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121 Cards in this Set
- Front
- Back
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MO |
LCDR SNYDER |
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AMO |
LT TOMLINSON |
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MMCO |
LT MILLER |
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SAFETY OFFICER |
LT EDWARDS |
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AVIATION SAFETY OFFICER |
LT KEANEY |
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GROUND SAFETY OFFICER |
LT MIYOSHI |
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QAO |
LT LUKICH |
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SAFETY PO |
AD1 SHOUSE |
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SAFETY CHIEF |
CHIEF SANTINI |
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5 STEPS OF ORM |
IDENTIFY RISKS ASSESS RISKS MAKE DECISIONS IMPLEMENT CONTROLS SUPERVISE |
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3 LEVELS OF ORM |
TIME CRITICAL DELIVERATE IN-DEPTH |
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4 PRINCIPLES |
1. ACCEPT RISK WHEN BENEFITS OUTWEIGH THE COST 2. ACCEPT NO UNNECESSARY RISK 3. ANTICIPATE AND MANAGE RISK BY PLANNING 4.MAKE RISK DECISIONS AT THE RIGHT LEVEL |
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ASAP |
AVIATION SAFETY AWARENESS PROGRAM |
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WHERE CAN YOU FIND ASAP |
COMPUTER MONITORS SAFETY BULLETIN BOARD NATOPS SOPs HSM-41 |
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ABCD |
ASSESS BALANCE COMMUNICATE DEBRIEF |
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GEARBOX OIL |
DOD-PRF-85734 |
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ENGINE OIL |
MIL-PRF-23699 |
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HYDRAULIC OIL |
MIL-PRF-83282 |
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MRC-300 |
DAILY DECK |
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MRC-100 |
TA DECK |
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4790/38 |
DAILY/ POST FLIGHT/ PRE FLIGHT PAPERWORK |
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4790/141 |
A SHEET |
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4790/158 |
PLANE CAPTAIN DESIGNATION |
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4790/60 |
VIDS/MAF |
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IRAC |
INTERIM RAPID ACTION CHANGE |
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DOES A DAILY SATISFY A TA |
NO |
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ROTOR BRAKE PRESSURE |
450-690 PSI |
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CAN YOU CHECK TGB OIL WITH TAIL FOLDED |
NO |
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WHAT INSPECTION ARE FUEL SAMPLES TAKEN ON |
TA |
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HOW MANY HYDRAULIC PUMPS |
4 |
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HOW LONG DO YOU WAIT TO CHECK ENGINE OIL AFTER SHUTDOWN |
20 MINUTES |
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HOW LONG DO YOU WAIT TO CHECK APU OIL AFTER SHUTDOWN |
1 HOUR |
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WHAT DOES MAIN ROTOR ACCUMULATOR PSI/FLUID NEED TO BE AT |
GREEN OR YELLOW |
