Alphabetical list of discussion items

=A=

AC essential bus failure.
Illumination of the essential bus light with accompanying caution lights and/or system power losses may indicate an electrical phase imbalance within the system.

Illumination of the essential bus light without any other accompanying lights or system malfunctions may indicate a faulty essential bus light relay or a phase monitoring problem.

To determine if cross tie is affected,

1.	Associated generator – OFF.

If essential bus light goes out and systems are restored,

2.	Associated generator – Leave OFF.

If the essential bus light does not go out,

3.   Affected generator – ON. 4.	Land as soon as practicable.

WARNING Switching to APU power with a faulty No. 1 essential bus will result in the loss of all electrical power, except that provided by the battery bus.

The APU READY light is not NVG compatible.

CAUTION Under actual instrument conditions, regaining of lost equipment when a crosstie is effected can be accomplished by selecting APU. The APU should be started and made ready for use during night or under actual instrument conditions.

Aerodynamically unstable/oscillating loads. The aerodynamic characteristics of a load may lead to unstable or oscillating motions of the load, which will be transmitted to the aircraft. If oscillations occur, reduce airspeed to bring the load under control, or initiate a slight angle of bank turn, add power to reduce the oscillations or initiate a slight climb to increase centrifugal force on the load.

AFCS off flight/approach/landing.
Watch the ball! See Stan Man.

AFCS. AFCS Failures.
If the AFCS is switched off, directional control inputs should be positively but smoothly applied without delay. This is necessary to prevent high yaw accelerations or large side-slips from developing

When switching the AFCS off, directional transients will vary directly in severity with airspeed, angle of bank, and sideslip angle.

Larger sideslips and/or higher yaw accelerations will require longer recovery time.

During extreme angular accelerations, spatial disorientation may be encountered.

During simulated dual-AFCS failure, to reduce the severity of the amount of control inputs required to offset directional transients, the aircraft should be in trim and the maximum airspeed should be 80 KIAS when the AFCS is selected off.

Single AFCS Failures.
1. Achieve balanced level flight. 2. Airspeed – Slow to 80 KIAS or Less. 3. AFCS selector switch – No. 1 to No. 2 to Isolate Malfunctioning System. 4. Select operable AFCS. 5. Single AFCS KIAS maximum – 110 KIAS.

Note When switching from No. 1 to No. 2 or vice versa, stabilize momentarily in BOTH.

Dual AFCS Failures.
If the emergency dictates flight with both AFCS inoperative:

1. Achieve balanced level flight. 2. Airspeed – Slow to 80 KIAS or Less. 3. AFCS selector switch – OFF.

Note Flight is permitted through the full airspeed operating range up to Vne or CGI, whichever is slower.

Aft Rotor Stall.
Likely to occur in an aircraft with an aft CG, high DA, high OAT, heavy gross weight, and high airspeed. Can be exacerbated by the use of altitude hold. Indications: CGI excursions into the yellow and red bands, increase in aircraft vibrations, aft loss of lift (nose pitching up)

*1. Collective – Immediately reduce 1 to 2 inches as altitude and flight conditions allow. *2. Cyclic – If maneuvering, reduce severity of the maneuver *3. Airspeed – Reduce.

To prevent susceptibility for stall reoccurrence:

*4. Rotor speed – Increase. *5. Altitude – If possible, descend to a lower altitude at approximately 500 fpm.

WARNING With a center of gravity aft of station 308, an aircraft in an environment of high density altitude, high temperature, heavy gross weight, and high airspeed, aft rotor stall probability is markedly increased.

For aircraft operating in a high DA environment, utilizing the altitude hold can make the aircraft more susceptible to an aft rotor stall condition, especially in turbulent conditions.

Note To avoid inducing aft rotor stall when flying above 6,000 feet PA, it is recommended that Figure 4-7 be utilized to determine maximum airspeed rather than CGI. To further reduce the possibility of blade stall when gross weight exceeds 23,000 pounds, the CG should be maintained between FS 294 and FS 300. See Figure 4-10.

Air Ingestion.
If either fuel boost pump caution light illuminates or the engine(s) begin to surge while operating in the cross-feed mode:

1. CROSSFEED – OFF 2. Crewchief – Verify Four-Way Valve in Tank-to-Engine Position.

Aircraft clearance.
Look up aircraft dimensions in NATOPS chapter 1.

Aircraft Discrepancy Book
Located in Maintenance Control. It is checked before each flight for previous gripes and maintenance. If you preflight an aircraft, you sign the book so the aircrew knows who did it.

Aircraft trim/CDRB usage.
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APU compartment fire.
An APU compartment fire will be indicated by illumination of the FIRE APU warning light.

*1. APU START-RUN-STOP switch — STOP. *2. Manual fuel shutoff valve — OFF. 3. Fire extinguisher — Use if Necessary.

APU/Ground Power. Autorotation. Maximum Glide Distance, Altitude Permitting.
 * 1. Collective Pitch Lever – Lower to Autorotative Rotor Rpm of 94 to 113 Percent.
 * 2. Cyclic stick – Position To Establish 80 KIAS for Minimum Rate of Descent or 110 KIAS for
 * 3. APU – Start and Select.

WARNING The APU READY light is not NVG compatible.

4. Shoulder harness – Locked. 5. Wheel brakes – As required. 6. Crew – Alerted. 7. Engine and unnecessary electrical equipment – Secure, Time Permitting. 8. Upon reaching an altitude of 100 to 125 feet (for the 80 KIAS auto) or 200 feet (for the 100     KIAS auto) – Execute a Gradual Flare To Reduce Airspeed. 9. At approximately 50 feet AGL – Level the Aircraft to a Landing Attitude. 10. At an altitude of approximately 25 feet – Increase Collective Pitch To Reduce Rate of Descent. 11. At an altitude of approximately 10 feet – Continue To Increase Collective Pitch To Cushion The Landing. 12. Collective pitch lever – Decrease to Minimum After Touchdown. 13. Wheelbrakes – Apply as Necessary To Stop Forward Roll.

CAUTION During an autorotation to water, forward speeds in excess of 10 knots on contact may result in the loss of watertight integrity.

=B=

Beep trim switches.
94 - 113% Nf

Bunts/rolls
=C=

CH-46E NATOPS and FRS Standardization Manuals.
Get into them. You should know the Stan Man inside and out.

Circuit breaker malfunctions.
Reset once. If it stays in, great. If it pops again, leave it out.

Cold hang-up.
Cold Hang-up is a condition that sometimes happens during low temperature operations. It is caused by failure to accelerate to ground idle speed because of low or no fuel flow.

