WCA

Question 1

8-11 interior check Warning 1

Answer 1

Ensure cam roller is fully seated in locked position and hook is fully seated in cam lock (Figure 8-1), or hook will release under loaded conditions.

Question 2

8-11 interior check caution 1

Answer 2

Do not lift or rotate the center cargo hook into the cabin area or allow the mid hook to lay on the cargo floor or access door panel during inspection or use. The excessive tension placed on the triple emergency release cable housing assembly may partially dislodge the housing and engage or activate the forward and aft hook emergency release mechanism. This may cause inadvertent release of loaded forward and aft hook assemblies in flight

Question 3

8-11 interior check Warning 2

Answer 3

After Cargo Hook systems have been checked, ensure Utility/Cargo hatch is closed to prevent injury to personnel.

Question 4

8-11 interior check caution 2

Answer 4

Failure to close the Unisex valves at the ERFS II/RSERFS tank end of the single point pressure refueling hose assembly could allow suctioning of fuel from the helicopter main fuel tanks during FARE operations.

Question 5

8-11 interior check Warning 2

Answer 5

Failure to remove water and contaminants from the ERFS II/RSERFS tank sump could result in contaminants being transferred to the helicopter fuel tanks or other aircraft or equipment during FARE operations. If water and contaminants are not removed, a loss of engine power may result.

Question 6

8-12 exterior check note

Answer 6

Do not pull the EAPS forward for preflight inspection.

Question 7

8-13 Normal operational considerations for worn ensemble warning

Answer 7

• If performing a mission with an Air Warrior Ballistic Upgrade Plate (BUP), the seat buckle must be positioned below the BUP to prevent potential aft cyclic restriction.
• Aviator worn gear can restrict head and torso movement. Users should conduct ground familiarity drills (blind switch/control identification) and crew coordination exercises before flight. Since the field of regard can be restricted by aviator worn mission equipment, the user must strictly adhere to proper crew coordination procedures during switch identification.
• Prior to securing safety belt, all loose straps must be secured properly to eliminate emergency egress snag hazards.
• Prior to flight, control sweeps must be performed to ensure there are no flight control interference problems with the worn gear. If restriction is found, the interfering gear must be adjusted/moved to eliminate the restriction.

Question 8

8-14 before staring APU Caution

Answer 8

Uneven pedal adjustment can cause droop stop
pounding during engine start and ground operations.

Question 9

8-15 starting engines note 1

Answer 9

If the start is not completed or the APU is automatically
shut down, do not turn the BATT
switch OFF. Set the APU switch to OFF, check
the BITE indicators on the (ESU/DESU), and
record the display for maintenance. Then turn
the BATT switch OFF. Wait 1 minute for cooling
before attempting a restart. Failure to allow the
APU to cool may cause a premature shutdown
on restart due to over temperature.

Question 10

8-15 starting engines note 2

Answer 10

CIRCM must be powered “ON” within 60 seconds
following the initiation of CMWS or IRCM
DEGRADE may result.

Question 11

8-15 starting engines note 3

Answer 11

Position, Date, and Time (UTC) must be established
prior to NAV INIT. Refer to operators’
manual chapter 3, Start Page section for more
information.

Question 12

8-15 starting engines warning

Answer 12

If either #1 HYD FLT CONTR or #2 HYD FLT
CONTR cautions do not extinguish in 30 seconds
after the PWR XFER switches are set to
ON, set the PWR XFER switches to OFF. DO
NOT FLY THE HELICOPTER.

Question 13

8-15 starting engines note 4

Answer 13

Different software versions assign dissimilar priorities
for WCA messages. During the MAINTENANCE
PANEL check, ensure all WCA messages
listed in the procedure are verified regardless
of what priority in which they appear
on the WCA Summary.

Question 14

8-15 starting engines caution

Answer 14

• Do not leave the pitot heaters on for more
  than 5 minutes. Ground operation shortens
  service life.
• Windshield heat shall not be used above 24°
  C.

Question 15

8-15 starting engines note 5

Answer 15

If a DASH1/2 FAIL caution activates during the
DAFCS check, allow the DASH to reprogram
and the DASH1/2 FAIL caution(s) to inactivate
before setting the AFCS SYSTEM SEL Switch
to OFF.

Question 16

8-15 starting engines note 6

Answer 16

• Mixing of flight control inputs during ground
  operation on a single hydraulic system should
  be avoided.
• Check cautions as this check is being performed.
  With slow, smooth flight control inputs,
  check each axis individually through full
  travel for smoothness of operation. Check for
  corresponding movement of the fore and aft
  rotors during the check.
• For “Through-Flight” perform Steps b and c
  with FLT CONTR switch in BOTH.

