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166 Cards in this Set
- Front
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- 3rd side (hint)
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MAIN GEARBOX FAILURE IMMINENT
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Corrective Action:
1. LANDING/HOVER CHECKLIST – COMPLETE (200 foot checks at a minimum based on urgency) 2. LAND/DITCH IMMEDIATELY (POWER ON) |
The VEMD should be used to verify whether a GB Chip warning light is associated with the Main gearbox or the Tail Rotor gearbox.
If an immediate landing/ditching seriously jeopardizes aircrew survivability, i.e., extreme sea/terrain conditions, air taxi to the nearest suitable site and land/ditch immediately. The potential loss of the airframe after aircrew egress is not sufficient cause to continue flight. Symptoms: 1. Loss of XMSN lubrication OR illumination of a GB CHIP warning light with an MGB CHIP annunciation on the VEMD CAUTION/FUEL page in conjunction with any one of the following: Yaw kicks Abnormal transmission noises Unusually high power requirements 2. LOSS of XMSN lubrication AND illumination of a GB CHIP warning light with an MGB CHIP annunciation on the VEMD CAUTION/FUEL page |
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MAIN GEARBOX MALFUNCTION
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Corrective Action:
1. MONITOR FOR SECONDARY INDICATIONS 2. FLY AT MINIMUM SAFE ALTITUDE 3. AVOID HIGH POWER MANEUVERS 4. LAND AS SOON AS PRACTICABLE In order to determine whether or not power requirements have increased for an MGB problem, the pilot should note flight regime, airspeed and current power setting at the onset of the malfunction to establish a baseline for later comparison. |
Any ONE of the following conditions constitutes an indication of a
single malfunction. Several symptoms may be evident in a single malfunction. A loss of MGB oil pressure may precede a complete loss of MGB lubrication, and will be indicated by the following: 1. MGB PRESS warning light 2. Low XMSN oil pressure A complete loss of MGB lubrication will be indicated by the following: 1. XMSN oil pressure at zero 2. MGB PMP MAIN caution light 3. MGP PMP AUX caution light 4. MGB PRESS warning light Possible Symptom: 1. Abnormal rise in MGB oil temperature 2. While serious, a single malfunction does not indicate that a Main Gearbox failure is imminent. Flight without Main Gearbox oil lubrication should be sustainable for approximately 25 minutes. In the event of high temperature indications, minimize hovering and ground operations due to loss of cooling airflow. Symptoms: Any ONE of the following: 1. Loss of MGB Oil Pressure 2. Loss of XMSN lubrication 3. GB CHIP warning light illuminated with an MGB CHIP annunciation on the VEMD CAUTION/FUEL page 4. Abnormal transmission noises |
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MAIN GEARBOX PUMP MAIN ELEMENT FAILURE
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Corrective Action:
1. MONITOR XMSN OIL PRESSURE AND TEMPERATURE 2. LAND AS SOON AS PRACTICABLE |
The MGB oil pump main element may cease to operate due to partial loss of MGB oil supply or failure of the element itself. MGB lubrication will continue to be provided by the auxiliary element of the pump. The auxiliary element operates at a lower pressure and bypasses the oil cooler.
Symptoms: 1. Illumination of MGB PMP MAIN caution light 2. Decrease in XMSN oil pressure 3. Increase in XMSN oil temperature |
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MAIN GEARBOX PUMP AUXILIARY ELEMENT FAILURE
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Corrective Action:
1. MONITOR XMSN OIL PRESSURE AND TEMPERATURE 2. ABORT MISSION |
During normal operations, the auxiliary element of the MGB oil pump is not used for lubrication. A failure will indicate loss of redundancy in case of mail element failure.
Symptom: 1. Illumination of MGB PMP AUX caution light |
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MAIN GEARBOX INDICATING SYSTEM FAILURE
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Corrective Action:
1. MONITOR FOR SECONDARY INDICATIONS 2. ABORT MISSION |
Symptoms:
Any ONE of the following conditions: 1. MGB PRESS warning light illuminated 2. XMSN oil pressure in red or zero. (May be accompanied by MGB exceedance in CDU due to shared transducer) 3. OIL TEMP warning light illuminated 4. XMSN oil temperature in red or zero |
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MAIN GEARBOX OVERTEMP
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Corrective Action:
1. CRUISE AIRSPEED – 120 KIAS MINIMUM 2. LAND AS SOON AS PRACTICABLE |
High power settings may increase operating temperatures. Operations at slow speeds (below 120 KIAS) may not provide sufficient airflow through the oil cooler for effective cooling. This failure may not be evident at airspeeds above 120 KIAS.
Symptoms: 1. OIL TEMP warning light illuminated 2. Abnormal rise in MGB oil temperature |
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MAIN GEARBOX HIGH PRESSURE
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Symptoms:
1. Transmission oil pressure greater than 80 psi Corrective Action: 1. LAND AS SOON AS PRACTICABLE |
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MAIN GEARBOX OVERTORQUE (hover flight with significant pedal input during spot turns, lateral flight)
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Symptom:
1. MGB Q greater than 100% (10.0) but less than 107% (10.7) Corrective Action: 1. REDUCE TORQUE TO WITHIN LIMITS, WHEN ABLE Symptom: 1. MGB Q greater than or equal to 107% (10.7) Corrective Action: 1. LAND AS SOON AS PRACTICABLE |
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MAIN GEARBOX OVERTORQUE (hover flight and transition between 0 and 80 KIAS [no pedal input])
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Symptom:
1. MGB Q greater than 100% (10.0) but less than 104% (10.4) Corrective Action: 1. REDUCE TORQUE TO WITHIN LIMITS, WHEN ABLE Symptom: 1. MGB Q greater than or equal to 104% (10.4) but less than 107% (10.7) Corrective Action: 1. ABORT MISSION. URGENT MISSION MAY BE COMPLETED Symptom: 1. MGB Q greater than or equal to 107% (10.7) Corrective Action: 1. LAND AS SOON AS PRACTICABLE |
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MAIN GEARBOX OVERTORQUE (cruise flight [above 80 KIAS])
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Symptom:
1. MGB Q greater than 88% (8.8) but less than 94% (9.4) for less than 5 seconds Corrective Action: 1. REDUCE TORQUE TO WITHIN LIMITS, WHEN ABLE Symptoms: 1. MGB Q greater than 88% (8.8) but less than 94% (9.4) for more than 5 seconds, or MGB Q greater than 94% (9.4) but less than or equal to 103% (10.3) Corrective Action: 1. ABORT MISSION. URGENT MISSION MAY BE COMPLETED Symptoms: 1. MGB Q greater than 103% (10.3) Corrective Action: 1. LAND AS SOON AS PRACTICABLE |
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MAIN GEARBOX FIRE
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Corrective Action:
1. ATTEMPT TO CONFIRM PRESENCE OF FIRE (alert crew) 2. LANDING/HOVER CHECKLIST – COMPLETE (200 foot checks at a minimum based on urgency) If fire confirmed: 3. LAND/DITCH IMMEDIATELY If fire NOT confirmed: 4. LAND AS SOON AS POSSIBLE |
Illumination of the MGB fire detector may indicate a fire or overheat condition in the main gearbox compartment, or a short circuit in the detection system. Since no fire extinguishing system is provided for the main gearbox compartment, immediate action should be taken to confirm the presence of fire.
Due to the potential for fire damage to the flight control servos and/or the associated hydraulic lines, a fire in this compartment may result in complete loss of aircraft control. Symptoms: 1. MGB fire warning light illuminated Additional possible symptoms: 2. Illumination of MGB related warning and caution lights 3. Loss of MGB oil pressure and/or rise in temperature 4. Drop in fuel or hydraulic pressure 5. Electrical system malfunctions |
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ENGINE COMPARTMENT FIRE IN-FLIGHT
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Corrective Action:
1. ATTEMPT TO CONFIRM PRESENCE OF FIRE (alert crew) 2. SINGLE ENGINE FLIGHT PROFILE – ESTABLISH If fire confirmed: 3. FADEC control switch (affected engine) – CONFIRM; IDLE; CONFIRM; OFF 4. EMERGENCY FUEL SHUTOFF LEVER – CONFIRM; OFF 5. BOOST PUMPS (affected engine) – OFF 6. PRI FIRE EXTINGUISHER BUTTON (affected engine) – CONFURM; PUSH 7. SEC FIRE EXTINGUISHER BUTTON (affected engine) – PUSH 8. LANDING/HOVER CHECKLIST – COMPLETE (200-foot checks at a minimum based on urgency) If fire still persists: 9. LAND/DITCH IMMEDIATELY If fire no longer evident: 9. LAND AS SOON AS POSSIBLE If fire NOT confirmed: 3. LAND AS SOON AS PRACTICABLE |
Due to engine location, confirming a fire in-flight may be difficult. It may be necessary for an aircrew member to open one of the cabin doors to observe the engines. Ensure a gunner’s belt is used for this evolution.
