Uh60 Malfunction

United States Army Aviation Warfighting Center
Fort Rucker, Alabama

FEBRUARY 2008
UH-60A
STUDENT HANDOUT
UH-60A MALFUNCTION ANALYSIS

4750-12
PROPONENT FOR THIS STUDENT HANDOUT IS:
110TH AVIATION BRIGADE

ATTN: ATZQ-ATB-AD-C
Fort Rucker, Alabama 36362-5000
FD5: This product/publication has been reviewed by the product developers in coordination with the
USAAWC, Foreign Disclosure Officer, Fort Rucker, AL foreign disclosure authority. This product is
releasable to students from all requesting foreign countries without restrictions.
D-3
Terminal Learning Objective:
Action: Analyze malfunctions of the UH-60 helicopter systems.
Condition: Without reference, given the aircraft systems examination and an answer sheet.
Standard: Analyzed In accordance with (IAW )TM 1-1520-237-10, TM 1-1520-237-10CL, Aircrew

Training Manual, and student handout.
Safety Requirements: Use care when operating training aids and/or devices.
Risk Assessment Level: Low
Environmental Considerations: It is the responsibility of all soldiers and DA civilians to protect the
environment from damage.
Evaluation: You must answer 20 out of 14 questions correctly on in this scorable unit on the systems
examination to receive a "GO". You will have one hour to complete the system examination
Learnings Step/Activity 1. Identify the malfunctions/emergency procedures of the T700 engine.
a. Immediate Action Emergency Steps
NOTE: The urgency of certain emergencies requires immediate and instinctive action by the pilot. The
most important single consideration is helicopter control. All procedures are subordinate to this
requirement. The MASTER CAUTION should be reset after each malfunction to allow systems to
respond to subsequent malfunctions. If time permits during a critical emergency, transmit MAYDAY call,
set transponder to emergency, jettison external stores if required, turn off boost pumps, and lock shoulder
harnesses.
(1) When performing malfunction analysis and emergency procedures, special care must be taken
when performing these steps.
(2) Those steps that shall be performed immediately in an emergency situation are underlined.
(3) These steps must be performed without reference to the checklist.
(4) Non-underlined steps should be accomplished with the use of the checklist.
b. Malfunction Analysis
WARNING: Do not respond to ENG OUT warnings and audio until checking TGT TEMP, Ng Speed, and
% RPM 1 and 2.
(a) Evaluate the cockpit indications to identify the appropriate Emergency Procedures to apply.
This is an engine alternator system malfunction.
(b) The system indications do not identify an Emergency Procedure to apply and no immediate
action is required by the pilot in this example.
The initial indications are the ENG OUT audio warning and the #2 ENG OUT warning appears.
`© The engine out warning will appear and audio will be heard when the Ng signal is below 55%
and will disappear when the Ng signal is above 55%.
The audio can be reset by pressing the MASTER CAUTION PRESS TO RESET segment on the
MASTER WARNING PANEL.
c Malfunction Analysis
D-4
(1) Evaluate the cockpit indications to identify the appropriate Emergency Procedures to apply.
(2) EMERGENCY PROCEDURE: Increasing % RPM R.
(3)You are experiencing an INCREASING % RPM R situation. Corrective pilot action from memory is
necessary. % RPM R increasing will result from an engine control system failing to the high side. %
RPM 1 and 2 (Np) will increase with the rotor % RPM R. Increasing the collective will probably increase
the malfunctioning engine's TGT TEMP above 900°C.
(3) ① ENG POWER CONT lever - Retard high % TRQ/TGT TEMP engine, maintain % TRQ
approximately 10% below other engine.
(4) 2. LAND AS SOON AS PRACTICABLE.
(5) If the affected engine does not respond to ENG POWER CONT lever movement in the range
between FLY and IDLE, the HMU may be malfunctioning internally.
If this occurs:
(6) 3. Establish single engine airspeed.
(7) Perform EMER ENG SHUTDOWN (affected engine).
(8) Refer to single-engine failure emergency procedure.
NOTE: The Electronic Control Unit (ECU) provides Np governing. When electrical power to the ECU from
the alternator is lost, Np governing, TGT limiting, Load Sharing/Torque Matching, and the Np and Torque
signals to the cockpit are lost. The result is the affected engine will increase to full power being limited
only by Np over speed protection at 106 ± 1% Np.
d. Malfunction Analysis
WARNING: Do not respond to ENG OUT warning and audio until checking TGT TEMP, Ng Speed, and
% RPM 1 and 2.
(2) EMERGENCY PROCEDURE: Single-Engine Failure.
(3) You are experiencing a SINGEL-ENGINE FAILURE situation. Corrective pilot action is
necessary.
(4) After checking all related instrument indications, the following has been determined. Instrument
indications show a loss of Ng, Np, oil pressure, and torque for the affected engine. The TGT on the
affected engine is decreasing as well. Based on this information, it can be determined that the No.2
engine has failed and the RPM R has decreased below 95%. Also, the pilot can see that the ECU on the
#.1 engine is providing TGT limiting (TGT at 850º C and a decrease in RPM R). Power demand
(collective) must be reduced to return RPM R to acceptable limits.
(5) 1. Collective - adjust to maintain % RPM R.
(6) ② External cargo/stores jettison (if required).
(7) If continued flight is not possible:
(8) 3. AS POSSIBLE LAND AS SOON.
D-5
(9) If continued flight is possible.
(10) 4. Establish single-engine airspeed.
e. Malfunction Analysis
WARNING: Do not respond to ENG OUT warning and audio until checking TGT TEMP, Ng Speed, and
% RPM 1 and 2.
(2) The pilot's first priority is to evaluate the % RPM R. Initial corrective actions will be determined by
its' value. In this situation % RPM R is greater than 100%. Although the #2 ENG OUT warning and audio
have triggered the remaining indications do not support an engine out scenario.
(3) EMERGENCY PROCEDURE: Increasing % RPM R.
(4) You are experiencing an INCREASING % RPM R situation. Additionally, there is a total engine
alternator failure accompanied with an ECU high side failure. Corrective pilot action from memory is
necessary.
(5) In the absence of a torque signal from the affected engine, the pilot must reference the TGT
indication of the affected engine and retard the ENG PWR CTL lever to reduce the TGT value slightly
below the good engine.
(6) ① ENG POWER CONT lever - Retard high % TRQ/TGT TEMP engine, maintain % TRQ
approximately 10% below other engine.
f. Malfunction Analysis
(2) EMERGENCY PROCEDURE: Engine High-Speed Shaft Failure.
(3) You are experiencing a ENGINE HIGH-SPEED SHAFT FAILURE Caution Appears situation.
Corrective pilot action is necessary.
(4) 1. Collective - Adjust.
(5) 2. Establish single engine airspeed.
(6)③ EMER ENG SHUTDOWN (affected engine). Do not attempt to restart.
(7) Refer to single-engine failure emergency procedure.
f. Malfunction Analysis
(!) Evaluate the cockpit indications to identify the appropriate Emergency Procedures to apply.
D-6
(2) The safety of helicopter occupants is the primary consideration when a fire occurs; therefore, it is
imperative that every effort be made to extinguish the fire. On the ground, it is essential that the engine
be shut down, crew and passengers evacuated, and fire fighting begun immediately. If time permits, a
"Mayday" radio call should be made before the electrical power is OFF to expedite assistance from
firefighting equipment and personnel If the helicopter is airborne when a fire occurs, the most important
single action that can be taken by the pilot is to land. Consideration must be given to jettisoning external
stores and turning FUEL BOOST PUMPS and XFER PUMPS off prior to landing.
(3) EMERGENCY PROCEDURE: Engine/Fuselage Fire on the Ground.
(4) You are experiencing a Engine/Fuselage Fire on the Ground . Corrective pilot action is
necessary.
WARNING: If AC electrical power is available, only the reserve fire bottle can be discharged and the fire
extinguishing capability for the No 2 engine will be lost.
(5) ① ENG POWER CONT levers - OFF.
(6) ② ENG EMER OFF handle - Pull if applicable.
(7) ③ FIRE EXTGH switch - MAIN/RESERVE as required.
g. Malfunction Analysis
EMERGENCY PROCEDURE: Engine/Fuselage Fire In Flight.
(2)You are experiencing an Engine/Fuselage Fire In Flight. Corrective pilot action from memory is
necessary.
WARNING: Attempt to visually confirm fire before engine shutdown or discharging extinguishing agent.
(3) ① ENG POWER CONT lever (engine) - OFF affected.
(4) ② ENG EMER OFF handle - Pull.
(5) ③ FIRE EXTGH switch - MAIN/RESERVE as required.
(5) 4. LAND AS SOON AS POSSIBLE.
h. Malfunction Analysis
(2) EMERGENCY PROCEDURE: APU Compartment Fire.
(3) You are experiencing an APU Compartment Fire. Corrective pilot action is necessary.
(4) ① APU fire T-handle - Pull.
(5) ② FIRE EXTGH switch - MAIN/RESERVE as required.
D-7
(6) If no other AC power source exists, the RESERVE fire extinguisher will need to be used since
only the battery will be available.
Leanings Step/Activity 2: Identify the operational characteristics of the advisory panel light system.
a. Advisory Panel Lights
(1) The Caution/Advisory panel is located on the left center of the instrument panel.
(2) The advisory section (lower one-third) of the panel shows certain non critical conditions which
appear in green.
(3) Each advisory has its own operating circuit and will appear as long as the condition that caused it
to appear exists.
(a) ENGINE ANTI-ICE ON
#1 or #2 ENG ANTI-ICE ON: The engine anti-ice advisories will continue to appear until Ng reaches 88 -
92% Ng.
1. These advisories may come on and go off in flight due to power demands on the engines.
These are normal indications.
