NATOPS Ch12 Emergency Procedures

Question 1

Engine Malfunction in Flight

Answer 1

1. Control Nr ​
2. CONTGCY PWR switch - ON
3. Single-engine conditions - Establish
4. ENG ANTI-ICE switched - 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

WARNING

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 2

Abort Start

Answer 2

To abort start:

1. PCL - OFF ENGINE
2. IGNITION switch - OFF

If engine oil pressure is indicated:

3. Starter - ENGAGE
4. Starter - Disengage after 30 seconds and TGT below 540C

CAUTION

During aborted starts, failure to immediately stop fuel flow may result in engine over temperature.

Question 3

Immediate Landing/Ditching (Pilot)

Answer 3

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

WARNING

Unstrapping and attempting to egress before all violent motion or in-rushing water stops may result in injury or incapacitation.

Question 4

Electrical Power Failure/Dual Generator Failure

Answer 4

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, AUTOPLT, STABILATOR AUTO CONTROL - ON

WARNING

Exceeding airspeed versus stabilator angle limits may result in unrecoverable pitch angles.

NOTE

The stabilator position indicator will be inoperative with no power to the ac essential bus.

Question 5

Cockpit Fire/Cabin Fire

Answer 5

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:

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

WARNING

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 max torque available by up to 18%. With a malfunctioning inlet anti-ice valve, torque available can be reduced by as much as 49%.

WARNING

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

WARNING

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.

WARNING

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 Diagnostics (DIAG) page in order to identify failing components.

Question 6

What are the indiciations of a High Speed Shaft Failure?

What if theres a failure at the high speed shaft seal?

Answer 6

Np is greater than Nr by more than 3% and engine torque is below 10%._ May manifest itself as high-intensity, med to high-frequency vibration that may be felt throughout the aircraft. A howl may accompany the vibration.

Cockpit indications may initially remain normal; however, if the high-speed shaft seal at the input module is damaged and transmission oil is lost, secondary indications of impending failure (transmission oil pressure and temperature) may be present. Consideration should be given to securing the engine, thereby precluding catastrophic failure of the high-speed shaft

Question 7

How long will the battery last after Dual Gen Failure?

When will you lose your backup Attitude indicator?

What lights will you have and for how long?

Answer 7

With ac and/or dc power failure, battery life may be no more than 11 min (day) and 9 min (night). Stab auto programming will be inoperative when ac essential bus is lost and manual slew capability will be lost when the dc essential bus is lost.

Ac and/or dc electrical failure will result in complete loss of all MD/FDs. Backup instruments will be available, but backup attitude indicator will only operate for a max of 9 min after battery depletion.

If ac power loss, lighting limited to: rotor head light, secondary lights, cabin dome lights, and utility lights. No internal lighting once battery below 35%.

With a dual-converter dc failure, the MASTER CAUTION light, warning tones, upper console lights, lower console lights and secondary/backup instrument lights will be available.

Question 8

Following should be performed for all emergencies:

Answer 8

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 9

Tail/Intermediate Transmission Malfunction

Answer 9

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.

WARNING

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.

NOTE
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 10

Indications of a LDS or Roll-Pin Failure while on deck

Answer 10

A Roll pin failure will result in maximum LDS input to the HMU, regardless of collective position. This condition may result in excess power driving the main rotor during an autorotative descent beacuse the DECU will not have enoughdown-trimming authority to reduce torque to zero.

1. PCLs in IDLE - Ng of malf eng 3-4% higher Rotor
2. Engagement - Eng with failed LDS will indicate higher torque as PCLs are evenly advance to FLY. Good eng may not indicate torque until PCL is in FLY
3. PCLs in FLY, collective full down - May range from matched torque , 100% Np/Nr (no indications of failure), to possible 1-2% torque split with Nr and both Np’s matched 1-2% above 100%

Question 11

Describe what can cause a restriction in flight controls

Answer 11

Can be caused by FOD, mechanical failure of tail rotor servos, or a servo hardover.

