HAC

1. There is reasonable certainty that a person, ship, or aircraft is in distress from the perils of the sea.

2. The distress location is reasonably well know.

3. The rescue unit is in position to render timely and effective assistance.

• 1. Double Rescue Hook
• 2. Rescue Strop
• 3. Quick Strop
• 4. Quick Splice
• 5. Cable Grip
• 6. Cable Cutter
• 7. (6) High intensity chem lights
•     (6) Low Intensity chem lights
• 8. (3) Gunner's Belts
• 9. Chem light straps
• 10. Pair of Hoisting Gloves
• 11. (3) Cranials
• 12. (2) Wool blankets
• 13. Trail line assembly
• 14. Rescue litter sling
• 15. Level A med kit
• 16. Rescue litter
• 17. (2) Mk 58
•       (4) Mk 25
• 18. (3) Matrix Lights
• 19. Weak link (450lbs)

Assuming full responsibility for the safe operation of the aircraft and the safety of the other individuals aboard.

24 hrs after taken

Shall be sampled within 24hrs of scheduled launch

1. Hand held radio

2. Level A/B/C medical kit

3. Rescue / MEDEVAC litter

territorial sea is an adjacent belt of ocean measured seaward to a limit not exceeding 12 NM

Deviation from specified flight and operating instructions is authorized in emergency situations when, in the judgement of the Pilot in Command safety justifies such a deviation.

NATOPS publications provide the best available operating instructions for most circumstnces . However, no manual can cover every situation or be a subtitute for sound judgment.

Compound emergencies may require departure from normal corrective procedures set forth by any specific emergency. 

This instruction is not intended to inhibit sound judgement nor does is supersede existing directives from higher authority. The HAC retains full responsibilty for the safe conduct of the mission.

These procedures and regulations are not intended to inhibit personal initiative or suppress the sound judgement of the pilot in command if hazards have been assessed, risks can be controlled and mission priority clearly warrants deviation.

A mission associated with war or peacetime operations in which the consequences of an action justify accepting the risk of loss of aircraft and crew.

A minimum fuel state calculated to allow the aircraft to abort and safetly land at an authorized landing area with available approved fuel. When enroute to ship, the aircraft shall return to a suitable alternate landing area upon reaching BINGO fuel state if the destination ship is not held visually with a green deck. 

Meteorolgical conditions expressed in terms of visibility, cloud distance, and ceiling that are equal to or better than specified mins. Basic weather conditions prescribed for flight under visual flight rules.

Meteorlogical conditions expressed in terms of visibility, distance from clouds, and ceiling less than the minimums specified for visual meteorological conditions. IMC conditions exist anytime a visible horizon is not distinguishable. 

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

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

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

An operating procedure, practice, or condition, etc, that may result in injury or death if not carefully observed or followed.

An operating procedure, practice, or condition, etc, that may result in damage to equipment if not carefully observed or followed.

An operating procedure, practice, or condition, etc that is essential to emphasize.

Corrosion, FOD, condition or security. All securing hardware is safety wired, cotter-keyed, and/or slipmarked. Plastic caps on avionics present a FOD hazard; check for security.

• Approx 30% of the airflow is used for combustion. The remainder is used for :
• 1. Compressor inlet temp (T2) air
• 2. Compressor discharge pressure (P3) air.
• 3. Combustor and turbine cooling.
• 4. Engine oil seal protection.

Successful test indicated by BRG 1 needle swinging to 180^o (+/- 3) for 5 sec, DME indication of 0.0 NM (+/- .5), NAV needle centering (within 1/2 dot), and a TO (if course of 180 selected) / FROM if 000 selected.

1 ft 3 in

53 ft 8 in

11 ft

53 ft 3 in

64 ft 10 in

41 ft 4 in

The PIC or Mission Commanders of naval aircraft (while absent from home unit) may authorize air transportation for personnel and/or equipment not otherwise qualified for govt air transportation (ie civ docs, medics, cops, park rangers, dogs, med equip.) when required for the successful prosecution of a SAR, MEDEVAC, or disaster relief. Only exercised when all practical means of obtaining authorization is unavailable.

This authority may be delegated to numbered fleet commanders or TYCOMs and is granted for the specific purpose of embarking/debarking selected personnel when ships are at sea.

• 1. SAR missions
• 2. Transporting large troop contingents
• 3. Shipboard ops when landings are precluded
• 4. Under such circumstances, the briefing shall be the responsibility of local commanders

• 1. Alert the crew
• 2. Maintain control of the A/C
• 3. Identify the malfunction 
• 4. Complete the applicable EP procedure or take action appropriate for the problem
• 5. Determine a landing criteria

No. 1 END OVSP and No. 2 ENG OVSP

• 1. #1 HYD PUMP caution
• 2. #2 HYD PUMP caution
• 3. #1 RES LOW caution
• 4. #1 TAIL RTR SERVO caution
• 5. NOTE: When APU accumulator pressure is low and the backup pump is activated, the backup pump will run for at least 90 secs (180 w/ winter kit) regardless of BACKUP PUMP switch position

285.1

The PIC shall sign the certification in the Safe for Flight block 10

A flight begins when the aircraft lifts from a rest point or commences ground taxi and ends after airborne flight when rotors dissengage or the aircraft is stationary for 5 min w/ rtrs engaged

• In- depth
• Deliberate
• Time Critical

• 1. Accept risk when benefits outweigh the costs
• 2. Accept no unecessary risk
• 3. Anticipate risk through planning
• 4. Make risk decisions at the appropriate level

