Ch-46E Emergency Procedures

Front 1

Emergency Shutdown

Back 1

*1. ECL- (both engines)- STOP
*2. Engine Fire T-Handles (both Engines)- PULL
*3. Arm Rotor brake and blade fold lever- ARM
*4. Rotor brake switch- Rotor brake
*5. Battery- Off
*6. Egress once all violent motion has stopped.

Hint 1

Note: A rapid acceleration of the ECL's between FLY and START after they have been in FLY may cause the ECCS system to enter the manual mode via Fail Freeze circuitry. It may be necessary to reset the switch.

Note:
It is not necessary to wit fr Nr to decay below 65 percent before engaging the rotor brake. The rotor brake system is designed to stop the rotor system from 100% Nr.

Front 2

Hot Start/ Engine Residual Fire on the Ground

Back 2

A hot start is indicated by an abnormally rapid rise of T5 passing through 870C. A residual fire is indicated by T5 in excess of 300C

*1. ECL (affected engine)- STOP
If a residual fire persists on shutdown:
*2. Appropriate fire T-Handle- Pull
*3. CRANK/NORM/RST switch- CRANK (motor engine)
*4. Fuel boost pump switch (affected engine)- OFF

Hint 2

Note:
A rapid acceleration of the ECL's between FLY and START after they have been in FLY may cause the ECCS ststem to enter the manual mode via Fail Freeze circuitry.

Front 3

Engine Compartment Fire on Ground

Back 3

*1. ECL (affected engine)- STOP
*2. Illuminated fire handle- Pull
*3. Fire extingushing agent discharge selector- AGENT DISCH No. 1 and/or No. 2
*4. Engine fuel boost pump (affcted engine)- OFF

Hint 3

Warning:
Vapors from the fire extinguisher agent, monobromotriflurormethane (MBTM), while not poisnous, can cause asphyxiation through reduction of oxyten, especially in confined spaces. The liquid can cause low-temperture burns when in contact with the skin, All personnel should stand clear and in the open air. If the helicopter is on the ground, the cabin should be vacated as a precautionary measure. Do not restart the ngine until the cause of the fire has been determined.

Note:
A rapid acceleration of the ECL's between FLY and START after they have been in FLY may cause the ECCS ststem to enter the manual mode via Fail Freeze circuitry.

Front 4

Engine Condition Actuator Malfunction with the Rotor Brake On

Back 4

*1. ARM ROTOR BRAKE & BLADE FOLD lever- OFF
*2. ECL9s)- STOP
*3. Fire handle- Pull (affected engine)
*4. Rotor system- coast to a stop

Hint 4

Note:
Torque indicators are inoperative below 33% Nf. Neither torque nor overtorque indicators will be displayed below 33% Nf and should not be used as an indication of engine condition actuator malfunction or overtorque condition.

Caution:
Do not apply the rotor brake to stop the rotors except in an extreme emergency. Fire can result if the brake is applied prior to shutdown. (A possibility of fire exists in the rotor brake/forward pylon area.)

Front 5

Rotor Brake Failure on Rotor Engagement

Back 5

During the engagement, either the rotor brake may fail to come off or the ROTOR BRAKE ON caution light may fail to extingush after 5 seconds. The above failures may occur if there is a short in the circuitry, low accumulator pressure, defective control valve, or bad solenoids. In any case, it is possible for the malfunctioning rotor brake system to engage the rotor brake at low Nr.

Upon rotor brake failure, execute the following:
*1. ECL(s)- STOP
*2. Rotor system- Coast to a stop.
3. Shutdown- Complete and inspect aircraft.

Hint 5

Caution:
Do not attempt to reengage the rotor brake except in extreme emergency. Engagement of the rotor brake below 40% Nr may result in sudden stoppage and damage the rotor and drive systems.

Front 6

Ground Resonance

Back 6

*1. Immediately become airborne
If not possible to become airborne
*2. Collective- Reduce
*3. ECLs- STOP
*4. ROTOR BRAKE lever- ARM
*5. ROTOR BRAKE switch- ROTOR BRAKE

Hint 6

Warning:
If ground resonance is suspected, corrective action must be immediate. The time between the onset of ground resonance and aircraft destruction can be extremely short.

