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

NATOPS Ch12 Emergency Procedures Flashcards

1
Q

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 emergency procedure or take action appropriate for the problem
  5. Determine landing criteria and land as required
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2
Q

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

A

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.

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3
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

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

  1. External cargo/stores/fuel - Jettison/dump, as required
  2. Identify Malfunction
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4
Q

Engine High Side Failure in Flight (conditions)

A

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%
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5
Q

Engine High Side Failure in Flight

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

CAUTION

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.

NOTE

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.

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6
Q

Engine High Side Failure on Deck

A
  1. PCLs - IDLE
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7
Q

Engine Low Side Failure (conditions)

A

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%
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8
Q

Engine Low Side Failure

A
  1. EMIF ep - Perform

CAUTION

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.

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9
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 ep - Perform

If fuel contamination is suspected:

  1. LAND AS SOON AS POSSIBLE

WARNING

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.

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10
Q

What are the indiciations of a compressor stall?

A

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.

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11
Q

Compressor Stall

A
  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.

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12
Q

What are the indiciations of a High Speed Shaft Failure?

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

A

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

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13
Q

Engine High Speed Shaft Failure

A

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)

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14
Q

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

A

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%
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15
Q

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

A
  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
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16
Q

What are the Criteria for executing an Abort Start?

A

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
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17
Q

Abort Start

A

To abort start:

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

If engine oil pressure is indicated:

  1. Starter - ENGAGE

CAUTION

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

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18
Q

Engine Malfunction During Hover/Takeoff

A
  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
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19
Q

Dual-Engine Failure

A
  1. Autorotation - Establish
  2. Immediate Landing/Ditching ep - Perform

If time and altitude permit:

  1. Engine Air Restart ep - Perform
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20
Q

Single-Engine Failure in Flight

A
  1. EMIF ep - Perform

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%

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21
Q

Engine Air Restart

A
  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

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.

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22
Q

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

A

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°)
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23
Q

APU Emergency Start

A
  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
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24
Q

Unusual Vibrations on Deck

A
  1. Collective - Lower
  2. PCLs - OFF
  3. Rotor brake - Apply as required

CAUTION

Application of the rotor brake may aggravate lead/lag tendencies and cause a mechanical failure.

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25
Q

Hung Droop Stops

A
  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.

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26
Q

Low Rotor RPM

A
  1. Control Nr

Warning light is activated by the vertical instrument when Nr is less than 96%

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27
Q

Main Transmission Malfunction

A

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.

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28
Q

Tail/Intermediate Transmission Malfunction

A

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

If failure is imminent:

  1. LAND IMMEDIATELY

If failure is not imminent:

  1. LAND AS SOON AS POSSIBLE

WARNING

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

WARNING

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.

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29
Q

Input Chip

A
  1. Main Transmission Malfunction ep - Perform
30
Q

Loss of Tail Rotor Drive

Altitude and Airspeed Sufficient to Establish Autorotation

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)

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.

31
Q

Loss of Tail Rotor Drive

Altitude and Airspeed Not Sufficient to Establish Autorotation

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

CAUTION

Altitude may have to be adjusted based on rate of yaw and/or turn.

32
Q

What are the types of loss of tail rotor control?

A

Generally grouped into three categories:

  1. Tail rotor control cable failures
  2. Tail rotor servo failures
  3. Restriced flight controls
33
Q

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

A

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)

34
Q

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

A

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.

35
Q

Describe what can cause a restriction in flight controls

A

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.

36
Q

Tail Rotor Quadrant Caution

A
  1. Check for Tail Rotor Control

If Tail Rotor Control Not Available:

  1. Loss of Tail Rotor Control Emergency Procedure - Perform
37
Q

Loss of Tail Rotor Control

A

WARNING

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.

WARNING

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

WARNING

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

WARNING

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.

NOTE

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.

38
Q

What is required to reset the BACKUP PUMP PWR CB?

A

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.

39
Q

Hydraulic System Warning

A
  1. LAND IMMEDIATELY

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.

40
Q

1 and #2 Hyd Pump Failure

A
  1. Restrict flight control movement
  2. LAND AS SOON AS POSSIBLE
41
Q

1 Primary Servo or #1 Transfer Module Leak

A
  1. SERVO switch - 1ST OFF
  2. LAND AS SOON AS PRACTICABLE

If the BACKUP RSVR LOW caution also appears or the backup pump fails:

  1. LAND AS SOON AS POSSIBLE

NOTE

Be prepared for loss of tail rotor control.

If the #2 PRI SERVO caution and/or HYD warning appears:

  1. LAND IMMEDIATELY

WARNING

Failure to ensure the 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.

42
Q

2 Primary Servo or #2 Transfer Module Leak

A
  1. SERVO switch - 2ND OFF
  2. LAND AS SOON AS PRACTICABLE

NOTE

Failure to ensure the BACKUP PUMP switch is in the AUTO or ON position prior to landing with a #2 HYD PUMP caution present will result in loss of pilot assist servos when the weight on wheels switch is activated.

If the BACKUP RSVR LOW caution also appears or the backup pump fails:

  1. LAND AS SOON AS POSSIBLE

If the #1 PRI SERVO caution and/or HYD warning appears:

  1. LAND IMMEDIATELY
43
Q

Boost Servo Hardover

A
  1. PAC call - “BOOST, BOOST, BOOST”
  2. SAS/BOOST pushbutton - OFF
44
Q

Utility Pump Caution

A
  1. Stop dome

CAUTION

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

45
Q

AFCS Degraded

A
  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.

