OH-58D Limits and EPs

119 terms by Injekcyin

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updated 30 JUNE 2011

XMSN OIL P (TRANSMISSION OIL PRESSURE)

70 PSI Maximum
30 to 70 PSI Normal
30 PSI Minimum

XMSN OIL T (TRANSMISSION OIL TEMPERATURE)

110 C Maximum
15 to 110 C Normal
15 C Minimum

ENG OIL P (ENGINE OIL PRESSURE)

130 PSI Maximum
115 to 130 PSI Above 94% NG
90 to 130 PSI 78 to 94% NG
50 to 130 PSI Idle to 78% NG
50 PSI Minimum

ENG OIL P NOTES

During Cold weather starts, engine and transmission oil pressure may exceed MPD range. If this occurs, MFD will display full scale, WRN light will flash, and an error code will be displayed. Remain at engine idle until normal range is attained (2 minutes maximum at extreme temperatures).

F4 and F5 error codes indicate abnormal signal inputs. Display of these codes during start does not dictate maintenance action.

Pilot monitoring of oil pressure is limited to operating in the green band of the MPD and checking pressure vs NG.

ENG OIL T (ENGINE OIL TEMPERATURE)

107 C Maximum
0 to 107 C Normal
0 C Minimum

FUEL QTY (FUEL QUANTITY)

0 to 100 Lbs low fuel

FUEL QTY NOTE

FUEL LOW caution message comes on at 97.5 lbs. Vertical scale display is yellow below 100 lbs.

NG (GAS PRODUCER)

106% 10-second transient
105% Maximum continuous
63 to 105% Continuous

ENG TRQ (ENGINE TORQUE)

121 to 131% 2-second transient
112 to 121% 10-second transient
100 to 112% 30 minute limit
0 to 100% Continuous

AIRSPEED

125 KIAS Maximum VNE -refer to fig 5-2
0 to 125 KIAS Normal operation

AIRSPEED NOTE

Airspeed indication system is unreliable below 20 knots.

% RPM - NR (ROTOR)

TRANSIENT
107 to 125% 5-second transient

CONTINUOUS OPERATION AUTOROTATION
107% Maximum
90% Minimum

POWERED FLIGHT
107% Maximum
100% Normal
93% Minimum

NR NOTE

Reduced ortor RPM will be accompanied by a proportional reduction in tail rotor RPM which may adversely affect direction control, particularly at high density-altitude and high gross weight conditions.

%RPM - NP (POWER TURBINE)

107 to 112% 15-second transient
107% Maximum
100% Normal
71 to 91% Transient operation only

TGT (TURBINE GAS TEMPERATURE)

STARTING
S 927 C Maximum momentary peak no more than 1 second
843 to 927 C 10-second transient

NORMAL OPERATION
802 to 905 C 12-second transient
716 to 802 C 30 Minute limit
0 to 716 C Continuous

TRQ (MAST TORQUE)

100 to 116% 10-second transient
(no more than 10 seconds accumulated per flight hour)
0 to 100% Continuous

ENGINE LIMITATIONS CAUTION

Operating at FATs greater than 50 C may result in lower-than-predicted torque available or engine instability, i.e., surge, stall, or flameout. Pilots should take extreme caution when flying at these temperatures and avoid rapid power transients. It is possible that engine starts in these conditions will result in a non-start or a hot start.

STARTER LIMITS NOTE

Engine starting difficulties (longer cranking times and/or higher TGT) may be encountered at ambient temperatures below +5 C (41 F)

STARTER LIMITS

Starter engagement shall not exceed the times specified in the following schedule:
External:
40 sec ON
30 sec OFF
40 sec ON
30 sec OFF
40 sec ON
30 min OFF (cool down)
Battery:
60 sec ON
60 sec OFF
60 sec ON
60 sec OFF
60 sec ON
30 min OFF (cool down)

FUEL OPERATION LIMITS

Standard fuel is JP-8; no restrictions are imposed.

WEIGHT LIMITATIONS

Maximum Gross Weight. The OH-58D is restricted to a maximum gross weight of 5200 pounds.