Front 7

APU Compartment Fire

Back 7

An APU compartment fire will be indicated by illumination of the FIRE APU warning light.
*1. APU START-RUN-STOP switch- STOP
*2. Manual fuel shutoff valve- OFF
*3. Fire extinguisher- Use if necessary

Front 8

Flex Shaft Failure (Power Turbine Speed Signal Interruption) Ground

Back 8

*1. ECL (affected engine)- Move from FLY to STOP

If automatic engagement of manual mode (MNL TRIM light) via the fail freeze circuitry occurs:
*2. Beep trim switch (affected engine)- Beep engine to shutdown.
3. Exeute normal shutdown procedures

Hint 8

Warning:
Electrical overspeed protection is not provided on ECCS equipped aircraft without AFC-536. In the event of a power turbine speed signal interruption (Flex shaft failure) on the ground, rapid acceleration of the rotor system can cause an overspeed condition and possible catastrophic engine failure.

Note:
To ensure affected engine is shutdown immediately upon recognition, BOTH ECLs and Beep trim switches may be utilized simultaneously to facilitate immediate engine shutdown, conditions permitting.

Note:
A rapid acceleration of the ECL's between FLY and START after they have been in FLY may cause the ECCS ststem to enter the manual mode via Fail Freeze circuitry.

Front 9

Single-Engine Operations

Back 9

Should an in-flight single-engine failure be experienced, it is recommended to land as soon as practical and no further flight is advised until the cause of the engine malfunction is determined.

Hint 9

Warning:
If operating in the crossfeed mode, immediately position the CROSSFEED
switch to OFF.

Front 10

Failure of One Engine During Takeoff

Back 10

*1. Cyclic — Eliminate all sideward drift.
*2. Collective — Reduce to maintain Nr as altitude permits and then cushion landing.
*3. MNL TRIM — Arm and beep as necessary if time permits.

Front 11

Failure of One Engine While Hovering in Ground Effect

Back 11

*1. Cyclic — Position to eliminate sideward drift.
*2. Collective — Adjust to control rate of descent to ground contact.

Front 12

Failure of One Engine While Hovering Out of Ground Effect

Back 12

*1. Collective — Adjust to maintain minimum Nr of 94 percent.
*2. Cyclic — Displace to establish a minimum airspeed of 30 KIAS if altitude permits; as the helicopter
approaches the ground, initiate a cyclic flare and cushion the landing using collective.
*3. MNL TRIM — Arm.
*4. ENGINE BEEP TRIM Switches — Beep to Max.
*5. ALT HOLD — OFF

Front 13

Failure of One Engine in Flight

Back 13

*1. Collective — Lower to maintain Nr at 94 percent and above.
*2. Airspeed — Adjust to 70 KIAS (obstacles permitting).
*3. Alt hold — Off.
*4. Crossfeed switch — Off.
*5. Engine and flight instruments — Check single engine capability and determine nature of failure.
If suspected ECCS malfunction, refer to ECCS Failure in Flight Procedures.
*6. Jettison fuel and/or unnecessary cargo as required.
*7. If excess power available is limited — Establish 15 degree right yaw for the approach.
*8. EAPS — Off.
*9. Select suitable landing site.
*10. Beep trim switch — Beep as necessary (unaffected engine).
*11. APU — Start and select prior to landing.

Hint 13

Note:
To determine single-engine airspeed range, refer to Figure 19−24.

Warning:
Before the jettison of fuel, ensure the ALE-47 Countermeasure Dispensing
System is secured and/or on safe to avoid the possibility of inadvertent
ignition of fuel due to flares dispensed.

Caution:
Rapid beep to maximum at high power settings may result in single engine
overtorque.

Note:
Commencing a single engine approach at a higher Nr setting will allow
more time to detect and react to Nr decay (droop) and allow for more rotor
inertia to trade in cushioning the landing.

Warning:
Air can be introduced into the fuel system via a failed/secured engine, resulting in a possible engine flameout when in crossfeed. If crossfeeding
is required during single-engine operation, the fire handle of the secured engine should be pulled.

The APU READY light is not NVG compatible.

Note:
Time permitting, consider restart of the affected engine.