Question 17

8-15 starting engines note 7

Answer 17

During a gyro compass alignment, if INU1 NAV
READY and INU2 NAV READY are displayed,
ENABLE NAV may be omitted. The navigators
will automatically enable when the aircraft
moves.

Question 18

8-15 starting engines note 8

Answer 18

If ECU display is other than 88, place the ENG
COND lever to STOP, set B/U PWR switch to
OFF and remove all power to the ECU by pulling
the respective FADEC PRI PWR and REV PWR
circuit breakers on the PDP. Reset circuit breakers
and perform another ECU pre-start BIT. If
ECU display is other than 88 consult ECU Fault
Code List/Matrix in Chapter 2.

Question 19

8-15 starting engine warning

Answer 19

Sand and debris within the EAPS will be ejected
when the fans are operating. Personnel must
stay clear of the EAPS fan exhaust when the
fan is turned on.

Question 20

8-15 starting engine caution

Answer 20

When the standard tailpipe is being used, engine
mounted components can exceed their
temperature limits and fail during ground operations
when the OAT is greater than 43°C
and both Engine Control Levers (ECLs) remain
at FLT for more than 10 minutes. Engine
compartment temperature can be mitigated by
either maintaining one or both ECLs at GND
until shortly before flight. This condition does
not exist when the IR suppressor tailpipe is
installed.

Question 21

8-15 starting engine caution

Answer 21

The cyclic and pedals must be manned and the
thrust monitored any time the helicopter is on
the ground with rotors turning.

Question 22

8-15 starting engine note

Answer 22

The EAPS fans have high start up electrical
power requirements. To prevent an overload,
only one EAPS fan should be turned on with
APU power.

Question 23

8-15 starting engine caution

Answer 23

After starting the first engine, the second engine
must be started or motored for 10 seconds
within 3 minutes. When operating for extended
periods with only one engine operating, the second
engine must be motored for 10 seconds
every 30 minutes. The NP section of the second
engine starts turning when the first engine
is started; however, the lubrication system of
the second engine is driven by the NG section,
which does not begin to turn until the START sequence
is initiated. Delay in starting or motoring
the second engine will result in excessive wear
on the NP bearing package and seals.

Question 24

8-15 starting engine caution

Answer 24

• When the standard tailpipe is being used, engine
  mounted components can exceed their
  temperature limits and fail during ground operations
  when the OAT is greater than 43° C
  and both Engine Control Levers (ECLs) remain
  at FLT for more than 10 minutes. Engine
  compartment temperature can be mitigated
  by either maintaining one or both ECLs
  at GND until shortly before flight. This condition
  does not exist when the IR suppressor
  tailpipe is installed.
• Failure of either engine to accelerate
  smoothly or accelerate past 70% NG from
  GND to FLT may be an indication of a clutch
  malfunction in the engine transmission.

Question 25

8-15 starting engine note

Answer 25

During cold weather operations, pilots should wait until all pressures and temperatures are within normal limits prior to advancing the ECLs to FLT.

Question 26

8-15 starting engine note

Answer 26

Delay turning second generator ON for 2 seconds. This delay will give the ECU time to sample power without causing a soft fault.

Question 27

8-15 starting engine warning

Answer 27

Sand and debris within the EAPS will be ejected when the fans are operating. Personnel must stay clear of the EAPS fan exhaust when the fan is turned on.

Question 28

8-15 starting engine note

Answer 28

The EAPS fans have high start up electrical power requirements. To prevent an overload, the fans must be turned on one at a time. The first fan must be allowed to stabilize for 10 to 15 seconds before the second fan is turned on.

Question 29

8-15 starting engine caution

Answer 29

Monitor NR and engine parameters when REV is selected. If an unexpected response occurs, immediately select PRI and execute an engine shutdown. Refer to maintenance personnel.

Question 30

8-16 ground operations note

Answer 30

If IRCM PSEUDO INS is active, an IBIT must be performed.

Question 31

8-16 ground operation note

Answer 31

If using ERFS II/RSERFS, the AUX FUEL PUMPs may be set to OFF.

Question 32

8-17 before taxi checks warning

Answer 32

Personnel injury or death may occur and damage to airframe and rotor systems will occur if the forward or aft rotor head rotor blade droop stop(s) are missing or interposer block(s) on the aft rotor head are not engaged. After engine run-up and before flight, or shutdown if flight is not conducted, the flight engineer will scan the ground in the immediate area of the aircraft for evidence of detached droop stops.

