P 122013Z JUL 2010

TO ALL HAWKEYE AND GREYHOUND AIRCRAFT ACTIVITIES

INFO COMNAVSAFECEN NORFOLK VA//11//
COMNAVAIRFOR SAN DIEGO CA//N402/N455/N421G//
COMNAVAIRFORES SAN DIEGO CA//N42/N52//
COMNAVAIRLANT NORFOLK VA//N40/N455/N421G//
PEOTACAIR PATUXENT RIVER MD//PMA231//
COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P/4.1/5.0F//
FLTREADCEN SOUTHWEST SAN DIEGO CA//3.3.3//
CARAEWRON ONE TWO ZERO
SECINFO/U/-//
MSGID/GENADMIN,USMTF,2008/COMNAVAIRSYSCOM-4.0P//
SUBJ/E-2C AIRCRAFT URGENT NATOPS PUBLICATION INTERIM
/CHANGE SAFETY OF FLIGHT//
REF/A/DESC:EMAIL/CNAF/07JUL2010//
REF/B/DESC:DOC/COMNAVAIRSYSCOM/22APR2010//
REF/C/DESC:NAVAIR 01-E2AAF-1/COMNAVAIRSYSCOM/15SEP2008//
REF/D/DESC:NAVAIR 01-E2AAF-1B/COMNAVAIRSYSCOM/15SEP2008//
REF/E/DESC:NAVAIR 01-E2AAF-1F/COMNAVAIRSYSCOM/15SEP2008//
NARR/REF A IS COG COMMAND CONCURRENCE.
REF B IS AIRS 2010-078.
REF C IS E-2C NATOPS FLIGHT MANUAL (NFM).
REF D IS E-2C NATOPS POCKET CHECKLIST (PCL)
REF E IS E-2C NATOPS FUNCTIONAL CHECKFLIGHT CHECKLIST//
POC/SARAH GRAVES/FC FACILITATOR/UNIT:COMNAVAIRSYSCOM
/NAME: PATUXENT RIVER, MD/TEL:301-342-5741/TEL:DSN 342-5741
/EMAIL:SARAH.GRAVES.CTR@NAVY.MIL//
GENTEXT/REMARKS/1. THIS MESSAGE IS ISSUED IN RESPONSE TO REFS A AND
B. THIS MESSAGE ISSUES INTERIM CHANGE (IC) NUMBER 10 TO REF C,
NUMBER 6 TO REF D AND NUMBER 5 TO REF E.
2. SUMMARY.
A. THIS INTERIM CHANGE ISSUES URGENT UPDATES TO EMERGENCY
PROCEDURES.
B. REPLACEMENT PAGES CONTAINING THESE CHANGES FOR DOWNLOADING
AND INSERTION INTO REFS C, D AND E WILL BE ATTACHED TO
THIS INTERIM CHANGE MESSAGE WHEN IT IS POSTED ON THE NATEC
AND AIRWORTHINESS WEBSITES (SEE LAST PARA BELOW).
3. THE REPLACEMENT PAGES IMPACT THE FOLLOWING NATOPS FLIGHT MANUAL
AND POCKET CHECKLIST. THE REPLACEMENT PAGE PACKAGE INCLUDES:
A. REF C (E-2C NFM): PAGES 5/(6 BLANK), 11-25 TO 11-26A(B BLANK)
AND 15-1 TO 15-4.
B. REF D (E-2C PCL): PAGES A, B, B.1, K, L, M, N, E2-1-1 TO
E2-1-2, AND E3-1-1 TO E3-1-4.
C. REF E (E-2C FCFCL): PAGES TITLE, A, 1-34 TO 1-43.
D. TO ENSURE THE PDF PAGES PRINT TO SCALE: SELECT PRINT
AND VIEWING PRINT SETUP WINDOW, ENSURE "NONE" IS
SELECTED IN THE PAGE SCALING DROPDOWN.
4. POINTS OF CONTACT:
A. E-2C NATOPS PILOT PROGRAM MANAGER: LT TRAVIS PYLE,
COMM (850) 291-7092, EMAIL: TRAVIS.PYLE@NAVY.MIL.
B. NAVAIR POCS:
(1) MARTY SCANLON, 4.0P NATOPS INTERIM CHANGE COORDINATOR,
TEL DSN 757-6045, OR COMM (301) 757-6045,
EMAIL: MARTIN.SCANLON(AT)NAVY.MIL.
(2) CAPT BRIAN WYSOCKI, E-2C CLASS DESK, TEL DSN 757-7198, OR
COMM (301) 757-7198, EMAIL: BRIAN.WYSOCKI(AT)NAVY.MIL.
_______________________________________________________________________
NAVAIR 122013Z JUL 10 Page 1 of 2 01-E2AAF-1 IC 10
01-E2AAF-1B IC 06
01-E2AAF-1F IC 05
 (3) LCDR BEN KELSEY, 4.0P NATOPS OFFICER, TEL DSN 995-2502
OR COMM (301) 995-2502, EMAIL: BEN.KELSEY(AT)NAVY.MIL.
(4) AIRWORTHINESS GLOBAL CUSTOMER SUPPORT TEAM,
TEL: 301-757-0187, E-MAIL: AIRWORTHINESS(AT)NAVY.MIL.
5. THIS MESSAGE WILL BE POSTED ON THE AIRWORTHINESS WEBSITE,
AIRWORTHINESS.NAVAIR.NAVY.MIL WITHIN 24 HOURS OF
RELEASE. INTERIM CHANGES MAY BE FOUND IN TWO PLACES ON THE
WEBSITE:
A. IN THE NATOPS LIBRARY SORTED BY AIRCRAFT PLATFORM AND TMS.
B. IN AIRS, SEARCH BY AIRS NUMBER FOUND IN REF B ABOVE.
THIS MESSAGE WILL ADDITIONALLY BE POSTED ON THE NATEC
WEBSITE, WWW. MYNATEC.NAVY.MIL. IF THE IC MESSAGE INCLUDES
REPLACEMENT PAGES, THEY WILL BE PLACED WITHIN THE MANUAL AND
REPLACED PAGES DELETED. IF UNABLE TO VIEW THIS MESSAGE ON
EITHER THE AIRWORTHINESS OR NATEC WEBSITES, INFORM THE NATOPS
GLOBAL CUSTOMER SUPPORT TEAM AT (301) 342-3276, DSN 342-3276,
OR BY EMAIL AT NATOPS(AT)NAVY.MIL.
C. INFORMATION REGARDING THE AIRWORTHINESS PROCESS, INCLUDING
A LISTING OF ALL CURRENT INTERIM FLIGHT CLEARANCES, NATOPS
AND NATIP PRODUCTS ISSUED BY NAVAIR 4.0P, CAN BE FOUND AT OUR
WEBSITE: AIRWORTHINESS.NAVAIR.NAVY.MIL.
D. EPOWER FOLDER ID 900363, TRACKING NUMBER 37568.//

