P-3C Emergency Procedures

Front 1

if the APU generator control CB is out

Back 1

Note: If the APU generator control circuit breaker is out, the APU GEN OFF light will be on. Automatic APU load monitoring above 8,000 feet will be disabled; however, the generator will assume the load. (NATOPS ch. 11)

Front 2

which CBs to check after a GEN OFF light

Back 2

GEN 4 AUX CONT and GEN 4 TRANS (NATOPS ch. 11)

Front 3

big consideration for disconnecting an EDC on the ground

Back 3

Caution: The DISCONNECT position should be selected only when the engine is operating in the normal rpm range to prevent EDC damage.

Note: If on ground and mission is continued: Ensure Normal rpm selected and ground air conditioning on prior to disconnect.

(NATOPS ch. 11)

Front 4

HYD PRESS light during gear retraction

Back 4

Note: Gear retraction with one operable hydraulic pump may result in indication of hydraulic system failure and unsafe gear due to heavy system demand.

(NATOPS ch. 11)

Front 5

With an engine failure prior to securing a second engine

Back 5

consideration should be given to its effect on safety of flight (NATOPS 12.1)

Front 6

If an APU fire occurs on the ground

Back 6

the aircraft shall be evacuated immediately by all personnel (NATOPS 12.2)

Front 7

what happens when the APU fire warning goes off

Back 7

- flight station APU fire lights glow
- flight station and cabin (ground only) fire warning horns sound
- APU solenoid fuel valve closes
- APU doors close
- HRD discharges when doors close or 20 seconds after fire warning
(NATOPS 12.2)

Front 8

If an APU fire warning indication is received after engines are running

Back 8

perform the Emergency Evacuation Checklist
(NATOPS 12.2)

Front 9

If fumes are suspected from an SSQ-110 sonobuoy

Back 9

Warning: execute the Smoke and Fumes Elimination procedure and dispose of the sonobuoy in a safe area through the free-fall chute
(NATOPS 12.3)

Front 10

how to inspect HSC during FOUO; when do you have to use smoke mask

Back 10

Warning: Atomized hydraulic fluid may exhibit visual characteristics of smoke. Open hydraulic service center door to shield body. If fire or hydraulic leak is present, don oxygen mask prior to inspecting Hydraulic Service Center (HSC).
(NATOPS 12.3)

Front 11

FOUO generator supervisory panel fire

Back 11

Note: Fires in any of the supervisory panels should be combated by first placing the respective generator control switch to off. If fire persists, execute Emergency Shutdown procedure for the respective engine.
(NATOPS 12.3)

Front 12

FOUO on the ground

Back 12

try to quickly locate and isolate, then...

Note: If source of fuselage fire or electrical fire of unknown origin cannot be determined with engines running on the ground, execute the Emergency Ground Evacuation procedures.

(NATOPS 12.3)

Front 13

does flight station have to wear gloves during FOUO

Back 13

Warning: All crewmembers shall wear flight gloves during an electrical fire or fire of unknown origin.
(NATOPS 12.3)

Front 14

(FOUO) how to handle someone overcome by smoke or fumes

Back 14

remove them from the area of the fire first, then administer oxygen (NATOPS 12.3)

Front 15

(FOUO) If it can be determined quickly that the fire is in a particular piece of equipment,

Back 15

this equipment can be isolated by pulling the appropriate circuit breaker or securing the bus (NATOPS 12.3)

Front 16

(FOUO) before selecting Bus A - off

Back 16

- Copilot must select INS-1 for heading source and STBY GYRO for attitude source.
- tactical lighting will be inop
(NATOPS 12.3)

Front 17

considerations for emergency descent during FOUO

Back 17

Note: Good judgment should be exercised before deciding on an emergency descent in the case of a fuselage fire. When oxygen is provided for the entire crew, staying at high altitude and depressurizing may help to control fuselage fires.
(NATOPS 12.3)

Front 18

consideration for turning Gen 4 off on FOUO

Back 18

Warning: Electrically operated flight instruments may be necessary for safe flight, and power to them must not be shut off except as a last resort.
(NATOPS 12.3)

Front 19

when do you initiate the Smoke and Fume Elimination procedure

Back 19

Attempt to locate, isolate, and extinguish the fire or source of smoke/fumes prior to initiating a smoke removal procedure. (NATOPS 12.3)

Front 20

how to depressurize pneumatically

Back 20

(1) Aircraft altitude — Not above 12,000 feet.
(2) Cabin altitude — Set 10,000 feet.
(3) BAR. CORR knob — Set 28 inches Hg.
(4) RATE knob — MAXIMUM.

(NATOPS 12.3)

Front 21

considerations for opening vents or exits in the aircraft on smoke / fume elimination

Back 21

***Just follow the checklist***

Warning: Never open a vent or emergency exit in the flight station before there is an opening in the cabin. Pressure buildup in the cabin makes opening of a vent or door more difficult.
(checklist calls for free fall chute, then flight station overhead, then starboard overwing)

Front 22

what procedures in what order during a loss of pressurization above 10,000 ft with no spread on EDCs

Back 22

Pressurization loss:
If cabin altitude exceeds 10,000 feet, the flight station shall:
*1. Don smoke masks.
*2. Alert crew.
Regardless of cabin altitude, continue with the following steps:
3. Verify obstacle clearance. <-- Emergency descent boldface
4. Investigate pressurization loss. <-- Rapid decompression boldface
(NATOPS 12.4)

Front 23

when do you do the Rapid Decompression boldface

Back 23

Loss of pressurization, loss of spread on both EDCs, and loss of the autopilot (if engaged). (NATOPS 12.4.2)

Front 24

immediate and underlying effects of a scissor switch failure in flight (requiring pulling of ground air sensing CB)

Back 24

- the airplane thinks it's on the ground
- pressurization lost (do rapid D procedure)

Until GAS CB is pulled...
- flight idle stop is disabled (you could pull it into beta)
- prop and emp deice are disabled
- radalt is off
- you could select low rpm
- you can turn ground a/c on (should click off when the CB is pulled)

(PJA 7.8)

Front 25

effect of pulling the ground air sensing CB during Rapid D procedure / problems this will cause between landing and resetting; when do you reset it

Back 25

the airplane thinks it's in flight even after you land:
- flight idle stop remains energized (you have to yank them into beta)
- EDCs will not dump (will get REFR OVHT light due to heat exchanger blower fans not being on)

Caution: In the event of scissor switch failure and performance of the above procedure, the ground air sensing circuit breaker should be reset after landing rollout.