Symptoms: 1. FIRE warning light illuminated on the instrument panel 2. Red warning light illuminated on the corresponding Emergency Fuel Shutoff Lever (ESFL) 3. Flames and/or smoke coming from engine compartment |
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ENGINE COMPARTMENT FIRE ON DECK
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Corrective Action:
1. ATTEMPT TO CONFIRM PRESENCE OF FIRE (alert crew) 2. FADEC CONTROL SWITCHES – BOTH OFF 3. EMERGENCY FUEL SHUTOFF LEVERS – BOTH OFF 4. BOOST PUMPS – ALL OFF If fire confirmed: 5. PRI FIRE EXTINGUISHER BUTTON (affected engine) – CONFIRM; PUSH 6. SEC FIRE EXTINGUISHER BUTTON (affected engine) – PUSH 7. EMERGENCY ELECTRICAL CUTOFF – OFF 8. ROTOR BRAKE – ON 9. EVACUATE AIRCRAFT |
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INTERNAL FIRE (CABIN, ELECTRICAL, AND/OR AVIONICS)
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Corrective Action:
1. DESIGNATE CREWMEMBER TO FIGHT FIRE 2. AFFECTED EQUIPMENT – OFF 3. HEAT/COOL SWITCHES – OFF 4. RAM AIR – CLOSED 5. CABIN SLIDING DOOR – CLOSED 6. PILOT’S WINDOWS – CLOSED 7. RACK BLOWER CIRCUIT BREAKER – PULL (for avionics rack fire only – avionics rack panel R4 #4 in HH-65, R5 #4 in MH-65) 8. CIRCUIT BREAKERS – PULL (for affected circuits). 9. LANDING/HOVER CHECKLIST – COMPLETE (200 foot checks at a minimum based on urgency) If electrical or avionics fire persists: 10. EMERGENCY ELECTRICAL CUTOFF– OFF If electrical or avionics fire persists: 11. LAND/DITCH IMMEDIATELY If fire goes out: 11. LAND AS SOON AS POSSIBLE |
The severity of the fire and actual flight conditions (night/instrument) will
dictate the immediate procedures to be followed. It may not be advisable to secure all electrical power, thus losing AFCS and flight instruments, prior to achieving VMC. With the emergency electrical cutoff in the OFF position, the flotation system will not be available. Consideration should be given to activating floats prior to securing if ditching is anticipated. An avionics fire will be fought by disconnecting enough camlocks on the avionics rack panel to allow access for the fire extinguisher nozzle. Short blasts are advised to preserve extinguisher agent in case of a reflash. Close rack panel and monitor for reflash. All communication, both internal and external, and all aircraft system lighting will be lost after activating Emergency Electrical Cut-Off switch. Placing the Emergency Electrical Cut-off switch to OFF removes power to the tail rotor hydraulic isolation valve, closing the valve. With the 10-bladed tail rotor hub installed, this action results in considerable feedback in the pedals. |
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SMOKE AND FUME ELIMINATION
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1. HEAT/COOL SWITCHES – OFF
2. RAM AIR – OPEN 3. CABIN SLIDING DOOR – OPEN 4. PILOTS’ WINDOWS – OPEN 5. LAND AS SOON AS PRACTICABLE |
If fuel fumes are present, limit radio transmissions to a
minimum. Due to antenna location, COMM 1 is the best choice. To avoid the possibility of rotor blade or structural damage, do not jettison any window or door unless deemed absolutely essential for smoke or fume removal. The SEAS bottle, located in crew survival vests, may be a good source of clean air in the event of an unbreathable environment. |
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ENGINE POST-SHUTDOWN FIRE
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Corrective Action:
1. FADEC CONTROL SWITCH – CHECK OFF 2. BOOST PUMPS – CHECK OFF 3. EMERGENCY FUEL SHUTOFF LEVER – SHUT OFF (ENSURE 10 SECONDS HAVE ELAPSED PRIOR TO SHUTOFF) Operation of the crank button with the EFSL pulled will cause severe damage to the engine fuel pump. 4. CRANK BUTTON – DEPRESS UNTIL TOT DECREASES If TOT continues to rise or does not decrease: 5. EMERGENCY ELECTRICAL CUTOFF – OFF 6. ROTOR BRAKE – ON 7. EVACUATE AIRCRAFT |
After engine shutdown is complete and N1 rotation has
ceased, TOT may increase slowly due to temperature soakback. Symptom: 1. TOT rises or does not decrease within 10 seconds after the FADEC control switch has been placed in the OFF position. If the engine does not stop immediately (solenoid valve failure), the FADEC will shut down the engine 5 to 6 seconds later. Do not move the Emergency Fuel Shutoff Lever (EFSL) to the shutoff position before 10 seconds have elapsed. |
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FIRE DETECTOR FAILURE
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An open circuit in the fire detection system will result in FAIL light illumination.
Possible Symptoms: 1. Fire detector FAIL light illuminated Corrective Action: 1. LAND AS SOON AS PRACTICABLE |
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FIRE SUPPRESSION FAILURE
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L and/or R EXT Caution Light(s) illuminated when the bottle(s) have been expended.
Symptom: 1. L or R EXT caution light illuminated Corrective Action: 1. ABORT MISSION |
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ROTOR BLADE DAMAGE
Symptoms: 1. Rotor blade damage is known or suspected AND 2. Secondary indications (such as vibrations) are more than moderate, flight characteristics are drastically altered |
Corrective Action:
1. LANDING/HOVER CHECKLIST – COMPLETE (200-foot checks at a minimum based on urgency) 2. LAND/DITCH IMMEDIATELY |
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ROTOR BLADE DAMAGE
Symptom: 1. Rotor blade damage is known or suspected, with or without secondary indications of up to moderate |
Corrective Action:
1. LAND AS SOON AS POSSIBLE |
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ABNORMAL VIBRATIONS
Symptom: 1. Severe or intolerable vibrations of unknown origin |
Corrective Action:
1. LANDING/HOVER CHECKLIST – COMPELTE (200-foot checks at a minimum based on urgency) 2. LAND/DITCH IMMEDIATELY |
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ABNORMAL VIBRATIONS
Symptom: 1. Moderate vibrations |
Corrective Action:
1. CRUISE AIRSPEED – 75-120 KIAS 2. AVOID ABRUPT MANEUVERS 3. LAND AS SOON AS PRACTICABLE |
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ABNORMAL VIBRATIONS
Symptom: 1. Slight vibrations |
Corrective Action:
1. CRUISE AIRSPEED – 75-120 KIAS 2. AVOID ABRUPT MANEUVERS 3. LAND AS SOON AS PRACTICABLE |
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WINDSCREEN CRACKS
Symptom: 1. Either inner or outer pane on windshield cracked |
Corrective Action:
1. CRUISE AIRSPEED 70 KNOTS MAXIMUM 2. IF ARCING ON WINDSCREEN IS NOTICED, SECURE WINDSCREEN ANTI-ICE 3. ABORT MISSION. URGENT MISSION MAY BE COMPLETED |
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WINDSCREEN CRACKS
Symptom: 1. Both inner and outer panes on windscreen cracked |
Corrective Action:
1. CRUISE AIRSPEED 70 KNOTS MAXIMUM 2. IF ARCING ON WINDSCREEN IS NOTICED, SECURE WINDSCREEN ANTI-ICE 3. LAND AS SOON AS PRACTICABLE |
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MAIN ROTOR OVERSPEED
Symptom: 1. Nr 395 RPM to less than 420 RPM |
Corrective Action:
1. ABORT MISSION. URGENT MISSION MAY BE COMPLETED |
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MAIN ROTOR OVERSPEED
Symptom: 1. Nr 420 RPM or greater |
Corrective Action:
1. LAND AS SOON AS PRACTICABLE |
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NR 365 RPM SYSTEM MALFUNCTION
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Corrective Action:
1. Nr SWITCH – NORMAL If failure persists: 2. AIRSPEED – LESS THAN 135 KIAS 3. ANGLE OF BANK 40 DEGREES MAXIMUM 4. ABORT MISSION. URGENT MISSINO MAY BE COMPLETED |
Symptoms:
1. NR HI caution light illuminated with Nr High switch in NORMAL 2. NR ≥ 365 RPM with Nr High switch in NORMAL Extended Nr ≥ 365 above the best rate of climb airspeed, Vy, may cause damage to aircraft systems and has the potential to have long term fatigue effects on the main rotor system. |
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Nr INDICATING SYSTEM FAILURE
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Corrective Action:
1. MONITOR OTHER NR INDICATOR (IF OPERABLE) OR N2 2. AVOID ABRUPT MANEUVERS If one Nr gauge fails: 3. CONTINUE FLIGHT AS APPROPRIATE If both Nr gauges fail: 3. ABORT MISSION Low Nr audio will still function even when the Nr indicator fails. |
Symptom:
1. One or both Nr gages fluctuates abnormally or indicates zero |
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UNCOMMANDED LEFT YAW (ULY)
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Corrective Action:
1. IMMEDIATE FULL RIGHT PEDAL, MAXIMUM DEFLECTION 2. ALTITUDE/OBSTACLES PERMITTING, SMOOTHLY APPLY FORWARD CYCLIC TO INCREASE FORWARD AIRSPEED 3. ALTITUDE PERMITTING, REDUCE COLLECTIVE 4. Nr SWITCH – HI |
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TGB CHIP DETECTED
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Corrective Action:
1. ESTABLISH SAFE ALTITUDE AND AIRSPEED FOR POSSIBLE LOSS OF TAIL ROTOR THRUST 2. LAND AS SOON AS POSSIBLE |
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LOSS OF TAIL ROTOR THRUST WHILE HOVERING
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Corrective Actions:
1. EMERGENCY FUEL SHUTOFF LEVERS – BOTH OFF 2. MAINTAIN LANDING ATTUTUDE 3. CUSHION LANDING WITH COLLECTIVE |
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LOSS OF TAIL ROTOR THRUST IN FORWARD FLIGHT
OR FIXED TAIL ROTOR PITCH |
Corrective Action:
1. DIRECTIONAL CONTROL – MAINTAIN USING CYCLIC AND COLLECTIVE 2. LAND AS SOON AS PRACTABLE. UTILIZE PROCEDURE FOR LANDING WITH TAIL ROTOR MALFUNCTION |
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POWERED LANDING WITH TAIL ROTOR MALFUNCTION
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1. LANDING/HOVER CHECKLIST –
COMPLETE 2. APPROACH ANGLE/SPEED – AS REQUIRED TO MAINTAIN RIGHT YAW (left sideslip) 3. TOUCHDOWN – ELIMINATE YAW AND DRIFT 4. ROLLOUT – COORDINATE CYCLIC AND COLLECTIVE TO MAINTAIN DIRECTIONAL CONTROL AND REDUCE GROUND SPEED 5. BRAKES – APPLY AS REQUIRED |
With the collective up and little weight on the
tires, light brake application may be sufficient to lock the wheels and cause tire blowout. Rapid lowering of collective after touchdown may result in uncontrollable yaw to the right. |
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AUTOROTATIVE LANDING WITH TAIL ROTOR MALFUNCTION
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1. LANDING/HOVER CHECK – COMPLETE
