keywords:
Bookmark and Share



Front Back
ABORT START
Indications:
Igniter failure
1. TOT fails to rise after twist grip rotated to flight idle.
2. Ng fails to rise above 20 percent.

Hung Start
1. Ng rises slowly and stabilizes
2. TOT rises more slowly than normal

Hot Start
1. TOT exceeds limits
2. TOT caution light and digital display flash twice per second.

Procedures:
*1.  Twist grip.....................Close

*2.  Starter.......Secure after TOT stabilizes at 400°C or below
COMPRESSOR STALL
Indications:
1. Popping or rumbling noise
2. Vibrations
3. Rapid rise in TOT
4. Ng fluctuation
5. Loss of power

Procedures:
WARNING:  Be prepared for complete power loss.

*1.  Collective..................Reduce

Note:  Slight power (collective) reduction will often eliminate compressor stalls.

*2.  ENG Anti-ice switch.........OFF
*3.  Cabin heat valve.............OFF
*4.  Land as soon as possible.

CAUTION: When accelerating the rotor system during the initial rotor engagement or after power off maneuvers, exceeding 40% torque may induce engine chugging which may induce a compressor stall.

Note:  Mild compressor stalls may occur that will allow powered flight if TOT is within operating limits.
ENGINE OVERSPEED (Nf ) ROTOR RPM (Nr )
Indications:
Nr, Nf, Ng, TOT increase, right yaw, Engine noise increase

Procedures:
*1.  Collective..............Adjust as required to maintain Nr in operating range

*2.  Twist grip..........Reduce (to maintain Nf in operating range)

Note: The Nf overspeed must be controlled by continually coordinating collective and twist grip.

*3.  Collective/twist grip........Reajust
*4.  Land as soon as possible
UNDERSPEEDING Nf /Nr
Indications:
1. Low Nr
2. Low Nf

Procedures:
*1.  Collective.............Adjust as required to maintain Nr in operating range

*2.  Twist grip................Full open
*3.  GOV RPM.........Full increase
*4.  Check power available with Nr in limits.

Note: Power available is considered to be sufficient if level flight can be maintained with Nr at 90% or higher.  do not decelerate below 50 KiAS (minimum power airspeed) while executing a power check.

If power is not sufficient:
*5.  Autorotate.

Note: If some ussable power exists but level flight cannot be maintained, that power, if sufficient, may be utilized to effect a landing or minimize rate of descent en route to a more suitable site for autorotation.  Terrain permitting, a sliding landing requires the least amount of power.

If sufficient power is available:
*6.  Land as soon as possible.

FUEL CONTROL FAILURE
Indications:
Erratic Nf, Fluctuating Ng and/or TOT

Procedures:
*1.  Collective............Adjust as required to maintain Nr in operating range

*2.  Twist grip.......Adjust (to maintain Nf /Ng in operating range)

*3.  Land as soon as possible.

WARNING: Be prepared for complete power loss.
ENGINE RESTART IN FLIGHT
*1.  Autorotate
*2.  Ng .......................Check

If Ng is below 12%:
*3.  Twist grip...........Close, perform normal start

If Ng is 12% or higher:
*4.  Starter.............Engage, perform normal start

Note: Ng will not decrease below minimum starting speed within 10 seconds because of rotational inertia plus possible ram air effect.  The twist grip can be left in the full open position since fuel flow during the start will be on the normal acceleration schedule.

If light-off occurs:
*5.  Land as soon as possible.
EMERGENCY SHUTDOWN
Indications:
1. Fire warning light illuminated
2. Smoke
3. Fuel fumes
4. Fire.
5. Indication from ground personnel
6. Grinding noises or apparent drive train damage.