However, it would also be legal to reset it on final (letting the plane now think it is on the ground), which will cause:
- EDCs to dump / pressurization loss (depressurize first)
- flight idle stop is disabled (you could pull it into beta)
- prop and emp deice are disabled (make sure no icing)
- radalt is off (I think)
- you could select low rpm
- you can turn ground a/c on (heat exchanger blower fans will run too, preventing REFR OVHT light after landing)

(PJA 7.8, my notes)

Front 26

emergency descent configuration / speed

Back 26

if from high altitude, landing gear down, 300 KIAS if below FL245 (mach limit if above)

(NATOPS 12.5)

Front 27

note to remember in addition to emergency descent boldface

Back 27

Flight station shall verify obstacle clearance and altimeter setting. (NATOPS 12.5.1)

Front 28

what is the pilot supposed to do during an immediate ditch, bailout, FOUO, or EDP?

Back 28

look at your positional procedures card taped right next to you and follow the instructions

Front 29

in the event of an immediate ditch, what should the crew members do

Back 29

Note: Each person is responsible for carrying out the duties of his assigned ditching station. In the event of an immediate ditch, each person shall take the nearest ditching station but carry out the duties assigned during the brief.
(NATOPS 12.7)

Front 30

considerations for landing vs. ditching vs. bailout

Back 30

- how long is the plane going to be able to fly?
- will the plane be controllable at low airspeeds?
- will the crew survive at sea considering sea state, temperature, and distance from rescue?
- is ditching configuration possible (at least approach flaps, gear up, APU and bomb bay doors closed)?

(NATOPS 12.7)

Front 31

is ditching or bailout more survivable

Back 31

ditching (PJA 12.1)

Front 32

how to determine ditch heading

Back 32

- parallel to primary swells, determined >2000 AGL (will be hard to see once you descend)
- if high winds, maybe compromise between into the wind and parallel to the swells
- draw out the primary, secondary, wind driven swells as you recognize them

(NATOPS 12.7.1)

Front 33

order of importance of airwork at water impact during ditch

Back 33

- wings level / nose high
- rate of descent
- airspeed
- heading
(NATOPS 12.7.2)

Front 34

land flap ditch speed is approximately __ kts above ___

Back 34

The placard ditching speed is the absolute minimum airspeed allowable and is approximately 10 knots above land flap zero thrust stall buffet. (NATOPS 12.7.2)

Front 35

what flap setting and airspeed should you use while ditching with an engine out; why

Back 35

With one or more engines failed, power required can be significantly reduced by using approach flaps. Directional control and rate of descent can also be improved by increasing the approach speed.

If one or more engines have failed, the initial approach speed should be 1.35 Vs or higher with approach flaps in order to maintain directional control. If sufficient time, power, and directional control exists, the airspeed may be decreased at the pilot’s discretion to no slower than 5 KIAS above the land flap ditching speed with approach flaps selected.

With one or more engines inoperative, selection of land flaps is not recommended.

Less power required = less asymmetry = better controllability

(NATOPS 12.7.3, 12.7.5, 12.7.6)

Front 36

if the aircraft bounces on water impact during ditch

Back 36

keep flying it, attempt to keep the nose high and wings level (NATOPS 12.7.5)

Front 37

two engine ditch consideration

Back 37

normal technique should work at low weights, but at high weights you need to increase airspeed to have enough power (avoiding the backside of the power curve) (NATOPS 12.7.5)

Front 38

how to alert the crew on a ditch (immediate vs. non-immediate)

Back 38

- immediate: one long ring followed by PA / ICS override
- non-immediate: PA / ICS override
(NATOPS 12.7.6)

Front 39

should you go ahead and open the exits prior to water impact

Back 39

Note: Because of the added structural strength and the likelihood of flash fire on impact, emergency overwing exits shall not be removed until the aircraft has come to a complete stop.
(NATOPS 12.7.6)

Front 40

considerations and procedures for jettison during ditch

Back 40

All warnings:
- Airspeed for external stores jettison is 180-200 KIAS (PJA 12.1.1, somewhere in NATOPS)
- If you might lose electrical or hydraulic power, only use WING ONLY JETTISON switch so the bomb bay stays closed; must HOLD the switch for 8 seconds
- If no electrical or hydraulic problems, actuate the JETTISON switch and leave it there
- Once you actuate the JETTISON switch, if you touch the WING ONLY JETTISON switch, the bomb bay will not close.
(NATOPS 12.7.6)

Front 41

how to avoid confusion on what ditching speeds are being called out by FE

Back 41

- pilot should ASK specifically for either 1.35 or 1.3 Vs and LAND flap ditch speed
- then announce the +5 or +20 ditch speed if using less than land flaps
(NATOPS 12.7.6)

Front 42

adjustments to land flap ditch speed for flaps

Back 42

+5 for approach flaps
+20 for maneuver or up
(NATOPS 12.7.6)

Front 43

approaching water impact on a ditch...

