Listas de Chequeo HUEY II Febrero 2015

DETAILED EMERGENCY PROCEDURES

9-1. HELICOPTER SYSTEMS

This section describes the helicopter systems emergencies that may

reasonably be expected to occur and presents the procedures to be
followed. Emergency operation of mission equipment is contained in this
chapter insofar as its use affects safety of flight. Emergency procedures
are given in checklist form when applicable.

9-2. IMMEDIATE ACTION EMERGENCY STEPS

Those steps that must be performed immediately in an emergency

situation are underlined. These steps must be performed without reference
to the checklist. When the situation permits, non-underlined steps will be
accomplished with use of checklist.

NOTE

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.

9.3 DEFINITION OF EMERGENCY TERMS

For the purpose of standardization the following definitions shall apply:

The term LAND AS SOON AS POSSIBLE. Is defined as executing a

landing to the nearest suitable landing area without delay. The primary
consideration is to assure the survival of occupants.

The term LAND AS SOON AS PRACTICAL. Is defined as executing a

landing to a suitable airfield, heliport, or other landing area as the situation
dictates.

The term AUTOROTATE is defined as adjusting the flight controls as

necessary to establish an auto rotational descent. See figure 9-2

COLLECTIVE ADJUST as required to maintain rotor RPM.

PEDALS ADJUST as required.
THROTTLE ADJUST as required.
AIRSPEED ADJUST as required.
EXTERNAL STORES/LOAD jettison as appropriate.

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The term EMER SHUTDOWN is defined as engine stoppage without
delay.

a. THROTTLE - CLOSED
b. FUEL switches - OFF
c. BAT switch – OFF

CAUTION

THE MAXIMUM ENGINE TORQUE AVAILABLE FOR ANY AMBIENT

CONDITION WILL BE REDUCED BY 11 TO 15% WHEN THE GOV
AUTO/EMER SWITCH IS PLACED IN THE EMER POSITION.

d. The term EMER GOV OPNS is defined as manual control of the

engine RPM with the GOV_AUTO/EMER switch in the EMER
position.

WARNING

BECAUSE AUTOMATIC ACCELERATION, DECELERATION, AND

OVERSPEED CONTROLS ARE NOT PROVIDED WITH GOV
AUTO/EMER SWITCH IN EMER POSITION, CONTROL MOVEMENTS
MUST BE SMOOTH TO PREVENT OVERSPEED,
OVERTEMPERATURE OR ENGINE FAILURE.

GOV AUTO/EMER switch – EMER

THROTTLE ADJUST – as necessary to control RPM.
LAND AS SOON AS POSSIBLE.

9-4. EMERGENCY EXITS

Emergency exists are shown in figure 9-1. Emergency exit release

handles are yellow and black striped1.

1. Cockpit Doors (pilot and copilot)

a. Pull handle
b. Push door out

2. Cabin door windows (passengers)

a. Pull handle
b. Lift window inward

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9-5. EMERGENCY ENTRANCE

Crew/passenger removal is accomplished through the crew/cargo doors or

through the windows with crash rescue equipment.

9-6. EMERGENCY EQUIPMENT

A fire extinguisher (figure 9-1) is mounted to the right of the pilot seat or
the right center door post.

WARNING

TOXIC FUMES OF THE EXTINGUISHING AGENT MAY CAUSE INJURY,

AND LIQUID AGENT MAY CAUSE FROST BITE OR LOW
TEMPERATURE BURNS.

Extinguisher – Remove from bracket

Safety pin – Pull
Nozzle – Aim at base of fire
Handle - Depress

9-7. FLIGHT CHARACTERISTICS

The characteristics and reactions in this helicopter without power are

similar to those of a normal power descent. Full control can be maintained
with the helicopter in autorotational descent.

9-8. ENGINE FAILURE AND AUTOROTATION

WARNING

DO NOT CLOSE THE THROTTLE. DO NOT RESPOND TO THE RPM

AUDIO AND/OR WARNING LIGHT ILLUMINATION WITHOUT FIRST
CONFIRMING ENGINE MALFUNCTION BY ONE OR MORE OF THE
OTHER INDICATIONS. NORMAL INDICATIONS SIGNIFY THE ENGINE
IS FUNCTIONING PROPERLY AND THAT THERE IS A TACHOMETER
GENERATOR FAILURE OR AN OPEN CIRCUIT TO THE WARNING
SYSTEM, RATHER THAN AN ACTUAL ENGINE MALFUNCTION.

The two conditions most likely to affect successful autorotational landings

are the altitude and airspeed at which the helicopter is operating at the
time of an engine failure. The main symptoms of either a partial power loss
or complete engine failure are a sudden reduction in engine noise, a
sudden drop of engine and rotor RPM, a left yaw resulting from the
reduction in engine torque, and the total or partial lack of response to
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throttle movements. When a loss of engine power is detected, it is
necessary to decrease the collective pitch and apply right pedal
immediately in order to avoid a reduction in rotor RPM and to maintain a
constant heading.