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WHAT DOES MSDS STAND FOR |
MATERIAL SAFETY DATA SHEET |
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NAME 3 THINGS ON MSDS |
CHEMICALS, INGREDIENTS, HAZARDS (INHALATION, EYE CONTACT, SKIN CONTACT, INGESTION), FIRST AID MEASURES, HANDLING AND STORAGE, PPE, STABILITY, HOW TO DISPOSE IT |
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P/N FOR LUBRI-PLATE |
630-AA |
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DEFINITION OF WARNING |
DEATH OR INJURY |
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DEFINITION OF CAUTION |
DAMAGE OR DESTRUCTION OF EQUIPMENT |
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DEFINITION OF NOTE |
EMPHASIS ON NEXT STEP |
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WHAT DOES APU ACCUMULATOR PSI NEED TO BE AT |
2700-3100 PSI |
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WHAT DOES THE "C" STAND FOR IN A DAILY |
CORROSION |
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WHAT DOES HCU STAND FOR |
HAND CONTROL UNIT |
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WHAT DOES BIM STAND FOR |
BLADE INSPECTION METHOD |
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WHAT CARDS IS A DUAL CHUCK USED ON |
6,12,15 |
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WHAT IS THE DEFLECTION OF THE BLADES ON A TEETER TEST |
3-4 INCHES |
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WHAT IS THE DEFLECTION WHEN TYING DOWN MRH BLADES |
6-12 INCHES |
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WHAT IS THE AAR-47 |
FISH-EYES |
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WHAT IS THE LIMIT ON AN OVER SERVICED HYD PUMP |
3/8TH INCH |
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HOW MANY PEOPLE ARE ON AN A/C MOVE |
6 |
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NAME PEOPLE ON AN A/C MOVE |
PC, DRIVER, 2 WING WALKERS, BRAKERIDER, SAFETY OBSERVER |
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WHO CAN CHECK A FUEL SAMPLE |
FUEL SURVALLIENCE CDI, CDQAR, SHIFT SUP, AIRCREW |
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HOW MANY PEOPLE ARE NEEDED TO TAKE FUEL SAMPLES |
3 |
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NAME THE PEOPLE NEEDED FOR FUEL SAMPLE |
PERSON TAKING FUEL SAMPLE, FIRE BOTTLE, SAFETY OBSERVER |
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HOW MANY BLADE FOD HARNESSES ARE THERE |
4 |
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HOW MANY PDI'S ARE ON THE AIRCRAFT |
14 |
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WHARE ARE ALL THE PDI'S ON THE AIRCRAFT |
2 ON EACH HYD PUMP, 2 ON THE UTILITY HYD RESERVOIR, 2 ON EACH ENGINE, PILOT ASSIST MODULE, MGB. |
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THE BIM IS CHECK ON WHAT INSPECTION |
TA |
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WHAT IS THE RED LENS USED FOR |
TEST FIRE DETECTOR CIRCUIT/ OPERATION |
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HOW MANY FIRE DETECTORS ARE THERE |
5 |
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WHAT IS THE TYPE W/O FOR A TA |
DF |
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HOW MANY CADS ARE NORMALLY ON THE A/C |
7 |
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HOW MANY ENGINES ARE ON THE AIRCRAFT |
3 |
