Mh-60R Natops Emergency Procedures - Memory Items

Front 1

Five Steps to be Completed for Any EP

Back 1

1. Maintain control of the aircraft.
2. Alert crew.
3. Determine the precise nature of the problem.
4. Complete the applicable emergency procedure or take action appropriate for the problem.
5. Determine landing criteria and land as required.

Front 2

Land Immediately

Back 2

Execute a landing without delay. The primary consideration is to ensure the survival of the occupants.

Front 3

Land As Soon As Possible

Back 3

Execute a landing at the first site at which a safe landing can be made.

Front 4

Land As Soon As Practicable

Back 4

Extended flight is not recommended. The landing site and duration of flight are at the discretion of the PIC.

Front 5

Engine Malfunction in Flight

Back 5

*1. Control Nr.
WARNING
Flying at an airspeed greater than 105 KIAS with one engine inoperative may result in unrecoverable decay of Nr in the event of a dual-engine failure.
*2. CONTGCY PWR switch – ON.
*3. Single-engine conditions – Establish.
*4. ENG ANTI-ICE switches – As required.
WARNING
With engine anti-ice on, up to 18% torque available is lost. Torque may be reduced as much as 49% with improperly operating engine inlet anti-ice valves.
*5. External cargo/stores/fuel – Jettison/dump, as required.
*6. Identify malfunction.

Front 6

Engine High-Side Failure in Flight

Back 6

*1. Engine Malfunction in Flight emergency procedure – Perform.
*2. PCL (malfunctioning engine) – Retard to set:
a. Torque 10% below good engine, or
b. Matched Ng, or
c. Matched TGT.

Front 7

Engine High-Side Failure on Deck

Back 7

*1. PCLs – IDLE.

Front 8

Engine Low-Side Failure

Back 8

*1. Engine Malfunction in Flight emergency procedure – Perform.

Front 9

Engine Torque or TGT Spiking/Fluctuations

Back 9

If an engine instrument is spiking/fluctuating and inducing secondary indications in Ng, Np, and/or Nr:
*1. Engine Malfunction in Flight emergency procedure – Perform.
If fuel contamination is suspected:
*2. Land as soon as possible.
WARNING
PCL movement during engine fluctuations may precipitate an engine failure. Consider performing APU Emergency Start procedure prior to manipulating the PCL. Maintaining a low power setting when moving the PCL will minimize the Nr decay rate if the malfunctioning engine fails.

Front 10

Compressor Stall

Back 10

*1. Engine Malfunction in Flight emergency procedure – Perform.
*2. PCL (malfunctioning engine) – IDLE.

Front 11

Engine High-Speed Shaft Failure

Back 11

CAUTION
Following a high-speed shaft failure, the engine will overspeed, the Np overspeed system will flame out the engine, and the auto-ignition system will activate the relight feature. The engine Np governor will eventually bring Np down toward 100%. The engine must be manually shut down to prevent further damage.
*1. Engine Malfunction in Flight emergency procedure – Perform.
*2. PCL (malfunctioning engine) – OFF.

Front 12

Abort Start

Back 12

To abort start:
*1. PCL – OFF.
*2. ENGINE IGNITION switch – OFF.
If engine oil pressure is indicated:
*3. Starter – ENGAGE.

Front 13

Reasons to Abort Start

Back 13

Abort engine start if any of the following limits are exceeded:
1. Ng does not reach 14% within 6 seconds after starter initiation.
2. No oil pressure within 30 seconds after starter initiation (do not motor engine).
3. No light-off within 30 seconds after moving PCL to IDLE.
4. ENG STARTER advisory disappears before reaching 52% Ng.
5. TGT reaches 851°C before idle is attained.
CAUTION
For aborted starts, fuel flow must be stopped immediately (PCL – OFF) to prevent engine overtemperature.

Front 14

Engine Malfunction DuringHover/Takeoff

Back 14

*1. Control Nr.
*2. CONTGCY PWR switch – ON.
If a suitable landing site exists or unable to transition to forward flight:
*3. Set level attitude, eliminate drift, cushion landing.
If able to transition to forward flight:
*4. Engine Malfunction in Flight emergency procedure – Perform.

