Card Set Information

2012-10-15 23:19:11

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    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.
  22. How is the engine airflow divided?
    • 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.
  23. What are the indications of a successful TACAN check?
    Successful test indicated by BRG 1 needle swinging to 180o (+/- 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.
  24. What is the clearance under the aircraft with the MTS installed?
    1 ft 3 in
    53 ft 8 in
    11 ft
    53 ft 3 in
    64 ft 10 in
    41 ft 4 in
  30. Who can authorize PAX in SAR?
    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.
  31. Who can normally authorize PAX?
    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.
  32. When are you not required to do a PAX brief?
    • 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
  33. What are the 5 steps to every EP?
    • 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
  34. What CBs shall not be reset in flight?
    No. 1 END OVSP and No. 2 ENG OVSP
  35. When does the backup pump automatically come on?
    • 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
  36. What is our Base freq?
  37. Who signs the A-Sheet on a cross country?
    The PIC shall sign the certification in the Safe for Flight block 10
  38. How is flight time calculated?
    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
  39. What are the 3 levels of ORM?
    • In- depth
    • Deliberate
    • Time Critical
  40. What are the 4 principles of ORM?
    • 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
  41. What are the 5 steps of ORM?
    • 1. Identify Risks
    • 2. Assess Risks
    • 3. Make risk decicions
    • 4. Implement controls
    • 5. Supervise and watch for change
  42. Signing the A sheet
    • 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
  43. Who signs the A-Sheet
    BLOCK 9: PC


    BLOCK 11: PIC
  44. When can you land at a civilian field? (MOA)
    Mission Accomplishment

    Otherwise in the interests of the gov or tax payer

    Add value to training
  45. What are you responsible for when you submit a flight plan?
    • 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
  46. Requirements for practice autos?
    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
  47. When should you consider using C-PWR?
    • Shipboard landings and takeoffs
    • Hoisting
    • High Altitude landings
    • First Auto of the day
    • CALS
    • Coupled approaches/hovers
    • TERF
  48. What are the training restrictions with the FLIR/MTS installed?
    1. WING: NO running landings, running takeoffs, max gross wgt takeoffs, and sim emergencies to landing

    2. SQUADRON: NO practice autorotations
  49. When can you take PAX overwater at night?
    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. 
  50. When can you do DECU training? (7)
    • 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.
  51. What are the requirements for crew day / crew rest?
    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.
  52. What are the requirements for being a HAC per OPNAV?
    • 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.
  53. What altitude are you allowed to fuel dump? OPNAV
    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.
  54. What is the fuel dump rate?
    approx 800 lbs/min
  55. What is the fuel transer rate?
    350 lbs/min
  56. What are the indications of a HIGH SPEED SHAFT FAILURE?
    Np > Nr by more than 3% and TQ <10%
  57. What are the functions of the ODV? (4)
    • 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
  58. What are the indications of a HIGH SIDE FAILURE?
    • 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%
  59. What are the indications of a LOW SIDE FAILURE?
    • 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%
  60. What are the indications of a compressor stall?
    Rapid rise in TGT, hangup or rapid decrease in Ng, loss of power, or a change in eng noise level, muffled explosions
  61. Popped camlock on the IGB or TBG
    • The aircraft should be repaired prior to flight if:
    • 1 in any corner
    • 2 in a row
    • 3 on any one panel
  62. What are the max ranges? WING SOP
    • 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
  63. G TRIGGERS: Inertial Reel
                              Impact Switch (Fire ext)
                              Seat Stroke
    • 3G
    • 5G
    • 9G
    • 10G
    • 14G
  64. What shall occur prior to proceeding past your BINGO point on shore-ship / ship-ship flights?
    • 1. Establish two-way comms with the ship
    • 2. Obtain positive position data (visual, TACAN, radar lock, GPS fix, etc)
  65. What are the requirements for manipulating a PCL for simulated single eng training?
    • 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.
  66. Is SAS OFF training allowed at night overwater?
    • NO
    • "At night, practice SAS OFF flight shall only be conducted over a prepared landing environment."
  67. What are our Primary Fuels?
    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
  68. What are our Restricted Fuels?
    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
  69. What are our Emergency Fuels?
    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
  71. What is the aircraft ground clearance?
    1 ft 7 in (no flir)
  72. ENGINE RATINGS AT 15 deg C, sea level?
    • Max continuous: 1,662 shp
    • Intermediate (30 min): 1,800 shp
    • Contigency power (2.5 min): 1,940 shp
  73. What are the 5 sections of the engine?
    Inlet, Compressor, Combustor, Turbine, Exhaust
  74. What type of compressor section do we have?
    5 stage axial, 1 stage centrifugal rotor/stator assembly
  75. What type of combustion section do we have?
    annular combustion chanber, tow ignitors, 12 fuel injectors
  76. How many fuel pumps are on a MH-60S?
    • (9)
    • 2 Boost Pumps
    • 2 Transfer/dump pumps
    • 2 HMU
    • 2 Eng driven boost pump
    • 1 Prime/Boost pump
  77. What DECU functions are lost when the engine goes to LOCKOUT? (4)
    • Np governing
    • TGT Limiting
    • Load Sharing