Under partial power conditions the engine may operate relatively smooth
at reduced power or it may operate roughly and erratically with intermittent
surges of power. In instances where a power loss is experienced without
accompanying engine roughness or surging, the helicopter may
sometimes be flown in a gradual descent at reduced power to a more
favorable landing area. Under these conditions the pilot should always be
prepared for a complete power failure and an immediate autorotational
landing. In the event that a partial power condition is accompanied by
engine roughness, erratic operational or power surging, take immediate
action by closing the throttle completely and accomplish an autorotational
landing.

9-9. MINIMUM RATE OF DESCENT – POWER OFF

Refer to figure 9-2

9-10. MAXIMUM GLIDE DISTANCE - POWER OFF

Refer to figure 9-2

9-11. ENGINE FAILURE

The indications of an engine malfunction, either partial or a complete

power loss are: left yaw, drop in engine rpm, low rpm audio alarm,
illumination of the rpm warning light or change in engine noise

1. Under a complete power loss condition, delay in recognition of the

malfunction, improper technique or excessive maneuvering to reach
a suitable landing area, reduces the probability of a safe
autorotational landing. Flight conducted within the AVOID area of the
Height-Velocity chart (Figure 5-5) exposes the helicopter to high
probability of damage despite the best efforts of the pilot.

2. From conditions of low airspeed and low altitude, the deceleration

capability is limited, and caution should be used to avoid striking the
ground with the tail rotor. Initial collective reduction will vary after an
engine malfunction, dependent upon the altitude and airspeed at the
time of the occurrence. For example, collective pitch many not need
to be decreased when an engine failure occurs at a hover in ground
effect; whereas, during cruise flight conditions, altitude and airspeed
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are sufficient for significant reduction in collective pitch, thereby,
allowing rotor rpm to be maintained in the safe operating range
during autorotational descent. At high gross weights, the rotor may
tend to overspeed and require collective pitch application to maintain
the rpm below the upper limit. Collective pitch should never by
applied to reduce rpm below normal limits for extending glide
distance because of the reduction in rpm available for use during
autorotational landing.

NOTE

ADDITIONAL AIRSPEED ABOVE THE RECOMMENDED DIVE SPEED

INCREASES RATE OF DESCENT AND SHOULD ONLY BE USED AS
NECESSARY TO EXTEND GLIDE DISTANCE.

3. DELETED

ENGINE MALFUNCTION HOVER

AUTOROTATE
EMER SHUTDOWN

ENGINE MALFUNCTION LOW ALTITUDE, LOW AIRSPEED OR

CRUISE

AUTOROTATE
EMER GOV OPNS

9-12. ENGINE GROUND OPERATIONS

9-13. EMERGENCY START

An emergency start may be attempted if the engine fails to start normally

and starting the engine is necessary because of an emergency situation.
Normal before-starting checks must be completed prior to beginning the
following procedure:

1. THROTTLE – CLOSED
2. GOV AUTO/EMER switch – EMER
3. STARTER switch – PRESS

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CAUTION

ADVANCE AND REDUCE THROTTLE SLOWLY AND MONITOR

EGT/MGT CLOSELY WHEN THE GOV AUTO/EMER SWITCH IS IN THE
EMER POSITION IN ORDER TO AVOID EXCEEDING EGT/ MGT LIMITS
OR FLAMEOUT.

4. THROTTLE – Open slowly to the engine idle position when N1

passes through 8%.
5. STARTER switch – Release at 40% N1.
6. THROTTLE – Open slowly to 80% N1, then decrease slowly to
engine idle.
7. GOV AUTO/EMER switch – Move to AUTO as N1 decreases from
80% to engine idle. Engine RPM may surge as the GOV AUTO/EMER
switch is placed in the AUTO position; however, this is normal.

9-14. ENGINE RESTART — DURING FLIGHT

After an engine failure in flight, resulting from a malfunction of the fuel

control unit, an engine start may be attempted. Because the exact cause
of engine failure cannot be determined in flight, the decision to attempt the
start will depend on the altitude and time available, rate of descent,
potential landing areas, and crew assistance available. Under ideal
conditions approximately one minute is required to regain powered flight
from time the attempted start is begun. If the decision is made to attempt
an inflight start, proceed as follows:

1. THROTTLE – CLOSED.
2. STARTER GEN switch – Start.
3. FUEL switches – ON

WARNING

BECAUSE AUTOMATIC ACCELERATION, DECELERATION, AND

OVERSPEED CONTROLS ARE NOT PROVIDED WITH GOV
AUTO/EMER SWITCH IN EMER POSITION, CONTROL MOVEMENTS
MUST BE SMOOTH TO PREVENT OVERSPEED,
OVERTEMPERATURE OR ENGINE FAILURE.