2. AIRSPEED – 75 KIAS 3. COLELCTIVE – DECREASE TO ESTABLISH AUTOROTATION 4. FADEC CONTROL SWITCHES – IDLE 5. AT 200 FT RADALT – WHEELS AS REQUIRED If satisfied that the approach will permit successful completion of the autorotation to the desired area: 6. FADEC CONTROL SWITCHES – OFF 7. AT 125 FT RADALT – INITIATE FLARE. INFLATE FLOATS AS REQUIRED 8. ASSUME LANDING ATTITUDE, ELIMINATING DRIFT PRIOR TO TOUCHDOWN 9. COLLECTIVE – CUSHION THE LANDING |
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ENGINE EMERGENCIES IN-FLIGHT
FOR ANY SUSPECTED ENGINE MALFUNCTION, THE FOLLOWING BASIC PROCEDURES APPLY AND WILL BE REFERRED TO AS THE “BIG 4:” |
1. Nr – MAINTAIN
2. AIRSPEED/ALTITUDE – CONTROL AND SET LIMITS 3. WHEELS/FLOATS – AS REQUIRED 4. ANALYZE |
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DUAL ENGINE FAILURE IN-FLIGHT
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Symptoms:
1. Low Nr horn – ON 2. Nr – DECAYING 3. Engine parameters – BOTH ENGINES DECREASING 4. Possible right yaw Additional symptoms will become evident as the engines spool down Corrective Action: 1. Nr – MAINTAIN 2. PERFORM AUTOROTATION PROCEDURE |
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VISUAL AUTOROTATION PROCEDURES
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Corrective Action:
1. COMPLETE THE “BIG 4” (airspeed 75-105 KIAS) 2. TURN TOWARD DESIRED LANDING AREA AND/OR INTO THE WIND 3. AT 200 FT RADALT – WHEELS RECHECK 4. AT 125 FT RADALT – INITIATE FLARE; INFLATE FLOATS AS REQUIRED 5. ASSUME LANDING ATTITUDE, ELIMINATING YAW AND DRIFT PRIOR TO TOUCHDOWN 6. COLLECTIVE – CUSHION THE LANDING |
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Autorotation: The following items should be completed if time and altitude permit
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a) CABIN DOOR – OPEN
b) SHOULDER HARNESS – LOCKED c) DISTRESS – TRANSMIT d) IFF – EMERGENCY e) FADEC CONTROL SWITCHES – BOTH OFF f) ENGINE RESTART – CONSIDER ATTEMPT g) LANDING LIGHTS – AS REQUIRED h) BOOST PUMPS – OFF |
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INSTRUMENT AUTOROTATION PROCEDURES
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Corrective Action:
1. COMPLETE THE “BIG 4” (airspeed 75 KIAS) 2. TURN TOWARD DESIRED LANDING AREA AND/OR INTO THE WIND 3. AT 200 FT RADALT – WHEELS RECHECK 4. AT 125 FT RADALT – INITIATE FLARE. CONTROL THE RATE TO ARRIVE AT 20 DEGREES NOSE-UP AT 75 FT RADALT; INFLATE FLOATS AS REQUIRED 5. MAINTAIN FLARE UNTIL DESIRED AIRSPEED IS REACHED – 30 KTS PLUS HALF THE WIND SPEED 6. ASSUME 5º NOSE UP, WINGS-LEVEL LANDING ATTITUDE 7. AT 25 FT RADALT – COLLECTIVE – CUSHION THE LANDING |
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SINGLE ENGINE FAILURES IN FLIGHT
TO INCLUDE: LOW HOVER, HIGH HOVER, AND TAKEOFF/ LANDING TRANSITION |
1. Nr – MAINTAIN
2. AIRSPEED/ALTUTUDE – CONTROL 3. WHEELS/FLOATS – AS REQUIRED 4. LAND BACK OR CONTINUE FLIGHT |
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LANDBACK PROCEDURE:
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5. ASSUME LANDING ATTITUDE, ELIMINATE YAW AND DRIFT PRIOR TO TOUCHDOWN
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CONTINUED FLIGHT PROCEDURE:
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5. COLLECTIVE – ADJUST TO MAXIMUM POWER, MAINTAINING MINIMUM Nr (at or above 345 RPM)
6. AIRSPEED – CLIMB AT 70-75 KIAS 7. OEI – SET AS NECESSARY 8. ANALYZE |
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FLAMEOUT
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Corrective Action:
1. COMPLETE THE “BIG 4” 2. ENGINE SHUTDOWN PROCEDURE – COMPLETE |
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ENGINE CHIP DETECTED
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Corrective Action:
1. COMPLETE THE “BIG 4” 2. FADEC CONTROL SWITCH (AFFECTED ENGINE) – CONFIRM; IDLE 3. ENGINE – MONITOR If ABNORMAL indications: 4. ENGINE SHUTDOWN PROCEDURE – COMPLETE If NORMAL indications: 4. LAND AS SOON AS PRACTICABLE. (If additional power is required for landing, affected FCS may be switched to the FLT position.) |
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ENGINE GEARBOX / OUTPUT SHAFT FAILURE
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Corrective Action:
1. COMPLETE THE “BIG 4” 2. ENGINE SHUTDOWN PROCEDURE – COMPLETE |
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N1 DIVERGENCES / PARTIAL POWER LOSS
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Corrective Action:
1. COMPLETE THE “BIG 4” 2. ENGINE PARAMETERS – MONITOR 3. LAND AS SOON AS PRACTICABLE |
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MAJOR FADEC/ GOVERNOR FAILURE
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Corrective Action:
1. COMPLETE THE “BIG 4” 2. TRNG SWITCH – FLT 3. FADEC BACK-UP SWITCH (affected engine) – BACKUP 4. OEI – SET AS NECESSARY 5. LAND AS SOON AS PRACTICABLE |
Note:In back-up mode, FADEC will match the N1 of the affected
engine to the N1 of the good engine. While N1 matching is assured, there will be some acceleration delay on the engine in back-up mode. Warning: With the FADEC Backup Switch in backup, N1 matching will occur without regard to the opposite engine’s current N1 setting. The FADEC Backup Switch shall not be in the backup position when an engine is at training idle. |
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MINOR FADEC/ GOVERNOR FAILURE
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Corrective Action:
1. ABORT MISSION. URGENT MISSION MAY BE COMPLETED |
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VEMD FAILURES
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Corrective Action:
1. SHUT OFF SCREEN 1 OR 2 AS APPROPRIATE 2. CONTINUE FLIGHT AS APPROPRIATE |
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DUAL VEMD SCREEN FAILURE
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Corrective Action:
1. SHUT OFF SCREEN 1 OR 2 APPROPRIATE 2. AVOID HIGH POWER SETTINGS, REFERENCE PLACARD FOR COLLECTIVE PITCH SETTINGS 3. ABORT THE MISSION |
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LUBRICATION SYSTEM FAILURE
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Corrective Action:
1. COMPLETE THE “BIG 4” 2. ENGINE SHUTDOWN PROCEDURE – COMPLETE |
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ENGINE SURGE OR COMPRESSOR STALL IN FLIGHT
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Corrective Action:
1. COMPLETE THE “BIG 4” If NORMAL engine parameters or affected engine cannot be identified: 2. LAND AS SOON AS PRACTICABLE If ABNORMAL engine parameters and affected engine can be identified: 2. FADEC CONTROL SWITCH (affected engine) – CONFIRM; IDLE 3. ENGINE – MONITOR If ABNORMAL IDLE parameters: 4. ENGINE SHUTDOWN PROCEDURE – COMPLETE If NORMAL IDLE parameters: 4. LAND AS SOON AS PRACTICABLE |
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ENGINE SURGE OR COMPRESSOR STALL ON DECK
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Corrective Action:
1. FADEC CONTROL SWITCH (affected engine) – OFF 2. FUEL BOOST PUMP (affected engine) – OFF 3. TOT – MONITOR FOR POST-SHUTDOWN FIRE |
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ENGINE OIL COOLER FAN FAILURE
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If BOTH engines overheated:
1. CRUISE AIRSPEED – 120 KIAS MIN 2. LAND AS SOON AS PRACTICABLE 3. SHUT DOWN ENGINES AS SOON AS POSSIBLE If ONE engine overheated: 1. CRUISE AIRSPEED – 75 KIAS MINIMUM 2. FADEC CONTROL SWITCH (affected engine) – CONFIRM; IDLE 3. ENGINE OIL TEMPERATURE – MONITOR 4. LAND AS SOON AS PRACTICABLE (If additional power is required for landing, affected FCS may be switched to flight position.) |
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ENGINE SHUTDOWN PROCEDURE IN FLIGHT
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1. SINGLE ENGINE FLIGHT PROFILE – ESTABLISH
2. FADEC CONTROL SWITCH (affected engine) – CONFIRM; IDLE; CONFIRM; OFF 3. BOOST PUMPS (affected engine) – OFF 4. TOT – MONITOR FOR POST-SHUTDOWN FIRE 5. OEI – SET AS REQUIRED 6. FUEL – TRANSFER/JETTISON AS REQUIRED (To transfer all useable fuel, the boost pumps on the failed engine side must be ON to drive the transfer injectors.) 7. LAND AS SOON AS PRACTICABLE (Single-engine landing procedure.) |
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RESTARTING ENGINE IN FLIGHT
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Corrective Action:
1. HEAT OFF 2. EMERGENCY FUEL SHUTOFF LEVER – ENSURE FORWARD 3. BOOST PUMPS – ON 4. CHECK N1 LESS THAN 17% 5. PERFORM NORMAL START PROCEDURE If engine start successful: 6. LAND AS SOON AS PRACTICABLE If engine fails to light off: 6. ENGINE SHUTDOWN PROCEDURE – COMPLETE |
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ENGINE START EMERGENCIES
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Corrective Action:
1. FADEC CONTROL SWITCH – OFF 2. BOOST PUMPS – OFF 3. TOT – MONITOR FOR POST-SHUTDOWN FIRE |
Possible Symptoms:
1. Insufficient voltage (<17 VDC) 2. FADEC No. 1 or 2 FAIL caution light illuminates 3. TOT digital value is underscored in red 4. No rise in N1 and/or TOT within 10 seconds 5. TOT rises rapidly and/or appears that it will exceed 750 degrees Celsius (hot start) 6. The main rotor does not turn prior to 25% N1 7. Engine does not reach 45% N1 by 30 seconds and is no longer accelerating 8. ENG No. OIL P warning light does not extinguish prior to 70% N1 9. The N2 needle passes the Nr needle |
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TORQUE, TOT, OR N1 INDICATING SYSTEM FAILURE
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Corrective Action:
1. COMPLETE THE “BIG 4” 2. MONITOR OTHER ENGINE PARAMETERS 3. AVOID HIGH POWER SETTINGS 4. ABORT MISSION. URGENT MISSION MAY BE COMPLETED |
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VEHICLE PAGE INDICATION FAILURES
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Corrective Action:
1. MONITOR FOR SECONDARY INDICATIONS 2. ABORT MISSION |
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PRIMARY HYDRAULIC SYSTEM FAILURE
|
Corrective Action:
1. CRUISE AIRSPEED – 75-100 KIAS 2. AVOID ABRUPT MANEUVERS 3. LAND AS SOON AS PRACTICABLE |
Symptoms:
1. PRI SERVO P warning light illuminated 2. SERVO JAM warning light illuminated 3. LIMIT lights illuminated 4. HYD2 PRESS < 720 psi 5. SERVO LIMIT annunciation on the VEMD CAUTION/FUEL page 6. High-pitched noise from the transmission area 7. Stiffness in flight controls |
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SECONDARY HYDRAULICS SYSTEM FAILURE
|
Corrective Actions:
1. CRUISE AIRSPEED – 75 TO 100 KIAS 2. AVOID ABRUPT MANEUVERS 3. TAIL HYD ISOLATE SWITCH – CUT-OFF 4. EMERGENCY LANDING GEAR EXTENSION HANDLE – PULL (not required if wheels are down) |
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SECONDARY HYDRAULIC SYSTEM LOW FLUID LEVEL
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Corrective Actions:
1. TAIL HYD ISOLATE SWITCH – NORM 2. SEC HYD CIRCUIT BREAKER – RESET ONLY IF POPPED (pilot’s aft panel R5 #9) If system is restored: 3. CONTINUE FLIGHT AS APPROPRIATE. If failure persists: 4. TAIL HYD ISOLATE SWITCH – CUT-OFF. 5. EMERGENCY LANDING GEAR EXTENSION HANDLE – PULL (not required if wheels are down) |
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SECONDARY HYDRAULIC PRESSURE HIGH/LOW
|
Corrective Action:
1. LANDING GEAR HANDLE – DOWN (check wheels down) 2. SAFETY PIN – INSTALL (if available) 3. MONITOR FOR INDICATIONS OF A SECONDARY HYDRAULIC SYSTEM FAILURE 4. LAND AS SOON AS PRACTICABLE |
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SERVO JAM
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Corrective Action:
1. S C JAM CIRCUIT BREAKER – PULL, RESET (pilot’s aft panel R5 #8) 2. LAND AS SOON AS PRACTICABLE |
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HYDRAULIC INDICATING SYSTEM FAILURE
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Corrective Action:
1. MONITOR FOR SECONDARY INDICATIONS 2. ABORT MISSION. URGENT MISSION MAY BE COMPLETED |
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DUAL AC BUS FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. COOL SWITCH – OFF If VMC can be maintained: 3. LAND AS SOON AS PRACTICABLE If VMC cannot be maintained and AC components are required to stabilize the aircraft: 3. AC 26V TRANSFER SWITCH – CENTER |
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AC SYSTEM FAILURE
(MAIN AC BUS SHORT, ALTERNATOR, ALTERNATOR CONTROL UNIT, OR 115/26 VOLT AC SYSTEM FAILURE) |
Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AC 26V XFER SWITCH – PUSH IN THE DIRECTION OF THE ILLUMINATED FAIL LIGHT 3. AFCS – REENGAGE 4. IF ECS FAILED – COOL SWITCH – OFF 5. LAND AS SOON AS PRACTICABLE |
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MAIN DC BUS SHORT
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED AUDIO CONTROL PANELS – ALTN (Flight Mech audio control panel to ALTN for a No. 1 DC bus short) If pilot and copilot Master Volume settings differ significantly, the Master Volume on the unaffected audio control panel may have to be adjusted to ensure effective communication. 3. BOOST PUMPS – ON (No. 1 left main bus short only) 4. AFFECTED GENERATOR – OFF 5. AFFECTED BATT RLY SWITCH – OFF 6. LAND AS SOON AS PRACTICABLE |
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GENERATOR FAILURE
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Corrective Action:
1. GENERATOR – OFF, RESET If problem persists: 2. AFFECTED GENERATOR – OFF 3. VOLT/LOADMETER – MONITOR The loadmeter should be monitored for BOTH generators. A failed generator presents a potential fire hazard. 4. LAND AS SOON AS PRACTICABLE |
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BATTERY OVER TEMPERATURE / THERMAL RUNAWAY
|
Corrective Action:
1. BATT RELAY SWITCHES – BOTH OFF (To prevent the battery from receiving further charge) 2. LAND AS SOON AS PRACTICABLE After landing: 3. ALLOW BATTERY TO COOL PRIOR TO REMOVAL If BATT TEMP light remains illuminated (thermal runaway suspected): 4. SECURE AND EXIT AIRCRAFT 5. STAND BY WITH FIRE FIGHTING EQUIPMENT 6. A CREWMAN OR CRASH CREW OUTFITTED IN A “HOT SUIT” SHOULD PERFORM THE FOLLOWING: a. OPEN BATTERY COMPARTMENT b. IF FLAME PRESENT – USE ANY EXTINGUISHER c. IF SMOKE, FUMES, OR ELECTROLYTE PRESENT WITHOUT FLAME – USE WATER FOG TO LOWER TEMPERATURE d. MAKE NO ATTEMPT TO DISCONNECT OR JETTISON BATTERY |
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BATTERY BUS SHORT CIRCUIT
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Corrective Action:
1. CONFIRM BOTH BATT RELAY SWITCHES – ON 2. BATT TEMP WARNING LIGHT – MONITOR 3. LAND AS SOON AS PRACTICABLE |
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BATTERY RELAY FAILURE
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Symptom:
1. One BATT RLY OPEN light illuminated Corrective Action: 1. CONTINUE FLIGHT AS APPROPRIATE |
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NVG FAILURE
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Corrective Action:
1. ANNOUNCE FAILURE TO THE CREW If failure affects pilot at the controls: 2. FLIGHT CONTROLS – CONDUCT POSITIVE TRANSFER TO SAFETY PILOT, FLIGHT CONDITIONS PERMITTING 3. ATTEMPT TO REGAIN NVG IMAGE AS REQUIRED (SWITCH TO ALTERNATE BATTERY, INSPECT COMPONENTS, CHECK ALIGNMENT AND DIOPTER SETTINGS, REFOCUS) 4. CONTINUE FLIGHT AS APPROPRIATE |
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ENGINE FUEL PRESSURE LOW
|
Corrective Action:
1. COMPLETE THE “BIG 4” 2. ENGINE – MONITOR If ABNORMAL indications: 3. ENGINE SHUTDOWN PROCEDURE – COMPLETE If NORMAL indications: 3. LAND AS SOON AS PRACTICABLE |
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FUEL FILTER CONTAMINATION
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Corrective Action:
If one fuel filter light is illuminated: 1. LAND AS SOON AS PRACTICABLE If both FUEL FILT caution lights illuminated: 1. LAND AS SOON AS POSSIBLE |
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FUEL TRANSFER PUMP FAILURE
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Corrective Action:
1. FUEL TRANSFER – SECURE 2. CONTINUE FLIGHT AS APPROPRIATE |
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UNCOMMANDED FUEL TRANSFER
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Corrective Action:
1. FUEL TRANSFER SWITCH – AS REQUIRED If uncommanded fuel transfer continues: 2. FUEL XFER CIRCUIT BREAKERS (2) – PULL (pilot aft panel R2 #11 and copilot panel R1 #3) 3. CONTINUE FLIGHT AS APPROPRIATE |
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DUAL FUEL BOOST PUMP / EJECTOR FAILURE
|
Corrective Action:
1. BOOST PUMPS – (affected system) – ON 2. FUEL TRANSFER – AS REQUIRED 3. PLAN FLIGHT TO LAND WITH FUEL ABOVE THE UNUSABLE QUANTITY 4. LAND AS SOON AS PRACTICABLE |
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SINGLE FUEL BOOST PUMP/EJECTOR/
INDICATOR FAILURE |
Corrective Action:
1. FUEL BOOST PUMPS (AFFECTED SYSTEM) – BOTH ON If pressure returns: 2. FAILED BOOST PUMP – SECURE 3. CONTINUE FLIGHT AS APPROPRIATE If indicator has failed: 2. MONITOR FOR SECONDARY INDICATIONS 3. ABORT MISSION. URGENT MISSION MAY BE COMPLETED If FEED TANK light illuminates and remains on with or without boost pump pressure: 4. EXECUTE DUAL BOOST PUMP FAILURE EP |
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FUEL QUANTITY INDICATING SYSTEM FAILURE
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Corrective Action:
1. FUEL GAUGE CIRCUIT BREAKERS (4) – PULL, RESET (copilot panel R2 #2/3 and pilot aft panel R2 #12/13) If failure persists: 2. MAINTAIN FUEL LOG AND PLAN FLIGHT TO LAND WITH SUFFICIENT RESERVE 3. CONTINUE FLIGHT AS APPROPRIATE |
Fuel may be jettisoned following an in-flight emergency or during an urgent mission. If the situation allows, fuel should be jettisoned from one system at a time. Simultaneous jettison from both systems is at the rate of approximately 270 lbs per minute. When securing fuel jettison, check to ensure that fuel flow stopped. Fuel will continue to flow for several minutes after jettison valves are closed. If not manually secured, fuel will jettison to approximately 150 lbs (approximately 7%) remaining in the left system and approximately 170 lbs (approximately 8%) in the right system
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FUEL JETTISON
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Procedure:
1. CREW – BRIEF 2. COMMUNICATIONS – TRANSMIT INTENTIONS 3. ANTI-COLLISION LIGHT – OFF 4. AIRSPEED – 40 TO 120 KIAS (WHEELS DOWN IF BELOW 60 KIAS) 5. FUEL JETTISON VALVES – OPEN 6. FUEL QUANTITY GAUGE – MONITOR 7. SECURE JETTISON – AS REQUIRED 8. ANTI-COLLISION LIGHT – ON |
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HIFR EMERGENCY BREAKAWAY
|
Emergency breakaway can be initiated by either aircrew
or ship personnel. 1. CREW – ALERTED “BREAKAWAY, BREAKAWAY, BREAKAWAY” 2. EMERGENCY QUICK DISCONNECT HANDLE – PULL 3. ADVISE SHIP 4. HIFR RIG AND GROUNDING WIRE – DISCONNECT 5. HIFR REFUEL COVER – REPLACE 6. HIFR RECEPTACLE COVER – CLOSE 7. HIFR RIG – RETURN TO SHIP OR STOW IN CLOSED CONTAINER, IF AVAILABLE 8. COMPLETE RESCUE CHECK PART 3 |
Caution:
To prevent damage to the aircraft and a possible fuel spill, the hoist cable should not be sheared while the HIFR nozzle is connected. Use the emergency quick disconnect only during a HIFR emergency breakaway. |
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ATTITUDE GYRO FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFCS GYRO SELECTOR SWITCH – MOVE IN DIRECTION OF OPERATING GYRO 3. AFCS – REENGAGE 4. AFFECTED ATT CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R4 #2 or R9 #2) If failed gyro re-energizes: 5. MOVE AFCS GYRO SELECTOR SWITCH BACK TO CENTER POSITION TO PREVENT POSSIBLE HARDOVER. AFCS REENGAGE If failure persists: 6. RADAR STAB – OFF (CP attitude gyro failure only) 7. CONTINUE FLIGHT AS APPROPRIATE |
A copilot gyro failure results in FDS failure and loss of radar antenna stab.
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ATTITUDE GYRO FAILURE DURING REVERSIONARY OPERATION
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFCS PITCH AND ROLL CHANNELS – DISENGAGE 3. RADAR STAB – OFF 4. ABORT MISSION |
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HEADING GYRO SYSTEM FAILURE
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Corrective Actions:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. NAV CONTROL – TRANSFER AS REQUIRED 3. AFFECTED HDG CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R4 #3 or R9 #3) 4. AFFECTED REF CIRCUIT BREAKER – RESET IF POPPED (cockpit avionics panel R4 #5 or R9 #5) 5. COMPASS CONTROL PANEL – MANUALLY ALIGN COMPASS If valid compass heading not restored: 6. AFFECTED COMPASS – DG 7. COMPASS CONTROL PANEL – MANUALLY ALIGN COMPASS If valid compass heading not restored: 8. AFFECTED HDG CIRCUIT BREAKER – PULL (cockpit avionics panel R4 #3 or R9 #3) 9. CONTINUE FLIGHT AS APPROPRIATE |
Loss of the CP HDG gyro will result in loss of the AFCS heading retention feature. The FDS will use the HDG gyro on the side with NAV CONTROL.