A yaw trim malfunction induced by AFCS computer can produce about 30lbs of force at pedal. An internally jammed yaw trim actuator can produce up to 80lbs of force until clutch slippage relieves this force. The pilot can override any yaw trim force by applying opposite pedal then turning trim off.

A malfunction within the yaw boost servo or tail servos can produce higher forces and affected servo must be turned off. Hardover failure of the yaw boost servo will increase control forces as much as 250lbs on the pedals.

Question 12

Smoke and Fumes Elimination

Answer 12

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

Question 13

Engine Low Side Failure

Answer 13

1. EMIF ep - Perform

When an engine is manually controlled with the ENG POWER CONT lever 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.

Question 14

Indications of a LDS or Roll-Pin Failure while in flight

Answer 14

1. Initial collective increase - Torque split. Torque of engine with failed LDS will be lower
2. Stable hover - matched torques
3. Collective increases (below approx 75% full up) - Torque split. Torque of engine with failed LDS will be lower
4. Collective increases (above appox 75% full up) - No split. Both LDS are at max setting
5. Collective decrease (to position below approx 75% full up) - Torque split. Torque of engine with failed LDS will be above good eng
6. Stable flight - Matched torques
7. Auto - Rapid Np/Nr rise. Engine with failed LDS may show a residual torque of approx 12% with collective full down

Question 15

APU Emergency Start

Answer 15

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

Question 16

What is required to reset the BACKUP PUMP PWR CB?

Answer 16

CAUTION

If the BACK UP PUMP PWR circuit breaker is out and a condition exists that requires the backup pump to operate, then either the hydraulic system must be configured so that the backup pump will not activate upon resetting the cb, or ac power must be secured prior to resetting the circuit breaker. Damage to the current limiters may occur and will be indicated by a loss of all loads on No 1 ac primary bus.

Question 17

Engine Torque or TGT Spiking/Fluctuations

Answer 17

If an engine instrument is spiking/fluctuating and inducing secondary indications in Ng. Np, and/or Nr:

1. EMIF ep - 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 18

What is single engine condition and how do you achieve it?

Answer 18

A flight regime that permits sustained flight with OEI. Establishing single-engine conditions may include increasing power available (turning C-power on and engine anti-ice off), decreasing power required (dumping fuel and jettisoning cargo), and achieving single-engine airspeed.

Question 19

Cargo Hook Emergency Release

Answer 19

WARNING

Activating the cyclic EMER REL pushbutton prior to ensuring all crewmembers are clear of the cargo hook area may cause injury to crewmembers.

*1. Cyclic EMER REL pushbutton

Question 20

Engine Malfunction During Hover/Takeoff

Answer 20

*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 21

Loss of Tail Rotor Control

Answer 21

*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.
WARNING
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 require

WARNING
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.
WARNING
Servo hardovers in the yaw
channel may result

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 22

Unusual Attitude Recovery

Answer 22

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

Unusual attitudes are considered to be at attitudes of over 30° pitch and/or 60° bank. During all unusual attitude recoveries, the nose-low attitude is the desired condition from which to complete all recoveries.

Question 23

Describe what happens when you have a failed Tail Rotor Cable (or two)

Answer 23

If one cable fails, receive TAIL ROTOR QUADRANT caution–no change in handling.

If both fail, tail rotor control lost. Gross weight - 19,500lbs, level flight and out of ground effect, the setting will provide balanced level flight at about 25 and 145 KIAS.

Below 25 and above 145, the tail rotor does not produce enough thrust to counteract main rotor head torque, causing yaw right (reduce collective and/or adjust airspeed to correct).

For airspeeds between 25-145, the tail rotor provides too much thrust for a given torque setting, causing yaw left. (increase collective and/or adjust airspeed to correct)

Question 24

Engine High Side Failure in Flight

Answer 24

*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.
NOTE
Torque signal may be erratic or
drop off for high side conditions
driven by EDECU failure.

Question 25

What are the indiciations of a compressor stall?

Answer 25

Rapid increase in TGT, hangup or rapid decrease in Ng, loss of power, or a change in engine noise level varying from barely audible to muffled explosions.

Question 26

How long will you remain upright/afloat after a ditch? When ditching what should you aim for?