4. GOV AUTO/EMER switch – EMER

5. Attempt start
a. STARTER switch – PRESS
b. THROTTLE – Open slowly to 6600 RPM after N1 passes through
8%. Control rate of throttle application as necessary to prevent exceeding
EGT/MGT limits.
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c. STARTER switch – Release as N1 passes through 40%. After
engine is started and powered flight is re-established continue flight with
manual throttle control. Return the STARTER GEN switch to STBY GEN.
6. LAND AS SOON AS POSSIBLE.

9-15. ENGINE COMPRESSOR STALL

Engine compressor stall (surge) is characterized by a sharp rumble or a

series of loud sharp reports, severe engine vibration and a rapid rise in
engine gas temperature/managed gas temperature (EGT/MGT) depending
on the severity of the surge. Maneuvers requiring rapid or maximum power
applications should be avoided. Should this occur the following steps
should be accomplished.

1. REDUCE COLLECTIVE
2. DE-ICE and BLEED AIR switches - OFF

NOTE

DUE TO MAINTENANCE CONSIDERATIONS, THE PILOT SHOULD

NOT CONTINUE TO FLY THE HELICOPTER AFTER A COMPRESSOR
STALL.

3. LAND AS SOON AS POSSIBLE.

4. After landing, accomplish a normal shutdown

9-16. PARTIAL POWER

1. Inlet Guide Vane Actuator Failure – CLOSED or OPEN

a. CLOSED: If the guide vanes fail in the closed position a maximum of

35-40% of torque will be available. Although N1 may indicate normally,
power applications above 35-40% will result in deterioration of N2 and
rotor RPM while increasing N1. Placing the Governor Switch in the EMER
position will not provide any increased power capability and increases the
possibility of an N1 overspeed and an engine overtemperature. Should a
failure occur, accomplish a shallow approach.

b. OPEN: If the inlet guide vanes fail in the open position during normal
flight it is likely that no indications will be evident. In this situation
increased acceleration times will be experienced. As power applications
are made from increasingly lower N1s, acceleration times will
correspondingly increase.
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9-17 ENGINE OIL TEMPERATURE HIGH

Oil temperature exceeds limits – LAND AS SOON AS POSSIBLE

9-18. DROOP COMPENSATOR FAILURE

Droop compensator failure will be indicated when engine RPM fluctuates

excessively during application of collective pitch. The engine will tend to
overspeed as collective pitch is decreased and will underspeed as
collective pitch is increased. If the droop compensator fails, make
minimum collective movements and execute a shallow approach to the
landing area. If unable to maintain the operating RPM within limits.

1. EMER GOV OPNS.

9-19. ENGINE OVERSPEED

An engine overspeed is caused by a malfunctioning N2 governor. If an

overspeed is experienced proceed as follows:

WARNING

LAND EVEN IF MANUAL THROTTLE CORRECTS THE OVERSPEED

SINCE THERE IS A CHANCE OF AN IMPENDING ENGINE FAILURE
DUE TO THE DEBRIS GENERATED BY THE INITIAL N2 FAILURE.

1. COLLECTIVE - INCREASE to load the rotor in an attempt to

maintain RPM below the maximum operating limit.
2. THROTTLE - REDUCE until normal operating RPM is attained.
Continue with manual throttle control. If reduction of throttle does not
reduce RPM as required:
3. EMER GOV OPNS.

9.20 ENGINE UNDERSPEED

An engine underspeed is caused by a malfunctioning N2 governor. At low

altitude/low airspeed the malfunction must be treated as an engine failure
because of insufficient time and altitude to regain normal engine RPM with
Emergency Governor Control. If an underspeed is experienced and
altitude permits proceed as follows:

1. AUTOROTATE
2. EMER GOV OPNS
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9-21. ROTORS, TRANSMISSIONS, AND DRIVE SYSTEMS

9-22. TAIL ROTOR MALFUNCTIONS

Because of the many different malfunctions that can occur it is not

possible to provide a solution for every emergency. The success in coping
with the emergency depends on quick analysis of the condition and
selection of the proper emergency procedure. The following is a
discussion of some types of malfunctions, probable effects, and corrective
actions.