2. There are instances when these advisories appear and are considered not normal.
If there is a loss of electrical power to the engine anti-ice valve, the valve will open and the advisory will
not appear.
3. This is a built-in fail safe to the engine anti-ice system. When there is a loss of DC
primary bus power, the valves will open, but the advisories will not appear due to a loss of electrical
power.
4. Also, if there is an engine failure, the valve will open and the advisories will appear.
(b) APU ON
APU ON: The APU ON advisory indicates the APU is running at operational speed (90% +
1.5 seconds) and is operating.
© APU ACCUM LOW
APU ACCUM LOW: The APU ACCUM LOW advisory l indicates the APU accumulator
pressure is below the minimum required to start the APU (2800 psi).
(d) APU GEN ON
1. APU GEN ON: The APU GEN ON advisory indicates the APU generator is supplying AC
power to the helicopter's electrical system.
2. This advisory will not appear when the No.1 and No.2 generators are providing power to
the aircraft.
(e) SEARCH LT ON
SEARCH LT ON: The SEARCH LT ON advisory indicates that power is being applied to the
searchlight.
(f) CARGO HOOK OPEN
CARGO HOOK OPEN: The CARGO HOOK OPEN advisory indicates the cargo hook is
open, or unsafe for sling load use (i.e. the hook beam is not latched).
D-8
(g) PARKING BRAKE ON
1. PARKING BRAKE ON: The PARKING BRAKE ON advisory indicates the parking brake
handle is in the out (up) position.
2. This does not mean the parking brake is set.
(h) ENGINE INLET ANTI-ICE ON
#1 or #2 ENG INLET ANTI-ICE ON: The engine inlet anti-ice advisory indicate that the
engine anti-ice is on, and the inlet air temperature is 93º C or above.
(i) BACK-UP PUMP ON
BACK-UP PUMP ON: The BACK-UP PUMP ON advisory indicates the backup hydraulic
pump is on and the output pressure is within acceptable limits.
(j) #2 TAIL RTR SERVO ON
1. #2 TAIL RTR SERVO ON: The #2 TAIL RTR SERVO ON advisory indicates the No. 2 tail
rotor servo is pressurized by the backup pump and is providing tail rotor servo operation for tail rotor
control.
2. The No. 1 servo is off and is not being operated.
(k) PRIME BOOST PUMP ON
PRIME BOOST PUMP ON: The PRIME BOOST PUMP ON advisory indicates the prime
boost pump has power being applied to the system.
(l) LDG LT ON
LDG LT ON: The LDG LT ON advisory indicates power is being applied to the landing light.
(m) HOOKED ARMED
HOOK ARMED: The HOOK ARMED advisory indicates the cargo hook NORMAL release
system is armed.
(n) EXT PWR CONNECTED
1. EXT PWR CONNECTED: The EXT PWR CONNECTED advisory indicates the external
power cord is connected to the helicopter.
2. Two small pins in the system are shorted across, making the advisory appear.
Leanings Step/Activity 3: Identify the malfunctions/emergency procedures of the T700 engine and
related systems.
a. Fuel Low
(1) The #1 or #2 FUEL LOW cautions will flash when the fuel level in each fuel cell reaches
approximately 172 pounds of fuel.
(2) Malfunction Analysis
D-9
EMERGENCY PROCEDURE: #1 FUEL LOW and #2 FUEL LOW Cautions Appear.
(b) You are experiencing a #1 FUEL LOW and #2 FUEL LOW Cautions Appear situation.
© 1. LAND AS SOON AS PRACTICABLE.
b. Engine Oil Press
(1) #1 or #2 ENGINE OIL PRESS caution will appear when indicated oil pressure drops below 20 psi.
EMERGENCY PROCEDURE: ENGINE OIL FILTER BYPASS CAUTION APPEARS, ENGINE CHIP
CAUTION APPEARS, ENG OIL PRESS HIGH/LOW, ENGINE OIL TEMP HIGH, ENGINE OIL TEMP
CAUTION APPEARS, ENGINE OIL PRESS CAUTION APPEARS.
(b) You are experiencing an ENG OIL PRESS HIGH/LOW Caution Appears situation. Corrective
pilot action is necessary.
© The #1 ENGINE OIL PRESS caution appearing indicates a loss of oil or pressure is below 20
psi or failure of the oil pump.
(d) ① ENG POWER CONT lever - Retard to reduce torque on affected engine.
If oil pressure is below minimum limits or if oil temperature remains above maximum limits:
(f) ② EMER ENG SHUTDOWN (affected engine).
(g) ③ Refer to single-engine failure emergency procedure.
c. Engine Chip
(1) If chips are detected in the engine lubrication system, a signal is sent to activate a CHIP #1 or #2
ENGINE caution.
+
(b) You are experiencing an ENGINE CHIP and ENG OIL TEMP HIGH Cautions Appear
situation. Corrective pilot action is necessary.
© When either the CHIP #1 ENGINE or CHIP #2 ENGINE caution appears, check the affected
engine oil temperature to verify it is still within limits. The chip indicates that the chip detector in the
scavenge oil system has metal chips or a partial build up. The engine chip detectors do not incorporate a
fuzz burn capability.
D-10
(e) ② EMER ENG SHUTDOWN (affected engine).
(f) ③ Refer to single-engine failure emergency procedure.
d. Engine Starter
(1) +When the start button is pressed, air from the selected source is directed through the start
control valve to the engine start motor. The #1 or #2 ENGINE STARTER caution will appear at this time
and remains until the starter drops out. When drop out speed is reached (52% to 65% Ng speed), the
starter caution disappears and engine ignition turns off.
(a) Evaluate the cockpit indications to identify the appropriate Emergency Procedures to
apply.
(b) You are experiencing a #1 or #2 ENGINE STARTER Caution. If the caution continues to
appear after 65% Ng speed is reached, corrective pilot action is necessary.
©If any of the following conditions are not met during engine start, complete an EMER ENG
SHUTDOWN IAW the operator's manual.
1. No TGT TEMP increase within 45 seconds.
2. No ENG OIL PRESS within 45 seconds.
3. No % RPM 1 or 2 or % RPM R within 45 seconds.
4. Engine starter caution disappears before reaching 52% Ng speed.
5. TGT TEMP reaches 850 ºC before idle is attained (63% Ng speed).
(d) ① ENG POWER CONT lever - Pull out.
If caution remains:
(e) ②APU – Control Switch OFF or engine air source remove as required.
e. Fuel Press
(1) The #1 and the #2 FUEL PRESS cautions will appear when fuel pressure drops below 9 psi. At
idle speed and above, this could indicate a leak or failed engine driven boost pump.
EMERGENCY PROCEDURE: #1 or #2 FUEL PRESS Caution Appears.
(b) You are experiencing a #1 or #2 FUEL PRESS Caution Appears situation. Corrective pilot
action is necessary.
D-11
© Indications in this situation, the #2 FUEL PRESS and the Master Warning panel cautions are
appearing. The No. 2 engine fuel pressure is below 8.5 ± 0.5 psi. This could be caused by the following:
Engine driven boost pump has failed.
(d) Engine driven boost pump has aerated fuel to a hole or leak in the main supply line.
(e) If the caution appears, flameout is possible. Do not make rapid collective movements. This
emergency procedure has been written to include corrective action for critical situations. Critical
situations are those where the loss of an engine represents a greater hazard than the possibility of
pressurizing a fuel leak.
(f) If the caution appears and the situation is critical:
(h) ① FUEL BOOST PUMP CONTROL switches - NO.1 PUMP and NO.2 PUMP - ON.
(i) 2. LAND AS SOON AS PRACTICABLE.
(j) This portion of the emergency procedure has been written to provide the best method of
isolating the cause of the failure and prescribing the proper corrective action when the situation is not
critical. This portion of the emergency procedure assumes the FUEL BOOST PUMP CONTROL switches
are OFF when the malfunction occurs.
If the situation is not critical:
(k) ① ENG FUEL SYS selector on affected engine - XFD.
If caution still appears:
(l) ② FUEL BOOST PUMP CONTROL switches - NO. 1 PUMP and NO. 2 PUMP - ON.
If the caution still appears:
(m) ③ FUEL BOOST PUMP CONTROL switches - NO. 1 PUMP and NO. 2 PUMP - OFF.
(n) 4. LAND AS SOON AS PRACTICABLE.
EMERGENCY PROCEDURE: #1 and #2 FUEL PRESS Caution Appears.
(b) LAND AS SOON AS POSSIBLE
f. Engine Oil Temp
(1) The appearance of the #1 ENGINE OIL TEMP or #2 ENGINE OIL TEMP cautions indicates the
affected engine oil temperature has exceeded 150 ºC.
D-12
WARNING: Prior to movement of either power-control lever, it is imperative that the malfunctioning
engine and the corresponding power-control lever be identified. If the decision is made to shut down an
engine, take at least five full seconds while retarding the ENG POWER CONT lever from FLY to IDLE,
monitoring % TRQ, Ng SPEED, TGT TEMP, % RPM, and ENG OUT warning appearances.
(b) You are experiencing an ENGINE OIL TEMP HIGH, ENGINE OIL TEMP Caution Appears
situation. Corrective pilot action is necessary.
© Appearance of the #1 ENGINE OIL TEMP caution indicates the engine oil temperature is
higher than 150º C. Pilots may have noticed the engine oil temperature pass 135º C if the problem was
slow in developing.
g. Fuel Filter Bypass
I (1) The engine fuel filter becomes clogged, the filter is bypassed and the indicator button will pop,
and the #1 or #2 FUEL FLTR BYPASS caution will appear.
EMERGENCY PROCEDURE: #1 or #2 FUEL FILTER BYPASS Caution Appears.
(b) You are experiencing an #1 or #2 FUEL FLTR BYPASS Caution Appears situation.
© When either the No. 1 or No. 2 fuel filter has excessive pressure differential across the filter,
the #1 or #2 FUEL FLTR BYPASS caution will appear.
(d) ① ENG FUEL SYS selector on affected engine - XFD.
(e) 2. LAND AS SOON AS PRACTICABLE.
EMERGENCY PROCEDURE: #1 and #2 FUEL FILTER BYPASS Cautions Appear.
(b) You are experiencing an #1 and #2 FUEL FLTR BYPASS Caution Appears situation.
D-13
© If both #1 and #2 FUEL FLTR BYPASS caution appears both the No. 1 and No. 2 fuel filters
have excessive pressure differential across filters.
(d) LAND AS SOON AS POSSIBLE.
h. Oil Filter Bypass
(1) Appearance of the #1 or #2 OIL FILTR BYPASS cautions represent a pressure differential of 60
to 80 psi across the filter.
(b) You are experiencing an ENGINE OIL FILTER BYPASS CAUTION APPEARS, ENGINE
