MH-60R EPS and LIMITS

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Author:
Maximus
ID:
279435
Filename:
MH-60R EPS and LIMITS
Updated:
2014-08-12 22:26:45
Tags:
EPs limits
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Description:
Emergency procedures and limits for MH-60R.
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  1. During prolonged ground operation of the backup pump with the rotor system static, the backup pump is limited to?
    33 to 38 °C 24 minutes operating 72 minute cooldown.

    39 to 60 °C 16 minutes operating 48 minutes cool down.
  2. Dual−EngineTorque <80KIAS
    0 to 120% Continuous Green

    120 to 144% 10 seconds Yellow

    144% Maximum Red
  3. To prevent APU overheating, APU operation at ambient temperature of ____and above with engine and rotor operating is limited to ___ minutes. With engine and rotor not operating, the APU may be operated continuously up to an ambient temperature of _____.
    43degrees Celsius , 30 minutes and 51 degress Celsius
  4. Dual−EngineTorque >80KIAS
    • 0 to 106% Continuous Green
    • 106 to 127% 10 seconds Yellow
    • 127% Maximum Red
  5. Single−EngineTorque (TRQ)
    • 0 to 135% Continuous Green
    • 135 to 144% 10 seconds Red
    • 144% Maximum Red
  6. TransmissionTemperature(XMSN T)
    • −50 to 105 °C Continuous Green
    • 105 to 120 °C Precautionary Yellow
    • 120 °C Maximum Red
  7. TransmissionPressure(XMSN P)
    • 20 psi Minimum Red
    • 20 to 30 psi Idle and transient Yellow
    • 30 to 65 psi (45 to60 psi in levelflight)Continuous Green
    • 65 to 130 psi Precautionary Yellow
    • 130 psi Maximum Red
  8. Airspeed is limited as follows:
    Dome at trail (cable extended 10 feet, dome approximately6 feet below aircraft)
    100 KIAS, 45° AOB
  9. Airspeed is limited as follows:
    Dome below trail .
    70 KIAS, 15° AOB
  10. Sonobuoy launch limits:
    a. 70 to 150 feet up to 100 KIAS with dome at trail.b. Above 100 KIAS, 150 feet or above with dome seated.
  11. Hovering Limitations
    • Dipping sonar operations at altitudes other than 70 feet.
    • Do not tow the transducer in the water above 8 KGS with array folded
    • 4 KGS with array unfolded.
  12. Landing Limitations
    • 1. Maximum rate of descent for level terrain shall not exceed720 fpm for gross weight less than 19,500 pounds and 480fpm for gross weight above 19,500 pounds.
    • 2. Maximum rate of descent for sloped terrain shall not exceed360 fpm.
  13. Prohibited Maneuvers
    • 1. Aerobatic flight.
    • 2. Practice full−autorotation landings.
    • 3. Intentional approaches into or inducement of retreating blade stall.
  14. Turbine GasTemperature(TGT)
    The following temperature limits apply to aircraft equippedwith Intermediate Rated Power (IRP) limited DECUs.
    • 0--810 C Continuous Green
    • 810--851 C 30 minutes Yellow
    • 851--903 C 2.5 minutes Red
    • 903--949 C 12 seconds Red9
    • 49 C Maximum Red
  15. Turbine GasTemperature(TGT)
    The following temperature limits apply to aircraft equippedwith Maximum Rated Power (MRP) limited EDECUs.
    • 0--810 C Continuous Green
    • 810--851 C 30 minutes Yellow
    • 851--878 C 10 minutes (as required, for Maxpower and limitercheck only)Yellow
    • 878--903 C 2.5 minutes Red
    • 903--949 C 12 seconds Red
    • 949 C Maximum Red
  16. ENGINE MALFUNCTION INFLIGHT
    • *1. Control Nr.
    • Flying at an airspeed greater than 105KIAS with one engine inoperative may result in unrecoverable decay of Nr in the event of a dual−engine failure.