1. Complete Loss of Tail Rotor Thrust, Hover/Flight.

This is a situation involving a break in the drive system such as
severed driveshaft, wherein the tail rotor stops turning or tail rotor
controls fail with the tail rotor in a zero pitch condition, and no thrust
whatsoever is delivered by the tail rotor. A failure of this type will
always result in the nose of the helicopter turning to the right (left
sideslip) and a left roll of the fuselage along the horizontal axis. It is
likely that powered flight to a suitable area and execution of an
autorotative approach is the prior emergency procedure.

a. AUTOROTATE

(1) In powered flight, the degree of sideslip and the degree of roll may
be varied by changing airspeed and by varying power (throttle or pitch),
but neither can be eliminated. Below an airspeed of approximately 30 to
40 knots, the sideslip angle may become uncontrollable, and the aircraft
begins to revolve on its vertical axis.

(2) In power-off flight (autorotation), the sideslip angle and the roll
angle can be almost completely eliminated by maintaining an airspeed of
40 to 70 knots. When airspeed is decreased below approximately 20 to
40 knots, the fin stabilizing becomes negligible and the sideslip angle
may become uncontrollable. Upon pitch application at touchdown, the
fuselage will tend to turn in the same direction the main rotor is turning
(left) due to an increase of friction in the transmission system.

2. Fixed Pitch Setting. This is a malfunction involving a loss of control

resulting in a fixed pitch setting. Normally under these circumstances,
the directional pitch setting that is in the tail rotor at the time the
binding occurred, will, to some degree, remain in the tail rotor system.
Whether the nose of the helicopter yaws left or right is dependent upon
the amount of pedal (which is related to power) applied at the time the
binding occurred. Regardless of pedal setting at the time of
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malfunction, a varying amount of tail rotor thrust will be delivered at all
times during flight.

a. If the tail rotor pitch becomes fixed during an approach or other

reduced power situation (right pedal applied), the nose of helicopter
will turn right when power is applied, possibly to an even greater
degree than would be experienced with complete loss of tail rotor
thrust, and the overall situation may be even more hazardous. The
best solution may not be to autorotate immediately. Whether a
successful autorotation could be accomplished is not certain, and is
dependent upon the amount of pitch applied at the time of malfunction.

b. If the tail rotor pitch becomes fixed during a takeoff or other

increased power situation (left pedal applied), the nose of helicopter
will turn left when power is reduced (as in leveling off with cruise
power). This turn to the left upon power reduction will probably be to a
greater degree than the left turn encountered in a lower powered
situation. Under these circumstances, it appears that powered flight to
an airfield and powered landing could be accomplished with little
difficulty since the sideslip angle will probably be corrected when
power is applied for touchdown. However, upon decreasing power to
initiate the approach at destination the sideslip angle will increase and
remain so increased during the approach, but should be corrected
when touchdown power is applied. Due to sideslip increase upon
reduction of power to initiate the approach, a higher than normal
approach speed may be beneficial. In this instance, powered landing
may be the best solution as it is unlikely that autorotation could be
accomplished at all.

c. If the tail rotor pitch becomes fixed during normal cruise power
settings, the helicopter reaction should not be so violent as in the
previously described situations and, at speeds from 40 to 70 knots, the
tail pylon should streamline with very little, if any, sideslip or roll angle.
In this instance, autorotation may aggravate the situation because a
reduction of power (torque) may then result in a right sideslip. It must
be considered, however, that an increase in power at touchdown will
result in a left sideslip if powered approach is used, although this
sideslip should not be of a hazardous magnitude for touchdown.

3. Loss of Tail Rotor Components, Hover/Flight. The gravity of this

situation is dependent upon the amount of weight lost. If the loss is
small, such as “aft of the 90 degree gearbox”, the situation should be
quite similar to “complete loss of tail rotor thrust.” If more than that is
lost, immediate autorotation may be the only solution of possible value.

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Any loss of this nature will result in a forward center of gravity shift,
requiring aft cyclic control correction.

a. AUTOROTATE

9-23. EMERGENCY PROCEDURES — IN FLIGHT

When an antitorque malfunction occurs, attempt to regain helicopter

control in cruise flight. If the situation permits, a change in collective pitch
(power) may be attempted as an aid in gaining maximum possible control
(trim) of the helicopter under existing circumstances. An increase in
collective pitch turns the nose right; decrease turns it left. Rolling off power
(throttle) will turn the nose left. The courses of action available will
normally be:
An autorotational descent and landing should be accomplished where
possible under most circumstances, except as described in paragraph (3)
below. The autorotative technique to be used is described in paragraph (2)
below:

If a safe landing area is not immediately available, continue powered flight

to a suitable landing area in powered flight with an airspeed dictated by the
illuminations of the emergency condition. This airspeed should be that
which is most comfortable to the pilot (between 40 and 70 knots) indicated.
When the landing area is reached, make a full autorotative landing. During
the descent, an airspeed above minimum rate of descent airspeed should
be maintained and turns kept to an absolute minimum. If the landing area
is a level paved surface, a run-on landing with a touchdown airspeed
between 15 and 25 knots should be accomplished. If the field is
unprepared, start to decelerate from about 75 feet altitude, so that forward
groundspeed is at a minimum when the helicopter reaches 10 to 20 feet;
execute the touchdown with a rapid collective pull just prior to touchdown
in a level attitude with minimum ground roll (zero, if possible).

