5 & 9 Warnings & Cautions

Question 0

Maneuvering limits

CAUTION

Answer 0

External fuel transfer shall not be accomplished below minimum safe single engine airspeed.

Question 1

APU

CAUTION x2

Answer 1

1) Avoid prolonged operation at 94% - 96% NR with the APU running. The APU clutch will oscillate from engaged to disengaged. This creates high loads on the clutch and shall be avoided.
2) Do not operate the APU for more than 5 minutes at a XMSN TEMP 1 or 2 of 120 - 130° C. Shutdown APU to prevent damaging accessory gearbox components.

Question 2

Immediate action emergency steps

WARNING

Answer 2

In the event of a procedural difference between the written and displayed emergency procedure, the steps in this chapter take precedence.

Question 3

Engine shutdown

CAUTION x2

Answer 3

• When shutting down an engine that has malfunctioned in flight, it is important to identify the malfunctioning engine to avoid shutting down the wrong engine.
• Monitor TGT after shutdown. If TGT rises above 540° C, or there is evidence of combustion as indicated by a rapid rise in TGT, place the ENG START switch in IGN ORIDE position and motor engine until TGT decreases below 540° C.

Question 4

Emergency exit and entrance

WARNING x5

Answer 4

• Activation of the canopy removal system when combustible fuel/vapors are present in the cockpit can result in an explosion/fire. An explosion/fire can also occur if the aircraft has rolled on its side and fuel vapors have gathered on the ground adjacent to the canopy side panels. The crewmembers survival knife may be used to fracture the canopy side panel as an alternate means of egress.
• Continuing to twist the canopy jettison handle while pushing can cause the actuator to jam and prevent operation of the canopy severance system. If the canopy jettison does not occur on the first attempt, ensure the handle is in the 90° position, and push again. A push force of 140-150 lb may be required to overcome the jam and initiate canopy jettison.
• In the event that canopy jettison does not occur when the canopy removal system is actuated, the personal survival knife should be used to fracture the canopy panel and permit egress.
• In all cases of canopy jettison, remain clear of canopy side panels to avoid high velocity canopy fragments.
• If emergency egress is required before the rotor blades have stopped, ensure MSTR IGN - BATT and cyclic remains centered to prevent rotors from striking personnel/fuselage/ground.

Question 5

Canopy jettison system

WARNING

Answer 5

To prevent eye injury, pilot and CPG helmet visors should be down prior to canopy jettison. Debris may be expelled 50 feet outward.

Question 6

Fire extinguishing

WARNING

Answer 6

Exposure to high concentrations of fire extinguishing agent or decomposition products should be avoided. Contact could cause frostbite or low temperature burns. If agent comes in contact with the skin, seek medical help immediately.

Question 7

Fire push button

WARNING x2

Answer 7

• Ensure aircraft controls are configured for single engine operation prior to pressing the FIRE pushbutton.
• Pressing the FIRE pushbutton (whether illuminated or not) will shutoff fuel to the selected engine or APU. This action can only be reversed from the same crew station.

Question 8

Master zeroize

CAUTION

Answer 8

The use of the MASTER ZEROIZE switch is a ”Last Ditch” procedure that should be used only when the compromise of classified information to hostile forces is imminent. This procedure causes physical damage to aircraft circuit cards, and should not be used as a normal operation procedure.

Question 9

Engine failure

WARNING

Answer 9

Prior to movement of either POWER lever, it is imperative that the malfunctioning engine and the corresponding POWER lever be identified.

Question 10

Rotor RPM

CAUTION x3

Answer 10

• If rotor RPM is allowed to decay below 90% during a dual engine failure, critical aircraft systems will be inoperative.
• Loss of the NVS is expected during autorotational landings when NR decreases below 90%. If a dual engine failure occurs during NVS or night operations, the pilot should activate the landing light prior to touchdown.
• If A/C power is lost during a dual engine failure as a result of low rotor RPM, the pilot should reset both GEN1 and GEN2 once normal rotor RPM is achieved.

Question 11

Chop button

WARNING

Answer 11

In the event of an inadvertent activation of the engine chop button, initial indications from NP and NR could be interpreted as a dual engine failure. Engine chop is annunciated by a voice message ENGINE CHOP. ENGINE CHOP is displayed on the EUFD and ENG page. Engine idle indications for NG, TGT, and NP are displayed on the ENG page.