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WHERE IS ADHEELS LOCATED |
AROUND CABIN WINDOW AND DOOR |
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WHAT IS MAX FUELING PSI DURING PRESSURE REFUELING |
55 PSI |
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WHAT IS THE MAX DEFUEL PSI |
-3 PSI |
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MAX FUEL CELL PSI |
2 PSI |
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HOW DO YOU CHECK FUEL LEVEL ON AC |
MISSION DISPLAY |
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WHAT INSPECTION DO YOU CHECK THE LIGHTS ON THE A/C |
TA AND DAILY |
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HOW MANY DRIVE SHAFTS ARE THERE |
6 |
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HOW MANY GEAR BOXES ARE THERE |
3 |
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WHAT IS THE 4790.2B CHAPTER 10 |
FUEL PROCEDURES |
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WHAT FOUR PEOPLE SIT IN ON PC BOARD |
QA-SUBJECT MATTER EXPERT LINE DIVO- PROGRAM MANAGER MO- CHAIRMAN SAFETY OFFICER-EPS |
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WHAT DOES SHALL MEAN |
PROCEDURE IS MANDATORY |
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WHAT DOES SHOULD MEAN |
PROCEDURE IS REQUIRED |
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WHAT DOES MAY MEAN |
PROCEDURE IS OPTIONAL |
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WHAT DOES WILL MEAN |
INDICIATES FUTURITY |
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WHAT IS THE TAIL WHEEL PSI |
100-110 |
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WHAT IS THE MAIN LANDING GEAR PSI |
95-105 |
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HOW MANY EYE WASH STATIONS ARE THERE |
7 |
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WHERE ARE ALL THE EYE WASH STATIONS |
WASH RACK, HAZ WASTE LOCKER, 4 IN HANGAR, LINE SHACK |
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PUBLICATIONS NEEDED TO KNOW |
NAMP CH. 10 APPENDIX B AND E NATOPS SOP'S 100/300 |
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WHAT IS THE QUADWING |
4 WINGS 2 EAST AND 2 WEST HSM/HSC |
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LAUNCH/RECOVER NIGHT/DAY |
80T-113 NATOPS - 2 SOP'S (STANDARD OPERATION PROCEDURE) HSM/ HSM41 |
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WHERE CAN ORM BE FOUND |
NATOPS |
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NATO CODE FOR JP-5 |
F-44 |
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NATO CODE FOR JP-8 |
F-34 |
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NATO CODE FOR JP-4 |
F-40 |
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PRIST |
ADDITIVE ADDED TO FUEL TO PREVENT FREEZING NATOPS CHAPTER 3-7 |
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WHERE TO FIND HEARING PROTECTION REQUIREMENTS |
GAI-000 |
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KNOW APPENDIX AND CHAPTERS OF NAMP |
APPENDIX B - FORMS APPENDIX E - MAIN DOC CODES CHAPTER 10 - FUEL SURVIELANCE |
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WHAT HAPPENS WHEN WE GET A BAD FUEL SAMPLE |
CHAPTER 10 NAMP |
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ALT FUEL |
FOUND IN GAI-010 MIL-PRF 7808 |
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VISCOUS DAMPER LIMITS |