Answer 26

After water landing, aircraft tends to sink nose down and roll unpredictably to either side within 10 sec. Ac may maintain buoyancy for 2-5 min. Ditching should be made into prevailing winds and into or just past the crest on the backside of a wave. It is recommended that the aircraft ditch parallel to and near the crest of a swell if there is a crosswind of 25 knots or less. If there is a strong crosswind, ditch into the wind, making contact on the upslope of the swell near the top

Question 27

Utility Pump Caution

Answer 27

1. Stop dome **CAUTION** Utility hydraulic pump with low or no hydraulic fluid shall be secured to prevent damage to the pump.

Question 28

Hydraulic System Warning

Answer 28

1. LAND IMMEDIATELY ## Footnote The HYD warning will occur as a result of several compounded hydraulic malfunctions. The order in which the hydraulic emergency will present itself _should allow the pilot early indications of the impending failure._

Question 29

Tail Rotor Quadrant Caution

Answer 29

*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. ## Footnote If Tail Rotor Control Not Available: 1. Loss of Tail Rotor Control Emergency Procedure - Perform

Question 30

What are the Stabilator airspeed Limits?

Answer 30

0° -- 150 KIAS 10° -- 100 KIAS 20° -- 80 KIAS 30° -- 60 KIAS 40° -- 45 KIAS

Question 31

Boost Servo Hardover

Answer 31

*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 32

Underwater Egress

Answer 32

*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. **WARNING** Inflating the LPU prior to egressing the aircraft may lead to entrapment.

Question 33

Hellfire Missile Hangfire

Answer 33

If rocket motor ignites and aircraft yaws: 1. Adjust controls as required to maintain straight and level flight. **WARNING** The Hellfire missile thermal battery produces voltage for up to 30 min after the Hellfire missile squib is automatically fired during the launch sequence. If continued flight is possible, the aircraft should remain airborne with the HF missile pointed in a safe direction for minimum of 30 min to allow the thermal battery to become inert. **CAUTION** Personnel should not handle hung ordnance for at least 30 min after attempted launch. **NOTE** Normal rocket motor burn time is less than 3 seconds. A rocket motor failure may case the motor to slow burn or smolder and smoke for more than 3 seconds. **NOTE** The missile thermal battery does not provide the voltage for the rocket motor fire train. Aircraft power via the Signal Data Converter (AH SDC) is required to fire the rocket motor squibs. If motor squibs have not fired in 1.5 sec after launch attempt, the missile Safe and Arm Device (SAD) will mechanically return to the safe condition. This will disconnect the firing circuit from rocket motor squibs.

Question 34

What could cause an APU fire indication?

Answer 34

APU fires are most commonly the result of _pooled fuel in the combustion chamber_ prior to start (wet start). Since the exhause fire is confined to exhaust section, fire extinguishing system without an illuminated APU T-handle may be ineffective. Most cases, continue operation will extinguish the flame

Question 35

What will cause you to lose Coupler Approach functionality with regards to the EGIs?

Answer 35

Loss of _either EGI attitude data_ or the CPLR fail advisory light will result in AFCS degradation. This includes loss of all approach coupler functionality and, depending on the nature of the failure, loss or degradation of autopilot functions. Loss of _heading and velocity data from EGI 2_ will result in loss of approach coupler functionality.

Question 36

What are the Criteria for executing an Abort Start?

Answer 36

Abort engine start if any of the following limits are exceeded: 1. Ng does not reach 14% within 6 sec after starter initiation 2. No oil pressure within 30 sec after starter initiation (do not motor engine) 3. No light-off within 30 sec after moving PCL to IDLE 4. ENG STARTER advisory disappears before reaching 52% Ng 5. TGT is likely to exceed 851°C before idle speed is attained

Question 37

Ground Resonance/Unusual Vibrations on Deck

Answer 37

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. **WARNING** 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 38

Dual-EGI Failure

Answer 38

*1. Backup instruments — Scan, as required. *2. #1 and #2 EGI PWR switches — OFF, then ON.1. Backup instruments - Scan, as required **WARNING** Altitude changes of ±40 feet may occur with an EGI failure while in a coupled hover. ## Footnote *(non memory below)* If IMC, transition to VMC 1. IMC and wont align - LAND AS SOON AS POSSIBLE 2. VMC and wont align - LAND AS SOON AS PRACTICABLE

Question 39

Internal Engine Fire

Answer 39

1. Starter - Engage, motor engine ## Footnote An internal engine fire is indicated by a rise in TGT above 540°C after engine shutdown.

