1
Q
Immediate Action Emergency Actions
A
NOTE
The urgency of certain emergencies requires immediate and instinctive actions by the pilot. The most important single consideration is helicopter control. All procedures are subordinate to this requirement. If time permits during a critical emergency, transmit MAYDAY call, set transponder to emergency, turn the ELT ON, and lock the shoulder harness.
2
Q
Land as soon as possible
A
Land without delay to the nearest suitable area (i.e. open field) in which a safe approach and landing is reasonably assured. (The primary consideration is to ensure the survival of the occupants.
3
Q
Land as soon as practicable
A
The landing site and duration of the flight are at the discretion of the pilot. Extended flight beyond the nearest approved landing area is not recommended. (The primary consideration is the urgency of the emergency.)
4
Q
Define Autorotate
A
Adjusting the flight controls as necessary to establish an autorotational descent and landing.
5
Q
“Autorotate”
A
- Collective - Adjust as required to maintain rotor RPM (90 - 107%)
- “Pedals - Adjust” Crab or slip as required
- “Throttle - Adjust as necessary” Close as required
- “Airspeed - Adjust” as required
6
Q
Define Emergency shutdown
A
Engine shutdown without delay
7
Q
“Emergency Shutdown”
A
- “Throttle - Closed”
- “Fuel Valve Switch - Off”
- “Batt Switch - OFF as desired” Before turning the battery switch off during an in-flight emergency, the pilot should consider a “MAYDAY” call, selecting emergency on the transponder and the possible effects of a total electrical failure.
8
Q
Before turing the battery switch off, the pilot should consider?
A
Making a Mayday call, setting emergency on the transponder, and possible effects of total electrical failure.
9
Q
AUTOROTATIONAL AIRSPEEDS: Airspeed for minimum rate of descent
A
52 KIAS
10
Q
AUTOROTATIONAL AIRSPEEDS: Airspeed for maximum glide distance
A
69 KIAS
11
Q
After Emergency Action
A
After a malfunction of equipment has occurred, appropriate emergency actions have been taken and the helicopter is on the ground, an entry shall be made on DA Form 2408-13-1 describing the malfunction. Ground and flight operations shall be discontinued until corrective action has been taken.
12
Q
Emergency Equipment on board
A
a. Fire extinguisher - located on the center pedestal between the pilot and the co-pilots stations.
b. First aid kit is located in one of the pouches by the passenger seat.
c. Emergency Locator Transmitter (ELT): See Chapter 2.
13
Q
Emergency exit or entrance
A
Through either cabin or crew door. If the door(s) will not open, the windows should pop out if pressure is applied to the outer edges of the window. If the window will not pop out, kick out the plexiglass to exit the aircraft.
14
Q
Partial or Complete Power Loss - WARNING
A
Do not respond to the RPM warning system by entering autorotation and reducing the throttle without first confirming engine malfunction by one or more of the other indications. Normal indications signify that the engine is functioning properly and that there is a tachometer generator failure or an open circuit to the warning system, rather than an actual engine malfunction.
15
Q
Indications of an engine Malfunction (either partial or a complete power loss)
A
- Left yaw
- Drop in engine RPM (N1 and N2)
- Drop in rotor RPM Low RPM audio alarm (steady tone)
- Illumination of the LOW ROTOR RPM caution light
- Change in engine noise.
If the power loss is total, the ENGINE OUT warning light will activate and an intermittent (warbling) tone will be heard.
16
Q
“Engine Failure at a hover”
A
- “Autorotate”
- “Emer Shutdown” - Accomplish after landing.
17
Q
“Engine Failure - Low Altitude/Airspeed or Cruise.”
A
- “Autorotate”
- “Emer Shutdown” - Accomplish during descent if time permits.