If the tail rotor pitch is fixed in a “left pedal applied” position (tail rotor
delivering thrust to the left) autorotative landing must not be attempted.
The pilot should return to powered level flight at a comfortable airspeed
which will be dictated by the degree of sideslip and roll; continue powered
flight to the nearest improved landing area, and execute a run-on landing
with power and a touchdown speed between 20 and 30 knots. Prior to final
approach the throttle may be reduced to maintain engine RPM above 6000
manually (GOV AUTO/EMER switch — AUTO). Upon decreasing power to
initiate the approach to the landing area, the sideslip angle will increase for
the duration of the approach, but should be corrected when touchdown
power is applied.

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9-24. EMERGENCY PROCEDURES — HOVER

1. If the tail rotor pitch is fixed in a “left pedal applied” position, gradually
decrease collective pitch and land the helicopter.
2. If total loss of tail rotor thrust is experienced, close the throttle
immediately and accomplish an autorotational landing.

9-25. LOSS OF TAIL ROTOR EFFECTIVENESS

This is a situation involving a loss of effective tail rotor thrust without a

break in the drive system. The condition is most likely to occur at a hover
or low airspeed as a result of one or more of the following:

1. Out-of- ground effect hover

2. High pressure altitude/high temperature
3. Adverse wind conditions
4. Engine/Rotor RPM below 6600/324
5. Improperly rigged tail rotor
6. High gross weight.

a. Indications: The first indication of this condition will be a slow right turn
which cannot be stopped with full left pedal. The turn rate will gradually
increase until it becomes uncontrollable or, depending on conditions, the
aircraft aligns itself with the wind.
b. Procedures: Lower collective to regain control, accelerate if possible
and as recovery is affected, adjust controls for normal flight.

9-26. MAIN DRIVESHAFT FAILURE

A failure of the main driveshaft will be indicated by a left yaw (this is

caused by the drop in torque applied to the main rotor), increase in engine
RPM, decrease in rotor RPM, low RPM audio alarm (unmodified system),
and illumination of the RPM warning light. This condition will result in
complete loss of power to the rotor and a possible engine overspeed. If a
failure occurs:

1. AUTOROTATE
2. EMER SHUTDOWN.

9-27 CLUTCH FAILS TO DISENGAGE

A clutch failing to disengage in flight will be indicated by the rotor RPM

decaying with engine RPM as the throttle is reduced to the engine idle
position when entering autorotational descent. This condition results in
total loss of autorotational capability. If a failure occurs, do the following:
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1. THROTTLE – OPEN
2. LAND AS SOON AS POSSIBLE

9-28 CLUTCH FAILS TO RE-ENGAGE

During recovery from autorotational descent clutch malfunction may occur

and will be indicated by reverse needle split (engine RPM higher than rotor
RPM):

1. AUTOROTATE
2. EMER SHUTDOWN

9-29 COLLECTIVE BOUNCE

If collective bounce occurs, do the following:

1. RELAX PRESSURE ON COLLECTIVE (Do not “stiff arm” the

collective).
2. MAKE A SIGNIFICANT COLLECTIVE APPLICATION either up or
down.
3. INCREASE COLLECTIVE FRICTION

9-30 TRANSMISSION OIL – HOT OR LOW PRESSURE

If the transmission oil temperature XMSN OIL HOT caution light

illuminates; limits on the transmission oil temperature gage are exceeded;
XMSN OIL PRESS caution light illuminates; or limits on the transmission
oil pressure gage are exceeded (low or high):

WARNING

ENGINE POWER MUST BE MAINTAINED THROUGHOUT THE

APPROACH AND LANDING TO AID IN PREVENTING SEIZURE OF
GEARS IN THE TRANSMISSION.

1. LAND AS SOON AS POSSIBLE

2. EMERGENCY SHUTDOWN after landing

Should transmission oil pressure drop to zero PSI, a valid cross reference
can be made with the XMSN OIL PRESS warning light but not with the oil
temperature indicators. The oil temperature gage and XMSN OIL HOT
warning lights are dependent on fluid for valid indications.

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9-31 CHIP DETECTORS

CAUTION

DO NOT RESTART ENGINE UNTIL CAUSE OF ILLUMINATION HAS

BEEN CORRECTED.

If the CHIP DETECTOR caution light for the main transmission, engine,
42° and 90° gearboxes illuminates:

1. LAND AS SOON AS POSSIBLE – perform a POWER-ON approach

and landing.

9-32 . FIRE
WARNING

USE FIRE EXTINGUISHERS ONLY IN WELL VENTILATED AREA.