Back 43

- hands off the power levers
- notify the crew (technique)
(NATOPS 12.7.6)

Front 44

after ditching, are the liferafts connected to anything

Back 44

- MPLR just connected to the aircraft (it will disconnect when the plane sinks)
- old liferafts connected to the aircraft and to the person launching it
(NATOPS 12.7.8)

Front 45

how to inflate the liferaft

Back 45

follow the mooring line, find the actuation handle (under the orange flap for MPLR) and pull (NATOPS 12.7.8)

Front 46

should you lower the landing gear on an emergency descent leading to an immediate ditch

Back 46

ok as long as there is no concern of the electrical or hydraulic system failing (PJA 12.1)

Front 47

utilization of the ditching checklist

Back 47

- items can be done in any order (see ditching placards)
- checklist is highly recommended but should be used as a review after items are done
(PJA 12.1)

Front 48

how to alert the crew on a bailout

Back 48

- "prepare to bailout" followed by four short rings
- "execute bailout" followed by one long ring
(NATOPS 12.10)

Front 49

how to put on the parachute

Back 49

- tight and high on the back
- snug in the seat
- do not cross the collar lobes of the LPU
- leg straps routed under the LPU waist lobes
(NATOPS 12.10)

Front 50

bailout altitudes

Back 50

minimum recommended 3000 AGL
should not be attempted below 1000 AGL
(NATOPS 12.10)

Front 51

jumpmaster should verify what with the flight station prior to opening the door for a bailout

Back 51

- flight station overhead smoke removal door is closed
- aircraft is depressurized
(NATOPS 12.10)

Front 52

how to jump out during a bailout

Back 52

grab the door at waist height, feet together, pull forcefully and push back and away (NATOPS 12.10)

Front 53

post jump procedures during bailout

Back 53

- open canopy and inspect it
- I - inflate LPU and buckle lobes together
- R - raft (n/a)
- O - options - visor, gloves, steering
- C - connectors - prepare for water entry (grab opposite shoulder, unlatch chest and one leg, switch hands, stand by the last leg latch until feet hit the water)
(NATOPS 12.10)

Front 54

pilot bailout technique (VP-30)

Back 54

- direct cockpit duties IAW placards
- set #2 at flight idle, slow to 1.35 Vs with flaps at approach
- autopilot on altitude and heading select

parachute options:
- FE puts parachute between you and the seat
- FE puts parachute on the radar cabinet, you get out and put it on, then get back in the seat
- FE puts parachute on the radar cabinet, you put it on on the way out

(PJA Appx D)

Front 55

location of pilot parachute

Back 55

above the C rack behind the NAV (NATOPS 12.10)

Front 56

brake fire

Back 56

*1. Request ground firefighting equipment. (CP)
*2. Stop the aircraft. (P)
Note: use NWS and the good brake, then set the good parking brake only.
3. RPM - normal
4. Set 1,000 shp over the bad brake
Upon arrival of ground firefighting equipment:
5. Complete Emergency Evacuation checklist

Front 57

do you have to evacuate for a brake fire

Back 57

yes, but not until ground firefighting equipment arrives (allows you to keep 1000 shp set) (NATOPS 13.1)

Front 58

Engine fire during high power turns

Back 58

- must be a max power check, in accordance with maintenance manuals, as part of a maintenance check
- retard to flight idle, EFOG checklist if it remains on
(NATOPS 13.2)

Front 59

single generator on the ground

Back 59

For fire, push-push-talk-pull

Use both HRD bottles
Call for firefighting assistance
THEN pull the E-handle

(NATOPS 13.2)

Front 60

alternate HRD on the ground

Back 60

- confirmed fire only (visual, secondaries, etc.), you continue the checklist (alternate HRD and emergency evacuation)
- the light remaining on does not count as a confirmed fire
(NATOPS 13.2)

Front 61

how to notify the crew for a ground egress

Back 61

- initially using PA / ICS override, announcing which exit to use
- one long ring on the command bell to execute egress
(NATOPS 13.3)

Front 62

maximum braking

Back 62

- partially apply the brakes
- gradually increase brake pressure up to maximum possible without sliding the tires
- avoid hard wheel braking above 120 KIAS
(NATOPS 14.1.1)

Front 63

EFAR

Back 63

- see the swerve, stop the swerve (aided by forward yoke), correct back toward centerline, raise the dead, rotate
- fly V503 speed until clear of obstacles
- gear up with positive rate of climb
- accelerate to 190 KIAS
- THEN confirm indications and execute ESP
(NATOPS 14.1)

Front 64

prop malfunction before refusal - when should the E handle be pulled in reference to power lever movement? why?

Back 64

- as the power levers are retarded toward flight idle
- if it pitchlocked, it will be providing forward thrust at flight idle, so you don't want to get there until the E handle has been pulled
- WARNING: slow retarding causes long rollout, rapid retarding into BETA may cause severe directional controllability problems
(NATOPS 14.2.1)

Front 65

blown tire

Back 65

before Vr: abort with the power levers at ground idle
after Vr: continue the takeoff but leave the gear down
(NATOPS 14.3)

Front 66

when do you have to shutdown the engine due to a GEN malfunction

Back 66

gen switch must be left in the off position and a GEN MECH light is steady or intermittent (NATOPS 15.1.1)

Front 67

popped GEN 4 AUX CONT CB

Back 67

- no load from Gen 4 (TR-7 not powered)
- no light (GEN 4 OFF)
(NATOPS 15.1.1)

Front 68

notes regarding loss of MEAC

Back 68

- automatic swap over to FEAC for red instrument lights, FDIs, and vertical gyro
- loss of synchro-excitation voltage negates INS 2 FDI info; both pilots select standby gyro
- if MEDC still energized, have to pull Power Sensing in addition to selecting an engine for T.I.T.
(NATOPS 15.1.1)

Front 69

single gen (in flight)

Back 69

- Better U Fly Back VFR
Boost handles uncovered
Utility lights on
Flashlights out
Brief co-pilot to turn on Ess Bus Mon Switch (for peanut gyro)
Remain VFR

Other considerations:
- Using either prop or emp deice will initiate partial load monitoring (eaters, heaters, and feeders, HUAMARI)
- If possible use prop and emp deice one at a time
- Monitor non-essential equipment, including cabin lights

(NATOPS 15.1.1.1)

Front 70

when do you have to wait for 125 kts before beta on landing

Back 70

failure of all generators (even if the battery is still going, it might not provide enough to power pitchlock reset) (NATOPS 15.1.2)

Front 71

Generator reset procedures

Back 71

1. Gen switch - off
2. Gen control CB - pull and reset
3. Gen switch - on

If it remains on steady or goes out momentarily and comes back on:
4. Gen switch - off