Towing Weight Limitations. The spread restraint strap must be installed at gross weights above 4100 pounds over rough terrain and above 4500 pounds over smooth, prepared surfaces.

AIRSPEED LIMITATIONS

Forward - The speed for any and all maneuvers shall not exceed the level flight velocities as stated on the airspeed operating chart (fig. 5-2).

Sideward and rearward - Maximum sideward and rearward airspeed is 35 knots; however, this may be reduced by lateral CG imbalances. Lateral CG condition is determined by tables 6-3 and 6-4 and applied to wind limitations on figure 5-3.

Inlet Shields - When operating with aft panels removed, the maximum rearward airspeed shall be as shown on the rearward airspeed limitation diagram (fig. 5-4). The envelope restricts airspeed to a maximum of 20 Knots when relative wind is from 45 deg either side of the tailboom. A maximum sideward airspeed of 35 Knots is authorized, except for rocket firing as noted elsewhere.

FLIGHT WITH DOORS REMOVED

The helicopter shall not be flown with only one crew door removed

The helicopter shall not be flown with either avionics compartment access door removed.

For flight with crew doors removed, maximum permissible speed (Vne) is 110 KIAS (fig.5-2).

PROHIBITED MANEUVERS WARNING

Rapid full left pedal inputs at airspeeds above 90 KIAS may induce flight control changes such that the tail rotor blades may come in contact with the tailboom. This could result in separation of the aft section fo the tailboom and subsequent loss of control of the helicopter.

PROHIBITED MANEUVERS

Flight maneuvers causing a negative "g" load are prohibited.

The speed for any and all maneuvers shall not exceed the level flight velocities as stated on the airspeed operating limits chart (fig 5-2).

Aerobatic maneuvers intentionally exceeding pitch or roll angles greater than +-30 deg or +-60 deg respectively are prohibited

Mast torque is limited to 95% in forward flight above 60 Kts. airspeed.

SLOPE LANDING OR TAKEOFF LIMITATIONS

Nose downslope - 5 deg

Left skid, right skid, or nose upslope - limits are dependent on lateral CG condition as determined by tables 6-3 and 6-4. For Condition A, 8 deg; for Conditions B & C, 5 deg.

ENVIRONMENTAL RESTRICTIONS

This helicopter is restricted to visual flight conditions

Intentional flight into icing conditions is prohibited.

Cover plate shall be installed for flight when MMS is removed regardless of environmental conditions

The OH-58D has not been tested in a cold weather environment. Until such testing is conducted, the following limitations apply:
(1) If the free air temperature (FAT) is below -17 C (2 F), external power should be used for starting the aircraft.

WIND LIMITATIONS

Engine starting - 45 knots maximum

Maximum crosswind and tailwind for hover is 35 knots, however this may be reduced by lateral CG imbalances. Lateral CG condition is determined by tables 6-3 and 6-4 and applied to wind limitations on figure 5-3.

Maximum tailwind for hover without inlet blas shields installed is 20 knots

Heading hold engaged - 20 knots maximum

TURBULENCE

Intentional flight into severe or extreme turbulence is prohibited

Intentional flight into moderate turbulence is prohibited when the weather report or forecast is based on fixed wing aircraft above 12,500 pounds gross weight.

Intentional flight into moderate turbulence is permitted when the weather report or forecast is based on rotary-wing aircraft or fixed wing aircraft under 12,500 pounds gross weight.

MOST IMPORTANT CONSIDERATION

The urgency of certain emergencies requires immediate and instinctive action by the pilot. The most important single consideration is helicopter control. All procedures are subordinate to this requirement.

LAND AS SOON AS POSSIBLE

The term LAND AS SOON AS POSSIBLE is defined as executing a landing at the nearest suitable landing area (e.g., open field) without delay. (The primary consideration is to assure the survival of the occupants.)

LAND AS SOON AS PRACTICABLE

The term LAND AS SOON AS PRACTICABLE is defined as executing a landing at at suitable landing area. (The primary consideration is the urgency of the emergency.)

AUTOROTATE

The term AUTOROTATE is defined as adjusting the flight controls as necessary to establish an autorotational descent and landing.

