-
IMMEDIATE ACTION STEPS
- • The urgency of certain emergencies requires
- immediate and instinctive action by
- the pilot. The most important single consideration
- is helicopter control. All procedures
- are subordinate to this requirement.
- • When continued flight is in question, due to
- a loss of rotor RPM or reduction of available
- power (as a result of equipment malfunctions
- or environmental conditions), the immediate
- corrective action should be to adjust
- collective to maintain Nr within limits
- and jettisoning of the aircraft wing stores.
- This should be done as the immediate
- means of reducing power requirement by
- approximately 1% torque per 200 lbs. of
- weight reduction.
- • The Master Warning and Master Caution
- (MSTR WARN and MSTR CAUT) illuminated
- buttons should be reset after each
- malfunction to allow systems to respond to
- subsequent malfunctions. It is always possible
- that a caution light will unnecessarily illuminate.
- Whenever possible, check the caution
- or advisory message against the A/C
- SYS page or DMS FAULT page to verify
- that a malfunction has actually occurred. If
- time permits, during response to emergency
- situations, the crew must consider transmitting
- a Mayday call, selecting XPNDR
- button on emergency panel and locking
- shoulder harness.
-
LAND WITHOUT DELAY
- A landing in which the primary consideration is continued control of the aircraft and survival of the occupants.
- It is meant to be more urgent than Land As Soon As Possible.
-
LAND AS SOON AS POSSIBLE
- Landing at the nearest suitable landing area (e.g., open field) without delay. The
- primary consideration is to ensure the survival of occupants.
-
LAND AS SOON AS PRACTICABLE
Landing at a suitable landing area. The primary consideration is the urgency of the emergency.
-
AUTOROTATION
Adjusting the flight controls as necessary to establish an autorotational descent and landing.
-
EMERGENCY ENGINE SHUTDOWN
Engine shutdown without delay.
POWER lever (affected engine) -- OFF
- CAUTION • When shutting down an engine that has malfunctioned in flight, it is important
- to identify the malfunctioning engine to avoid shutting down the wrong
- engine.
- • Monitor TGT after shutdown. If TGT rises above 540 °C, or there is evidence
- of combustion as indicated by a rapid rise in TGT, place the engine
- START switch in IGN OVRD position and motor engine until TGT decreases
- below 540 °C.
-
WARNINGS: EMERGENCY EXIT AND ENTRANCE
- • Activation of the canopy removal system when combustible fuel/vapors are
- present in the cockpit can result in an explosion/fire. An explosion/fire can
- also occur if the aircraft has rolled on its side and fuel vapors have gathered
- on the ground adjacent to the canopy side panels. The crewmembers survival
- knife may be used to fracture the canopy side panel as an alternate
- means of egress.
- • Continuing to twist the canopy jettison handle while trying to push may
- cause the actuator to jam and thereby prevent operation of the canopy severance
- system. If the canopy jettison does not occur on the first attempt,
- ensure the handle is in the 90° position, and push again. A push force of
- 140 -- 150 lb may be required to overcome the jam and initiate canopy jettison.
- •In the event that canopy jettison does not occur when the canopy removal
- system is actuated, the personal survival knife should be used to fracture
- the canopy panel and permit egress.
- •In all cases of canopy jettison, remain clear of canopy side panels to avoid
- high velocity canopy fragments.
- •If emergency egress is required before the rotor blades have stopped,
- ensure MSTR IGN -- BATT and cyclic remains centered to prevent rotors
- from striking personnel/ground.
-
EMERGENCY EGRESS
1. Helmet visors -- Down.
2. Area around helicopter -- Clear of personnel.
- 3. CANOPY JETTISON handle -- Turn 90?, release,
- then push to jettison canopy.
-
SINGLE ENGINE FAILURE
1. WING STORES JETTISON -- As appropriate.
2. LAND AS SOON AS PRACTICABLE.
-
ENGINE RESTART DURING FLIGHT
- WARNING
- • A failed engine should not be restarted unless it can be determined
- that it is reasonably safe to do so.