- check the big 4 (specifically GEN 4 AUX and GEN 4 TRANS)
- mission should be aborted

(NATOPS 15.1.2)

Front 72

when / how to start APU in flight

Back 72

- failure of two engine driven generators
- monitor non-essential equipment first to avoid overloading and flaming it out
- GFASG
1. GEN switch - off
2. Fuel boost pump - on (or crossfeed)
3. ARM switch - arm
4. Start APU
5. Gen switch - on after rpm stabilized
(NATOPS 15.1.3)

Front 73

when do you have to do alternate start procedures for APU in flight; how to do it

Back 73

- loss of EMDC with MEDC powered
- Boost out, pull TR-3 CB on MEAC before starting
- this allows starter to power from the battery so as not to blow a blocking diode
(NATOPS 15.1.3)

Front 74

full load monitoring
- when
- what lost
- how to use deice
- how to get out of it

Back 74

- APU only above 8,000 ft
- eaters, heaters, and feeders (HUAMARI), in addition to hyd pump 1A and emp deice

to use get emp deice:
- go boost out
- cabin exaust fan off
- three fuel boost pumps off
- hyd pumps 1 and 2 off (1A already monitored)
- use emp deice

To get out:
- descend below 8,000 ft PA and turn prop and emp deice switches off

(NATOPS 15.1.3.2)

Front 75

reasons to shut down an engine

Back 75

V - extreme or abnormal vibration
P - excessive or uncontrollable power loss
F - actuation of the fire warning system (steady or intermittent)
O - sudden or uncontrollable rise in oil temperature
O - RGB or P/S oil pressure becomes low or excessive
T - T.I.T. increases and cannot be controlled
C - CHIPS light steady or intermittent with secondary indications
(NATOPS 15.2)

Front 76

what does NATOPS say about restarting an engine that was shutdown

Back 76

if the malfunction cannot be corrected in flight, do not attempt to unfeather the propeller and restart the engine unless a more serious emergency arises (NATOPS 15.2)

Front 77

if the prop rotates backwards after executing the Emergency Shutdown procedure

Back 77

***If engine fire or fuel leak, use careful consideration to avoid relighting the fire with high temps.
- push the E handle in
- pull the feather button out until rotation stops, then put it in neutral
- pull the prop feather control CB
- pull the E handle
(NATOPS 15.2)

Front 78

if other three engines props go offspeed after shutting down #2 or #3

Back 78

it was selected as sync master; select the other engine (NATOPS 15.2.2)

Front 79

move the TD to NULL if ___ begins fluxing

Back 79

T.I.T., fuel flow, and shp begin fluxing (NATOPS 15.3)

Front 80

if a speed sense control malfunction occurs

Back 80

1. Do not use autofeather
2. If limited to 830 C (with or without the paralleling light), place TD-NULL and pull the FSV CB
3. Do not shut down with intent to restart
4. Reset FSV CB prior to fuel chopping the engine
(NATOPS 15.4)

Front 81

after shutting down an engine for a fire warning, the prop fails to feather and is not corrected in the first 4 steps

Back 81

- continue with the ESP (don't slow down in case you have to speed up to put out the fire), then come back and finish the F2F procedure
- on "Oil Tank Shutoff Valve CB" step, consider:
1. Confirmed fire indications and effect of HRD.
2. Indications of fire source (oil or fuel leak).
3. Indicated rpm.
4. Distance to suitable landing field.

If the CB are set (securing oil to the engine) due to the fire and later you feel like you need oil due to the prop still rotating:
- consider potential of relighting the fire
- waiting too long could get the engine very hot and cause fire relight

To restore oil:
- pull both emergency shutdown CBs on MEDC (removes signal for them to close, which allows them to open)
- wait 10 seconds
- pull OTSV CB (MEDC) (removes power, leaving them open)
- reset both emergency shutdown CBs (restoring power to the other electrical functions of the E handle)
(NATOPS 15.5)

Front 82

crossfeed and boost pumps - checked on ESP

Back 82

if fire or fuel leak:
- close the crossfeed valve
- turn off the boost pump
- stop crossfeeding from that tank

Can resume if determined that it will not present a fire hazard.

(NATOPS 15.5.1)

Front 83

prop fails to feather in conjunction with fire warning

Back 83

- execute first four steps of F2F
- finish the ESP
- finish the F2F
(NATOPS 15.5.1)

Front 84

oil tank shutoff valve CB on ESP

Back 84

- reset for fire or oil leak
- if prop failed to feather (fire warning, not corrected with first 4 steps) consider:
1. Confirmed fire indications and effect of HRD.
2. Indications of fire source (oil or fuel leak).
3. Indicated rpm.
4. Distance to suitable landing field.
(NATOPS 15.5.1)

Front 85

alternate HRD on ESP

Back 85

- only if the fire is confirmed and still burning (not just the light)
- increase airspeed to blow it out if the second bottle doesn't work
(NATOPS 15.5.1)

Front 86

how to disconnect the autopilot

Back 86

1. Fully depress the pilot or copilot yoke disconnect switch.
2. Turn the switch off (PB-20N) or turn the three axis switches off (ASW-31)
3. Pull the autopilot emergency disconnect handle.
4. Pull all the AFCS circuit breakers on the MLC.