    • *2. CONTGCY PWR switch  . . . . . . ON
    • *3. Single−engine conditions . . . .Establish
    • *4. ENG ANTI−ICE switches . . . . As required
    • With engine anti−ice on, up to 18%torque available is lost. Torque may be reduced as much as 49% with improperly operating engine inletanti−ice valves.
    • *5. External cargo/stores/fuel . . . Jettison/dump,as required
    • *6. Identify malfunction.
  17. #1/#2) ENG SPEED HI
    ENGINE HIGH−SIDE FAILURE IN FLIGHT
    • *1. Engine Malfunction inFlight emergency procedure . . . . . . . . . . . Perform
    • *2. PCL (malfunctioning engine) . . . . Retard to set:
    • a. Torque 10% below good engine, or
    • b. Matched Ng, or
    • c. Matched TGT.
    • 3. Land as soon as practicable.
  18. ENGINE HIGH−SIDE FAILURE ON DECK
    *1. PCLs . . . . . . . . . . . . . . . . IDLE
  19. ENG SPEED LO
    ENGINE LOW−SIDE FAILURE
    • *1. Engine Malfunction inFlight emergency procedure . . . . Perform
    • 2. PCL (malfunctioningengine) . . . . . . . . . . . . . . . . . . Momentarily advance to LOCKOUT, then retard to set:
    • a. Torque 10% below good engine, or
    • b. Matched Ng, or
    • c. Matched TGT.
    • 3. Land as soon as practicable.
  20. TORQUE SPLIT
    ENGINE TORQUE OR TGT SPIKING/FLUCTUATIONS
    • *1. Engine Malfunction inFlight emergency procedure . . . . . . . . . . . Perform
    • If fuel contamination is suspected:
    • *2. Land as soon as possible. PCL movement during engine fluctuations may precipitate an engine failure. Consider performing APU Emergency Start procedure prior to manipulating the PCL. Maintaining a low power setting when moving the PCL willminimize the Nr decay rate if themalfunctioning engine fails.
    • If engine electronic circuitry is suspected:
    • 3. PCL (malfunctioningengine) . . . . . . . . . . . . . . . Momentarily advance toLOCKOUT, then retard to set:
    • a. Torque 10% below good engine, or
    • b. Matched Ng, or
    • c. Matched TGT.
    • If fluctuations persist:
    • 4. PCL (engine inLOCKOUT) . . . . . . . . . . . . . . . . . . . . Retard to IDLE,then return to FLY
    • 5. Repeat steps 3. and 4. for other engine, as required.
    • If an engine instrument is spiking/fluctuating with no secondary indications:
    • 6. Land as soon as practicable.
  21. COMPRESSOR STALL
    • *1. Engine Malfunction in Flight emergency procedure . . . . . . . . . . . Perform
    • *2. PCL (malfunctioning engine) . . . . . . . . . . . . . IDLE
    • If TGT decreases and stall clears:
    • 3. PCL . . . . . . . . . . . . . . . . . . . . Slowly advance to FLYIf stall remains cleared:4. Land as soon as practicable. Avoid rapid collective movement.
    • If TGT continues to rise, Ng decreases below normal idle speed, or any other malfunction is indicated:
    • 5. Engine Shutdown in Flight emergency procedure . . . . . . . . . . . . . . . . . Perform
  22. DRVSHAFT FAIL(#1/#2)
    ENGINE HIGH−SPEED SHAFT FAILURE
    • *1. Engine Malfunction inFlight emergency procedure . . . . . . . . . . . Perform
    • *2. PCL (malfunctioning engine) . . . . . . . . . . . . . OFF
    • 3. Land as soon as practicable.Consideration should be given to performing thefollowing:
    • 4. Engine Shutdown in Flight emergency procedure.
    • 5. Single−Engine Landing emergency procedure.
  23. ABORT START
    • To abort start:
    • *1. PCL . . . . . . . . . . . . OFF
    • *2. ENGINE IGNITION switch . .. . . . . . OFF
    • If engine oil pressure is indicated:
    • *3. Starter . . . . . . . . . . . . . . ENGAGE
