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Rosie’s HAC > EPs > Flashcards

EPs Flashcards

1
Q

For every EP, the PAC shall:

A

Complete the CMIs that do not require releasing the flight controls.

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2
Q

For every EP, the PNAC shall:

A
  1. Assist in ensuring the continued safe flight of the aircraft.
  2. Perform the CMIs that do not involve the flight controls.
  3. Use the PCL to complete non-CMI items.
  4. Troubleshoot as required.
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3
Q

For every EP, the aircrewman shall:

A
  1. Provide the pilots with verbal calls as necessary to ensure the continued safe flight of the aircraft.
  2. Complete the applicable CMIs.
  3. Use the PCL to complete the remaining non CMIs.
  4. Back up the pilots with the PCL to the max extent possible.
  5. Assist the PNAC with troubleshooting.
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4
Q

The following should be performed for all emergencies:

A
  1. Maintain control of the aircraft
  2. Alert crew
  3. Determine the precise nature of the problem
  4. Complete the applicable EP or take action appropriate for the problem
  5. Determine landing criteria and land as required
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5
Q

Land immediately

A

Execute a landing without delay

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6
Q

Land as soon as possible

A

Execute a landing at the first site at which a safe landing can be made

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7
Q

Land as soon as practicable

A

Extended flight is not recommended. The landing site and duration of flight are at the discretion of the PIC

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8
Q

CB handling terms: CHECK

A

Visually observe CB condition. Do not change condition.

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9
Q

CB handling terms: PULL

A

If CB is in, pull CB out. If CB is out, do not change condition.

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10
Q

CB handling terms: RESET

A

If CB is out, push CB in. If CB is in, do not change condition. Popped CBs may be reset only one.

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11
Q

CB handling terms: CYCLE

A

If CB is in, pull CB out, and then push CB back in. If CB is out, do not change condition.

*CAUTION: Holding a CB while resetting may cause electrical fire or damage to electrical equipment.

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12
Q

“Single-engine condition”

A

A flight regime that permits sustained flight with One Engine Inoperative (OEI).

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13
Q

Engine Malfunction in Flight

A

*1. Control Nr.

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.

*2. CONTGCY PWR switch - ON.
*3. Single-engine conditions - Establish.
*4. ENG ANTI-ICE switches - As required.

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.

*5. External cargo/stores/fuel - Jettison/dump, as required.
*6. Identify malfunction.

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14
Q

Engine High-Side Failure in Flight

A

*1. EMIF - Perform.

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.

*2. PCL (malfunctioning eng) - Retard to set:
A. torque 10% below good engine, or
B. matched Ng, or
C. matched TGT.

NOTE: With high collective settings, Nr may increase slowly, making high-side failure confirmation difficult.

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15
Q

Engine High-Side Failure on Deck

A

*1. PCL (malfunctioning engine) - IDLE.

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16
Q

Engine Low-Side Failure

A

(#1/#2) ENG SPEED LOW will display when ALL the following exist:
A. TRQ is 10% below good engine
B. Ng is 5% or less than good engine
C. Np is at or below 98%
D. Nr is at or below 97%

*1. EMIF - Perform.

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17
Q

Engine Torque or TGT Spiking/Fluctuations

A

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

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18
Q

Compressor Stall

A

*1. EMIF - perform.

*2. PCL (malfunctioning engine) - IDLE.

NOTE: If the Ng decay relight feature attempts to relight the engine, subsequent compressor stalls may occur. A yaw kick may be experienced each time the engine relights.

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19
Q

Engine High-Speed Shaft Failure (Indications)

A

An impending high-speed shaft failure may manifest itself as a high-intensity, medium-to high-frequency vibration that may be felt throughout the aircraft. A howl may accompany the vibration.

If medium-to high- frequency vibrations/noises are identified and can be isolated to an impending high-speed shaft malfunction, consideration should be given to securing the engine, thereby precluding catastrophic failure of the high-speed shaft.

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20
Q

Engine High-Speed Shaft Failure

A

*1. EMIF - perform.
*2. PCL (malfunctioning engine) - OFF.

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21
Q

Load Demand System Malfunctions:
Types & Diagnosing

A

Types: roll-pin failure or LDS cable malfunction
Roll-pin fail will result in max LDS input to the HMU, regardless of collective position.

Diagnostics: Malfunctioning engine will LAG the good engine for several seconds.

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22
Q

Abort Start (causes)

A
  1. Ng 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% Ng.
  5. TGT is likely to exceed 851*C before idle speed is attained.

CAUTION: During aborted starts, failure to immediately stop fuel flow may result in engine overtemp.

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23
Q

Abort Start

A

*1. PCL - OFF.
*2. ENGINE IGNITION switch - OFF.
If engine oil pressure is indicated:
*3. Starter - Engage.

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24
Q

Engine Malfunction During Hover/Takeoff

A

*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. EMIF - Perform.

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25
Q

How much altitude required to accomplish an engine restart?

A

~ 5,000’ AGL (based on APU & eng start cycles & typical autorotation rates of descent)

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26
Q

Dual-Engine Failure

A

*1. Autorotation - Establish.
*2. Immediate Landing/Ditching EP - Perform.
If time & altitude permit:
*3. Engine Air Restart EP - Perform.