TOXIC FUMES OF THE EXTINGUISHING AGENT MAY CAUSE INJURY,
AND LIQUID AGENT MAY CAUSE FROST BITE OR LOW
TEMPERATURE BURNS.

The safety of helicopter occupants is the primary consideration when a fire

occurs; therefore, it is imperative that every effort be made by the flight
crew to put the fire out. On the ground it is essential that the engine be
shut down, crew and passengers evacuated and firefighting begun
immediately. If time permits, a “MAYDAY” radio call should be made
before the electrical power is OFF to expedite assistance from airfield
firefighting equipment and personnel. If the helicopter is airborne when a
fire occurs the most important single action that can be taken by the pilot is
to land the helicopter.

9-33. DELETED

9-34. HOT START — EMERGENCY SHUTDOWN

The following procedure is applicable during engine starting if flames are

emitted from the tail pipe, EGT/ MGT limits listed in Chapter 5 are
exceeded, or it becomes apparent that it will be exceeded.
1. STARTER switch – PRESS The starter switch must be held until
EGT/MGT is in the normal operating range.
2. THROTTLE – CLOSED The throttle must be closed immediately as
the starter switch is depressed.
3. FUEL switches – OFF

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9-35. FUSELAGE FIRE — GROUND

If fire is observed in any part of the helicopter during ground operations

proceed as follows:
1. EMER SHUTDOWN.
2. Clear the helicopter of all passengers and crew immediately.

9-36. DELETED

9-37. FIRE — FLIGHT

If the fire light illuminates and/or fire is observed during flight, prevailing
circumstances (such as VFR, IMC, night, altitude, and landing areas
available), must be considered in order to determine whether to execute a
power-on, or power-off landing.

1. POWER — ON.
a. LAND AS SOON AS POSSIBLE
b. EMER SHUTDOWN after landing.

2. POWER — OFF.
a. AUTOROTATE
b. EMER SHUTDOWN

9-38. DELETED

9-39. ELECTRICAL FIRE — FLIGHT

Prior to shutting off all electrical power, the pilot must consider the
equipment that is essential to a particular flight environment that will be
encountered, e.g., flight instruments, and fuel boost pumps. In the event of
an electrical fire or suspected electrical fire in flight:

1. BAT, STBY, and MAIN GEN switches – OFF

2. LAND AS SOON AS POSSIBLE

If landing cannot be made as soon as possible and flight must be

continued, the defective circuits may be identified and isolated as follows:

1. CIRCUIT BREAKERS – OUT. As each of the following steps is

accomplished, check for indications of the source of fire.
2. MAIN GEN switch – ON
3. STARTER GEN switch – STBY GEN
4. BAT switch – ON

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5. CIRCUIT BREAKERS – IN. One at a time in the priority required, GEN
BUS RESET first. When malfunctioning circuit is identified, pull the
applicable circuit out.

9-40. DELETED

9-41. ELECTRICAL FIRE — GROUND

In the event of electrical fire or suspected electrical fire during ground

operations, proceed as follows:

1. EMER SHUTDOWN
2. Clear the helicopter of passengers and crew immediately.

9-42. OVERHEATED BATTERY

WARNING

DO NOT OPEN BATTERY COMPARTMENT OR ATTEMPT TO

DISCONNECT OR REMOVE OVERHEATED BATTERY. BATTERY
FLUID WILL CAUSE BURNS AND OVERHEATED BATTERY MAY
CAUSE THERMAL BURNS AND MAY EXPLODE.

If an overheated battery is suspected or detected, do the following:

1. BAT switch - OFF

2. LAND AS SOON AS POSSIBLE

3. EMER SHUTDOWN - after landing

9-43. SMOKE AND FUME ELIMINATION

Smoke and/or toxic fumes entering the cockpit and cabin can be
exhausted as follows:

CAUTION

DO NOT JETTISON DOORS IN FLIGHT.

Doors, windows, and vents - OPEN.

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9-44. DELETED

9-45. FUEL BOOST PUMP FAILURE

1. One Boost Pump. If the fuel pressure gage indicates a drop in

pressure and/or one FUEL BOOST caution light illuminates, flight
may be continued to a facility where the malfunction can be
corrected.

2. Two Boost Pumps. If the fuel pressure gage indicates zero pressure
and/or both FUEL BOOST caution lights illuminate, proceed as
follows:

a) DESCEND to a pressure altitude of 4600 feet or less if possible.

b) LAND AS SOON AS PRACTICAL.
No attempt should be made to troubleshoot the system while in
flight.

3. Both fuel boost pumps must be operating before next flight.

9-46. FUEL FILTER CONTAMINATION

If the FUEL FILTER caution light illuminates:

LAND AS SOON AS PRACTICAL

Correct problem before next flight.