CHIP CAUTION APPEARS, ENG OIL PRESS HIGH/LOW, ENGINE OIL TEMP HIGH, ENGINE OIL
TEMP CAUTION APPEARS, ENGINE OIL PRESS CAUTION APPEARS situation. Corrective pilot action
is necessary.
© Appearance of the #1 OIL FLTR BYPASS or #2 OIL FLTR BYPASS caution occurs when the
No.1 or No.2 engine oil pressure differential is between 60-80 psi. There may be contaminated oil in the
engine oil system, monitor for other engine indications.
Leanings Step/Activity #4: Identify the malfunction/emergency procedure of the #1 hydraulic system.
a. # 1 Hydraulic System
(1) The pump module supplies a hydraulic pressure of 3000 to 3100 ±50 to the No. 1 transfer
module which routes the pressure through the No. 1 transfer module manifold to the first stage primary
servos, and first stage tail rotor servo.
D-14
D-15
EMERGENCY PROCEDURE: #1 OR #2 PRI SERVO PRESS Caution Appears.
(a) You are experiencing a #1 or #2 PRI SERVO PRESS Caution Appears situation. Corrective
(b) Appearance of the #1 or #2 PRI SERVO PRESS caution can be caused by a jammed pilot
valve in the primary servo or inadvertently placing the SVO OFF switch on either collective control head in
1ST STG or 2ND STG position.
© 1. SVO OFF switches - Check both are centered.
(d) 2. If the caution appears with the SVO OFF switch centered, move the SVO OFF switch to
turn off the malfunctioning servo.
(e) 3. LAND AS SOON AS POSSIBLE.
EMERGENCY PROCEDURE: #1 HYD PUMP Caution Appears.
(a)You are experiencing a #1 HYD PUMP Caution Appears situation. Corrective pilot action is
necessary.
(b) When the #1 HYD PUMP caution appears, the back-up pump is turned on by the logic
module (BACK-UP PUMP ON advisory ON). The back-up pump pressure repositions the Transfer valve
in the No. 1 transfer module, pressurizing the No. 1 hydraulic system. When the No. 1 hydraulic system
pressure dropped, the #1 TAIL RTR SERVO caution also appeared, even though there is nothing wrong
with the 1st stage tail rotor servo. The logic module, sensing a pressure drop at the tail rotor servo, shuts
off the 1st stage at the No. 1 transfer module and opens at the 2nd stage shutoff valve (#2 TAIL RTR
SERVO ON advisory ON).
© Since there is not a leak in the #1 system, the TAIL SERVO switch is cycled to reclaim the #1
tail servo to preserve some redundancy in the event of a later malfunction within that system.
(d) ① TAIL SERVO switch - BACKUP; then NORMAL.
The BACK-UP PUMP ON advisory will remain on, because the Back-Up pump is supplying the pressure
to the 1st stage primary servos and the 1st stage tail rotor servo.
EMERGENCY PROCEDURE: #1 HYD PUMP or #2 HYD PUMP Caution Appears and BACK-UP PUMP
ON Advisory Does Not Appear.
(a)You are experiencing a #1 or #2 HYD PUMP Caution Appears and BACK-UP PUMP ON
Advisory Does Not Appear situation. Corrective pilot action is necessary.
D-16
(b) The back-up pump failed to come on (BACK-UP PUMP ON) when the #1 HYD PUMP caution
appeared.
© 1. Airspeed - Adjust to a comfortable airspeed.
(d) ② BACKUP HYD PUMP switch - ON.
NOTE: Backup pump came on
(f) You are experiencing a #1 HYD PUMP Caution Appears situation. Corrective pilot action is
necessary.
(g) ① TAIL SERVO switch - BACKUP; then NORMAL.
(h) LAND AS SOON AS PRACTICABLE.
EMERGENCY PROCEDURE: #1 HYD PUMP or #2 HYD PUMP Caution Appears and BACK-UP PUMP
ON Advisory Does Not Appear.
(a) You are experiencing a #1 or #2 HYD PUMP Caution Appears and BACK-UP PUMP ON
Advisory Does Not Appear situation. Corrective pilot action is necessary.
(b) The back-up pump failed to come on (BACK-UP PUMP ON) with the appearance of the #1
HYD PUMP caution.
© 1. Airspeed - Adjust to a comfortable airspeed.
If BACK-UP PUMP ON advisory still does not appear:
(e) ③ FPS and BOOST switches - Off (for #2 HYD PUMP caution).
(f) 4. LAND AS SOON AS POSSIBLE.
NOTE: If the back-up hydraulic module does not come on, then both stages of the tail rotor servo will
remain unpressurized. Limited tail rotor control will be available through the yaw boost servo, which is still
pressurized by the No. 2 hydraulic system. Because of this, a roll-on above 40 KIAS will be required.
Leanings Step/Activity #5: Identify the malfunction/emergency procedures of the #2 hydraulic system
a. #2 Hydraulic System Diagram
(1)The No. 2 hydraulic pump normally supplies hydraulic pressure to the No. 2 hydraulic system,
through the No. 2 transfer module, No. 2 transfer module manifold, and pilot assist module, to the second
stage of the primary servos and pilot assist servos.
(2)The second stage cannot supply pressure to the tail rotor servo.
D-17
(3) The pitch/trim servo is supplied pressure at a reduced pressure of 1000 psi by means of a
pressure regulating valve.
EMERGENCY PROCEDURE: #2 PRI SERVO PRESS Caution Appears.
(a) You are experiencing a #1 or #2 PRI SERVO PRESS Caution Appears situation. Corrective
pilot action from memory is necessary.
(b) Appearance of the #1 or #2 PRI SERVO PRESS caution can be caused by a jammed pilot
valve in the primary servo or inadvertently placing the SVO OFF switch on either collective control head in
1ST STG or 2ND STG position.
(c) 1. SVO OFF switches - Check both are centered.
(d) 2. If the caution appears with the SVO OFF switch centered, move the SVO OFF switch to
turn off the malfunctioning servo.
(e) 3. LAND AS SOON AS POSSIBLE.
(a) You are experiencing a #2 HYD PUMP Caution Appears situation. Corrective pilot action is
necessary.
(b) When the #2 HYD PUMP caution appears, the logic module automatically turns on the back-
up pump (BACK-UP PUMP ON). The back-up pump pressure repositions the transfer valve in the No.2
transfer module, pressurizing the No.2 hydraulic system. During the transition from the No.2 pump to the
back-up pump pressurizing the No.2 system, the SAS/FPS computer will detect the pitch trims failure to
react properly to its commands, bringing on the TRIM FAIL and FLT PATH STAB caution lights and
disabling the affected axis of flight path stabilization. When the BACK-UP PUMP ON advisory light
comes on the BOOST SERVO OFF and SAS OFF cautions will go out.
(b) ① POWER ON RESET switches - Simultaneously press, then release.
(c) 2. LAND AS SOON AS PRACTICABLE.
EMERGENCY PROCEDURE: #1 or #2 HYD PUMP Caution Appears and BACK-UP PUMP ON Advisory
Does Not Appear.
Advisory Does Not Appear situation. Corrective pilot action from memory is necessary.
D-18
(b) When the #2 HYD PUMP caution appears, the logic module attempts to turn the back-up
pump on. If the back-up pump fails to come on automatically, it is necessary to turn the back-up pump on
manually by placing the switch in the ON position. Once ON, the back-up pump pressure repositions the
transfer valve in the No. 2 transfer module, pressurizing the No. 2 hydraulic system.
During the transition from the No. 2 pump to the back-up pump pressurizing the No. 2 system, the
SAS/FPS computer will detect the pitch trims failure to react properly to its commands, bringing on the
TRIM FAIL and FLT PATH STAB cautions and disabling the affected axis of flight path stabilization.
When the BACK-UP PUMP ON advisory comes on the BOOST SERVO OFF and SAS OFF caution will
go out.
(c) 1. Airspeed - Adjust to a comfortable airspeed.
NOTE: when the backup pump switch was placed to the on position the pump started up and the
BACKUP HYD PUMP advisory appeared..
(e) You are experiencing a #2 HYD PUMP Caution Appears. Corrective pilot action is
necessary.
(f) ① POWER ON RESET switches - Simultaneously press, then release.
(g) 2. LAND AS SOON AS PRACTICABLE.
EMERGENCY PROCEDURE: #1 or #2 HYD PUMP Caution Appears and BACK-UP PUMP ON Advisory
Does Not Appear.
Advisory Does Not Appear situation. Corrective pilot action from memory is necessary.
(b) When the #2 HYD PUMP caution appears, the logic module attempts to turn the back-up
pump on. If the back-up pump fails to come on automatically, it is necessary to turn the back-up pump on
manually by placing the switch in the ON position.
(b) Airspeed - Adjust to a comfortable airspeed.
(c) ② BACKUP HYD PUMP switch - ON.
(d) If the BACK-UP PUMP ON advisory still does not appear:
(e) ③FPS and BOOST switches - Off (for #2 HYD PUMP caution).
(f) LAND AS SOON AS POSSIBLE.
(11)Malfunction Analysis
EMERGENCY PROCEDURE: TAIL ROTOR QUADRANT Caution Appears With No Loss of Tail Rotor
Control.
D-19
(a) You are experiencing a TAIL ROTOR QUADRANT Caution Appears With No Loss of Tail
Rotor Control situation. Corrective pilot action is necessary.
(b) A micro switch on the tail rotor quadrant causes the TAIL ROTOR QUADRANT caution to
appear when one or both of the two tail rotor cables become severed or disconnected. If only one cable
is severed, spring tension allows the quadrant to operate in a normal manner and no change in handling
characteristics should occur.
(c) LAND AS SOON AS PRACTICABLE.
WARNING: If the helicopter is shut down and/or hydraulic power is removed with one tail rotor cable
failure, disconnection of the other tail rotor cable will occur when force from the boost servo cannot react
against control cable quadrant spring tension. The quadrant spring will displace the cable and boost
servo piston enough to unlatch the quadrant cable.
EMERGENCY PROCEDURE: TAIL ROTOR QUADRANT Caution Appears With Loss of Tail Rotor
Control.
(b) You are experiencing a TAIL ROTOR QUADRANT Caution Appears With Loss of Tail Rotor
Control situation. Corrective pilot action is necessary.
(c) If both cables are severed, the collective needs to be adjusted because trimmed flight is only
possible at two airspeeds, roughly 25 KIAS and 145 KIAS (depending on the gross weight of the aircraft).
This trimmed flight is made possible through the use of a centering spring that provides a fixed 10.5º of
pitch to the tail rotor in just such a situation.
(d) 1. Collective - Adjust.

