Emergency Procedures: P-3C Orion

• Table of Contents:
• Introduction
• APU Fire
• Fuselage Fire, or electrical fire of unknown origin.
• Smoke and fume elimination.
• Explosive decompression.
• Rapid decompression.
• Emergency Depressurization.
• Emergency Descent.
• Emergency Exits/entrances.
• Emergency Evacuation.
• Ditching.
• Bailout Procedure.
• Bomb Bay doors emergency operation.
• Cracked cabin windows.
• Brake Fire.
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Introduction
This section describes the procedures to be used in coping with variousemergencies which may be encountered during aircraft operation and which may require action by crewmembers in addition to flight station occupants. Crewmembers must have a thorough knowledge of these emergency procedures.Each emergency presents a different problem which can be solved only through specific remedial action. Judgment, precision, and teamwork, essential to handle emergencies and emergency drills. The pilot is responsible for safety of flight, and in this regard must determine that emergency procedures are properly completed. He may delegate accomplishment of certain phases of the emergency procedures to other crewmembers, but the main execution of emergency procedures is the responsibility of the pilot.

A Pilot experiencing any emergency during flight shall, as soon as possible after completion of emergency checklists, notify surface craft or groundstation in as much detail as is possible of the following:

1. Nature of emergency.
2. Assistance desired.
3. Pilot's intentions.
4. Any other information that might be related to the incident or any otherincidents encountered that might affect the safety of the flight.

It must be kept in mind that the emergency procedures herein are guides to action and are not a substitute for the exercise of good judgement.

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APU Fire
If an APU fire occurs on the ground, the aircraft should be evacuated immediately by all personnel.

If a fire occurs in the APU compartment, the following actions take place automatically:

1. Flight station APU warning light glows.
2. Flight station and cabin APU warning horns sound.
3. APU solenoid valve closes.
4. As engine runs down, intake and exhaust doors close.
5. HRD fire extinguishing agent is discharged when the exhaust door is fully closed.

If the exhaust door fails to close, the HRD extinguisher agent will discharge 20 seconds after the fire warning.

To operate the fire extinguishing system manually, proceed as follows:

1. Operate APU fire extinguisher manual release switch.
   • APU fuel valve closes.
   • Intake and exhaust doors close.
   • HRD extinguishing agent is discharged after doors are fully closed.

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Fuselage fire or electrical fire of unknown origin
The most likely cause of interior fire is a fault in the electric or electronic installations. With this in mind, the flight station is so arranged that all electrical power sources can be cutoff quickly and selectively by easily accessible flight station controls. The procedures suggested for combating various types of fires are intended to eliminate most likely sources first. If the fire cannot be located, the following action is required.

The permanent magnet generator (PMG) control power to the to the generator control panel in the main load center is available at all times the generator is rotating and can be secured only by stopping generator rotation. The PMG power directly controls operation of the generator control relay(GCR) in the control panel and the generator exciter control field currentin the generator and cannot be secured by placing the bus switches off. These units, both the GCR and exciter control field, can be deenergized by:

1. Placing the respective generator control switch OFF, or:
2. Feathering the respective propeller (securing the APU if its respective generator control panel malfunctions.) thus stopping generator rotation.

Crew Responsibilities for fire of unknown origin

Nav/Comm: Remain at station. Obtain aircraft position, draft emergency message, be prepared to transmit, and be prepared to provide heading to nearest land. Inspect ARO power supplies.

Tacco: Direct crew efforts in locating and fighting fire. Direct remaining crew with unassigned duties to assist as required, (such as obtain O2 bottles, take messages to flight station, and so forth). Continuously report progress to flight station.

Sensor 1 Operator Activate starboard overwing exit light, inspect the main load center, electronics racks f1 and 2, and hf-2 coupler. Inspect area beneath ss1 and ss2 stations. Be prepared to pull applicable circuit breakers as required. Report progress to TACCO.