Other ideas:
- Turn off Gen 2 (should cut off with an interruption to Bus A)
- Turn off hyd pumps 1 and 1A (should disconnect due to low system 1 pressure)
(NATOPS 15.6)

Front 87

when to shift boost off (2); when not to (4)

Back 87

1. controls seem immovable or require abnormally high force
2. aircraft nosing up or down, rolling or yawing, and pilot controls to correct it are ineffective

Do not shift boost off for:
- trim malfunction
- autopilot malfunction
- flight control cable binding (hard to tell, will probably get worse with boost off)
- controls move freely but have no effect (fly with autopilot)

(NATOPS 15.7)

Front 88

if a frozen trim system is suspected

Back 88

troubleshoot by descending below the freezing level (NATOPS 15.7)

Front 89

shifting to boost off

Back 89

*1. Disconnect the autopilot.
*2. Attempt to obtain a safe altitude.
*3. Set Condition V.
*4. Trim tab setting - check for normal position
If abnormal force is still present:
*5. Booster shift handle - pull

Warning: be prepared to push handle back in if it gets worse, no force on the controls when pulling the handle

(NATOPS 15.7.1)

Front 90

if unable to shift boost out

Back 90

1. Shift the other two axes boost out
2. Turn off all hyd pumps
3. Try it again, if it works then restore hyd pumps and the other two boost handles
4. If it still won't come out, leave the hyd pumps off and land boost out using the other two axes.
(NATOPS 15.7)

Front 91

stuck fuel quantity

Back 91

1. Test (not all the way to zero)
2. Tap the gauge
3. Check the CBs on MEAC and Bus A (do not reset)
4. Start a fuel log
5. No more troubleshooting
(NATOPS 15.8.1)

Front 92

fuel quantity drives toward zero

Back 92

pull the test CB on EMDC (NATOPS 15.8.1.2)

Front 93

fuel quantity goes off scale, high or low, or abnormal flux (electrical problem with gauge)

Back 93

1. Pull both CBs (MEAC and Bus A)
2. Start a fuel log
3. No more troubleshooting
(NATOPS 15.8.1.2)

Front 94

when and how will fuel aeration affect the engine

Back 94

- aeration is normal, but boost pump can overcome it
- noticeable in the climb with a boost pump failure and no crossfeed established
- around 13,000 ft, gradual power loss
(NATOPS 15.8.2)

Front 95

boost pump failure (BOOST light)

Back 95

1. Verify pump failure (looking for 15-30 psi); establish crossfeed if in the climb
2. Turn the switch off
3. Pull the control CB (EMDC)
4. If in a climb, discontinue crossfeed after sufficient time at cruise altitude.
5. Monitor engine operation and establish crossfeed if necessary (or descend to a better altitude).
6. Establish crossfeed or avoid nose down attitudes during descent.
(NATOPS 15.8.2)

Front 96

failure of one transfer pump

Back 96

1. turn the switch off
2. pull both CBs (Bus A or B / EMDC)
3. Continue transfer down to 3,000 lbs in tank 5
4. Close all transfer valves, burn down 250 lbs in each engine (1,000 lbs totalizer)
5. Open transfer valves and transfer down to 2,000 lbs in tank 5
6. Repeat
(NATOPS 15.8.3)

Front 97

failure of both transfer pumps

Back 97

1. turn both switches off
2. pull both CBs for each pump (Bus A or B / EMDC)
3. Determine max ZFW
4. If not exceeded, adjust go home gas # for stuck fuel
5. If exceeding ZFW, dump fuel
6. If still exceeding ZFW:
- do not exceed 2.1g
- avoid turbulent air penetration
- abort the mission
- land
(NATOPS 15.8.3)

Front 98

affected equipment for fuel dump

Back 98

ATC: IFF, VHF, HF, DME (need UHF, GPS or VOR holding)

Back end: observer, IFF interrogator off, radar standby

(NATOPS 15.8.4)

Front 99

fuel dump rate

Back 99

1000 ppm (use 500 for ATC estimations) (NATOPS 15.8.4)

Front 100

flaps for fuel dump

Back 100

- recommended up
- prohibited past approach
(NATOPS 15.8.4)

Front 101

if the windshield cracks in flight (same for side windshield?)

Back 101

*1. Turn off heat of affected panels.
*2. Helmets on, visors down.
- slow below 240 KIAS until you can figure out which layer is cracked
- side windshield just turn off the heat, helmets not required
(NATOPS 15.13.1)

Front 102

loss of all airspeed indications

Back 102

*1. Check pitot heat - on
2. Fly known combinations of power and attitude
(NATOPS 15.14)

Front 103

wing fire

Back 103

execute the emergency shutdown procedure (NATOPS 15.15)

Front 104

one EDC inop in flight (disconnected)

Back 104

Air Conditioning System Malfunction (in flight):
If cabin exhaust fan is still working and cabin temp rises excessively,
- reduce electrical load to navigation only
- don't climb or open doors (less airflow through outflow valve at higher altitudes)
(NATOPS 15.16)

Front 105

HF antenna separation with no immediate danger to the aircraft

Back 105

- abort the flight
- secure that HF and pull the CBs
- don't try to recover the antenna unless you need to
- land at the nearest suitable airfield
- only use ground start power on the inboard engine in front of the hanging HF
(NATOPS 15.17)

Front 106

lightning strike

Back 106

- maintain aircraft control (fly to a safe altitude / heading)
- analyze the situation (set Condition IV, test flight station equipment, set Condition III for mission equipment if time allows)
- take proper action (consider aborting the mission)
(NATOPS 15.18)

Front 107

if the aircraft departs controlled flight

Back 107

*1. Power levers - flight idle
*2. Flight controls - neutralize
*3. Airspeed, AOA, turn needle - check
Spin: stabile airspeed, stalled AOA, pegged turn needle
Spiral: airspeed increasing, stalled AOA, pegged turn needle

If in a spin:
*4. Rudder - full opposite turn needle
As soon as yawing motion stops:
*5. Controls - neutralize
*6. Unusual attitude - recover

Warning: try for max 15 units AOA, max 3g
Caution: leave the gear and flaps where they are if they were oversped / over-g
(NATOPS 15.19)

Front 108

definition of a prop malfunction

Back 108

prop pump light, prop fluid leak, or audible offspeed (+/-1% from mechanical / electronic governing OR any sustained oscillation)
(NATOPS 15.12.1)

Front 109

prop malfunction procedures with N/W/C

Back 109

Warning:
- significant airframe vibration
- AND prop fluid leak and / or prop pump lights
- MAYBE power lever and / or E handle vibration
- consider executing the ESP

Warning:
- Immediate, uncontrolled overspeed over 115%
- Slow as rapidly as practical to 150 KIAS minimum, then based on GW, controllability, and rpm
- Execute Operation with a Pitchlocked Prop procedure