James Payne, Senior Airworthiness Engineer, 4.0P, 07/12/2010

_______________________________________________________________________
NAVAIR 122013Z JUL 10 Page 2 of 2 01-E2AAF-1 IC 10
01-E2AAF-1B IC 06
01-E2AAF-1F IC 05
 NAVAIR 01-E2AAF-1

INTERIM CHANGE SUMMARY

The following Interim Changes have been cancelled or previously incorporated into this manual.

INTERIM
CHANGE
NUMBER(S) REMARKS/PURPOSE

The following Interim Changes have been incorporated into this Change/Revision.
INTERIM
CHANGE
NUMBER(S) REMARKS/PURPOSE
1 EPC Channel/ BETA/NTS Light Changes/FCF PROP IBIT ISHP
2 MATT BLOCK 3
3 Updates Existing Static Auto Feather Check and Incorporates a New Step for Prop Mechanical
Feather Check FCF Procedures
4 New Steps for Prop Mechanical Feather Check FCF Procedures
5 Flight Control and Prop EP Updates

Interim Changes Outstanding — To be maintained by the custodian of this manual.

INTERIM
CHANGE ORIGINATOR/DATE PAGES
NUMBER (or DATE/TIME GROUP) AFFECTED REMARKS/PURPOSE
6 312011Z JUL 09 13--2 Asterisks to memory items
7 202007Z OCT 09 2--30, Misc. Updates
22--81,94,100,
119
8 162004Z NOV 09 7--56/58, EP Updates
14--1/2,
15--1/4,7,8,11/
12,17/18,
16--2/4
9 242006Z MAR 10 13--2/3, Miscellaneous EP Revisions
15--11,17,23/
28/,31/32,
51,53,64/66,
81,83, 17--1/4,
10/14, 18--2/3
10 122013Z JUL 10 11--25/26, Urgent Prop Fail to FX EP Update
15--1/3

5/(6 blank) ORIGINAL

 NAVAIR 01-E2AAF-1

PROFILE
b. Copilot’s altimeter — STBY.

c. RADAR ALTITUDE indicator — ON.

(1) Note deviation between RADAR and RESET altimeters at “marked” altitude on
RESET altimeter.

(2) Copilot note deviation of STBY altimeter from pilot’s altimeter at pilot’s “marked”
call.

A B 41. Cabin pressure altitude.

a. Copilot note deviation of cabin pressure altimeter in relation to STBY altimeter set at 29.92.

b. Limits:

(1) Below 4,500 feet MSL — r500 feet deviation.

(2) Above 4,500 feet MSL — 5,000 r1,000 feet.