    *Np overspeed protection remains due to the direct link between the DECU and the ODV
  78. The HMU responds to the PCL for? (5)
    • 1. Fuel Shutoff
    • 2. Setting eng start fuel flow
    • 3. Fuel Priming
    • 4. Setting Ng to MAX
    • 5. LOCKOUT
  79. The Ng overspeed drain valve is set to trip at?
    110 +/- 2% Ng
  80. Engine power in FLY is higher than required power level for 2 reasons...
    Fail safe to high power

    Power available with One Engine Inoperative (OEI)
  81. The 6 functions of the HMU
    • 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
  82. The ODV has 4 main functions
    • 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 
  83. Engine Wiring Harnesses:
    • Y- Power and control system trim signals
    • B- Np, Np overspeed, and torque signals
    • G- Diagnostic signals
    • W- Engine crosstalk
  84. Functions of the Alternator
    Provides AC power to the DECU, engine ignitors, Ng signal to the Vids

    *All essential electrical functions are powered by the alternator
  85. The DECU recieves the (3) following inputs from the cockpit
    • 1. ENGINE SPD TRIM switch
    • 2. CONTGCY PWR switch
    • 3. ENG OVERSPEED TEST A and B buttons
  86. The DECU recieves the following (4) inputs from the helo...
    • 1. Torque from the other DECU
    • 2. Np demand
    • 3. 400 hz backup pwr
    • 4. HMU (LVDT)
  87. The DECU sends the folowing (4) signals to the cockpit
    • 1. Torque
    • 2. Np
    • 3. TGT
    • 4. C-PWR
  88. What are the (15) functions of the DECU?
    • 1. Np Governing
    • 2. Np Overspeed protection (at 120% Np)
    • 3. TGT limiting (IRP 839o +/-10 C)
    • 4. Load Sharing
    • 5. Eng Speed Trim (96-101%Np)
    • 6. C-PWR (CRP 891o +/- 10 C)
    • 7. Np Overspeed test (Np ovr spd re-referenced to 96%)
    • 9. Cockpit Signals- Torque, Np, TGT to DTC (data concentrator)
    • 10. Hot Start Prevention (TGT exceeds 900o with Ng below 60% and Np below 50%) restored after TGT cools to 300o 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
  89. Hot Start Prevention
    • Detects a hot start when TGT exceeds 900o with
    • Ng below 60% and Np 50% and automatically stops fuel flow by tripping the ODV.

    Fuel flow restored after TGT drops below 300o or after 25 sec, whichever occurs first
  90. Transient Droop Improvement (TDI)
    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
  91. What are the WARNINGS associated with
    • 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
  92. What are the signs of an imminent
    • 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
  93. What are the WARNINGS associated with
    • 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
  94. EDECU ops
    866o +/-10 C

    Auto C-PWR- when OEI, TQ <50% on one engine, CPWR will come on without the advisories
  95. The engine impending bypass PDI had a thermal lockout below ____ C to prevent the indicator from popping during cold weather starting
    38o C
  96. The operating engine must be at a minimum of ___% Ng for a crossbleed start.
    94% Ng
  97. When fueling with JP-5 is not possible, helos shall not be hangared until the flashpoint of the fuel in the tanks is above _____
    120o F
  98. For all fuel types, the fuel boost pumps shall be turned on prior to takeoff following any nose down ground ops exceeding ____ mins in duration
    10 minutes

    *Boost pumps may be turned off 10 sec after maintaining nose up attitude
  99. When using compatible fuels other than JP-5 (F-44) and
    JP-8 (F-34), what must you turn on?
    both main tank bost pumps
  100. If JP-4 (F-40) or JET B is used, the following restrictions are placed on the aircraft... (3)
    • 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
  101. To prevent possible fuel cell rupture, fueling pressure shall not excedd ____ psi
    55 psi
  102. Max capacity of engine oil?
    7.3 Quarts
  103. Max capacity of APU oil?
    2 quarts
  104. Max capacity of transmission oil?
    7.5 gal
  105. Max capacity of IGB/TGB?
    2.75 pints
  106. Max capacity of hydraulic reservoirs?
    1 pint
  107. Max capacity of Utility Pump?
    .92 pint
  108. Max capacity of rescue hoist oil?
    1.16 quarts
  109. How long do you wait to check the engine oil after shutdown?
    20 min
  110. What are the shutdown times prior to checking the Transmission oil levels
    HOT 30min - 2 hrs