    • 4. Starter . . . . . . .. . . . . . DISENGAGE after 30 seconds and TGT below 540 C
  24. ENGINE MALFUNCTION DURING HOVER/TAKEOFF
    • *1. Control Nr.
    • *2. CONTGCY PWR switch . . . . . . . . . . . . . . . . . . . . ON
    • If a suitable landing site exists or unable to transition to forward flight:
    • *3. Set level attitude, eliminate drift, cushion landing.
    • If able to transition to forward flight:
    • *4. Engine Malfunction in Flight emergency procedure . . . . . . . . . . . Perform
  25. DUAL−ENGINE FAILURE
    • *1. Autorotation . . . . . . . . . . . . . . . . . . . . . . . . Establish
    • *2. Immediate Landing/Ditchingemergency procedure . . . . . . . . . . . . . . . . . Perform
    • If time and altitude permit:
    • *3. Engine Air Restart emergency procedure . . . . . . . . . . . . . . . . . Perform
  26. ENG OUT (#1/#2) AND TORQUE SPLIT
    SINGLE−ENGINE FAILURE IN FLIGHT
    • *1. Engine Malfunction inFlight emergency procedure . . . . . . . . . . . Perform
    • 2. Land as soon as practicable.
    • Consideration should be given to performing the following:
    • 3. Engine Shutdown in Flight emergency procedure.
    • 4. Engine Air Restart emergency procedure.
    • 5. Single−Engine Landing emergency procedure.
  27. ENGINE AIR RESTART
    • *1. APU Emergency Startprocedure .. . . . . As required
    • *2. ENGINE IGNITION switch . . . . . . . . . . . . . . . NORM
    • *3. Fuel selector lever(s) . . . . . . . . . . . . . . DIR or XFD
    • *4. PCL(s)  . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
    • *5. Starter(s) . . . . . . . . . . . . . . . Engage, motor engine
    • *6. PCL(s). .. . . . . . . . . . . . . .  IDLE (TGT 80C or less, if time permits)
    • *7. PCL(s) . . . . . . . . . . . . . . . . . . Advance to FLY after starter dropout
  28. APU EMERGENCY START
    • *1. ECS .. . . . . . . . . . . . . . . . . . . . . . OFF
    • *2. AIR SOURCE ECS/START switch . . . . . . . . . APU
    • *3. FUEL PUMP switch . . . . . . . . . . . . . . APU BOOST
    • *4. APU CONTR switch . . . . . . . . . . . . . . . . . . . . . . . ON
    • *5. APU GENERATOR switch . . . . . . . . . . . . . . . . . ON
  29. MAIN TRANSMISSION MALFUNCTION
    • *1. Land immediately.
    • If secondary indications are present:
    • *2. Land as soon as possible.
    • 3. APU Emergency Start procedure . . . . . . Perform
    • 4. No. 1 and No. 2GENERATOR switches . . . . . . . . OFF, as required
    • If no secondary indications are present:
    • 5. Land as soon as practicable.
  30. TAIL/ INTERMEDIATE TRANSMISSION MALFUNCTION
    • If failure is imminent:
    • *1. Land immediately.
    • If failure is not imminent:
    • *2. Land as soon as possible.
  31. "HOVER CHECKS":
    • "HPGABS"
    • HEIGHT/HEADING - Ensure that the
    • aircraft is holding the desired hover height and is aligned into the wind. 
    •                   
    • POWER - Note HOGE torque and compare it to the calculated fly-away torque. 
    • State fly away or settle intentions.
    •                    
    • GAUGES green - Ensure that temperatures and pressures are in the green and note TGTs in order to monitor for salt encrustation.
    •                    
    • ATTITUDE - Note the aircraft attitude.  This is primarily used in sonar operations in case of freestream recovery but will also assist in determining if the aircraft is into the wind.
    •                    
    • BARALT – Note the aircraft altitude as a reference in case the RADALT fails. SYNC as necessary.