46
Q

Stabilator Auto Mode Failure

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

WARNING

It is possible for the stab to fail without illumination of the stab caution and associated aural warning tone. In this case, the first indication of fialure will be an uncommanded pitch change.

WARNING

Reengagement of the auto mode after a shutdown results in the auto mode operating for 1 second. If a hardover signal to one actuator was the cause of the initial shutdown, and reengagement is attempted, the actuator will move before another disengagement is commanded. In this case, subsequent reengagement SHALL NOT be attempted since it may result in additional stab movement. If acceleration is continued with the stab in the full down position, longitudinal control will be lost. The stab SHALL be slewed to 0 as airspeed increases above 40 KIAS.

WARNING

With large fixed stab angles, reduction in collective pitch results in increased aft cyclic requirements. Collective reduction during recovery from a trailing edge down stab flight condition should be minimal. If the stab becomes 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 (indicated by a significant uncommanded nose-down pitch changed) will necessitate immediate pilot action to maintain control of the aircraft. Primary consideration is to disengage the auto mode by activating manual mode slewing as required.

WARNING

At high airspeeds, immediate recognition and flight control input are essential to avoid an unrecoverable attitude. It is essential for the PNAC to slew the stab to 0 immediately to gain control of the aircraft. If acceleration is continued with the stab in the full down position, longitudinal control will be lost.

WARNING

Without stab auto mode, careful aircrew coordination to manually slew the stab is required to avoid undesirable and potentially dangerous flight regimes and/or aircraft attitudes.

47
Q

What are the Stabilator airspeed Limits?

A

0° – 150 KIAS

10° – 100 KIAS

20° – 80 KIAS

30° – 60 KIAS

40° – 45 KIAS

48
Q

Unusual Attitude Recovery

A
  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.

49
Q

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?

A

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.

50
Q

Electrical Power Failure/Dual Generator Failure

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

WARNING

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
  2. CMPTR PWR, SAS 1, SAS 2. TRIM, AUTOPLT, STABILATOR AUTO CONTROL - ON

NOTE

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.

NOTE

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%.

51
Q

Whats the Warning associated with Ice Accumulation?

A

WARNING

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

52
Q

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

A
  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.

53
Q

1 and #2 Fuel Filter Bypass

A
  1. LAND AS SOON AS POSSIBLE
  2. APU Emergency Start procedure - Perform

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.

54
Q

Refueling Hose Jettison (HIFR)

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

WARNING

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
55
Q

External Engine Fire

A
  1. Confirm fire
  2. EMIF ep - 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:

  1. LAND IMMEDIATELY

If fire appears to be extinguished:

  1. 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.

56
Q

Internal Engine Fire

A
  1. Starter - Engage, motor engine

An internal engine fire is indicated by a rise in TGT above 540°C after engine shutdown.

57
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:

  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.

58
Q

What could cause an APU fire indication?

A

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

59
Q

Cockpit Fire/Cabin Fire

A

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:

  1. 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.

60
Q

Smoke and Fumes Elimination

A
  1. Airspeed - Adjust, as required
  2. Doors/windows/vents - Open
  3. Aircraft - Yaw, as required
61
Q

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

When ditching what should you aim for?

A

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

62
Q

Immediate Landing/Ditching (Pilot)

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

CAUTION

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

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.

After landing:

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

After all violent motion stops:

  1. Egress

WARNING

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

WARNING

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.

63
Q

Underwater Egress

A
  1. Emergency Breathing Device - As required
  2. Cord(s) - Disconnect
  3. Door/window - Open/jettison
  4. Place hand on known reference point
  5. Harness - Release
  6. Exit helicopter

After egress:

  1. Swim clear of helicopter and inflate LPU

WARNING

The downward stroke of the seat will change the frame of reference needed for egress. Extended handles, windowns 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.

WARNING

Do not inflate LPU until outside helicopter

WARNING

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.

WARNING

Failure to disconnect ICS cord can impede egress. Personal gear may snag during egress, notably on collectivs, FLIR HCUs, parking brake, and RAST release handles, PCLs/fuel selectors/fire t-handles, or extended Emergency Jettison Window handles.

WARNING

If entanglement or disorientation delays egress, hold onto a reference point with one hand. Using the other hand, place the Emergency Breathing Device second stage regulator in your mouth, clear water from your mouthpiece and continue with egress.

64
Q

Cargo Hook Emergency Release

A

WARNING

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
65
Q

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

A

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.

66
Q

How can you help align an EGI in flight?

A

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

67
Q

Dual-EGI Failure

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

(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
68
Q

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?

A

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.

69
Q

What do you lose if you are flying with a Malfunctioning WoW switch?

How can you fix this?

A

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

70
Q

FLIR Uncommanded Lasing

A
  1. ACI MASTER ARM - SAFE
  2. LASER SELECT - SAFE

If lasing continues:

  1. FLIR - OFF
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

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.

72
Q

Unusual Attitude Definition

A

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

Princess' MH-60R HAC Tutorial (MAY20) COPY (26 decks)

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