• 1. Identify Risks
• 2. Assess Risks
• 3. Make risk decicions
• 4. Implement controls
• 5. Supervise and watch for change

• 1. The pilot's acceptance of the aircraft in its present condition
• 2. Identification of the aircraft by BUNO / TMS / and reporting custodian
• 3. Cert of an A/C's readiness for flight by MX personnel and record of fuel, oil, expendables, spec equip, and limits

BLOCK 9: PC

BLOCK 10: SAFE FOR FLIGHT

BLOCK 11: PIC

Mission Accomplishment

Otherwise in the interests of the gov or tax payer

Add value to training

• 1. Flight has been authorized
• 2. NOTAMS checked
• 3. W/B forms filed
• 4. Fuel planning and weather
• 5. Each form pilot has been briefed
• 6. Valid instrument rating for IMC or positive control areas
• 7. PAX briefed
• 8. PIC is responsible for the safe and orderly conduct of the flight

OPNAV 1. Shall be conducted within the limits of the field boundary over a surface upon which a full auto can be safely completed and that is readily accessible to crash and rescue. Practice autos shall require specific approval from the tower

• WING: 2. A/C gross weight shall not exceed 18000 lbs
•              3. Two operable RADALTS required

• Squadron SOP: 4. Not allowed at night or with the FLIR/MTS installed
•              5.  MX autos at sea shall be conducted within vis range of the ship, notifying TWR. recovery no lower than 500 AGL

• Shipboard landings and takeoffs
• Hoisting
• High Altitude landings
• First Auto of the day
• CALS
• Coupled approaches/hovers
• TERF
• VERTREP

1. WING: NO running landings, running takeoffs, max gross wgt takeoffs, and sim emergencies to landing

2. SQUADRON: NO practice autorotations

Operational Necessity

This is not to preclude: troop movements in support of amphibious ops, VBSS LVL III ops, SPECOPS missions. 

A medical attendant with non-aircrew egress training may be granted a one time fly back with the approval of the ship's CO. 

• Training shall be:
• 1. Initiated during day/VMC
• 2. Conducted on the ground / hover / or after attaining        safe single eng a/s. 
• 3. Conducted over areas where a safe single eng landing is possible
• 4. A/C shall not transition to forward flight in Lockout
• 5. Restoration of eng back to normal only on the deck or safe single eng a/s
• 6. Dual DECU lockout is prohibited
• 7. Shall only be conducted for EPs, FCF. MX troubleshooting prohibited.

8 hrs uninterupted sleep / 24 hrs. If the duty day is longer than 18 hrs, 15 hrs of continuous off time shall be provided prior to being rescheduled.

• 1. Have completed the requirements for and possess to an advanced degree the knowledge, proficiency, and capabilities of a second pilot.
• 2. Min 500 hrs
• 3. Min 150 hrs rotory wing 
• 4. Have pilot hours in class and model required by the commanding officer or higher authority and demonstrate the proficiency and judgment required to ensure the successful accomplishment of all tasks of the unit mission.
• 5. Demonstrate ability to command and train the officers and enlisted members of the flightcrew.
• 6. Demonstrate the qualities of leadership required to conduct advanced base or detached unit operations as officer in charge when such duty is required as part of the units mission or method of operation.

When practicable, fuel shall not be jettisoned below 6000 AGL. Should wx or emergency dictate, every effort should be made not to dump over populated ares. When under positive control, alert tower.

approx 800 lbs/min

350 lbs/min

Np > Nr by more than 3% and TQ <10%

• 1. Provide fuel to the 12 injectors
• 2. Purges the main fuel manifold overboard after eng shutdown to prevent coaking of the injectors
• 3. Traps fuel upstream which keeps the fuel/oil heat exchanger full
• 4. Returns fuel back to the HMU if the Ng overspeed is energized or if the DECU hot start preventer is activated

• 1. TRQ is 10% or greater than other eng
• 2. Ng is 5% or greater than other eng
• 3. Np is matched within 5% of other eng
• 4. Nr is at or above 103%

• 1. TQ is 10% or less than other eng
• 2. Ng is 5% or les than other eng
• 3. Np is at or below 98%
• 4. Nr is at or below 97%

Rapid rise in TGT, hangup or rapid decrease in Ng, loss of power, or a change in eng noise level, muffled explosions

• The aircraft should be repaired prior to flight if:
• 1 in any corner
• 2 in a row
• 3 on any one panel

• AUX   Ship/Ship     Shore/Ship     Ship/Shore   Ship/Shore
• 0             100                 100                175               175
• 1             120                 140                200               300
• 3             200                 200                250               400

All single ship numbers are based on a max overwater time of 2+00 with a min of 600 lbs remaining

• 3G
• 5G
• 9G
• 10G
• 14G

• 1. Establish two-way comms with the ship
• 2. Obtain positive position data (visual, TACAN, radar lock, GPS fix, etc)

• 1. If not in an airfield environment, single eng conditions shall be established prior to manipulation.
• 2. Both PCLs shall be in fly prior to landing on a ship on unprepared zone
• 3. PCLs shall not be manipulated for a sim emergency outside single eng range of an airfield.

• NO
• "At night, practice SAS OFF flight shall only be conducted over a prepared landing environment."

A fuel that the aircraft is authorized to use for continuous unrestricted operations.