Front 15

Dual-Engine Failure

Back 15

*1. Autorotation – Establish.
*2. Immediate Landing/Ditching emergency procedure – Perform.
If time and altitude permit:
*3. Engine Air Restart emergency procedure – Perform.

Front 16

Single-Engine Failure in Flight

Back 16

*1. Engine Malfunction in Flight emergency procedure – Perform.

Front 17

Engine Air Restart

Back 17

*1. APU Emergency Start procedure – As required.
*2. ENGINE IGNITION switch – NORM.
*3. Fuel selector lever(s) – DIR or XFD.
*4. PCL(s) – OFF.
*5. Starter(s) – Engage, motor engine.
*6. PCL(s) – IDLE (TGT 80°C or less, if time permits).
*7. PCL(s) – Advance to FLY after starter dropout.
WARNING
If APU is unavailable, and a crossbleed start is necessary, maximum torque available will be reduced during the start sequence. Depending on operating conditions, level flight may not be possible. Ensure AIR SOURCE ECS/START switch is placed to ENG for crossbleed starts.

Front 18

APU Emergency Start

Back 18

*1. ECS – OFF.
*2. AIR SOURCE ECS/START switch – APU.
*3. FUEL PUMP switch – APU BOOST.
*4. APU CONTR switch – ON.
*5. APU GENERATOR switch – ON.

Front 19

Unusual Vibrations on Deck

Back 19

*1. Collective – Lower.
*2. PCLs – OFF.
*3. Rotor brake – Apply as required.

Front 20

Hung Droop Stop(s)

Back 20

*1. Reengage rotor to greater than 75% Nr.

Front 21

LOW ROTOR RPM Warning Light On

Back 21

*1. Control Nr.

Front 22

Main Transmission Malfunction

Back 22

If failure is imminent:
WARNING
Possible indications of main transmission imminent failure may include: yaw attitude excursions with no control input, an increase in power required for a fixed collective setting, failure of a main generator or hydraulic pump, increased noise, increased vibration levels, or abnormal fumes in the cabin.
*1. Land immediately.
If secondary indications are present:
*2. Land as soon as possible.

Front 23

Tail/Intermediate Transmission Malfunction

Back 23

When tail and intermediate transmission cautions are accompanied by strong medium-frequency vibrations, hot metal fumes, or any other associated indications, tail rotor failure is imminent. A running or no-hover landing should be executed as conditions dictate.
If failure is imminent:
*1. Land immediately.
If failure is not imminent:
*2. Land as soon as possible.
WARNING
High power settings require maximum performance of the tail rotor drive system and may precipitate ultimate drive failure.
Consideration should be given to transiting at an altitude sufficient to enter an autorotation and performing the applicable steps of the Immediate Landing/Ditching emergency procedure.

Front 24

INPUT CHIP (#1/#2) Caution Lights On

Back 24

*1. Main Transmission Malfunction emergency procedure – Perform.

Front 25

Loss of Tail Rotor Drive Altitude and Airspeed Sufficient to Establish Autorotation

Back 25

*1. PAC call – “AUTO, AUTO, AUTO.”
*2. Autorotation – Establish. Center tail rotor pedals.
*3. Drive failure – Attempt to verify.
*4. Immediate Landing/Ditching emergency procedure – Perform.
*5. PCLs – OFF when directed (prior to the flare).

Front 26

Loss of Tail Rotor Drive Altitude and Airspeed Not Sufficient to Establish Autorotation

Back 26

*1. PAC call – “HOVER, HOVER, HOVER.”
*2. Collective – Lower.
*3. PNAC – Hands on PCLs.
*4. PCLs – OFF when directed (approximately
20 to 30 ft).

