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Engine Oil Pressure Limits
- 5 psi minimum @ ground idle
- 35 psi minimum between 80% & 95%
- 50 psi minimum Equal to or greater than 95%
- 35-90 psi Normal Operation
- 110 psi maximum for Contingency
- 150 psi maximum for Cold Weather Starts
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Engine Oil Temperature Limit
149 C Maximum
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Transmission Oil Temperature Limit
140 C
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Transmission Oil Pressure Limits
- 7 psi Minimum @ Ground Idle
- 20 psi Minimum @ 100% NR
- 20 to 90 psi Normal Operation
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Rotor (NR) Limits
- 91% Minimum Transient power-on (red range)
- 91-97% Transient (yellow range)
- 97-101% Normal (green range)
- 101-106% Transient (yellow range)
- 106% Maximum Transient power-on (red)
- 108% Maximum during Autorotation (red)
- 111% Maximum Transient (red)
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Flight Control Hydraulic Pressure
- Low Limit 2500 psi
- Normal 2500-3200 psi
- High Limit 3200 psi
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Utility System Hydraulic Pressure
- Low Limit 2500 psi
- Normal 2500-3500 psi
- High Limit 3500 psi
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Hydraulic System Temperature
- red/white 120C maximum
- yellow/white 95-120C Caution
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Power Turbine Outlet Temperature (PTIT)
- 816C Maximum Continous (Green)
- up to 854C Intermediate (Yellow, 30 min range)
- up to 899C Maximum (Yellow, 10 min range)
- up to 932C Contingency Power (Yellow, 2.5 min)
- up to 943C Maximum Transient (Red, 12 sec)
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TQ Limits
- 100% Dual engine
- 123% single engine
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NG Limits
- 50% Ground idle
- 50-111% Normal (Green)
- >111% Maximum (Red)
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NP Limits
111.5% Maximum Transient
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Fuel Limitations
- NOTE:
- JP8+100 is not considered "Emergency Fuel". A DA Form 2408-13-1 entry will be made as described in Appendix C.
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Cargo Hook Limitations
Structural Limit of Forward and AFT hook: 17,000 lbs
Structural Limit of Center Cargo hook: 26,000 lbs
- The maximum single load that can be suspended as a tandem load from the forward and aft hooks is 25,000 lbs
- When a combination of external and internal loads are carried during the same flight and the external load exceeds 12,000 lbs, position the internal load forward of the utility hatch. This procedure preclude encountering an excessively aft CG.
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Winch/Rescue Hoist limitations
- The winch shall not exceed:
- (1) 3,000 lbs, straight pull
- (2) 6,000 lbs, one pulley
- (3) 9,000 lbs, two pulleys
- (4) 12,000 lbs, three pulleys
The rescue hoist is limited to a maximum load of 600 lbs
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WHEN EXPERIENCING EXCURSIONS INTO THE RED ON THE CGI, WHAT ARE THE THREE THINGS YOU CAN DO TO REDUCE THE AERODYNAMIC LOADING?