    • STABLE HOVER - Adjust the potentiometers in order to obtain a stable coupled
    • hover.
  32. Determining Capability to
    Fly-Away
    (Actual Q + 30%)/2 = Fly-away Torque.

    IF HOGE Torque is greater than  "Fly away" plan for ditch if less plan to fly away!
  33. Loss of Tail Rotor Drive Altitude and Airspeed Sufficient to Establish Autorotation
    • *1. PAC call "AUTO, AUTO, AUTO."
    • *2. Autorotation -Establish. Center tail rotor pedals.
    • *3. Drive failure ó Attempt to verify.
    • *4. Immediate Landing/Ditching emergency procedure -Perform.
    • *5. PCLs - OFF when directed (prior to the flare).
  34. Loss of Tail Rotor Drive Altitude and Airspeed Not Sufficient to Establish Autorotation
    • *1. PAC call -"HOVER, HOVER, HOVER."
    • *2. Collective - Lower.
    • *3. PNAC- Hands on PCLs.
    • *4. PCLs - OFF when directed (approximately20 to 30 ft).
  35. Loss of Tail Rotor Control
    *1. Collective/airspeed - Adjust as required to control yaw.
  36. Hydraulic System Warning
    HYD
    *1. Land immediately
  37. #1 and #2 HYD PUMP Failure(#1 and #2 HYD PUMP Caution and BACK UP PUMP ON Advisory Light On)
    • *1. Restrict flight control movement.
    • *2. Land as soon as possible.
  38. #1 Primary Servo or #1 Transfer Module Leak(#1 RSVR LOW and #1 HYD PUMP Caution Lights On and BACK UP PUMP ON Advisory Light On)
    • *1. SERVO switch ó 1ST OFF.
    • *2. Land as soon as practicable.

    • If the BACKUP RSVR LOW caution alsoappears or the backup pump fails:
    • *3. Land as soon as possible.

    • If the #2 PRI SERVO caution and/or HYD warning appears:
    • *4. Land immediately.
  39. #2 Primary Servo or #2 Transfer Module Leak(#2 RSVR LOW and #2 HYD PUMP Caution Lights and BACK UP PUMP ON Advisory Light On)
    • *1. SERVO switch - 2ND OFF.
    • *2. Land as soon as practicable.
    • If the BACKUP RSVR LOW caution also appears or backup pump fails:
    • *3. Land as soon as possible.