Front 27

Loss of Tail Rotor Control

Back 27

WARNING
Following the appearance of the #1 TAIL RTR SERVO caution without the associated BACKUP PUMP ON and #2 TAIL RTR SERVO ON advisories, the aircraft will demonstrate normal yaw responses in flight regimes that do not require excessive tail rotor performance; however, at slower airspeeds, below approximately 40 KIAS, more pronounced effects of loss of tail rotor control may become more apparent.
After touchdown, rapid reduction of collective or PCLs may cause excessive and uncontrollable yaw rates.
*1. Collective/airspeed – Adjust as required to control yaw.
WARNING
If the tail rotor control cables are damaged, the hydraulic transients associated with switching the tail rotor servo from NORM to BACK UP may cause catastrophic damage to the tail rotor controls.

Front 28

Hydraulic System Warning

Back 28

*1. Land immediately.

Front 29

#1 and #2 HYD PUMP Failure(#1 and #2 HYD PUMP Caution and BACK UP PUMP ON Advisory Light On)

Back 29

*1. Restrict flight control movement.
*2. Land as soon as possible.

Front 30

#1 Primary Servo or #1 Transfer Module Leak(#1 RSVR LOW and #1 HYD PUMP Caution Lights On and BACK UP PUMP ON Advisory Light On)

Back 30

*1. SERVO switch – 1ST OFF.
*2. Land as soon as practicable.
If the BACKUP RSVR LOW caution also appears or the backup pump fails:
*3. Land as soon as possible.
Note
Be prepared for loss of tail rotor control.
If the #2 PRI SERVO caution and/or HYD warning appears:
*4. Land immediately.
CAUTION
Switching the BACKUP HYD PMP to OFF with weight on wheels and #1 HYD PUMP caution light illuminated will result in loss of tail rotor directional control when the backup pump secures.

Front 31

#2 Primary Servo or #2 Transfer Module Leak(#2 RSVR LOW and #2 HYD PUMP Caution Lights and BACK UP PUMP ON Advisory Light On)

Back 31

*1. SERVO switch – 2ND OFF.
*2. Land as soon as practicable.
If the BACKUP RSVR LOW caution also appears or backup pump fails:
*3. Land as soon as possible.
Note
Be prepared for loss of the pilot-assist servos.
If the #1 PRI SERVO caution and/or HYD warning appears:
*4. Land immediately.

Front 32

Boost Servo Hardover

Back 32

*1. SAS/BOOST pushbutton – OFF.

Front 33

Utility Pump Caution Lights

Back 33

*1. Stop dome.

Front 34

AFCS DEGRADED Caution Light On

Back 34

*1. Safe altitude and airspeed – Establish (waveoff/Instrument Takeoff [ITO], as required).

Front 35

Stabilator Auto Mode Failure

Back 35

*1. PAC call – "STAB, STAB, STAB."
*2. Cyclic – Arrest pitch rate.
*3. Collective – Do not reduce.
*4. MAN SLEW switch – Adjust to 0°.

Front 36

Unusual Attitude Recovery

Back 36

*1. Level wings.
*2. Nose on horizon.
*3. Center ball.
*4. Stop rate of climb/descent.
*5. Control airspeed.

Front 37

Total Ac Power Failure/Dual Generator Failure

Back 37

*1. Safe altitude and airspeed – Establish.
*2. Stabilator – Check position, slew as required.
WARNING
Ensure airspeed versus stabilator angle limits are not exceeded. Stabilator automatic mode is inoperative.
Note
The stabilator position indicator will be inoperative with no power to the ac essential bus. Attempt to check visually.
*3. APU Emergency Start procedure – Perform.

Front 38

#1 or #2 FUEL FLTR BYPASS or #1 or #2 FUEL PRESS Caution Lights

Back 38

*1. Fuel selector lever (affected engine) – XFD (DIR if currently in XFD).

Front 39

#1 and #2 FUEL FLTR BYPASS or #1 and #2 FUEL PRESS Caution Lights

Back 39

*1. Land as soon as possible.
*2. APU Emergency Start procedure – Perform.
WARNING
Be prepared for dual-engine failure. Recommended airspeed is 80 KIAS to minimize Nr droop should dual-engine failure occur.
Note
Consideration should be given to performing applicable steps of the Immediate Landing/Ditching emergency procedure.