18
Q
“Engine Restart”
A
- “Throttle - Close”
- “Fuel Valve Switch - On”
- “Attempt start”
- “Land as soon as possible”
19
Q
Engine Restart - CAUTION
A
Do not attempt air start above 12,000 feet MSL (TURB OUT TEMP rises too fast to control).
20
Q
Engine Restart Considerations
A
After an engine failure in flight, an engine start may be attempted. Because the exact cause of engine failure cannot be determined in flight, the decision to attempt the start will depend on the altitude and time available, rate of desent, potential landing ares and crew assistance available. 52 to 60 KIAS is recommended during the descent. Under ideal conditions, approximately on minute is required to regain powered flight from the time the attempted start is begun. If the decision is made to attempt an in-flight start:
21
Q
Engine Compressor Stall indications
A
- Sharp rumble or a series of loud sharp reports
- Severe engine vibration
- Rapid rise in TURB OUT TEMP
22
Q
“Engine Compressor Stall”
A
- “Collective - Reduce”
- “Engine Anti-ice and Heater switches - OFF”
- “Land as soon as possible”
23
Q
Engine Overspeed indications
A
- Right yaw
- Rapid increase in both rotor and engine RPM
- Increase in engine and rotor noise.
24
Q
“Engine Overspeed”
A
- “Collective - Increase” to load the rotor and sustain engine/rotor RPM below the maximum operating limit.
- “Throttle - Adjust” until normal operating RPM is attained.
- “Land as soon as possible” Perform a power-on approach and landing by controlling the RPM manually with the throttle.
If RPM cannot be controlled by throttle adjustment.
- “Autorotate” when over a safe landing area.
- “Emer Shutdown” - Accomplish during descent if time permits.
25
"Engine Underspeed"
If an engine underspeed occurs, the collective must be adjusted downward to maintain rotor RPM within limits. If powered flight with rotor in the green can be accomplished:
1. _"Land as soon as possible"_ in an area that will permit a run-on landing.
An engine underspeed below 90% results in rotor RPM decay below minimum safe limits. Should this occur:
2. _Autorotate_
3. _Emer Shutdown_ - Accomplish during the descent if time permits.
26
"Engine Surges"
a. _GOV INCR switch - INCR for maximum RPM_
b. _Throttle - Adjust to 97% N2_
c. _Land as soon as possible_
If engine surges are not controlled in steps a. and b. above proceed as follows:
a. _Autorotate_ - When over a safe landing area.
b. _Emer Shutdown_ - Accomplish during descent if time permits.
27
Fuel boost pump failure
⚠ **WARNING**
Operation with both fuel boost pumps inoperative is not authorized. Due to possible fuel sloshing in unusual attitudes and out of trim conditions and one or both fuel pumps inoperative, the unusable fuel is ten gallons.
With one or both fuel boost pumps inoperative:
**NOTE**
The engine will operate without boost pump pressure under 6,000 feet pressure altitude and one boost pump will supply sufficient fuel for normal engine operations under all conditions of power and altitude. Both fuel boost pumps shall be operating for all normal operations.
A. Descend to below 6,000 feet pressure altitude if possible.
B. Land as soon as practicable.
28
"LOW INLET PRESSURE caution light ON"
1. _"ENGINE ALTERNATE AIR SWITCH - OPEN"_
2. _"If caution light remains ON, Land As Soon As Possible."_
3. If caution light goes out, Land As Soon As Practicable. Related engine parameters should be monitored frequently until landing.
29
"Engine Icing"
**NOTE**
When anti-ice system is ON, TOT will rise for same power setting.
1. _"ENGINE ANTI-ICING switch - ON"_ (if conditions warrant).
2. _"TURB OUT TEMP - Maintain within limits"_
30
"If the engine oil pressure is below 50 PSI or the temperature is above 107\*C"
1. _"Land as soon as possible"_
**NOTE**
If engine oil pressure is falling or low and the oil temperature is rising or high, a severe leak may be present.