Generator power may be lost if Nr drops below 88 percent and the APU has not been started and APU power selected. Once generator power is lost, flight control feel will be different because of the loss of AFCS. Control of fuel jettison valves will also be lost.

Front 14

Fuel Control Pressure Regulating Valve Diaphragm Failure

Back 14

*1. Collective — Adjust to maintain rotor rpm within normal operating limits.
*2. ECL (affected engine) — STOP.
*3. Comply with Single Engine procedures.

Hint 14

Caution:

Unloading the rotor system will cause the (affected) engine to overspeed
and flameout (mechanical overspeed).

Front 15

Failure of Both Engines During Takeoff, Hovering in Ground Effect, Hovering Out of Ground Effect

Back 15

*1. Flight controls — Adjust as necessary in an attempt to maintain sufficient rotor rpm, eliminate drift, and
cushion landing. If sufficient forward speed has been attained and altitude permits, execute a cyclic flare to
reduce forward speed prior to touchdown.

Hint 15

Note:
If the dual-engine failure occurs while HOGE and altitude permit, displace
the cyclic forward to establish a minimum airspeed of 30 KIAS.

Front 16

Failure of Both Engines in Flight

Back 16

Failure of both engines during cruising flight will require immediate action to execute a safe autorotative landing. Time permitting, the APU should be started and selected and an engine restart should be attempted. (Refer to Figures 12−2 and 12−3 and paragraph 12.5.2, Autorotative Landings.)

Front 17

Compressor Stall

Back 17

Indications of stall are as follows:
1. Rapid rise in T5.
2. Hangup or rapid decrease of Ng to ground idle or below.
3. Loss of power.
4. A change of engine noise level can accompany a stall, varying in intensity from barely audible to a muffled
explosion.
If a compressor stall occurs perform the following:
*1. ECL (affected engine) — STOP.
*2. Comply with Single Engine procedures.

Front 18

Engine Compartment Fire in Flight

Back 18

*1. Confirm the presence of fire.
*2. ECL (affected engine) — STOP.
*3. Illuminated fire handle — Pull. (Pulling the fire handle arms the fire extinguishing circuit and closes fuel and
oil valves to the affected engine.)
*4. Fire extinguishing agent discharge selector AGENT DISCH No. 1 and/or No. 2.
*5. Engine fuel boost pump (affected engine) — OFF.
*6. Comply with single-engine procedures.
*7. Land as soon as possible.

Hint 18

Note:
Illumination of the fire handle can be caused by sunlight striking the detectors or by a short circuit in the wiring system.

Caution:
A rapid acceleration of ECLs between FLY and START after they have been in FLY can cause the ECCS system to enter the manual mode via the fail freeze circuitry.

Front 19

Electrical Fire

Back 19

Should an electrical fire occur:
*1. Electrical power to burning equipment — OFF.
*2. Circuit breaker/switch — Pull/actuate to isolate equipment.
If fire persists:
*3. Hand portable fire extinguisher — Use.
*4. Land as soon as possible.

Front 20

Fuselage Fire

Back 20

If a fire occurs in the cabin section:
*1. Pilot compartment windows — Close.
*2. All hatches and doors — Close.
*3. Cabin vents — Close.
*4. Heater switch — OFF.
*5. Hand portable fire extinguisher — Use as required.
*6. Land as soon as possible.

Front 21

Smoke and Fume Elimination

Back 21

Smoke and fumes are eliminated after the fire is extinguished by performing the following:
*1. Pilot and copilot windows — Open fully.
*2. Heater switch — VENT.
*3. Cabin air vents — Open.
*4. Loading ramp and/or cargo door — Open to allow smoke and fumes to escape from cabin.

Hint 21

Warning:
Wearing of A/P23P-14A(V) or A/P22P-14(V)1 may not provide adequate
protection from smoke, fumes, or fire.