- • When attempting to restart ENG1 following a single engine failure, a malfunctioning
- crossfeed valve could cause the remaining engine (ENG2) to fail.
- NOTE
- • After an engine failure in flight, an engine restart may be attempted.
- • Inflight restarts do not need to utilize a warm start procedure.
-
DUAL ENGINE FAILURE
1. AUTOROTATE.
- 2. CHOP button -- Reset only if an engine chop warning message is present. Reset may be accomplished
- by either crewmember.
3. WING STORES JETTISON -- As appropriate.
- CAUTION With the POWER levers in FLY, resetting the CHOP button will cause an erroneous engine 1 out and engine 2 out warning to be activated.
-
ENGINE 1 OR 2 OVERSPEED -- NP FAILED HIGH
1. Collective -- Adjust to maintain NR within limits.
If condition persists:
2. POWER lever (affected engine) -- Retard to equalize torque.
3. LAND AS SOON AS PRACTICABLE.
-
LOW RPM ROTOR -- NP FAILED LOW
1. Collective -- Adjust to maintain NR within limits.
If condition persists:
- 2. POWER lever (affected engine) -- LOCKOUT and then retard to equalize torque output of both
- engines.
If manual control is not possible:
3. POWER lever (affected engine) -- IDLE.
4. LAND AS SOON AS PRACTICABLE.
-
ENGINE COMPRESSOR STALL
1. Collective -- Reduce.
If condition persists:
2. POWER lever (affected engine) -- Retard.
- If TGT decreases and there is no further evidence
- of a stall;
3. POWER lever (affected engine) -- FLY.
If stall condition recurs:
4. POWER lever (affected engine) -- IDLE.
5. LAND AS SOON AS PRACTICABLE.
-
Loss of Tail Rotor Thrust in Cruise Flight (Continued flight is possible).
1. Airspeed -- 100 KTAS minimum (until 10 to 20 ft above touchdown).
2. WING STORES JETTISON -- as appropriate.
3. POWER levers -- Retard as necessary (5 to 10 ft above touchdown).
-
Loss of Tail Rotor Thrust in Cruise Flight (Continued flight is not possible).
1. Collective reduce (compromise between rate of turn and rate of descent).
2. Wing Stores Jettison -- as appropriate.
3. Minimize rate of descent (10 to 20 feet above touchdown).
4. POWER levers -- OFF (5 to 10 feet above touchdown).
-
Loss of Tail Rotor Thrust at Low Airspeed/Hover.
1. Collective -- Reduce (compromise between rate of turn and rate of descent).
2. Wing Stores Jettison -- (As appropriate).
3. Minimize Rate of Descent -- (10 to 20 ft above touchdown).
4. POWER Levers -- OFF (5 to 10 feet above touchdown).
-
Main Transmission Input Drive Clutch Failure.
An input drive clutch malfunction is most likely to occur
during engine start or when an engine POWER lever is
advanced. Indications may include:
• Erratic torque indication on affected engine.
• Complete loss of torque indication on affected engine.
• NP of affected engine exceeding NR.
CAUTION
• When a clutch fails to disengage, damage to the affected engine will result
(due to lack of oil pressure) if both engines are not shutdown simultaneously.
• When a clutch fails to engage, do not shut down both engines simultaneously.
Damage may result if there is sudden engagement.
a. In Flight.
1. POWER lever (affected engine) -- IDLE.
- If NP (affected engine) is below NR (indicating the clutch is
- disengaged).
2. EMER ENG SHUTDOWN (affected engine).
3. LAND AS SOON AS PRACTICABLE.
- If NP (affected engine) does not drop below NR (indicating
- the clutch has failed to disengage).
4. LAND AS SOON AS POSSIBLE.
5. EMER ENG(S) SHUTDOWN (both engines simultaneously)
- b. On Ground. (with indications that a clutch has
- failed to engage).
1. EMER ENG SHUTDOWN (affected engine only).
2. Check NG is less then 10% (affected engine).
3. Normal engine shutdown -- Perform.
- c. On Ground. (with indications that a clutch has
- failed to disengage).
EMER ENG(S) SHUTDOWN (both engines simultaneously).
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