Question 12

Chop button

CAUTION

Answer 12

With the POWER levers in FLY, resetting the CHOP button will cause an erroneous engine 1 out and engine 2 out warning to be activated.

Question 13

Engine restart during flight

WARNING x2

Answer 13

• A failed engine should not be restarted unless it can be determined that it is reasonably safe to do so.
• When attempting to restart ENG 1 following a single engine failure, a malfunctioning crossfeed valve could cause the remaining engine (ENG2) to fail.

Question 14

Aborting engine start

CAUTION x5

Answer 14

• If it becomes apparent that TGT will exceed 851° C before NG idle speed (63% or more) is attained.
• If TGT does not increase within 45 seconds after moving POWER lever to IDLE.
• If no NP within 45 seconds after moving POWER lever to IDLE (unless rotor is locked).
• If positive oil pressure indication does not occur within 45 seconds after moving POWER lever to IDLE.
• If ENG1 or ENG2 START advisory is removed prior to attaining 52% NG.

Question 15

Alternator failure

CAUTION

Answer 15

Following a complete failure of an alternator, operation of the corresponding engine and all indications from engine instruments will be normal, except that NG indications will be lost and will activate the MSTR WARN light and ENGINE 1 or ENGINE 2 out voice and EUFD messages.

Question 16

Tail rotor, transmission, and drive systems

WARNING

Answer 16

Pilot situational awareness is critical in the successful accomplishment of these procedures. The low inertia rotor system,coupled with high rates of descent during vertical autorotation, may not provide the pilot with adequate reaction time and cushioning pitch. Activation of the CHOP button or reduction of the POWER levers prior to reduction of the collective will result in a rapid decay of rotor RPM. Successful completion of an out-of-ground effect hovering autorotation is doubtful.

Question 17

(Chop) Tail rotor, transmission, and drive systems

CAUTION

Answer 17

If engine chop is used to minimize main rotor torque, increasing collective pitch without first retarding POWER levers to OFF will cause engine acceleration and uncommanded yaw.

Question 18

Loss of tail rotor thrust in cruise flight

WARNING

Answer 18

If airspeed is allowed to approach effective translational lift, the sideslip angle may become quite severe and helicopter control may be lost.

Question 19

Main transmission drive clutch failure

CAUTION x2

Answer 19

• When a clutch fails to disengage, damage to the affected engine will result (due to lack of oil pressure) if both engines are not shutdown simultaneously.
• When a clutch fails to engage, do not shut down both engines simultaneously. Damage may result if there is sudden engagement.

Question 20

Fires

WARNING

Answer 20

Prior to moving POWER lever or pressing any ENG FIRE button, either achieve a safe single engine airspeed or prepare for a single engine landing.

Question 21

Fires

CAUTION x2

Answer 21

• To prevent additional smoke and fumes from being introduced into either crewstation, during all suspected FIRE incidents, consideration should be given to power the Environmental Control System (ECS) OFF, via the aircraft UTIL page.
• Due to the sensitivity of some Line Replaceable Units (LRUs) on the AH-64D aircraft, prolonged operations with the ECS selected off may cause damage to some avionics systems.

Question 22

Hydraulics

WARNING x6

Answer 22

• Immediate emergency action must follow failure of both hydraulic systems. Any hesitation could result in loss of helicopter control.
• With emergency hydraulic power in use, flight control inputs and elevated G loading must be kept to an absolute minimum.
• Hydraulic power availability is a function of the frequency and magnitude of the control inputs and G loading placed on the aircraft. In static conditions the hydraulics will bleed down in approximately 6 minutes. If the controls are moved continuously at an approximate 1hz rate this may be as little as 30 to 41 seconds.
• The amount of control movement may be reduced to zero depending on the severity and location of hydraulic fluid loss within the utility hydraulic system.
• Once the EMERG HYD pushbutton is pressed ON, it must remain ON. Flight control loss will occur when emergency accumulator pressure drops to approxi-mately 1650 psi.
• Failure of both primary and secondary drives to the accessory gearbox would result in the complete loss of all AC power and the failure of both the Primary Hydraulic System and the Utility Hydraulic System. All electrical systems, sights, communications, and lighting equipment not powered by the emergency bus would be lost. The crew must activate the Emergency Hydraulics and LAND WITHOUT DELAY.