31
Air conditioning malfunction
The type of malfunction that would create a potential emergency involves a failure of the compressor or drive belt that would cause a noticable vibration or noise.
Air Conditioning and Fan switch - OFF
Land as soon as practicable.
32
Complete Loss of T/R thrust - Indications
a. This situation involves a break in the drive system, such as a severed driveshaft, causing the tail rotor to lose power.
b. Indications:
1. Pedal input has no effect on helicopter trim.
**WARNING**
Degree of roll and side-slip may be varied by throttle and/or collective. (At airspeeds below approximately 50 knots, the side-slip may become uncontrollable, and the helicopter will begin to spin on the vertical axis.)
2. Nose of the helicopter turns to right (left sideslip)
3. Left roll of fuselage along the longitudinal axis.
33
Complete Loss of T/R thrust - Procedures
1. If safe landing area is not immediately available, continue powered flight to suitable landing area at or above minimum rate of descent autorotational airspeed.
2. When landing area is reached, make an autorotational landing (THROTTLE CLOSED).
3. Use airspeed above minimum rate of descent airspeed.
**NOTE**
Airflow around the vertical fin may permit controlled flight at low power levels and sufficient airspeed when a suitable landing site is not available; however, touchdown shall be accomplished with the throttle in the full closed position.
4. If run-on landing is possible, complete autortation with touchdown airspeed as required for directional control.
5. If a run-on landing is not possible, start decelerate from about 75 feet altitude, so that forward groundspeed is at a minimum when the helicopter reaches 10 to 20 feet; execute the touchdown with a rapid collective pull just prior to touchdown in a level attitude with minimum ground run.
34
Loss of T/R Components: Indications
a. The severity of this situation is dependent upon the amount of weight lost. Any loss of this nature will result in a forward center of gravity shift, requiring aft cyclic. A full autorotational descent and landing should be accomplished with a run-on type termination if to an improved surface, or minimum ground run if to an unimproved surface. Landing should be accomplished in a level attitude.
b. Indications:
1. Varying degrees of right yaw depending on power applied and airspeed at the time of failure.
2. Forward CG shift.
35
Loss of T/R Components Procedures
1. Enter autorotative descent (THROTTLE CLOSED)
2. Maintain airspeed above minimum rate of descent airspeed.
3. If run-on landing is possible, complete autorotation with touchdown airspeed as required for directional control.
4. If run-on landing is not possible, start to decelerate from about 75 feet altitude, so that forward groundspeed is at a minimum when the helicopter reaches 10 to 20 feet; execute the touchdown with a rapid collective pull just prior ro touchdown in a level attitude with minimum ground run.
36
Fixed Pitch Settings (Reduced Power Low Torque)
This is a malfunction involving a loss of control resulting in a fixed pitch setting. whether the nose of the helicopter yaws left or right is dependent upon the amount of pedal applied at the time of malfunction. Regardless of pedal setting at the time of malfunction, varying amount of tail rotor thrust will be delivered at all times during flight.
a. Reduced power (low torque)
1. Indications: The nose of the helicopter will turn right when power is applied.
2. Procedure:
1. If helicopter control can be maintained in powered flight, the best solution is to maintain control with power and accomplish a run-on landing as soon as practicable. Use airspeed, throttle, and collective to reduce sideslip angle at touchdown.
2. If helicopter control cannot be maintained, close the throttle immediately and accomplish an autorotational landing.
37
Fixed Pitch Settings (Increased Power high Torque)
This is a malfunction involving a loss of control resulting in a fixed pitch setting. whether the nose of the helicopter yaws left or right is dependent upon the amount of pedal applied at the time of malfunction. Regardless of pedal setting at the time of malfunction, varying amount of tail rotor thrust will be delivered at all times during flight.
1. Indications: The nose of the helicopter will turn left when power is reduced.
2. Procedures:
1. Maintain control with power and airspeed (Between 40 and 70 knots)
2. Continue powered flight to a suitable landing area where a run-on landing can be accomplished
3. Execute a run-on landing with power and a touchdown speed which will minimize sideslip. Use throttle and collective, as necessary, to control sideslip and heading at touchdown.