Compressor stall.
Indications of stall are as follows:
 * 1. Rapid rise in T5.
 * 2. Hang-up or rapid decrease in Ng to ground idle or below.
 * 3. Loss of power.
 * 4. A change in engine noise level can accompany a stall, varying in intensity from barely audible to a muffled explosion.

If a compressor stall occurs, perform the following:


 * 1. ECL (affected engine) — STOP.
 * 2. Comply with Single Engine procedures.

WARNING Observe engine operating limits. Power turbine overspeed (about  124-percent Nf) will cause engine flameout.

CRM.

 * Decision Making
 * Assertiveness
 * Mission Analysis
 * Communication
 * Leadership
 * Adaptability/Flexibility
 * Situational Awareness

Cruise turns.
=D=

Dash Actuator Failure
Recognized by pitch attitude deviations, degradation of airspeed hold, and incorrect longitudinal cyclic stick position versus airspeed.

If DASH failure occurs:
 * Avoid nose-high attitudes
 * Rapid corrective action may be necessary to recover from pitch excursions which may exceed 10° nose up/down.
 * Pulling up on the collective may aggravate the pitching motion.
 * Recommend not turning AFCS – OFF with suspected DASH failure.

DC bus failure.
Illumination of a DC BUS light may be accompanied by caution lights associated with DC-powered equipment on that bus. The other caution lights that will come on are the ACS and possibly the BOOST PUMP and DASH LOW RATE lights. or Power may be lost to multiple DC-powered components of one bus (which will cause the AFCS and possibly the FUEL BOOST and DASH LOW RATE caution lights to illuminate), without an accompanying DC BUS caution light.


 * 1. Fifty amp DC circuit breakers (4) on associated junction box — IN.
 * 2. Associated generator — OFF (to effect cross tie).

If power is restored: If power is not restored: If a generator light illuminates, follow the generator failure procedures before executing the above procedures.
 * 3. Generator — Leave OFF.
 * 4. Generator — ON.
 * 5. Land as soon as practicable.

If a DC bus light illuminates by itself and no other loss of electrical power, the pilot should suspect a faulty DC bus failure relay; no corrective action is required.


 * 1. Land as soon as practicable.

Note Manual Mode will automatically be activated when its associated ECCS Normal Mode Power is lost. Manual Mode may also be activated when its associated DC bus is lost. Engine trim will return to Normal Mode automatically once Normal Mode Power to the ECCB is regained. During a DC bus failure, if the battery is providing useful DC power, the ECCS Normal Mode Power will be regained via the battery bus, if the battery switch is — ON. If the battery switch is OFF, Normal mode will not be available.

Dual AFCS failure.
See AFCS Failures.

Dual engine failure in flight.
=E=

ECCS failure in flight.
Note Automatic engagement of the Manual Mode via the fail freeze circuitry will occur if a loss of Normal Mode power, incorrect ECA feedback, or a rapid collective pitch rate or ECL rate (between FLY and START) is detected by the ECCB. When this occurs, positioning of the ECA reverts from the normal mode (ECA is programmed based on collective position) to manual control (ECA programs via the beep trim switches only).

This section covers malfunctions where Nf/Nr fails to a power setting at or above that produced at minimum beep.

Possible situations are: If an ECCS failure is suspected in flight, execute the following procedures:
 * 1. ECA goes to maximum beep position.
 * 2. ECA goes to minimum beep position.
 * 3. ECA remains in the position it was when the failure occurred.

WARNING If the beep trim switch has failed to minimum, do not arm Manual Mode with the ECL out of FLY — Engine shutdown will result.

If a MNL TRIM light illuminates: If Manual Mode resets: If Manual Mode does not reset:
 * 1. Associated MNL TRIM RST/NORM/TEST Switch — RST.
 * 2. Note/Reset illuminated FAIL FRZ light on the corresponding ECCB for maintenance purposes.
 * 3. Gauges — Check to determine the nature of the malfunction. Refer to the Engine Malfunction Analysis Chart.
 * 4. ECCS associated circuit breakers (NO. 1 & NO. 2 MNL TRIM, NO. 1 & NO. 2 ENG COND, and ECCS Feed) — Check In.

Note Manual Mode will automatically be activated when its associated ECCS Normal Mode Power is lost. Manual Mode may also be activated when its associated DC bus is lost. Engine trim will return to Normal Mode automatically once Normal Mode Power to the ECCB is regained. During a DC bus failure, if the battery is providing useful DC power, the ECCS Normal Mode Power will be regained via the battery bus, if the battery switch is — ON. If the battery switch is OFF, Normal mode will not be available.


 * 5. Beep trim switch (affected engine) — Beep to obtain useful dual engine power.

CAUTION Do not actuate the beep trim switches when in Manual Mode for more than 10 seconds. Damage to the ECA may result.


 * 6. Land as soon as practicable.
 * 7. After landing, ENGINE SHUTDOWN WHILE IN MANUAL MODE procedures execute as required.

If a MNL TRIM light does not illuminate:

Failure of the ECA or beep trim switches will be apparent when engine RPM cannot be changed by the use of the beep trim switches. If the malfunctioning engine does not respond to engine beep trim inputs:


 * 1. Manual Mode — arm as required.
 * 2. Engine beep trim switch on functioning engine — adjust as necessary to obtain useful dual engine power.
 * 3. Land as soon as practicable.
 * 4. After landing, ENGINE SHUTDOWN WHILE IN MANUAL MODE procedures execute as required.

Note With the ECL in FLY, when the Manual Mode is reset and Normal Mode is functioning, the ECA will reposition based on current collective setting. If the ECL is out of FLY when the ECCS is reset to Normal Mode, the ECA will program to the ECL position.

Electrical fire.

 * 1. Electrical power to burning equipment — OFF.
 * 2. Circuit breaker /switch — Pull/Actuate To Isolate Equipment.

If fire persists:


 * 3. Hand portable fire extinguisher — Use.
 * 4. Land as soon as possible.

Emergency egress.
CDRB: Cords, doors, reference point, belt.

If AGB CHP DET light illuminates or lube pump failure is suspected:

 * 1. Perform single-engine procedures.

If single-engine flight capability exists:


 * 2. Secure affected engine.

If required for landing, the engine may be restarted.

WARNING The functioning engine may catastrophically fail because of shedding of the power turbine blades from the disintegrating engine.

Note The gear train from the radial shaft to the accessory drive is divided into two paths. One shaft powers the fuel control and engine driven fuel pump while the other drives the oil pump and Ng tachometer generator.