• JP-5 (F44)
• JP-8 (F34)
• Jet A
• Jet A-1 (F35)
• GOST 10227

A fuel that imposes operational restrictions on the aircraft. These fuels may be used only if no primary military or commercial fuels are avaiable.

• JP-4 (F40)
• Jet B

A fuel that may be used for a minimum time when a primary  fuel is not available and an urgent need exists (such as hurricane evac or urgent military necessity). Pilot approval shall be obtained before servicing and the aircraft shall be conspicuously placarded with the emergency fuel grade when serviced.

JP-8 +100

53 ft 8 in

1 ft 7 in (no flir)

• Max continuous: 1,662 shp
• Intermediate (30 min): 1,800 shp
• Contigency power (2.5 min): 1,940 shp

Inlet, Compressor, Combustor, Turbine, Exhaust

5 stage axial, 1 stage centrifugal rotor/stator assembly

annular combustion chanber, tow ignitors, 12 fuel injectors

• (9)
• 2 Boost Pumps
• 2 Transfer/dump pumps
• 2 HMU
• 2 Eng driven boost pump
• 1 Prime/Boost pump

• Np governing
• TGT Limiting
• Load Sharing

*Np overspeed protection remains due to the direct link between the DECU and the ODV

• 1. Fuel Shutoff
• 2. Setting eng start fuel flow
• 3. Fuel Priming
• 4. Setting Ng to MAX
• 5. LOCKOUT

110 +/- 2% Ng

Fail safe to high power

Power available with One Engine Inoperative (OEI)

• 1. rapid engine transient response through Collective Composition
• 2. Automatic Fuel scheduling for engine start
• 3. Ng Overspeed Protection 110 +/-2%
• 4. Ng Governing 
• 5. Acceleration Limiting 
• 6. Flameout and Compressor Stall Protection

• 1. Provides main fuel flow to the 12 fuel injectors during start up and operation
• 2. Purges the main fuel manifold overboard after engine shutdown to prevent coaking of the fuel injectors
• 3. Traps fuel upstream which keeps the fuel/oil heat exchanger full, so the system does not need to be primed next start
• 4. Returns fuel back to the HMU if Np overspeeds or a Hot Start 

• Y- Power and control system trim signals
• B- Np, Np overspeed, and torque signals
• G- Diagnostic signals
• W- Engine crosstalk

Provides AC power to the DECU, engine ignitors, Ng signal to the Vids

*All essential electrical functions are powered by the alternator

• 1. ENGINE SPD TRIM switch
• 2. CONTGCY PWR switch
• 3. ENG OVERSPEED TEST A and B buttons

• 1. Torque from the other DECU
• 2. Np demand
• 3. 400 hz backup pwr
• 4. HMU (LVDT)

• 1. Torque
• 2. Np
• 3. TGT
• 4. C-PWR

• 1. Np Governing
• 2. Np Overspeed protection (at 120% Np)
• 3. TGT limiting (IRP 839^o +/-10 C)
• 4. Load Sharing
• 5. Eng Speed Trim (96-101%Np)
• 6. C-PWR (CRP 891^o +/- 10 C)
• 7. Np Overspeed test (Np ovr spd re-referenced to 96%)
• 8. DECU LOCKOUT
• 9. Cockpit Signals- Torque, Np, TGT to DTC (data concentrator)
• 10. Hot Start Prevention (TGT exceeds 900^o with Ng below 60% and Np below 50%) restored after TGT cools to 300^o or after 25 sec
• 11. 400 Hz Airframe Backup Pwr
• 12. Fault Diagnostics
• 13. Transient Droop Improvement (TDI)
• 14. Auto-Ignition System
• 15. Ng Decay Relight feature (specified Ng decay rate, will attempt to relight the eng for 5 sec, dissabled below 62% Ng

• Detects a hot start when TGT exceeds 900^o with
• Ng below 60% and Np 50% and automatically stops fuel flow by tripping the ODV.

Fuel flow restored after TGT drops below 300^o or after 25 sec, whichever occurs first

to initiate power turbine acceleration early by using anticipator signals from the TDI Nr sensor on the left accessory odule and a collective sensor on the Mixing Unit

• 1. Jettison the windows prior to water entry to prevent water pressure buildup
• 2. Downward stroke of the seats will change the reference point needed for egress
• 3. Disconnect all cords and harnesses that can impede egress
• 4. HABD use if you become entangled or disoriented
• 5. Inflate your LPU once clear of the aircraft
• 6. Exhale as you accend to prevent injury

• 1. Yaw attitude excursions with no control imput
• 2. an increase in power required for a fixed collective setting
• 3. failure of a main generator or hydraulic pump
• 4. increased noise
• 5. icreased vibration levels
• 6. abnormal fumes in the cockpit

• 1. Ensure armor wings and collective are stowed to egress
• 2. Keep legs clear from under seats
• 3. Remain strapped in until all violent motion and rotors have stopped
• 4. Stores jettisoned at decent rates greater than those listed in the NATIP have not been tested. Aircraft/rotor impact may occur.
• 5. Crew and Pax check survival gear and jettison all unecessary cargo/stores that may impede egress.
• 6. Time permitting, start the APU
• 7. Activate ADHEELS prior to water entry (45 mins)
• 8. Downward stroke of the seat may change reference point
• 9. Reset emergency window handles prior to egress
• 10. During egress, avoid being struck by the rotor blades