9-47. ENGINE FUEL PUMP MALFUNCTION

If the ENGINE FUEL PUMP caution light illuminates

LAND AS SOON AS POSSIBLE. Perform a POWER-ON approach

and landing.

9-48. THROTTLE FAILURE – EMERGENCY SHUTDOWN

If the throttle cannot be closed, engine shutdown can be accomplished by

placing the FUEL switch to the OFF position. The engine may continue to
run from 1 1/2 to 2 minutes after the switch is off.

9-49. ELECTRICAL SYSTEM

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9-50. ENGINE SHUTDOWN – ELECTRICAL FAILURE

Normal engine shutdown cannot be accomplished after complete electrical

failure. Therefore one of the following methods may be used:
1. Connect another source of power (GPU or battery) if available.
2. Obtain assistance from maintenance personnel.

9-51. CARGO FAILS TO RELEASE ELECTRICALLY

In the event cargo hook will not release cargo sling when CARGO
RELEASE switch is pressed, proceed as follows:
CARGO RELASE Pedal – PUSH.

9-52. MAIN GENERATOR MALFUNCTION

A malfunction of the main generator will be indicated by a zero indication

of the Main Generator Loadmeter and DC GENERATOR caution light
illumination. The standby generator will automatically pick up the load
when the STARTER GEN switch is in the STBY GEN position. An attempt
may be made to put the main generator back on line by accomplishing the
following:

1. GEN & BUS RESET circuit breaker – IN

2. MAIN GEN switch — RESET then — ON. Do not hold the switch
in the RESET position, if the main generator is not reclaimed or
if it goes off the line again:
3. MAIN GEN switch – OFF. Continue flight using the standby
generator power.

9-53. HYDRAULIC

9-54. HYDRAULIC POWER FAILURE

WARNING

DURING ACTUAL OR SIMULATED HYDRAULIC FAILURE, DO NOT

PULL OR PUSH CIRCUIT BREAKERS OR MOVE THE “HYD CONT”
SWITCH DURING TAKEOFF, NAP OF THE EARTH FLYING,
APPROACH AND LANDING OR WHILE AIRCRAFT IS NOT IN LEVEL
FLIGHT. THIS PREVENTS ANY POSSIBILITY OF A SURGE IN
HYDRAULIC PRESSURE AND THE RESULTING LOSS OF CONTROL.

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Hydraulic power failure will be evident when the force required for control
movement increases; a moderate feedback in the controls is felt and/or the
HYD PRESSURE caution light illuminates. Control movements will result
in normal helicopter response in every respect. In the event of hydraulic
power failure:

1. AIRSPEED – ADJUST as necessary to attain the most comfortable

level of control movements.

2. HYD CONT circuit breaker – OUT; if hydraulic power is not

restored.

3. HYD CONT circuit breaker - IN.

4. HYD CONT switch – OFF.

WARNING

DO NOT RETURN THE “HYD CONT” SWITCH TO THE “ON” POSITION

FOR THE REMAINDER OF THE FLIGHT. THIS PREVENTS ANY
POSSIBILITY OF A SURGE IN HYDRAULIC PRESSURE AND THE
RESULTING LOSS OF CONTROL.

5. LAND AS SOON AS PRACTICAL - at an area that will permit a

run-on landing with power. Maintain airspeed at or above
effective translation lift at touchdown.

9-55. CONTROL STIFFNESS

A failure within an irreversible valve may cause extreme stiffness in the

collective or two of the four cyclic control quadrants. If the failure is in one
of the two cyclic irreversible valves, caution is necessary to avoid over
controlling between the failed and operational quadrants.
WARNING
DURING ACTUAL OR SIMULATED HYDRAULIC FAILURE
OPERATIONS THE PILOT/COPILOT TURNING THE HYDRAULIC
CONTROL SWITCH OFF WILL FIRST ALERT THE OTHER PILOT/
COPILOT AT THE CONTROLS. HE SHOULD NOT REMOVE HIS HAND
FROM THE SWITCH UNTIL HE IS SURE THE FLIGHT CONTROLS ARE
FUNCTIONING PROPERLY. BOTH PILOT/COPILOT MUST HAVE

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THEIR HAND ON THEIR RESPECTIVE CYCLIC AS THE SWITCH IS
TURNED ON OR OFF.

1. HYD CONT switch – OFF then ON. Check for restoration of normal
flight control movements. Repeat as necessary if control response is
not restored.

2. HYD CONT switch – OFF

WARNING
DO NOT RETURN THE “HYD CONT” SWITCH TO THE “ON” POSITION
FOR THE REMAINDER OF THE FLIGHT. THIS PREVENTS ANY
POSSIBILITY OF A SURGE IN HYDRAULIC PRESSURE AND THE
RESULTING LOSS OF CONTROL.