    COLD >2 hrs
  111. There are (3) ways to Anti-Ice the engine
    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
  112. A malfunctioning anti-ice/start blled valve is indicated by any of the following (4) situations...
    1. Illumination of the ENG ANTI-ICE ON advisory light above 90% Ng or 94% Ng when OAT is >15o 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
  113. The freon bellows in the eng inlet are controlled by the follwing OATs

    The INLET ANTI-ICE ON advisory is activated at what inket temp?
    <4o C the valve is open

    4o - 13o C the valve begins to close

    >13o C the valve is closed

    93o C
  114. What are the names of the members of Van Halen?
    • David Lee Roth 
    • Eddie Van Halen 
    • Alex Van Halen 
    • Michael Anthony
  115. Anti Flapping restraints move outward at what Nr?
  116. Droops out at what Nr? Seat?
    Out at 70%

    Seat at 50%
  117. The 20o swept back tips on the rotor blade caps is for?
    Sound attenuation and increased rotor blad efficiency
  118. the Tail Rotor indexor will position the TR for folding up to what KT?
    60 kts
  119. The fixed pitch of the tail rotor will provide balanced flight at what speeds?
    25 and 145 kts
  120. MAIN XMSN PRESS LOW caution activates at what psi?
    14 psi
  121. MAIN XMSN OIL HOT caution activates at?
    117o C

    Taken at the oil cooler input to the MGB manifold
  122. The fuzz burn off feature is deactivated at?
    140o C
  123. INT XMSN OIL HOT or TAIL XMSN OIL HOT activates at?
    140 deg C
  124. The LEFT WOW switch functions?

    • 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
  125. The following is required to intiate a Hydraulic Leak Test

    • Rotors Engaged
    • AC pwr
    • All hyd reservoirs full
    • WOW
  126. The following is required to initiate a automatic preflight check

    • Both EGI attitudes valid
    • Rotor Brake ON
    • Engine TQ <10%
    • WOW
    • SAS 1 engaged for 20 sec
  127. Four inputs are required to position the STAB (4)

    • 1. Collective Position (in mixing unit)
    • 2. Lateral acceleration
    • 3. Airspeed
    • 4. Pitch Rate
  128. What are the (18) functions of the AFCS?

    • 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
  129. What are the (5) types of Control Mixing?
    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)
  130. The GO/NO GO canister is mounted above the right fuel tank. At what psi will fuel flow stop?
    20 psi
  131. The minimum accumulator pressure for starting the APU is?
    2,650 psi +/-50
  132. What are the functions of the GCU for the generators? (4)
    • 1. Connects gens to the AC buss system
    • 2. Regulates voltage output
    • 3. Protects system components
    • 4. monitors voltage level and frequency
  133. With WOW, if Nr drops below ____%, the gens will be removed from the ac system. 
  134. In flight, the gens will remain on until Nr drops below ___% Nr. They will reconnect at ____ Nr.

  135. What bus recieves battery power regardless of BATT switch position?
    Battery Utility Bus
  136. At <35% charge, the ___ _______ bus will be dropped.
    DC ESNTL Bus
  137. The battery analyzer/conditioner does what? (5)
    • 1. Monitors batt condition for faults
    • 2. battery charge
    • 3. internal temp
    • 4. cell conditions
    • 5. provides batt charge capability
  138. With no other source of dc power, the batt <____%, may not be sufficient to activate the CADS.
  139. With the exception of the pitch an roll trim actuators   (_____ psi), all components of the Hyd system are charged to _____ psi
    1000 psi