Procedures:
*1.  Twist grip.................Close
*2.  Fuel valve.................OFF
*3.  Battery switch...........OFF
(C)*4.  Standby attitude indicator..........................OFF
(C)*5.  Rotor brake.........Engage immediately

*6.  Helicopter.........Egress and use the fire bottle as required to extinguish the fire or get clear of the aircraft

WARNING: After exiting aircraft, beware of rotor blades
MAIN DRIVE SHAFT FAILURE
Indications:
Nr decrease, Nf indication higher than Nr, Left yaw, Loud bang/sound of overspeeding engine

Procedures:
*1.  Autorotate.
*2.  Twist grip...........Adjust to maintain Nf /Ng in operating range

WARNING: The engine must continue to operate to provede tail rotor drive.  Tail rotor drive effectiveness may be lost if Nf is allowed to go below 80 percent.

When on deck:
*3.  Emergency shutdown..................Complete
SPRAG CLUTCH SLIPPAGE
Indications with twist grip full open:
Nf indication higher than Nr, Low torque, ng and TOT lower than normal and not responsive to collective

Procedures:
*1.  Autorotate.
*2.  Twist grip................FLT IDLE

If time and altitude permit:
*3.  Twist grip.............Smoothly riase to full open

If Nf /Nr are married:
*4.  Collective............Increase

If sprag clutch continues to slip:
*5.  Autorotate.
*6.  Twist grip.............Closed

If the sprag clutch reengages:
*7.  Land as soon as possible.

CAUTION:  After completing the autorotative landing, ensure the twist grip is secured.  Failure to do so may result in sudden reengagement of the sprag clutch, causing severe damage to the drive system.

Note: Multiple attempts to reengage the sprag clutch are permitted dependent on time and altitude.
SPRAG CLUTCH SEIZURE
Indicaitons:
Nf/Nr married during shutdown or above 100% during an autorotation

Procedures:
*1.  Ensure twist grip is full open.
*2.  Land as soon as possible.

WARNING: If suspected during a practice autorotation, execute a waveoff.
IMMINENT TRANSMISSION FAILURE
*1.  Land immediately.

WARNING: Do not autorotate; minimize power changes.

*2.  Lock harness.
FUEL BOOST PUMP FAILURE
*1.  Descent............Initiate if above 6,000 feet PA and flight permits

*2.  Fuel pressure and quantity............................Note

WARNING: With one or more boost pumps inoperative, minimum fuel is 20 gallons; 10 gallons is unusable.

If both fuel boost pumps have failed (fuel pressure at zero):

WARNING: Be prepared for complete power loss.

*3.  Land as soon as possible.

If only one boost pump has failed (fuel pressure 4 to 30 psi):

4.  Land as soon as practical.

WARNING: If an air leak exists in the fuel lines between the boost pumps and engine, a total loss of boost pump pressure could cause and engine flameout.
SUSPECTED FUEL LEAKAGE
Indications:
Unusual fuel usage, Fuel fumes in cockpit

Procedures:

*1. Land as soon as possible.

If time and altitude permit:
*2.  Transmit position and intentions.
*3.  Unnecessary electrical equipment.......................Secure

WARNING: If an air leak exists in the fuel lines between the boost pumps and the engine, turning off all electrical power could cause and engine flameout due to a toal loss of boost pump pressure.

When on deck:
4.  Shutdown............Completed
5.  Helicopter............Exit
HYDRAULIC SYSTEM FAILURE
Indications:
HYDRAULIC PRESSURE light, Increased force required for control movement, feedback in control

Procedures:
*1.  Airspeed........Adjust (to obtain most comfortable control movement level)

*2.  HYDRAULIC BOOST switch..........................Check ON
*3.  HYD BOOST circuit breaker.........................Pull

If system is restored:
4.  Land as soon as practical.

If system is not restored:
5.  HYD BOOST circuit breaker..........................In
6.  HYDRAULIC BOOST switch...........................OFF
7.  FORCE TRIM (FT)........ON
(C)8.  AFCS STAB...........ON
(C)9.  AFCS ALT..............OFF
10.  Land as soon as practical.
HYDRAULIC POWER CYLINDER MALFUNCTION
Indications:
Cyclic/collective control displaces to abnormal position, Pilot control of cyclic/collective is difficult or impossible.