EMER SHUTDOWN

The term EMER SHUTDOWN is defined as engine shutdown without delay as follows:

Throttle - Close.
FUEL VALVE handle - OFF.
BATT switches - OFF

EMER SHUTDOWN WARNING

Complete loss of DC power will result in a loss of rotor RPM indications.

EMER SHUTDOWN NOTE

Before turning the battery switch off during in-flight emergencies requiring EMER SHUTDOWN, the pilot should consider MAYDAY call, transponder emergency, and the possible adverse effects of total electrical failure. The loss of all CDS indications will occur.

FADEC MANUAL OPERATION

The term FADEC MANUAL OPERATION is defined as manually controlling the RPM with the collective and throttle as necessary as follows:

Throttle - Adjust not lower than index mark
AUTO/MAN switch - MAN
Collective - Adjust to maintain RPM within limits.
Throttle and collective - Adjust to maintain RPM within limits.
LAND AS SOON AS PRACTICABLE
If engine RPM cannot be controlled manually:
Autorotate - when over a safe landing area
EMER SHUTDOWN - accomplish during descent if time permits

FADEC MANUAL OPERATION WARNING

If the throttle is not closed, excessive left and right yaws may cause loss of aircraft control just prior to touchdown.

ENGINE MALFUNCTION - PARTIAL OR COMPLETE POWER LOSS (INDICATIONS)

The indications of an engine malfunction, either a partial power loss or complete power loss, are a left yaw (caused by the reduction in torque applied to the main rotor), a drop in engine RPM (NG) and (NP), a drop in rotor RPM (NR), LOW RPM ROTOR warning message on MFD, low RPM audio, ENGINE OUT warning message on MFD, engine out audio alarm, and a change in engine noise.

ENGINE MALFUNCTION - PARTIAL OR COMPLETE POWER LOSS WARNING

Do not respond to the RPM audio and/or display on MFD and/or MPD without first confirming engine failure by observing one or more of the other indications. Normal indications signify that the engine is functioning properly and that there is a malfunction in the engine or rotor sensing system(s).

PARTIAL POWER CONDITION (PROCEDURES)

Under partial power conditions, the engine may operate smoothly at reduced power or it may operate erratically with intermittent surges of power. In instances where a power loss is experienced without accompanying power surgine, the helicopter may be flown at reduced power to a favorable landing area. Under this condition, the pilot should always be prepared for a complete power loss. In the event a partial power condition is accompanied by erratic engine operation or power surgine, and flight is to be continued, the throttle may be adjusted in an attempt to correct the surging condition. If flight is not possible, close the throttle completely and complete an autorotational landing.

MINIMUM RATE OF DESCENT - POWER OFF

The power-off minimum rate of descent is attained at an indicated airspeed of 55 knots and 100% NR (standard day/sea level). See figure 9-3 for minimum rate of descent.

MAXIMUM GLIDE DISTANCE - POWER OFF

The power-off maximum glide distance is attained at an indicated airspeed of 80 knots and 100% NR (standard day/sea level). See figure 9-3 for maximum glide distance.

AUTOROTATIONAL GLIDE CHARACTERISTICS NOTE

Autorotational descent performance is a function of airspeed and rotor RPM. Rotor RPM is affected by changes in density altitude and gross weight.

ENGINE FAILURE - HOVER

AUTOROTATE
EMER SHUTDOWN - accomplish after landing

ENGINE FAILURE - LOW ALTITUDE/LOW AIRSPEED DURING TAKEOFF OR CRUISE

AUTOROTATE
EMER SHUTDOWN - accomplish after landing

ENGINE RESTART - DURING FLIGHT (FADEC AUTOMATIC MODE)

After an engine flameout in flight, the FADEC system, in the AUTO mode (only), will initiate a restart sequence without pilot action.
ESTABLISH AUTOROTATIONAL DESCENT
LAND AS SOON AS POSSIBLE - After the engine is started and powered flight is reestablished, perform a power-on approach and landing without delay.