    3000 psi
  140. LDI in the Hyd system stands for what?
    Leak Detection/Isolation system
  141. Which Hyd line, pressure or return has no bypass?
    The pressure line, to preclude unfiltered fluid from entering the primary servos.
  142. Boost actuators (coll, pitch, yaw) and SAS can be deactivated by depressing the _______ button.
  143. When the backup pump is supplying pressure to the _______________, the priority valve may secure pressure to the rescue hoist due to low system pressure.
    #2 tail rotor servo
  144. If the BACKUP PUMP PWR cb is out and a condition exists to use the backup pump, then either .... (2)
    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
  145. What does the velocity fuse do?
    It secures fluid to the APU accumulator when hyd pressure exceeds a prescribed limit.
  146. a satisfactory Hyd Leak test is indicated by the appearance of the following caution/advisories (11)
    • #1 RES LOW
    • #2 RES LOW
    • SAS
  147. The Flight Control Servos consist of what servos? (3)
    • Primary Servos
    • TR Servos
    • Pilot Assist Servos
  148. The AFCS is comprised of (3) major subsystems
    • 1. SAS
    • 2. Stab
    • 3. AFCC
  149. All detectable ACFS failure modes except for the _________ will activate the AFCS DEGRADED caution.
  150. The Autopilot can drive the flight controls with 100% authority at a rate of ____ % /sec
  151. How are the 2 Stab actuators powered?
    DC ESSNTL Bus and #2 DC PRI Bus
  152. With both SAS channels engaged, actuators have +/- ___% control authority.
    +/-10%, each channel having +/-5%
  153. The Trim actuators command full authority over all four control axes, but are rate limited to ___% /sec
  154. Above ___ KIAS, the pedal switches and cyclic trim must be pressed to disengage yaw trim, and below ___ KIAS, just the pedals are required.
    50 KIAS

    50 KIAS
  155. The four way trim switch will move the flight controls at a rate of __ deg/sec
  156. Above 50 KIAS and angles of bank less than ___ deg, airspeed hold is engaged.
    30o AOB
  157. What are the slew rates for HDG TRIM above and below 50 KIAS?
    Below: 3o/sec

    Above: 1o/sec
  158. Following a turn, Heading Hold is reengaged when the following (2) conditions are met for 2 seconds.
    1. Aircraft roll attitude is within 2o wings level

    2. Yaw rate is <2o/sec
  159. In hover coupler mode, using the HVR ALT knob will give you a climb rate ____ ft/min and a decent rate ____ ft/min.
    1000 / 200 ft/min
  160. Turn Coordination is activated when A/S is above ___ KIAS and AOB less than 30o
    50 KIAS
  161. Maneuver Stability is engaged when A/S is below ____ KIAS and AOB >30o

    30-75 AOB
    50 KIAS
  162. Automatic approach profile >40 KGS
    215 fpm decent / 2.5 kt/sec decel
  163. Automatic approach profile <40 KGS
    130 fpm decent / 1.5 kt/min decel
  164. Hover coupler will engage within __ KGS of long knob at the end of an automatic approach and __ KGS if engaged manually. 
    1 KGS

    5 KGS
  165. Radalt hold engages when A/C is within __ ft of HVR ALT knob.
    2 ft
  166. During a coupled hover, the AFCC will stop increasing collective at ____% torque.
    116% TQ
  167. Automatic departure is available below ___ KIAS and RADALT hold is operable.
    50 KIAS
  168. Automatic Departure profile is?

    To 150 ft AGL / 120 KIAS
    240 ft/min climb

    3 kt/sec accel <85 KIAS

    1 kt/sec accel >100 KIAS
  169. What happens with a single EGI failure during an automatic app/dep/hvr?
    APPR/HVR/DEP disengages

    RADALT hold remains engaged but degraded

    All other autopilot functions are lost
  170. What are the (5) micro switches that set the PYLON FLIGHT light?
    • Pylon Lockpin Switch
    • 5o switch
    • TR indexer switch
    • (2) Stab lockpin switches 
  171. The Data Concentrator (DTC) displays what readings to the FD?
    Np, Nr, Ng, TQ, fuel quantity indications
  172. When approach coupler is engaged, hover altitudes of 35-200ft, the coupler bug defaults to ___ft below the selected altitude.
    15 ft
  173. With the ECS on and the FLOW switch in NORM, max TQ is decreased by __% per engine and fuel flow to to each engine is increased by approx __ lbs/hr.

    8 lbs/hr
  174. With the TEMP rotary switch in HOT and OAT <15oC, max TQ is reduced by __% per eng.
  175. With the ECS on and the FLOW switch in HIGH, max TQ is decreased by __% per engine and fuel flow to to each engine is increased by approx __ lbs/hr.