UNDER 1 IN. GOOD 1-2 IN. SERVICE OVER 2 IN. REPLACE |
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WHAT HAS TO BE ON BEFORE TOWING AIRCRAFT |
SHIMMY DAMPER |
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SHOULD POWER BE ON WHEN GRAVITY FUELING A/C |
NO |
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DIFFERENT WAYS TO FUEL A/C |
GRAVITY PRESSURE HIFR |
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KNOW WHERE TO FIND MOMENTUM STOPPING AN A/C WHEN TOWING |
GAI-010 |
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HOW LONG IS A DAILY GOOD FOR |
72 HOURS UNLESS MAJOR MAINTENANCE IS PERFORMED OR AIRCRAFT FLIES |
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WHAT IS LOOKED FOR ON A DAILY |
FOD SECURITY INTEGRITY CORROSION |
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WHAT PPE IS REQUIRE FOR FUEL SAMPLES |
RUBBER GLOVES RUBBER APRON BOOTS GOOGLES FACE MASK
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CTPL |
CERTIFIED TECHNICAL PUBLICATIONS LIBRARIAN LISA |
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HOW MANY CADS ARE ON AIRCRAFT |
7 |
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WHERE ARE THEY LOCATED |
2 ON EACH FIRE BOTTLE, 1 ON RESCUE HOIST, CARGO HOOK, RAST |
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HOW LONG IS A TA GOOD FOR |
24 HOURS |
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HOW MUCH FUEL WITH AUX TANK AND WITHOUT |
INTERNAL TANKS 592 GALLONS EXTERNAL TANKS 120 GALLONS |
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EMERGENCY PROCEDURE FOR AIRCRAFT FUSELAGE FIRE |
1. IMMEDIATELY NOTIFY PILOT W/ FIRE SIGNAL, POINT TO LOCATION, EMERGENCY SHUTDOWN SIGNAL 2. SIGNAL FIREGUARD TO FIGHT FIRE, ASSIST AS NECESSARY 3. CLEAR AIRCREW AND GROUND PERSONNEL FROM A/C UNTIL CRASH CREW ARRIVES 4. NOTIFY MAINTENANCE CONTROL |
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EMERGENCY PROCEDURE FOR ENGINE POST-SHUTDOWN FIRE |
1. NOTIFY PILOT W/ FIRE SIGNAL, POINT TO AFFECTED ENGINE 2. PILOT WILL WINDMILL ENGINE IN ATTEMPT TO BLOW FIRE OUT 3. PILOT WILL DIRECT PC TO DISCHARGE EXTINGUISHER INTO ENGINE INTAKE IF WINDMILLING DOESNT WORK WARNING: WHEN CO2 OR HALON IS EXPELLED DIRECTLY INTO ENGINE, THEMRAL SHOCK MAY RESULT CAUSING ENGINE DAMAGE 4. CLEAR AIRCREW AND GROUND PERSONNEL UNTIL CRASH CREW ARRIVES 5. NOTIFY MAINTENANCE CONTROL |
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EMERGENCY PROCEDURE FOR ROTOR BRAKE FIRE |
1. NOTIFY PILOT W/ FIRE SIGNAL POINTING TO ROTOR BRAKE AREA 2. SIGNAL EMERGENCY SHUTDOWN AND DIRECT FIREGUARD TO DISCHARGE FIRE EXTINGUISHER WARNING: USE OF CO2 EXTINGUISHER ON ROTOR BRAKE FIRE MAY CAUSE DISC TO SHATTER 3. DIRECT PERSONNEL AWAY FROM A/C UNTIL CRASH CREW ARRIVES 4. NOTIFY MAINTENANCE CONTROL |
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EMERGENCY PROCEDURE FOR ELECTRICAL FIRE |
1. NOTIFY PILOT W/ FIRE SIGNAL AND POINT TO LOCATION 2. SIGNAL EMERGENCY SHUTDOWN AND SECURE EXTERNAL ELECTRICAL POWER, IF CONNECTED 3. DIRECT FIREGUARD TO FIGHT FIRE 4. CLEAR AIRCREW AND GROUND PERSONNEL FROM A/C 5. NOTIFY MAINTENANCE CONTROL |
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EMERGENCY PROCEDURE FOR HOT BRAKES/ BRAKE FIRE |