4.
38
Fixed Pitch Setting (Hover)
This is a malfunction involving a loss of control resulting in a fixed pitch setting. whether the nose of the helicopter yaws left or right is dependent upon the amount of pedal applied at the time of malfunction. Regardless of pedal setting at the time of malfunction, varying amount of tail rotor thrust will be delivered at all times during flight.
1. Indication: Helicopter heading cannot be controlled with pedals.
2. Procedures:
1. Fixed pedal - Land.
39
"Loss of T/R Effectiveness"
This is a situation involving a loss of effective tail rotor thrust without a break in the drive system which cannot be stopped with full left pedal application. If LTE is experienced, simultaneously:
1. _"Pedal - Full Left"_
2. _"Cyclic - Forward"_
3. As recovery is affected, adjust controls for normal flight.
WARNING
Collective reducion will aid in arresting the yaw rate: however, if a rate of descent has been established, collective reduction may increase the rate of descent to an excessive value. The resultant large and rapid increse in collectiveto prevent ground or obstacle contact may further increse the yaw rate, decreasing the rotor RPM and cause an over torque and/or over-temperature condition. Therefore, the decision to reduce collective must be based on the pilot assesment of the altitude available for recovery.
4. If spinning cannot be stopped and crash is imminent, an autorotaion may be the best course a of action. Maintain full left peddle until spin stops, then adjust to maintain heading.
40
Loss of T/R Effectiveness - WARNING
**WARNING**
Collective reducion will aid in arresting the yaw rate: however, if a rate of descent has been established, collective reduction may increase the rate of descent to an excessive value. The resultant large and rapid increse in collectiveto prevent ground or obstacle contact may further increse the yaw rate, decreasing the rotor RPM and cause an over torque and/or over-temperature condition. Therefore, the decision to reduce collective must be based on the pilot assesment of the altitude available for recovery.
41
Main Drive Shaft Failure - Indications
* Sudden Increase in engine RPM
* Decrease in rotor RPM
* Left yaw
* Low RPM audio
* ROTOR RPM caution light.
Transient overspeed of N1 and N2 may occur, but will stabilize.
42
"Main Drive Shaft Failure"
**WARNING**
The engine must remain in operation to provide power to the tail rotor. Failure to maintain engine power will result in loss of aircraft control. Adjust throttle as required to maintain engine RPM within normal limits.
1. _Autorotate - Establish a Power On autorotation._
2. _Emergency Shutdown - Accomplish after landing._
43
Clutch failing to disengage - Indications
During Autorotation:
Rotor RPM decays with the engine RPM when throttle set to engine idle.
This condition results in total loss of autorotational capability
44
"Clutch failing to disengage"
1. _"Throttle - Open"_
2. _"Land as soon as possible"_
45
"Mast Bumping"
_Land as soon as possible_
46
"Hot Start"
During starting and shutdown, if TOT limits are exceeded, or it becomes apparent that TOT limits may be exceeded, proceed as follows.
1. _"Starter button - Press and hold until TURB OUT TEMP is less than 200°C."_
2. _"Throttle - Closed."_
3. _"FUEL VALVE switch - OFF."_
4. _"Complete shutdown."_
47
Engine/Fuselage Fire - Flight
If a fire is observed during flight, prevailing circumstances such as VMC, IMC, night, altitude, landing area available must be considered in order to determine whether to execute a power-on, or power-off landing.
a. If power-on landing:
1. _"Land as soon as possible"_
2. _Emer Shutdown_ - Accomplish after landing.
b. If power-off landing:
1. _Autorotate_
2. _Emer shutdown_ - Accomplish during descent if time permits.