Front 40

External Engine Fire

Back 40

*1. Confirm fire.
*2. Engine Malfunction in Flight emergency procedure – Perform.
*3. PCL (affected engine) – OFF.
*4. Engine T-handle (affected engine) – Pull.
*5. FIRE EXTGH switch – MAIN (RESERVE if required or ac power is off).
If airborne and fire continues:
*6. Land immediately.
If fire appears extinguished:
*7. Land as soon as possible.

Front 41

Internal Engine Fire

Back 41

*1. Starter – Engage. Motor engine.

Front 42

APU Fire

Back 42

*1. APU T-handle – Pull.
*2. Confirm fire.
*3. FIRE EXTGH switch – RESERVE (MAIN if required and available).
If airborne and fire continues:
*4. Land immediately.
If fire appears extinguished:
*5. Land as soon as possible.
If on ground:
*6. Fire extinguisher – As required.

Front 43

Cockpit Fire/Cabin Fire

Back 43

If source is known:
*1. Affected power switches and cbs – Secure.
*2. Portable Fire Extinguisher – As required.
If fire continues or source is unknown:
*3. Cabin/doors/vents/ECS – CLOSE/OFF, as required.
*4. Unnecessary electrical equipment and cbs – Secure.
If fire continues:
*5. Land as soon as possible.
Note
Loss of electrical power to the engine will result in engine anti-ice activation regardless of engine anti-ice or DE-ICE MASTER switch position, reducing maximum torque available by up to 18%. With a malfunctioning inlet anti-ice valve, torque available can be reduced by as much as 49%.

Front 44

Smoke and Fumes Elimination

Back 44

*1. Airspeed – Adjust, as required.
*2. Doors/windows/vents – Open.
*3. Aircraft – Yaw, as required.

Front 45

Immediate Landing/Ditching (Pilot)

Back 45

*1. Crew and passengers – Alert.
*2. Shoulder harness – Locked.
*3. External cargo/stores/fuel – Jettison/dump, as required.
*4. Searchlight – As required.
*5. MAYDAY/IFF – TRANSMIT/EMER.
CAUTION
Time permitting, consideration should be given to executing APU Emergency Start procedure to maintain electrical and hydraulic power upon rotor disengagement.
In the flare:
*6. Windows – Jettison, as required.
WARNING
After actuation, the position of the emergency jettison window lever may cause snagging of personal survival gear, impeding egress. Time permitting, reset jettison handle to the aft position prior to egress.
After landing:
*7. PCLs – OFF.
*8. Rotor brake – ON.
*9. Copilot collective – Stow.
*10.Pilot HCU – Stow.
After all violent motion stops:
*11.Egress.
WARNING
Failure to remain strapped in aircraft until all violent motion or in-rushing water stops may result in injury or incapacitation.

Front 46

Underwater Egress

Back 46

*1. Emergency Breathing Device – As required.
*2. Cord(s) – Disconnect.
*3. Door/window – Open/jettison.
*4. Place hand on known reference point.
*5. Harness – Release.
*6. Exit helicopter.
After egress:
*7. Swim clear of helicopter and inflate LPU.

Front 47

FLIR Uncommanded Lasing

Back 47

*1. MASTER ARM – SAFE.
*2. LASER SELECT – SAFE.
If lasing continues:
*3. FLIR – OFF.

Front 48

Hellfire Missile Hangfire

Back 48

If rocket motor ignites and aircraft yaws:
*1. Adjust controls as required to maintain straight-and-level flight.
WARNING
The Hellfire missile thermal battery produces voltage for up to 30 minutes after the Hellfire missile squib is automatically fired during the launch sequence. If continued flight is possible, the aircraft should remain airborne with Hellfire missile pointed in a safe direction for a minimum of 30 minutes to allow the thermal battery to become inert.

Front 49

Methods of eliminating roughness caused by retreating blade stall

Back 49

1. Decrease collective pitch.
2. Decrease severity of maneuver.
3. Gradually decrease airspeed.
4. Increase rotor rpm.
5. Decrease altitude.
6. Decrease gross weight.

Front 50

Recovery from Vortex Ring State/Associated Descent Rates, Airspeeds

Back 50

1. Decrease collective pitch.
2. Increase forward