Sensor 2 Operator Activate port overwing exit light, obtain fire bottle at the end of sonobuoy stowage rack, inspect electronics racks e1 and 2, and hydraulic service center. Be prepared to pull applicable circuit breakers as required. Report progress to TACCO.

Sensor 3 Operator Give range and bearing to nearest ship or closest point of land. Inspect electronics racks C1, 2, 3, 4, and 5. Be prepared to pull applicable circuit breakers as required. Report progressto TACCO.

ARM/ORD/stbd aft Observer Activate main cabin door exit light, obtain aft fire bottle, inspect all electronic racks aft of main cabindoor, galley, deicer control panel, and doppler well. Be prepared to pull applicable circuit breakers as required. Report progress to TACCO.

Flight Tech/Port Aft Observer Obtain forward fire bottle, inspect electronic racks a1 and 2. Be prepared to pull applicable circuit breakers as required. Report progress to TACCO.

Off Duty Pilot/2 Mech/or Flight Engineer Inspect forward electrical load center. Be prepared to pull applicable circuit breakers as required. Report progress to Pilot.

Remove personnel overcome by smoke/fumes from the scene of fire firstbefore administering oxygen. Keep oxygen bottles away from scene of fire. Do not enter main load center in flight except in case of extreme emergency.

1. Alert crew, activate fire-bill.......ALERTED (CP,TC)
2. Cabin exhaust fan....................OFF (E)

Securing the cabin exhaust fan reduces air circulation in the aircraft, thereby aiding in locating the source of the fire. If it can be determined quickly that the fire is in a particular piece of equipment, this equipment can be isolated by pulling the appropriate curcuit breaker or securing the bus.

If fire source is not determined:

1. Bus A...............................OFF (E)
2. Elevator, rudder, and aileron boost levers..PULL (E)
3. Bus B...............................OFF (E)
4. Generator switches No. 2 and 3......OFF (E)
5. Smoke masks.........................IF NECESSARY (P, CP, E)
6. Dump either left or right EDC.......DUMP (E)
7. Emergency Descent.....IF REQUIRED (Flight Idle, minimum differential, dump remaining EDC)

Good judgment should be exercised before deciding on an emergency descent in the ca se of a fuselage fire. When oxygen is provided for the entire crew, staying at high altitude and depressurizing may help to control fuselage fires.
The copilot should make emergency transmission prior to the next step as all radios will be inoperative.
*Essential bus switch....................OFF (E)

ICS will be inoperative. Outflow valve available electrically.

If fire persists: Electrically operated flight instruments may be necessary for safe flight, and power to them must not be shut off except as a last resort.
*Generator switch No. 4.................OFF (E)

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Smoke and Fume Elimination
Attempt to locate, isolate, and extinguish the fire or source of smoke/fumes prior to initiating smoke removal procedure.

When depressurizing, take in account the minimum safe enroute altitude and crew oxygen requirements. If immediate smoke removal is thought necessary, use the following prodedure:

1. Smoke masks..ON, oxygen 100 percent (P, CP, E). Notify all crewmembers to don smokemasks and use walkaround bottles with oxygen selector set to to 100 percent OXY. GEN.
2. Descend, as necessary. (P)
3. Cabin exhaust fan...................ON (E).
4. Depressurize.
   With electric power available:
5. Aux vent switch.....................OPEN (E)
   Without electric power available:
6. Depressurize pneumatically..........(E)
7. Free fall chute.....................OPEN (E).
8. Overhead smoke removal door.........OPEN (E).
9. Reduce airspeed (170 knots MAX.)....(P).
10. Right emergency exit................OPEN (E).

WARNING

Never open a vent or emergency exit in the flight station before there is an opening in the cabin. Pressure build up in the cabin (approximately 1.5inches Hg) will make opening of a vent or door more difficult.