11.5.8 At or Above 6,000 Feet AGL

A B 42. Propeller feather L or R.

Prior to feathering an engine you intend to restart, confirm NTS and EPC channel lights extinguished.

a. E-2C+ NU Direct CIC crewmember to secure RADAR, workstations, and PPCP except
IFPM.

b. HE2K Direct CIC crewmember to place the DDS and RADAR in STBY.

c. GEN switch (of engine being secured) — OFF.

d. Airspeed 150 KIAS.

e. FLAP lever — 10_.

f. MAX RUDDER switch — 20_ (do not over-control rudder).

g. HE2K STAB AUG — AS DESIRED.

h. BLEED AIR switch (of engine being secured) — OFF.

i. Power lever (of engine being secured) — FLT IDLE.

j. Power lever (other engine) — SET TO MAINTAIN 150 KIAS; TRIM AIRCRAFT.

(1) Scan both engines for possible malfunctions.

(2) Do not retrim until after engine shutdown.

11-25 ORIGINAL
ORIGINAL W/IC 10
NAVAIR 01-E2AAF-1

PROFILE
k. Power lever (of engine being secured) — SMOOTHLY ADVANCE TO MAX.

l. Condition lever (of engine being secured) — FEATH.

If full feather is not obtained, perform Fail to Feather procedure PCL page E3--1--1.

m. Check for loss of air-conditioning (upon initiation of propeller feather).

n. Check proper operation of propeller brake. Reducing airspeed may be necessary; however,
once rotation has stopped, propeller brake should hold.

Note
D A propeller feathered with the blades parallel-
ing the wing leading edge may cause buffeting
of the propeller due to aerodynamic forces.

D On engines with QEC-18 installed, aircrew

should expect a small amount of oil to be
discharged after shut down. The amount
discharged should be less than 1/2 quart.

o. PERSONNEL AIR COND switch — OVRD (air-conditioning and pressurization should

be restored).

p. After propeller has stopped, five minutes have elapsed, and TMT is below 250 qC, use
AIRSTART — NORMAL procedure PCL page E2--3--1.

q. BLEED AIR switch — ON.

r. Repeat for other engine, if required.

s. FLAP lever — AS REQUIRED.

A 43. Altimeters.

Pressure altimeters: Maximum spread of 300 feet between RESET and STBY modes on
individual altimeters. Maximum spread of 400 feet between pilot and copilot altimeters when
in similar modes.

A 44. Cabin pressure. Check cabin pressure at 5,000 r1,000 feet.

A 45. Vertical speed indicators (VSIs). Rate of climb shall not exceed 50 ft/min in stabilized level
flight.

A 46. V/UHF-1.

a. Establish two-way communication with a station at least 20 nm distant.

ORIGINAL W/IC 10
ORIGINAL 11-26
 NAVAIR 01-E2AAF-1

PROFILE
b. Check UHF-1 ADF function with a station at least 20 nm distant. BDHI No.1 needle shall
indicate within 5_ relative bearing to station.

A 47. GNS-530 VHF radio (aircraft incorporating AFC-476).

a. Establish two--way communication with a station at least 20 nm distant.

b. Using the flip--flop key, push and hold for 2 seconds to tune 121.5 Mhz (VHF Guard) and
establish two--way communication with a station at least 20 nm distant.

A 48. IFF/transponder.

a. Using ground station as necessary, verify system operation in MODES 1, 2, 3, C, and

EMER.

11-26a (b Blank) ORIGINAL

W/IC 10
NAVAIR 01-E2AAF-1

PROFILE

Page inserted to allow use of “A” page”

ORIGINAL 11-28
 NAVAIR 01-E2AAF-1

CHAPTER 15

In-Flight Emergencies
15.1 EMERGENCY SHUTDOWN PROCEDURES
15.1.1 Engine Fire/Failure/Shutdown in Flight

Any illumination of a fire warning light, regardless of intensity, shall be

interpreted as an actual indication of fire,the FIRE button shall be pushed.

Note
Recommend envelope for a precautionary engine shutdown is 150 KIAS,
and at or above 6,000ft.
*1. Power levers — AS REQUIRED (P).

Consideration should be given to advancing power lever of affected engine

to max prior to pulling the T--handle. This will provide a higher blade angle
and less drag in the event that the propeller does not feather.
*2. LDG GEAR — AS REQUIRED (P, CP).
*3. T--handle — PULL (P, CP).
*4. FIRE button — AS REQUIRED (P, CP).
*5. Flaps — AS REQUIRED (P, CP).
*6. MAX RUDDER — AS REQUIRED (P, CP).

Do not select 20_ rudder authority at airspeeds near or above 220 KIAS.
This may result in control system or structural damage and/or loss of
aircraft control.