Front 22

Transmission Failure

Back 22

Signs of imminent transmission failure are:
1. Illumination of the XMSN OIL HOT caution light without any secondary indications indicates failure of the forward input bearing.
2. A severe transmission oil leak occurs. It is possible to lose oil pressure and not experience a rise in oil
temperature.
3. Nr falling to zero or fluctuating accompanied by zero aft transmission oil pressure indicates a failure of the aft transmission lube pump/drive shaft.
The transmission oil temperature, oil pressure, and chip detector warning lights in conjunction with the transmission oil temperature and pressure gauges provide an indication of potential transmission failure. If secondaries are present
with excessively high transmission oil temperature, excessively high or low transmission oil pressure, or a chip detector warning light, perform the following:
*1. Collective — Reduce to Minimum Power.
*2. Airspeed — Adjust to 65 KIAS.
*3. CYCLIC TRIM — Select AUTO.
*4. Directional control inputs — Minimize.
*5. Land as soon as possible.

The above steps will provide maximum rotor-to-rotor separation if a drive system failure occurs during the descent.

Hint 22

Warning:
Do not autorotate. It is desirable to minimize changes in transmission
speeds/loads and keep power applied to the drive train.

Front 23

Engine Accessory Gearbox Chip Detector and Lube Pump Drive Shaft Failure

Back 23

If AGB CHP DET light illuminates or lube pump failure is suspected:
*1. Perform single-engine procedures.
If single-engine flight capability exists:
*2. Secure affected engine.
If required for landing, the engine may be restarted

Hint 23

Warning:
The unaffected engine may catastrophically fail because of shedding of the power turbine blades from the disintegrating engine.

Note:
The gear train from the radial shaft to the accessory drive is divided into two paths. One shaft powers the fuel control and engine driven fuel pump while the other drives the oil pump and Ng tachometer generator.

Front 24

Flex Shaft Failure (Power Turbine Speed Signal Interruption) in Flight

Back 24

If a flex shaft failure occurs:
*1. Collective — Adjust to maintain rotor rpm within normal operating limits.
*2. ECL on affected engine — Move slowly from FLY to START to bring engine out of governing range and deactivate fail freeze (move ECL as necessary to obtain a smooth transition of power from affected to unaffected engine).

Hint 24

Warning:
Loss of flexible driveshaft results in loss of mechanical overspeed protection.

Moving the ECL on the affected engine into the governing range at a low
collective setting could cause the affected engine to overspeed resulting in
power turbine destruction.

Collective will need to be used as required to absorb the power from the affected engine and/or minimizing time in the governing range.

Front 25

Lag Damper Attachment or Horizontal Hinge Pin Failure

Back 25

If a gradual increase in one-per-rev vibration is detected:
*1. Land as soon as practical.
If the onset of one-per-rev vibrations is sudden then:
*2. Land as soon as possible.
*3. Complete shutdown. Rotor System — Coast to a stop. Inspect rotor heads. Flight shall not be continued until the discrepancy is resolved.

Front 26

Inadvertent HEFS Inflation in Flight

Back 26

If the HEFS inadvertently deploys in flight:
*1. Flight controls — Adjust as required to maintain balanced flight.
*2. Airspeed — Adjust to 70 KIAS.
*3. Land as soon as practical.

Hint 26

Warning:
Flight with HEFS deployed at airspeeds greater than 90 KIAS may result in dynamic separation of the float assemblies from the aircraft that can result in damage to the rotor system.

Front 27

Hydraulic Flight Control System Failure

Back 27

*1. Control boost pressure switch — Select functioning system.
If No. 1 (with AFC−562) or No. 2 system has failed and fluid loss is not evident:
*2. PTU switch — No. 1 (with AFC−562) or No. 2 whichever system has failed.
*3. Control boost pressure switch — Select BOTH.
*4. Land as soon as possible.

Hint 27

Warning:
To preclude the possibility of fire after engine shutdown, do not apply the rotor brake to stop rotors if hydraulic fluid is evident in the forward transmission area.

Note:
Failure of a flight control boost system will render the corresponding AFCS inputs to the extensible links inoperative and cause the AFCS caution light to come on.

Front 28

Utility Hydraulic System (or Subsystem) Failure

Back 28

*1. FWD UTIL HYD switch — Isolate.
*2. EAPS — OFF.
*3. Land as soon as practical.

Hint 28

Warning:
Any utility hydraulic system (or subsystem) failure can eventually affect the entire utility hydraulic system. A fluid leak and/or contamination can result in a dry utility hydraulic system pump. Overheating and fire are possible.