Restoring Electrical Power

1. Oxygen Selectors...................OFF (P, CP, E).
2. Affected equipment.................DISCONNECT (E).
3. Electrica l load....................REDUCE TO MINIMUM (E).
4. Synch servo switches................AS REQUIRED (E).
5. Generator Switches.(One at a time).ON (E).
6. Bus monitoring switches (One at a time).ON (E)
7. Electrical load....................RESTORE AS REQUIRED (E).
8. Start selector.....................OFF (E)
9. Cabin exhaust fan switch...........ON (E).
10. Governor indexing..................SET (E)

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Explosive Decompression.
If explosive decompression occurs, the cabin pressure changes to the outside pressure in less than one second. Explosive decompression causes a fogwhich should not be confused with smoke. An explosive decompression affects all crewmembers and can be extremely dangerous if it occurs at high altitude. Some of the effects accompanying explosive decompression are:Rush of air from the lungs, a momentary dazed sensation that passes immediately, possible gas pains, and hypoxia if oxygen equipment is not immediat ely available.
Maintaining a safe pressure differential and having oxygen equipment immediately available are precautions that should be observed in pressurized compartments. If an explosive decompression occurs, the pilot must try to ascertain the cause of the trouble and if it cannot be fixed in flight he should decide immediately whether to continue the mission or to descend to a safe altitude.

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Rapid Decompression
Rapid aircraft decompression may commence as a result of a landing gear scissor switch malfunction and can be recognized by loss of EDC spread and the autopilot (if engaged). In the even of a scissor switch failure and loss of associated aircraft systems functions, perform the following steps:

1. Pressurization ground check switch........TEST.
2. Ground airconditioning switch.............ON.
   NOTE
   Manual modulation of the outflow valve may be required initially to minimize cycling.
   Once pressuriz ation is regained:
3. Ground air sensing circuit breaker........PULL.
4. Pressurization ground check switch........NORMAL.

Emergency Depressurization.
With electrical power available:

1. Aux vent switch...........................OPEN (E)
2. Outflow valve switch......................OPEN (E)
3. Left and right engine-driven cabin air compressor switches....DUMP (E)
4. Aux vent switch...........................CLOSE AT 1 IN. Differential (E)

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Emergency Descent Procedures
Emergency descent from high altitude should be made with the landing gear extended at a maximum permissible indicated airspeed of 300 knotswhen below FL245 and at a mach limit dive speed above FL245. A highrate of descent can be obtained with a gear-down configuration while retaining better aircraft controllability than in a clean configuration mach-limit airspeed descent. The highest angle of descent can be achieved by descending with the landing gear and wing flaps extended, however, the rate of descent will be less due to reduced permissible airspeeds imposed by wing flap extension.

Descent with Landing Gear Extended

1. Autopilot................................DISENGAGED
2. Power levers.............................FLIGHT IDLE
3. Landing gear lever.......................DOWN
4. Airspeed.................................DESCEND AT SPEEDS UP TO 300 KNOTS IAS. (MACH LIMIT DIVE SPEED ABOVE FL 245)
5. Pressurization...........................AS REQUIRED
6. Windshield heat switches.................HIGH (To prevent fogging)

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   Emergency exits/entrances
   There are emergency exit hatches over each wing. Also, a flight stationalternate emer gency exit hatche, and a flight station overhead emergency exit (which also is the smoke removal door). The main cabin door may also be used. If it is necessary to enter the aircraft to rescue trapped personnel, open the emergency exits, all of which are operable from inside or outside.
   

   NOTE
   The overwing hatches and main door each have a "phosphorous button" located by the handle to aid in location in complete darkness.

   Emergency Evacuation
   The overwing hatches will be used during aircraft evacuation resulting from brake fire, uncontrolled engine fire on the ground, land or water ditching or any other emergency requiring prompt egress from the aircraft.The crew will commence aircraft evacuation when directed by the pilot, using all available exits (normally those on side opposite of a fire). All crew members are to stay a safe distance away from the aircraft. It is preferable to stay well behind the aircraft. For example, if a wheel explodesdue to rapid cooling, th e fragments tend to fly out sideways from the wheel.