ENGINE COMPRESSOR STALL

Engine compressor stall is characterized by a sharp rumble or a series of loud sharp reports, severe engine vibration, and a rapid rise in TGT, depending on the severity of the surge. After engine compressor stall, maneuvers requiring rapid or maximum power application should be avoided. Should engine compressor stall occur:

Collective - Reduce
ENG ANTI ICE and HTR switches - ON
LAND AS SOON AS POSSIBLE

The FADEC automatic mode will, without pilot action, alleviate the stall condition. The FADEC will adjust the fuel schedule to avoid further stall occurrence. Occurrence of a compressor stall will increment the ENG SURGE entry on the FADEC monitor page.

ENGINE OVERSPEED

Collective - Increase to load the rotor and sustain engine/rotor RPM below the maximum operating limit.
FADEC MANUAL Operation - Perform

ENGINE UNDERSPEED

Collective - Adjust to establish rotor RPM within limits
Throttle - Check open
RPM +/- trim switch - Increase (+)
If underspeed condition still exists:
FADEC MANUAL Operation - Perform

FADEC FAILURE INDICATIONS

FADEC failures will be indicated to the pilot via the FADEC FAIL audio tone and the FADEC FAIL and/or FADEC MANUAL messages on the MFD. The FADEC may fail to fixed fuel flow condition or under certain remote instances, the FADEC automatically fails to MANUAL. In this case the FADEC FAIL message will be accompanied by a FADEC MANUAL message and the AUTO/MAN switch may illuminate MAN.

FADEC FAILURE CAUTION

Engine instability or surge, in manual mode, is possible above altitudes of 13,000 ft. The pilot should be prepared for engine surge/instability if rapid accelerations or decelerations are required in manual mode.

FADEC FAILURE NOTE

Turning the FADEC circuit breaker switch to the OFF position at engine speeds below 85% NP may result in intermittent activation of the FADEC FAIL and FADEC MANUAL warning messages and audio tones. If there is a complete loss of airframe power and the PMA is not producing power to the ECU, no FADEC warning messages or audio tones will be activated. With the FADEC circuit breaker to the OFF position or complete loss of electrical power at NG speeds below approximately 70%, engine may flame out.

FADEC FAILURE WARNING

Regardless of annunciator indication, the FADEC AUTO/MAN switch shall be placed in the manual mode.
Failure to switch to manual mode will cause main rotor RPM to droop/overspeed as collective is increased/decreased.

FIXED FUEL FLOW

The fixed-fuel control state is a transitional state entered into when ECU detects a hard fault failure. The ECU removes power from the stepper motor in the HMU, which freezes the fuel flow to the engine at the last demanded rate. This failure will be indicated by the FADEC FAIL warning message and audio tone. This mode will remain active until the crew selects manual mode. ECU hard faults that can trigger a Fixed Fuel Flow include, but are not limited to:
ECU critical hardware failures
Dual NG or NP sensor failures
Failure of the PLA potentiometer(s)
Failure of the HMU metering valve stepper motor

FAIL TO MANUAL MODE

In the event that the FADEC automatically fails to the manual mode, the HMU will default to the maximum fuel flow attainable after the HMU pistons engage. This is because the throttle is in the full open position when the FADEC automatically switches to the manual mode. System failures that will drive the FADEC to automatically switch to the manual mode are
Total and complete loss of all electrical power (simultaneous failure of AC generator, DC generator, battery, and PMA, or a specific ECU internal connection failure).
Open or short failure of the FADEC AUTO/MAN switch
Failure of the AUTOMATIC/MANUAL solenoid valve, in the HMU

FADEC MANUAL MODE CAUTION

The FADEC MANUAL mode is designed for power modulation upon selecton/ECU failure. When performing FADEC MANUAL operations, the pilot must coordinate throttle and collective inputs. Failure to do so may result in engine overspeed, overtemp, overtorque, or inadvertent activation of the NP overspeed protection system. The pilot must also rate/limit throttle movement to prevent engine surges as the engine is not self recoverable from stall in the FADEC MANUAL mode.
Pilot procedures for both failures, fixed fuel flow and fail to manual mode are the same.
FADEC MANUAL OPERATION - Perform

FADEC DEGRADE

In the event of a FADEC DEGRADE advisory message, the mode and extent of degradation (Table 9-4) may be determined in flight by accessing the FADEC MONITOR page.