48
"Engine/fuselage/electrical fire - Ground"
_"Emer Shutdown"_
49
"Electrical Fire - Flight"
Prior to shutting off all electrical power, the pilot must consider the equipment that is essential to a particular flight environment that will be encountered. In the event og electrical fire or suspected electrical fire in flight:
1. _BATT and MAIN GEN switches - OFF_
2. ***IFR*** _STDBY GEN switch - OFF_
3. _Land as soon as possible_
4. _Emergency shutdown_ - Accomplish after landing.
50
Smoke and Fume Elimination
Ventilation of the cabin to protect occupants from the effects of toxic fumes, smoke, etc., shall be immediatly performed as follows:
1. VENTS - Open.
2. COCKPIT AND CABIN WINDOWS - Open for maximum ventilation.
51
_VFR, A +_ GENERATOR FAILURE - NO OUTPUT
a. A no-output malfunction of the generator will be indicated by a zero indication on the DC Load Meter and an illumination of the MAIN GEN FAIL caution light. An attemot may be made to put the generator back on line by accomplishing the following:
1. GEN FIELD, and GEN RESET Circuit Breakers - Check In.
2. MAIN GEN switch - Reset the MAIN GEN. (Do not hold the switch in the RESER position)
b. If the generatoris not restored, or if it goes off line again:
1. MAIN GEN switch - Off.
2. Turn OFF all unnecessary electrical equipment.
3. Land as soon as practicable.
52
*IFR* MAIN GENERATOR FAILURE - NO OUTPUT
**NOTE**
If flight duration is long enough, battery may be depleted prior to completion og flight. If it is desired to retain landing light use at destination, turn BATT switch OFF to conserve battery. Standby generator will continue to power essential #1 bus however essential #2 bus will be lost until battery is turned on. The forward fuel pump will be lost; therefore continued flight should be at 6000 feet Hp or less. Time of operation of essential #2 bus on battery power is expected to be 40 minutes without pitot heat on and 80% charged battery. With both pitot heats on, essential #2 bus may last approximately 30 minutes.
a. Failure of the main generator will be indicated by the illumination of the MAIN GEN FAIL caution light. If MAIN GEN FAIL caution light illuminates, proceed as follows:
1. Voltmeter selector switch to MAIN GEN and verify no voltage showing on D.C VOLTAGE meter.
2. Verify MAIN GEN FIELD, GEN RESET and BUS TIE RELAY circuit breakers in.
3. MAIN GEN switch to RESET then MAIN GEN.
b. If power is not restored:
1. Confirm standby generator is powering essential #1 bus, and non-essential bus disabled.
2. Non-essential bus may be powered by battery if necessary by placing the NON-ESS switch in MANUAL. If IMC, exit the IMC conditions and land as soon as practicable.
53
*IFR* STANDBY GENERATOR FAILURE - NO OUTPUT
Failure of the standby generator will be indicated by illumination oof the STBY GEN FAIL caution light. If the STBY GEN FAIL light illuminates, proceed as follows:
1. Check STBY GEN switch in STBY GEN.
2. Verify no load on D.C. loadmeter with the Standby Generator selected.
3. Position STBY GEN switch to OFF/RESET then STBY GEN.
4. If power is not restored and flight is in IMC, land as soon as practicable.
54
Hydraulic Power Failure procedures
a. The first indication of hydraulic boost failure will be an increase in the force required for control movements; feedback forces will be noticed as well as rate limiting. Control motions will result in normal flight reactions in all respects, except for the increase in force required for control movement. IN the event of hydraulic power failure, proceed as follows:
1. Airspeed - Adjust as necessary to attain the most comfortable level of control movements
2. HYD BOOST circuit breaker - Out. Check for restoration of hydraulic power.
b. If hydraulic power is not restored:
1. HYD BOOST circuit breaker - In.
**WARNING**
Do not return the HYDR SYSTEM switch to the ON position for the remainder of the flight. This prevents any possible surge in hydraulic pressure and the resulting loss of control.