Engine compartment fire.
Should an engine compartment fire be experienced while the helicopter is still on the ground, attempt to have the fire extinguished by the fire guard.


 * 1. Engine condition lever (affected engine) — STOP.
 * 2. Illuminated fire T-handle — Pull.
 * 3. Fire extinguishing agent discharge selector — AGENT DISCH #1 and/or #2.
 * 4. Engine fuel boost pump (dead engine) — OFF.

WARNING Vapors from the fire extinguisher agent, monobromotrifluoromethane (MBTM), while not poisonous, can cause asphyxiation through reduction of oxygen, especially in confined spaces. The liquid can cause low temperature burns when in contact with the skin. All personnel should stand clear and in the open air. If the helicopter is on the ground, the cabin should be vacated as a precautionary measure. Do not restart the engine until the cause of the fire has been determined.

Note A rapid acceleration of ECLs between FLY and START after they have been in FLY may cause the ECCS system to enter the Manual Mode via the fail freeze circuitry.

Engine condition actuator malfunctions.
ECA Malfunction with the Rotor Brake on. Note Torque indicators are inoperative below 33-percent Nr. Neither torque nor overtorque indicators will be displayed below 33-percent Nf and should not be used as an indication of engine condition actuator malfunction or overtorque condition.


 * 1. ARM ROTOR BRAKE & BLADE FOLD lever — OFF.
 * 2. Engine condition lever(s) — STOP.
 * 3. Fire T-handle — Pull (affected engine).
 * 4. Rotor system — Coast to a Stop.

CAUTION Do not apply the rotor brake to stop the rotors except in an extreme emergency. Fire can result if the brake is applied prior to shutdown. (A possibility of fire exists in the rotor brake/forward pylon area.)

ECA Failure upon Rotor Shutdown
CAUTION If manual mode engages when ECLs are retarded and Nr decreases below 80%, do not move the ECLs back to FLY. Damage to the drive system may result.


 * 1. Engine condition lever (good engine) — Advance to FLY.
 * 2. Engine condition lever (malfunctioning engine) — Set to STOP.

If the affected engine’s MNL TRIM caution light is illuminated:


 * 3. MNL TRIM RST/NORM/TEST Switch — RST.

If engine still continues to run for more than 30 seconds:


 * 4. Four-way fuel valve cannon plug (malfunctioning engine) — Disconnect.
 * 5. Four-way fuel valve (malfunctioning engine) Crewchief Manually Position — CLOSED.
 * 6. Ng, T5, and torque (malfunctioning engine) — Observe Decrease.
 * 7. Shutdown checklist — Complete.

CAUTION Cranking of the affected engine shall not be attempted until proper maintenance action has been accomplished.

Engine driven fuel pump failure.
CAUTION Illumination of the fuel boost pump caution light may be the first indication of impending engine flameout because of fuel starvation resulting from fuel exhaustion.

Upon illumination of the #1 BOOST PUMP or the #2 BOOST PUMP caution light:

1. Corresponding fuel boost pump switch – Check ON.

CAUTION Boost pump pressure is required for full power and to preclude possible engine flameout above 8,000 feet PA.

Engine fire in flight.
Note Illumination of the fire handle can be caused by sunlight striking the detectors or by a short circuit in the wiring system.


 * 1. Confirm the presence of fire.
 * 2. Engine condition lever (malfunctioning engine) — STOP.

CAUTION

A rapid acceleration of ECLs between FLY and START after they have been in FLY can cause the ECCS system to enter the Manual Mode via the fail freeze circuitry.


 * 3. Illuminated fire handle — Pull. (Pulling the fire handle arms the fire extinguishing circuit and closes fuel and oil valves to the dead engine.)
 * 4. Fire extinguishing agent discharge selector AGENT DISCH #1 and/or #2.
 * 5. Engine fuel boost pump (dead engine) — OFF.
 * 6. Comply with single-engine procedures.
 * 7. Land as soon as possible.

Engine Fuel Control.
The purpose of the Fuel Control Unit is to keep Nf at 100% at all times. Fuel enters the Fuel Control Unit from the Engine Driven Fuel Pump and passes thru the Dual Filter Element. Then it moves into the Fuel Control Section, which takes it’s 5 inputs (Ng from AGB shaft, Fuel Density from the knob setting, T2 (OAT), P3 (Compressor Discharge Air) and Fuel Pressure) and calculates the necessary fuel/air ratio.

Fuel also flows to the Metering Section, which allows the amount of fuel set by the Control Section thru to the Oil/fuel heat exchanger. Any excess fuel returns to the Engine Driven Fuel Pump. The Oil/fuel heat exchanger opens at 160°F and keeps oil below 250°F. The fuel then goes thru the static filter, which includes a bypass, to the Fuel Divider. The Fuel Divider had 3 purposes: to provide fuel to the Fuel Manifold, to provide backpressure for the Control Section servos, and to provide excess fuel for starting and at low speeds by way of the Metering Section Auxillary Flow Valve. This provides a higher volume of fuel when the Engine Driven Fuel Pump is delivering low pressures, and shuts off when the starter drops off at 46% Ng. It also has a temperature sensor to adjust how much fuel to add to the metered fuel.

From the Fuel Divider, fuel passes thru the Fuel Manifold. It has a spring-loaded piston pushing against the flow of fuel, allowing only the 8 primary nozzles to get fuel. As fuel pressure increases, the piston is forced back, allowing fuel to reach the 8 secondary nozzles. There is also a fuel line from the Control Section to the spring to assist in controlling the piston and provide feedback.

Engine Fuel System.
Fuel flows from the two bladder-type, self-sealing fuel tanks (each 330g, 329 gal usable) in the stubwings, thru self-sealing fuel lines to the 4-way Fuel Selector Valve, then the Fuel Boost Pump, (or across to the other 4-way Fuel Selector Valve) and then thru the Airframe Fuel Filter. From there it goes up to the Engine Driven Fuel Boost Pump. It has three sections starting with the Impeller pump, a low pressure, suction type pump which provides a constant supply of fuel to the Gear Element Pump via the Barrier filter. The Barrier filter has a bypass and indicator button. The Gear Element Pump is a high pressure pump (Idle – 4.6 gpm @ 240 psi, Normal – 7.75 gpm @ 950 psi, Military – 9.7 gpm @ 1050 psi). Then the fuel enters the Engine Fuel Control Unit, which takes it the rest of the way to the engine.

Engine restart in flight.
If a restart appears advisable, proceed as follows: 1. Engine condition lever — STOP. 2. MNL TRIM caution light — OUT. 3. Engine fire handle — IN. 4. Engine fuel boost pump — ON. 5. Execute normal start sequence.