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   Ditching
   It is essential that each crewmember be thoroughly familiar with the ditching procedures, with his/her duties, and the duties of all other crewmembers, so that in case of injury to one member, his duties may be assigned to or assumed by another. Responsibility for each piece of equipment to be removed from the aircraft is assigned to the specific crew positions. Periodic drills will assure an orderly operation when an emergency occurs, and will familiarize flight personnel with the location of all emergency equipment.

   NOTE

   In the event of an emergency situation or drill, each person is responsible for carrying out the duties of his/her assigned ditching station. In the event of an immediate ditching, each person shall assume the duties assigned to the station at which he/she happens to be in.

   Ditching and its control envelope is an area that requires a quick pilot assessment of the ditching configuration for survival. There are aircraft configurations or conditions caused by damage or other unknowns that will make successfull ditching marginal.

   When a probable ditching emergency arises the following points should beassessed to determine the best procedure for survival:
   

   1. Is the control system completely functional? If not, what are therestrictions for low speed flight?
   2. Can a normal ditching configuration be attained? (Gear up, LAND flaps, boost ON and APU doors closed.)
      WARNING
      If possible, ditch while power is still available. It is recommended that ditching be conducted with flight control boost ON and with LAND flaps whenever possible.
      
   3. Is lateral control assured and not endangered because of wing fire?

   If one of more of the points is negative, serious consideration should begiven to BAILOUT.

   A wing fire, exclusive of the engine nacelle foward of the firewall, is the most serious condition from the standpoint of structur al integrity and lateral control. A concentrated wing fire within the box beams of the P-3 will be sustained by fuel or oil and will destroy the effectiveuse of flaps and ailerons in a very short time. If an immediate landing or ditching cannot be made, bailout procedures should be initiated immediately.

   Ditching heading and sea evaluation
   Except in extremely high wind conditions the aircraft should be ditched parallel to the primary swell system. Model tests and actual ditchings of various aircraft indicate that ditching into the wall of sea water created by a major swell is roughly analogous to Flying into amountain. Accordingly, a careful evaluation of the sea condition is essential to successful ditching. In this regard, sea conditions should be continually reviewed to determine updated ditching heading.The surface should be analyzed from as high an altitude as the surface can be seen, 2000 feet or more if possible. The primary or basic swell can readily be distinguished from high altitude and will be seen first. It maybe hidden beneath another system plus a surface chop, but from altitude the largest and most dangerous system will be the first one recognized. By watching the pattern for a few seconds the direction of motion of the system can be determined. Once the basic system is found, look in different directions for other systems. Perhaps the second system may not be visible until a lower altitude is reached. The wind driven sea, if any, will be recognized by the appearance of whitecaps. It is possible once a low altitude is reached the basic system may disappear from view, hidden by the second system and local chop. It is essential therefore, to plot the direction of the various systems as they are recognized.

   Where weather or night operations preclude visual determination of sea conditions forecast data should be utilized. In addition, ocean station vessels and other ships may be used to obtain sea conditions.

   Based on the foregoing discussion the following guidelines are offered:
   

   • Never land into the face of a primary swell system (or within 30 to45 degrees of it) unless the winds are extremely high.
   • The best ditching heading is usually parallel to the major swell system and down the minor swell system.
   • In strong winds it may be desirable to compromise the above by landing more into the wind and slightly across the swell system.
   
   Ditching Procedures
   
   1. Alert crew *Time to impact*.............ALERTED (CP)
      NOTE
      
      • Announce intention to ditch and time until impact over PA system.
      • In the event of a ditch or bailout, the pilot by having announced his/her intentions, has authorized the transmission of the emergency message.
      • If time permits, reduce fuel load to the lowest practical minimum before ditching. Empty or nearly empty fuel tanks will provide extra buoyancy.
      • If time permits, manually light, and leave in place, all cabin emergency exit lights (day or night) before ditching.
      • Due to the added structural strength and the likeliho od of flash fire on impact, emergency overwing exits shall not be removed until the aircraft has come to a complete stop.
      