At airspeeds below 25 KIAS and above 145 KIAS, the collective will need to be reduced to control yaw to
the right. At airspeeds between 25 KIAS and 145 KIAS, the collective will need to be increased to control
yaw to the left. A shallow approach to a roll-on landing is recommended. During the approach, a
combination of deceleration and collective adjustment should be used to obtain runway alignment prior to
touchdown.
Leanings Step/Activity #6: Identify the malfunction/emergency procedure of the hydraulic system.
a #1 Hydraulic System
(1) The pump module supplies a hydraulic pressure of 3000 to 3100 ±50 to the No. 1 transfer module
which routes the pressure through the No. 1 transfer module manifold to the first stage primary servos,
and first stage tail rotor servo.
(a(Evaluate the cockpit indications to identify the appropriate Emergency Procedures to apply.
(b) You are experiencing a #1 Tail Rotor Pilot Valve Jammed situation.
© This situation does not require any action by the pilots. The system is operating as designed.
D-20
EMERGENCY PROCEDURE: #1 TAIL RTR SERVO Caution Appears and BACK-UP PUMP ON
Advisory Does Not Appear or #2 TAIL RTR SERVO ON Advisory Does Not Appear.
(b) You are experiencing a #1 TAIL RTR SERVO Caution Appears and BACK-UP PUMP ON
Advisory does Not Appear or #2 TAIL RTR SERVO ON Advisory Does Not Appear situation. Corrective
pilot action is necessary
.
(b)The appearance of the #1 TAIL RTR SERVO caution indicates a pilot valve jam in the 1st
stage of the tail rotor servo, or the tail servo switch is in the back-up position. When the #1 TAIL RTR
SERVO caution appears, a signal is sent to the No. 1 logic module. Failure of the BACK-PUMP ON and
#2 TAIL RTR SERVO ON cautions to appear indicates the automatic switch over did not take place
.
© ① TAIL SERVO switch - BACKUP.
(d)② BACKUP HYD PUMP switch - ON.
(f) If the back-up hydraulic module does not come on after performing Step 2, then both stages of
the tail rotor servo will remain unpressurized. Limited tail rotor control will be available through the yaw
boost servo, which is still pressurized by the No. 2 hydraulic system. Because of this, a roll-on above 40
KIAS will be required.
EMERGENCY PROCEDURE: BOOST SERVO OFF Caution Appears.
(b) You are experiencing a BOOST SERVO OFF Caution Appears situation. Corrective pilot
© Appearance of the BOOST SERVO OFF caution, with no other cautions, indicates a pilot valve
is jammed in either the collective or yaw boost servo, or the boost servos are turned off. If the pilot valve
is jammed, the control forces in the affected axis will be similar to flight with boost off. The BOOST
should be turned off to preclude over controlling the aircraft if pressure to the pilot assist area is suddenly
restored.
(d) ① BOOST switch - Off.
EMERGENCY PROCEDURE: SAS OFF Caution Appears.
(b) You are experiencing a SAS OFF Caution Appears situation. Corrective pilot action is
necessary.
D-21
© Appearance of the SAS OFF caution indicates hydraulic pressure is below 2000 ±50 psi to the
SAS actuators, or both SAS 1 and SAS 2 are turned off.
(d) ① FPS switch - Off.
Leanings Step/Activity #7: Identify the malfunction/emergency procedures of the #1 hydraulic system
(leak).
a. #1 Hydraulic System
(1) The No. 1 hydraulic pump normally supplies hydraulic pressure to the No. 1 hydraulic system,
through the No. 1 transfer module, No. 1 transfer module manifold, and first stage tail rotor, and the first
stage of the primary servos.
(2) The first stage cannot supply pressure to the second tail rotor servo.
(b) There is no Emergency Procedure to apply. The system is operating as designed.
© Fluid capacity loss resulting in below 60% of full capacity of hydraulic fluid in the No.1
hydraulic system will activate the low level sensing switch on the No.1 pump module, turning on the
MASTER CAUTION and the #1 RSVR LOW cautions. It also sends a signal to the No.1 logic module in
the left relay panel. The logic module will attempt to isolate the leak, preventing further loss of hydraulic
fluid.
EMERGENCY PROCEDURE: #1 RSVR LOW and #1 HYD PUMP Cautions Appear With BACK-UP
PUMP ON Advisory Appearing.
(b) You are experiencing a #1 RSVR LOW and #1 HYD PUMP Cautions Appear With BACK-UP
PUMP ON Advisory Appearing situation. Corrective pilot action is necessary.
© As the No. 1 pump pressure drops below 2000 psi, the transfer valve will reposition to allow
back-up pump fluid to pressurize the No. 1 transfer module. 1st stage tail rotor servo shutoff valve (#1
TAIL RTR SERVO caution OFF) and the 2nd stage tail rotor servo is turned OFF by the 2nd stage tail
rotor servo shutoff valve (#2 TAIL RTR SERVO ON advisory light OFF).
(d) 1. LAND AS SOON AS PRACTICABLE.
(b) You are experiencing a #1 RSVR LOW and #1 HYD PUMP Cautions Appear With BACK-UP
©If the leakage from the previous Frame (0720) had continued, the BACK-UP RSVR LOW
caution would have appeared. The leak is most likely in the 1st stage of the primary servo system.
D-22
(e) If the BACK-UP RSVR LOW caution also appears:
(f) ② SVO OFF switch - 1ST STAGE.