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27
Q

Autorotations (actual vs. practice yaw)

A

NOTE: With both engines secured, the cushioning collective pull at the bottom of the autorotation will result in left yaw vice the right year associated with practice (power-on) autorotations.

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28
Q

Single-Engine Failure in Flight

A

*1. EMIF - Perform.

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29
Q

Engine Air Restart

A

*1. APU Emergency Start procedure - as required.

NOTE: Failure to ensure AIR SOURCE ECS/START switch is in ENG prior to crossbreed start will result in a failed engine start.

*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 cross bleed 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.

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30
Q

Engine Anti-Ice/Start Bleed Valve Malfunction:

Temporary hang up of the engine Variable Geometry (VG) system at the eng anti-ice/start bleed valve may…

A

…cause engine flameout at low collective settings. VG system is activated by FUEL PX from HMU. In min fuel flow flight regimes such as during AUTOS & QUICK STOPS, this diversion is sufficient to FLAME OUT an engine.

31
Q

APU Emergency Start

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.

32
Q

Abnormal vibes in flight landing sites (in order of precedence):

A
  1. Runway/pad ashore.
  2. Large deck/multispot ship.
  3. Small deck/single-spot ship
33
Q

Ground Resonance/Unusual Vibrations on Deck

A

If ground resonance is encountered and a safe takeoff is possible:
*1. Takeoff immediately.
*2. Unusual vibrations in flight EP - Perform.
If ground resonance is not encountered, or a safe takeoff is not possible:
*3. Collective - Lower.
*4. PCLs - OFF.
*5. Rotor brake - Apply as required.

WARNING:
-Ground resonance can occur rapidly (within 3 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 tendencires and cause a mechanical failure.
-Continued operations with unusual on-deck vibrations may result in rotor system damage or mechanical failures.

34
Q

Hung Droop Strops

A

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

35
Q

Low Rotor RPM Warning (Nr less than 96%)

A

*1. Control Nr.

36
Q

Main transmission malfunction categories

A

2 categories: chip or lubrication malfunctions

Chip: reduce load on that module (PCL to IDLE, securing a main gen, etc.)

Lubrication: secure main gens after turning APU gen on

37
Q

Main Transmission Malfunction

A

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.

If failure is imminent:
*1. Land immediately.
If secondary indications are present:
*2. Land as soon as possible.

NOTE: A minimum power airspeed and low altitude flight profile (~80’ and 80 KIAS) permits a quick flare prior to ditching.

WARNING: Operation of the main gearbox with no oil pressure may result in loss of tail rotor drive.

NOTE: A loss of all main transmission lubricating oil may result in unreliable temperature indications from the main transmission temperature gauge and temperature sensor (caution).

38
Q

Tail/Intermediate Transmission Malfunction

A

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.

If failure is imminent:
*1. Land immediately.
If failure is not imminent:
*2. Land as soon as possible.

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 auto 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.

39
Q

(#1/#2) INPUT CHIP CAUTION

A

*1. Main Transmission Malfunction emergency procedure - Perform.

40
Q

Loss of Tail Rotor Drive Altitude and Airspeed Sufficient to Establish Auto

A

*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).

(A tendency to yaw with the application of slight right pedal may indicate a functioning tail rotor.)

41
Q

Loss of Tail Rotor Drive Altitude and Airspeed Not Sufficient to Establish Auto

A

*1. PAC call - “HOVER, HOVER, HOVER”
*2. Collective - Lower.
*3. PNAC - Hands on PCLs.
*4. PCLs - OFF when directed (approximately 20-30’).

42
Q

Loss of Tail Rotor Drive Altitude and Airspeed NOT Sufficient to Establish Auto

A

*1. PAC call - “HOVER, HOVER, HOVER.”
*2. Collective - Lower.
*3. PNAC - Hands on PCLs.
*4. PCLs - OFF when directed (approximately 20-30’).

43
Q

Loss of Tail Rotor Control Malfunction categories

A
  1. Tail rotor control cable failures
  2. Tail rotor servo failures
  3. Restricted flight controls
44
Q

Tail Rotor Control Cable Fail Airspeeds

A

For a gross weight of ~19,500#, in level flight and for flight out of ground effect, this fixed pitching setting will provide balanced level flight at about 25 and 145 KIAS.

45
Q

Tail Rotor Servo Failure Airspeed

A

Normal yaw control is available between approximately 40 - 120 KIAS.

46
Q

Tail Rotor Quadrant Caution

A

*1. Check for tail rotor control.
If tail rotor control is not available:
*2. Loss of Tail Rotor Control EP - Perform.

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

47
Q

Loss of Tail Rotor Control

A

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 Auto) procedure may be required.

*1. Collective/airspeed - adjust as required to control yaw.

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.
-Servo hardovers in the yaw channel may resultin 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 magnitutde will primarily depend on power required and wind direction and magnitude.

48
Q

Hydraulic System Warning

A

*1. Land immediately.