      
   2. Depressurize...........................AS REQUIRED (E)
   3. Jettison...............................AS REQUIRED (E)
      NOTE
      If external or bomb bay stores are being carried, actuate the jettison switch and leave in the jettison position.
      WARNING
      
      • If the nature of the emergency indicates that hydraulic/electrical power maybe lost during the jettison cycle, consideration should be given to utilizing Wing Only Jettison to preclude open bomb bay doors during ditching.
      • If the bomb bay doors switch is positioned to OPEN prior to jettison, the bomb bay doors will automatically close at the appropriate time of the jettison programmer. If the bomb bay doors switch is left in the OPEN position when the jettison switch is turned OFF, the bomb bay doors will open.
      • Do not select WING ONLY JETTISON with JETTISON switch actuated becausethe bomb bay doors will not close. The WING ONLY JETTISON switch interrupts the control of the bomb bay doors by the programmer module.
      
      
   4. Ditch heading.........................CHECKED (CP)
      NOTE
      Ditch parallel to and near the crest of the swell unless there is a strong crosswind of 25 knots or more. If there is a strong crosswind, ditch into the wind, making contact on the upslope of the swell near the top. Wave motion is indicative of wind direction, but swell does not necessarily move with the wind. Conditions of water surface are indicative of wind speed.If visibility restricted, ditch heading may be determined from forecast data. The following may be helpful:
      Surface Condition..............Wind Speed (knots)
      
      • Few White crests...............10-15
      • Many white crests..............15-25
      • Streaks of foam from crests....25-35
      • Spray blown from tops of waves.35-45
      
      
   5. Ditching Speed.......................CHECKED (CP, E)
      NOTE
      When calling out the ditching speed, the flight engineer shall give the land flap ditch speed. The pilot must add the proper correction if he elects to ditch in a different configuration. If limited to takeoff/approach flaps, increase ditching speeds bye 5 KIAS, or if forced to use maneuver/flaps up, increase ditching speeds by 20 KIAS.
      
   6. Emergency message/IFF (CP)
      NOTE
      Copilot should attempt to establish UHF/VHF voice communications. IFF should be placed to emergency position.
      
   7. Flaps................................AS DESIRED (CP)
      NOTE
      Impaired directional controllability caused by engine loss or aileron damage is another factor to be considered in determining ditching feasibility. At lower gross weights it is possible to attain an optimum ditching airspeed, desired rate of descent, and directional control by reducing power on the opposite symetric engine. If if sufficient time and altitude allow selection.

   8. Landing gear...................... ...UP (CP)
   9. AUX Vent/outflow valve...............CLOSED (E)
   10. Harness..............................LOCKED (P, CP, E)
       NOTEIf time permits, pilot, copilot, and engineer don helmets.

       Approach Technique
       In order to attain optimum impact conditions, adjust power during the final stages of the approach to maintain a steady rate of descent of 100 FPM at ditch speed. Establish the final approach configuration early.The most favorable touchdown altitude will result from flying the configuration, rate of descent, and airspeeds recommended in this section. At touchdown, violent random movement of the proper levers may occur. If the aircraft bounces on initial contact, keep the nose up.

       EXITS
       The exits over the wings provide an added advantage for evacuating because the wings provide a pier from which the rafts may be boarded.
       Liferafts
       Check to ensure that the life raft painter (50 to 150 pounds retaining line, 60 feet in length) is attached to the aircraft. Person launching raft should attach nylon launching strap to life vest, and push or lift life raft through exit.
       WARNING
       Do not remove rafts from their carrying cases inside the aircraft. Do not inflate raft before launching.
       Follow launching strap to life raft inflation ring. Jerk inflation ring to inflate the raft. Leave the cotton painter attached to the aircraft.
       CAUTION
       Keep life rafts away from any damaged surfaces which might tear them.
       

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