WARNING: If the #2 PRI SERVO PRESS caution appears, establish landing attitude, minimize control
inputs, and begin a descent.
(g) 3. LAND AS SOON AS POSSIBLE.
(h) Failure to switch off the 1st stage primary servos would have resulted in the loss of both the
#1 and back-up hydraulic systems creating limited control of the tail rotor and only one hydraulic pump
remaining.
Leanings Step/Activity #8: Identify the malfunctions/emergency procedures of the #2 hydraulic system.
a. #2 Hydraulic System
(1) The No. 2 hydraulic pump normally supplies hydraulic pressure to the No. 2 hydraulic system,
through the No. 2 transfer module, No. 2 transfer module manifold, and pilot assist module, to the second
stage of the primary servos and pilot assist servos.
(2) The second stage cannot supply pressure to the tail rotor servo.
(4) The pitch/trim servo is supplied pressure at a reduced rate of 1000 psi by means of a pressure
regulating valve.
EMERGENCY PROCEDURE: #2 RSVR Caution Appears.
(b) You are experiencing a #2 RSVR LOW Caution Appears situation. Corrective pilot action is
necessary.
© A loss resulting in below 60% of full capacity remaining of hydraulic fluid in the No. 2 hydraulic
system will activate the low level sensing switch on the No. 2 pump module, turning on the #2 RSVR
LOW caution and sending a signal to the No. 2 logic module in the right relay panel. The logic module
will attempt to isolate the leak, preventing further loss of hydraulic fluid. Since the pilot assist servos are
farthest from the pump module, that area will be isolated first.
(d) The No. 2 logic module closes the pilot assist shutoff valve in the No. 2 transfer module,
removing hydraulic pressure from the pilot assist area. The loss of hydraulic pressure will cause the
BOOST SERVO OFF and SAS OFF cautions to appear. When the pitch attitude of the aircraft varies
from the referenced attitude, the SAS/FPS computer will attempt to drive the pitch trim actuator to
compensate. Since feedback signals from the pitch trim will not match the commanded position, the
SAS/FPS computer will appear the TRIM FAIL and FLT PATH STAB cautions, and disable the pitch flight
path stabilization. If no other cautions appear, the leak was in the pilot assist area downstream of the No.
2 transfer module.
(d) Pilot assist servos will be isolated; if they remain isolated, proceed as follows:
(e) ① BOOST and FPS switches - Off.
D-23
(f) 2. LAND AS SOON AS PRACTICABLE.
EMERGENCY PROCEDURE: #2 RSVR LOW and #2 HYD PUMP Cautions Appear With BACK-UP
PUMP ON Advisory Appearing.
(b) You are experiencing a #2 RSVR and #2 HYD PUMP Cautions Appear With BACK-UP
© When the No. 2 hydraulic pump caution appears, the logic module turns on the back-up pump
(BACK-UP PUMP ON advisory ON). As back-up pump pressure reaches the No. 2 transfer module, the
transfer valve will reposition, allowing the back-up pump to pressurize the No. 2 hydraulic system. The
pilot assist shutoff valve on the No. 2 transfer module will open, re-pressurizing the pilot assist area
(BOOST SERVO OFF and SAS OFF caution advisories OFF). If no other caution/advisories appear, the
leak was upstream of the No. 2 transfer module, in either the pump or hydraulic lines.
(d) ① POWER ON RESET switches - Simultaneously press then release.
2. LAND AS SOON AS PRACTICABLE.
(a)Evaluate the cockpit indications to identify the appropriate Emergency Procedures to apply.
(b)You are experiencing a #2 RSVR LOW and #2 HYD PUMP Cautions Appear with BACK-UP
© ① POWER ON RESET switches - Simultaneously press then release.
(e)2. LAND AS SOON AS PRACTICABLE.
(f)If BACK-UP RSVR LOW caution also appears:
(g)③ SVO OFF switch - 2ND STG.
WARNING: If #1 PRI SERVO PRESS caution appears, establish landing attitude, minimize control
inputs, and begin a descent.
(h)4. LAND AS SOON AS POSSIBLE.
(i)Failure to switch off the 2nd stage primary servos would have resulted in the loss of the #2
hydraulic system and the backup system.
(b) You are experiencing a leak in the APU ACCUMLATOR situation. There is no corrective pilot
action to be administered.
D-24
(a) Located in the Utility Module is a velocity fuse. Normal flow across the velocity fuse is 1.0
gallon per minute. If the flow increases to 1.5 gallons per minute, the velocity fuse will stop the flow of
hydraulic fluid from the Utility Module to the APU Accumulator isolating the leak.
Leanings Step/Activity #9: Identify the malfunctions/emergency procedures of the stabilator system.
a. Stabilator Diagram
Evaluate the cockpit indications to identify the appropriate Emergency Procedures to apply.
NOTE: Use of cyclic mounted stabilator slew-up switch should be announced to the crew to minimize
cockpit confusion.
(a) You are experiencing a STABILATOR MALFUNCTION-AUTO MODE FAILURE situation.