Procedures:
*1.  HYDRAULIC BOOST switch.............................OFF

WARNING: Hydraulic system will not secure if HYD BOOST circuit breaker is out.

*2.  Helicopter............Regain control
*3.  Airspeed.......Adjust (to obtain most comfortable control movement level)

*4.  Land as soon as possible.

WARNING: In the event of a comple loss of electrical power in the TH-57B or a failure of the ESS No. 2 Bus in the TH-57C, the hydraulic system will reenergize in the malfunciton mode.  the pilot will be unable to override the hydraulic boos solenoid.
ELECTRICAL FIRE--KNOWN ORIGIN
Indications:
Loadmeter shows excessive load, Dc voltmeter shows excessive load, Smoke, Fumes, Sparks

Procedures:
*1.  Affected equipment.......Secure
*2.  Affected circuit breakers....Pull

If fire persists:
*3.  Electrical fire--Unknown Origin procedure..............Execute

If fire extinguishes:
4.  Land as soon as practical.
ELECTRICAL FIRE--UNKNOWN ORIGIN
Indications:
Loadmeter shows excessive load, Dc voltmeter shows excessive load, Smoke, Fumes, Sparks

Procedures:
*1.  BAT switch...............OFF
(C)*2.  STANDBY GEN switch....OFF
(C)*3.  STBY ATT IND switch........................OFF in VMC
*4.  MAIN GEN switch...........OFF

If fire persists:
*5.  Land immediately.

If fire extinguishes:
*6.  Land as soon as possible.

If electrical power is required to restore minimum equipment for continued flight, proceed as follows:
7.  All circuit breakers........PULL
(C)8.  Check BAT RELAY circuit breaker......................In
9.  BAT switch..................ON
10.  MAIN GEN FIELD and MAIN GEN RESET circuit breakers...........In
11.  MAIN GEN switch...................Reset, then ON
(C)12.  STBY GEN RELAY circuit breaker....................In
(C)13.  STBY GEN switch.........ON
(C)14.  STBY ATT IND switch....ON
15.  Cirucuit breakers for essential equipment....In one at a time in order of importance

Note:
  • Ensure corresponding bus supply circuit breakers are in to provide power to desired electrical equipment.
  • Voltmeter will not indicate battery voltage until battery bus supply and voltmeter circuit breakers are in.
  • flight operation can be maintained without battery and generator.  Instruments powered by the 28 Vdc power, however, will be inoperable.
ENGINE FIRE IN FLIGHT
Indications:
Fire light, smoke, flames

Procedures:

WARNING: Be prepared for complete power loss.

*1.  Confirm existence of fire.

If fire exists:
*2.  Land immediately.
*3.  Emergency shutdown........Complete after landing

If fire not confirmed:
*
4.  Land as soon as possible.
FUSELAGE FIRE
*1.  Land immediately.
*2.  Emergency shutdown......Complete

WARNING: fire extinguisher fluid vapors are dangerous; fire extinguisher use should be limited to a well-ventilated area.  A moving TH-57 with the cabin vents and windows open is considered to be a well-ventilated area.

Note: A sideslip may be desirable to keep the flame from spreading.
SMOKE AND FUME ELIMINATION
Indications:
Fumes or smoke in cockpit, equipment failure

Procedures:
*1.  ECS and DEFOG blower.....OFF
*2.  Vents/windows...........Open
*3.  Slip or skid aircraft to eliminate smoke and fumes.
*4.  Land as soon as possible.
POST SHUTDOWN FIRE (INTERNAL)
Indications:
1. TOT rises above 400°C
2. Flames or smoke coming from engine.

Procedures:
*1.  Starter............Engage
*2.  Fuel valve............OFF
*3.  Igniter circuit breaker.......Pull
*4.  Starter ........Secure after fire is extinguised
MAST BUMPING
Indications:
Sharp two-rev knocking

Procedures:
If mast bumping is suspected:
*1.  Establish positive G load.
*2.  Land immediately.