Front 29

Utility Hydraulic System Overheating

Back 29

The UTIL HYD HOT caution light will come on when the utility hydraulic oil temperature reaches approximately 149 °C. Causes of this may be utility pump, APU pump, EAPS motor, or hydraulic cooler blower motor has excessive flow through the pump case drain line, depending on the quantity of flow in these pump lines. If this occurs, it
indicates that one of these pumps is about to fail.
*1. FWD UTIL HYD switch — Isolate.
*2. UT HYD OIL COOLER circuit breaker — Check in.
*3. EAPS — OFF.
4. Land as soon as practical.
5. APU (if operating) — OFF.

Front 30

Rotor Brake Light in Flight

Back 30

*1. Land as soon as practical.
If smoke and fumes are present in the forward pylon:
*2. Land as soon as possible.

Hint 30

Warning:
The indications of an actual rotor brake engagement in flight are smoke and fumes from the forward pylon.

Front 31

Uncommanded Control Inputs

Back 31

*1. Achieve balanced/level flight. Simultaneously depress CDRB and collective brake trigger.
*2. Airspeed — Adjust to 80 KIAS or less.
*3. AFCS — OFF.
*4. Altitude hold — OFF.
*5. Heading hold — OFF.
6. AFCS selector switch — NO. 1 to NO. 2 to isolate malfunctioning system.
7. Select operable AFCS.
8. Land as soon as practical.

Hint 31

Note:
In the event of uncommanded control inputs without a corresponding AFCS Caution light, it is possible that there is a hardover condition in an
ELA. If this is the case, selecting the AFCS to OFF or attempting to isolate
the malfunctioning AFCS may result in selection of the AFCS associated with the malfunctioning ELA. This may aggravate the hardover condition.

Front 32

Pitch Oscillation

Back 32

Rapid movements in the pitch channel can induce an uncommanded cyclic pitch oscillation. The aircraft attitude will drive initially in the direction of the last cyclic movement.
If uncommanded pitch oscillations occur:
*1. Cyclic — Utilize longitudinal cyclic control as necessary to maintain the desired pitch trim attitude.
If oscillations do not subside:
*2. AFCS — OFF.
If pitch stability is regained:
*3. AFCS — ON.

Hint 32

Caution:
Avoid rapid movements in the pitch channel.

Front 33

Uncommanded Altitude Hold Engagement

Back 33

An internal fault in the No. 1 AFCS computer can cause false collective inputs with AFCS and altitude hold switches in the OFF position. If Uncommanded collective movement or a ALT HOLD advisory light is experienced, perform the following:
*1. Collective — Restrict upward movement (press down collective and depress COLLECTIVE BRAKE
TRIGGER).
*2. Altitude hold switch — Ensure OFF.
*3. Land as soon as practical.
4. After landing AFCS — OFF. If desired, AFCS may be secured during flight.

Hint 33

Note:
With the AFCS switch off, power is secured to the ASE servo motors.

Front 34

Aft Rotor Stall

Back 34

An aft rotor stall will most likely occur in an aircraft with an aft CG, high DA, high OAT, heavy gross weight, and high airspeed. This condition can be exacerbated by use of the altitude hold. Aircraft indications of aft rotor stall are CGI excursions into the yellow and red band, a possible increase in aircraft vibrations, and a definite aft rotor system loss of lift, which, in the cockpit, will feel like the nose is pitching up. However, to crewmembers in the back of the aircraft, it
will be noticed as the aft rotor system dropping. Aft rotor stall recovery procedures are as follows:
*1. Collective — Immediately reduce 1 to 2 inches as altitude and flight conditions allow.
*2. Cyclic — If maneuvering, reduce severity of the maneuver.
*3. Airspeed — Reduce.
To prevent susceptibility for stall reoccurrence:
*4. Rotor speed — Increase.
*5. Altitude — If possible, descend to a lower altitude at approximately 500 fpm.

Hint 34

Warning:
With a center of gravity aft of station 308, an aircraft in an environment of high density altitude, high temperature, heavy gross weight, and high airspeed, aft rotor stall probability is markedly increased.