EMERGENCY PROCEDURE: STABILATOR MALFUNCTION-AUTO MODE FAILURE
(b) Appearance of the STABILATOR caution indicates a failure of the AUTO mode, interruption
of AC power, dual converter failure would also cause this, failure of an actuator, or miscompare between
the two amplifiers. The stabilator amplifiers process airspeed, collective stick position, pitch rate and
lateral accelerometer information for stabilator operation.
D-25
(c) 1. Cyclic mounted stabilator slew-up switch - Adjust if necessary to arrest or prevent nose
down pitch rate.
(d) ② AUTO CONTROL switch - Press ON once after establishing a comfortable airspeed.
If automatic control is not regained:
(e) 3. Manually slew stabilator - Adjust to 0º for flight above 40 KIAS or full down when airspeed
is below 40 KIAS. The preferred method of manually slewing the stabilator up is to use the cyclic
mounted stabilator slew-up switch.
WARNING: If acceleration is continued or collective is decreased with the stabilator in a trailing edge
down position, longitudinal control will be lost. The stabilator shall be slewed to 0º above 40 KIAS and full
down when airspeed is less than 40 KIAS. If the stabilator is slewed up to the 0º position and the AUTO
CONTROL switch is pressed during acceleration, the helicopter may pitch to a nose down altitude.
WARNING: Pressing the AUTO CONTROL RESET button after a failure occurs results in the automatic
mode coming on for one second. If a hardover signal to one actuator could move approximately 4º to 5º
in that one second before another auto mode failure occurs. Subsequent reset attempts could result in
the stabilator moving to an unsafe position.
WARNING: If the stabilator AUTO mode repeatedly disengages during a flight, flight above 70 KIAS is
prohibited with the stabilator in AUTO mode.
(f) 4. LAND AS SOON AS PRACTICABLE.
(g) If manual control is not possible:

\
WARNING: If the stabilator AUTO mode repeatedly disengages during a flight, flight above 70 KIAS is
prohibited with the stabilator in AUTO mode.
(h) 5. STAB POS indicator - Check and fly at or below KIAS LIMITS shown on placard.
Leanings Step/Activity 10 Identify the malfunctions/emergency procedures of the stability

augmentation system (SAS).
a. Stability Augmentation System (SAS)
EMERGENCY PROCEDURE: SAS Failure with No Failure Advisory Indication.
(b) You are experiencing a SAS Failure with No Failure Advisory Indication situation. Corrective
pilot action is necessary. Erratic electrical input to a SAS actuator can result in moderate rotor tip path
oscillations that are often accompanied with pounding sounds, or knocking. No SAS malfunction however,
can physically drive the pilot’s flight controls. Failure of a SAS 1 component will not be accompanied by a
failure/advisory indication as SAS 1 does not contain diagnostic capabilities.
© If the helicopter experiences erratic motion of the rotor tip path without a failure/advisory
indication:
D-26
(d) ① SAS 1 switch - Off.
(e) If the condition persists:
(f) ② SAS 1 switch - ON.
(g) ③ SAS 2 switch - Off.
(h) If the malfunction still persists:
(i) ④ SAS 1 and FPS switches - Off.
EMERGENCY PROCEDURE: SAS2 Failure Advisory Light On.
(b) You are experiencing a SAS 2 Failure Advisory Light On situation. Corrective pilot action is
necessary.
© Failure of SAS 2 is usually, but not necessarily, followed by a failure/advisory indication and
FLT PATH STAB caution appearing with both master cautions.
(d) ① POWER ON RESET switches - Simultaneously press and then release.
Leanings Step/Activity #11: Identify the malfunctions/emergency procedures of the trim/flight path
a. Flight Path Stabilator System
(1) An FPS malfunction will be detected by the SAS/FPS computer.
EMERGENCY PROCEDURE: Pitch, Roll, Yaw/Trim Hardover.
(b) You are experiencing a Pitch, Roll, or Yaw/Trim Hardover situation. Corrective pilot action is
necessary.
© Appearance of the TRIM FAIL and FLT PATH STAB cautions indicate a failure of the flight
path stabilization in one or more axes due to a trim system malfunction. The trim system malfunctions
may be a failure of the trim to properly respond to computer signals, a trim hardover, or a jammed trim
actuator. The failed axis can be determined by a lack of force gradient in the pitch, roll or yaw axis, or
failure of FPS to properly perform its functions in the failed axis (i.e. failure to hold pitch attitude and/or
airspeed).
(d) A pitch FPS / trim hardover will cause a change in pitch attitude and a corresponding
longitudinal cyclic movement of about 1/2 inch. This condition will be detected by the SAS/FPS computer
which will disengage FPS and trim functions in the pitch axis and activate the FLT PATH STAB and TRIM
FAIL cautions.
D-27
(e) A roll FPS/Trim hardover will be characterized by a ½ inch lateral stick displacement,
resulting in a corresponding roll rate and constant heading sideslip condition, caused by the yaw FPS
attempting to maintain heading. The SAS/FPS compter will detect the hardover condition and disengage
lateral trim and activate the FLT PATH STAB and Trim FAIL cautions.
(f) A yaw FPS/ trim hardover is characterized by an improper motion of the pedals, resulting in
about ¼ inch of pedal motion
(g) If failure occurs:
(h) POWER ON RESET switches - Simultaneously press and then release.
(i) If failure returns, control affected axis manually.
(j) Appearance of the TRIM FAIL and FLT PATH STAB cautions indicate a failure of the flight
path stabilization in one or more axes due to a trim system malfunction. The trim system malfunctions
may be a failure of the trim to properly respond to computer signals, a trim hardover, or a jammed trim
actuator. The failed axis can be determined by a lack of force gradient in the pitch, roll or yaw axis, or
failure of FPS to properly perform its functions in the failed axis (i.e. failure to hold pitch attitude and/or
airspeed). A yaw trim hardover will have a change in heading trim of the aircraft with a corresponding
pedal movement of approximately 1/4 inch.
(k) If failure occurs:
D-28
(l) 1. POWER ON RESET switches - Simultaneously press and then release.
(m) If failure returns, control affected axis manually.
EMERGENCY PROCEDURE: Trim Actuator Jammed.
(b) You are experiencing a Trim Actuator Jammed situation. Corrective pilot action is necessary.
© Both yaw and roll trim actuators incorporate slip clutches to allow pilot and copilot inputs if
either actuator should jam. The forces required to override the clutches are 80 pounds maximum force in
the yaw axis and 13 pounds maximum force in the roll axis.
EMERGENCY PROCEDURE: FLT PATH STAB Caution Appears.
(b) You are experiencing a FLT PATH STAB Caution Appears situation. Corrective pilot action is
necessary.
© Appearance of the FLT PATH STAB caution indicates the SAS/FPS computer has detected a
malfunction and FPS has been disengaged in the applicable axis. A corresponding FAILURE ADVISORY
capsule should also be appearing.
(d) ① [EH] SYSTEMS SELECT - DG/VG.
(e) ② POWER ON RESET switches - Simultaneously press and then release.
(f) If failure returns, control affected axis manually.
(g) If the airspeed fault remains illuminated on the AFCS panel:
(h) 3. Manually slew stabilator - Adjust to 0º if above 40 KIAS. The preferred method of
manually slewing the stabilator up is to use the cyclic mounted stabilator slew-up switch.
WARNING: If the Airspeed fault advisory is illuminated, continued flight above 70 KIAS with the stabilator
in the AUTO MODE is unsafe since a loss of the airspeed sensor would result in the stabilator slewing
full-down.
Leanings Step/Activity #12: Identify the malfunctions/emergency procedures of the electrical systems.
a. AC/DC Electrical System
D-29
EMERGENCY PROCEDURE: #1 or #2 GEN Caution Appears.
(b) You are experiencing a #1 or #2 GEN Caution Appears situation. Corrective pilot action is
necessary.
© The main generators are monitored by the Generator Control Units (GCU's), which check for
voltage regulation, over voltage, under voltage, under frequency, and shorts (feeder fault). If any of these
situations occur, the generator will be disconnected from the electrical system and the MASTER
CAUTION PRESS TO RESET and #1 GEN or #2 GEN cautions will appear.
D-30
CAUTION: When the #1 ac generator is failed, and the backup pump circuit breaker is out, turn off ac
electrical power before resetting the backup pump power circuit breaker, to avoid damaging the current
limiters
(d) ① Affected GENERATORS switch - RESET; then ON.
(e) If caution still appears:
D-31
(f) ② Affected GENERATORS switch - OFF.
(a)Evaluate the cockpit indications to identify the appropriate Emergency Procedures to apply.
EMERGENCY PROCEDURE: #1 and #2 Generator failure(#1 and #2 CONV and AC ESS BUS OFF
Caution Appears.
(b)You are experiencing a #1 and #2 Generator Failure (#1 and #2 CONV and AC ESS BUS OFF
Cautions Appear) situation. Corrective pilot action is necessary.
©A GCU monitors output power from the main generators. If the output power (voltage) is too
high or to low, under frequency, or if a short is monitored (feeder fault), the GCU will disconnect the
generator from the system. The generator caution is powered by the DC primary bus, which activates the
caution if AC power is lost. In the event of a dual generator failure, no AC power is converted to DC
primary; therefore there will be no appearance of the #1 and #2 GEN cautions.
(d) With no AC power, the AC ESS BUS OFF, the #1 and #2 CONV caution will appear. AC and
DC power is lost from the stabilator system so the automatic mode is disabled, causing the STABILATOR
caution and audible warning to activate. The battery, if properly charged, now supplies the DC essential
bus with power. The SAS 1 amplifier receives electrical power from the DC essential bus for activation of
certain components. Therefore, SAS 1 must be switched off to eliminate transient input; then try to solve
the generator problem. If the dual generator failure occurs during acceleration with the stabilator in a
trailing edge down position, the pilot must arrest the acceleration and comply with the stuck stabilator
procedure. Remember that the stabilator position indicator will be inoperative until AC power is restored.
(e) ①SAS 1 switch - Press off.
(f) 2. Airspeed - Adjust (80 KIAS or less).
(g) ③ GENERATORS NO.1 and NO.2 switches - RESET; then ON.
(h) If the cautions still appear:
(i) ④ GENERATORS NO.1 and NO.2 switches - OFF.
(j) ⑤ EMER APU START.
(k) ⑥ SAS 1 switch - ON.
(l) LAND AS SOON AS PRACTICABLE.
NOTE: When the GEN BRG caution appears for more than one minute, make an entry on the DA Form
2408-13-1.
(b) The main generators have generator bearing cautions (#1 GEN BRG or #2 GEN BRG), which
indicate the failure of the generator main bearing. An auxiliary bearing is housed in the main generator
(forward of the main bearing), which is designed to provide an additional 10 hours of generator use.
D-32
(b) You are experiencing a #1 CONV Caution Appears situation. There is no Emergency
Procedure to apply for a single converter failure. The remaining converter is capable of providing all
required DC electrical power.
© The converters convert AC current to 28 V dc. If no current is sensed at the output of the
converter, a caution light labeled #1 CONV or #2 CONV will illuminate.
EMERGENCY PROCEDURE: #1 and #2 CONV Cautions Appear.
(b) You are experiencing a #1 and #2 CONV Cautions Appear situation. Corrective pilot action is
necessary.
© The converters convert AC current to 28 V dc. If no current is sensed at the output of the
converter, a #1 CONV or #2 CONV caution will appear. When both converters fail there is a loss of DC
primary current, the battery supplies the dc buses, and the battery charger will not recharge the battery.
Indications for a dual converter failure will be #1 CONV, #2 CONV and MASTER CAUTION PRESS TO
RESET. Also STABILATOR, DC ESS BUS OFF and BATT LOW CHARGE cautions may appear.
NOTE: When only the battery power is available, SLAB battery is about 38minutes day and 24 minutes
night for a battery 80% charged.
(d) ① Unnecessary dc electrical equipment - OFF.
EMERGENCY PROCEDURE: BATT LOW CHARGE Cautions Appear.
(b) You are experiencing a BATT LOW CHARGE Caution Appears situation. Corrective pilot
© If the battery voltage drops to less than 23 V dc, the BATT LOW CHARGE capsule will appear,
when a SLAB Battery is installed.
EMERGENCY PROCEDURE: BATT LOW CHARGE Cautions Appear.
(b) You are experiencing a BATT LOW CHARGE Caution Appears situation. Corrective pilot
D-33
© If the battery voltage drops to less than 23 V dc, the BATT LOW CHARGE capsule will appear,
when a SLAB Battery is installed.
(d) If the caution appears after ac power is applied:
(e) ① BATT switch - OFF; then ON. About 30 minutes may be required to recharge battery.
If caution appears in flight:
(f) ② BATT switch - OFF, to conserve remaining battery charge.
(a) Evaluate the cockpit indications to identify the appropriate Emergency acProcedures to apply.
Leanings Step/Activity #13: Identify the malfunctions/emergency procedures of the powertrain and
rotor systems.
a. Main XMSN Oil System
EMERGENCY PROCEDURE: MAIN XMSX OIL PRESS Caution Appears/XMSN OIL PRES LOW/XMSN
OIL TEMP HIGH or XMSN OIL TEMP Caution Appears.
(b) You are experiencing a MAIN XMSN OIL PRESS Caution Appears/XMSN OIL PRESS
LOW/XMSN OIL TEMP HIGH or XMSN OIL TEMP Caution Appears situation. Corrective pilot action is
necessary.
© Appearance of the MAIN XMSN OIL PRESS caution is activated when the oil pressure switch
on the No. 1 accessory module senses the oil pressure of the Main XMSN drops to 14 ± 2 psi. The
pressure switch is located on the No. 1 accessory module because it is the farthest point from the pumps.
NOTE: The MAIN XMSN lubricates the Main Module, Input Modules, and Accessory Modules, as well as
providing cooling oil to the Main Generators.
© 1. LAND AS SOON AS POSSIBLE.
(d) If time permits
(e) 2. Slow to 80 KIAS.
(f) ③ EMER APU START.
(g) ④ GENERATORS NO. 1 and NO. 2 switches - OFF.
(h) The Main Generators are turned OFF, since cooling oil from the Main XMSN may be lost and
subsequent failure (overheating) of the generators may occur.
EMERGENCY PROCEDURE: CHIP INPUT MDL LH or RH Caution Appears.
D-34
(b) You are experiencing a CHIP INPUT MDL LH or RH Caution Appears situation. Corrective
© ① ENG POWER CONT lever on affected engine - IDLE. This will disengage the Freewheeling
unit.
(d) 2. LAND AS SOON AS POSSIBLE.
EMERGENCY PROCEDURE: CHIP MAIN MDL SUMP, CHIP ACCESS MDL LH or RH, CHIP TAIL
XMSN or CHIP INT XMSN/TAIL XMSN OIL TEMP or INT XMSN OIL TEMP Caution Appears.
(b) You are experiencing a CHIP MAIN MDL SUMP, CHIP ACCESS MDL LH or RH, CHIP TAIL
XMSN or CHIP INT XMSN/TAIL XMSN OIL TEMP or INT XMSN OIL TEMP Caution Appears situation.
EMERGENCY PROCEDURE: CHIP MAIN MDL SUMP, CHIP ACCESS MDL LH or RH, CHIP TAIL
XMSN or CHIP INT XMSN/TAIL XMSN OIL TEMP or INT XMSN OIL TEMP Caution Appears.
(b) You are experiencing a CHIP MAIN MDL SUMP, CHIP ACCESS MDL LH or RH, CHIP TAIL
XMSN or CHIP INT XMSN/TAIL XMSN OIL TEMP or INT XMSN OIL TEMP Caution Appears situation.
LEARNING STEP 14: Identify I the malfunctions/emergency procedures of the Auxiliary Power Plant
(APU) system.
a. ,APU System
EMERGENCY PROCEDURE: APU OIL TEMP HI Caution Appears.
(b) You are experiencing an APU OIL TEMP HI Caution Appears situation. Corrective pilot
© APU CONTR switch - OFF. Do not attempt restart until oil level has been checked.
D-35
(b) No Emergency Procedure is available for this situation. The appearance of the APU FAIL
caution indicates a malfunction in some portion of the APU start cycle or normal operation.
© APU CONTR switch - OFF.
(d) FUEL BOOST switch - OFF.
(e) Do not turn the BATT switch off until the BIT indication on the APU Electronic Sequence Unit
(ESU) has been checked by the crew chief or maintenance personnel.
UH-60 MALFUNCTION ANALYSIS
PRACTICAL EXERCISE
DIRECTIONS TO THE STUDENT: This practical exercise (PE) covers the instruction you have received
in this handout. The instructor will review the PE during class if time permits. It is also a study guide for
the student during off hours.
NOTE: Complete the following questions by filling in the blanks.
MASTER WARNING PANEL ENGINE MALFUNCTIONS
1. List the cockpit indications for failure of the Ng windings of the engine alternator.
2. List the cockpit indications for complete failure of the engine alternator in flight.
3. Pilot action for an increasing %RPM R in flight.
4. Pilot action for a decreasing %RPM R in flight.
D-36
5. Pilot action for % torque split between engines when %RPM R does not decrease.
6. List the steps in sequence for firefighting #1 engine fire with only battery power available.
7. List the steps in sequence for firefighting APU fire with only battery power available.
8. To fight a fire in the #2 engine, you must have power available in what bus?
9. What prevents the low rotor RPM audio from coming on during ground operations when RPM R is
below 95%?
CAUTION PANEL ENGINE MALFUNCTIONS
10. At what fuel level will the fuel low lights start flashing? ___________________.
11. What cockpit indications will be noted if the engine driven pump output drops below 9 psi?
12. List two cockpit indications that are noted if an engine oil pressure drops below 20 psi.
13. What indication is noted if the engine oil temperature exceeds safe operating range?
14. Pilot action for an engine CHIP caution light on in flight.
15. What cockpit indication is noted if a fuel filter goes into bypass?
16. Pilot action for starter caution light on above 65% Ng speed APU as an air source.
17. What is the maximum bank angle with a PRI SERVO PRESS caution light on? _______________.
D-37
18. List the pilot action for #1 HYD PUMP caution light ON, and BACKUP PUMP ON, advisory light ON in
flight.
19. List the pilot action for #2 HYD PUMP caution light ON, and BACKUP PUMP ON, advisory light ON.
20. List the cockpit indications that will be noted if the #2 HYD PUMP FAILS and the BACKUP PUMP
fails in flight.
21. List the indications of and the pilot action for a TAIL ROTOR QUADRANT caution light ON and loss of
tail rotor control.
22. What cockpit indication is noted for a BOOST SERVO pilot valve jam (collective boost)?
23. What indication is noted when hydraulic pressure is lost at the SAS actuators?
24. List the cockpit indications for a leak in the #1 tail rotor servo.
25. List the cockpit indications for a leak in the #1 hydraulic pump module.
26. Will LDI turn off all pilot assist if the #2 RSVR low caution light illuminates? ____________.
27. Will the BACKUP PUMP come on with the illumination of the #2 RSVR low caution light? _____.
28. Will the BACKUP PUMP come on if the #2 HYD PUMP caution light comes on? _________.
D-38
AFCS MALFUNCTIONS
29. Pilot action for stabilator malfunction AUTO MODE failure.
30. Pilot action for stabilator malfunction loss of manual control (fixed position).
31. What are the cockpit indications for a SAS 2 failure?
32. List the cockpit indications for a hardover failure in the PITCH TRIM actuator.
33. List the cockpit indications for a failure in the YAW TRIM actuator (hardover).
ELECTRICAL SYSTEM MALFUNCTION
34. List the pilot action for a single AC generator failure.
35. List the cockpit indications for a dual generator failure in flight.
36. Give pilot action for 35 above.
37. Pilot action for #1 CONV caution light ON in flight.
38. List the cockpit indication for a dual converter failure. _______________________________.
POWERTRAIN SYSTEM
39. List the pilot action when the transmission oil temperature is above 120°C. _______________
___________________.
D-39
40. List the pilot action for illumination of the MAIN XMSN OIL PRESS caution light and pressure
indicating 15 psi.
41. What effect will excessive oil temperature have over the FUZZ BURNER system?
__________________________________________________________________________________.
42. List pilot action for a CHIP detected in either of the tail rotor gearboxes. ______________________.
43. Pilot action for APU FAIL caution light illumination.
a. Start cycle.
b. Run cycle.
D-40
UH 60 MALFUNCTION ANALYSIS
PRACTICAL EXERCISE ANSWER SHEET
1. a. engine out warning light--ON