Question 40

Low Rotor RPM

Answer 40

1. Control Nr ## Footnote Warning light is activated by the vertical instrument when _Nr is less than 96%_

Question 41

Engine Air Restart

Answer 41

1. APU Emergency Start procedure - As required 2. ENGINE IGNITION switch - NORM 3. Fuel Selector Lever(s) - DIR or XFD 4. PCL(s) - OFF 5. Starter(s) - Engage, motor engine 6. PCL(s) - IDLE (TGT 80°C or less, if time permits) 7. PCL(s) - Advance to FLY after starter dropout ## Footnote **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 maximum Ng safely obtainable. Receiving engine Ng less than 24% prior to advancing PCL to IDLE may result in a hot start. **NOTE** Either a single- or dual-engine restart may be attempted following 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. **NOTE** In the event of an alternator failure, the Ng signal may be unavailable. Engine start will not be possible without ac power provided to the ignition exciter.

Question 42

Engine High Side Failure on Deck

Answer 42

1. PCLs - IDLE

Question 43

What are the types of loss of tail rotor control?

Answer 43

Generally grouped into three categories: 1. Tail rotor control cable failures 2. Tail rotor servo failures 3. Restriced flight controls

Question 44

#2 Primary Servo or #2 Transfer Module Leak

Answer 44

*1. SERVO switch — 2ND OFF. *2. Land as soon as practicable. 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 45

Input Chip

Answer 45

1. Main Transmission Malfunction ep - Perform

Question 46

AFCS Degraded

Answer 46

1. Safe altitude and airspeed - Establish (waveoff/ITO, as required) **NOTE** If that AFCS DEGRADED caution appears during a night/IMC coupled hover or automatic approach consideration may be given to coninuing hover/approach if not disoriented or unstable.

Question 47

Hung Droop Stops

Answer 47

1. Reengage rotor to greater than 75% Nr **NOTE** While operating in cold weather, consideration should be given to turning the BLADE DE-ICE control panel POWER switch to the POWER ON position. This will activate the droop-stop heaters and aid the droop stops in seating.

Question 48

APU Fire

Answer 48

1. APU T-handle - Pull 2. Confirm fire 3. FIRE EXTGH switch - RESERVE (MAIN if required and available) ## Footnote If airborne and fire continues: 1. LAND IMMEDIATELY If fire appears 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 at sunrise or sunset may trigger the fire detectors and cause a false fire indication.

Question 49

What are the indications of a Malfunctioning Anti-Ice/Start Bleed Valve?

Answer 49

A malfunctioning anti-ice start/bleed valve is indicated by any of the following: 1. Illumination of the ENG ANTI-ICE ON advisory with above 90% Ng or above 94% Ng if OAT is 15º or greater. 2. No illumination of the ENG ANTI-ICE ON advisory when Ng drops below approximately 88% Ng. 3. No illumination of the ENG ANTI-ICE ON advisory when the ENG ANTI-ICE switch is selected ON. 4. No rise in TGT when ENG ANTI-ICE switch is selected ON. *(Should rise 30-100°)*

Question 50

Single-Engine Failure in Flight

Answer 50

1. EMIF ep - Perform ## Footnote ENG OUT Warning light is activated by the vertical insturment when _Ng decreases below 55%_. In the event of an isolated Ng signal failure, the ENG OUT light will be illuminated with the engine operateing normally. TORQUE SPLIT Warning light is illuminated when Difference between _engine torques is greater than 10%_

Question 51

#1 or #2 Fuel Filter Bypass or #1 or #2 Fuel Pressure Caution

Answer 51

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.