    45 lbs/hr
  176. ECS will automatically shutdown under the following conditions (3)
    • 1. C-PWR is selected
    • 2. No. 1 or 2 Starter engaged
    • 3. An ECS heating duct overtemp occurs
  177. ADHEELS turns on when one of the following occurs (4)
    • 1. Turned ON
    • 2. Water Immersion
    • 3. 9Gs or greater
    • 4. Attitude changes of 90o or more
  178. A start cycle is defined by...
    Starter initiation, acceleration, and dropout
  179. TGT limits w/ EDECU
    • 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
  180. TGT Limits w/DECU
    • 0 to 810  cont        green
    • 810-851  30 min   yellow
    • 851-903  2.5 min  red
    • 903-949  12 sec    red
    • 949          max      red
  181. Np Limits
    • <96%         Avoid    red
    • 96-101%    Cont      green
    • 101-120%  12 sec    yellow
    • 120%         max        red
  182. Nr Limits
    • <96%         Avoid               red
    • 96-101%    cont                  green
    • 101-120%  precautionary   yellow
    • 120%         max                  max
  183. Dual-Eng TQ <80 KIAS
    • 0-120%          Cont      green
    • 120-144%      10 sec    yellow
    • 144%             max       red
  184. Dual-Eng TQ >80 KIAS
    • 0-106%        cont        green
    • 106-127%    10 sec     yellow
    • 127%           max        red
  185. Single Eng TQ
    • 0-135%       cont      green
    • 135-144%   10 sec   red
    • 144%           max      red
  186. Ng Limits
    • 0-98%       cont        green
    • 98-102%   30 min    yellow
    • 102-105% 12 sec     red
    • 105%         max        red
  187. Xmsn Temp Limits
    • -50 to 105o       cont                  green
    • 105 to 120o    precautionary    yellow
    • 120o                    max                   red
  188. Xmsn Pressure Limits
    • <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
  189. Engine Oil Temp Limits
    • -50 to 135o          cont        green
    • 135 to 150o         30 min    yellow
    • 150o                       max         red
  190. Engine Pressure Limits
    • 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
  191. Engine Start Limits
    • <16o                     first cycle        60 sec
    •                        second            60 sec
    •                        third                60 sec
    •                        fourth             30 min

    • >16o to 52o      first                 60 sec
    •                        second            30 min
  192. Engine Motor Limits (Ignition OFF)
    • Any Temp              2 min      /        5 min
    •                                2 min      /        30 min
  193. Minimum planned fuel on landing shall be no less than ____ lbs (approx 20 min) of fuel per main tank. 
    225 lbs

    *with fuel less than 300 lbs per main tank, maintain balanced flight a AOB >30o
  194. Momentary fluctuation in xmsn oil press may occur during transient maneuvers (autos, nose up hover, gusty winds. Fluctuations, including momentary drops below ___ psi are acceptable.

    The main xmsn may be operated up to ___ in w/ press fluctuations when the ac is known to be in nose up att
    30 psi

    30 min
  195. Max wind vel for rotor eng/diseng is ___ kts in any direction.
    45 kts
  196. The max forward airspeed Vne is ____ KIAS as limited by blade stall.
    180 KIAS
  197. Max airspeed for: Autorotation
    100 KIAS
  198. Max airspeed for: Side/Rearward flight
    45 kts / 35 kts with ext load
  199. Max airspeed for: Two SAS inop in IMC
    125 KIAS
  200. Max airspeed for: SAS/BOOST OFF
    140 KIAS
  201. Max airspeed for: Either PRI SERVO PRESS caution
    125 KIAS
  202. Max airspeed for: Cabin doors opening/closing
    100 KIAS
  203. Max airspeed for: Cabin Doors Opening
    120 KIAS
  204. Max airspeed for: Gunner's Windows opening/closing
    170 KIAS
  205. Max airspeed for: Landing Light in transition
    130 KIAS
  206. Max airspeed for: Searchlight in trans
    100 KIAS
  207. Aircraft GW >22,000 lbs w/ ext load
    120 KIAS
  208. Rate of decent with load on the Rescue Hoist is limited to ____ fpm
    1000 fpm
  209. Max AOB w/ ext load in fwd flight
  210. AOB Limit for: Normal Ops
  211. AOB Limit for: Operations above 10,000 ft DA
  212. AOB Limit for: Either PRI SERVO PRESS caution ON
  213. AOB Limit for: SAS/BOOST OFF flight
  214. Maximum operating DA is...
    13,000 ft
  215. Prohibited Maneuvers
    • 1. Aerobatic Flight 
    • 2. Hovering Turns >30o /sec
    • 3. Practice Full Autorotations
    • 4. Intentional approaches into retreating blade stall
  216. Maximum rotor speed for rotor brake application is __% Nr. Routine rotor stops shall be made between ___ and ___ % Nr. 

