q

(W) Loss of Tail Rotor Controls

A

1W- Servo hardovers in the yaw channel may result in loss of tail rotor control.

2W After touchdown, rapid reduction of collective or PCLs may cause excessive and uncontrollable yaw rates.

3W 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.

4W- 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.

151
Q

Loss of Tail Rotor Controls (N)

A

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.

EPs (2 decks)

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