LAND AS SOON AS PRACTICABLE

FADEC DEGRADE NOTE

Crew may want to consider reducing throttle to the index mark

FADEC DEGRADE MESSAGES

FADEC DEGRADE OS
FADEC DEGRADE DROOP
FADEC DEGRADE TRQ LIM LOSS
FADEC DEGRADE TGT LIM LOSS
FADEC DEGRADE ARINC

(EBF SWITCH) FILTER SEGMENT LIGHT ILLUMINATION - INTERMITTENT OR STEADY

Filter bypass door - Open, if desired.
LAND AS SOON AS PRACTICABLE.
If a high TGT or other abnormal engine parameter is associated with the FILTER segment light illumination:
Filter bypass door - Open
LAND AS SOON AS POSSIBLE

(EBF SWITCH) FILTER SEGMENT LIGHT ILLUMINATION CAUTION

Operating aircraft with the filter bypass door open channels unfiltered air directly into the engine intake. Engine damage and power loss will result if solid airborne particles are present. Longer operation and/or heavier airborne particulate will result in increased engine damage and increase power loss.

COMPLETE LOSS OF TAIL ROTOR THRUST (INDICATIONS)

This situation involves a break in the drive system, such as a severed driveshaft, causing the tail rotor to lose power.

Abnormal vibrations
Pedal input has no effect on helicopter trim
Nose of helicopter turns to the right (left sideslip)
Left roll of fuselage along the longitudinal axis

COMPLETE LOSS OF TAIL ROTOR THRUST - PROCEDURES (POWERED FLIGHT)

If a safe landing area is not immediately available, continue powered flight to a suitable run-on landing area. While enroute, maintain airspeed at or above minimum rate of descent autorotational airspeed.
When landing area is reached, make a power on run-on landing, using airspeed above the minimum rate of descent airspeed during the approach.
Accomplish touchdown with airspeed as required for directional control. Manipulate throttle and collective as necessary to maintain landing alignment until the aircraft comes to a stop.

COMPLETE LOSS OF TAIL ROTOR THRUST - PROCEDURES (POWER OFF)

Maintain airspeed above minimum rate of descent airspeed during the autorotational descent.
If run-on landing is possible at touchdown, complete autorotation with touchdown airspeed as required for directional control.
If run-on landing is not possible, start to decelerate from 100 feet altitude so that forward groundspeed is at a minimum when the helicopter reaches 10 to 20 feet; execute the termination with a rapid collective pull just prior to touchdown in a level attitude with minimum groundspeed.

COMPLETE LOSS OF TAIL ROTOR THRUST WARNING

Helicopter sideslip may become uncontrollable and will begin to spin on its vertical axis at airspeeds below 40 knots. Degree of roll and sideslip may be varied by varying throttle and/or collective. Autorotation may be the only option.

LOSS OF TAIL ROTOR COMPONENTS(INDICATIONS)

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.

Varying degrees of right yaw depending on power applied and airspeed at time of failure
Forward CG shift
Abnormal vibrations

LOSS OF TAIL ROTOR COMPONENTS (PROCEDURES)

Enter autorotative descent (power off)
Maintain airspeed above minimum rate of descent airspeed
If run-on landing is possible at touchdown, complete autorotation with touchdown airspeed as required for directional control.
If run-on landing is not possible, start to decelerate from 100 feet altitude so that forward groundspeed is at a minimum when the helicopter reaches 10 to 20 feet; execute the termination with a rapid collective pull just prior to touchdown in a level attitude with minimum groundspeed.

FIXED PITCH (RIGHT)

If a safe landing area is not immediately available, continue powered flight to a suitable landing area above the minimum speed required for directional control.
When the landing area is reached, perform a run-on landing. During the approach, maintain the minimum speed required for directional control. Arrive over the touchdown area at this speed and an altitude of 2 to 3 feet.
Allow the aircraft to touchdown while maintaining heading control with throttle and collective applications as necessary. Reductions in throttle and/or collective will cause the nose to yaw to the left. Increases in collective will cause the nose to yaw right.