*1. If rpm at or above 115% - reduce airspeed (150 KIAS minimum) and perform Operation with a Pitchlocked Prop procedure
*2. If rpm below 115% - smoothly advance power lever(s) toward cruise conditions and increase TAS, noting engine indications (normal rated power if range is a factor)

Caution: if shp is negative due to already pitchlocking at a low power setting, consider slowing to increase shp and avoid decouple (ASR)

3. Based on engine indications:
- If rpm was stable below 100% and power lever advancement results in stabilizing at 100% with increase in shp, perform Pitchlock Without Overspeed procedures
- If rpm remains onspeed (just a light or leak), continue engine operation through landing
- If prop is offspeed:
(1) Sync servo (affected prop) - off
(2) Sync master - as required
(3) Gen switch - off (if rpm exceeds 109%)
C: Consider dumping EDC if high rpm causes smoke or fumes.

4. If rpm fluxing, TD - NULL
- If directional control is affected, consider performing Operation with a Pitchlocked Prop procedure (Warning: improves controllability, but significant loss of range and loss of ~2500 shp)
- If flux continues, proceed...

5. Determine if pitchlocked by increasing TAS, looking for:
- ASR principle
- Fuel topping governor (104.2 to 106.7%)

If pitchlocked, perform Operation with a Pitchlocked Prop procedure. If not:
6. Continue engine operation and maintain high blade angle to prepare for pitchlock
- Possibly attempt to correct with the sync system

7. E handle if rpm drops below 95%

8. Continue operation through the landing evolution with smooth and cautious power lever movement.

(NATOPS 15.12.1)

Front 110

what indications would lead you to immediately E handle a prop malfunction (warning)

Back 110

- significant airframe vibration
- AND prop fluid leak and / or prop pump lights
- MAYBE power lever and / or E handle vibration
- consider executing the ESP
(NATOPS 15.12.1)

Front 111

during a prop malfunction, when you smoothly advance the power lever(s), what are you looking for

Back 111

- does rpm stabilize at 100% from an underspeed
- does it remain stabilized at governing speed
- does it remain offspeed
(NATOPS 15.12.1)

Front 112

when would you want to slow down at the beginning of a prop malfunction rather than increasing TAS like it says to

Back 112

if shp is negative due to the prop already pitchlocking at a low power setting, consider slowing to increase shp and avoid decouple (ASR) (NATOPS 15.12.1)

Front 113

how to determine if you are pitchlocked and what to do about it

Back 113

With an increase in TAS (not increasing power lever):
- ASR principle
- rpm in fuel topping governor (104.2 to 106.7%)

Operation with a Pitchlocked Prop procedure:
- reinforce pitchlock with Fuel Governor / Prop Pitchlock switch and sync system
- if decoupled, maintain rpm less than 115% with TAS and fuel chop when clear of the runway
- if coupled, maintain rpm with power lever (copilot) and TAS (hold constant) and fuel chop in the terminal area (good, bad, ugly)
(NATOPS 15.12.1, 15.12.2)

Front 114

when can you attempt to correct a prop malfunction with the sync system

Back 114

after executing the first set of steps, the prop is offspeed but not pitchlocked, paired with one of the following:
- malfunctioning prop was selected as master
- no master was selected
- sync system was off
- offspeed got worse when sync servo was turned off
(NATOPS 15.12.1)

Front 115

indications and action for pitchlock / decouple with the engine running (most likely to occur when intentionally pitchlocking and you didn't have at least 2500 shp set first)

Back 115

Indications:
- shp near 0 or wandering
- FF approx 600 pph
- increase in RGB oil pressure
- rpm extremely sensitive to changes in TAS

Action:
- control rpm using TAS, less than 115%
- don't E handle of fuel chop in flight
- power lever full forward
- fuel chop when clear of the runway
(NATOPS 15.12.1)

Front 116

indications and action for pitchlock / coupled with the engine running (probably most common pitchlock scenario, caused by loss of prop fluid pressure)

Back 116

Indications:
- AFTER doing the first few prop steps, changes in TAS cause ASR principle or rpm is stuck on fuel topping governor (104.2 to 106.7%)

Action:
- reinforce pitchlock with Fuel Governor / Prop Pitchlock switch and sync system
- maintain rpm with power lever (copilot) and TAS (hold constant) and fuel chop in the terminal area (good, bad, ugly)
(NATOPS 15.12.1, 15.12.2)

Front 117

indications and actions for impending prop blade failure

Back 117

- significant airframe vibration
- AND prop fluid leak and / or prop pump lights
- MAYBE power lever and / or E handle vibration
- consider executing the ESP
(NATOPS 15.12.1)

Front 118

indications and action for pitchlocked without overspeed

Back 118

- initial underspeed, stabilizes at 100% with power lever advancement, rpm decrease again with power lever reduction
- Pitchlock without Overspeed procedure - Emergency Shutdown procedure in the terminal area (pitchlock regulator failure only, still have fluid reliability)
(NATOPS 15.12.1, 15.12.4)

Front 119

action for prop leak or prop pump light without rpm offspeed

Back 119

- prepare for pitchlock (maintain high blade angle) and continue operation through the landing evolution
(NATOPS 15.12.1)

Front 120

action for prop malfunction but not pitchlocked

Back 120

- continue operation through the landing evolution
- smooth and cautious power lever movement
- E handle if it drops below 95%
(NATOPS 15.12.1)

Front 121

- when do you fuel chop leading to good / bad / ugly
- describe what you are looking for and the action to take

Back 121

- if pitchlocked and coupled, you will fuel chop in the terminal area after much discussion

GOOD
*indications:
- stabilized rpm in addition to one of the following:
(1) flashing feather valve light
(2) aircraft NTS yaw
N: may not occur until aircraft slows to 30-45% rpm
N: digital shp gauges unreliable below 43%
*action:
- Emergency Shutdown Procedure