866^o +/-10 C

Auto C-PWR- when OEI, TQ <50% on one engine, CPWR will come on without the advisories

38^o C

94% Ng

120^o F

10 minutes

*Boost pumps may be turned off 10 sec after maintaining nose up attitude

both main tank bost pumps

• 1. Single eng training is prohibited
• 2. Lower operating temps, slower acceleration, and shorter range may be experienced
• 3. Due to vapor qualities, the next TWO refuelings with a primary fuel will still be treated as if it were filled with JP-4 (F-40)/JET B

55 psi

7.3 Quarts

2 quarts

7.5 gal

2.75 pints

1 pint

.92 pint

1.16 quarts

20 min

HOT 30min - 2 hrs

COLD >2 hrs

1. Vent bleed air into the swirl vanes and IGV by the eng/start bleed valve.

2. Vent bleed air into the airframe eng inlet anti ice valve

3. Pump eng oil throught the scroll vanes

1. Illumination of the ENG ANTI-ICE ON advisory light above 90% Ng or 94% Ng when OAT is >15^o C

2. No illum of  ENG ANTI-ICE ON advisory light when Ng drops below 88% Ng

3. No illumination of the  ENG ANTI-ICE ON advisory light when the switch is ON

4. No rise in TGT when  ENG ANTI-ICE is selected ON

<4^o C the valve is open

4^o - 13^o C the valve begins to close

>13^o C the valve is closed

93^o C

• David Lee Roth 
• Eddie Van Halen 
• Alex Van Halen 
• Michael Anthony

35%

Out at 70%

Seat at 50%

Sound attenuation and increased rotor blad efficiency

60 kts

25 and 145 kts

14 psi

117^o C

Taken at the oil cooler input to the MGB manifold

140^o C

140 deg C

• AFCS Functions
• Backup Pump Auto Mode
• CADS
• Digital Clock (flight time)
• ENG OUT Warning / LOW ROTOR RPM
• Hydraulic Leak Test
• IFF Mode 4 Interrogator
• LAWS

• BACKUP HYD PUMP in AUTO
• Rotors Engaged
• AC pwr
• All hyd reservoirs full
• WOW

• Both EGI attitudes valid
• Rotor Brake ON
• Engine TQ <10%
• WOW
• SAS 1 engaged for 20 sec

• 1. Collective Position (in mixing unit)
• 2. Lateral acceleration
• 3. Airspeed
• 4. Pitch Rate

• 1. SAS
• 2. Stab
• 3. Trim
• 4. Heading Hold
• 5. Airspeed Hold
• 6. Attitude Hold
• 7. Rad Alt Hold
• 8. Bar Alt Hold
• 9. Hover Augmentation/Gust Alleviation
• 10. Turn Coordination
• 11. Maneuver Stabillity
• 12. Hover Coupler
• 13/14. Automatic Approach/Hover/Depart
• 15. Crew Hover
• 16. Blade Fold Assist
• 17. Auto Preflight Check
• 18. Diagnostics

Collective to Yaw (Nose yaws right--TR thrust increased)

Collective to Lateral (Helo drifts right--Disc tilted left)

Collective to Long (Downwash on stab--disc tilted FWD)

Yaw to Long (TR lift vect--disc tilted aft)

Collective/AS to Yaw (increase AS nose yaws left--left pebble gradually wahed out)

20 psi

2,650 psi +/-50

• 1. Connects gens to the AC buss system
• 2. Regulates voltage output
• 3. Protects system components
• 4. monitors voltage level and frequency

94%

80%

97%

Battery Utility Bus

DC ESNTL Bus

• 1. Monitors batt condition for faults
• 2. battery charge
• 3. internal temp
• 4. cell conditions
• 5. provides batt charge capability

30%

1000 psi

3000 psi

Leak Detection/Isolation system

The pressure line, to preclude unfiltered fluid from entering the primary servos.

SAS/BOOST

#2 tail rotor servo

the hyd system must be configured so that the B/U PMP will not activate upon resetting the cb or

AC pwr must be secured prior to reset

It secures fluid to the APU accumulator when hyd pressure exceeds a prescribed limit.

• #1 RES LOW
• #2 RES LOW
• BACKUP RSVR LOW
• PILOT ASST SERVOS OFF
• AFCS DEGRADED
• BOOST SERVO OFF
• SAS
• #1 TAIL RTR SERVO
• #2 TAIL RTR SERVO ON
• BACKUP PUMP ON
• MASTER CAUTION

• Primary Servos
• TR Servos
• Pilot Assist Servos

• 1. SAS
• 2. Stab
• 3. AFCC

stabilator

10%

DC ESSNTL Bus and #2 DC PRI Bus

+/-10%, each channel having +/-5%

10%

50 KIAS

50 KIAS

5^o/sec

30^o AOB

Below: 3^o/sec

Above: 1^o/sec

1. Aircraft roll attitude is within 2^o wings level

2. Yaw rate is <2^o/sec

1000 / 200 ft/min

50 KIAS

50 KIAS

215 fpm decent / 2.5 kt/sec decel

130 fpm decent / 1.5 kt/min decel

1 KGS

5 KGS

2 ft

116% TQ

50 KIAS

240 ft/min climb

3 kt/sec accel <85 KIAS

1 kt/sec accel >100 KIAS

APPR/HVR/DEP disengages

RADALT hold remains engaged but degraded

All other autopilot functions are lost

• Pylon Lockpin Switch
• 5^o switch
• TR indexer switch
• (2) Stab lockpin switches 