FIXED PITCH (LEFT)

If a safe landing area is not immediately available, continue powered flight to a suitable landing area, maintaining control with power and airspeed between 40 and 70 knots
If needed, due to excessively high tail rotor thrust, reduce engine rpm (INCR/DECR) to 98% NP
When the landing area is reached, perform a run-on landing. During the approach, maintain the minimum speed required for directional control. Arrive over the touchdown area at this speed and an altitude of 2 to 3 feet.
Decelerate and allow the aircraft to touch down while maintaining heading control with collective and throttle applications as necessary. Increases in throttle and/or collective will cause the nose to yaw to the right.

FIXED PITCH NOTE

The minimum speed required for directional control can change, and is dependent upon the amount of torque applied in the rotor system, the amount of pedal applied, aircraft weight, and wind conditions.
When a fixed pedal malfunction occurs near a neutral pedal setting; during the touch down phase it can change into either a fixed left or fixed right pedal setting, depending upon the actual conditions at the time of touchdown. The pilot must be aware of this and adjust flight controls accordingly.

FIXED PITCH (HOVER)

If the tail rotor pitch is fixed in a left pedal position, gradually decrease collective pitch and land helicopter.
If total loss of tail rotor thrust or fixed right pedal is experienced, close the throttle and accomplish an autorotational landing.

MAIN DRIVESHAFT FAILURE

Failure of the main driveshaft will be evidenced by a sudden increase in engine rpm (NP), decrease in rotor RPM (NR), and left yaw. In addition, the LOW RPM ROTOR warning message will be displayed and accompanying audio warning will sound.

AUTOROTATE - Throttle full open
If FADEC failure is annunciated:
Throttle - Reduce to idle detent
AUTO/MAN switch - MAN
Throttle - Adjust to maintain 100% NP, if time permits.
After landing:
EMER SHUTDOWN

MAIN DRIVESHAFT FAILURE CAUTION

The engine must continue to operate in order to provide tail rotor control. Pilots need to be aware that the FADEC system may fail following a MAIN DRIVESHAFT FAILURE. If the FADEC does fail, with throttle full open, the engine will most likely overspeed/surge. An engine overspeed will cause the tail rotor to have a corresponding RPM increase, which may cause increased tail rotor pedal sensitivity. Engine surges will cause yaw rate changes that may become uncontrollable at low airspeeds. Pilots must be prepared to place the FADEC AUTO/MAN switch in the MAN position upon indication of a FADEC failure.

MAIN DRIVESHAFT FAILURE NOTE

Engine RPM (NP) exceeding rotor RPM (NR), even if momentary, is a clear indication of a MAIN DRIVESHAFT FAILURE
A failure of the main driveshaft can be sudden, or may first exhibit a warning in the form of noise and/or vibrations.

CLUTCH FAILS TO DISENGAGE

Throttle - Open
LAND AS SOON AS POSSIBLE

CLUTCH FAILS TO RE-ENGAGE

AUTOROTATE
EMER SHUTDOWN

FIRE WARNING

Toxic fumes of the extinguishing agent may cause injury. Liquid agent may cause frostbite or low-temperature burns.

ABORT START/HOT START/RESIDUAL FIRE

Throttle - Close
START switch - ON and hold until TGT is less than 200 C

ABORT START/HOT START/RESIDUAL FIRE CAUTION

To prevent engine damage, do not depend on the FADEC system to motor the starter automatically during an aborted start. In a low battery voltage condition, the ECU may not operate properly.

ENGINE/FUSELAGE/ELECTRICAL FIRE - GROUND

EMER SHUTDOWN

ENGINE/FUSELAGE FIRE - LOW/CRUISE ALTITUDE

VINAL - power on/power off
Power On
LAND AS SOON AS POSSIBLE
EMER SHUTDOWN after landing
Power Off
AUTOROTATE
EMER SHUTDOWN. Accomplish during descent if time permits

ELECTRICAL FIRE - FLIGHT

consider equipment that is essential
AC and DC GEN switches - OFF
LAND AS SOON AS POSSIBLE
EMER SHUTDOWN after landing

SMOKE AND FUME ELIMINATION

VENT PULL knobs - PULL
R AND L DEFOG BLWR switches - ON
COMPT BLWR switch - ON

SMOKE AND FUME ELIMINATION CAUTION

To prevent damage to helicopter, do not jettison doors in flight above effective translational lift.