1. GIVE PILOTS THE HOT BRAKES SIGNAL 2. KEEP ALL PERSONNEL CLEAR OF AREA ABEAM THE AFFECTED WHEEL 3. IF THE A/C IS IN AN ISOLATED AREA, ALL- UNNECESSARY PERSONNEL WILL BE REMOVED FROM THE AREA AND THE BRAKES WILL BE ALLOWED TO AIR COOL BEFORE MOVING THE A/C WARNING: ALWAYS APPROACH AN OVERHEATED BRAKE OR TIRE FROM A FORE OR AFT DIRECTION DUE TO THE EXTREME DANGER OF WHEEL EXPLOSION 4. IF WHEEL BRAKE FIRE DEVELOPS AND CRASH CREW HAS NOT ARRIVED, USE ANY AVAILABLE EXTINGUISHING AGENT TO EXTINGUISH THE FIRE WARNING: NEVER APPLY CO2 DIRECTLY ONTO A WHEEL BRAKE FIRE DUE TO THERMAL SHOCK AND THE POSSIBILITY OF AN EXPLOSION. USE THE "SPLASH" METHOD 5. ONCE THE FIRE HAS BEEN EXTINGUISHED, CONTINUE TO AIR COOK BRAKES. |
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EMERGENCY TIRE DEFLATION
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1. AN EMERGENCY TIRE DEFLATOR IS USED TO PREVENT A WHEEL ASSEMBLY EXPLOSION OR WHEN NORMAL DEFLATION THROUGH THE VALVE CORE IS CONSIDERED UNSAFE. SITUATION ARISES DUE TO OVERHEATED BRAKES, DAMAGED TIRE, OR IF EXAMINATION OF THE WHEEL DISCLOSES CRACKS OR MISSING PIECES
WARNING: BECAUSE OF THE POSSIBILITY OF A WHEEL EXPLOSION ALL PERSONNEL AND EQUIPMENT OUTBOARD/ INBOARD ALONG THE PATH OF THE AXLE SHOULD BE CLEARED. 2. ONCE RECOGNIZED, THE PC SHALL: a. SHUTDOWN THE AIRCRAFT IF APPLICABLE b. POST A WATCH TO ENSURE THAT NO PERSONNEL CROSS IN FRONT OF THE AFFECTED TIRE WARNING: IF THE PRESSURE CAUSES THE TIRE TO BLOW, CHUNKS OF FLYING RUBBER MAY CAUSE SERIOUS INJURY TO PERSONNEL IN ITS PATH. A CRACKED TIRE RIM THAT IS BLOWN MAY CAUSE SERIOUS INJURY OR DEATH IF IT STRIKES PERSONNEL. c. NOTIFY MAINTENANCE CONTROL 3. AIRFRAMES SHALL: a. ACQUIRE THE EMERGENCY TIRE DEFLATOR FROM THE TOOL ROOM OR AIRFRAMES. b. STAGE EMERGENCY TIRE DEFLATOR AWAY FROM OTHER A/C ON THE FLIGHT LINE AND IN LINE WITH THE AFFECTED TIRE. CAUTION: DO NOT TAXI AN AIRCRAFT OVER THE EMERGENCY TIRE DEFLATOR. c. HOOK UP TOW TRACTOR AND PUSH OR PULL A/C OVER THE TIRE DEFLATOR |
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EMERGENCY PROCEDURE FOR WHEEL BRAKE FAILURE/ BROKEN TAIL WHEEL LOCKPIN |
1. WHEN MAINTENANCE CONTROL IS NOTIFIED THAT AN A/C IS RETURNING WITH FAILED WHEEL BRAKES/ BROKEN TAIL WHEEL LOCKPIN, THEY SHALL NOTIFY THE LINE DIVISION SUPERVISOR WHO WILL PROVIDE EXTRA CHOCKS FOR SHUTDOWN 2. IF THE PC IS GIVEN THE BRAKE FAILURE SIGNAL (ALL EXTERNAL LIGHTS TURNED ON) BY THE PILOT, THE PC SHALL: a. USE CAUTION TO ENSURE CHOCKS ARE NOT PLACED IN THE PATH OF THE TAXIING A/C UNTIL THE PILOT HAS BROUGHT IT TO A COMPLETE STOP b. ONCE THE A/C HAS COME TO A COMPLETE STOP, THE PC SHALL SIGNAL PERSONNEL TO PLACE TWO CHOCKS ON EACH MAIN MOUNT TIRE c. WHEN THE A/C IS SECURELY CHOCKED AND ALL UNNECESSARY PERSONNEL ARE CLEAR OF THE AREA, SHUT DOWN THE MAIN ROTOR HEAD IN A NORMAL SEQUENCE |
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EMERGENCY PROCEDURE FOR TAIL WHEEL DAMAGED OR MISSING |