b. audio--ON
c. Ng speed indication--zero
2. a. engine out warning light--ON
b. audio--ON
c. Ng speed indication--zero
d. Np speed indication--zero
e. torque indication--zero
3. a. retard high torque engine PCL

b. set torque 10% below other engine
c. land as soon as practicable
4. a. collective - adjust to control RPM R

b. engine PCL to ECU LOCKOUT
c. set torque 10% below other engine
d. land as soon as practicable
5. a. retard engine PCL; high torque engine

b. if RPM R, does not fall, and other engine rises
c. set torque 10% below other engine
d. land as soon as practicable
6. a. engine PCL--to OFF

b. EMERG OFF T handle--to OFF
c. fire extinguisher switch--reserve
7. a. APU EMERG OFF T handle--pull out

b. fire extinguisher switch--reserve
8. # 2 DC Primary Bus.
9. DRAG BEAM or WOW switch
10. 172 pounds
11. #1 or #2 FUEL PRESS caution light ON
12. a. #1 or #2 ENG OIL PRESS caution light ON

b. #1 or #2 ENG OIL PRESS indicator
13. a. #1 or #2 ENG OIL TEMP caution light ON

b. #1 or #2 ENG OIL TEMP indicator
14. a. engine PCL retard affected engine to reduce torque

b. land as soon as practicable
15. #1 or #2 engine fuel filter bypass caution LT ON

16. a. pull out on engine PCL, if light remains on process to b.
b. remove air source--APU shutdown
17. 30º
D-41
18. a. TAIL SERVO switch – BACKUP; then NORMAL
b. LAND AS SOON AS PRACTICABLE
c. Refer to Chapter 5 Limitations (not to exceed 170 knots)
19. a. POWER ON RESET switches – simultaneously press; and release

b. LAND AS SOON AS PRACTICABLE
c. Refer to Chapter 5 Limitations (not to exceed 170 knots)
20. a. #2 HYD PUMP caution light ON

b. #2 PRI SERVO PRESS caution light ON
c. BOOST SERVO OFF caution light ON
d. SAS OFF caution light ON
e. TRIM FAIL caution light ON
f. FLT PATH STAB caution light ON
g. MASTER CAUTIONS ON
h. TRIM failure advisory capsule ON
21. a. MASTER CAUTIONS ON

b. TAIL ROTOR QUADRANT ON
c. collective--adjust to control YAW
d. land as soon as practicable; a shallow approach at about 80 knots--touchdown 40 knots
22. a. MASTER CAUTIONS--ON

b. BOOST SERVO OFF--ON
c. increase in control forces (similar to HYDS OFF)

b. SAS OFF--ON

b. #1 RSVR LOW--ON
c. #1 TAIL RTR SERVO--ON
d. BACKUP PUMP ON--ADVISORY ON
e. #2 TAIL RTR SERVO ON--ADVISORY ON

b. #1 RSVR LOW--ON
c. BACKUP PUMP ON--ADVISORY ON
d. #1 HYD PUMP--ON
26. yes
27. no
28. yes
29. a. cyclic slew switch – Adjust if necessary to arrest nose down pitch rate.
b. AUTO CONTROL switch – Press ON (Once)
30. STAB POS indicator--check and fly at or below KIAS limits shown on play card
31. SAS 2 failure advisory light ON
32. a. change in pitch attitude
b. corresponding longitudinal cyclic movement about 1/2 inch
c. FLT PATH STAB and TRIM FAIL caution lights--ON
D-42
d. TRIM--failure advisory light ON
33. a. 1/4 inch pedal motion
b. corresponding change in heading trim
c. FLT PATH STAB and TRIM FAIL caution lights ON

d. TRIM failure advisory light ON
34. ON--OFF RESET--ON

b. #1 and #2 CONV--ON
c. ACCESS BUS OFF--ON
36. a. SAS 1--PRESS OFF
b. GEN 1 and 2--ON-OFF-ON--lights remain ON
c. GEN switches 1 and 2--OFF

d. EMER APU start
e. SAS 1 switch--ON
f. land as soon as practicable
37. none (reset master cautions)
38. #1 and #2 CONV--ON
39. land as soon as possible
40. a. land as soon as possible
b. EMER APU start, if time permits
c. #1 and #2 GEN switches--OFF
41. Fuzz burner inoperative
42. land as soon as possible
43.
a. Write up on 2408-13-1--APU failed during start and record BIT indication before turning the
battery switch off.
b. Write up on 2408-13-1--APU failed during operation and record BIT indication before turning the
battery switch off.
D-43

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United States Army Aviation Warfighting Center

Fort Rucker, Alabama

UH-60A MALFUNCTION ANALYSIS

PROPONENT FOR THIS STUDENT HANDOUT IS:

110TH AVIATION BRIGADE

Action: Analyze malfunctions of the UH-60 helicopter systems.

Standard: Analyzed In accordance with (IAW )TM 1-1520-237-10, TM 1-1520-237-10CL, Aircrew

Risk Assessment Level: Low

Learnings Step/Activity 1. Identify the malfunctions/emergency procedures of the T700 engine.

a. Immediate Action Emergency Steps

(3) These steps must be performed without reference to the checklist.

(2) EMERGENCY PROCEDURE: Increasing % RPM R.

(4) 2. LAND AS SOON AS PRACTICABLE.

(6) 3. Establish single engine airspeed.

(7) Perform EMER ENG SHUTDOWN (affected engine).

(8) Refer to single-engine failure emergency procedure.

(2) EMERGENCY PROCEDURE: Single-Engine Failure.

(5) 1. Collective - adjust to maintain % RPM R.

(6) ② External cargo/stores jettison (if required).

(7) If continued flight is not possible:

(8) 3. AS POSSIBLE LAND AS SOON.

(10) 4. Establish single-engine airspeed.

(11) 5. LAND AS SOON AS PRACTICABLE.

(3) EMERGENCY PROCEDURE: Increasing % RPM R.

(7) 2. LAND AS SOON AS PRACTICABLE.

(2) EMERGENCY PROCEDURE: Engine High-Speed Shaft Failure.

(4) 1. Collective - Adjust.

(5) 2. Establish single engine airspeed.

(6)③ EMER ENG SHUTDOWN (affected engine). Do not attempt to restart.

(7) Refer to single-engine failure emergency procedure.

(3) EMERGENCY PROCEDURE: Engine/Fuselage Fire on the Ground.

(5) ① ENG POWER CONT levers - OFF.

(6) ② ENG EMER OFF handle - Pull if applicable.

(7) ③ FIRE EXTGH switch - MAIN/RESERVE as required.

(3) ① ENG POWER CONT lever (engine) - OFF affected.

(4) ② ENG EMER OFF handle - Pull.

(5) ③ FIRE EXTGH switch - MAIN/RESERVE as required.

(5) 4. LAND AS SOON AS POSSIBLE.

(2) EMERGENCY PROCEDURE: APU Compartment Fire.

(4) ① APU fire T-handle - Pull.

(5) ② FIRE EXTGH switch - MAIN/RESERVE as required.

a. Advisory Panel Lights

© APU ACCUM LOW

(f) CARGO HOOK OPEN

2. This does not mean the parking brake is set.

(h) ENGINE INLET ANTI-ICE ON

(i) BACK-UP PUMP ON

(j) #2 TAIL RTR SERVO ON

2. The No. 1 servo is off and is not being operated.

(k) PRIME BOOST PUMP ON

(m) HOOKED ARMED

(n) EXT PWR CONNECTED

(2) Malfunction Analysis

EMERGENCY PROCEDURE: #1 FUEL LOW and #2 FUEL LOW Cautions Appear.

© 1. LAND AS SOON AS PRACTICABLE.

b. Engine Oil Press

(2) Malfunction Analysis

(2) Malfunction Analysis

(e) ② EMER ENG SHUTDOWN (affected engine).

(f) ③ Refer to single-engine failure emergency procedure.