FUEL BOOST PUMP FAILURE

FUEL BOOST switch - OFF
descend below 8,000 feet PA
LAND AS SOON AS PRACTICABLE

COMPLETE LOSS OF ELECTRICAL POWER

LAND AS SOON AS POSSIBLE
If RPM cannot be controlled manually
AUTOROTATE when over a safe landing area
EMER SHUTDOWN accomplish during descent if time permits

LEFT IMCPU/RIGHT IMCPU FAILURE - GROUND

MCPU L/R circuit breaker - Out
MCPU L/R circuit breaker - In. Check MFD for MCPU caution message
if IMCPU is not recovered:
maintenance action is required to recover failed IMCPU prior to flight.

LEFT IMCPU/RIGHT IMCPU FAILURE - IN-FLIGHT

An IMCPU failure will be evidenced when LEFT MCPU FAIL or RIGHT MCPU FAIL displays on the unaffected MFD. An automatic reset function provides a built-in reset in the event of a right IMCPU failure. If the right IMCPU fails and does not reset, perform the following:
LAND AS SOON AS PRACTICABLE
The left IMCPU does not have an automatic in-flight reset function. If the left IMCPU fails in flight, perform the following
LAND AS SOON AS POSSIBLE

LEFT IMCPU/RIGHT IMCPU FAILURE - IN-FLIGHT NOTE

In the event of an IMCPU failure, the EGI may reset. After IMCPU function is restored, the EGI will perform an in-flight alignment unless the aircraft is landed and a manual alignment is performed

DITCHING - POWER ON

If ditching becomes necessary with power available, accomplish an approach to a hover above the water and:
Doors - Jettison at a hover.
CPG or passenger - Exit
Hover a safe distance away from personnel.
AUTOROTATE. Apply all remaining collective as the helicopter enters the water. Maintain a level attitude as the helicopter sinks and until it begins to roll. Apply cyclic in the direction of the roll.
Pilot - Exit when the main rotor stops

DITCHING - POWER OFF

AUTOROTATE - decelerate to minimum forward speed as 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. Apply cyclic in the direction of roll.
Doors - Jettison as the helicopter enters the water
CPG or passenger and pilot - Exit when main rotor stops

FLIGHT CONTROL MALFUNCTIONS

Varying degrees of feedback, binding, resistance, or sloppiness. should not be mistaken for hydraulic power failure.
LAND AS SOON AS POSSIBLE
EMER SHUTDOWN after landing

LIGHTNING STRIKE

LAND AS SOON AS POSSIBLE

IN-FLIGHT WIRE STRIKE

LAND AS SOON AS POSSIBLE

INADVERTENT AIR BAG DEPLOYMENT

unlikely. brief prior to flight appropriate actions.
No action required for lateral ITS airbags. Lateral ITS airbags do not interfere with normal flight operations and deflate within 3-5 seconds
P* - maintain control of aircraft
If at terrain flight altitude - initiate climb
P - Fold both forward air bags over glareshield and secure, If possible. (If not possible to secure both air bags, transfer controls and accomplish individually)
If safe flight cannot be continued:
LAND AS SOON AS POSSIBLE

INADVERTENT AIR BAG DEPLOYMENT NOTE

When activated, gas generators produce a loud noise and rapidly expanding air bags, which may startle the crew.

DC GENERATOR FAILURE - NO OUTPUT

MFD displays DC GEN FAIL
DC GEN FIELD and DC GEN RESET circuit breakers - check/place in. Do not hold the circuit breaker(s) in. If the circuit breaker(s) trip again, leave out and proceed with step 3.
DC GEN switch - RESET then DC GEN. Do not hold the switch in the RESET position.
If generator output is not restored or if the generator goes off line again:
DC GEN switch - OFF
LAND AS SOON AS PRACTICABLE

DC GENERATOR FAILURE - NO OUTPUT NOTE

Following loss of the DC generator, battery charging does not occur. Whenever the throttle is reduced below 91% NP the TRU is off line and all DC systems are powered by the battery. Low battery power may result in loss of all CDS indications. Additionally, without DC power to the ECU, the engine may flameout

AC GEN FAIL CAUTION MESSAGE

AC GEN switch - OFF, then AC GEN
If output is not restored or generator fails again:
AC GEN switch - OFF
LAND AS SOON AS PRACTICABLE

AC GEN FAIL CAUTION MESSAGE CAUTION

An AC GEN FAIL caution message accompanied by a CHIPS ENG LOWER caution message may be an indication of a generator drive gear failure, in which case, adjust your altitude and flight path as appropriate, depending upon mission, to ensure available forced landing areas.