1. WHEN NOTIFIED BY MAINTENANCE, PC WILL DIRECT LINE PERSONNEL TO STAND BY WITH STACK OF 2 MATTRESSES ON A DOLLY OR PALLET 2. WHEN NOTIFIED BY MAINTENANCE, PC WILL DIRECT LINE TO STAND BY WITH: a. MINIMUM 4 MATTRESSES AND 4 PALLETS b. MINIMUM 4 CARGO STRAPS c. SUFFICIENT TIE DOWN CHAINS FOR SECURING A/C d. GROUNDING ROD 3. FLIGHT LINE COORDINATOR BRIEFS THE AIRFRAMES TROUBLESHOOTER AS TO THE NATURE OF THE EMERGENCY 4. PC WILL ENSURE THE FOLLOWING PRIOR TO DIRECTING PILOT TO LOW STABLE HOVER: a. ENSURE FLIGHT LINE IS CLEAR OF NON-ESSESNTIAL PERSONNEL b. SECURE HANGAR DOORS c. TAKE POSITION AT A DISTANCE, WHICH WILL ALLOW PILOT TO VIEW THE PC WHILE A/C IS IN MOD HEIGHT HOVER d. POSITION A LARGE/HEAVY OBJECT (TOW TRACTOR), WHERE PC IS ABLE TO GAIN COVER IN THE EVENT OF AN A/C MISHAP WARNING: PC SHALL STAND WELL CLEAR OF THE A/C AND ENSURE PROPER LINE OF SIGHT WITH THE PILOT WHILE IN A HOVER 5. PC SHALL DIRECT PILOT TO LOW STABLE HOVER FACING INTO THE WIND WHENEVER POSSIBLE 6. THE AIRFRAMES TROUBLESHOOTER SHALL DETERMINE IF A/C IS SAFE TO LAND W/O MATTRESSES UNDER THE FOLLOWING GUIDELINES: a. IF A/C IS SAFE TO LAND PC WILL ENSURE ALL PERSONNEL ARE CLEAR AND PROCEED WITH NORMAL A/C RECOVERY PROCEDURES b. IF A/C IS NOT SAFE TO LAND, PROCEED NEXT STEP 7. IF NECESSARY, FLIGHT LINE COORDINATOR WILL DIRECT AIRFRAMES/ LINE PERSONNEL TO POSITION THE MATTRESSES ON THE FLIGHT LINE. MATTRESSES AND PALLETS SHALL BE PLACED ON THE FLIGHT LINE TO ALLOW MULITPLE TIE DOWN POINTS AND SHALL BE SECURED WITH TIE DOWN STRAPS TO PREVEN THE MATTRESSES FROM MOVING AS THE A/C NEARS THE GROUND. 8. PC DIRECTS PILOT TO LAND ON MATTRESSES 9. PC DIRECTS TIE DOWN CHAINS TO BE INSTALLED AS REQUIRED 10. PC DIRECTS THE DISENGAGEMENT OF A/C ROTORS AND IMMEDIATE SHUT DOWN 11. ONCE A/C HAS SHUT DOWN AND ROTOR HAS COME TO A COMPLETE STOP, TWO ADDITIONAL CHAINS SHALL BE ATTACHED ON THE TAIL AND ALL CHAINS SHALL BE PROPERLY TIGHTENED |
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EMERGENCY PROCEDURE FOR HUNG DROOP STOP |
1. THE PC WILL INDICATE A HUNG DROOP STOP TO PILOT BY SHOWING A LEFT HAND DROOP STOP OUT AND RIGHT HAND DROOP STOP IN SIGNAL FOLLOWED BY A RIGHT HAND THUMBS DOWN AND AN IMMEDIATE RE-ENGAGE SIGNAL. 2. A NORMAL DISENGAGEMENT WILL BE ATTEMPTED REPEATEDLY UNTIL THE DECISION IS MADE TO DISENGAGE WITH THE HUNG DROOP STOP. WHERE FRESH WATER IS AVAILABLE, IT MAY BE POSSIBLE TO DISLODGE A JAMMED DROOP STOP WITH A DIRECTED STREAM OF WATER NOTE: IN GUSTY WIND CONDITIONS, TAXI A/C TO AN AREA WITH LOW WINDS, IF POSSIBLE 3. IF THE DROOP STOP WILL NOT SEAT, THE FLIGHT CREW SHALL NOTIFY THE TOWER. THE PC SHALL NOTIFY MAINTENANCE. MAINTENANCE SHALL NOTIFY CRASH AND SALVAGE 4. DIRECT AIRCREW OUT OF THE A/C AND MAINTENANCE PERSONNEL OUT OF THE ROTOR ARC. CLEAR AREA MMEDIATELY OF ALL UNNECESSARY PERSONNEL 5. RECEIVE PERMISSION FROM TOWER TO DISENGAGE ( AT SEA ONLY) 6. IF AVAILABLE, PC SHALL STAND BEHIND A LARGE PIECE OF SUPPORT EQUIPMENT AT THE 11 O'CLOCK POSITION IN FRONT OF THE A/C. THIS IS TO PROTECT THE PC FROM ANY FLYING DEBRIS 7. DISENGAGE ROTORS AND ALLOW SLOWING ON ITS OWN. DO NOT APPLY ROTOR BRAKE 8. IF THE BLADES STOP WITH NO INCIDENT, DIRECT LINE TROUBLESHOOTERS UP ONTO MAIN ROTOR HEAD TO REST THE HUNG DROOP STOP |
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EMERGENCY PROCEDURE FOR ALFS TRANSDUCER |
