E-2C Hawkeye Emergency Procedures

Front 1

Explosive Decompression 1

Back 1

1. Don Oxygen - As Required (ALL)

Front 2

Explosive Decompression Note

Back 2

Note: If explosive decompression occurs above 10K feet, don O2 masks 100%

Front 3

Fire, Smoke or Fumes 1

Back 3

Warning: Circuit breakers should be reset in flight only if associated equipment is essential to safety of flight and then reset only once.

Front 4

FSF Warning

Back 4

Warning: At any time a fire is uncontrollable, the crew should bailout or ditch.

Front 5

FSF Warning

Back 5

Warning (HE2K): Selecting both generators OFF and placing the EMER GCU switch to OFF will isolate all electrical busses in the aircraft. In extremis, this may be the only way to gain control of a severe electrical fire.

Front 6

FSF Warning

Back 6

Warning: Smoke elimination procedure may have to be executed during an uncontrollable fire to execute a bailout.

Front 7

FSF Boldface Step 1

Back 7

Don Oxygen - 100% (ALL)

Front 8

FSF Warning

Back 8

During electrical arcing or fire, KAPTON wiring may generate toxic fumes (Colorless, odoless) causing irritation to the nose and throat. Excessive inhalation of these fumes may result in heart palpitations and death within 4 to 6 hours.

Front 9

FSF Boldface Step 2

Back 9

Isolate Affected Equipment (ALL)

Front 10

FSF Warning

Back 10

The Generator should not be turned ON or OFF in the presence of fuel fumes or fuel vapors

Front 11

FSF Note - GRII

Back 11

Vapor Cycle OFF may be selected to quickly isolate Radar, IIS, PDS, C-P, and DP.

Front 12

FSF Note - HE2K

Back 12

Vapor Cycle OFF may be selected to quickly isolate Radar, IIS, ESM, CEC, MATT, MC, and DP. (ACIS units are not interlocked with vapor cycle).

Front 13

FSF Note

Back 13

If fire goes out, execute smoke or fume elimination procedure and land as soon as possible. Do not re-energize equipment unless it is required for safety of flight.

Front 14

FSF Boldface Step 3

Back 14

If source cannot be immediately isolated:

GEN Switches - OFF (P,CP)

Front 15

FSF Note

Back 15

The standby gyro is not powered at this time, however, it is capable of providing reliable attitude information (+/-6 deg) for up to 9 min after a loss of electrical power.

Front 16

FSF Note

Back 16

The L&R GEN busses, L&R TR busses, Warning Bus #2, and Environmental Bus are de-energized.

Front 17

Smoke or Fume Elimination Procedure Warning 1

Back 17

Warning: Complete Fire, Smoke, or Fumes of Unknown Origin procedure before initiating this procedure.

Front 18

SFE Warning

Back 18

Warning: Should fire re-ignite, execute fire, smoke, or fumes of unknown origin procedure.

Front 19

SFE Warning

Back 19

Warning: During electrical arcing or fire, KAPTON wiring may generate toxic fumes (colorless, odorless) causing irritation to the nose and throat. Excessive inhalation of these fumes may result in heart palpitations and death within 4 to 6 hours.

Front 20

SFE Boldface Step 1

Back 20

Personnel Air Cond - ON (P)

Front 21

SFE Warning

Back 21

If Smoke or Fumes intensify, refer to Smoke or Fumes from Air Conditioning procedure.

Front 22

SFE Note

Back 22

If executing this procedure following Fire, Smoke, or Fumes of unknown origin procedure, personnel air conditioning system and side window defog system will be inoperative if either the AC ESS or DC ESS buses lose power or AC ESS or DC ESS switches are in the OFF position.

Front 23

SFE Boldface Step 2

Back 23

Side Window Defog - MAX (P,CP)

Front 24

SFE Warning

Back 24

The cockpit door should not be opened. When smoke/fumes originate outside of cockpit, keeping door closed with air conditioning on and side window defog max will keep positive pressure inside the cockpit.

Front 25

Bailout Boldface Step 1

Back 25

Inform Crew

Front 26

Bail Step 1 Note

Back 26

Note: Notify crew using ICS and 4 short rings on emergency bell

Front 27

Bailout Boldface Step 2

Back 27

Don Oxygen/Emergency Oxygen - As Required (ALL)

Front 28

Warning

Back 28

Above 20000 ft or if Smoke or Fumes are present, failure to don 100% oxygen and connect to emergency oxygen supply will result in hypoxia and smoke inhalation during egress.