BAD
*indications:
- decreased rpm
- P/S oil pressure near normal (commensurate with rpm and oil temp)
- shp steady in the negative range and responsive to changes in TAS
*action:
- evaluate controllability, slow flight check if necessary
- if controllability is difficult, decoupling will reduce drag; to decouple, increase airspeed to decouple, then slow ASAP after rpm spikes
- if controllable, land without increasing airspeed; drag decreases as airspeed decreases

UGLY
*indications:
- rpm extremely sensitive to changes in TAS
- shp near 0 or wandering and not responsive to changes in TAS
- P/S oil pressure decreasing toward 0 psi; may stabilize above zero, depending on windmilling speed
*actions:
- evaluate controllability, slow flight check if necessary
- land

(NATOPS 15.12.2)

Front 122

consideration prior to fuel chopping a pitchlocked prop

Back 122

- suitable landing field has been determined (weather and three-engine contingencies)
- useful thrust and accessories are no longer required and oil starvation is not a factor
- if pitchlock occurred at high blade angle, shp and / or T.I.T. may be limited during the descent when maintaining 100% rpm; if necessary, increasing TAS will allow the power lever to be retarded and a lower altitude reached before fuel chopping
- decreasing TAS prior to fuel chopping with reduce the possibility of decoupling (increases shp); if decoupling is undesirable due to oil depletion, reduce airspeed based on GW and controllability (minimum 130 KIAS)
- ensure shp is not negative prior to fuel chopping or a higher rpm may occur
- ensure the aircraft is far enough from the runway that power and control changes can be established prior to touchdown
(NATOPS 15.12.2)

Front 123

should you increase or decrease TAS prior to fuel chopping a pitchlocked prop

Back 123

- if pitchlock occurred at high blade angle, shp and / or T.I.T. may be limited during the descent when maintaining 100% rpm; if necessary, increasing TAS will allow the power lever to be retarded and a lower altitude reached before fuel chopping
- decreasing TAS prior to fuel chopping with reduce the possibility of decoupling (increases shp); if decoupling is undesirable due to oil depletion, reduce airspeed based on GW and controllability (minimum 130 KIAS)

Translation:
- As you descend, ASR says rpm will decrease, requiring the copilot to advance the power lever to maintaining 100%. Eventually you will be power lever, shp, or T.I.T. limited. If you want to descent farther before fuel chopping (for weather maybe?) you can increase your speed to increase rpm, allowing power lever to be brought back a little.
- If you are ready to fuel chop and have room to advance power lever further, you can slow down to get higher shp (also reduces rpm, requiring further advancement of power lever). Higher shp reduces the possibility of decouple and also makes post-fuel chop controllability better if the prop remains coupled.

(NATOPS 15.12.2)

Front 124

indications and action for "good" (NTS after pitchlock fuelchop)

Back 124

GOOD
*indications:
- stabilized rpm in addition to one of the following:
(1) flashing feather valve light
(2) aircraft NTS yaw
N: may not occur until aircraft slows to 30-45% rpm
N: digital shp gauges unreliable below 43%
*action:
- Emergency Shutdown Procedure

(NATOPS 15.12.2)

Front 125

indications and action for "bad" (coupled after pitchlock fuelchop)

Back 125

BAD
*indications:
- decreased rpm
- P/S oil pressure near normal (commensurate with rpm and oil temp)
- shp steady in the negative range and responsive to changes in TAS
*action:
- evaluate controllability, slow flight check if necessary
- if controllability is difficult, decoupling will reduce drag; to decouple, increase airspeed to decouple, then slow ASAP after rpm spikes
- if controllable, land without increasing airspeed; drag decreases as airspeed decreases

(NATOPS 15.12.2)

Front 126

indications and action for "ugly" (decoupled after pitchlock fuelchop)

Back 126

UGLY
*indications:
- rpm extremely sensitive to changes in TAS
- shp near 0 or wandering and not responsive to changes in TAS
- P/S oil pressure decreasing toward 0 psi; may stabilize above zero, depending on windmilling speed
*actions:
- evaluate controllability, slow flight check if necessary
- land (oil starvation)

(NATOPS 15.12.2)

Front 127

decouple due to fuel cutoff indications and action

Back 127

Indications:
- shp zero initially then may wander randomly
- rpm surge initially then stabilize at 100%
- T.I.T. decreasing toward ambient
- fuel flow zero
- P/S oil pressure at or near zero

Action:
- Emergency Shutdown Procedure

(NATOPS 15.12.5)

Front 128

decoupler failure indications and action

Back 128

Indications:
- shp zero initially then may wander randomly
- rpm stabilized at 100%
- T.I.T. approx 550 C
- fuel flow approx 600 pph

Action:
- Emergency Shutdown Procedure

(NATOPS 15.12.5)

Front 129

Prop fails to feather

Back 129

*1. Feather button - in
W: Reset wiper switch CBs if it feathers here.
*2. PCO - press
*3. Alternate bus (props 1 and 4) - select
*4. PROP FEATHER CBs - check in
*5. Airspeed - decrease toward 150 KIAS
N: Then based on GW and controllability.

If feather button light remains on:
*6. PROP FEATHER CONT CB - pull

(NATOPS 15.12.6)

Front 130

on a fails to feather, if the prop feathers on step 1 (feather button - in)...

Back 130

ensure the wiper switch CBs are set (not getting the electrical functions of the E handle, might still be feeding the fire)
(NATOPS 15.12.6)

Front 131

first question after seeing rpm going offspeed should be...