WARNING The prime switch will connect both engines to both fuel tanks and the potential of air ingestion into both engines exists.

Engine Shutdown while in Manual Mode.
When Manual Mode has been armed, the corresponding ECA will not respond to ECL movement. If an engine must be shutdown while in Manual Mode, proceed as follows:


 * 1. ECL (affected engine) — STOP.
 * 2. MNL TRIM NORM/RST/TEST Switch (affected engine) — RST.
 * 3. Affected engine Ng, T5, and torque — Observe Decrease.

If affected engine does not shutdown (ECCS electrical problem does not allow system out of MNL TRIM).


 * 4. Affected engine beep trim switch — Select DECR until the engine is completely shutdown.
 * 5. Affected engine Ng, T5, and torque — Observe decrease.

If affected engine does not shutdown (ECA/Am shaft frozen) refer to ECA FAILURE UPON ROTOR SHUTDOWN procedures.


 * 6. Shutdown checklist — Complete.

External operations to a confined area.
=F=

Failure of one engine during takeoff.
MAINTAIN NECESSARY CONTROL AND POWER
 * 1. MNL TRIM — Arm.
 * 2. Engine Beep Trim Switch (operating engine) — Beep to Maximum.
 * 3. Cyclic stick — Position To Eliminate All Drift.
 * 4. Collective pitch lever — Reduce collective Pitch as Necessary To Effect a Landing.

Failure of one engine in flight
MAINTAIN NECESSARY CONTROL AND POWER


 * 1. MNL TRIM — ARM.
 * 2. Collective — Adjust To Maintain a Minimum of 94 Percent.
 * 3. Engine Beep Trim Switches — Beep Unaffected Engine To Maximum.

CAUTION Rapid beep to Max at high power settings may result in single engine Overtorque.

12. APU — START and Select Prior to Landing.
 * 4. ALT HOLD — OFF.
 * 5. Cyclic — Adjust to 70 KIAS (obstacles permitting).
 * 6. Crossfeed Switch — OFF.
 * 7. Engine and flight instruments — Check To Determine Single Engine Capability.
 * 8. Jettison fuel and/or unnecessary cargo as required.
 * 9. If level or climbing flight is not being maintained — Position Flight Controls To Establish A  15° Right Yaw as Indicated on the Turn-and-Slip Indicator (one-third to one-half of ball to left of center; turn pointer centered).
 * 10. EAPS — OFF.
 * 11. If a level or climbing flight is not possible — Select a Suitable Landing Area.

WARNING Air can be introduced into the fuel system via a failed/secured engine, resulting in a possible engine flameout when in crossfeed. If crossfeeding is required during single engine operation, the fire handle of the secured engine should be pulled.

The APU READY light is not NVG compatible.

Note Time permitting, consider restart of the malfunctioning engine.

Generator power may be lost if Nr drops below 88 percent and the APU has not been started and APU power selected. Once generator power is lost, flight control feel will be different because of the loss of AFCS. Control of fuel jettison valves will also be lost.

Failure of one engine while HOGE.
MAINTAIN NECESSARY CONTROL AND POWER


 * 1. Collective Pitch Lever — Adjust To Maintain Minimum Nr of 94 Percent.
 * 2. Cyclic Stick — Displace To Establish a Minimum Airspeed of 30 KIAS if Altitude Permits; as the Helicopter Approaches the Ground, Initiate a Cyclic Flare and Cushion the Landing Using Collective Pitch.
 * 3. MNL TRIM — Arm.
 * 4. ENGINE BEEP TRIM Switches — Beep to Max.
 * 5. ALT HOLD — OFF.

Formation types.
Parade, cruise, combat cruise, combat spread. See the STANMAN and TACMAN.

Four-way Fuel Valve Failure.

 * 1. CROSSFEED switch – OFF.
 * 2. Four-way valve cannon plug – Disconnect.
 * 3. Crewchief manually position four-way valves.
 * 4. Initiate engine restart procedures if necessary.

Fuel boost pump failure.
Fuel boost pump failure may be indicated by the illumination of the corresponding light on the master caution panel.

CAUTION Illumination of the fuel boost pump caution light may be the first indication of impending engine flameout because of fuel starvation resulting from fuel exhaustion.

Upon illumination of the #1 BOOST PUMP or the #2 BOOST PUMP caution light:
 * 1. Corresponding fuel boost pump switch — Check ON.

CAUTION Boost pump pressure is required for full power and to preclude possible engine flameout above 8,000 feet PA.

Fuel contamination.
Fuel Control Pressure Regulating Valve (PRV) Diaphragm failure.
 * 1. Collective pitch lever — Adjust to Maintain Rotor RPM within Normal Operating limits.
 * 2. Manual trim — ARM.
 * 3. Beep trim Switch (unaffected engine) — Beep to MAX.
 * 4. MNL TRIM NORM/RST/TEST switch (affected engine) — Reset.
 * 5. ECL (affected engine) — STOP.
 * 6. Comply with Single Engine procedures.

Fuel jettison.
Accomplished using Fuel Jettison Switches on fuel control panel. Jettisoning valve is electrically operated, and remains in it’s current position when a loss of electrical power occurs. Fuel is gravity dumped at 300ppm between 30-120 kts, up to 1500 fpm climb or descent. Jettisoning is limited to a minimum of 692 pounds per tank with a static, level aircraft. In flight, it is possible to go below that limit. Pilot should secure switches with not less than 200 pounds per tank. Run on landings are recommended for situations with stuck open fuel jettisoning valve, so that changes in attitude do not dump the remaining fuel and so that the rotor wash remains behind the aircraft. Otherwise, fuel could combine with rotor wash, enveloping the aircraft in a cloud of vaporized fuel. Keep flare to a minimum.

Fuel quantity indicator failure.
If the gauge breaks, there is another gauge at the single point pressure refueling station. If the Fuel Signal Conditioner fails, the fuel low indicator lights will still work for that side. The No. 1 fuel quantity signal goes to the No. 1 FSC and the No. 2 to the No. 2. However, the No. 1 Low fuel light sensor is connected to the No. 2 FSC, and vice versa. If an FSC fails, the quantity will no longer work for that tank, but the fuel low light will.

Fuselage fire in flight.

 * 1. Pilot compartment windows — Close.
 * 2. All hatches and doors — Close.
 * 3. Cabin vents — Close.
 * 4. Heater switch — OFF.
 * 5. Hand portable fire extinguisher — Use as required.
 * 6. Land as soon as possible.