    30 to 50%
  217. Maximum wind velocity for blade fold and spread is ___ kts in any direction. Following a complete blade fold and spread cycle, allow for a ___ min cooling period.
    45 kts

    10 min
  218. Max wind velocity for folding the stab or tail pylon is ___ kts in any direction.
    45 kts
  219. Max rate of decent for level terrain shall not exceed ____ fpm.
    540 fpm
  220. Max rate of decent for sloped terrain shall not exceed ____ fpm.
    360 fpm
  221. Max touchdown and takeoff speed shall not exceed ___ KGS w/ tailwheel locked and ___ KGS w/ unlocked.
    60 KGS

    20 KGS
  222. Max braking speed is ___ KGS
    35 KGS
  223. Slope landing limits: ___ nose down slope
                                     ___ nose up slope
                                     ___ cross slope
    6 , 9, 12o
  224. Max operating GW is _______ lbs
    23,500 lbs
  225. Max launch and recovery GW for aviation ships is _______ lbs.
    23, 500 lbs
  226. Max launch and recovery GW for air capable ships is _______ lbs.
    22, 500 lbs
  227. The max total internal weight in the cabin area aft of the cockpit is ______ lbs.
    5,500 lbs
  228. The max total weight for palletized cargo is _____ lbs.
    4,733 lbs
  229. The max weight for a single pallet of cargo is _____ lbs
    3,000 lbs
  230. The max external weight when employing the Max launch and recovery GW for  cargo hook is _____ lbs
    8,000 lbs
  231. The max external weight when employing the rescue hoist is ____ lbs
    600 lbs
  232. Except in emergency situatons, _______, ________ shall be operational for all overwater flights requiring passengers/non-aircrew in the cabin.
  233. Operations at temps below -___ oC (-___ oF) or above 
    ___ C (____ oF) are prohibited.
    -40 C (-40 F)

    60 C (140 F)
  234. During prolonged ground ops with the rotors static, the backup pump is limited to:
    • 33 to 38      24 on      72 off
    • 38 to 60      16 on      48 off
  235. APU operating limits
    Rotors not engaged: continuous up to  51C

    • Rotors engaged: cont up to 43C
    • If operating between 43 - 60, 30 min
  236. Ship landing Quals
    Aviations ship     DAY 2/365         NIGHT 3/90

    AC Ship              DAY 4/180         NIGHT 6/90
  237. VERTREP Qual
    DAY         4/365

    NIGHT     6/90
  238. What are you looking for on preflight?
    Corrosion, Condition, Security, FOD

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

    Plastic caps secure
  239. WARNING: During high wind conditions (greater than ___kts) with AC pwr supplied, the stab can automatically program.
    30 kts
  240. To prevent APU exhaust fire, wait at least __ min afther APU shutdown to attempt a restart to allow residual fuel to vaporize.
    2 min
  241. Successful RADALT test
    Radalt tone (5 +/-1 beeps)

    indicator reading 100 +/-10 ft

    Yellow tape up to DH or 100 ft, whichever is lower
  242. In Stab Manual Mode the following are not recommended:
    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
  243. How do you do a Stab Auto Control Test?
    Stab reads 34 - 42o

    Press TEST, stab should move 5 to 12

    Press Auto Cont, stab moves to 34 - 42o

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

    Man slew to 0o, press Stab Auto Cont, reverts to 34 - 42o
  244. Abort start if any of the following conditions occur: (5)
    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 851oC before idle speed is attained
  245. Ground idle Ng split greater than 3% is an indication of possible ________________.
    LDS Rollpin Failure
  246. Engine TGT must be monitored during overspeed test. If TGT rises above ____ C shut down the engine immediately to avoid overtemperature and perform Abort Start EP.
  247. What are the WARNINGS associated with
    • 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.
  248. Normal hover attitude with the stab full down is _ to _nose up and _ to _left wing down.
    4 to 5

    2 to 3
  249. Decelerating attitudes typically require __ to __ nose-up, which significantly limits forward field of view and obstructs intended landing area.
    10 to 15
  250. Vortex Ring State is measurable at decent rates greater than ____fpm and airspeeds between _ and __ KIAS and is worst at decent rates of _____fpm with airspeeds of _ to __ KIAS. 