Loss of the pilot’s REF input will result in invalid VOR indications; ILS/LOC and glide slope indications are not affected. Loss of the copilot’s REF input will result in invalid TCN bearing indications. |
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YAW RATE GYRO FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED R/T CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R2 #3 or R6 #3) 3. YAW CHANNEL – ATTEMPT TO REENGAGE 4. CONTINUE FLIGHT AS APPROPRIATE |
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DETECTED FLIGHT DIRECTOR FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. FLIGHT DIRECTOR – ATTEMPT TO RECOUPLE If failure persists: 3. FDS CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R7 #3) 4. FLIGHT DIRECTOR – ATTEMPT TO RECOUPLE 5. FD MODES – ATTEMPT TO REENGAGE 6. CONTINUE FLIGHT AS APPROPRIATE |
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UNDETECTED FLIGHT DIRECTOR FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. FLIGHT DIRECTOR – UNCOUPLE 3. FD MODES – DESELECT 4. FDS CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R7 #3) 5. FD MODES – ATTEMPT TO REENGAGE If failure clears: 6. FLIGHT DIRECTOR – COUPLE 7. CONTINUE FLIGHT AS APPROPRIATE |
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HEADING GYRO SYSTEM FAILURE
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Corrective Actions:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. NAV CONTROL – TRANSFER AS REQUIRED 3. AFFECTED HDG CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R4 #3 or R9 #3) 4. AFFECTED REF CIRCUIT BREAKER – RESET IF POPPED (cockpit avionics panel R4 #5 or R9 #5) 5. COMPASS CONTROL PANEL – MANUALLY ALIGN COMPASS If valid compass heading not restored: 6. AFFECTED COMPASS – DG 7. COMPASS CONTROL PANEL – MANUALLY ALIGN COMPASS If valid compass heading not restored: 8. AFFECTED HDG CIRCUIT BREAKER – PULL (cockpit avionics panel R4 #3 or R9 #3) 9. CONTINUE FLIGHT AS APPROPRIATE |
Loss of the CP HDG gyro will result in loss of the AFCS heading retention feature. The FDS will use the HDG gyro on the side with NAV CONTROL.
Loss of the pilot’s REF input will result in invalid VOR indications; ILS/LOC and glide slope indications are not affected. Loss of the copilot’s REF input will result in invalid TCN bearing indications. |
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AFCS COMPUTER OR
SERIES ACTUATOR FAILURE |
Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. DISENGAGED CHANNELS – ATTEMPT TO REENGAGE If failure persists: 3. AFCS CIRCUIT BREAKERS (2) – PULL, RESET (cockpit avionics panel R3 #1 and R7 #1), FLIGHT CONDITIONS PERMITTING (night, IMC, etc.) 4. AFCS – ATTEMPT TO REENGAGE 5. CONTINUE FLIGHT AS APPROPRIATE |
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YAW RATE GYRO FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED R/T CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R2 #3 or R6 #3) 3. YAW CHANNEL – ATTEMPT TO REENGAGE 4. CONTINUE FLIGHT AS APPROPRIATE |
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DETECTED FLIGHT DIRECTOR FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. FLIGHT DIRECTOR – ATTEMPT TO RECOUPLE If failure persists: 3. FDS CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R7 #3) 4. FLIGHT DIRECTOR – ATTEMPT TO RECOUPLE 5. FD MODES – ATTEMPT TO REENGAGE 6. CONTINUE FLIGHT AS APPROPRIATE |
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UNDETECTED FLIGHT DIRECTOR FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. FLIGHT DIRECTOR – UNCOUPLE 3. FD MODES – DESELECT 4. FDS CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R7 #3) 5. FD MODES – ATTEMPT TO REENGAGE If failure clears: 6. FLIGHT DIRECTOR – COUPLE 7. CONTINUE FLIGHT AS APPROPRIATE |
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AFCS COMPUTER OR
SERIES ACTUATOR FAILURE |
Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. DISENGAGED CHANNELS – ATTEMPT TO REENGAGE If failure persists: 3. AFCS CIRCUIT BREAKERS (2) – PULL, RESET (cockpit avionics panel R3 #1 and R7 #1), FLIGHT CONDITIONS PERMITTING (night, IMC, etc.) 4. AFCS – ATTEMPT TO REENGAGE 5. CONTINUE FLIGHT AS APPROPRIATE |
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AFCS SERIES ACTUATOR HARDOVER (UNDETECTED) / PARALLEL SERVO HARDOVER
|
Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED CHANNEL – DISENGAGE 3. ABORT MISSION |
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COLLECTIVE PARALLEL SERVO HARDOVER
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. COLLECTIVE – C-SYNC DEPRESS AND STABILIZE 3. AFCS COLLECTIVE CHANNEL – DISENGAGE. (During single pilot operation, it may be necessary to uncouple the FDS from the AFCS prior to releasing C-SYNC.) 4. CONTINUE FLIGHT AS APPROPRIATE |
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AUTOMATIC TRIM FAILURE (AFCS ENGAGED)
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Corrective Action:
1. TRIM PUSHBUTTON (AFCS panel) – REENGAGE If failure persists: 2. SYNC/TRIM RELEASE BUTTON – TRIM AS REQUIRED 3. CONTINUE FLIGHT AS APPROPRIATE |
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MANUAL TRIM FAILURE
(AFCS DISENGAGED) |
Corrective Action:
1. AFCS CIRCUIT BREAKERS (2) – PULL, RESET AS APPROPRIATE (cockpit avionics panel R3 #1 and R7 #1) 2. SYNC/TRIM RELEASE BUTTON – TRIM AS REQUIRED 3. CONTINUE FLIGHT AS APPROPRIATE |
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CYCLIC ARTIFICIAL FEEL (FEEL/TRIM) FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. OVERHEAD PANEL TRIM SWITCH – CHECK ON 3. FEEL TRIM CIRCUIT BREAKER – PULL, RESET (pilot aft panel R2 #8) If failure persists: 4. TRIM AIRCRAFT USING CYCLIC BEEP TRIM SWITCH – AS NECESSARY 5. CONTINUE FLIGHT AS APPROPRIATE |
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RADAR ALTIMITER CYCLE OR FAILURE
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Corrective Action:
1. COLLECTIVE – C-CYNC DEPRESS AND STABILIZE If failure persists: 2. FDS or AFCS COLLECTIVE MODE CHANNEL – DISENGAGE 3. RADALT CIRCUIT BREAKER – PULL, RESET, THEN PULL AS REQUIRED TO ELIMINATE AUDIO TONES (cockpit avionics panel R3 #2) 4. CONTINUE FLIGHT AS APPROPRIATE |
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SINGLE DATA BUS FAILURE
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Symptoms:
1. Annunciation of √ BUS in CDUs 2. STAT page FAIL line – BUS A OR BUS B Corrective Action: 1. CONTINUE FLIGHT AS APPROPRIATE |
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SINGLE AVIONICS (ELECTRICAL) BUS FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED AVIONICS SWITCH – BUS OFF 3. AFFECTED AVIONICS SWITCH – OFF, ON 4. CONTINUE FLIGHT AS APPROPRIATE |
Caution:
Turning CPLT AVIONICS Switch to BUS-OFF will secure power to the KIT-1C MODE 4 transponder. If landing gear is cycled or copilot’s landing gear indicator circuit breaker secured and CODE HOLD was not selected prior to the DUAL SCC failure, Mode 4 codes will zeroize. |
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SIU FAILURE
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Corrective Action:
1. SIU CIRCUIT BREAKERS (2) – PULL, RESET (cockpit avionics panel – R1 #3 and R5 #3) 2. CONTINUE FLIGHT AS APPROPRIATE |
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RADAR ALTIMITER CYCLE OR FAILURE
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Corrective Action:
1. COLLECTIVE – C-CYNC DEPRESS AND STABILIZE If failure persists: 2. FDS or AFCS COLLECTIVE MODE CHANNEL – DISENGAGE 3. RADALT CIRCUIT BREAKER – PULL, RESET, THEN PULL AS REQUIRED TO ELIMINATE AUDIO TONES (cockpit avionics panel R3 #2) 4. CONTINUE FLIGHT AS APPROPRIATE |
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CONTROL DISPLAY UNIT (CDU) FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED CDU CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R1 #1 or R5 #1) 3. CONTINUE FLIGHT AS APPROPRIATE |
Note:
A CDU 1 failure results in loss of radar scan-to-scan integration. Failure of the CDU with Bus Control may cause erroneous navigation and/or generation of navigation points in the flight plan. If the CDU in BC mode fails on the side with NAV control, FMS guidance and corresponding FD modes may be lost prior to the remaining CDU assuming bus control. If this occurs, the FD modes can be reengaged. |
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SINGLE DATA BUS FAILURE
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Symptoms:
1. Annunciation of √ BUS in CDUs 2. STAT page FAIL line – BUS A OR BUS B Corrective Action: 1. CONTINUE FLIGHT AS APPROPRIATE |
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SINGLE AVIONICS (ELECTRICAL) BUS FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED AVIONICS SWITCH – BUS OFF 3. AFFECTED AVIONICS SWITCH – OFF, ON 4. CONTINUE FLIGHT AS APPROPRIATE |
Caution:
Turning CPLT AVIONICS Switch to BUS-OFF will secure power to the KIT-1C MODE 4 transponder. If landing gear is cycled or copilot’s landing gear indicator circuit breaker secured and CODE HOLD was not selected prior to the DUAL SCC failure, Mode 4 codes will zeroize. |
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SIU FAILURE
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Corrective Action:
1. SIU CIRCUIT BREAKERS (2) – PULL, RESET (cockpit avionics panel – R1 #3 and R5 #3) 2. CONTINUE FLIGHT AS APPROPRIATE |
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CONTROL DISPLAY UNIT (CDU) FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED CDU CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R1 #1 or R5 #1) 3. CONTINUE FLIGHT AS APPROPRIATE |
Note:
A CDU 1 failure results in loss of radar scan-to-scan integration. Failure of the CDU with Bus Control may cause erroneous navigation and/or generation of navigation points in the flight plan. If the CDU in BC mode fails on the side with NAV control, FMS guidance and corresponding FD modes may be lost prior to the remaining CDU assuming bus control. If this occurs, the FD modes can be reengaged. |
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DUAL DATA BUS LOCKUP