During low g maneuvers (below +0.5g) (other than nose high):
*1.  Cyclic aft, then center laterally to reagain positive g (thrust) ont he rotor and maintain Nr
*2.  Land immediately.

During nose high, low airspeed:
*1.  Collective......Judiciously increase, if possible
*2.  Pedals........As required
*3.  Cyclic........Move to neutral position
*4.  Land immediately

During other flight conditions:
*1.  If mast bumping is suspected..............Land immediately
FIXED PITCH RIGHT PEDAL (LOW POWER)
In a hover:

If rate of rotation is not excessive and landing surface is smooth and firm:
*1.  Collective......Decrease to effect a power-on landing

If rate of rotation is excessive or landign surface is unsuitable for a power-on landing:
*2.  Twist grip......Reduce as nose approaches windline
*3.  Cyclic.......Eliminate drift
*4.  Collective......Increase to cushion landing

At altitude:
1.  Maintain airspeed and engine rpm to streamline the aircraft.
2.  Plan an approach to a smooth level surface into the wind or with a slight left crosswind if possible.
3.  Establish a shallow approach, maintaining 60 KIAS until on final.

Note: In such an approach profile, it is not unusual for the nose to be yawed slightly to the left.

4.  At 50 to 75 feed AGL and when the landing area can be made, start a slow deceleration to arrive over the intended landing point with minimum forward speed required for directional control.
5. At approximately 2 to 3 feet skid height, increase collective to slow the rate of descent and coordinate twist grip to maintain nose allignment.

WARNING: If necessary, a waveoff should be made early in the approach, using cyclic to increase forward airspeed.  If it becomes necessary to use large collective inputs to wave off near the deck, the nose will yaw right and possible enter uncontrolled flight.

Note: If nose swings right after touchdown, follow the turn with the cyclic to prevent the aircraft from rolling over.
FIXED PITCH LEFT PEDAL (HIGH POWER)
In a hover:

If rate of rotation is not excessive and landing surface is smooth and firm:
*1.  Collective........Decrease to effect a power-on landing

If rate of rotation is excessive or landing surface is unsuitable for a power-on landing:
*2.  Twist grip.......Slowly reduce while increasing collective to stop rotation
*3.  Collective.......Coordinate with twist grip to maintain heading and allow aircraft to settle

At altitude:
1.  Maintain airspeed and engine rpm to streamline the aircraft.
2.  Plan an approach to a smooth, level surface into the wind or with a slight left crosswind if possible.
3.  Establish a normal approach and maintain 60 KIAS during the initial part of the approach.
4.  On final approach, maintain engine rpm within limits and begin a slow deceleration in order to arrive at a point approximately 2 feet above the intended touchdown area as effective tranlational lift is lost.
5.  Apply collective pitch to slow the rate of descent and align the helicopter with the intended landing path.  If the aircraft is not aligned after pitch application, adjust the twist grip to help further with the alignment.  Allow the aircraft to touch down at near zero groundspeed maintaining alignment with the twist grip.

Note: In a fixed-pitch left-pedal situation, it may be possible for the pilot to slow the aircraft to a hover and effect such a recovery.
LOSS OF TAIL ROTOR EFFECTIVENESS
*1.  Pedals.....Maintain full left pedal
*2.  Collective......Reduce (as altitude permits)
*3.  Cyclic....Forward to increase airspeed

If spin cannot be stopped:
*
4.  Autorotative landing.....Execute
HIGH-FREQUENCY VIBRATION
*1.  ECS.............OFF

If vibrations continue:
*2.  Land as soon as possible.