Question 33

8-17 before taxi checks caution

Answer 33

To prevent damage to the cargo hooks and structure, do not ground taxi over rough or uneven terrain with the forward and aft cargo hooks installed.

Question 34

8-17 before taxi checks note

Answer 34

Ensure the POWER TRAIN page is displayed on an MFD prior to 2 or 4 wheel taxi operations to monitor LCTs.

Question 35

8-19 before hover caution

Answer 35

With the IR Suppression System (IRSS) installed, forward pylon transmission oil temperatures can increase by 10 to 15° C when operating in a hover condition (either HIGE or HOGE) for 10 minutes with air temperatures above 46° C. Returning to forward flight will gradually decrease forward transmission oil temperature.

Question 36

8-19 before hover caution

Answer 36

* -01,-02, and -21 ECUs do not have performance charts loaded for EAPS and/or IRSS. If the aircraft is ECU equipped and has EAPS and/or IRSS installed, the ECU should be set to operate in LEGACY mode. ECU LEGACY mode will display THREE two digit hexadecimal displays during the daily PAT procedure. ECU ADEPT mode will display FOUR two digit hexadecimal displays. If the ECU displays FOUR two digit displays, and EAPS and/or IRSS are installed, abort mission and return aircraft to maintenance facility. * Performance of the ground, hover and in-flight PAT check is restricted to temperatures of -40° C to +54° C, Pressure Altitude of Sea Level to 14,000 feet and torque between 60% and 70%. The in-flight PAT may be performed only when extreme environmental conditions such as blowing sand, dust, or snow exist at the point of departure. * If the daily PAT value (ECU) is below established PAT trigger value during ground, hover, or in-flight PAT, abort mission and return aircraft to maintenance facility. * During daily PAT procedure (DPAT) with ECU operating in ADEPT mode, ensure the twodigit hexadecimal series begins with “0D” indicating DAILY PAT procedure. If the twodigit hexadecimal series begins with either “0B” or “0C”, the numerical value displayed in the series will not be the PATN. If other than “0D” appears at the beginning of the twodigit series, check for proper performance of DAILY PAT procedures and/or return aircraft to maintenance facility.

Question 37

8-19 before hover note

Answer 37

* For ECU equipped aircraft, the PATN FAT adjustment is NOT required as the ECU adjusts the value BEFORE it is displayed in both LEGACY and ADEPT modes. * Prior to performing PAT procedure, review aircraft Logbook and PAT LOG for any additional information concerning +/- factors for PAT Trigger Values due to installation or removal of IRSS. * If display indicates “0D-EE-XX-88” the test could not be performed correctly XX is the reason for the test abort. (Refer to Tables Table 2-14 thru Table 2-15).

Question 38

8-19 before hover caution

Answer 38

Do not rapidly move the ENGINE CONDITION levers during the hover PAT. If aircraft begins a descent, abort the procedure by returning the non-PAT engine condition lever to FLT and adjusting the thrust control lever.

Question 39

8-19 before hover note

Answer 39

If dual engine torque is at 60% to 70% when the aircraft is established at a hover, adjustment of the ENGINE CONDITION levers is not required.

Question 40

8-19 before hover note

Answer 40

Do not turn on DAFCS Modes until after the AFCS 1 and 2 system operation has been confirmed with the AFCS - Check (first flight of the day)

Question 41

8-20 hover check caution

Answer 41

DAFCS Native Mode activation at a hover prior to the AFCS - Check (first flight of the day) could result in an abrupt pitch and/or roll transients at low altitude.

Question 42

8-22 cruise check warning

Answer 42

Radar altitude hold is not a terrain following feature and may not provide adequate terrain clearance in rapidly changing terrain. Use radar altitude hold to maintain a constant absolute altitude during hover and forward flight over known water or flat terrain. It can be used up to a maximum of 8,000 feet absolute altitude.

Question 43

8-22 cruise check caution

Answer 43

Large pitch inputs will result in rapid gain or loss of altitude. If altitude hold is on, an over-torque condition can occur during large pitch-down inputs. Monitor thrust control lever movement and torquemeter during airspeed changes. Also, when operating with altitude hold, limit bank angles to 45° maximum. An excessive bank angle may result in an altitude loss, and if operating at a high gross weight, an over-torque condition.

Question 44

8-24 landing caution

Answer 44

Landings should be made with the ramp in the full-up position. When the situation requires a landing with the ramp in other than the full-up position (internal load or ramp or tail gun), avoid nose high attitudes.