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. CPLT AVIONICS SWITCH – BUS OFF (center position) If pilot’s avionics components not restored: 3. CPLT AVIONICS SWITCH – ON. Allow adequate time (up to 30 seconds) to permit COPILOT CDU to power up 4. PLT AVIONICS SWTICH – BUS OFF (center position) If copilot’s avionics components not restored: 5. PILOT AVIONICS SWITCH – ON. Allow adequate time (up to 30 seconds) to permit PILOT CDU to power up 6. VFDR CIRCUIT BREAKER – PULL (avionics rack panel R3 #4 in HH-65, R4#3 in MH-65) If pilot and copilot’s avionics components not restored: 7. VFDR CIRCUIT BREAKER – RESET 8. COMMUNICATIONS – LAST TUNED 9. NAVIGATE – BDI AND MFD IN DF MODE ONLY 10. LAND AS SOON AS PRACTICABLE |
Caution:
Turning CPLT Avionics Switch to BUS-OFF will secure power to the KIT-1C Mode 4 transponder. If landing gear was cycled or copilot’s landing gear indicator circuit breaker secured and CODE HOLD was not selected prior to the dual SCC failure, Mode 4 codes will zeroize. |
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DUAL DATA BUS LOCKUP DEFECTIVE COMPONENT ISOLATION PROCEDURE
|
1. AFFECTED BUS – IDENTIFY
2. CDU, COMM, SCC, and MDL CIRCUIT BREAKERS ON AFFECTED BUS – PULL (cockpit avionics panel CDU R1 #1 or R5 #1; COMM R1 #4 or R5 #4; SCC R1 #2 or R5 #2; MDL R6 #4) 3. APPROPRIATE AVIONICS SIWTCH – ON 4. CIRCUIT BREAKERS – RESET, ONE AT A TIME When Bus LOCKS UP: 5. LAST CIRCUIT BREAKER RESET – PULL (this is the defective component) 6. REMAINING CIRCUIT BREAKERS – RESET 7. SPECIFIC COMPONENT FAILURE PROCEDURE – REVIEW (DO NOT RESET CIRCUIT BREAKERS OF DEFECTIVE COMPONENT) |
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SCC FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED SCC CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R1 #2 or R5 #2) 3. CONTINUE FLIGHT AS APPROPRIATE |
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STEERING GUIDANCE (STR) FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. DO NOT USE THE NAV OR APPR WITH FMS AS THE NAV SOURCE 3. CONTINUE FLIGHT AS APPROPRIATE |
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MISCELLANEOUS COMPONENT FAILURES
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Corrective Action:
1. APPROPRIATE CIRCUIT BREAKER(S) – PULL, RESET 2. CONTINUE FLIGHT AS APPROPRIATE |
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MISSION DATA LOADER FAILURE
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Corrective Action:
1. MDL CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R6 #4) 2. CONTINUE FLIGHT AS APPROPRIATE |
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DISPLAY CONTROL PANEL (DCP) FAILURE
|
Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED DCP CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R2 #5 or R6 #5) 3. CONTINUE FLIGHT AS APPROPRIATE |
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MFD FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. NAV CONTROL – TRANSFER AS REQUIRED 3. AFFECTED EHSI CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R3 #4 or R7 #4) If failure persists: 4. CDU CIRCUIT BREAKER ON AFFECTED SIDE (if in BC mode) – PULL, RESET, FLIGHT CONDITIONS PERMITTING (cockpit avionics panel R1 #1 or R5 #1) 5. CONTINUE FLIGHT AS APPROPRIATE |
Note:
HDG SEL will re-engage when NAV CTL is transferred to the same side of the cockpit as the good MFD. With FMS as the navigation source, the FD modes (NAV and APPR) will re-engage when the CDU with bus control is on the same side of the cockpit as the good MFD. When navigating with VOR/ILS/LOC or TCN as the navigation source, the FD modes (NAV and APPR) will disengage when the CDU circuit breaker on the affected side (if in BC mode) is pulled |
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DUAL MFD FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT If failure caused by searchlight activation: 2. PLT and CPLT CDU CIRCUIT BREAKERS – PULL, RESET (cockpit avionics panel R1 #1 and R5 #1) If failure not caused by searchlight activation: 2. PLT and CPLT EHSI CIRCUIT BREAKERS – PULL, RESET (cockpit avionics panel R3 #4 and R7 #4) If failure persists: 3. NAVIGATE – BDI IN VOR, TACAN, ADF, DF MODES 4. CONTINUE FLIGHT AS APPROPRIATE |
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OMNIDIRECTIONAL AIR DATA SYSTEM (OADS) FAILURE
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Corrective Action:
1. OADS CIRCUIT BREAKERS (2) – PULL, RESET (avionics rack panel R4 #2 and R5 #4 in HH-65, R4 #2 and R5 #4 in MH-65) If malfunction persists: 2. OADS CIRCUIT BREAKERS (2) – PULL 3. CONTINUE FLIGHT AS APPROPRIATE |
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ALTITUDE CONTROLLER FAILURE
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Corrective Action:
1. FDS CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R7 #3) 2. CONTINUE FLIGHT AS APPROPRIATE |
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TCAS FAILURE
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Corrective Action:
1. TCAS ON/OFF BUTTON – OFF 2. TCAS CIRCUIT BREAKER – PULL, RESET (avionics rack panel R1 #6) 3. TCAS ON/OFF BUTTON – ON If failure persists: 4. TCAS ON/OFF SWITCH – OFF 5. CONTINUE FLIGHT AS APPROPRIATE |
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MODE 4 FAILURE
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Corrective Action:
1. CHECK IFF: NORM 2. CHECK ANT: BOTH 3. CHECK REPLY: TONE 4. SELECT M-4A/M-4B AS APPROPRIATE If Mode 4 WCA light remains illuminated or cycles, Mode 4 fails, or IFF fails and is in high threat area: 5. IMMEDIATELY EXIT AREA 6. ADVISE CONTROLLING AGENCY 7. ASSESS RISK/BENEFIT OF CONTINUING MISSION If Mode 4 WCA light extinguishes or no longer cycles: 5. CONTINUE FLIGHT AS APPROPRIATE If Mode 4 WCA light remains illuminated or cycles, Mode 4 fails, or IFF fails and aircraft is in friendly area: 6. ADVISE CONTROLLING AGENCY 7. ASSESS RISK/BENEFIT OF CONTINUING MISSION |
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EMERGENCIES AFFECTING MODE 4 OPERATIONS
and require special attention in determining corrective action |
1. SCC No. 2 Failure – If SCC #2 breaker is reset and remains operational, Mode 4 will be regained, regardless of gear position.
2. DC-Bus No. 1 Short – Mode 4 will not operate and cannot be regained. 3. DC IFF Circuit Breaker Popped – If IFF Breaker is reset and remains operational, Mode 4 will be regained ONLY if gear has not been cycled nor landing gear indicator circuit breaker pulled/reset during the flight. 4. Copilot’s Avionics Bus Short – If CP avionics bus is reset and remains operational, Mode 4 will be regained ONLY if gear has not been cycled nor landing gear indicator circuit breaker pulled/reset during the flight. |
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MODE 4 AUDIO TONE
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Corrective Action:
1. SELECT M-4A/M-4B AS APPROPRIATE If tone ceases: 2. CONTINUE FLIGHT AS APPROPRIATE If tone remains and in NON-THREAT area: 2. ADVISE CONTROLLING AGENCY 3. ASSESS RISK/BENEFIT OF CONTINUING MISSION If tone remains and in high threat area: 3. IMMEDIATELY EXIT AREA 4. ADVISE CONTROLLING AGENCY 5. ASSESS |
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VOICE FLIGHT DATA RECORDER FAILURE
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Corrective Action:
1. VFDR CIRCUIT BREAKER – PULL, RESET (avionics rack panel R3 #4) 2. DSU CIRCUIT BREAKER – PULL, RESET (avionics rack panel R3 #5) If failure persists: 3. DSU CIRCUIT BREAKER – PULL 4. CONTINUE FLIGHT AS APPROPRIATE |
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TRANSMITTER AND RECEIVER FAILURES
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Corrective Action:
1. APPROPRIATE CIRCUIT BREAKER – PULL, RESET (cockpit avionics panel R1 #4 or R5 #4) 2. CONTINUE FLIGHT AS APPROPRIATE |
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AUDIO CONTROL PANEL FAILURE
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Corrective Action:
1. TRANSMIT SELECTOR KNOB (affected station) – ALTN 2. ICS CIRCUIT BREAKER – PULL, RESET. (Cockpit avionics panel: Hoist operator station is powered through copilot’s circuit breaker R1 #5 and R5 #5. 3. CONTINUE FLIGHT AS APPROPRIATE |
note:If pilot and copilot Master Volume settings differ significantly, the Master Volume on the unaffected audio control panel may have to be adjusted to ensure effective communication.
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AUDIO SYSTEM FAILURE
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Corrective Action:
1. PILOT AND COPILOT AUDIO BYPASS SWITCHES – BYPASS 2. ICS CIRCUIT BREAKERS (2) – PULL, RESET (cockpit avionics panel R1 #5 and R5 #5) 3. CONTINUE FLIGHT AS APPROPRIATE |
Possible Symptoms:
1. Complete loss of audio (all stations) 2. All ICS and transmit functions inoperative 3. Constant squeal or hum heard in headset |
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WHEELS FAIL TO EXTEND
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Corrective Actions:
1. LANDING GEAR INDICATOR – TEST If landing gear lights do not illuminate: 2. GEAR IND CIRCUIT BREAKERS – PULL, RESET (pilot’s aft panel R5 #11 and copilot’s side panel R1 #8) If landing gear lights do illuminate: 2. LANDING GEAR HANDLE – UP, THEN DOWN If landing gear failure persists: 3. LANDING GEAR HANDLE – UP 4. GEAR CONT CIRCUIT BREAKER – PULL, RESET (pilot’s aft panel R3 #9) 5. LANDING GEAR HANDLE – DOWN If wheels extend: 6. SAFETY PIN – INSTALL (if available) 7. CONTINUE FLIGHT AS APPROPRIATE If failure persists (and a Secondary Hydraulic System low fluid level condition does not exist): 8. ELECTRIC PUMP – ACTIVATE (BKP position) 9. ELECTRIC PUMP – OFF If wheels extend: 10. CONTINUE FLIGHT AS APPROPRIATE If failure persists: 11. EMERGENCY LANDING GEAR EXTENSION HANDLE – PULL |
Note: This will reveal a bulb failure or loss of power to the landing gear indicator. Power to the indicator is provided through the GEAR IND circuit breakers (pilot’s and copilot’s side).