CAUTION

If 20_ is selected above 150 knots, large/abrupt rudder deflections must be

avoided.

15-1 ORIGINAL ORIGINAL

W/IC 10
NAVAIR 01-E2AAF-1

*7. FUEL DUMP — AS REQUIRED (P)

If propeller does not feather:

*8. Malfunctioning engine — Condition Lever — FEATH then FEA OVERRIDE switch — Toggle and hold to
complete feather (P)

If propeller does not feather, execute Fail to Feather procedure.

If propeller is feathered:
9. Land as soon as possible.
If fire warning light remains ON, and fire is still evident:
10. Bailout, ditch, or land as soon as possible — (ALL).
If no fire or fire is out:
11. Perform Post-Shutdown Procedures — AS REQUIRED (P).

15.1.2 Fail to Feather Procedure

*1. Power Lever (operating engine) — AS REQUIRED (P).

Note
Reducing power on operating engine, increasing bank angle into operating
engine and/or increasing airspeed may be required to regain sufficient
rudder authority to maintain directional control and reduce pedal forces.
*2. Configuration — Gear UP, Flaps 10q, MAX RUDDER 20q (P, CP).

Flaps set greater than 10q will adversely impact single engine rate of climb
and/or directional control.
*3. Airspeed — AS REQUIRED (P).

Note
For climb performance, recommend max power and 125 KIAS over the
range of fail to feather scenarios. As altitude or performance permits, faster
airspeeds may be considered to reduce control forces required.
4. All FEATHER circuit breakers on OVHD panel and MPDP/MPDB — IN (CP, RO).
5. T--HANDLE--IN, and CONDITION LEVER--GRD STOP (P, CP).
6. Check for indications of NTS operation. NTS light may not blink if EPC Channel or EPC fail light is
illuminated. If NTS operation is evident allow RPM to stabilize.
7. T--HANDLE--PULL, and CONDITION LEVER--FEATH (P, CP).
If propeller is still windmilling:
8. FEA OVERRIDE switch — Toggle and hold to complete feather (P).

ORIGINAL W/IC 10 15-2

 NAVAIR 01-E2AAF-1

9. FUEL DUMP — AS REQUIRED (P).

If propeller is still windmilling and altitude cannot be maintained:

10. Consideration should be given to airstarting the malfunctioning engine (P, CP).

11. Prepare crew to Bailout, Ditch or Land as soon as possible (ALL).

Note
To reduce pilot workload or in the event of a bailout scenario, airspeed for
a hands off trim condition may be as fast as 170 KIAS with maximum
power on the operating engine. Consideration may also be given to
reducing power on the operating engine to reach a trimmed condition at
slower airspeeds. In both cases, a rate of descent as much as 2,000 fpm will
likely have to be accepted to reach the airspeeds necessary for trimmed
flight.

If propeller is still windmilling and altitude can be maintained:

12. Perform controllability check (section 15.14.6) as required, then Land as soon as possible (P, CP).

Due to drag resulting from a windmilling propeller, it may not be possible

to make turns into the operating engine. If possible plan the approach to
minimize turns. If turns are required into the non--operating engine,
maintain airspeed consistent with the controllability check plus 10 kts and
bank angles less than 30q to reduce the likelihood of a loss of directional
control.

CAUTION

Due to increased drag from a windmilling propeller, it may be difficult or

impossible to return to wings level if airspeed is not maintained in a turn.

If propeller is feathered:

13. Land as soon as possible (P, CP).

15-3 ORIGINALORIGINAL
W/IC 10
NAVAIR 01-E2AAF-1
SEE IC # 8
15.1.3 Post-Shutdown Checklist

1. FUEL DUMP switch — AS REQUIRED (P).

2. PERSONNEL AIR COND switch (as required) — OVRD (P).

With OVRD selected on the PERSONNEL AIR COND switch, up to 600 IHP will be lost on the operating engine
if horsepower is TMT limited.

3. AUTO FEATHER switch — OFF (P).

CAUTION

D Failure of the PROP PUMP MAIN light to illuminate indicates auxiliary

pump is running. If this condition exists pull the L or R Feather circuit
breaker.

D Pulling the L or R FEATHER circuit breaker stops the auxiliary pump from
running continuously, which could cause damage to the pump.

4. GEN switch (affected engine) — OFF (P, CP).

5. Preload Airstart — AS REQUIRED (P, CP).

15.1.4 Airstart

NTS, via the respective EPC, allows the blade angle to decrease in a controlled
manner during the air start cycle. With steady illumination of NTS light
(indicating NTS failure) or with a complete EPC failure/deenergized EPC, a
controlled air start is not possible. Centrifugal twisting moment will rapidly
decrease blade angle possibly resulting in a substantial overspeed condition.

CONTINUED

ORIGINAL
ORIGINAL W/IC 8 15-4