Front 29

Bailout Boldface Step 3

Back 29

Depressurize Cabin - P,CP

Front 30

Warning and 2 Notes

Back 30

Prior to jettisoning door, ensure cabin pressure is within 2000 ft of aircraft altitude. Time to depressurize is 10 sec at 20000 ft and 15 seconds at 35000 ft when using the RAM AIR VALVE and CABIN PX DUMP switch. Failure to reduce cabin pressure will prevent retraction of door pins.

Hint 30

Note 1: The quickest way to depressurize is by opening the RAM AIR VALVE, placing Cabin Pressure Dump switch to DUMP, and turning PERSONNEL AIR COND OFF.

Note 2: The transmit operation of the UHF 3, UHF 4, and UHF 5 radios will be disabled with a loss in cabin pressure resulting in a cabin altitude exceeding 15000 ft. Normal operation can be restored once cabin altitude is below 15000 ft and any one of the ARC-158 radios is cycled OFF and then ON.

Front 31

Note

Back 31

Recommend door jettison at 150 KIAS, 20 deg flaps, and over unpopulated area.

Front 32

Bailout Boldface Step 4

Back 32

MEH - Jettison (P,CP)

Front 33

Warning

Back 33

Ensure FEC is clear of personnel prior to jettison. Emergency jettison handle must be pulled up approximately 40 degrees and left up. Returning handle to stowed position will reseat door pins.

Front 34

Warning

Back 34

With hatches open, negative pressure may prevent jettison of main entrance door.

Front 35

Bailout Step 5

Back 35

Trim Aircraft - Engage AFCS/SAFCS (P)

Front 36

Bailout Step 6 (GRII)

Back 36

Jettison TWA (CICO/ACO)

Front 37

Bailout Step 7

Back 37

Squawk EMER on IFF (CP)

Front 38

Bailout Step 8a

Back 38

All crewmembers:
a. Seats facing forward, locked, lap belts and drogue straps tight.

Front 39

Bailout Step 8b

Back 39

b. Helmet Visor down, chinstrap tight, gloves on

Front 40

Bailout Step 8c

Back 40

c. Loose Gear stowed

Front 41

Bailout Step 9

Back 41

Notify crew using ICS and with long ring on emergency bell. (P,CP)

Front 42

Bailout Step 10a

Back 42

All crewmembers:
a. If connected to emergency oxygen supply, pull green apple, located behind right hip, disconnect frommain
oxygen supply.

Front 43

Warning

Back 43

If smoke or fumes are present during egress, every effort must be made to
control inhalation such that smoke or fumes are prevented from entering
through the anti-suffocation valve on the main supply fitting.

Front 44

Bailout Step 10b

Back 44

Disconnect ICS lead and secure helmet ICS cord

Front 45

Bailout Step 10c

Back 45

Harness - Locked (ALL)

Front 46

Warning

Back 46

Attempting to release from the seat using emergency equipment release
handle with the inertial reel unlocked may result in inertial reel extension
without complete parachute release during egress. Should this occur, lean
back in seat, lock inertial reel, and attempt normal egress.

Front 47

Bailout Step 10d

Back 47

Release from seat using emergency equipment release handle.

Front 48

Warning x 2

Back 48

Should emergency equipment release handle break, release may be performed by pulling forward on the actuating rod.

Hint 48

The ditch maneuver is not survivable for aircrew not properly secured to a seat. Any aircrew that has disconnected his/her parachute assembly from the seat using emergency equipment release handle is committed to bailout.

Front 49

Bailout Step 10e

Back 49

Proceed to main entrance hatch

Front 50

Bailout Step 11a

Back 50

If door has not jettisoned:
a. Pull up internal door handle

Front 51

Bailout Step 11b

Back 51

b. As main entrance hatch falls into airstream, pull on support brace jettison cable.

Front 52

Bailout Step 12a

Back 52

Bailout
a. Stand in door, place both hands on main ripcord handle (left shoulder), tuck head, exit, and assume military
tuck position

Front 53

Bailout Step 12b

Back 53

Delay 3 seconds to clear aircraft and pull main ripcord.

Front 54

Warning

Back 54

Delay beyond 5 seconds in pulling ripcord can allow crewmember to begin
tumbling and jeopardize successful parachute deployment.

Front 55

Warning

Back 55

The MOR is an emergency system and the parachute will not deploy unless
the primary ripcord is pulled.

Front 56

Warning

Back 56

If bailout occurs above 14,000 feet MSL, only the pilot and drogue chute
will deploy. When the crewmember passes through 14,000 ±1000 feet
MSL, the automatic actuation device (AAD) will release the drogue chute,
which will extract the main canopy. If the crewmember suspects that the
AAD has malfunctioned or terrain is higher than 14,000 feet MSL,
deployment of the main canopy must be performed by pulling the MOR
handle.