Note: Allow approximately 60 seconds for the gear to extend and lock in the down position. If the WCA BKP light illuminates immediately after engaging the BKP pump, secure the BKP pump in alignment with step 9, this is indicative of a malfunctioning LANDING GEAR switch. An attempt should be made to forcefully place the landing gear handle to the DOWN position. |
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WHEELS FAIL TO RETRACT
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Corrective Action:
1. LANDING GEAR HANDLE – RECYCLE If failure persists: 2. LANDING GEAR HANDLE – DOWN 3. LAND 4. NOSE WHEEL – STRAIGHTEN After takeoff: 5. LANDING GEAR HANDLE – UP If failure persists: 6. LANDING GEAR HANDLE – DOWN 7. CONTINUE FLIGHT AS APPROPRIATE |
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NOSEWHEEL SHIMMY DAMPER FAILURE
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2. PERFORM VERTICAL LANDINGS OR
TAKEOFFS 3. CONTINUE FLIGHT AS APPROPRIATE |
Caution:
Corrective Action: 1. LIFT AIRCRAFT OFF GROUND IMMEDIATELY OR REDUCE TAXI SPEED Excessive and/or abrupt aft cyclic application may result in tail skid-to-ground contact. |
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UPLOCK FAILURE
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Corrective Action:
1. LANDING GEAR HANDLE – RECYCLE If failure persists: 2. LANDING GEAR HANDLE – DOWN 3. CONTINUE FLIGHT AS APPROPRIATE |
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HEATER OVERHEAT
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Corrective Action:
1. HEAT SWITCH – OFF 2. HEATER (LOWER) NOZZLES – ALL OPEN 3. ECS CIRCUIT BREAKER – RESET IF POPPED (cockpit forward panel, R2 #4) If O/HEAT light remains illuminated: 4. LAND AS SOON AS PRACTICABLE If O/HEAT light extinguishes: 5. CONTINUE FLIGHT AS APPROPRIATE |
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AVIONICS RACK OVERHEAT
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Corrective Action:
If caution light illuminates on deck after rotor engagement: 1. DUCT INTERCONNECT LEVER – CHECK CLOSED 2. COOL SWITCH – ON If caution light illuminates in-flight or does not extinguish within 15 minutes after COOL SWITCH has been turned on: 1. DUCT INTERCONNECT LEVER – CHECK CLOSED If overheat caused by ECS failure (little or no air flow): 2. COOL SWITCH – OFF If overheat caused by ECS disengagement (ambient air flow): 2. COOL SWITCH – OFF If cause of overheat unknown: 2. COOL SWITCH – CHECK ON 3. AVIONICS FAN – CHECK AUTO 4. COCKPIT/CABIN AIR NOZZLES – CLOSED 5. AV CLG SW MAINT DISABLE – RESET 6. CONTINUE FLIGHT AS APPROPRIATE If AV RACK O/HEAT light remains on or re-illuminates: 7. COPILOT AVIONICS SWITCH – OFF 8. TACAN CIRCUIT BREAKER – PULL AS APPROPRIATE (cockpit avionics panel R3 #5) 9. ABORT MISSION. URGENT MISSION MAY BE COMPLETED |
Note: If ambient temperature is cooler than cockpit/cabin temperature, the RAM AIR lever can be opened, otherwise the RAM AIR lever should be closed.
Note: The TACAN is the component that generates the most heat within the avionics rack. |
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ECS FAILURE
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Corrective Action:
1. COOL SWITCH – FAN 2. AVIONICS FAN – ON If after 5 minutes air flow is restored: 3. COOL SWITCH – ON 4. AVIONICS FAN – AUTO If air flow is not restored: 3. COOL SWITCH – OFF 4. AVIONICS RACK OVERHEAT – MONITOR 5. CONTINUE FLIGHT AS APPROPRIATE |
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NOSEWHEEL SHIMMY DAMPER FAILURE
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2. PERFORM VERTICAL LANDINGS OR
TAKEOFFS 3. CONTINUE FLIGHT AS APPROPRIATE |
Caution:
Corrective Action: 1. LIFT AIRCRAFT OFF GROUND IMMEDIATELY OR REDUCE TAXI SPEED Excessive and/or abrupt aft cyclic application may result in tail skid-to-ground contact. |
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UPLOCK FAILURE
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Corrective Action:
1. LANDING GEAR HANDLE – RECYCLE If failure persists: 2. LANDING GEAR HANDLE – DOWN 3. CONTINUE FLIGHT AS APPROPRIATE |
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HEATER OVERHEAT
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Corrective Action:
1. HEAT SWITCH – OFF 2. HEATER (LOWER) NOZZLES – ALL OPEN 3. ECS CIRCUIT BREAKER – RESET IF POPPED (cockpit forward panel, R2 #4) If O/HEAT light remains illuminated: 4. LAND AS SOON AS PRACTICABLE If O/HEAT light extinguishes: 5. CONTINUE FLIGHT AS APPROPRIATE |
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AVIONICS RACK OVERHEAT
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Corrective Action:
If caution light illuminates on deck after rotor engagement: 1. DUCT INTERCONNECT LEVER – CHECK CLOSED 2. COOL SWITCH – ON If caution light illuminates in-flight or does not extinguish within 15 minutes after COOL SWITCH has been turned on: 1. DUCT INTERCONNECT LEVER – CHECK CLOSED If overheat caused by ECS failure (little or no air flow): 2. COOL SWITCH – OFF If overheat caused by ECS disengagement (ambient air flow): 2. COOL SWITCH – OFF If cause of overheat unknown: 2. COOL SWITCH – CHECK ON 3. AVIONICS FAN – CHECK AUTO 4. COCKPIT/CABIN AIR NOZZLES – CLOSED 5. AV CLG SW MAINT DISABLE – RESET 6. CONTINUE FLIGHT AS APPROPRIATE If AV RACK O/HEAT light remains on or re-illuminates: 7. COPILOT AVIONICS SWITCH – OFF 8. TACAN CIRCUIT BREAKER – PULL AS APPROPRIATE (cockpit avionics panel R3 #5) 9. ABORT MISSION. URGENT MISSION MAY BE COMPLETED |
Note: If ambient temperature is cooler than cockpit/cabin temperature, the RAM AIR lever can be opened, otherwise the RAM AIR lever should be closed.
Note: The TACAN is the component that generates the most heat within the avionics rack. |
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ECS FAILURE
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Corrective Action:
1. COOL SWITCH – FAN 2. AVIONICS FAN – ON If after 5 minutes air flow is restored: 3. COOL SWITCH – ON 4. AVIONICS FAN – AUTO If air flow is not restored: 3. COOL SWITCH – OFF 4. AVIONICS RACK OVERHEAT – MONITOR 5. CONTINUE FLIGHT AS APPROPRIATE |
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ECS COMPRESSOR DISENGAGEMENT
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Corrective Action:
1. DUCT INTERCONNECT LEVER – CHECK CLOSED 2. COOL SWITCH – CYCLE TO FAN THEN BACK TO ON If condition persists: 3. COOL SWITCH – FAN 4. COCKPIT/CABIN AIR NOZZLES – CLOSED 5. AVIONICS RACK OVERHEAT – MONITOR 6. CONTINUE FLIGHT AS APPROPRIATE |
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PILOT STATIC SYSTEM FAILURE
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Corrective Action:
1. PILOT’S STATIC PRESS VALVE – STBY (overhead control panel) 2. APPLY CORECTIONS TO AIRSPEED AND ALTITUDE (as placarded in cockpit) 3. CONTINUE FLIGHT AS APPROPRIATE |
Symptom:
1. Pilot altimeter and VSI indicate erratic or erroneous information |
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PILOT PITOT SYSTEM FAILURE
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Corrective Action:
1. DO NOT RELY ON PILOT AIRSPEED INDICATOR 2. CONTINUE FLIGHT AS APPROPRIATE |
Symptom:
1. Erratic or erroneous pilot indicated airspeed |
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COPILOT STATIC SYSTEM FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED FLIGHT DIRECTOR MODES – DESELECT 3. STATIC PRESS ISOLATING VALVE – OFF (copilot cockpit instrument panel) 4. DO NOT RELY ON AFFECTED COPILOT INSTRUMENTS 5. CONTINUE FLIGHT AS APPROPRIATE |
Symptoms:
1. Copilot altimeter and VSI indicate erratic or erroneous information 2. Erratic FDS performance |
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COPILOT PITOT SYSTEM FAILURE
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Corrective Action:
1. FLIGHT CONTROLS – STABILIZE AIRCRAFT 2. AFFECTED FLIGHT DIRECTOR MODES – DESELECT 3. TOTAL PRESS ISOLATING VALVE – OFF (copilot cockpit instrument panel) 4. DO NOT RELY ON COPILOT AIRSPEED INDICATOR 5. CONTINUE FLIGHT AS APPROPRIATE |
Symptoms:
1. Erratic or erroneous copilot indicated airspeed 2. MFDs – IAS readout erratic or erroneous 3. Erratic FDS performance 4. Possible loss of automatic turn coordination |
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HOIST CABLE FOULED/
DAMAGED |
Corrective Action:
If injury or damage is imminent: 1. ACTIVATE HOIST SHEAR SWITCH WHILE ANNOUNCING “SHEAR. SHEAR. SHEAR.” (PAC/SP/FM) If conditions permit: 1. PAY OUT SLACK IN CABLE 2. ADVISE PILOT 3. DIRECT THE VESSEL’S CREW TO FREE THE CABLE 4. IF UNABLE TO FREE THE CABLE OR THE CABLE IS DAMAGED, AND THE SITUATION PERMITS, WRAP THE AREA TO BE CUT WITH ANY SUITABLE TAPE (TO PREVENT FRAYING). USE THE CABLE CUTTERS AND SEVER THE CABLE 5. IF MISSION URGENCY DICTATES A CONTINUED HOIST, ASSEMBLE THE QUICK SPLICE AND COMPLETE THE HOIST WITH REMAINING CABLE LENGTH |
Caution:
Use of the QUICK SPLICE will eliminate the automatic speed reduction and up limit switches. |
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HOIST FAILURE
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Corrective Action:
1. ADVISE THE PILOT “COMMITTED” OR “NOT COMMITTED” If not committed: 2. ABORT THE HOIST If committed: 2. CHECK THE CABLE AND DRUM FOR FOULING 3. ACTIVATE EMERGENCY HOIST POWER AND CONTINUE THE HOIST If hoist power is not restored: 4. ACTIVE MANUAL OVERRIDE AND CONTINUE THE HOIST If hoist fails to respond to manual override WITH NO personnel in rescue device: 5. RETRIEVE THE RESCUE DEVICE IF PRACTICABLE If unable to retrieve the rescue device: 6. CUT CABLE WITH CABLE CUTTER OR SHEAR |
Caution:
During manual override operations, hoist limit switches are inoperable, and STEP 1 VALVE shall be closed when the rescue device is in the cabin to prevent hoist creep. Note: When a survivor or rescue swimmer is attached to the hoist, on scene conditions will dictate possible courses of action. Refer to rescue swimmer emergencies in this section. |
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HOIST BOOM FAILURE
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Corrective Action:
1. HOIST MASTER SWITCH – CHECK CREW POSITION 2. HOIST ACT CONTROL AND HOIST ACT POWER CIRCUIT BREAKERS (2) – PULL, RESET (cabin overhead panel R1 #1 AND R2 #2) If boom still does not respond to electrical control inputs: 3. HOIST ACT CIRCUIT BREAKERS (2) – PULL 4. HOIST OPERATOR PENDANT – DISCONNECT 5. MANUAL CRANK – INSTALL 6. MANUALLY CRANK BOOM TO STOWED POSITION 7. MANUAL CRANK – REMOVE If unable to move boom: 8. CONTINUE FLIGHT AS APPROPRIATE (Observe hatch/door speed limits, if applicable.) |
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HOIST ELECTRICAL RUNAWAY
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Corrective Action:
1. SECURE HOIST POWER AT THE HOIST CONTROL PANEL ONLY 2. ADVISE THE PILOT “COMMITTED” OR “NOT COMMITTED” If committed to the hoist or mission urgency dictates: 3. ACTIVATE MANUAL OVERRIDE AND CONTINUE THE HOIST If not committed to the hoist: 4. ABORT THE HOIST |
Warning:
DO NOT SECURE the cockpit hoist master switch as all shear capabilities will be lost. Caution: During manual override operations, hoist limit switches are inoperable, and STEP 1 VALVE shall be closed when the rescue device is in the cabin to prevent hoist creep. |
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What is a testimonial statement?