49
Q

1 AND #2 Hyd Pump Failure

A

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

50
Q

1 Primary Servo or #1 Transfer Module Leak

A

*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 PUMP 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.

51
Q

2 Primary Servo or #2 Transfer Module Leak

A

*1. SERVO switch - 2nd OFF.
*2. Land as soon as practicable.

CAUTION: Landing with the BACKUP HYD PUMP 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.

52
Q

Boost Servo Hardover

A

*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.

53
Q

Utility Hydraulic Cautions

A

*1. Stop dome.

54
Q

AFCS Degraded Caution

A

*1. Safe altitude and airspeed - Establish (waveoff/ITO, as required).

55
Q

Stabilator Auto Mode Failure

A

*1. PAC call - “STAB, STAB, STAB”.
*2. Cyclic - Arrest pitch rate.
*3. Collective - Do not reduce.
*4. STABILATOR MAN SLEW switch - Adjust to 0°.

NOTE:
In Manual mode, the following are not recommended:
-Swimmer deployments lower than 15’ AGL.
-Night takeoffs, approaches, and landings (except one-time landing following failure).
-Automatic approaches to hover.
-Simulated emergency procedures, including practice autorotations.
-Flight in known IMC.

STAB ANGLE (trailing-edge down) vs. KIAS LIMIT
0° / 150
10° / 100
20° / 80
30° / 60
40° / 45

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.

56
Q

Unusual Attitude Recovery

A

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

57
Q

Stab losses (AC vs. DC)

A

Stab auto programming will be inoperative when the AC essential bus is lost.

Manual slew capability will be lost when the DC essential bus is lost.

58
Q

Electrical Power Failure/Dual Generator Failure

A

*1. Safe altitude and airspeed - Establish.
*2. Stabilator - Check position visually, slew as required.

WARNING: Exceeding airspeed vs. stab angle limits may result in unrecoverable pitch angles.

NOTE: The stab 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, STAB AUTO CONTROL pushbuttons - On.

59
Q

(#1/#2) FUEL FLTR BYPASS or (#1/#2) FUEL PRESS Caution

A

*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 fluctuations in engine power or flameout.

60
Q

1 AND #2 Fuel Fltr Bypass or #1 AND #2 Fuel Press Cautions

A

*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.

61
Q

EXTERNAL ENGINE FIRE

A

*1. Confirm fire.
*2. EMIF - Perform.
*3. PCL (affected engine) - OFF.
*4. Engine T-handle (affected engine) - Pull.
*5. FIRE 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 transmission, sunlight filtered through smoke, haze, water, or at sunrise or sunset may trigger the fire detectors and cause a false fire indication.

62
Q

INTERNAL ENGINE FIRE

A

*1. Starter - Engage. Motor engine.

63
Q

APU FIRE

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.

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.

64
Q

COCKPIT FIRE/CABIN FIRE

A

If source is known:
*1. Affected power switches and circuit breakers - OFF/Pull.
*2. Portable fire extinguished - 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.

NOTE: The DIAGNOSTIC page may assist in identifying failing components contributing to the fire.

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.

65
Q

SMOKE AND FUMES ELIMINATION

A

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

66
Q

Planned ditching into the water

A

It is recommended that the aircraft ditch parallel to and near the crest of the swell, if there is a cross wind 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.

67
Q

IMMEDIATE LANDING/DITCHING (PILOT)

A

*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.
WARNING: After actuation, the position of the window emergency jettison handle may cause snagging of personal survival gear, impeding egress.

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:
-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.

68
Q

UNDERWATER EGRESS

A

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

69
Q

DUAL-EGI FAILURE

A

*1. Backup instruments - Scan , as required.
*2. #1 and #2 EGI PWR switches - OFF, then ON.

WARNING: Altitude changes of +/- 40’ may occur with an EGI failure while in a coupled hover.

70
Q

MTS UNCOMMANDED LASING

A

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

71
Q

HELLFIRE MISSILE HANGFIRE

A

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

72
Q

ROCKET HANGFIRE

A

Shipboard operating procedures for rockets have not been developed for air-capable ships. Rocket pods shall be jettisoned prior to landing aboard any air-capable ship.

*1. Point weapon in a safe direction.
NOTE: Normal rocket motor burn time is less than 1.1 seconds. If burning continues for greater than 1.1 seconds, then sympathetic ignition of adjacent rocket motors has occurred.
*2. Safe weapon
A. +1760 OFF - Select.
B. ACI MASTER ARM - SAFE.

73
Q

3 steps for every SONAR EMERGENCY

A

The following should be performed for all sonar malfunctions, caution lights, or error codes.
1. Alert crew.
2. Execute Reeling Machine Malfunction emergency procedure.
3. Complete the Sonar Troubleshooting checklist.

74
Q

SONAR CABLE ANGLE MALFUNCTION

A

*1. PAC call “CABLE, CABLE, CABLE.”
*2. CABLE ANGLE pushbutton - Off.

NOTE: Disengagement of cable angle hover for 13 seconds followed by re-engagement will clear inertial velocity bias.

*3. Cable angle display - Center.
*4. SO - Fold array.

WARNING: 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.

Rosie’s HAC (12 decks)

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