CHIEF WARRANT OFFICER 2 TIMOTHY ESQUIBEL
C Company, 1-171st General Support Aviation Battalion
Santa Fe, New Mexico

Emergency procedures are in place for a reason, and aviators know how important it is to run the checklist to make the right decision. One day we arrived at Corpus Christi Army Depot (CCAD), Texas, to pick up a UH-60. We located the aircraft and met with the maintenance staff to review the depot work that had been done. There was plenty of time left in the day to review the log books and the aircraft, so two crew chiefs, who had come along with us, and I conducted a preflight inspection.

The aircraft appeared in good condition. We felt the depot staff had done a great job preparing the Black Hawk and they were eager for us to accept ownership. After we completed the preflight and logbook check, we advised CCAD that we would make our first test flight the following morning. 

We arrived at CCAD the next morning and immediately began another preflight inspection. We felt the thorough preflight and preventive maintenance daily went above the standard and was more than adequate for the flight, considering we inspected the entire aircraft twice on consecutive days. At that point, our maintenance test pilot (MTP) was prepared for the initial flight and the crew was comfortable with the aircraft.

We had the aircraft towed to the ramp and began developing a flight plan. It would include a flight over the test flight area where the maintenance officer would conduct his maintenance checks. The MTP and I looked over the route, which called for us to depart, fly low over the edge of the ocean and then out toward the edge of an island. From there, we would climb to 10,000 feet above ground level and begin a pattern to accomplish all the checks needed to ensure the Black Hawk was ready to be transferred to our unit. 

At that point, we all sat down and conducted a thorough crew brief discussing the route, weather, all tests to be performed, emergency procedures (EPs) and comfort level of each crew member. This was important considering none of us had flown this helicopter before and it was coming out of the depot. However, the entire crew was comfortable with all that we had done to prepare for the test flight and the follow-on flight back to Santa Fe, New Mexico.

We proceeded to the UH-60 and began an engine run-up, which was smooth and uneventful. We conducted all necessary ground checks and waited for departure clearance. At that point, I took the controls and we departed CCAD for the test flight area. The en route flight was smooth and we began to feel comfortable with the performance of the helicopter.  

Once we arrived in the test flight area, we started a climb to 10,000 feet AGL, and all indications and instruments were normal. The MTP reached up to retard the power control lever on the No. 2 engine, and the master fire warning light came on. The crew chief in the back announced the fire light from his position. I immediately visually confirmed the light and announced to the crew in the back, “Confirm we have a fire.”  

The first thing that went through my mind was the warning written with this type of EP: “Confirm you have an actual fire before you shut down an engine.” I looked up and confirmed the No. 2 T-handle was red, indicating a fire. At that point, the crew chief announced, “I confirm we do have a fire.”

We began an immediate decent in an S pattern to visually look for smoke. We could not see any; however, the fire light still indicated a fire. The MTP took the controls and began communicating with the tower, advising them we had indications of a fire. As we descended rapidly, the No. 2 engine was indicating normal operations. Within seconds of discussing the situation, the MTP and I decided to not shut down the No. 2 engine. At that moment the crew chief said we may not have a fire. We did not shut down the No. 2 engine because it was indicating normal activity and functioning properly and the fact the crew chief, at the last second, advised we may not have a fire. 

The fire department and rescue crews were waiting when we landed safely back at CCAD. After shutting down and looking over the No. 2 engine, we discovered a label wrapped around a fuel drain line was too close to the engine and had caught fire and burned. The label was adjacent to the fire detection sensor which kept the fire warning light illuminated. The engine was not on fire, but the label did incinerate. The fuel line was replaced and the following day we had a successful flight.

This incident reinforced what we were taught during training: When you have a situation, remember your training, follow the checklists and fly the aircraft. We’ve heard that before, but trust me, it works.