FAM 7

Question 1

External Engine Fire

Answer 1

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

1. Confirm Fire
2. EMIF - Perform
3. PCL (affected engine) - off
4. Engine t-handle (affected engine) - pull
5. Fire extinguisher - Main (reserve if required or no AC power)

If fire continues and airborne:
6. land immediately

If fire appears extinguished:
7. land as soon as possible

Question 2

Internal Engine Fire

Answer 2

1. starter - engage. motor engine

No NWCs

Indicated by a rise in TGT above 540 degrees C after engine shutdown

Question 3

APU fire

Answer 3

1. APU t-handle - pull
2. confirm fire
3. fire extinguisher - reserve (main if required and available)

If fire continues and airborne:
4. land immediately

If fire appears extinguished:
5. Land as soon as possible

If on ground:
6. fire extinguisher - as required

**most commonly caused by pooled fuel in the combustion chamber before start; also often occurs after a restart following APU FAIL

N: 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 4

Cockpit fire/cabin fire

Answer 4

If source of fire is known,

1. effected equipment power switches and CBs - off/pull
2. portable fire extinguisher - as req

If fire continues or source is unknown:

3. doors, windows, vents, ecs - off/closed, as req
4. unnecessary electrical equipment switches and CBs - off/pull

W1: severity of the fire and conditions present will dictate whether an immediate landing/ditching is required

W2: vapors from the portable fire extinguisher agent, although not poisonous, can create asphyxiation by displacement of oxygen in a confined space. The cabin should be ventilated as soon as practicable

W3: it may not be advisable to secure all electrical power thus losing AFCS, ICS, and flight instruments prior to achieving VMC or landing/ditching

W4: 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%

C: if source of fire is unknown, consideration should be given to securing MSN PWR immediately when securing unnecessary electrical equipment to prevent system damage

N: Consideration should be given to selecting the DIAG page in order to identify failing components

Question 5

Immediate Landing/Ditching (pilot) warnings and cautions

Answer 5

W1: during an emergency egress, particular care must be taken to avoid being struck by the rotor blades

W2: if exiting through the cockpit windows, ensure the copilot collective does not block exit through window

W3: remain strapped in until rotors and all violent motion have stopped

W4: stores jettisoned at descent rates greater than those listed in NATIP have not been tested. Aircraft/rotor system impact from jettisoned stores may be possible

W5: 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 after position prior to egress.

W6: failure to remain strapped in aircraft until all violent motion or in-rushing water stops may result in injury or incapacitation

C1: time permitting, consideration should be given to executing APU emergency start procedure to maintain electrical and hydraulic power upon rotor disengagement

Question 6

Smoke/Fuemes elimination

Answer 6

No NWCs

1. Airspeed - adj, as req
2. doors, windows, vents - open
3. aircraft - yaw, as req

**remember opening the door while in flight is limited to 60 KIAS so you may have to adjust aircraft speed

**also, with doors open, you should then yaw to the right so the smoke blows out the cabin door and not back in

Question 7

Underwater egress NWCs

Answer 7

W1: 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

W2: do not inflate LPU until outside helicopter

W3: water pressure may prevent opening the emergency egress windows until the cabin fills with water. The windows should be jettisoned prior to water entry to optimize the ability of the crew to safely egress

W4: failure to disconnect ICS cord can impede egress. Personal gear may snag during egress notably on collectives, MTS HCU’s, parking brake, RAST handles, PCLs/Fuel selectors/fire t-handles, or extended emergency jettison window handles

W5: if entanglement or disorientation delays egress, hold onto reference point with one hand and with the other hand place the emergency breathing device second stage regulator in your mouth, clear water from your mouthpiece, and continue with egress

Question 8

Single engine landing (runway) procedures

Answer 8

1. landing should be above calculated minimum single engine airspeed (70 KIAS)
2. this maneuver may be done to a full stop or converted to a touch-and-go by smoothly advancing the PCL to FLY once on deck. Be aware of the aircraft’s tendency to yaw right once torque is applied

• *touch down at or above calculated minimum single engine airspeed
• *no drift or yaw at touchdown
• *maintained straight ground track and applied correct breaking technique

Question 9

SAS-off vs PAS Malfunction (Boost off) landings

Answer 9

SAS off landings: shoot a normal approach to a 20 ft hover

PAS Malfunction landing: shoot a shallower approach to 20 ft hover (this is the arm/leg workout EP)

Then for both turn into the wind (15kt crosswind max), stay controlled and then commit to a landing (5 ft and below)

Question 10

SAR vs. D2D (night/IMC)

Answer 10

SAR: no “commencing manual approach.” At night, once PNAC or whoever has most SA of survivor in sight, reports “survivor in sight.” Allow PNAC to then call your rollout. Cal “on top, now, now, now.” At 800 yards (0.4 NM) engage the automatic approach. This should coincide with the approach umbrella in the TACT display. PNAC will engage the approach.

**call “steady hover, you hav verbal control: because you are maneuvering at the 150/60 because realistically you’ll have been searching for a survivor. Pull into a 70ft hover on “swimmer away”

D2D: checkpoints you’re looking for are 1.5 NM (to maneuver) and 0.5 NM (to engage approach). For daytime it is 0.6/0.3 NM. Here you need to be more aggressive as you will usually transit at 150/120. Always maneuver for a downwind, “opposite turns” don’t apply here. “steady hover, down dome”