=G=

Generator failure.
Note Loss of the DC portion of either generator without a corresponding AC failure will not cause the DC buses to be crosstied. Therefore, to regain the use of equipment lost by a DC failure of a generator, turn off the faulty generator.


 * 1. Reset the malfunctioning generator switch.
 * 2. Set generator switch – OFF if Generator Power is Not Regained.
 * 3. Land as soon as practical.

CAUTION The generators are installed on the aft transmission and continue to rotate regardless of whether or not generator power is selected. Therefore, smoke or fire can still occur at the generator.

Ground taxiing.
=H=

Hot seat procedures.
There must always be a pilot on the controls. As the off-going pilot, unbuckle and remove your gear. Climb out, taking care not to kick the controls. Gather your gear and set it by the radio closet. Disconnect your ICS and hook it up to the oncoming pilot. As the oncoming pilot, wait by the radio closet for the off-going pilot to come out. He may help hook you up on ICS. Then put your gear in the map case and climb in to the cockpit. Be careful not to kick the controls.

Hot start/engine fire.
A hot start is indicated by an abnormally rapid rise of T5 passing through 870°C. A residual fire is indicated by T5 in excess of 300°C.


 * 1. Engine condition lever (affected engine) — STOP.

If a residual fire persists on shutdown:


 * 1. Appropriate fire T-handle — Pull.
 * 2. CRANK/NORM/RST switch — CRANK (motor engine).
 * 3. Fuel boost pump switch (dead engine) — OFF.

Note A rapid acceleration of the ECLs between FLY and START after they have been in FLY may cause the ECCS system to enter the Manual Mode via Fail Freeze circuitry.

Hydraulic flight control boost failures.

 * 1. Control boost pressure switch – Select Functioning System.

If No. 2 system has failed and fluid loss is not evident:


 * 2. PTU switch – ON.
 * 3. Control boost switch – SELECT BOTH.
 * 4. Land as soon as possible

WARNING To preclude the possibility of fire after engine shutdown, do not apply the rotor brake to stop rotors if hydraulic fluid is evident in the forward transmission area.

Note Failure of a flight control boost system will render the corresponding AFCS inputs to the extensible links inoperative and cause the AFCS caution light to come on.

=I=

ICS operation.
===Imminent transmission failure.= WARNING Illumination of the XMSN OIL HOT caution light may indicate impending transmission failure without any secondary indications.

If a severe transmission oil leak occurs, it is possible to lose oil pressure and not experience a rise in oil temperature. Nr falling to zero or fluctuating accompanied by zero aft transmission oil pressure likely indicates a failure of the aft transmission lube pump/drive shaft.

Pre AFC 433, Part 2


 * 1. Collective pitch – Reduce to Minimum Power.

WARNING Do not autorotate. It is desirable to minimize changes in transmission speeds/loads and keep power applied to the drive train.


 * 2. Airspeed – Adjust to 65 knots.
 * 3. CYCLIC TRIM – Select Auto.
 * 4. Directional control inputs – Minimize.
 * 5. Land as soon as possible.

Post AFC 433, Part 2 CAUTION In post AFC 433, Part 2 configured aircraft, a tripped Chip Detector indicator “flag” may not be accompanied by illumination of the XMSN CHIP DET caution light indication in the cockpit.


 * 1. Crewchief – NOTIFY
 * 2. Crewchief – NOTIFY
 * 3. Comply with (pre AFC 433, part 2) procedures.

Tripped Debris Screen Flag

Note A tripped debris screen indicator “flag” will not illuminate the XMSN CHIP DET caution light in the cockpit.


 * 1. Crewchief – NOTIFY
 * 2. Submit a maintenance action form at the completion of the flight.

Inadvertent HEFS inflation.
If the HEFS inadvertently deploys in flight:


 * 1. Flight controls – Adjust as Required To Maintain Balanced Flight.
 * 2. Airspeed – Reduce to 70 knots.
 * 3. Land as soon as practicable.

WARNING Flight with HEFS deployed at airspeeds greater than 90 KIAS may result in dynamic separation of the float assemblies from the aircraft that can result in damage to the rotor system.

Internal fuel tank procedures.
=L= Lag Damper Attachment or Horizontal Hinge Pin Failure If a gradual increase in one-per-rev vibration is detected:


 * 1. Land as soon as practical.

If the onset of one-per-rev vibrations is sudden:


 * 2. Land as soon as possible.
 * 3. Complete shutdown.  Rotor System – Coast to a stop.  Inspect rotor heads.  Flight shall not be continued until the discrepancy is resolved.

Landing checklist. LCT actuator failures. Forward or Aft Indicator – 65		Airspeed: 65 KIAS DA:	 6,000 feet Nr:	 100%

Aft Indicator – Taxi			Airspeed: 90 KIAS DA:	 6,000 feet Nr:	 100%

Forward or Aft Indicator: 65 – 110	Airspeed:  Indicated DA:	 6,000 feet Nr:	 100%

Aft Indicator – Forward		Airspeed: Minimize time below 40 KIAS DA:	 Minimize ground operations

Lost communications per local course rules.
In addition to the normal VFR procedures, check out the IFR lost comm procedures.

Lube pump drive shaft failure.
See Engine AGB chip light.

=M=

Manual mode operation.
1. MNL TRIM Arm Switch — Depress. 2. MNL TRIM NORM/RST/TEST Switch — Reset (un)affected engine as required. 3. Beep trim swtich(es) — Beep as required until desired Nf/Nr is reached.

CAUTION Do not actuate the beep trim switches when in Manual Mode for more than 10 seconds. Damage to the ECA may result.

4. If the malfunctioning engine has stalled, flamed out, or does not respond to manual trim, proceed as follows: a. ECL — STOP b. MNL TRIM RST/NORM/TEST switch — RST c. Fuel Boost Pump switch — OFF. 5. Perform Engine Restart In Flight procedures if desired.

If dual-engine power has been restored and malfunctioning engine has been identified, proceed as follows:

6. MNL TRIM RST/NORM/TEST Switch (engine operating normally) — RST as required. 7. Beep trim switches — Adjust as necessary to desired Nf/Nr.

Manual trim approach/landings.
Map preparation/mission planning.=== Masking/unmasking.===

METT-TSL considerations on route selection.
The "TSL" is "Time/Space Logistics."

Mission Brief to include ODO and NATOPS Brief.
=N=

NATOPS Checklists (prestart/starting engines/engaging
Navigation techniques.=== Nf flex shaft failure.=== See Power turbine speed signal interruption (Flex shaft failure).