For aircraft operating in a high DA environment, utilizing the altitude hold
can make the aircraft more susceptible to an aft rotor stall condition, especially in turbulent conditions.

Note:
To avoid inducing aft rotor stall when flying above 6,000 feet PA, it is recommended that Figure 4−7 be utilized to determine maximum airspeed rather than CGI. To further reduce the possibility of blade stall when gross
weight exceeds 23,000 pounds, the CG should be maintained between FS294 and FS300. See Figure 4−9.

Front 35

Autorotative Landings

Back 35

*1. Collective — Lower to maintain autorotative rotor rpm of 94 to 113 percent.
*2. Cyclic — Position to establish 80 KIAS for minimum rate of descent or 110 kias for maximum glide distance,altitude permitting.
*3. APU — Start and Select.

Hint 35

Warning:
The APU READY light is not NVG compatible.

Caution:
During an autorotation to water, forward speeds in excess of 10 knots on
contact may result in the loss of watertight integrity.

Front 36

Sprag Clutch Seizure

Back 36

not split from the Nr. During shutdown, this split should occur by the time 50- to 60-percent Nf is reached (prior to
rotor brake application).
If clutch seizure is suspected in flight, practice autorotations and practice single-engine operation shall be avoided.
If sprag clutch seizure occurs:
*1. Ensure that power is maintained on both engines.

Hint 36

Caution:
Do not attempt to break the clutch loose as failure of the clutch can occur. Do not fly with the affected engine shut down.

Front 37

Sprag Clutch Slippage

Back 37

*1. Failure of One Engine In Flight procedure — Execute.
2. Engine Beep Trim switch (affected engine) — Beep to Maximum.
Attempt to reengage sprag clutch:
3. Bring the affected engine ECL out of FLY.
4. Observe Nf below Nr.
5. Bring ECL back to FLY. Repeat steps 3. through 5. as necessary.
6. If reengagement does not occur — Land as soon as possible.
7. If reengagement occurs — Land as soon as practical.
After landing:
8. ECL (affected engine) — STOP.

Hint 37

Warning:
Sprag clutch slippage of the drive system can lead to catastrophic failure of the aft transmission.

Note
If sprag clutch reengages, torque on affected engine should increase, torque
on unaffected engine should decrease and Nf for both engines should
match. If reengagement does not occur, torque on affected engine will not
increase andNf will increase to approximately 109 (aboveNf on unaffected
engine).

Caution:
Ensure that the affected engine is secured while Nr is maintained at 100 percent. Failure to do so can result in sudden reengagement of the sprag clutch causing severe damage to the drive system.

Front 38

Recovery Procedures (Full Panel) Nose High

Back 38

*1. Collective — Adjust as necessary.
*2. Cyclic — Smoothly lower nose toward level flight attitude then level wings.
*3. Collective — Readjust as necessary.

Front 39

Recovery Procedures (Full Panel) Nose Low

Back 39

*1. Collective — Adjust as necessary.
*2. Cyclic — Roll wings level then raise nose to level flight attitude.
*3. Collective — Readjust as necessary.

Hint 39

Caution:
Rolling pullouts may result in overstressing the aircraft.

Front 40

Recovery Procedures (Partial Panel) Nose High

Back 40

*1. Collective — Adjust as necessary.
*2. Cyclic — Smoothly lower nose to level flight attitude by stabilizing the VSI and altimeter.
*3. Turn needle and ball — Center.
*4. Collective — Readjust as necessary.

Hint 40

Warning:
Failure to anticipate inherent lag of the flight instruments will result in overcorrection of flight control inputs and progression from one unusual
attitude to another.

Front 41

Recovery Procedure (Partial Panel) Nose Low

Back 41

*1. Collective — Adjust as necessary.
*2. Turn needle and ball — Center.
*3. Cyclic — Adjust nose attitude to level by stabilizing the VSI and altimeter.
*4. Collective — Readjust as necessary.

Hint 41

Warning:
Failure to anticipate inherent lag of the flight instruments will result in overcorrection of flight control inputs and progression from one unusual
attitude to another.

Caution:
Rolling pullouts may result in overstressing the aircraft.

Front 42

APU Emergency Shutdown

Back 42

*1. APU START-RUN-STOP switch — STOP.