WARNING:
  • Be prepared to execute Complete Loss of Tail Rotor Thrust procedures.
  • Increased power settings required to accomplish a normal approach may ultimately precipitate the complete failure of a malfunctioning tail rotor.  Be prepared for uncommanded right yaw in the event of complete loss of tail rotor thrust during the approach.  consideration should be given to maintaining and autorotative profile or low-powered approach.
If vibrations cease:
*3.  Land as soon as practical.
COMPLETE LOSS OF TAIL ROTOR THRUST
Indications:
1. Pedal input has no effect on helicopter trim
2. Right yaw (left sideslip)
3. Left roll of fuselage along the longitudinal axis
4. Loud bang

Delayed-Onset Indications:
1. Hight frequency vibrations
2. Whining, grinding
3. Yaw kicks, often during power changes
4. Restricted or difficult movement of pedals
5. Unusual pedal positions

Procedures:
In a hover:
*1.  Twist grip........Close
*2.  Cyclic.............Eliminate drift
*3.  Collective.............Increase to cushion landing

Transition to forward flight or hover/air taxi:
*1.  Twist grip........Close
*2.  Cyclic...........Elimate sideward drift
*3.  Collective...........Increase to cushion landing

At altitude:
*1.  Collective.......Reduce to minimize yaw
*2.  Cyclic..........Adjust for best airspeed to control yaw

If yaw is not controllable:
*3.  Autorotate.
*4.  Twist grip.......Closed prior to flare

If yaw is controllable:
*5.  Continue powered flight and set up to a suitable landing area at or above minimum rate of descent autorotational airspeed.
*6.  Autorotate.
*7.  Twist grip........Closed prior to the flare
AUTOROTATION
*1.  Autorotate.
  • *a.  Autorotation.......Establish
    • *(1) Collective......Full down immediately
    • *(2) Pedals.......Center ball
    • *(3) Airspeed.........50
ENGINE FAILURE IN FLIGHT
Indications:
1. Nr decrease
2. Rapid settling
3. Left yaw
4. ROTOR LOW RPM caution light and audio
5. ENGINE OUT caution light and audio

Procedures:
*1.  Autorotate.
*2.  Shoulder harness...........Lock

If time and altitude permit:
*3.  Mayday.................Transmit
*4.  Transpoder..............Emergency
LANDING IN THE TREES
*1.  Autorotate.
*2.  Shoulder harness...........Lock

If time and altitude permit:
*3.  Mayday...........Transmit
*4.  Transponder...........Emergency
*5.  Twist grip................Close
*6.  Battery......................OFF
ENGINE FAILURE AT HIGH AIRSPEED AND LOW ALTITUDE
Indications:
1. Nr decrease
2. Rapid settling
3. Left yaw
4. ROTOR LOW RPM caution light and audio
5. ENGINE OUT caution light and audio

Procedures:
*1.  Cyclic...........Immediately apply aft
*2.  Autorotate.

WARNING: Rapid cyclic movement should be avoided to preclude mast bumping.
EMERGENCY DESCENT
*1.  Collective........Reduce (to minimum pitch)
*2.  Airspeed..............130 KIAS (122 KIAS Maximum with AFCS on)

Note: During recovery, Nr may tend to overspeed.
DITCHING--POWER ON
1.  Passengers and crew............Alert
2.  Shoulder Harness.............Locked
3.  Mayday...................Transmit
4.  Transponder...............Emergency
5.  Perform normal approach to hover/taxi 3 to 5 feed above the water.
6.  Doors.................Jettison
7.  Nonessential personnel.....Execute emergency egress
8.  Helicopter............Move to a safe distance away
9.  Vertical landing...........Perform
10.  Twist grip............Close
11.  Collective..............Increase slowly to maximum pitch
12.  Cyclic...........Maintain helicopter upright as long as possible
13.  Emergency egress..........Execute
14.  Lifevest..........Inflate (when clear of helicopter)
DITCHING--POWER OFF
*1.  Autorotate.
*2.  Shoulder harness............Lock

If time and altitude permit:
*3.  Mayday...............Transmit
*4.  Transponder...........Emergency
*5.  Doors...............Jettison
*6.  Underwater egress........Execute
EMERGENCY LANDING (PILOT/COPILOT)
1.  Crew and passengers..........Alert
2.  Shoulder harness............Locked
3.  Mayday/IFF.........Transmit/Emer (7700)
4.  Emergency landing......Execute
5.  After landing:
  • a. Secure and exit.
  • b. Rotors........Avoid
WARNING: Conditions permitting, delay egress until rotors have stopped.
  • c. Muster at prebriefed point outside aircraft.
  • d. With hand-held radio, declare an emergency on guard frequency and/or activate beacon function as required.
UNDERWATER EGRESS
*1.  HABD...........As required
*2.  ICS cords..........Disconnect
*3.  Doors...............Jettison
*4.  Place hand on known reference point.
*5.  Harness..............Release
*6.  Exit helicopter.