NS navigation techniques.
=O=

Overrun.
=P=

Pitch Oscillations.
If uncommanded pitch oscillations occur:

Trim Attitude.
 * 1. Cyclic – Utilize Longitudinal Cyclic Control as Necessary To Maintain the Desired Pitch

If oscillations do not subside:


 * 2. AFCS – OFF.

If pitch stability is regained:


 * 3. AFCS – ON.

Power turbine speed signal interruption (Flex shaft failure)
WARNING Loss of flexible driveshaft results in loss of mechanical overspeed protection.

CAUTION Upon loss of Nf signal in a high-speed cruising flight, reduction of collective or aft cyclic movement can result in the rapid acceleration of the rotor system and an overspeed condition.

If a flex shaft failure occurs:
 * 1. Collective pitch lever — Adjust To Maintain Rotor Rpm Within Normal Operating Limits.
 * 2. ECL on malfunctioning engine — Move Slowly From FLY to START to bring engine out of governing range and deactivate fail freeze (move ECL as necessary to obtain a smooth transition of power from malfunctioning to functioning engine).

Note A rapid acceleration of the ECLs between FLY and START after they have been in FLY may cause the ECCS system to enter the Manual Mode via the fail freeze circuitry.

Monitor performance instruments to determine single-engine capability. Perform Failure of One Engine in Flight procedures as applicable.

3. MNL TRIM Arm Switch — Arm. 4. MNL TRIM RST/NORM/TEST Switch (malfunctioning engine) — RST. 5. Engine Beep Trim Switch (Normally functioning engine) — Maximum Beep (As Required).

CAUTION Do not actuate the beep trim switches when in Manual Mode for more than 10 seconds. Damage to the ECA may result.

6. ECL (malfunctioning engine) — move up from START to just BELOW the Nf governing range.

Note Consider moving ECL into and out of the governing range as necessary to provide additional power and to control Nr as required to minimize droop and overspeed during approach to landing and to provide wave off capability.

7. Land as soon as practicable.

WARNING Moving the ECL on the malfunctioning engine into the governing range at a low collective setting could cause the malfunctioning engine to overspeed resulting in power turbine destruction.

Collective will need to be used as required to absorb the power from the malfunctioning engine and/or minimizing time in the governing range.

After landing:

8. ECL (malfunctioning engine) — STOP. 9. MNL TRIM RST/NORM/TEST Switch — RST. 10. Execute normal shutdown procedures.

Power Turbine Speed Signal Interruption (Flex Shaft Failure) Ground WARNING Electrical overspeed protection is not provided on ECCS equipped aircraft. IN the event of a power turbine speed signal interruption (flex shaft failure) on the ground below one-third collective travel, rapid acceleration of the rotor system can cause an overspeed condition and possible catastrophic engine failure.

Note To ensure malfunctioning engine is shutdown immediately upon recognition, BOTH ECLs and Beep trim switches may be utilized simultaneously to facilitate immediate engine shutdown, conditions permitting.
 * 1. ECL (malfunctioning engine) – Move from FLY to STOP.

Note A rapid acceleration of the ECLs between FLY and START after they have been in FLY may cause the ECCS system to enter the Manual Mode via the fail freeze circuitry.

If automatic engagement of Manual Mode (MNL TRIM light) via the fail freeze circuitry occurs:

2. Beep trim switch (malfunctioning engine) – Beep engine to shutdown. 3. Execute normal shutdown procedures.

Primary/secondary indications.
=R=

Rotor brake failure in flight.
Indicated by the illumination of the ROTOR BRAKE ON light on the caution panel.


 * 1. Rotor brake – OFF.
 * 2. ROTOR POS LOCK circuit breaker – Pull.

WARNING With the ROTOR POS LOCK circuit breaker pulled, the PTU will not pressurize the NO. 2 control boost system.

Do not pull 5 amp circuit breaker labeled ROTOR BRAKE. Pulling this circuit breaker disables the safety circuit.


 * 3. Land as soon as possible.

Running takeoff.
=S=

Single AFCS failure.
See AFCS Failures.

===Single engine emergencies. ===Single engine failure in flight. ===Single engine failure in HOGE. ===Single engine failure takeoff. ===Single engine failure while HIGE. ===Single engine flight/approach/wave-off. ===Single engine Landings/wave-offs. ===Single engine start/engagement. ===Single engine takeoff from water/water taxi. ===Single engine to a spot. ===Single Instrument Indications. Ng Tachometer System Malfunction Engine Oil Pressure Fluctuations Engine Oil Pressure Failure Abnormal Oil Pressure T5 System Malfunctions

Single Engine Takeoff from Water
Refer to Chapter 17 to determine single-engine capability for existing conditions. If single-engine power is not sufficient, the emergency throttle can be utilized to ensure maximum engine power output (refer to the Emergency Throttle Operation, paragraph 12.5.5).

1. Cargo and equipment — Jettison as Required. 2. APU — Start and Select. 3. Helicopter — Turn Into the Wind. 4. MNL TRIM-Arm. 5. Operating engine — Beep To Maximum.

CAUTION Do not actuate the beep trim switches when in Manual Mode for more than 10 seconds. Damage to the ECA may result.

6. CYCLIC TRIM — Select AUTO. 7. Collective pitch — Rapidly Increase To Clear Aircraft From the Water. 8. Cyclic stick — Forward To Accelerate Through Translational Lift. 9. Collective pitch — Adjust to maintain a minimum of 94-percent Nr while continuing to     accelerate.

Note Use ground effect, wave height permitting.

10.	Flight controls — Position to establish a 15 Right Yaw as Indicated on the Turn-and-Slip Indicator (one-third to one- half of ball to the left of center; turn pointer centered).

Smoke and fume elimination.
Smoke and fumes are eliminated after the fire is extinguished by performing the following:

Cabin.
 * 1. Pilot and copilot windows — Open Fully.
 * 2. Heater switch — VENT.
 * 3. Cabin air vents — Open.
 * 4. Loading ramp and/or cargo door — Open TO Allow Smoke and Fumes To Escape From

WARNING Wearing of A/P23P-14A(V) or A/P22P-14(V)1 may not provide adequate protection from smoke, fumes, or fire.

Sprag clutch seizure.
If clutch seizure is suspected in flight, practice autorotations and practice single-engine operation shall be avoided.

If sprag clutch seizure occurs:


 * 1. Ensure that power is maintained on both engines.

CAUTION Do not attempt to break the clutch loose as failure of the clutch can occur. Do not fly with the affected engine shut down.