- A. Lowering the thrust
- B. Reducing the severity of the maneuver
- C. Reducing Airspeed
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Maximum Airspeed in SIDEWARD flight
45 KCAS
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Maximum Airspeed in REARWARD flight
45 KCAS
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Maximum CROSSWIND or TAILWIND for hover
45 KCAS
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Maximum airspeed with the LOWER SECTION of the cabin entrance door open AND locked
60 KCAS
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The rescue hatch door SHALL NOT be OPENED or CLOSED
above 90 KCAS
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The windshield wipers shall be off at airpseeds
above 130 KCAS
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UPPER section of the cabin entrance assure airspeed is _____ before Closing door in flight
less than 100 KCAS
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External Cargo Airspeed Limits
If a sling or hook should fail while carrying a tandem load, limit airspeed to a maximum of 60 KCAS
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Airspeed Limitations for DAFCS
- Single DAFCS 100 KCAS
- DAFCS OFF 160 KCAS or Vne whichever is slower
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Longitudinal Cyclic Trim (LCT) Actuator airspeed limitations
- Chart in Ch. 5 (Fig. 5-9)
- Do not manually the LCT beyond the GND position on the cyclic trim indicators at calibrated airspeeds below 60 knots
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Operation with Skiis
- Maximum allowable airspeed is limited to 130 KCAS or Vne, whichever is slower
- Maximum allowable GWT for ground operation is 50,000 lbs
- The maximum allowable rate of descent at touchdown in snow is 480 ft/min. at GWTs up to 33k lbs, decreasing linearly to 240 ft/min at 46k lbs. For GWTs 46k lbs to 50k lbs, the rate of descent is 240 ft/min
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Gross weight limitations for water operations
- Normal operations: 36k lbs
- Emergency operations: 46K lbs
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Water Taxiing Limitations
Taxiing will not be conducted in water conditions above Sea State 1 or in wind above 6 KCAS. Fast taxiing will be conducted in a straight line only and to a maximum speed of 10 KCAS when the lower nose enclosure is left in the water.
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Rotor Shutdown and Starting limitations (water ops)
Rotor starting and shutdown will not be conducted when water conditions exceed Sea State 1 or wind exceeds 6 KCAS. Maximum GWT for starting and shutdown is 28,550 lbs.
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Operation on water time limit
Operation on water is restricted to 30 mins total flotation time without draining the helicopter
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Air-to-ground Towing
PROHIBITED
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APU operation
Operation in flight is prohibited except during emergencies.
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Pitot tube and AFCS Sideslip port Anti-icing Limitation
The PITOT HEAT switch shall not be on for more than 5 mins. on the ground
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Windshield heat
Windshield heat shall not be used above 24C
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Single point pressure refuel
The maximum rate for pressure refueling is 300 gal/min at 55 psi
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Maximum capacity of ERFS II tanks
- 820 US gallons
- useable fuel is 800 US gallons
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Maximum pressure inside the ERFS II Tanks
should not exceed 5 psi
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maximum allowable suction defueling
-11 psi
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Personnel Weight computation
- Combat equipped Soldiers: 240
- Combat equipped paratroopers: 260
- Litter patient: 200 lbs per
- Medical attendants: 200 lbs per
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Seating arrangment
33 fully equipped ground troops is provided by ten 3-man seats and three 1-man seats.
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Nylon web safety belt capacity
2k lbs capacity
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Litters and arrangement
24 litters, stacked 4 high, 3 tiers on each side of cargo compartment
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Between what stations should you place all wheeled vehicles
On the treadways between STA 200.00 and 400.00
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Uniformly Distributed Loads defined and Limits
Uniformly distributed loads are those loads wherein the total weight of the item is equally spread over the item's entire contact area.
Compartments C, D and E are limited to 300 psf. The cargo ramp (Compartment F) is limited to 300 psf with a maximum total load of 3k lbs. when the ramp is level with the cargo floor.
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Concentrated loads and their limits
Concentrated loads are those loads wherein the total weight of the item is supported by a contact area that is small compared to the size and weight of the load.
Concentrated loads can be loaded on the treadways and on the walkways. The treadways AFT of STA 160.00 and the ramp extensions are stressed for a total wheel load of 2500 lbs. The treadways forward of STA 160.00 and the walkway can be loaded to a total wheel load of 1,000 lbs. 75 psi for pneumatic tires and 50 psi for block and roller type wheels.
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How many 5k lbs and 10k lbs tie down rings are there?
5k: 83 in fuselage floor and 4 on the ramp for a total of 87
10k: 8
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Cargo Loading ramp limitations
Ramp MUST be level with the cargo floor if used for cargo. Weight should not exceed 3k lbs or 300 psf.