After egress:
*7.  Swim clear of helicopter and inflate LPU.
EMERGENCY GROUND EGRESS
WARNING: During any emergency egress, particular care must be taken to avoid being struck by the rotor blades.

Pilot/Copilot
1.  Abandon aircraft............Order
2.  Mayday................Transmit
3.  Doors............Open/jettison
4.  Communications cord.........................Disconnect
5.  Lap/shoulder harness.....Release
6.  Egress through appropriate exit.

Crew/Passengers
1.  Doors.........Open/jettison
2.  Seat harness.............Release
3.  Egress through appropriate exit.
MAIN GENERATOR FAILURE
Indications:
Loadmeter to zero, MAIN GEN or GEN FAIL caution light, (B) voltmeter indicates battery voltage, (C) voltmeter indicates 0

Procedures:
1.  MAIN GEN FIELD and MAIN GEN RESET circuit breakers........Check in
2.  MAIN GEN switch.....Reset, then ON

If generator power is not restored:
3.  MAIN GEN switch...........OFF

Note: Prior to shutting off all electrical power, the pilot must determine the equipment that is essential to the particular flight environment that will be encountered (e.g., flight instruments and fuel boos pumps).

4.  Unnecessary electrical equipment........................OFF
(C)5.  NORMAL/RECOVER switch..............RECOVER as desired
(C)6.  Voltmeter Select Switch.....................MAIN BAT
7.  Descend below 6,000 feet PA
8.  Land as soon as practical.

If power is restored:
9.  Continue flight.

WARNING:
  • With the battery switch OFF or battery exhaustion, both fuel boost pumps are inoperative.
  • with one or both boost pumps inoperative, minimum fuel is 20 gallons; 10 gallons is unusable.
(C)  Note:
  • In the TH-57C, time of operation of ESS No. 2 bus on battery power is approximately 40 minutes with pitot heat OFF and an 80 percent charged battery (approximately 35 minutes with pitot heat ON).  to conserve battery power as needed for extended flights or for use of landing lights at destination, turn off unnecessary electrical equipment on the ESS No. 2 and NON ESS Bus.
  • (C)  With the NORMAL/RECOVER switch in NORMAL, failure of the main generator will result in illuminaiton of the FUEL PUMP  caution light because of loss of power to the nonessential bus.
NOTE:
  • (C)  Resetting the BUS/TIE RELAY circuit breaker will cause the main battery to power the nonessential bus, accelerating main battery depletion.
  • (C) In the TH-57C, with the loss of the main battery after a main generatior failure, the HSI and both RMIs will be inoperative for TACAN, LOC, and VOR approaches; howerver, the RMIs will still provide GPS radial and relative ADF bearing.  The HSI will show GPS deviation.  VMC should be attained as soon as possible.
  • Be prepared for a possible electrical and/or engine compartment fire beacuase of excessive wiring load or generator meltdown.


STANDBY GENERATOR FAILURE (C)
Indications:
STBY GEN FAIL caution light

Procedures:
1.  STBY GEN RELAY circuit breaker.............In  Check voltmeter for indication
2.  STBY GEN switch......OFF, then ON

If power not restored:
3.  STBY GEN switch...........OFF
4.  Land as soon as practical.