2. After landing, execute Normal Shutdown procedures.

Sprag clutch slippage. When collective is increased and slippage occurs, the pilot will experience indications as follows:

1. Torque indication of approximately zero on the affected engine. 2. Ng and T5 on the affected engine lower than normal and not responsive to collective movement. 3. Ng, T5, and torque on the unaffected engine higher than normal since that engine is carrying the entire load.

2. MNL TRIM RST/NORM/TEST switch (affected engine) — Reset. 3. Engine Beep Trim switch (affected engine) – Beep To Maximum.
 * 1. Failure of One Engine In Flight procedure - Execute.

Attempt to reengage sprag clutch: 4. Bring the affected engine ECL out of fly. 5. Observe Nf below Nr. 6. Bring ECL back to fly. Repeat steps 4 through 6 as necessary. 7. If reengagement does not occur – Land as soon as possible.

WARNING Sprag clutch slippage of the drive system can lead to catastrophic failure of the aft transmission.

Note If sprag clutch reengages, torque on affected engine should increase, torque on unaffected engine should decrease and Nf for both engines should match. If reengagement does not occur, torque on affected engine will not increase and Nf will increase to approximately 109 (above Nf on unaffected engine).

8. If reengagement occurs – Land as soon as practicable.

After landing: 9.	ECL (affected engine) – Stop.

CAUTION Ensure that the affected engine is secure while Nf is maintained at 100 percent. Failure to do so can result in sudden reengagement of the sprag clutch causing severe damage to the drive system.

Note A rapid acceleration of the ECLs between FLY and START after they have been in FLY may cause the ECCS to enter the Manual Mode via the fail freeze circuitry.

In normal or manual trim mode, the pilot is able to increase or decrease Nf of each engine independently using the beep trim switches. If the malfunctioning engine is manually beeped separately from the good engine, Nf of the malfunctioning engine may not be set high enough in order for the sprag clutch to reengage and match the Nf of the good engine when the ECL is returned to the fly position, thus creating a false sprag clutch slippage indication. It may be necessary for the pilot to beep the good engine to a lower power setting, or beep the malfunctioning engine to a higher power setting in order to allow the malfunctioning engine to reengage the sprag clutch.

10. Normal Shutdown – Execute.

Starter hang-up.
A cold hangup is indicated when Ng cannot reach idle speed. Observe T5, and check NATOPS for max allowable T5 at idle. If abnormal indications occur, investigate the engine start bleed valve.

Straight-in power recovery autorotation.
=T=

Takeoff – One Engine Inoperative.
When the situation warrants, a single-engine takeoff can be accomplished using the same basic procedures used to perform a normal dual-engine takeoff. If the surface permits, a running takeoff may be used to reduce power requirements under marginal takeoff conditions. Refer to Chapter 17 to determine single-engine capability for existing conditions. If the performance charts indicate that a single-engine takeoff is feasible and if the situation dictates, perform the single-engine takeoff as follows:

1. MNL TRIM Arm Switch — Arm 2. Operating engine beep Trim Switch — Maximum

CAUTION Do not actuate the beep trim switches when in Manual Mode for more than 10 seconds. Damage to the ECA may result.

3. Collective pitch lever — Increase. Do not exceed single engine torque limit. This will produce topping power from the operating engine and provide the single engine performance described in the performance charts. 4. Cyclic stick — As Required. 5. Collective pitch — Adjust To Maintain a Minimum of 94-Percent Rotor Rpm. 6. Flight controls — Position To Establish a 15° Right Yaw as Indicated on the Turn-and-Slip Indicator (one-third to one- half of ball to the left of center; turn pointer centered).

Transformer rectifier failure.
No specific indications, other than a loss of the DC busses while on APU power. You'll still have the AC busses and battery bus. No specific procedures, except to shut down and notify maintenance.

Transmission malfunctions.
Gauge malfunctions. Imminent failure. See Imminent Transmission Failure.

Turns.
=U=

Uncommanded Altitude Hold Engagement.
If uncommanded collective movement or a green ALT HOLD advisory light is experienced, perform the following:


 * 1. Collective – Restrict Upward Movement (press down and depress CP brake trigger).
 * 2. Altitude hold switch – Ensure OFF.

If uncommanded collective movement continues:


 * 3. No. 1 AFCS AC and DC circuit breakers – Pull.

Note The forward LCTA will not program automatically once the No. 1 AFCS circuit breakers have been pulled. The location of the No. 1 AFCS AC and DC circuit breakers precludes their being pulled by the pilot in the left seat. If the pilot in the right seat is at the controls when an uncommanded altitude hold engagement occurs, control of the aircraft should be passed to the pilot in the left seat to facilitate pulling the No. 1 AFCS AC and DC circuit breakers.

Pulling the No. 1 AFCS DC circuit breaker will disable the MAG brake mechanisms on all three flight controls. The flight controls will remain trimmed in the last position set prior to the circuit breaker being pulled. The trimmed position may produce an unfamiliar control position from normal

If engagement is experienced in flight:


 * 4. AFCS – Position to No. 2 AFCS.
 * 5. Comply with single AFCS procedures.

Uncommanded Control Inputs.
Note In the event of uncommanded control inputs without a corresponding AFCS Caution light, it is possible that there is a hardover condition in an ELA. If this is the case, selecting the AFCS to OFF or attempting to isolate the malfunctioning AFCS may result in selection of the AFCS associated with the malfunctioning ELA. This may aggravate the hardover condition.
 * 1. Achieve balanced/level flight.  Simultaneously depress CDRB and collective pitch brake trigger.
 * 2. Airspeed – 80 KIAS or Less.
 * 3. AFCS – OFF.

6. AFCS selector switch – No. 1 to No. 2 to Isolate Malfunctioning System. 7. Select operable AFCS. 8. Land as soon as practicable.
 * 4. Altitude hold – OFF.
 * 5. Heading hold – OFF.

Utility hot light.
See Utility hydraulic system overheating.

Utility hydraulic system overheating.
The UTIL HYD HOT caution light will come on when utility hydraulic oil temp reaches 149°, indicating that a pump is about to fail.

4. Land as soon as practicable. 5. APU (if operating) – OFF.
 * 1. FWD UTIL HYD switch – Isolate.
 * 2. UT HYD OIL COOLER circuit breaker – Check In.
 * 3. EAPS – OFF.

Utility Hydraulic System.
The Utility Hydraulic System consists of a base system and 8 sub-systems.