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Restraint Criteria
- Forward and down 4.0 g's
- Aft and Up 2.0 g's
- Lateral 1.5 g's
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Cargo Floor description
- Made up of extruded panels. Raised Extruded ridges provide surfaces on which cargo is moved.
- The flooring between STA 200.00 and 400.00 adn from buttline 44L and 44R, rests on rubber
- isolators which reduce overall internal load vibrations.
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Land as soon as Possible defined
- Defined as executing a landing at the nearest suitable landing (e.g. open field) WITHOUT DELAY.
- The primary consideration is survival of the occupants.
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Land as soon as practicable defined
is defined as executing a landing to the nearest suitable airfield/heliport.
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Autorotation defined
is defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.
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AUTOROTATION EP
- A. Thrust Control: Adjust as required to maintain NR.
- B. Pedals: Adjust as required.
- C. Cyclic: Adjust as required.
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Emergency Engine shutdown defined
is defined as engine shutdown without delay. Engine shutdown in flight is usually not an immediate action item unless a fire exists. Before executing an engine shutdown, identify the affected engine by checking indications of torque, NR, NG, PTIT, engine oil pressure, ENG 1(2) FAIL warning.
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EMERGENCY ENGINE SHUTDOWN
- a. ENG COND lever-STOPb. FIRE PULL HANDLE-Pull as requiredc. ENG START switch-MTR if high PTIT is indicated
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Abort Start defined
- is defined as engine shutdown to prevent PTIT from exceeding limits or whenever abnormal operation is indicated.
- If high PTIT is indicated, the engine must be motored to decrease PTIT below 260C.
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ABORT START ep
- a. ENG COND lever-STOPb. ENG START switch-MTR if high PTIT is indicated
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ENGINE START NOTE
- If a second engine start is to be attempted, wait at least 15 seconds after the NG indicates zero before attempting start.
- This will allow sufficient time for fuel to drain from the combustion chamber.
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AUTOROTATE --CRUISE--
- 1. AUTOROTATE2. External Cargo-Jettison3. FLT DIR CPLR-Uncouple
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ENG1(2) FAIL WARNING CAUTION ILLUMINATION REASONS
- a. Power turbine shaft failure, NP is greater than NR by more than 3%
- b. NG underspeed. NG speed is below 48%
- c. Engine flameout
- d. Over temperature start abort (primary mode only)
- e. FADEC primary and reversionary failure
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SINGLE ENGINE FAILURE ep
- 1. Thrust control lever-Adjust as necessary to maintain NR
- 2. External Cargo-Jettison (if required)
- 3. FLT DIR CPLR-UncoupleContinued flight is not possible;4. Land as soon as possible5. EMER ENG SHUTDOWN (when conditions permit)Continued flight is possible;1. Land as soon as practicable
- 2. EMER ENG SHUTDOWN (when conditions permit)
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ENG1 or ENG2 FADEC Caution
- 1. FADEC INC/DEC beep switch (affected engine)-As required2. Reduce rate of thrust control changes
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ENG1 and ENG2 FADEC cautions
- 1. FADEC INC/DEC beep switches-Beep to 100%, match TQs2. Reduce rate of thrust control lever changes
- 3. Land as soon as practicable
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REV1 and/or REV2 FAIL caution (Without) Associated ENG1 FADEC and/or ENG2 FADEC Caution
CAUTION: Do not manually select reversionary on the affected engine as ucommanded power changes may occur
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REV1 or REV2 FAIL caution (With) Associated ENG1 FADEC or ENG2 FADEC Caution
- If engine power IS required for flight:
- 1. Land as soon as possibleAfter landing:
- 2. EMER ENG SHUTDOWN-(Affected Engine)If engine power IS NOT required for flight:
- 1. EMER ENG SHUTDOWN-(Affected Engine)2. FIRE PULL HANDLE (affected engine)3. Refer to single-engine failure emergency procedures
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REV1 and REV2 FAIL caution (With) associated ENG1 FADEC and ENG2 FADEC Caution
- 1.Land as soon as possible2.EMER ENG SHUTDOWN-As required
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Engine Xmsn Clutch failure to engage
EMER ENG SHUTDOWN-(Affected engine)
When NG reaches zero (0):
EMER ENG SHUTDOWN-(Engaged engine)
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Engine oil-Low quantity, High temperature or Low pressure
If engine power IS required for flight:
Land as soon as possible
If engine power IS NOT required:
1. EMER ENG SHUTDOWN- (Affected Engine) 2. Refer to single engine failure procedures
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ENG1 or ENG2 CHIPS caution
If engine power IS required for flight:
Land as soon as possible
If engine power IS NOT required for flight:
- if engine/engine transmission oil presure IS below minimum limits or if engine/engine transmission oil temperature IS above the maximum limit:
1. EMER ENG SHUTDOWN- (Affected engine) 2.Refer to single engine failure procedures
- if engine/engine transmission oil presure IS NOT below minimum limits or if engine/engine transmission oil temperature IS NOT above the maximum limit:3. ENG COND lever-Retard to reduce torque (10% minimum) on the affected engine
- 4. Land as soon as practicable
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ENG1 or ENG2 XMSN ep
- 1. EMER ENG SHUTDOWN
- F2. Affected engine transmission-Check3. Land as soon as possible
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XMSN DEBRIS, LH COMB DEBRIS or RH COMB DEBRIS Caution on and FWD, L DEBRIS, R DEBRIS or AFT XMSN DEBRIS SCREEN indicator on Maintenance panel
- F1. GND RESET-TEST switch-RESETIf indicator does not reset:2. Land as soon as possible
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XMSN DEBRIS caution and ENG1 XMSN DEBRIS
- F1. GND RESET-TEST switch-RESETIf indicator DOES NOT reset and engine power IS required for flight:2. Land as soon as possibleIf indicator DOES NOT reset and engine power IS NOT required for flight:3. EMER ENG (affected engine)4. Refer to single engine failure procedures
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AFT XMSN or AFT SHAFT PRESS LO
Land as soon as possible
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FWD XMSN or COMB XMSN PRESS LO
- 1. Altitude-Descend to minimum safe altitude
- 2. Airspeed-100 Knots or Vne whichever is slower
- 3. Land as soon as practicable
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ENG1 or ENG2 XMSN PRESS LO
- Engine power IS required:Land as soon as possibleEngine power IS NOT required:1. EMER ENG SHUTDOWN2. Refer to single engine failure procedures
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XMSN PRESS LO and XMSN AUX PRESS LO (Same transmission) or XMSN CHIPS Caution
Land as soon as possible
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XMSN AUX PRESS LO Caution
- MAIN XMSN (FWD, COMB or AFT:
- Main transmission oil pressure and temperature ARE ABNORMALLand as soon as possibleMain transmission oil pressure and temperature are NORMALLand a soon as practicable
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FWD or COMB XMSN OIL HOT
Land as soon as possible
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AFT XMSN OIL HOT
- 1. Land as soon as possible2. Electrical Load-Reduce as much as possible
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ENG1 or ENG2 XMSN OIL HOT
- Engine power IS required for flight:Land as soon as possibleEngine power IS NOT required:3. EMER ENG SHUTDOWN4. Refer to single engine failure procedures
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Single most important consideration for fire in flight
Land as soon as possible, Mandatory that the cockpit windows, air control handles and cockpit air knobs be closed
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Engine Hot start defined:
A hot start or residual fire will be detected by a rapid and abnomral rise in PTIT from the engine tail cone.