    *Fully developed VRS could achieve 6,000 fpm decent
    700 fpm       0 to 20

    1,500fpm    5 to 10
  251. For recovery from onset of VRS, reduce collective and increase airspeed. Power should be increased once the airspeed is above ___ KIAS.
  252. Static Rollover Angle
  253. Critical Rollover Angle
  254. While operating ina salt spray environment for any period of time, a TGT rise of ___oC or more for constant torque is an indication of possible salt encrustation. A TGT rise of greater than ___oC for a constant torque may result n compressor stalls.
    20o C

  255. Salt Encrustation is most prominent ___ ft and 8 to 12 kts.
    <30 ft
  256. Winds within the region of ___to ___relative will tend to weather vane the nose of the aircraft into the wind.
    120 to 240
  257. Winds with the region of ___o to ___relative can cause the tail rotor to operate within its own recirculated airflow.
    210 to 330
  258. Winds within the region of primarily ___to ___and less frequently from ___to ___, can cause the main rotor vortex to be directed onto the tail rotor, resulting in changes in angle of attack to the tail rotor.
    280 to 330

    30 to 80
  259. The following should be performed for all emergencies:
    • 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
  260. Engine Malfunction in Flight

    • *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.
  261. Engine High Side Failure in Flight
    (#1/#2 ENG SPEED HI)

    • *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
  262. Engine High Side Failure on deck
    *1. PCLs - Idle
  263. Engine Low Side Failure


    *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.
  264. Engine Torque or TGT Spiking/Fluctuations
    (Difference in TQ is >10%)

    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:


    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
  265. Compressor Stall

    (indications are reapid increase in TGT, hangup or rapid decrease in Ng, loss of power, or change in noise level from barely audible to muffled explosions)

    • *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.
  266. Engine High-Speed Shaft Failure

    Np is greter than Nr by more than 3% and eng TQ is <10%

    • *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
  267. ENG OIL PRESS LOW caution will activate when Ng is above ___% and eng oil pressure is below ___psi

    also Eng oil pressure is below 22 psi

    26 psi
  268. Abort Start 

    Ng does not reach 14% within 6 sec
    No oil press within 30 sec after starter init
    No light-off within 30 sec of moving PCL to IDLE
    ENG STARTER advisory disappears prior to 52% Ng
    TGT reaches 851oC before idle is attained

    • *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
  269. Engine Malfunction During Hover/Takeoff
    • *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
  270. Dual Engine Failure in Flight/Hover

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

    If time and altitude permit:

    *3. Engine Air Restart - Perform
  271. Single Engine failure

    #1/#2 ENG OUT

    Warning Light is activated by the vids (Ng <55%)
    *1. Engine Malfunction in flight EP - Perform
  272. Engine Air Restart



    • *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 <80oC 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.
  273. APU Emergency Start
    • *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
  274. The APU Gen light come on for 3 reasons:
    • 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
  275. APU OIL HOT caution: a prescribed limit.

    After Aallowing the APU to cool for __ minutes, check oil level. If within limits a restart may be attempted.
    60 min
  276. Anytime an operational limit is exceeded, an appropriate entry shall be made on a Maintenance Action Form (MAF).
    The entry shall state:
    What limit(s) were exceeded and include range, duration, and any additional data that would aid maintenance personnel.
  277. With abnormal vibrations in flight, an airspeed of ___ KIAS is recommended to reduce vibrations. 

    Select a landing site in the following order of precedence: (3)
    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
  278. Unusual Vibrations on Deck

    • *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
  279. Hung Droop Stop(s)
    *1. Reengage rotor to greater than 75% Nr
  280. Low Rotor RPM

    Warning light is activated by the Vids when Nr is 95% or less.
    *1. Control Nr
  281. ROTOR BRAKE caution is activated when hydraulic pressure is greater than _ to _ psi is registered at pressure switch
    6 to 8 psi

    Recommended 80 AGL and 80 KIAS for a quick flare followed by ditch if fire should occur
  282. ROTOR SPEED Caution Lights On
    >127 , >137, >142
  283. Main Transmission Malfunctions can be grouped into 2 categories:
    Chip and Lubrication Malfunctions
  284. MAIN XMSN secondaries are:
    Pressure and temp relationships and/or transmission chip cautions
  285. Main Transmission Malfunction

    1 NOTE
    *1. If failure is imminent - LAND IMMEDIATELY

    If secondary indications are present


    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
  286. Tail/ Intermediate Xmsn Malfunction

    • If failure is imminent: 

    If failure is not imminent:


    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
  287. Input Chip (#1/#2) Caution Lights ON


    *1. Main Transmission Malfunction in Flight EP - Perform

    NOTE: Consider returning the PCL to FLY for landing
  288. Loss of Tail Rotor Drive Altitude Sufficient to Auto

    • *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.
  289. Loss of Tail Rotor Drive Altitude Not Sufficient to Auto

    • *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.
  290. Tail Rotor Malfunctions can be grouped into 3 categories:
    1. Tail Rotor control cable failures

