NATOPS Ch12 Emergency Procedures Flashcards Preview

Princess' MH-60R HAC Tutorial (MAY20) > NATOPS Ch12 Emergency Procedures > Flashcards

Flashcards in NATOPS Ch12 Emergency Procedures Deck (72)
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Engine Malfunction in Flight

  1. Control Nr


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

  1. CONTGCY PWR switch - ON
  2. Single-engine conditions - Establish
  3. ENG ANTI-ICE switched - As required


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

  1. External cargo/stores/fuel - Jettison/dump, as required
  2. Identify Malfunction


Abort Start

To abort start:

  1. PCL - OFF

If engine oil pressure is indicated:

  1. Starter - ENGAGE


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


Immediate Landing/Ditching (Pilot)

  1. Crew and passengers - Alert
  2. Shoulder harness - Locked
  3. External cargo/stores/fuel - Jettison/dump, as required
  4. Searchlight - As required


Time permitting, consdieration should be given to executing APU Emergency Start procedure to maintain electrical and hydraulic power upon rotor disengagement.

In the flare:

  1. Windows - Jettison, as required


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.

After landing:

  1. PCLs - OFF
  2. Rotor brake - ON
  3. Copilot collective - Stow
  4. Pilot HCU - Stow

After all violent motion stops:

  1. Egress


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


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.


Electrical Power Failure/Dual Generator Failure

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


Ensure airspeed versus stabilitor angle limits are not exceeded. Stabilator automatic mode is inoperative. NOTE

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

  1. APU Emergency Start procedure - Perform


The capability of slewing the stab 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.


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%.


Cockpit Fire/Cabin Fire

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:

  1. Cabin/doors/vents/ECS - CLOSE/OFF, as required
  2. Unnecessary electrical equipment and cbs - OFF/Pull

If fire continues:



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%.


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


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.


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


If source of fire is unknown, consideration should be given to securing Mission Power immediately when securing unnecessary electrical equipment to prevent system damage.


Consideration should be given to selecting the Diagnostics (DIAG) page in order to identify failing components.


What are the indiciations of a High Speed Shaft Failure?

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

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


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?

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.


Following should be performed for all emergencies:

  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


Tail/Intermediate Transmission Malfunction

Failure is imminent when accompanied by strong medium-frequency vibrations, hot metal fumes, or any other associated indications

If failure is imminent:


If failure is not imminent:



High power settings require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure.


Consideration should be given to transiting at an altitude sufficient to enter an autorotation and performing the applicable steps of the Immediate Landing/Ditching ep.


Refueling Hose Jettison (HIFR)

  1. T-Handle - Pull (if applicable)
  2. Hose status - Report


Hose snapback on breakaway may impact the aircrewman depending on direction of aircraft motion.

If hose fails to break away:

  1. Quickly disengage the nozzle and ground wire, then cut the hoist cable


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

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%


Describe what can cause a restriction in flight controls

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.


Smoke and Fumes Elimination

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


Engine Low Side Failure

  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.


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

  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


APU Emergency Start

  1. ECS - OFF
  3. FUEL PUMP switch - APU BOOST
  4. APU CONTR switch - ON
  5. APU GENERATOR switch - ON


What is required to reset the BACKUP PUMP PWR CB?


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.


Engine Torque or TGT Spiking/Fluctuations

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:



PCL movement during engine fluctuations may precipitate an engine failure. Consider performing APU Emergency Start procedure prior to manipulating the PCL. Maintaining a lower power setting when moving the PCL will minimize Nr decay rate if the malfunctioning engine fails.


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

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.


Cargo Hook Emergency Release


Use of EMERGENCY RELEASE may cause injurty to crewmemebers. Ensure all crewmembers are clear of cargo hook area pior to activating the emergency release button.

  1. Cyclic EMER REL - Press


Engine Malfunction During Hover/Takeoff

  1. Control Nr
  2. CONTGCY PWR swtich - ON

If a suitable landing site exists or unable to transition to forward flight:

  1.  Set level attitude, eliminate drift, cushion landing.

If able to transition to forward flight:

  1. EMIF ep - Perform


Loss of Tail Rotor Control


Following the appearace of the #1 TAIL RTR SERVO caution without the associated BACKUP PUMP ON and #2 TAIL RTR SERVO ON advisories, the aircraft will demonstrate normal yaw responses in flight regimes that do not require excessive tailr rotor perfomrance; however at slower airspeeds, below approximately 40KIAS, more pronounced effects of loss of tail rotor control may become more apparent.


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


If an uncontrolled right yaw developes 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 (Not sufficient for auto) procedures may be required

  1. Collective/airspeed - Adjust as required to control yaw


If the tail rotor control cables are damaged, the hydraulic transients associated with switching the tail rotor servo from NORM to BACK UP may cause catastrophic damage to the tail rotor controls.


A momentary uncommmanded right yaw will occur when the tail rotor servo switched from normal ot backup in a hover. The rate and magnitude will primarily depend on power required and wind direction and magnitude.


Unusual Attitude Recovery

  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.


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

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)


Engine High Side Failure in Flight

  1. EMIF ep - Perform
  2. PCL (malfunctioning engine) - Retard to set:
  • a. Torque 10% below the good engine
  • b. Matched Ng
  • c. Matched TGT


If an Np overspeed condition is reached (120%), the overspeed system will flame out the engine and the auto-ignition system will relight the engine. If Nr is not controlled and Np accelerates back to 120%, the overspeed system will flame out the engine again and auto-ignition system will reset the igniter 5-second timer. The Np overspeed/auto-ignition system will continue cycling until Np/Nr is controlled. A yaw kick may be experienced each time the engine relights.


With high collective settings, Nr may increase slowly, making high-side failure confirmation difficult. Reducing collective will reveal increasing Nr and verify high-side failure.


What are the indiciations of a compressor stall?

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.


How long will you remain upright/afloat after a ditch?

When ditching what should you aim for?

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


Utility Pump Caution

1. Stop dome


Utility hydraulic pump with low or no hydraulic fluid shall be secured to prevent damage to the pump.


Hydraulic System Warning


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.


Tail Rotor Quadrant Caution

  1. Check for Tail Rotor Control

If Tail Rotor Control Not Available:

  1. Loss of Tail Rotor Control Emergency Procedure - Perform