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ENGINE HOT START
1. Abort Start
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Residual Fire During Shutdown
- 1. ABORT START2. FIRE PULL HANDLE (affected engine)-PULL
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Engine or Fuselage Fire-Flight
- 1. Land as soon as possibleF2. Confirm Fire3. EMER ENG SHUTDOWN (affected engine)4. Refer to single engine failure procedures
- After landing:EMER ENG SHUTDOWN
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Auxillary Power Unit (APU) Fire-Flight
- 1. APU switch-OFF2. ABORT START
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Engine Compartment, Fuselage or Electrical fire-Ground
- 1. EMER ENG SHUTDOWN2. APU Switch-OFF (If operating)3. BATT Switch-OFF
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Electrical Fire-Flight
- 1. Land as soon as possible2. GEN1 and 2 switches-OFFAfter landing:3. EMER ENG SHUTDOWN4. BATT Switch-OFF
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Smoke and Fume elimination
- 1. Airspeed-Above 60 knots2. Pilot sliding window-Open3. Helicopter attitude-Yaw left, one half to one ball width on the inclinometer
- 4. Upper half main cabin door-open5. RAMP EMER Switch-As required6. Cargo loading ramp-As required
- 7. Copilot Sliding window-Closed
- 8. NVG Curtain-Open (if applicable)
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Fuel Venting
- 1. AUX FUEL PUMP Switches (affected side) or ERFS II Pump switches if installed-OFF2. Main Tank (affected side)-Monitor
- When 1k lbs of fuel remain:3. AUX FUEL PUMP switches (affected side) or ERFS II Pump switches if installed-ON (monitor fuel page)
- When tank quantity reaches 1,600 lbs:4. AUX FUEL PUMP Switches (affected side) or ERFS II Pump switches if installed-OFF
- 5. Steps 2 through 4-Repeat until auxillary tanks are empty
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ENG1 or ENG2 FUEL PRESS LO Caution
- 1. XFEED switch-OPEN (above 6,000 ft PA)2. FUEL PUMP(S) circuit breakers-Check in
- Pump(s) are operational-Proceed to step 3
- Pump(s) are not operational-Proceed to step 4
3. XFEED Switch-CLOSED - 4. FUEL PUMP Switches-OFF (inoperative pump(s))
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L or R FUEL LVL and ENG1 or ENG2 FUEL PRESS LO (opposite sides) Cautions (L FUEL LVL and ENG2 FUEL PRESS LO or R FUEL LVL and ENG1 PRESS LO)
- 1. XFEED Switch-CLOSED2. Land as soon as possible
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No. 1 or No. 2 GEN 2 FAIL CAUTION Identifiers
No.1 RECT and No. 2 RECT FAIL, ENG1 and ENG2 FUEL PRESS LO, and AFCS1 and AFCS2 FAIL (all on the failed GEN side)
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No. 1 or No. 2 GEN 2 FAIL CAUTION
- if bus tie DOES NOT exist1. GEN switch-OFF/RESET, then ONIf power is not restored:
- 2. Land as soon as possibleIf a bus tie DOES exist:3. GEN switch-OFF/RESET, then ONif the caution remains on:4. GEN switch-OFF
- 5. Electrical Load Meters-Check, if > than 100%, reduce electrical load as required
- SUGGEST SHEDDING THE FOLLOWING
- -LH/RH AC Cabin Utility Receptacles (if in use)
- -ENG1 and ENG2 EAPS FANs (if in use)
- 6. Monitor load meters as required (especially if additional equipment is added to the electrical load)
- 7. Land as soon as practicable
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DUAL GEN FAILURE
- If both generators fail:
- Land as soon as possibleIf unable to land:1. Airspeed-below 100 knots
- 2. Altitude-Below 6,000 FT PA
- 3. AFCS SYSTEM SEL switch-OFF
- 4. PDPs-Check circuit breakers and AC cross-tie gang bars down
- 5. GEN1 and GEN2 Switch-OFF/RESET, then ON
- If electrical power IS restored (from either generator)Land as soon as possibleIf electrical power IS NOT restored:6. APU-Start