Np, Nr, Ng, TQ, fuel quantity indications

15 ft

4% 

8 lbs/hr

5%

7%

45 lbs/hr

• 1. C-PWR is selected
• 2. No. 1 or 2 Starter engaged
• 3. An ECS heating duct overtemp occurs

• 1. Turned ON
• 2. Water Immersion
• 3. 9Gs or greater
• 4. Attitude changes of 90^o or more

Starter initiation, acceleration, and dropout

• 0 to 810  cont        green
• 810-851  30 min   yellow
• 851-878  10 min   yellow  (EDECU)
• 878-903  2.5 min  red
• 903-949  12 sec    red
• 949          max       red

• 0 to 810  cont        green
• 810-851  30 min   yellow
• 851-903  2.5 min  red
• 903-949  12 sec    red
• 949          max      red

• <96%         Avoid    red
• 96-101%    Cont      green
• 101-120%  12 sec    yellow
• 120%         max        red

• <96%         Avoid               red
• 96-101%    cont                  green
• 101-120%  precautionary   yellow
• 120%         max                  max

• 0-120%          Cont      green
• 120-144%      10 sec    yellow
• 144%             max       red

• 0-106%        cont        green
• 106-127%    10 sec     yellow
• 127%           max        red

• 0-135%       cont      green
• 135-144%   10 sec   red
• 144%           max      red

• 0-98%       cont        green
• 98-102%   30 min    yellow
• 102-105% 12 sec     red
• 105%         max        red

• -50 to 105^o       cont                  green
• 105 to 120^o    precautionary    yellow
• 120^o                    max                   red

• <20 psi                min                  red
• >/20 to 30 psi      idle                  yellow
• 30 to 65 psi         cont                 green
•   (45-60psi level flight)
• 65 to 130 psi       precautionary   yellow
• 130 psi                max                 red

• -50 to 135^o          cont        green
• 135 to 150^o         30 min    yellow
• 150^o                       max         red

• 0 to 22 psi        min        red
• 22 to 26 psi      prec       yellow
• 26 to 100 psi    norm     green
• 100 to 120 psi  prec      yellow
• 120 psi             max      red

• <16^o                     first cycle        60 sec
•                        second            60 sec
•                        third                60 sec
•                        fourth             30 min

• >16^o to 52^o      first                 60 sec
•                        second            30 min

• Any Temp              2 min      /        5 min
•                                2 min      /        30 min

225 lbs

*with fuel less than 300 lbs per main tank, maintain balanced flight a AOB >30^o

30 psi

30 min

45 kts

180 KIAS

100 KIAS

45 kts / 35 kts with ext load

125 KIAS

140 KIAS

125 KIAS

100 KIAS

120 KIAS

170 KIAS

130 KIAS

100 KIAS

120 KIAS

1000 fpm

30^o AOB

45^o 

30^o

30^o

30^o

13,000 ft

• 1. Aerobatic Flight 
• 2. Hovering Turns >30^o /sec
• 3. Practice Full Autorotations
• 4. Intentional approaches into retreating blade stall

76%

30 to 50%

45 kts

10 min

45 kts

540 fpm

360 fpm

60 KGS

20 KGS

35 KGS

6 , 9, 12^o

23,500 lbs

23, 500 lbs

22, 500 lbs

5,500 lbs

4,733 lbs

3,000 lbs

8,000 lbs

600 lbs

ADHEELS/IHEELS

-40 C (-40 F)

60 C (140 F)

• 33 to 38      24 on      72 off
• 38 to 60      16 on      48 off

Rotors not engaged: continuous up to  51^o C

• Rotors engaged: cont up to 43^o C
• If operating between 43 - 60, 30 min

Aviations ship     DAY 2/365         NIGHT 3/90

AC Ship              DAY 4/180         NIGHT 6/90

DAY         4/365

NIGHT     6/90

Corrosion, Condition, Security, FOD

All hardware is safety wired, cotter keyed, or slip marked

Plastic caps secure

30 kts

2 min

Radalt tone (5 +/-1 beeps)

indicator reading 100 +/-10 ft

Yellow tape up to DH or 100 ft, whichever is lower

Swimmer deployment below 15 AGL

Night takeoff, approaches, landings (except one time landing)

Automatic App to a hover

Flight into known IMC

Simulated EPs including autorotations

Stab reads 34 - 42^o

Press TEST, stab should move 5 to 12^o 

Press Auto Cont, stab moves to 34 - 42^o

Man Slew up, stab moves to 5 - 10^o UP in 4 - 8 secs

Man slew to 0^o, press Stab Auto Cont, reverts to 34 - 42^o

Ng does not reach 14% in 6 sec

No rise in oil press within 30 sec after starter initiation

No light off within 30 sec of IDLE

ENG STARTER drops out prior to 52% Ng

TGT reaches 851^oC before idle speed is attained

LDS Rollpin Failure

851^o C

• 1. Delay in lowering the collective could cause unrecoverable Nr decay
• 2. Entering an autorotation at an airspeed <50 KIAS high sink rate, will result in an inaccurate AS reading,
• 3. Altitude Hold will remain engaged until deselected. AFCS could cause catastrophic Nr decay
• 4. Flying at an airspeed >105 KIAS with OEI, may result in unrecoverable Nr if you lose the other engine
• 5. If the engine fails in a hover in ground effect, do not decrease the collective. May settle more rapidly. Cushion when close to the ground.