Question 23

Ditching

WARNING x2

Answer 23

• Activation of the canopy jettison system with the cockpit partially full or submerged full of water will generate a pressure wave that may result in crew injury and/or death.
• If the canopy jettison system has not been activated prior to ditching in water, the external water pressure may cause the canopies to implode (collapse inward) as the aircraft sinks below 2-3 meters. The cockpit will flood almost immediately and the aircraft will begin to descend rapidly in an uncontrolled manner; canopy sections may also block the egress route.

Question 24

Ditching | CAUTION

Answer 24

If the canopy jettison system is operated under water, the canopies are likely to implode (collapse inward) due to the external water pressure. This may hinder egress and/or block escape routes.

Question 25

BUCS | WARNING x2

Answer 25

* Activation of one of the BUCS FAIL cautions in flight shall signal a flight control emergency. It can mean either a failure within the system or a mistrack between the crewstation controls. The CPG should only activate the BUCS trigger select if the pilot is incapable of maintaining control of the aircraft. * If BUCS has been activated, attempt to land as far away from any known transmitters as practical.

Question 26

Main rotor components | WARNING

Answer 26

Danger exists that the main rotor system could collapse or separate from the aircraft after landing. A decision must be made whether occupant egress occurs before or after the rotor has stopped.

Question 27

EGI in flight misalignment | CAUTION x4

Answer 27

* In flight, depending on airspeed, an uncommanded scheduling down of the stabilator can generate significant aircraft pitch changes and decelerative forces. The instinctive aft cyclic input applied will begin to slow the aircraft. However, a reduction in collective generates an additional pitch down moment which aggravates the situation and should be avoided. * The GPS system may give erroneous results at any time due to normal GPS signals, jamming, and spoofing operations. An erroneous GPS system will eventually cause undetectable EGI failures when using standard operating methods. Verify proper EGI operation using the TSD UTIL page, position checks, and attitude displays against external objects and backup instruments. During GPS failures, some satellites may be unboxed or position, airspeed, and/or position confidence may be excessively high or changing quickly. * Following the EGI alignment verifications, the automated EGI switchover function is still operable. However, the Velocity Error comparison of both EGIs is no longer taken into consideration by the navigation system in determining an EGI switchover. * Should both EGIs become unaligned, only position updates can be attempted in flight. This procedure does not realign the EGIs, but only allows pilot identification of and delay of an erroneous EGI output to other systems (such as SAS). If unable to update position, the pilot shall decelerate the aircraft to 80 KTAS or less, monitor the stabilator on the ENG SYS page on the MPD, and land as soon as practicable. Perform an On ground Manual Reset and Alignment Procedure (Paragraph 8-18) of the EGI.

Question 28

Stabilator | WARNING

Answer 28

Do not exceed the stabilator nominal indicated airspeed displayed on the FLT or SYS page.

Question 29

Jettison | CAUTION

Answer 29

Do not jettison Hellfire missile if a hang fire is in progress.

Question 30

Flare jettison | WARNING

Answer 30

When SAFE/ARM switch is set to ARM and JETTISON is selected on the CCP, the system rapidly dispenses all flares.

Question 31

TADS/PNVS/IHADSS | WARNING x2

Answer 31

* If night NOE, reaction to the following malfunctions must be immediate. Exit the NOE environment immediately. * The aircrew should not perform a long SANUC on either system while operating in a NOE environment.

Question 32

Single DP ops | WARNING x3

Answer 32

* Do not perform targeting operations with HMD as the selected sight when your HMD presents information for the opposite crewmember. * While conducting IHADSS operations during single DP failure, the possibility of IHADSS video going stale increases (video and/or symbology displayed on the HMDs may not be reliable due to latency or in a frozen state). -While in single DP operation, the format presented (including weapons configuration information) could belong to the opposite crewmember.

Question 33

Autopage | CAUTION

Answer 33

Delays of up to three seconds could be encountered between the onset of a Master Caution/Warning and autopage occurring. Instant flight page access is available by pushing down on the cyclic symbology select switch. Aircraft control remains the highest priority in the conduct of any emergency procedure.