2. HYDR SYSTEM switch - OFF.
3. Land as soon as practicable at an area that will permit a run-on landing.
55
"Landing in trees"
A landing in trees should be made when no other landing area is available. In addition to accomplishing engine malfunction emergency procedures, select a landing area containing the least numer of trees of minimum height. Autorotate with the throttle closed using the following procedures:
1. _Airspeed - Minimum_ at treetop level.
2. _Descend - Vertically into trees_
3. _Collective - Apply_ remaining collective prior to blades entering trees.
56
Ditching - Power on
If ditching becomes necesarry, with power available accomplish an approach to a hover above the water and:
1. Doors - Open.
2. Crew (except pilot) and passengers - Exit.
3. Hover a safe distance away from personnel
4. Autorotate. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to rell, then apply cyclic in direction of the roll.
5. Pilot - Exit when the main rotor stops.
57
"Ditching - Power off"
If an engine failure occurs over water and ditching is imminent, accomplish engine failure emergency procedures and proceed as follows:
1. _AUTOROTATE._ Decelerate to minimum forward speed as the helicopter nears the water. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll, then apply cyclic in the direction of the roll.
2. _Doors - Open_
3. _Crew and passengers - Exit_ when the main rotor stops.
58
"Flight control malfunctions"
Failure of components within the flight control system may be indicated through varying degrees of feedback, binding, resistance, or slopiness. These conditions should not be mistaken for hydraulic power failure. In the event of a flight control malfunction:
1. _Land as soon as possible._
2. _Emer Shutdown_ - Accomplish after landing.
59
"Un-Commanded flight control input malunction"
Un-commanded flight control input malfunctions may be indicated throught un-commanded lateral or longitudinal cyclic movements. The magnitude of the event may range from mild to severe. The duration of the event may range from one to several seconds. These conditions should not be mistaken for hydraulic power failure. In the event of an un-commanded flight control input malfunction:
1. _Collective-increse if near the ground_ to prevent main or tail roto ground contact.
2. _Pedal-apply in the direction of turn._
3. _Direct assistance with flight control inputs to level the aircraft._
4. _Land as soon as possible._
60
"Lightning strike"
_Land as soon as possible._
_Emer Shutdown_ - Accomplish after landing.
61
Warning definition
An operating procedure, practice, etc. which if not correctly followed could result in personal injury or loss of life
62
Caution definition
An operating procedure, practice, etc. which if not strictly observed could result in damage to, or destruction of equipment.
63
Note definition
An operating procedure, condition etc. which is essential to highlight.
64
Engine power failure (N1) less than 55% +/- 3. Attempt restart if time and conditions permit.
65
_Land as soon as possible_
66
Rotor RPM is below normal (approximately 90%). Reduce collective pitch and ensure throttle is full open.
67
Main transmission pressure is below minimum. Check gauge. _Land as soon as possible._
68
Main transmission oil temperature is above 110 degrees C, check gauge. Reducing power may help alleviate the condition. Check transmission oil pressure. _Land as soon as possible._
69
_Land as soon as possible._
70
Metallic particles in engine oil. _Land as soon as possible._
71
Metallic particles in transmission oil. _Land as soon as possible._
72
Metallic particles in tail rotor gearbox oil. _Land as soon as possible._
73
Airframe fuel filter impending bypass. Land as soon as practicable. Clean before next flight.
74
**_SEE EMERGENCY PROCEDURE_**
## Footnote
(Emergency procedure as follow)
If pressure at the outlet has dropped to 4.0 +/- 0.5 PSI due to fuel boost pump failure.
**EP:**
⚠ **WARNING**
Operation with both fuel boost pumps inoperative is not authorized. Due to possible fuel sloshing in unusual attitudes and out of trim conditions and one or both fuel pumps inoperative, the unusable fuel is ten gallons.