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At a minimum, a testimonial statement is one from a preliminary hearing, a GJ hearing, a former trial, or police interrogation conducted to establish or prove past acts.
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LOST SWIMMER-Day
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Corrective Action – DAY:
1. “MARK” POSITION 2. TRANSITION AND ESTABLISH RIGHT ORBIT 3. LOOK AND LISTEN FOR RS SIGNAL 4. WHEN VISUAL – RESUME HOVER POSITION If these procedures fail to relocate RS: 5. COMPLETE LEAVING RESCUE SWIMMER ON SCENE PROCEDURE Daytime Rescue Swimmer signals may include one or more of the following: a. Radio, pre-briefed frequency b. Smoke c. Mirror |
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LOST SWIMMER-Night
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Corrective Action – NIGHT:
1. “MARK” POSITION 2. FLASH LANDING/HOVER LIGHT 3. LOOK AND LISTEN FOR RS SIGNAL 4. WHEN VISUAL – CEASE FLASHING LIGHT If these procedures fail to relocate RS: 5. COMPLETE LEAVING RS ON SCENE PROCEDURE Nighttime rescue swimmer signals may include one or more of the following: a. Radio, pre-briefed frequency b. Strobe light c. Flare |
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EMERGENCY RECOVERY OF RESCUE SWIMMER
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1. RESCUE BASKET – IF RIGGED AND
EMPTY 2. BARE HOIST HOOK – IF BASKET NOT READILY AVAILABLE |
Note:If two or more rescue swimmers are in the water and the
rescue basket is sent down, the rescue swimmers may disconnect the rescue basket and connect to the hoist hook utilizing the lifting V-ring on the RS harness. |
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RESCUE SWIMMER FALLS THROUGH ICE
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Corrective Action – Hoist Cable attached:
1. RESCUE SWIMMER – EXTRACT OUT OF THE ICE HOLE BY ROLLING OUT, OR PULLING OUT WITH THE ICE AWLS OR HOIST CABLE 2. ESTABLISH A HOVER. FM CONNS HELO INTO POSITION SO THAT THE RS MAY BE HOISTED OUT OF THE HOLE Corrective Action – Hoist Cable NOT attached: 1. RESCUE SWIMMER – EXTRACT OUT OF THE ICE HOLE BY ROLLING OUT, OR PULLING OUT WITH THE ICE AWLS If swimmer is unable to extract: 2. COMPLETE EMERGENCY RECOVERY OF THE RESCUE SWIMMER |
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EMERGENCY BREAKAWAY OF DISEMBARKED RESCUE SWIMMER ON ICE
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1. ON PRE-BRIEFED FREQUENCY PILOT ANNOUNCE, “BREAKAWAY, BREAKAWAY, BREAKAWAY”
2. FM SHEAR/CUT HOIST CABLE 3. COMPLETE LEAVING RESCUE SWIMMER ON SCENE PROCEDURES |
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LEAVING RESCUE SWIMMER ON SCENE
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In the event the aircraft departs scene due to serious malfunction or other reason:
1. MARK AND RECORD POSITION 2. DEPLOY LIGHTED RAFT 3. DEPLOY DMB 4. NOTIFY OPCEN OR OTHER RESCUE RESOURCE |
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IMMEDIATE EMERGENCY LANDING / DITCHING
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Corrective Action:
1. CREW AND PASSENGERS – ALERTED 2. WHEELS/FLOATS – AS REQUIRED 3. LAND/DITCH AIRCRAFT 4. EFSLS – BOTH OFF (after landing / water entry) 5. EMERGENCY ELECTRICAL CUTOFF – AS REQUIRED 6. ROTOR BRAKE (land only) 7. EMERGENCY EGRESS PROCEDURE – EXECUTE |
Warning:
During Emergency Ditching procedures, consideration should be given to jettisoning any mission equipment that may potentially cause an aircraft egress hazard. Warning: When the emergency flotation gear is activated a burning electrical smell, accompanied by possible residual gas, may be detected in the cockpit and should not be confused with a possible electrical malfunction/fire. |
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EMERGENCY DITCHING / LANDING PROCEDURE
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1. CREW AND PASSENGERS – ALERTED
2. DISTRESS – TRANSMIT 3. PERSONAL EQUIPMENT – CHECKED 4. LANDING/HOVER CHECK – COMPLETE If DUAL ENGINE: 5. DOORS – JETTISON IN A HOVER 6. FLOATS – INFLATE IN A HOVER If SINGLE ENGINE: 5. DOORS – JETTISON IN A CLIMB @ 70 KIAS IF ABLE; OTHERWISE @ 200 FEET @ 70 KIAS, STRAIGHT AND LEVEL 6. PRIOR TO WATER ENTRY – FLOATS INFLATE 7. ENTER WATER IN A LEVEL ATTITUDE 8. FADEC CONTROL SWITCHES – OFF 9. ROTOR – ALLOW TO COAST DOWN 10. EGRESS HELICOPTER WHEN ROTOR STOPS |
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EMERGENCY EGRESS PROCEDURES
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1. WAIT FOR ALL VIOLENT MOTION TO
STOP 2. REFERENCE POINT – HOLD 3. EMERGENCY RELEASE HANDLE – JETTISON 4. CORDS – DISCONNECT 5. SEATBELT/HARNESS – RELEASE/MAINTAIN REFERENCE 6. EGRESS 7. VEST – INFLATE WHEN CLEAR OF AIRCRAFT |
Land/Water (Upright) – wait until all buffeting
stops (recommended 8-10 seconds). Water (Inverted) – Take normal breath and wait until completely immersed (recommended 8-10 seconds). Sudden immersion in cold water may make it difficult to hold breath even for a short period. |
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MALFUNCTIONING SLIDING CABIN DOOR
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Corrective Action:
1. FLIGHT MECHANIC – REMAIN SECURED TO AIRCRAFT 2. DO NOT USE EXCESSIVE FORCE 3. DOOR ASSEMBLY – INSPECT: a. RESCUE HATCH – SECURED b. FORWARD UPPER ROLLER ASSEMBLY – IN TRACKS c. FORWARD LOWER ROLLER ASSEMBLY – ATTACHED TO THE DOOR 4. AERODYNAMIC LOAD ON DOOR – REDUCE (when ops permit) USING THE FOLLOWING: a. DECREASE AIRSPEED b. INDUCE LEFT SIDESLIP (right pedal) c. OPEN PILOT WINDOW If safe landing site is available: 5. LAND. REMOVE AND STOW DOOR If safe landing site is not available: 5. JETTISON DOOR FROM A HOVER IN AN APPROPRIATE MARKED LOCATION 6. CONTINUE FLIGHT AS APPROPRIATE If appropriate location is not available: 5. DOOR – SECURE INTERIOR HANDHOLD ON DOOR TO DECK TIEDOWN USING TRAIL LINE OR STRAP 6. SPEED – 80 KIAS MAXIMUM 7. LAND AS SOON AS PRACTICABLE |
Warning:
A malfunctioning sliding door may present an egress hazard. Over-water operations below 200 feet should not be conducted with a malfunctioning door. |
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UNUSUAL ATTITUDE RECOVERY
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Corrective Action:
1. LEVEL THE WINGS 2. NOSE ON HORIZON 3. CENTER THE BALL 4. POWER – ADJUST TO MAINTAIN LEVEL FLIGHT |
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MH-65C Unique EP
TRANSMITTER AND RECEIVER FAILURE |
Corrective Action:
1. Appropriate Circuit Breaker – PULL, RESET CM1: COCKPIT AVIONICS PANEL: COMM R1 #4 and AVIONICS PANEL: SATCOM PA R3 #1 and 763 SATCOM R3 #5 CM2: COCKPIT AVIONICS PANEL: COMM R5 #4 and AVIONICS PANEL: DBCU1 COMM2 R4 #4 FM: AVIONICS PANEL: #2RT FM R2 #5 and DBCU2 R2 #6 HF: AVIONICS PANEL: HF R3 #2 and VP-116 R3 #3 and KY-100 R3 #4 2. CONTINUE FLIGHT AS APPROPRIATE |
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MH-65C Unique EP
HUD FAILURE |
Corrective Action:
1. ANNOUNCE THE FAILURE TO THE CREW 2. REFER TO PRIMARY INSTRUMENTS AS REQUIRED 3. CONTINUE FLIGHT AS APPROPRIATE |
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MH-65C Unique EP
EMERGENCY EGRESS PROCEDURES |
1. WAIT FOR ALL VIOLENT MOTION TO STOP
2. REFERENCE POINT – HOLD 3. EMERGENCY RELEASE HANDLE – JETTISON 4. CORDS/NVG(S) – DISCONNECT / REMOVE 5. SEATBELT/HARNESS – RELEASE AND MAINTAIN REFERENCE 6. EGRESS 7. VEST – INFLATE WHEN CLEAR OF AIRCRAFT |
Warning:
Mounting the DU on the outboard objective lens assembly of the NVGs may cause the electro-optical cord of the HDU to become entangled with the pilot during aircraft egress. Care should be taken to route the electro-optical cord free of the crew member after initial helmet mounting. |
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MH-65C Unique EP
VOICE FLIGHT DATA RECORDER FAILURE |
Corrective Action:
1. VFDR CIRCUIT BREAKER – PULL, RESET (avionics rack panel R4 #4) 2. DSU CIRCUIT BREAKER – PULL, RESET (avionics rack panel R4 #3) If failure persists: 3. DSU CIRCUIT BREAKER – PULL 4. CONTINUE FLIGHT AS APPROPRIATE |
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