    2. Tail Rotor Servo Failures

    3. Restricted Flight Controls
  291. Tail Rotor Control Cable Failure


    With a loss of both cables, the TR will assume a preset spring loaded position setting. For a GW of 19,500 lbs, in level flight, and for flight out of ground effect, this fixed setting will provie balanced level flight at about ___ and ___ KIAS.
    25 and 145 KIAS
  292. Tail Rotor Servo Failures

    With this malfunction, the yaw boost servo is still pressurized and the mechanical control system is still intact. Normal yaw control is available between approx __ and ___ KIAS. 
    40 and 120 KIAS
  293. Loss of Tail Rotor Control EP

    *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 20o to 30o 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.
  294. #1 Primary Servo or #1 Transer Module Leak

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

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


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


    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,
  295. #2 Primary Servo or #2 Transfer Module Leak

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

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


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


    NOTE: Be prepared for loss of the pilot assisted servos
  296. Boost Servo Hardover

    *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
  297. AFCS DEGRADED caution

    *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.
  298. Stabilator Failure

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

    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
  299. Definition of an unusual attitude
    >30o pitch and/or 60o AOB
  300. Total AC Power Failure/Dual Generator Failure

    3 NOTES

    • *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...
  301. With a GEN BRG #1/#2 light, the generator may continue to operate normally for __ hrs.
    10 hrs
  302. FUEL PRESS #1/#2

    3 NOTES
    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

    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.
  303. FUEL FLTR BYPASS (#1 or #2)

    3 NOTES
    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
  304. FIRE (#1 / #2 ENG)

    1 NOTE
    • *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:


    If fire appears extinguished


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


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

    If airborne and fire continues:


    If fore appears extinguished:


    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.


    2 NOTES

    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:


    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

    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
  310. What is required from both EGIs for full autopilot and approach coupler functionality?
    Attitude data (pitch and roll) 
  311. Loss of what from EGI 2 will result in loss of approach coupler functionality?
    Heading and Velocity
  312. An ATT miscompare or fail advisory is an indication of a __or more disagreement between the EGIs in the pitch and/or roll axis. If the deviation increase to __(indicated by the CPLR fail advisory light), the AFCS will assume that the EGI has failed.
    3 and 6
  313. Unusual Attitude Parameters
    Pitch attitudes >30and/or roll attitudes in >60o
  314. The Two VHF/UHF radios can be used to relay VHF/UHF comunication. Avoid the following: (3)
    • 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.
  315. What Preset channel on the RCU inititates the SCAN function?
  316. Single FMC failure

    FMC Backup Mode

    AMC Backup Mode

    Battery Only
    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.
  317. The Interferance Blanker deconflicts what (3) transmitters?
    IFF Interogator

    TACAN Set

    Link 16
  318. EGI Alignment Types
    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
  319. In Flight alignment can withstand PGS data dropouts of up to __ seconds without disrupting the alignment processing.
    65 secs
  320. The following inputs are made to the ADC... (3)
    Static and dynamic pressures from the pitot static system

    Lateral Acceleration

  321. The ADCs provide the following info to the FMCs and FDs
    Barometric altitude and barometric pressure

    Vertical Speed

    Indicated Airspeed

  322. During multi aircraft operations with only one spot available for landing and no suitable BINGO available, aircraft shall have at least __ hour of fuel on board. (Squadron SOP)
    1 hour
  323. During low overwater operations, a rise of ___a HIT check shall be conducted. If it fails, the aircraft shall RTB and have the engines water washed prior to continueing 
    30 deg
  324. During VERTREP/Logistics: During potential icing conditions or if weather is less than _____ , ships shall remain within visual range and the number of aircraft shall not exceed the number of ready spots.
  325. When the water temp is <___or OAT is 0C (wind chill corrected) or below, dry suits are mandatory for all over water ops.

    Dry suits and undergarments are mando for all SOCAL night overwater ops >___ NM from NASNI when water temp is below ___F

    40 NM

  326. Anytime the aircrew is required to wear anti exposurje gear, pax shall be outfitted with cold wx gear. Pax shall be limited to __ per aircraft. A SAR capable aircraft shall accompany the pax transfer helo, and remain in visual contact, when the transerfing units cannot mintain comms and positive radar contact throughout the transfer.
  327. Prior to climbing on the aircraft... (3)
    Pockets shall be zipped, soles of boots checked, and all personal gear accounted for.
  328. SAS BOOST should not be secured or energized in a hover below 20 ft. If circumstances require SAS/BOOST to be secured or energized in a hover, the following conditions shall be met:
    • 1. Pre-Briefed
    • 2. Pre-Announced
    • 3. Day/VMC overland