    • Note Be prepared for loss of the pilot-assist servos.
    • If the #1 PRI SERVO caution and/or HYD warning appears:
    • *4. Land immediately.
  40. Boost Servo Hardover
    *1. SAS/BOOST pushbutton - OFF.
  41. Utility Pump Caution Lights
    *1. Stop dome.
  42. AFCS DEGRADED Caution Light On
    *1. Safe altitude and airspeed - Establish(waveoff/Instrument Takeoff [ITO], as required).
  43. Stabilator Auto Mode Failure
    • *1. PAC call - "STAB, STAB, STAB."
    • *2. Cyclic - Arrest pitch rate.
    • *3. Collective - Do not reduce.
    • *4. MAN SLEW switch - Adjust to 0
    • When at a safe altitude and airspeed:
    • 5. Stabilator cbs - Reset, as required.
  44. Unusual Attitude Recovery
    • *1. Level wings.
    • *2. Nose on horizon.
    • *3. Center ball.
    • *4. Stop rate of climb/descent.
    • *5. Control airspeed.
  45. Total Ac Power Failure/Dual Generator Failure
    • *1. Safe altitude and airspeed - Establish.
    • *2. Stabilator - Check position, slew as required.
    • *3. APU Emergency Start procedure -Perform.
  46. #1 or #2 FUEL FLTR BYPASS or #1 or #2 FUEL PRESS Caution Lights
    *1. Fuel selector lever (affected engine) -XFD (DIR if currently in XFD).
  47. #1 and #2 FUEL FLTR BYPASS or
    #1 and #2 FUEL PRESS Caution Lights
    • *1. Land as soon as possible.
    • *2. APU Emergency Start procedure -Perform
  48. External Engine Fire
    • *1. Confirm fire.
    • *2. Engine Malfunction in Flight emergency procedure - Perform.
    • *3. PCL (affected engine) - OFF.
    • *4. Engine T-handle (affected engine) - Pull.
    • *5. FIRE EXTGH switch - MAIN (RESERVE if required or ac power is off).
    • If airborne and fire continues:
    • *6. Land immediately.
    • If fire appears extinguished:
    • *7. Land as soon as possible.
  49. Internal Engine Fire
    *1. Starter -Engage. Motor engine.
  50. APU Fire
    • *1. APU T-handle - Pull.
    • *2. Confirm fire.
    • *3. FIRE EXTGH switch - RESERVE(MAIN if required and available).
    • If airborne and fire continues:
    • *4. Land immediately.
    • If fire appears extinguished:
    • *5. Land as soon as possible.
    • If on ground:
    • *6. Fire extinguisher - As required.
  51. Cockpit Fire/Cabin Fire
    • If source is known:
    • *1. Affected power switches and cbs - Secure.
    • *2. Portable Fire Extinguisher - As required.
    • If fire continues or source is unknown:
    • *3. Cabin/doors/vents/ECS - CLOSE/OFF, as required.
    • *4. Unnecessary electrical equipment and cbs -Secure.
    • If fire continues:
    • *5. Land as soon as possible.
  52. Smoke and Fumes Elimination
    • *1. Airspeed - Adjust, as required.
    • *2. Doors/windows/vents - Open.
    • *3. Aircraft - Yaw, as required.
  53. Immediate Landing/Ditching (Pilot)
    • *1. Crew and passengers - Alert.
    • *2. Shoulder harness - Locked.
    • *3. External cargo/stores/fuel - Jettison/dump, as required.
    • *4. Searchlight ó As required.
    • *5. MAYDAY/IFF - TRANSMIT/EMER.
    • In the flare:
    • *6. Windows - Jettison, as required.
    • After landing:
    • *7. PCLs - OFF.
    • *8. Rotor brake - ON.
    • *9. Copilot collective - Stow.
    • *10.Pilot HCU - Stow.
    • After all violent motion stops:
    • *11.Egress.
  54. Underwater Egress
    • *1. Emergency Breathing Device -As required.
    • *2. Cord(s) - Disconnect.
    • *3. Door/window - Open/jettison.
    • *4. Place hand on known reference point.
    • *5. Harness - Release.
    • *6. Exit helicopter.
    • After egress:
    • *7. Swim clear of helicopter and inflate LPU.
  55. Cargo Hook Emergency Release
    *1. Cyclic EMERGENCY RELEASE/CABLE SHEAR - Press.
  56. FLIR Uncommanded Lasing
    • *1. MASTER ARM - SAFE.
    • *2. LASER SELECT - SAFE.
    • If lasing continues:
    • *3. FLIR - OFF.
  57. Hellfire Missile Hangfire
    • If rocket motor ignites and aircraft yaws:
    • *1. Adjust controls as required to maintain straight-and-level flight.
  58. Rates of descent above/ below and on profile for automatic approach.
    • -above profile: 360 fpm
    • -on profile above 40kias: 215 fpm 2.5knots a second decel
    • -on profile below 40kias: 130fpm 1.5 knots a sec decel
    • -below profile: 2.5knots a second decel Rad hold on
  59. Automatic depart numbers
    • climb 240 fpm
    • accel 3kt/ sec below 85kias
    • accel  1kt/ sec above 100kias
    • 120 kias final at 150 feet agl.

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