4 to 5

2 to 3

10 to 15

700 fpm       0 to 20

1,500fpm    5 to 10

25^o

15^o

20^o C

40^oC

<30 ft

120 to 240

210 to 330

280 to 330

30 to 80

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

• *1. Control Nr
• *2. C-Pwr switch - ON
• *3. Single Engine Conditions - establish
• *4. ENG ANTI-ICE switches - as required
• *5. External cargo / stores / fuel - Jettison / dump as required
• *6. Identify Malfunction

WARNING- flying at an airspeed >105 KIAS w/ OEI may result in unrecoverable Nr in the event of a dual eng failure

WARNING- with ENG ANTI ICE on, up to 18% TQ avail is lost. With a malfunctioning ENG INLET ANTI ICE, up to 49% TQ is lost.

• *1. Eng Malfunction in flight EP - perform
• *2. PCL (malfunctioning eng) - retard to set
• a. TQ 10% below good eng, or
• b. Matched Ng, or
• c. Matched TGT

CAUTION: If Np overspeed condition is reached (120%) the ovrspd system will flame out the eng, and the auto ignition will attempt to relight. The Np ovrsped/auto ign will continue cycling until Np/Nr is controlled. A yaw kick may be experienced each time.

NOTE: With high collective settings, Nr may increase slowly, making a high side harder to spot. Reducing collective will reveal increasing Nr and verify condition

*1. PCLs - Idle

*1. Engine Malfunction in flight

CAUTION: When an engine is controlled in LOCKOUT, the eng is more responsive and TGT Limiting is lost. Care must be taken not to exceed limits and keeping Np and Nr in their operating ranges. Np ovrspd protection is still active.

If an engine instrument is spiking/fluctuating and inducing secondary indications in Ng, Np, and/or Nr:

*1. Engine Malfunction in flight procedure - Perform

If fuel contamination is suspected:

*2. LAND AS SOON AS POSSIBLE

WARNING: PCL movement during eng flux may precipitate an eng failure. 

Consider performing APU Emergency start procedure prior to manipulating PCL

Maintaining a low power setting when moving the PCL will minimize the Nr decay rate if the malf eng fails

• *1. Engine Malfunction in flight - perform
• *2. PCL (malf eng) - IDLE

CAUTION: If Ng decay relight attempts to relight the eng, subsequent compressor stalls may occur and damage to the eng.

Yaw kicks may be experienced. The eng must be shutdown manually.

• *1. Engine Malfunction is Flight - perform
• *2. PCL (malfunctioning eng) - OFF

CAUTION: After the shaft fail, the eng will ovrspd, the Np ovrspd system will flame out the eng and relight. The Np gov will bring it down to 100%

The eng will need to be manually shutdown

70% 

26 psi

• *1. PCL - OFF
• *2. Eng Ignition switch - OFF
• *3. Starter - ENGAGE

CAUTION:For aborted starts, fuel flow must be stopped immediately (PCL-OFF) to prevent engine overtemperature

• *1. Control Nr
• *2. C-PWR switch - ON
•  
• If a suitable landing site exists or unable to transition to forward flight:

*3. Set a level attitude, eliminate drift, and cushion landing

If able to transition to forward flight:

*4. Engine Malfunction in flight EP - Perform

• *1. Collective - Full down, enter autorotaion
• *2. Immediate landing/Ditching EP -perform

If time and altitude permit:

*3. Engine Air Restart - Perform

*1. Engine Malfunction in flight EP - Perform

• *1. #1 and #2 FUEL BOOST pushbuttons - ON
• *2. APU Emergency start procedure - As Required
• *3. ENGINE IGNITION Switch - NORM 
• *4. Fuel selector lever(s) - DIR or XFD
• *5. PCL(s) - OFF
• *6. Starter(s) - ENGAGE, motor engine
• *7. PCL(s) - IDLE (TGT <80^oC or less, if time permits)
• *8. PCL(s) - Advance to FLY after starter dropout

NOTE: In the event of an alternator failure, the Ng signal may be unavailable. Engine start will not be possible without AC pwr to the ignitors.

CAUTION: For crossbleed starts, the good engine should indicate the max Ng safely attainable. <94% Ng may result in a hot start.

WARNING: If APU is unavailable and a crossbleed start is necessary, max TQ available will be reduced during start sequence.

Engine failure accompanied by an explosion or unusual noise indicates damage to the engine. Do not restart the engine, a fire may occur.

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

• 1. Failure of APU generator GCU
• 2. APU GENERATOR switch has been turned OFF while APU is ON.
• 3. APU GENERATOR switch selected ON, APU started, but no up to operating speed

60 min

What limit(s) were exceeded and include range, duration, and any additional data that would aid maintenance personnel.