- 7. APU GEN-ON
- 8. Reduce electrical load-As required
- 9. Land as soon as possible
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No 1 or No 2 RECT OFF Caution
- DC bus tie HAS NOT occurred:
- PDPs-check
- If power IS NOT restored:Land as soon as possibleDC bus tie HAS occurred (only the No. 1 RECT or No. 2 RECT FAIL caution will be on):
- 1. PDPs-check
- 2. Electrical load meters-Check, if > than 100%, reduce electrical load as required
- SUGGEST SHEDDING THE FOLLOWING:
- -LH/RH DC Utility Receptacles (if in use)
- -PLT and CPLT Searchlights (if in use)
- -Air warrior system (if in use)
- 3. Monitor Load meters as required, (especially if additional equipment is added to the electrical load)
- 4. Land as soon as practicable
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NO1 and NO2 RECT OFF Cautions
- Land as soon as possibleif unable to land:1. Airspeed-Below 100 knots
- 2. Altitude-Below 6k FT PA
- 3. AFCS-OFF
- 4. PDPs-Check circuit breakers in
- 5. DC CROSSTIE circuit breakers on both No. 1 and No. 2 PDPs-Pull out
- 6. DC equipment not required-OFF or pull out circuit breakers
- 7. Land as soon as possible
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NO1 or NO2 HYD FLT CONTR Caution
- Fluid loss IS evident:Land as soon as possibleFluid loss IS NOT evident:1. PWR XFER switch (affected system)-ONF2. MAINTENANCE PANEL-Monitor3. Land as soon as possibleHigh fluid temperature IS evident:4. Land as soon as possible
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NO1 and NO2 HYD FLT CONTR Caution
- 1. PWR XFER 1 and 2 switches-ON2. Land as soon as possible Avoid large control inputs
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UTIL HYD PRESS LO Caution
- Fluid loss IS evident:1. Land soon as possible2. Isolation switch (affected subsystem)-OFFIf pressure IS restored1. Land as soon as practicable
- F2. Maintenance panel-monitor
- If fluid loss IS NOT evident:1. APU-START
- 2. Land as soon as practicable
- F3. Maintenance panel-monitor
- If temperatures or pressures are abnormal or abnormal vibrations occur:Land as soon as possibleHigh fluid temperature IS evident:Land as soon as possible
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Ditching power on
- 1. Land away from personnel in the water
- 2. EMER ENG SHUTDOWN
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Landing in trees
- Power Off:AUTOROTATEPower on:1. Approach to a hover-5 to 10 feet
- 2. EMER ENG SHUTDOWN3. AUTOROTATE
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FWD LCTA FAIL and/or AFT LCTA FAIL Caution(s)
- If in AUTO MODE:1. Airspeed-Adjust2. CYCLIC TRIM circuit breakers-IN
- If LCT operation IS NOT indicated:3. CYCLIC TRIM switch-MANUAL
- 4. FWD and AFT CYCLIC TRIM switches-Adjust for airspeed
- If LCT operation IS NOT indicated:FWD and AFT CYCLIC TRIM switches- RET for 30 seconds, before landing
- If in manual mode:1. Airspeed-Adjust2. CYCLIC TRIM circuit breakers-IN
- If LCT operation IS NOT indicated:CYCLIC TRIM switch-AUTO
- If LCT operation IS NOT indicated:1. CYCLIC TRIM switch-MANUAL
- 2. FWD and AFT CYCLIC TRIM switches-RET both LCTs for 30 seconds, before landing
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Single AFCS Failure-BOTH SELECTED
- 1. AIRSPEED-REDUCE to 100 knots or Vne, whichever is slower
- 2. Altitude-Adjust as required
- 3. AFCS SYSTEM SEL switch-Isolate defective system. Turn NO. 1, if not isolated, turn NO. 2 ON
- If system IS NOT isolated:AFCS SYSTEM SEL SWITCH-OFF
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Dual AFCS Failure
- AFCS SYSTEM SEL switch-OFFIf IMC:Land as soon as practicable
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