NOTE: IT IS ASSUMED THE CREW HAS EXHAUSTED ALL MEANS OF RECOVERING THE DOME AND ALL EMERGENCY PROCEDURES HAVE BEEN COMPLETED. CONDITIONS WILL DICTATE WHETHER THE CABLE WILL BE SHEARED OR THE DOME LOWERED TO THE DECK 1. UPON NOTIFICATION THAT AN A/C IS RETURNING WITH A HUNG ALFS TRANSDUCER, MAINTENANCE SHALL INFORM THE APPROPRIATE PERSONNEL. THE GOAL IS TO HAVE THE DOME TOUCH DOWN ON MATTRESSES OR ANOTHER SOFT SURFACE TO PREVENT DAMAGE TO THE DOME. 2. THE LINE DIVISION SHALL PROVIDE A PC TO DIRECT THE A/C AND PROVIDE ONE ADDITIONAL PERSON AS A DOME HANDLER 3. THE AVIONICS/ ARMAMENT DIVISION SHALL PROVIDE A TROUBLESHOOTER FROM WORKCENTER 210 (WITH A TOOL POUCH TO REMOVE THE TRANSDUCER), A STATIC ELECTRICITY DISCHARGE PROBE AND A FLASHLIGHT IF REQUIRED 4. QA DIVISION SHALL PROVIDE A SAFETY OBSERVER 5. LINE PERSONNEL WILL PLACE MATTRESSES ON THE DECK AND STAND BY UNTIL THE DOME AND A/C ARE SAFELY ON DECK 6. THE PC WILL DIRECT THE PILOT TO MAINTAIN A STEADY HOVER OVER THE MATTRESS AT AN ALTITUDE THAT WILL ALLOW THE SWINGING DOME TO STEADY OUT AND ARRIVE ABOUT 4-8 FEET ABOVE THE MATTRESSES. DIRECT THE A/C TO COMMENCE A VERY SLOW DESCENT UNTIL IT HAS BEEN GROUNDED THROUGH THE RESCUE HOIST CABLE BY COILING SEVERAL LOOPS OF HOIST CABLE ON THE DECK OR UTILIZING A GROUNDING ROD WARNING: 1. THE A/C SHALL BE GROUNDED PRIOR TO HANDLING THE SONAR DOME. IN THE EVEN THE HUNG DOME EXCEEDS THE 180 FT. USABLE LIMITATIONS OF THE RESCUE HOIST, THE GROUND CREW SHALL GROUND THE TRANSDUCER USING A STATIC ELECTRICITY DISCHARGE DEVICE BEFORE THEY CAN PHYSICALLY STEADY/ TOUCH THE TRANSDUCER. 2. SPECIAL CARE SHALL BE TAKEN WHEN HANDLING THE SONAR DOME SO AS NOT TO DAMAGE THE FRAGILE INTERNAL COMPONENTS 7. ONCE THE TRANSDUCER HAS BEEN GROUNDED AND STEADIED, THE PC WILL GIVE THE PILOT AT THE CONTROLS THE SIGNAL TO SLOWLY LOWER THE A/C. THE GROUND PERSONNEL WILL DIRECT THE TRANSDUCER ONTO THE MATTRESSES. USING TWO-PERSON INTEGRITY MAINTENANCE PERSONNEL WILL THEN STRETCH THE CABLE OUT TO ONE SIDE AWAY FROM THE LANDING SPOT WARNING: AVOID ENTANGLEMENT WITH THE SONAR CABLE IN THE EVENT THE A/C BREAKS A HOVER OR RISES SUDDENLYY AND THE TRANSDUCER BECOMES A AIRBORNE AGAIN 8. ONCE THE A/C IS IN A 15-FOOT HOVER, THE PC WILL DIRECT THE A/C SIDEWAYS AWAY FROM THE TRANSDUCER AND CABLE, AND THEN DIRECT THE A/C TO LAND. 9. AFTER LANDING AND PLACEMENT OF CHOCKS AND CHAINS THE AVIATION ELECTRONICS TECHNICIAN TROUBLESHOOTER WILL ENTER THE AIRCRAFT ON THE PC SIGNAL AND ENSURE THAT ALL POWER IS SECURED AND THE SONAR EQUPIMENT CIRCUIT BREAKERS ARE PULLED |
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EMERGENCY PROCEDURE FOR WIND MILLING TAIL ROTOR |
1.PC SHALL REMAIN ON STATION TO SERVE AS SAFETY OBSERVER AND PREVENT OTHER PERSONNEL FROM COMING NEAR THE SPINNING TAIL ROTOR BLADES CAUTION: CLOSING THE TAIL PYLON WHILE THE TAIL ROTOR BLADES ARE SPINNING WILL CAUSE SEVER DAMAGE TO THE DISCONNECT JAWS 2.USE ONE OF THE FOLLOWING METHODS TO STOP THE WINDMILLING TAIL ROTOR: a. TOW THE A/C OUT OF THE WIND b. GENTLY USE THE BRISTLE END OF A BROOM TO SLOW THE TAIL ROTOR TO A STOP c. USE A FRESHWATER FIRE HOSE STREAM DIRECTED AT THE TAIL ROTOR BLADES TO BRING THEM TO A STOP 3. ONCE THE WIND MILLING TAIL ROTOR HAS COME TO A COMPLETE STOP, CLOSE THE TAIL ROTOR PYLON 4. NOTIFY MAINTENANCE CONTROL
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EMERGENCY PROCEDURE FOR FLUID/ FUEL LEAK
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NOTE: A SPILL OR LEAK OF ANY SIZE IS CAUSE FOR TERMINATING A REFUELING OPERATION