INV FAIL CAUTION MESSAGE NOTE

With inverter power off, all AC powered equipment to include instrument lighting, and SCAS will be lost at NP speeds below 91%

AUDIO DISTRIBUTION UNIT (ADU) FAILURE

A failure of the ADU will be evidenced by a failure of all communication radios except FM-1, including COMSEC, and retransmission. Caution/warning advisory tones and pilot remote function will also fail.
In the event of ADU failure:
Transmit and receive on FM-1
LAND AS SOON AS PRACTICABLE

LOW HYD PRESS CAUTION MESSAGE

It is possible that the LOW HYD PRESS caution message could be displayed without the presence of control feedback. In the event this condition occurs, select an area which will permit a run-on landing with power and:
LAND AS SOON AS PRACTICABLE

HYDRAULIC POWER FAILURE

Airspeed - Adjust as necessary to attain the most comfortable level of control movements
HYD SYS circuit breaker - Out; check for restoration of hydraulic power.
If hydraulic power is not restored:
HYD SYS circuit breaker - In
HYD SYS switch - OFF
LAND AS SOON AS PRACTICABLE at an area which will permit a run-on landing at an airspeed slightly above effective translational lift.

HYDRAULIC POWER FAILURE WARNING

Bank angles exceeding 45 deg without hydraulic boost may cause roll rates to exceed controllable limits.

HYDRAULIC POWER FAILURE WARNING 2

Do not return the HYD SYS switch to the HYD SYS position for the remainder of the flight. This prevents any possibility of a surge in the hydraulic system creating sudden, unexpected control movements.

HYDRAULIC POWER FAILURE NOTE

Abrupt collective changes, up or down, will cause increased pilot workload, especially with roll attitude. Loss of hydraulic power will result in loss of SCAS, thereby resulting in a deterioration in flying qualities.

WARNING MESSAGES LAND AS SOON AS POSSIBLE

(verify condition)
LOW FUEL PRES
XMSN OVER TRQ
ENG OVER TRQ
TGT OVER TEMP
ENG OVER SPD

WARNING MESSAGE - ENGINE OUT

verify condition, AUTOROTATE

WARNING MESSAGE - LOW RPM ROTOR, HIGH RPM

verify condition, Adjust collective

WARNING MESSAGE- CHECK THROTTLE

Adjust throttle

CAUTION MESSAGE - CHIPS ENG LOWER/UPPER

LAND AS SOON AS POSSIBLE

CAUTION MESSAGE -
CHIPS ENG FREEWHEEL
CHIPS T/R GEARBOX
CHIPS XMSN SUMP
CHIPS XMSN UPPER

if no successful burnoff - LAND AS SOON AS POSSIBLE

CAUTION MESSAGE -
ENG TRQ TIME LIM []
HIGH TGT TIME LIM []
MAST TRQ TIME LIM []
QE 30 MIN LIM []
TGT 30 MIN LIM []

Adjust collective

CAUTION MESSAGE -
FUEL FILTER BYP
HIGH OIL TEMP ENG
HIGH OIL TEMP XMSN
HIGH TEMP T/R GRBX
LOW OIL PRESS ENG
LOW OIL PRESS XMSN
LOW OIL QUANTITY ENG
OIL BYP ENG

LAND AS SOON AS POSSIBLE

CAUTION MESSAGE -
LEFT MCPU FAIL

LAND AS SOON AS POSSIBLE

CAUTION MESSAGE -
NP TIM LIM []

Collective increase

CAUTION MESSAGE -
FUEL LOW
HIGH OIL PRESS ENG

Land as soon as practicable

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