80 KIAS

Runway / Pad ashore

Large Deck / Multi Spot Ship

Small deck / Single Spot Ship

WARNING: A running landing is not recommended. Severe conditions may dictate a no hover landing

• *1. Collective - Lower
• *2. PCLs - OFF
• *3. Rotor Brake - Apply as required

CAUTION: Application of the Rotor Bake may aggravate lead/lag tendencies and cause a mechanical failure

*1. Reengage rotor to greater than 75% Nr

*1. Control Nr

6 to 8 psi

Recommended 80 AGL and 80 KIAS for a quick flare followed by ditch if fire should occur

>127 , >137, >142

Chip and Lubrication Malfunctions

Pressure and temp relationships and/or transmission chip cautions

*1. If failure is imminent - LAND IMMEDIATELY

If secondary indications are present

*2. LAND AS SOON AS POSSIBLE

WARNING: Imminent indications may include: Yaw excursions with no imput, increase in power required for a fixed collective setting, failure of a Gen or Hyd pump, increased noise or vibes or fumes in the cabin

Catastrophic xmsn failure may occur. Recommend transiting at 80 ft and 80 KIAS

Operation of the MGB with no oil pressure may result in failure of the TR drive 

NOTE: A loss of all main xmsn lube oil may result in unreliable temp indications from the main xmsn temp gauge and temp sensor

• If failure is imminent: 
• *1. LAND IMMEDIATELY

If failure is not imminent:

*2. LAND AS SOON AS POSSIBLE

WARNING: High pwr settings may precipitate ultimate drive failure.

Fly at an altitude sufficient to autorotate and perform applicable steps of the Immediate Land/Ditch EP

*1. Main Transmission Malfunction in Flight EP - Perform

NOTE: Consider returning the PCL to FLY for landing

• *1. PAC call - Auto, Auto, Auto
• *2. Autorptaion - Establish. Center TR pedals
• *3. Drive Failure - Attempt to verify
• *4. Immediate Landing/Ditching EP - Perform
• *5. PCLs - OFF when directed (prior to the flare)

WARNING: Altitude hold will remain engaged. Use TRIM RLSE trigger to avoid AFCS moving collective and aggravating yaw rate.

• *1. PAC call - Hover, Hover, Hover
• *2. Collective - Lower
• *3. PNAC - Hands on the PCLs
• *4. PCLs - OFF when directed (approx 20 to 30 ft)

CAUTION: Altitude may have to be adjusted based on rate of yaw and/or turn.

1. Tail Rotor control cable failures

2. Tail Rotor Servo Failures

3. Restricted Flight Controls

25 and 145 KIAS

40 and 120 KIAS

*1. Collective/airspeed - Adjust as required to control yaw

WARNING: Servo hardover in the yaw channel could cause uncontrolled yaw. Consider securing SAS/BOOST and/or TRIM.

An uncommanded right yaw of at least 20^o to 30^o will occur when the TR servo switches from NML to BKUP in a hover.

Airspeeds lower than 40 KIAS, more pronouncedeffects of LOTRC may become apparent.

Avoid rapid reduction of collective upon touchdown

If control cables are damaged, switching from NML to BKUP may cause damage to the TR controls.

• *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

If the #2 PRI SERVO caution and/or HYD warning appears:

*4. LAND IMMEDIATELY

NOTE: Be prepared for loss of TR control

CAUTION: Switching the BACKUP HYD PMP to OFF with WOW and #1 HYD PMP caution will result in LOTRC when backup pump secures,

• *1. SERVO switch - 2nd OFF
• *2. Land as soon as practicable

If the BACKUP RES LOW caution also appears or the backup pump fails:

*3. LAND AS SOON AS POSSIBLE

If the #1 PRI SERVO caution and/or HYD warning appears:

*4. LAND IMMEDIATELY


NOTE: Be prepared for loss of the pilot assisted servos

*1. SAS/BOOST pushbutton - OFF

CAUTION: Up to 75 lbs of force will be needed to hover with a starboard crosswind.

Landing on a single spot ship with BOOST SERVO OFF shall only be attempted if there is no shore or big decl available.

Landing with a slight forward drift is acceptable not to exceed 5 KGS

*1. Safe altitude and airspeed - Establish (waveoff/ITO as required)

NOTE: If the AFCS DEGRADED cation appears during a night/IMC approach, you can continue if not disoriented.

• *1. PAC call - Stab, Stab, Stab
• *2. Cyclic - Arrest pitch rate
• *3. Collective - Do not reduce
• *4. MAN SLEW switch - Adjust to 0^o

WARNING: The stab may fail with no indications

Reengagement of auto mode may be tried once. Stab shall be slewed to 0 as airspeed icreases to 40 KIAS

If stab becomes fixed at 0 deg, nose high attitudes may be experienced at slow airspeeds

>30^o pitch and/or 60^o AOB

• *1. Safe altitude and airspeed - Establish
• *2. Stabilator - Check position, slew as required
• *3. APU Emergency Start procedure - Perform

The stab position indicator will be inop with no AC ESSNTL BUS

The abilty to man slew is retained via the DC ESSNTL BUS using batt power.

Loss of power to the engines will cause the Anti Ice valves to open and 18% TQ will be lost...

10 hrs

If #1 FUEL PRESS or #2 FUEL PRESS caution appears

*1. Fuel Selector Lever (affected enginge) - XFD (DIR if in XFD)

If #1 FUEL PRESS and #2 FUEL PRESS caution appear when in DIR / DIR:

• *1. #1 and #2 FUEL BOOST PUSHBUTTONS - ON
• *2. LAND AS SOON AS POSSIBLE. Be prepared for a dual engine failure.

If #1 FUEL PRESS and #2 FUEL PRESS cautions appear when in XFD/DIR:

*1. Fuel selector levers - select oppposite positions.

If #1 FUEL PRESS and #2 FUEL PRESS cautions remain:

• *2. #1 and #2 FUEL BOOST pushbuttons  - ON
• *3. LAND AS SOON AS POSSIBLE

NOTE: Caution exists because either a possible malf of eng driven boost pump or an air leak in the fuel system.