Back 131

is it audible?
yes - prop malfunction
no - tach gen malfunction
(NATOPS 15.12.1, 15.12.7)

Front 132

rpm gauge failure

Back 132

1. sync servo (affected prop) - off
- swap with APU gauge
- smooth and cautious power lever movement
- no practice landings
- no loiter (top three / bottom three)
(NATOPS 15.12.7)

Front 133

16.1 brief

Back 133

1. Runway length, width, condition, and selection
2. Wind velocity and crosswind component effect on aircraft during approach and when on runway
3. Copilot assistance during landing rollout and reversal
4. Consideration of restarting feathered engine (as applicable)
5. Waveoff
6. Suitable alternate airfields
(NATOPS 16.1)

Front 134

when is briefing 16.1 required

Back 134

SHALL be conducted prior to executing:
- engine out landing
- no flap landing
- boost out landing
(NATOPS 16.1)

Front 135

where / what altitude should a slow flight / controllability check be performed

Back 135

- within reasonable distance of landing field
- VMC above 10,000 ft if practical
(NATOPS 16.2)

Front 136

what does NATOPS say about engine out landings with a crosswind (favorable vs. tailwind)

Back 136

just says that you should land with the inoperative engines upwind so that it is favorable for the reversal (no mention of tailwind consideration) (NATOPS 16.3)

Front 137

considerations for landing with an inboard engine shut down

Back 137

- no cooling airflow for the brakes (use them if you need them, consider having fire truck follow you back to the line)
- no generator (check the big 4)
- no EDC
(NATOPS 16.3)

Front 138

three engine waveoff

Back 138

normal four engine power setting, raise the dead engine up to 5 degrees to optimize the climb (NATOPS 16.3.1.1)

Front 139

2 engine airspeeds

Back 139

clean: 1.52Vs (160 kts min on the chart)
approach: 1.35Vs (145 kts min, NOT on the chart)
gear: 145 kts min until landing assured
landing assured: 1.35Vs or 1.3Vs
(NATOPS 16.3.2)

Front 140

2 engine waveoff

Back 140

1. 145 kts minimum
2. Max power as soon as directional control is gained
3. Raise the dead engines up to 5 AOB
4. Flaps, gear, flaps
(NATOPS 16.3.2.1)

Front 141

considerations to brief when potential windshear exists

Back 141

- avoid thunderstorms and delay if possible
- use approach flaps, or delay land flaps until runway is made
- use precision approach to better see vertical deviations
- fly 5 to 10 kts fast; land on speed or expect longer ground roll
- stabilized airspeed below 1000 AGL and minimize power lever movement
- execute for unexpected, sustained deviations in excess of:
+/-15 kts
+/-500 fpm
+/-5 deg pitch
+/-1 dot GS
unusual power requirements
- use the inertials to monitor groundspeed
(NATOPS 16.4.1)

Front 142

windshear escape procedure

Back 142

*1. Max power - set
*2. Pitch attitude - 10 up
W: not recommended to change pitch to recover airspeed
*3. Landing gear - up
*4. Flaps - do not change until out of windshear
(NATOPS 16.4.2)

Front 143

airspeed for boost off landing

Back 143

same speed schedule as during a no flap approach (regardless of flaps)
(NATOPS 16.5.1)

Front 144

flaps for boost off landing

Back 144

no hyds: wherever they are stuck (probably UP)
boost out: UP, MAN, or APP
boost out in elevator: UP or MAN (warning)
(NATOPS 16.5.1)

Front 145

split flap condition evidenced by ___ and most likely ___

Back 145

- yaw in one direction with an opposite roll
- most likely with a FLAP ASYM light
(NATOPS 16.6)

Front 146

Slow Flight check vs. just land with a split flap

Back 146

- short final, just land
- anything else should do Slow Flight check
(NATOPS 16.6)

Front 147

split flap procedure

Back 147

*1. If uncontrollable, reset the flap handle to the previous position.
*2. If controllable, land with the flap handle in the selected position.

3. If safe landing cannot be made, climb and do a slow flight check.
4. Visually inspect flaps for position and damage.

(NATOPS 16.6)

Front 148

with the brake accumulator fully charged, ___ are available

Back 148

approximately 8 brake applications (NATOPS 16.7.1)

Front 149

emergency airbrakes provide...

Back 149

approximately three full or six normal airbrake applications (NATOPS 16.7.2)

Front 150

if damage to the landing gear is suspected, regardless of flight station indications...

Back 150

do no cycle the landing gear (NATOPS 16.8)

Front 151

if structural or mechanical integrity of the landing gear is in question...

Back 151

with or without safe down-and-locked indications, the landing gear safety pins should be installed and a visual inspection performed prior to taxi (NATOPS 16.8)

Front 152

procedure to call for if the landing gear will not extend

Back 152

Landing Gear Extension without Hydraulic Power
or
Landing Gear Extension or Retraction (Loss of Power in Electrical Circuit)
(NATOPS 16.8)

Front 153

Landing Gear Extension without Hydraulic Power basically tells you to do what

Back 153

- gear handle down
- manually drop the main gear from the HSC
- AFTER the mains are down-and-locked, manually drop the nose gear from the FE seat
- Hyd pump 1B on for the brakes
(NATOPS 16.8.1)

Front 154

Landing Gear Extension or Retraction (Loss of Power in Electrical Circuit) basically tells you to do what

Back 154

If LG CONT VALVE CB is out:
- return gear handle to previous position
- reset the CB
- gear as desired

If the LG CONT VALVE CB is set:
- pull the CB
- gear handle as desired
- move LG selector valve in HSC
(NATOPS 16.8.2)

Front 155

if landing with a blown tire

Back 155

- do not apply brakes on the bad tire if both are blown on one side
- do not taxi if both are blown on one side
- prefer approach flaps to limit flap damage
- limit reverse to GROUND IDLE on the side of the blown tires
(NATOPS 16.9)

Front 156

should you brief the no flap section or 16.1 first

Back 156

16.1 (first step of NF is to brief 16.1)
(NATOPS 16.11)

Front 157

rule on no flaps vs. weight

Back 157

not recommended over 103,880 lbs
(NATOPS 16.11)

Front 158

airspeeds for a no flap approach

Back 158

DW: 1.52Vs (minimum 160 kts)
on final: 1.2Vs (min 135 kts - on the chart)
(NATOPS 16.11)

Front 159

when applying reverse thrust at high speeds...

Back 159

pull the power levers into the reverse range smoothly (NATOPS 16.11)

Front 160

no flap landing ground roll distance is based on ___ braking

Back 160

moderate (NATOPS 16.11)

Front 161

no beta on landing

Back 161

- FE announces
- call for E-handle if there is a swerve
(NATOPS 16.12)