Question 52

Engine High Speed Shaft Failure

Answer 52

**CAUTION** 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 Np down toward 100%. The engine must be manually shut down to prevent damage. 1. EMIF ep - Perform 2. PCL (malfunctioning engine) - OFF ​**NOTE** The Engine Np sensor is unreliable with Np \<20%. For this reason any (#1/#2) DRVSHAFT FAIL should be acknowledged and ignored when Engine Np \<20%. No maintenance action is required when in this condition. *(During engine water washes)*

Question 53

Whats the Warning associated with Ice Accumulation?

Answer 53

**WARNING** Ice accumulation resulting in a 20% torque increase indicates that normal autorotational rotor rpm may not be attainable should dual-engine failure occur.

Question 54

How can you help align an EGI in flight?

Answer 54

Once aircraft attitude is valid, benign maneuvering (30-90 heading changes using 10-20 AOB) will aid an IF alignment.

Question 55

#1 Primary Servo or #1 Transfer Module Leak

Answer 55

*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 56

#1 and #2 Hyd Pump Failure

Answer 56

1. Restrict flight control movement 2. LAND AS SOON AS POSSIBLE

Question 57

What do you lose if you are flying with a Malfunctioning WoW switch? How can you fix this?

Answer 57

**NOTE** Flying with malfunctioning WOW switch will disable WOW functions including _emergency jettison circuitry_, _RADALT/BARALT hold_, _LAWS_, _LOW ROTOR RPM_. and _ENG OUT_ warning lights. Pulling the WOW circuit breaker will extinguish the WOW advisory light and restore some in-flight fucntions; however, the _LOW ROTOR RPM_ and _ENG OUT_ will still be disabled and _jettison circuitry will not be restored_

Question 58

External Engine Fire

Answer 58

*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 59

Dual-Engine Failure

Answer 59

1. Autorotation - Establish 2. Immediate Landing/Ditching ep - Perform ## Footnote If time and altitude permit: 1. Engine Air Restart ep - Perform

Question 60

When will you get ATT Miscompare, and when will it assume a failed EGI? What do you lose if you lose an EGI, what if you're in a hover?

Answer 60

ATT miscompare or fail advisory when variation of 3° or more (pitch or roll axis). If deviation \>6° (CPLR fail light) the AFCS will assume EGI has failed. Coupler operations will be unavailable if the ATT of CPLR fail advisories are present (APPR/HVR/DEPART will disengage). All other _auto pilot functions are lost_ The aircraft may develop a _slow pitch, roll, and/or yaw rate_. If you lose a single EGI in a coupled hover, significant _altitude incursions_ while the altitude hold transitions from a buffered vertical acceleration to a raw reference signal.

Question 61

Engine Low Side Failure (conditions)

Answer 61

All of the following conditions will exist: 1. TRQ is 10% below the good engine 2. Ng is 5% or less than the good engine 3. NP is at or below 98% 4. Nr is at or below 97%

Question 62

Describe what happens when both of your tail rotor servos are unpressurized

Answer 62

Loss of both the No 1 hyd pump and backup pump results in both stages of tail rotor servo being unpressurized. Yaw _boost servo is still pressurized_ and mechanical control system is intact. Normal yaw control is available between approx 40-120 KIAS. At airpseeds lower than 40 and higher than 120 KIAS, loads on tail rotor cannot be overcome by the yaw boost servo. As _airspeed reaches limits, pedal inputs become less effective_. Elongation and/or failure of the cables may occur if there is no yaw response. If airspeed decreases below 40 KIAS, loss of tail rotor control will likely occur.