The Utility Hydraulic base system is divided into 3 parts: Fluid Supply, Pressure and Return. Fluid Supply starts with the reservoir, located in the vertical drive shaft compartment. It has 3 chambers: low pressure (return), high pressure, and venting. The venting is controlled by a Rewrvoir Pressure Line release valve, Utility hydraulic system/subsystem failure.
 * 1. FWD UTIL HYD switch – Isolate.
 * 2. EAPS – OFF.
 * 3. Land as soon as practicable.

WARNING Any utility hydraulic system (or subsystem) failure can eventually affect the entire utility hydraulic system. A fluid leak and/or contamination can result in a dry utility hydraulic system pump. Overheating and fire are possible.

The Utility Hydraulic System provides power for the following subsystems: Ramp and Hatch APU and Maine Engine Start Cargo Winch Rotor Brake No. 2 Flight Control Boost Power Transfer Unit Rotor Positioning Motor Rescue Hoist

Theory of Operation The APU motor/pump and utility hydraulic pump can be used to pressurize the utility hydraulic subsystems for operation. Once the APU reaches approximately 90%, the start module is discontinued and the motor becomes a pump. Once the pump portion of the APU motor/pump is operational, the fluid branches in various directions, flowing through a port in the APU start module to supply the proper pressure to operate the ramp and cargo door. Fluid is also routed through a pressure filter before going to the PTU motor, engine starters and EAPS. Filtered fluid flows through a pressure reducer exiting at 3000 PSI. It flows to the RoPoMo (rotor positioning motor) and fluid cooler motor, then moves through the forward isolation valve to the rotor brake, internal cargo winch and external rescue hoist.

Fluid Supply Reservoir has a high, low and vent chamber with a separate air collection tank. The air collection tank is 45 cubic inches and has a capacity of 1 quart. The air collection tank allows air in the system to be bleed off without depressurizing the system. The lack of air in the system allows for uniform pressurization of the fluid. The reservoir also has a pressure line relief valve that opens above 3700 PSI. This will vent fluid into the return line.

Subsystems

APU Subsystem Components: 200 cubic inch accumulator, APU start module, APU motor/pump, motor/pump case drain replacement indicator, PTU, PTU control valve. The 200 cubic inch accumulator should have a minimum preflight nitrogen precharge of 1400-1630 PSI, but will usually be charged to 3000 PSI from system operation. The 5 cubic inch accumulator should have a minimum preflight nitrogen precharge of 1400-1600 PSI but will also usually be charged to 3000 PSI. The 5 cubic inch accumulator provides signal pressure for the APU start sequence, which allows the 200in3 to drive the APU motor for APU start. Once the APU reaches approximately 90% the motor switches to pump mode and is driven by the APU.

Ramp and Hatch Subsystem The ramp and hatch an be controlled from the center console of the cockpit or from the aft control station below the number 2 engine access panel on the right bulkhead. It can be operated in normal mode or high mode. Normal uses 500 PSI and move the ramp from full up to full down in 10 seconds. In high, 3000 PSI is used and move the ramp from full up to  full down in 3-4 seconds. The high mode can only be used from the aft control station.

PTU Subsystem Is the alternate source of power for the No. 2 flight control hydraulic boost system. Requires power from the battery bus and the utility hydraulic system pressure to operate. When the PTU switch is on, the control valve is electrically opened and utility hydraulic system pressure goes through the flow limiter into the control valve and out to the PTU motor. PTU hydraulic motor requires 3300-3550 PSI. The PTU hydraulic pump supplies 1500 PSI to the No.2 Flight control hydraulic boost system. There is no fluid transfer between the utility hydraulic system and the No.2 control boost.

Engine Start Subsystem Starter is a variable displacement hydraulic motor with a variable flow control valve that controls the starter’s operating mode. When CRANK is selected, the solenoid valve in the engine start valve manifold opens for that engine. Pressurized (3500 PSI) fluid flows to the starter to crank the engine. At 46% Ng the hydraulic start valve is electrically closed and the starter is deactivated.

EAPS Subsystem EAPS motors have two speeds: half speed for main engine start cycle and full speed depending on switch position and/or airspeed. EAPS Switch in OFF=blowers only work during the start cycle AUTO=blowers work in start cycle and up to 75-88 knots (auto off) and again when decelerating through 55-65 knots (auto on). AIRSPEED OVERRIDE=blowers work during the start cycle and at all airspeeds.

Rotor Positioning Motor Subsystem The RoPoMo is a constant displacement hydraulic unit capable ot rotating in either direction. It has a positive type clutch that is hydraulically actuated and spring released. The valve and lock assembly controls the rotation of the rotor head prior to blade fold and locks it in place after it has been positioned by the RoPoMo. The rotor position and lock control valve (5-way valve) controls the flow of hydraulic fluid to the valve and lock assembly.

Cargo Winch and Rescue Hoist Subsystems The cargo winch is a two-speed, bidirectional motor with 150-200 feet of steel cable. The crew chief can control the cargo winch with the control panel or with the control grip and cable assembly. The rescue hoist has 245 feet of steel cable and can lift a maximum of 600lbs. The hoist is controled by the rescue hoist and boom module.

Rotor Brake Subsystem The rotor brake provides stopping power during shutdown and prevents the rotors from turning with the ECLs not in fly. When the switch is in Rotor Brake, the solenoids retract the locking pins and the microswitches in the solenoids energize the "rotor brake on" light. The brake linings are hydraulically actuated into the on or off position. The pressure reducer decreases the Utility hydraulic system pressure down to 1215 PSI, the flow restrictor then controls the pressure flow through the control valve which regulates the pressure to the brake lining. The debooster valve decreases the rotor brake release time. A fully charged 25 cubic inch accumulator will provide three full rotor stops.

The preceding information was taken from the CPT slides.

=V=

Voice communication.
=W=

Wind correction for DR navigation.
=Z=

Zoom climb.
=Systems=

Engines
Engine Fuel Control Overspeed Protection ECCS EAPS Oil AIMS

Fuel Supply
Single Point Pressure Refueling Extended Range Fuel

Hydraulic
Flight Control Hydraulic Boost Utility Hydraulic Rotor Brake Cargo Winch Rescue Hoist EAPS APU and Main Engine Starting Ramp and Hatch Rotor Positioning Motor #2 Flight Control Boost PTU Flight Control AFCS

Landing Gear Brakes

Pitot Static

Helicopter Emergency Egress Lighting System

Engine Fire Detection

Engine Fire Extinguisher

Helicopter Emergency Flotation System

Heating

Ventilation

Anti-Icing

CNCS

AHRS

Exterior Lighting

Electrical Power Supply AC DC