If power restored:
5.  Continue flight.
FCS INVERTER FAILURE (C)
Indications:
FCS light flashes, Lossof pitch/roll servos, Loss of FCS

Procedures:
If FCS inverter voltage is less than 111 volts:
1.  FCS circuit breaker (ESS-1, lower panel)..........................Pull
2.  Establish VMC
AVIONICS INVERTER FAILURE (C)
Indications:
Ac voltage drop, RMI--needles failing in the VOR position, Yaw servo failure

Procedures:
1.  AVIONICS INV circuit breaker (ESS-2, upper avionics panel)......Pull

NOTE: Further flight in IMC is possible, but must be accomplished without RMIs and yaw servo
DC LOADMETER AND VOLTMETER
If the loadmeter or voltmeter fluctuates erratically, pegs or goes to zero:
1.  Main Generator Switch.......Reset, then ON

If the problem is corrected:
2.  Continue flight.

If the problem is not corrected:
3.  Main Generator Failure procedures.........Execute

CAUTION:  Sustained loadmeter indications greater than 70% may be followed by an electrical fire.
OVERTORQUE/OVERSPEED/OVERTEMP
If any overtorque exceeding 110%, overspeed or overtemp is observed:
1.  Land as soon as possible.
Nr AND Nf TACHOMETER MALFUNCTION
1.  Land as soon as practical.
PITOT-STATIC INSTRUMENTS
If the airspeed, vertical speed, or altimeter fluctuates erratically or gives apparently false indications while power and attitude instruments are normal, proceed as follows:
*
1.  PITOT HEAT switch(es).......HEAT

Monitor cruise power settings and nose attitudes to maintain altitude and airspeed.  If pitot heat does not remedy the situation, accomplish the following:

(C) *2.  Alternate static source knob............Pull

If icing conditions are present:
*3.  Icing procedures........Execute

If icing conditions are not present:
*4.  Land as soon as practical.
Ng TACHOMETER OR TURBINE OUTLET TEMPERATURE SYSTEM
If Ng or TOT falls to zero or fails to rise and fall with corresponding power changes:
1.  Monitor other engine instruments
2.  Avoid high power settings.
3.  Land as soon as practical.

NOTE: Failure of the Ng tachometer generator is usually accompanied by actuation of the ENG OUT warning horn and caution light.
TORQUEMETER
If the torquemeter needle is unusually low or falls to zero witha  corresponding digital readout, it is probable that the torque line has ruptured.  Loss of engine oil will be kept to a minimum by a restrictor fitting in the system.

*1.  Monitor engine instruments.
*2.  Land as soon as possible.

The torquemeter incorporates a transducer between the wet line and the gauge.  If the needle falls to zero and the digital readout is extinguished, the cause is a loss of electrical power to the indicator.

1.  Monitor engine instruments.
2.  Check TRQ circuit breaker.........In
3.  Land as soon as practical.

Note: Some minor torque fluctuation is normal and should not be cause for concern.
ENGINE OR TRANSMISSION OIL PRESSURES
On the ground:

The engine shall be shut down if transmission oil pressure exceeds 70 psi or engine oil pressure exceeds 150 psi.

Airborne:

If either gauge fluctuates erratically, engine oil pressure does not indicate within normal range, or transmission oil pressure is not within 30 to 70 psi:

*1.  Land as soon as possible.

WARNING:
With suspected transmission malfunctions, the pilot should make and approach with minimum power change to minimize changes to transmisson torque.

Note: Check the transmission oil pressure witht he twist grip full open.  Illumination of the TRANS OIL PRESS caution light is common, while the twist grip is at flight idle, after power off maneuvers; however the gauge should indicate positive transmission oil pressure.

Note: There is no detrimental effect to the transmission system with oil pressure between 50 to 70 psi with transmission temperature within limits.  Pressure indications between 50 to 70 psi shall be documented on a MAF upon completion of flight.
ENGINE OR TRANSMISSION OIL TEMPERATURES
If either oil temperature gauge indicator exceeds red line limitations:
*1.  Land as soon as possible.

If either oil temperature gauge fluctuates or falls to zero:
*2.  Land as soon a practical.
FUEL QUANTITY INDICATOR
1.  Land as soon as practical.
x of y cards Next >|