Question 63

Unusual Attitude Definition

Answer 63

Considered to be pitch attitudes in excess of 30° and/or roll attitudes in excess of 60°

Question 64

Stabilator Auto Mode Failure

Answer 64

1. PAC call - "STAB, STAB, STAB" 2. Cyclic - Arrest pitch rate 3. Collective - Do not reduce 4. MAN SLEW switch - Adjust to 0 ## Footnote **WARNING** The stabilator may fail without illumination of the associated caution and auralwarning tone. Initial indication of failure may be an uncommanded pitch change during accelerated or decelerated flight. **WARNING** If accelerated flight is continued with the stabilator in the full down position, longitudinal control will be lost **WARNING** With the stab fixed at or near 0˚, nose high attitudes may occur at slow speeds. **WARNING** A combination of high airspeed/low altitude coupled with a runaway down stab will necessity immediate pilot action to maintain control of the aircraft. **NOTE** In manual mode, the following are not recommended: 1. Swimmer deployments lower than 15 ft AGL 2. Night takeoffs approaches, and landings other than the one time 3. Auto approaches to a hover 4. Sim ep procedures including practice autos 5. Flight in known IMC

Question 65

FLIR Uncommanded Lasing

Answer 65

1. ACI MASTER ARM - SAFE 2. LASER SELECT - SAFE ## Footnote If lasing continues: 1. FLIR - OFF

Question 66

Loss of Tail Rotor Drive Altitude and Airspeed _Not Sufficient_ to Establish Autorotation

Answer 66

1. PAC call - "HOVER, HOVER, HOVER" 2. Collective - Lower 3. PNAC - Hands on PCLs 4. PCLs - OFF, when directed (approximately 20-30 ft) ## Footnote **CAUTION** Altitude may have to be adjusted based on rate of yaw and/or turn.

Question 67

#1 and #2 Fuel Filter Bypass #1 and #2 Fuel Pressure Cautions

Answer 67

1. LAND AS SOON AS POSSIBLE 2. APU Emergency Start procedure - Perform ## Footnote **WARNING** Be prepared for dual-engine failure. Recommended airspeed is 80 KIAS to minimize Nr droop should dual-engine failure occur. **NOTE** Consideration should be given to performing applicable steps of the Immediate Landing/Ditching ep. **WARNING** Intermittent appearance of FUEL PRESS caution may be an inidation of air leaking into the fuel supply lines, which could cause momentary fulctuation in engine power or flameout.

Question 68

Loss of Tail Rotor Drive (Altitude and Airspeed Sufficient to Establish Autorotation)

Answer 68

1. PAC call - "AUTO, AUTO, AUTO" 2. Autorotation - 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 button is not depressed, the AFCS will attempt to maintain aircraft altitude through the collective trim servo. AFCS commanded collective movement can result in an accelerated yaw rate.

Question 69

Engine High Side Failure in Flight (conditions)

Answer 69

All of the following conditions exist: 1. TRQ is 10% or greater than other engine 2. Ng is 5% or greater than other engine 3. Np is matched within 5% of other engine 4. Nr is at or above 103%

Question 70

Compressor Stall

Answer 70

1. EMIF ep - Perform 2. PCL (malfunctioning engine) - IDLE **CAUTION** 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.

Question 71

Main Transmission Malfunction

Answer 71

**WARNING** Possible indications of main transmission imminent failure may include: yaw attitude excursion with no control input, an increase in power required for 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: 1. LAND AS SOON AS POSSIBLE **WARNING** Operation of the main gearbox with no oil pressure may result in failure of the tail rotor drive takeoff pinion gear and subsequent loss of tail rotor drive. **NOTE** 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 flight profile (approx 80 ft/80 KIAS) to permit a quick flare followed by an immediate landing/ditching. **NOTE** A loss of all main transmission libracating oil may result in unrelable temp indications from the main transmission temp guage and temp sensor (caution) **NOTE** Continued operations in the precautionary range for temp and pressure are acceptable provided that the ambient conditions and flight regime of the aircraft correspond with the guidance set forth in the transmission limitations.

Question 72

Ground resonance/unusual vibrations on deck

Answer 72

If ground resonance is encountered and a safe takeoff is possible: 1. Takeoff immediately 2. Unusual vibration in flight emergency procedure — perform. If ground resonance is not encountered OR a safe take off is not possible: 3. Collective lower 4. PCLs — off 5. Rotor brake — apply as required

Question 73

Sonar cable angle malfunction

Answer 73

1. PAC call “cable cable cable” 2. Cable angle PB — off 3. Cable angle display — center 4. SO — fold array Note: disengagement of cable angle hover for 13 seconds followed by reengagement will clear inertial velocity bias