Prolonged XFD operations will cause a fuel split

Recommended airspeed of 80 KIAS to minimize Nr decay should a dual engine failure occur.

If #1 FUEL FLTR BYPASS or #2 FUEL FLTR BYPASS caution appears:

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

If #1 FUEL FLTR BYPASS and #2 FUEL FLTR BYPASS cautions appear when in DIR/DIR;

• *1. #1 and #2 FUEL BOOST  pushbuttons - ON
• *2. LAND AS SOON AS POSSIBLE. Be prepared for a dual engine failure.

If #1 FUEL FLTR BYPASS and #2 FUEL FLTR BYPASS cautions appear when in XFD/DIR:

• *1. Fuel selector levers - select opposie positions
• *2. #1 and #2 FUEL BOOST pushbuttons - ON
• *3. LAND AS SOON AS POSSIBLE. Be prepared for a dual engine failure.

NOTE: Prolonged XFD operations will cause a fuel split

Recommended airspeed of 80 KIAS to minimize Nr decay should a dual engine failure occur.

Consideration should be given to performing the applicable step of the Immediate Landing/Ditching EP

• *1. Confirm fire
• *2. Engine Malf in flight
• *3. PCL (affected engine) - OFF
• *4. Engine T-Handle (affected engine) - PULL
• *5. FIRE EXTGH switch - MAIN (RESERVE if required or AC pwr is off)

If airborne and fire continues:

*6. LAND IMMEDIATELY

If fire appears extinguished

*7. LAND AS SOON AS POSSIBLE

NOTE: HF transmissions, sunlight through smoke, haze, water or at sunrise or sunset may set off a false indication.

• *1. APU T-Handle - PULL
• *2. Confirm Fire
• *3. FIRE EXTGH swith - RESERVE (MAIN if required and available)

If airborne and fire continues:

*4. LAND IMMEDIATELY

If fore appears extinguished:

*5. LAND AS A SOON AS POSSIBLE

If on the ground"

*6. Fire extinguisher - as required

WARNING: Severity of the fire and conditions present will dictate if a ditch is required

NOTE: HF transmissions, sunlight through smoke, haze, water or at sunrise or sunset may set off a false indication.

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

WARNING: Severity of the fire and conditions present will dictate if a ditch is required

Vapors from the fire ext could be poisonous

Do not secure all electrical power prior to VMC or ditching

CAUTION: If source is unknown, secure MSN PWR immediatly to avoid system damage

NOTE: Select DIAG page to aid with failing systems

Loss of power to the engine... 18%,...49%

• *1. Airspeed - Adjust, as required
• *2. Doors/vents/windows - OPEN
• *3. Aircraft - Yaw, as required

• *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

In the flare:

• *6. Armor Wings - Stow, as required
• *7. Windows - Jettison, as required

After Landing:

• *8. PCLs - OFF
• *9. Rotor Brake - ON
• *10. Copilot collective - Stow

After all violent motion stops:

*11. Egress

• *1. HABD - as required
• *2. Cord(s) - Disconnect
• *3. Door/window - Open/jettison
• *4. Place hand on reference point
• *5. Harness - Release
• *6. Exit Helicopter

After egress:

*7. Swim clear of the helo and inflate LPU

Attitude data (pitch and roll) 

Heading and Velocity

3 and 6

Pitch attitudes >30^o and/or roll attitudes in >60^o

• 1. UHF to UHF frequency separations <10 MHz
• 2. UHF to UHF relays to frequencies below 265 MHz
• 3. VHF to VHF relays where possible.

31

1. No impact on ICS or radios

2. No impact on ICS. OCP and RCU control only

3. RCU control and PTT. Radio 1 to Pilot and Radio 2 to copilot.

4. Only Radio 1 is available (hardwired to pilot) RCU cont and PTT. ICS not available for the aft stations.

IFF Interogator

TACAN Set

Link 16

EGI Alignment Modes

• Default Power on (HNAV)
• Default at EGI power on
• 10 sec, 7 min
• Shipboard/Shore
• 15 min
• No

• Commanded GPS (HNAV)
• Pilot initiated if Lat/Long position at 0/0
• 10 sec, 7 min
• Shipboard/Shore
• 15 min
• Lat/Long/Date/ Time

• In Flight (HNAV)
• Automatic with Weight off Wheels; pilot initiated in flight
• 10 sec, 7 min
• Airborne
• 15 min
• Lat/Long/Date/ Time

• Gyro Compass
• Pilot initiated Quick Ground Alignment
• 10 sec, 90 sec
• Shore
• 4 min
• Lat/Long/Date/ Time

• Stored Heading
• Quick Ground Alignment requires completion of a GC alignment, orderly shutdown (via CMP), Parking Brake set
• 10 sec, 30 sec
• Shore
• 3 min
• Lat/Long/Date/ Time

• Directional Gyro
• Pilot initiated, used for Quick Launch
• 10 sec
• Shipboard/Shore
• 2 min
• Lat/Long/Date/ Time/Mag Hdg

65 secs

Static and dynamic pressures from the pitot static system

Lateral Acceleration

OAT

Barometric altitude and barometric pressure

Vertical Speed

Indicated Airspeed

OAT

1 hour

30 deg

500/1

50^o 

40 NM

55^o

5

Pockets shall be zipped, soles of boots checked, and all personal gear accounted for.

• 1. Pre-Briefed
• 2. Pre-Announced
• 3. Day/VMC overland