Front 57

Note

Back 57

A drogue ride from 25,000 feet to 14,000 feet MSL will take approximately
72 seconds depending on crewmember weight.

Front 58

Bailout Step 12c

Back 58

After pulling main ripcord, remain in military tuck position

Front 59

Warning

Back 59

Remain in the military tuck position while under the drogue chute to
minimize spin rate.

Front 60

Warning

Back 60

If the spin rate does not decrease, pull the MOR handle to deploy the main
canopy.

Front 61

Ditching Warning and Step 1

Back 61

The ditch maneuver is not survivable for aircrew not properly secured to a seat. Any aircrew that has disconnected his/her parachute assembly from the seat using the emergency equipment release handle is committed to bailout.

Hint 61

LANDING GEAR = UP (P,CP)

Front 62

WARNING

Back 62

With both engines windmilling, landing gear must be overridden. Gear may not come up into locked position.

Front 63

Ditching Step 2

Back 63

FLAPS = AS REQD (P,CP)

Front 64

WARNING

Back 64

With one engine feathered and the other windmilling, normal and emergency electrical flap operation can be restored by placing the feathered engine's condition lever to run and its T-handle in. Do not return a fluid handle to the in position if that engine was secured for fire.

Front 65

Step 3

Back 65

Ditching Hatches = OPEN/REMOVE (ALL)

Front 66

Warning

Back 66

This will produce a rush of air forward to the cockpit and out through the copilots ditching hatch. Use force against CIC ditching hatch to prevent possible head injury.

Front 67

Warning

Back 67

Ensure cockpit ditching hatches are completely aft and locked in position. Failure to do so may result in ditching hatches slamming closed upon impact, thus prohibiting the pilot/copilot from safely egressing the aircraft.

Front 68

Step 4

Back 68

MAX RUDDER = As Required (P)

Front 69

Step 5

Back 69

Harness = Locked (ALL)

Front 70

Step 6

Back 70

Notify crew using ICS and two short rings (CP)

Front 71

Step 7

Back 71

CIC Ditching Hatch light = As Required (ACO)

Front 72

Step 8

Back 72

Fuel = Dump (P)

Front 73

Step 9

Back 73

Distress Signal = Send (CP,CICO)

Front 74

Step 10

Back 74

Loose Gear = Stow (ALL)

Front 75

Step 11

Back 75

Seat facing forward, locked, lap belt tight (ALL)

Front 76

Step 12

Back 76

Helmet visor/chin strap = Down/Tight (ALL)

Front 77

Step 13

Back 77

Make approach as determined by wind and sea conditions (P)

Front 78

Step 14

Back 78

Notify crew to brace for impact (P)

Front 79

WARNING

Back 79

If oxygen is necessary up to time of impact, remove oxygen mask from helmet immediately after impact.

Front 80

DITCHING Checklist AFTER Impact Step 1

Back 80

Don SEBD bottle = As desired (ALL)

Front 81

After Impact Step 2

Back 81

Service Lead = Disconnect (ALL)

Front 82

After Impact Step 3

Back 82

Upper Koch Fittings = Disconnect (ALL)

Front 83

After Impact Step 4

Back 83

Reference Point = Select (ALL)

Front 84

After Impact Step 5

Back 84

Lower Koch Fittings = Disconnect (ALL)

Front 85

WARNING

Back 85

The Upper Koch fittings should be released first, followed by the lower Koch fittings. This procedure will preclude "hanging up" inside the aircraft if the aircraft comes to rest inverted. The lower strap may be used as an initial reference point.

Front 86

WARNING

Back 86

UWARS will not release the crewmember from the seat. If ditching in seawater, UWARS will fire, however, it will only release the main canopy. Therefore, the upper koch fittings must be released.

Front 87

WARNING

Back 87

If connected to emergency oxygen hose, it must be detached in order to egress the aircraft.

Front 88

After Impact Step 6

Back 88

Abandon Aircraft (ALL)

Front 89

After Impact Step 7

Back 89

Swim clear of the aircraft and inflate LPU (ALL)

Front 90

WARNING x 2

Back 90

If SEBD use is required during egress from a submerged aircraft, aircrew shall maintain regular breathing during the ascent.

Hint 90

To prevent the possibility of lung damage and/or arterial gas embolism during rapid ascent, aircrew shall maintain steady exhalation. Consider delaying inflation of the LPU to prevent any overly rapid ascent.

Front 91

SMOKE OR FUMES FROM AIR-CONDITIONING SYSTEM Step 1

Back 91

PERSONNEL AIR COND switch = OFF (P)

Front 92

Step 2

Back 92

Don Oxygen = 100% (ALL)