With one or both fuel boost pumps inoperative:
**NOTE**
The engine will operate without boost pump pressure under 6,000 feet pressure altitude and one boost pump will supply sufficient fuel for normal engine operations under all conditions of power and altitude. Both fuel boost pumps shall be operating for all normal operations.
A. Descend to below 6,000 feet pressure altitude if possible.
B. Land as soon as practicable.
75
**See emergency prosedures:**
_**VFR**,A+ GENERATORFAILURE-NO OUTPUT_
a. A no-output malfunction of the generator will be indicated by a zero indication on the DC Load Meter and an illumination of the MAIN GEN FAIL caution light. An attempt may be made to put the generator back on line by.accomplishing the following:
1. GEN FIELD, and GEN RESET Circuit Breakers - Check In.
2. MAIN GEN switch - Reset then MAIN GEN. (Do not hold the switch in the RESET position.)
If the generator is not restored, or if it goes off line again:
1. MAIN GEN switch - Off.
2. Turn OFF all unnecessary electrical equipment.
3. Land as soon as practicable.
_**IFR** GENERATORFAILURE-NO OUTPUT_
**NOTE**
If flight duration is long enough, battery may be depleted prior to completion of flight.Ifitisdesiredtoretainlandinglightuseatdestination,turnBATTswitch OFF to conserve battery. Standby generator will continue to power essential #I buss however essential #2 buss will be lost until battery is turned on. The forward fuel pump will be lost; therefore continued flight should be at 6000 feet Hpor less. Time of operation of essential #2 buss on battery power is expected to be 40 minutes without pitot heat on and 80% charged battery. With both pitot heats on, essential #2 buss may last approximately 30 minutes.
a. Failure of the main generator will be indicated by the illumination of the MAIN GEN FAIL caution light. If the MAIN GEN FAIL caution light illuminates, proceed as follows:
1. Voltmeter selector switch to MAIN GEN and verify no voltage showing on D.C. VOLTAGE meter.
2. Verify MAIN GEN FIELD, GEN RESET and BUSS TIE RELAY circuit breaker in.
3. MAIN GEN switch to RESET then MAIN GEN.
b. If power is not restored:
1. Confirm standby generator is powering essential #1 buss, battery voltage on essential #2 buss, and non-essential buss disabled.
2. Non-essential buss may be powered by battery if necessary by placing the NON- ESS switch in MANUAL. If IMC, exit the IMC conditions and land as soon as practicable.
76
**_SEE EMERGENCY PROCEDURE_**
(Emergency procedure as follow)
**EP:**
Failure of the standby generator will be indicated by illumination off the STBY GEN FAIL caution light. If the STBY GEN FAIL light illuminates, proceed as follows:
* Check STBY GEN switch in STBY GEN.
* Verify no load on D.C. loadmeter with the Standby Generator selected.
* Position STBY GEN switch to OFF/RESET then STBY GEN.
* If power is not restored and flight is in IMC, land as soon as practicable.
77
Indicates STBY ATT switch has been left on after helicopter power has been turned off. Turn Standby Attitude switch OFF to avoid depleting the standby battery.
78
Indicates excessive heat (220 °F) in HEATER. Switch - OFF. If light does not extinguish: Land as soon as practicable.
79
Plan landing, approximately 12 gallons of fuel remains.
80
Illumination is normal during engine starting.
At other times when BATT switch is in BATT, continued illumination indicates a fault in battery relay or protection circuits. With the BATTERY RELAY light illuminated IMC flight is prohibited. If light remains illuminated after BATT switch is turned OFF relay has failed in closed position. Manually disconnect the battery.
81
**"See emergency procedure"**
82
Unknown malfunction: _Land as soon as possible._
83
**NOTE**
When Anti-Ice system is on, TOT will rise for same power setting.
## Footnote
ENGINE ANTI-ICING switch in ON position. Verify switch position as desired.
84
Wait till light extinguishes before talking.
TH-67
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