Question 45

8-24 landing caution

Answer 45

The Flare or Chaff Dispenser may obstruct crew members view of the AFT Rotor system through bubble windows installed at STA 331.00 (LH and RH), reducing the ability to clear the aircraft during close proximity to obstacles during landing.

Question 46

8-26 after landing (abbreviated) note

Answer 46

After landing and while conducting subsequent multiple takeoffs and landings (closed traffic, slopes, etc.), the abbreviated after landing check may be used.

Question 47

8-31 engine shutdown caution

Answer 47

Critical flight control components can be damaged if the thrust control lever is not in ground detent.

Question 48

8-31 engine shutdown note

Answer 48

After the thrust control lever is at the ground detent position, the 2 minute cool-down for engine shutdown can start. If the thrust control lever is moved up from ground detent position the 2 minute cool-down is negated and can be restarted once the thrust control lever is in the ground detent position.

Question 49

8-31 engine shutdown note

Answer 49

Delay turning second generator OFF for 2 seconds. This will give the ECU time to sample power without causing a soft fault.

Question 50

8-31 engine shutdown warning

Answer 50

Personnel injury or death may occur and damage to the airframe and rotor systems will occur if the forward or aft rotor head rotor blade droop stop(s) are missing or interposer block(s) on the aft rotor head are not engaged. After engine run-up and before flight, or shut down if flight is not conducted, the flight engineer will scan the ground in the immediate area of the aircraft for evidence of detached droop stops. Prior to the moving ENG COND levers from ground to stop, flight engineer will, to the best extent possible, determine if the interposer blocks on the aft rotor head are in position and that all forward and aft droop stops are attached. If an interposer block or droop stop is not in place, the flight engineer will notify the pilot in command. All non-crewmembers will evacuate the aircraft to a safe location. If possible, crew will contact maintenance and attempt to engage the interposer block with high pressure water stream or prepare the aircraft for shutdown in such a way as to minimize damage to the aircraft and components and prevent injury to personnel. If interposer blocks appear to be in place and no droop stops are missing, the flight engineer will clear the pilot to shutdown the first engine. After the first engine is shut down, the flight engineer will observe the rotor tip path of the forward and aft rotor heads. A rotor blade drooping significantly lower than the other blades indicates a missing droop stop. In this case, the remaining running engine’s ENG COND lever should be advanced until sufficient NR is achieved to lift rotor blades off the stops to ensure no blade contact with airframe and maintenance is contacted to prepare aircraft for an emergency shutdown that will minimize damage to the aircraft and injury to personnel.

Question 51

8-31 engine shutdown caution

Answer 51

If ENG COND levers are retracted past GND, do not attempt to bring ENG COND lever back to the ground position. Place ENG COND lever to STOP.

Question 52

8-31 engine shutdown caution

Answer 52

To avoid an engine over-temperature during shutdown, check ECU display for the following codes: B6, BC, DB, DE, or FB. If any of the five codes are displayed, shutdown the respective engine using the Engine Condition Lever Failure procedure in the Alternate Shutdown Procedure steps.

Question 53

8-31 engine shutdown note

Answer 53

If ECU display is other than 88, refer to the ECU BIT Fault Code List/Matrix for evaluation.

Question 54

8-31 engine shutdown note

Answer 54

* It may be necessary to motor the engines if temperature does not decrease below 350° C. It may not be possible to lower the temperature to 260° C. If the temperature will not decrease below 260° C, terminate motoring when the temperature indication stabilizes. * If a ECU displayed B6, BC, DB, DE, or FB, conduct the Engine Condition Lever Failure procedure.

Question 55

8-31 engine shutdown note

Answer 55

If logged into DAMA, log out as required in order to prevent lockup of the ARC-231.

Question 56

8-31 engine shutdown note

Answer 56

Before removing electrical power or turning off FADEC B/U PWR insure CPHE data transfer is complete. The 3 minutes from the time the Rotor RPM reaches 10% or below allows the CPHE system to collect Engine ECU data and generate a PSA file that will be stored on the MMS II CPHE SSD for download. Failure to wait the 3 minutes will cause all the CPHE data collected during that operation to be lost.

Question 57

8-31 engine shutdown note

Answer 57

The EGI must be powered off before shutdown of electrical power. Allow 15 seconds after the EGI is turned off before removing electrical power.

Question 58

8-32 before leaving the helicopter note

Answer 58

While the helicopter sits static, failure to close the unisex valves leading out of all the ERFS II/RSERFS tanks could result in fuel being gravity fed into main tanks resulting in fuel venting overboard.