1. NOTIFY AIRCREW VIA HAND SIGNALS OR HAVE MAINTENANCE CONTROL NOTIFY THE A/C VIA RADIO IF THE A/C HAS DEPARTED 2. SIGNAL AIRCREW TO SHUT DOWN THE A/C 3. ENSURE A FIREGUARD IS POSTED IN PREPARATION FOR A/C SHUTDOWN 4. IF FUEL LEAK IS OVER 1 GALLON, THE FIRE DEPARTMENT MUST BE NOTIFIED VIA MAINTENANCE CONTOL 5. DIRECT AND ENSURE THE IMMEDIATE RETRIEVAL OF THE EMERGENCY SPILL KIT FROM THE HANGAR 6. USE FUEL SPILL KIT TO CLEAN UP OR CONTAIN SPILL UNTIL FIRE DEPARTMENT ARRIVES 7. IF ANY PERSONNEL ARE EXPOSED TO A KNOWN HAZARDOUS FLUID, ENSURE THE FOLLOWING PROCEDURES ARE INITIATED AS SOON AS POSSIBLE: a. ESCORT PERSONNEL TO THE NEAREST EMERGENCY WASH STATION FOR WASH DOWN b. REMOVE CONTAMINATED CLOTHING ( INCLUDING UNDER GARMENTS) c. NOTIFY THE SDO, SAFETY OFFICER AND APPROPRIATE SUPERVISORS 8. CONSULT LOCAL COMMAND PROCEDURES FOR AMPLIFIYING INFO ON THE HAZARDOUS MATERIAL/ WASTE PROGRAM |
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EMERGENCY PROCEDURE FOR LOOSE COWLING/ POPPED FASTENER
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WARNING: FAILURE TO PROPERLY SECURE ALL PANELS AND DOORS MAY RESULT IN LOSS OF THAT PANEL AND CATASTROPHIC CONTROL FAILURE
1. NO A/C SHOULD OPERTE WITH TWO MISSING IN A ROW OR NO MORE THAN 25 PERCENT OF ANY ONE PANELS FASTENERS MISSING 2. AN H-60 A/C SHOULD NOT OPERATE WITH A MISSING OR UNFASTENED SINGLE FASTENER IN ANY CORNER, TWO IN A ROW, OR A TOTAL OF THREE ON THE IGB OR TAIL GEARBOX PANEL 3. IF AN A/C DOES NOT MEET THE ABOVE CRITERIA THE PC SHALL: a. NOTIFY AIRCREW OF LOCATION AND NUMBER OF POPPED FASTENERS (IF APPLICABLE) b. A/C SHUTDOWN MAY BE NECESSARY IN ORDER TO FASTEN THE LOOSE COMPONENT |
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EMERGENCY PROCEDURE FOR MAIN ROTOR DAMPER FAILURE
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1. AT FIRST SIGNS OF DAMPER FAILURE, THE PC SHALL IMMEDIATELY CLEAR ALL PERSONNEL AWAY FROM THE A/C
2. ONCE THE ROTORS COME TO A COMPLETE STOP, ALL PERSONNEL SHALL ASSIST PILOTS AS NECESSARY |
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EMERGENCY PROCEDURE FOR A/C BATTERY THERMAL RUNAWAY |
1. WHEN AN OVERHEATED BATTERY IS DETECTED THE PC SHALL: a. CLEAR THE AREA OF NON-ESSENTIAL PERSONNEL b. NOTIFY FLIGHT LINE COORDINATOR OR MAINTENANCE. MAINTENANCE CONTROL SHALL NOTIFY THE FIRE DEPARTMENT c. SHUTDOWN A/C AND SECURE ALL POWER d. IF FLAMES ARE PRESENT, FIGHT THE FIRE USING ANY AVAILABLE FIRE FIGHTING EQUIPMENT WARNING: CO2 SHALL NOT BE DIRECTED INTO THE BATTERY COMPARTMENT TO EFFECT COOLING OR DISPLACE GASSES. STATIC ELECTRICITY GENERATED BY THE EXTINGUISHER COULD CAUSE AN EXPLOSION OF THE HYDROGEN/ OXYGEN GASSES TRAPPED IN THE BATTERY COMPARTMENT. HALON 1211 AND CO2 ARE ACCEPTABLE FIRE EXTINGUISHING AGENTS ONCE A FIRE HAS DEVELOPED e. IF FLAMES ARE NOT PRESENT, STAND CLEAR UNTIL THE CRASH CREW/ FIRE DEPARTMENT AND WORKCENTER 220 PERSONNEL ARE ON THE SCENE. 2. FURTHER PROCEDURES SHALL BE ACCOMPLISHED IN ACCORDANCE WITH REFERENCE |
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EMERGENCY PROCEDURE FOR TOW BAR SEPARATION |
1. THE PC MUST REMAIN VIGILANT AND GIVE APPROPRIATE SIGNALS IN A TIMELY FASHION THE AVOID COLLISION BETWEEN A/C AND TRACTOR 2. WHEN PUSHING, THE TRACTOR DRIVER SHOULD APPLY BRAKES IMMEDIATELY TO AVOID IMPACT WITH A/C 3. WHEN TOWING/ PULLING, THE TRACTOR SHOULD ACCELERATE AND STEER AWAY FROM THE A/C TO AVOID A COLLISION 4. A/C BRAKE RIDER SHALL NOT APPLY BRAKES UNTIL DIRECTED TO DO SO IN ORDER TO AVOID COLLISION WITH TRACTOR. |