3. LAND AS SOON AS PRACTICAL - at an area that will permit a run-on

landing with power. Maintain airspeed at or above effective translation
lift until touchdown.

9-56. FLIGHT CONTROL SERVO HARDOVER

1. Cyclic hardover may occur when the HYD CONT switch is moved to
the OFF position. This is the result of an irreversible valve remaining
in an open position. Abrupt cyclic movements may be either left, right,
or right rear depending on which irreversible fails. This condition could
render the helicopter extremely hard to control.

2. Collective hardover is caused by a sequencing valve failure within the

irreversible valve on the collective servo. The collective will move to
the full up or full down position.

3. Failure of any flight control servo may render the helicopter

uncontrollable unless the following action is taken:

WARNING
DURING ACTUAL OR SIMULATED HYDRAULIC FAILURE
OPERATIONS THE PILOT/COPILOT TURNING THE HYDRAULIC
CONTROL SWITCH OFF WILL FIRST ALERT THE OTHER PILOT/
COPILOT AT THE CONTROLS. HE SHOULD NOT REMOVE HIS HAND
FROM THE SWITCH UNTIL HE IS SURE THE FLIGHT CONTROLS ARE
FUNCTIONING PROPERLY. BOTH PILOT/COPILOT MUST HAVE

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THEIR HAND ON THEIR RESPECTIVE CYCLIC AS THE SWITCH IS
TURNED ON OR OFF.

4. HYD CONT switch - SELECT opposite position.

5. LAND AS SOON AS POSSIBLE at an area that will permit a run-on

landing with power. Maintain airspeed at or above effective translation
lift until touchdown.

9-57. FLIGHT CONTROL/MAIN ROTOR SYSTEM MALFUNCTIONS

Failure of components within the flight control system may indicate through
varying degrees of feedback, binding, resistance, or sloppiness. These
malfunctions are normally in isolated controls, i.e. cyclic, cyclic collective,
or anti-torque. These conditions should not be mistaken for hydraulic
power failure.

Imminent failure of main rotor components may be indicated by a sudden

increase in main rotor vibration and/or unusual noise. Severe changes in
lift characteristics and/or balance conditions can occur due to blade
strikes, skin separation, shift or loss of balance weights or other material.
Malfunctions may result in severe main rotor flapping. In the event of a
main rotor system malfunction, proceed as follows:

WARNING
DANGER EXISTS THAT THE MAIN ROTOR SYSTEM COULD
COLLAPSE OR SEPARATE FROM THE AIRCRAFT AFTER LANDING. A
DECISION TO EXIT THE HELICOPTER MUST BE MADE BEFORE THE
EMERGENCY SHUTDOWN.

1. LAND AS SOON AS POSSIBLE

2. EMER SHUTDOWN - after landing.

9-58. MAST BUMPING

If mast bumping occurs:

1. REDUCE SEVERITY OF MANEUVER.

2. LAND AS SOON AS POSSIBLE.

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9-59. LANDING AND DITCHING

9-60. LANDING IN TREES

A landing in trees should be made only when no other landing area is

available. Select a landing area containing the least number of trees of
minimum height. Decelerate to a zero ground speed at tree-top level and
descend into the trees vertically applying collective pitch as necessary for
minimum rate of descent. Prior to the main rotor blades entering the trees,
ensure throttle is CLOSED and apply all of the remaining collective pitch.

9-61. DITCHING — POWER ON

If it becomes necessary to ditch the helicopter accomplish an approach to

an approximate 3-foot hover above the water and proceed as follows:

1. COCKPIT DOORS - JETTISON

2. CABIN DOORS- OPEN

3. CREW (except pilot) and passengers – EXIT

4. HOVER – a safe distance away from personnel

5. THROTTLE – CLOSED and execute an autorotation into the water.

Apply full collective pitch to cushion landing. Apply rotor brake (if
installed) to stop rotor.

6. PILOT – exit when the main rotor is stopped.

9-62. DITCHING — POWER OFF

If ditching is imminent, accomplish engine malfunction emergency

procedures. Decelerate to zero forward airspeed as the helicopter nears
the water. Apply all of the collective pitch as the helicopter enters the
water. Maintain a level attitude as the helicopter sinks and until it begins to
roll, then apply cyclic in the direction of the roll. Apply rotor brake (if
installed) to stop rotor. Exit when rotor has stopped.

1. COCKPIT DOORS – JETTISON

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2. CABIN DOORS – OPEN prior to entering water

3. EXIT - when main rotor has stopped.

9-63. BAGGAGE DOOR (IF INSTALLED) – IF THE BAGGAGE DOOR

OPEN LIGHT ILLUMINATES:

1. LAND AS SOON AS PRACTICAL.

2. Secure door.

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